About this sound Daimler AG is a German multinational automotive corporation. Daimler AG is headquartered in Stuttgart, Baden-Württemberg, Germany. By unit sales, it is the thirteenth-largest car manufacturer and second-largest truck manufacturer in the world. In addition to automobiles, Daimler manufactures buses and provides financial services through its Daimler Financial Services arm.As of 2014, Daimler owns or has shares in a number of car, bus, truck and motorcycle brands including Mercedes-Benz, Mercedes-AMG, Smart Automobile, Freightliner, Western Star, Thomas Built Buses, Setra, BharatBenz, Mitsubishi Fuso, MV Agusta as well as shares in Denza, KAMAZ, Beijing Automotive Group, Tesla Motors, and Renault-Nissan Alliance. The Maybach brand was closed at the end of 2012, but was revived in November 2014 as "Mercedes-Maybach", an ultra luxury edition of the Mercedes-Benz S-Class. Wikipedia.
Weiss C.,Daimler AG
Computer Networks | Year: 2011
Following the success story of passive and autonomous active safety systems, cooperative Intelligent Transportation Systems based on vehicular communication are the next important step to the vision of accident-free driving. In recent years, various research projects have contributed solutions for the fundamental technological requirements of vehicle communication. Cost-efficient positioning and radio hardware is available and standardization is underway. Today, the focus of the work on vehicular communication shifts from research topics to preparing deployment. This is also reflected in the fact that publicly funded projects in all regions of the world move from clearly targeted research activities to the integrative measure of field operational tests. In this paper, we give an overview of how research on vehicular communication evolved in Europe and, especially, in Germany. We then describe the German field operational test simTD. The project simTD is the first field operational test to evaluate the effectiveness and benefits of applications based on vehicular communication in a setup that is representative for a realistic deployment environment. It is, therefore, the next necessary step to prepare for an informed deployment decision of cooperative systems. © 2011 Elsevier B.V. All rights reserved. Source
Kerner B.S.,Daimler AG
Physical Review E - Statistical, Nonlinear, and Soft Matter Physics | Year: 2012
Based on numerical simulations of a stochastic three-phase traffic flow model, we reveal the physics of the fundamental hypothesis of three-phase theory that, in contrast with a fundamental diagram of classical traffic flow theories, postulates the existence of a two-dimensional (2D) region of steady states of synchronized flow where a driver makes an arbitrary choice of a space gap (time headway) to the preceding vehicle. We find that macroscopic and microscopic spatiotemporal effects of the entire complexity of traffic congestion observed up to now in real measured traffic data can be explained by simulations of traffic flow consisting of identical drivers and vehicles, if a microscopic model used in these simulations incorporates the fundamental hypothesis of three-phase theory. It is shown that the driver's choice of space gaps within the 2D region of synchronized flow associated with the fundamental hypothesis of three-phase theory can qualitatively change types of congested patterns that can emerge at a highway bottleneck. In particular, if drivers choose long enough spaces gaps associated with the fundamental hypothesis, then general patterns, which consist of synchronized flow and wide moving jams, do not emerge independent of the flow rates and bottleneck characteristics: Even at a heavy bottleneck leading to a very low speed within congested patterns, only synchronized flow patterns occur in which no wide moving jams emerge spontaneously. © 2012 American Physical Society. Source
Agency: Cordis | Branch: H2020 | Program: RIA | Phase: MG-3.4-2014 | Award Amount: 6.93M | Year: 2015
The past decade has seen significant progress on active pedestrian safety, as a result of advances in video and radar technology. In the intelligent vehicle domain, this has recently culminated in the market introduction of first-generation active pedestrian safety systems, which can perform autonomous emergency braking (AEB-PED) in case of critical traffic situations. PROSPECT will significantly improve the effectiveness of active VRU safety systems compared to those currently on the market. This will be achieved in two complementary ways: (a) by expanded scope of VRU scenarios addressed and (b) by improved overall system performance (earlier and more robust detection of VRUs, proactive situation analysis, and fast actuators combined with new intervention strategies for collision avoidance). PROSPECT targets five key objectives: i. Better understanding of relevant VRU scenarios ii. Improved VRU sensing and situational analysis iii. Advanced HMI and vehicle control strategies iv. Four vehicle demonstrators, a mobile driving simulator and a realistic bicycle dummy demonstrator v. Testing in realistic traffic scenarios and user acceptance study The consortium includes the majority of European OEMs (Audi, BMW, DAIMLER, TME and Volvo Cars) currently offering AEB systems for VRU. They are keen to introduce the next generation systems into the market. BOSCH and CONTI will contribute with next generation components and intervention concepts. Video algorithms will be developed by UoA and DAIMLER. Driver interaction aspects (HMI) are considered by UoN and IFSTTAR. Euro NCAP test labs (IDIADA, BAST, TNO) will define and validate test procedures and propose standardization to Euro NCAP and UN-ECE. Accident research will be performed by Chalmers, VTI and BME, based on major in-depth accident databases (GIDAS and IGLAD) and complemented by East Europe data. The work will be done in cooperation with experts in Japan (JARI, NTSEL) and the US (VTTI, UMTRI, NHTSA).
