Karl-Ludwig Krieger

Development of a Real-Time Sensor System for the Early Detection of Cracks on Trailer Frames

In diesem Beitrag wird die Entwicklung eines echtzeitfahigen Systems zur Uberwachung einer Rahmenstruktur eines LKW-Aufliegers vorgestellt. Durch die haufige Belastung und partiellen Uberlastung von Aufliegern kommt es im Zuge von Leichtbaubestrebungen vermehrt zu ermudungsbedingten Schadigungen der Rahmenstruktur. Um eine Grundlage fur die Erkennung dieser Beschadigungen zu schaffen werden Fahrversuche durchgefuhrt und die auftretenden mechanischen Beanspruchungen analysiert. Weiterhin werden die entstehenden Korperschallsignale analysiert um gewohnliche Betriebsgerausche zu identifizieren. Mit Hilfe von weiteren statischen und dynamischen Ermudungsversuchen werden Anforderungen an ein System zur echtzeitfahigen sowie kontinuierlichen Korperschalluberwachung definiert.

Intelligent sensor layout of PVDF structure – borne sound sensors to gain signals mechanically

The content of this paper is a continuation of the work that has been done for the research project “KESS – Konfigurierbares Elektronisches Schadensidentifikationssystem”. In this project a sensor system to detect and classify minor damages in vehicle bodies has been developed. The focus in prior work [1] was mostly regarding the electronics and signal processing of the sensors and the evaluation system.

Innovation for future mobility concepts: An automatic damage identification system

Attempt has been made to understand the contribution of carbon fiber to the strength of the composite and the contribution of SiC addition to improve the wear resistance has been observed. The combination and strength and wear resistance can be obtained by the hybrid reinforcement of carbon fiber and SiC Inherent porosity observed is a deterrent to realize the potential improvements on account of porosity.Simulation of suspension system and evaluation of dissipated energy by the system highlights the potential of the car operation mode, where the suspension can provide a significant amount of power. A roughness road profile and a car with elastic suspension springs and stiff dampers can provide significant energy. This energy varies between 4% and 8% of the energy consumed by the engine vehicle, considering the road speed profiles below 60 km/h and a vehicle with reduced rolling resistance and drag coefficient.A Driver Assistance Systems play a leading role in this revolution; it has become a high priority for the automotive industry and now is no longer reserved for only premium cars. An example is the Ford Focus, which in the compact class currently has the most assistance systems on board. Today’s systems, however, still lack robustness and error free capabilities which negatively influence customer satisfaction. The errors vary from either compatibility problems between different systems to general runtime errors. However, one can also recognize dissatisfaction within different assistance systems. It may influence usability or even User Experience (UX) for various reasons (e.g., symbolic aspects, subjective feelings and habits). Within the development of Advanced Driver Assistance Systems, these motivations are tested continuously. The validation starts with a model-in-the-Loop (MiL) and ends with the Vehicle-in-the-loop (ViL), shortly after the physical testing process begins (driving tests, field tests etc.). In this paper, a new tool (MINARGUS) is to be introduced which allows capturing the UX already on MiL level to be fed back directly into the development process. It allows a connection between a simulation model and the measurement of physiological data in one environment and for a more efficient work relationship between system development engineers and test & validation engineers. The Advanced Active Cruise Control (Advanced ACC) system is used as a continuous example to support the paper.Using A1 A2 police-reported accident data for years 2003 – 2010 in Taiwan, the paper examines anatomic injuries and crash characteristics specific to pedestrians in “facing traffic” and “back to traffic” crashes. There were 2768 and 7558 accidents involving pedestrians walking along with/against traffic respectively. Injuries sustained by pedestrians and crash characteristics in these two crash types were compared with those in other crash types (nearside crash, nearside dart-out crash, offside crash, offside dart-out crash). Main findings include that “back to traffic” crashes resulted in more severe injuries, and pedestrians in “back to traffic” crashes had increased head, neck, and spine injuries than those in other crash types; and there was an elevated risk of head injuries in unlit darkness and NBU (non built-up) roadways. Several crash features (e.g., unlit darkness, overtaking maneuvers, phone use by pedestrians and drivers, intoxicated drivers) appear to be over-involved in “back to traffic” crashes. The implications of the research findings regarding pedestrian/driver education, enforcement, and remedial engineering design are discussed.