Agency: Cordis | Branch: H2020 | Program: FCH2-RIA | Phase: FCH-02.5-2014 | Award Amount: 4.46M | Year: 2015
The overall aim is to create the foundations for commercializing an automotive derivative fuel cell system in the 50 to 100 kW range, for combined heat and power (CHP) applications in commercial and industrial buildings. More specifically, the project has the following objectives: develop system components allowing reduced costs, increased durability and efficiency build and validate a first 50 kW PEM prototype CHP system create the required value chain from automotive manufacturers to stationary energy end-users Mass-market production of fuel cells will be a strong factor in reducing first costs. In this respect, joining the forces of two non-competing sectors (automotive and stationary) will bring benefits to both, to increase production volume and ultimately reduce costs to make fuel cells competitive. As a consequence, the project partners have identified a PEM fuel cell based CHP concept to address the stationary power market, primarily for commercial and industrial buildings requiring an installed capacity from about 50 kWe to some hundreds of kWe. The main components of the system have been validated to at least laboratory scale (TRL>4). As a part of the present AutoRE proposal, the overall system will be demonstrated and further validated to increase the technology readiness level to TRL5. In addition, innovative solutions will be demonstrated to continuously improve performance and reduce costs and complexity. The project consortium reflects the full value chain of the fuel cell CHP system which will enhance significantly the route to market for the system/technology. The proposal relates to FCH-02.5-2014: Innovative fuel cell systems at intermediate power range for distributed combined heat and power generation, and it addresses the main specific challenges and scope laid down in the FCH JU AWP2014 to develop, manufacturing and validation of a new generation of fuel cell systems with properties that significantly improve competitiveness.
Agency: Cordis | Branch: H2020 | Program: IA | Phase: GV-7-2014 | Award Amount: 27.80M | Year: 2015
The overall objective of HDGAS is to provide breakthroughs in LNG vehicle fuel systems, natural gas and dual fuel engine technologies as well as aftertreatment systems. The developed components and technologies will be integrated in up to three demonstration vehicles that are representative for long haul heavy duty vehicles in the 40 ton ranges. The demonstration vehicles will: a) comply with the Euro VI emission regulations b) meet at minimum 10% CO2 reduction compared to state of the art technology c) show a range before fueling of at least 800 km on natural gas; d) be competitive in terms of performance, engine life, cost of ownership, safety and comfort to 2013 best in class vehicles. Three HDGAS engine concepts/technology routes will be developed: - A low pressure direct injection spark ignited engine with a highly efficient EGR system, variable valve timing comprising a corona ignition system. With this engine a stoichiometric as well as a lean burn combustion approach will be developed. Target is to achieve 10% higher fuel-efficiency compared with state of the art technology - A low pressure port injected dual fuel engine, a combination of diffusive and Partially Premixed Compression Ignition (PPCI) combustion, variable lambda close loop control and active catalyst management. Target is to achieve > 10% GHG emissions reduction compared with state of the art technology at a Euro VI emission level, with peak substitution rates that are > 80%; - A high pressure gas direct injection diesel pilot ignition gas engine, that is based on a novel injector technology with a substitution rate > 90% of the diesel fuel. Target is to achieve same equivalent fuel consumption (< 215g/kWh) and 20% lower GHG emissions than the corresponding diesel engine. HDGAS will develop all key technologies up to TRL6 and TRL7 and HDGAS will also prepare a plan for a credible path to deliver the innovations to the market.