Hella KGaA Hueck and Co

Lippstadt, Germany

Hella KGaA Hueck and Co

Lippstadt, Germany
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Fei T.,Hella KGaA Hueck and Co | Kraus D.,Bremen University of Applied Sciences | Zoubir A.M.,TU Darmstadt
IEEE Transactions on Geoscience and Remote Sensing | Year: 2015

This paper deals with several original contributions to an automatic target recognition (ATR) system, which is applied to underwater mine classification. The contributions concentrate on feature selection and object classification. First, a sophisticated filter method is designed for the feature selection. This filter method utilizes a novel feature relevance measure, the composite relevance measure (CRM). Feature relevance measures in the literature (e.g., mutual information and relief weight) evaluate the features only with respect to certain aspects. The CRM is a combination of several measures so that it is able to provide a more comprehensive assessment of the features. Both linear and nonlinear combinations of these measures are taken into account. A wide range of classifiers is able to provide satisfactory classification results by using the features selected according to the CRM. Second, in the step of object classification, an ensemble learning scheme in the framework of the Dempster-Shafer theory is introduced to fuse the results obtained by different classifiers. This fusion can improve the classification performance. We propose a reasonable construction of the basic belief assignment (BBA). The BBA considers both the reliability of the classifiers and the support of individual classifiers provided to the hypotheses about the types of test objects. Finally, this ATR system is applied to real synthetic aperture sonar imagery to evaluate its performance. © 2014 IEEE.


Kleinkes M.,Hella KGaA Hueck and Co.
Optics InfoBase Conference Papers | Year: 2010

Newly introduced Full-LED-headlamps show an extraordinary number of lighting innovations for safety, comfort and styling. Besides this, a view into the future will be presented, showing perspectives for reduced power consumption using LEDs for the main light functions. © OSA/ANIC/SOLED 2010.


Henkler S.,Heinz Nixdorf Institute | Meyer J.,Heinz Nixdorf Institute | Schafer W.,Heinz Nixdorf Institute | Von Detten M.,Heinz Nixdorf Institute | Nickel U.,Hella KGaA Hueck and Co.
Proceedings - International Conference on Software Engineering | Year: 2010

We present a Tool Suite which supports the (re-)construction of a behavioral model of a legacy component based on a learning approach by exploiting knowledge of known models of the existing component environment. This in turn enables to check whether the legacy component can be integrated correctly into its environment. © 2010 ACM.


Tandon P.,Indian Institute of Information Technology, Design and Manufacturing | Awasthi A.,Hella KGaA Hueck and Company | Mishra B.K.,Indian Institute of Technology Kanpur | Rathore P.,Indian Institute of Technology Kanpur | Shukla R.K.,Indian Institute of Information Technology, Design and Manufacturing
IEEE/ASME Transactions on Mechatronics | Year: 2011

An intelligent bicycle transmission system provides a solution that enables a bicycle rider to keep pedaling in his comfort speed range regardless of the torque or the speed requirement. The cadence or the pedaling speed has a preferred range for every rider. However, a rider can exceed or fall below his preferred range when in need of a torque or a velocity more than what the cycle offers to him. The designed transmission system presented in the paper senses the requisites of the rider, and hence, changes gears automatically so that cyclist can keep pedaling in his preferred cadence range. This paper proposes an extremely cost effective and novel solution that improves upon the existing designs of automatic gear shifting arrangement in bicycles. It incorporates special built-in sensors, electronic control unit and specially designed state-of-the-art actuator mechanism that augment the derailleur mechanism. It keeps the cost of the transmission system within an acceptable range with an uncompromised accuracy. In designing the solution, the preferred cadence range of a given user shall be employed. © 2011 IEEE.


Matthaei R.,TU Braunschweig | Dyckmanns H.,Hella KGaA Hueck and Co. | Maurer M.,TU Braunschweig | Lichte B.,TU Braunschweig
IEEE Intelligent Vehicles Symposium, Proceedings | Year: 2011

In this paper an approach for a consistency-based motion classification for laser sensors is presented which concentrates on urban environments. In these complex environments the algorithm has to match both cross traffic and structures in parallel to the road, as well as objects starting and stopping moving. This leads to a conflict to be solved. For a better understanding we introduce some basic definitions at the beginning. As there are limits due to the sensor's properties, the proposed algorithm can be configured. The parameters depend on the special dynamic characteristics of the scenario to be detected on the one hand and on the other hand on the sensor's properties. In combination with the resulting speed limit of the ego vehicle, these parameters describe the theoretical limits of this approach in a comprehensible way. This approach runs online and has been validated in crowded urban environment. © 2011 IEEE.


Romaus C.,University of Paderborn | Wimmelbucker D.,HELLA KGaA Hueck and Co. | Stille K.S.,University of Paderborn | Bocker J.,University of Paderborn
Proceedings of the 2013 IEEE International Electric Machines and Drives Conference, IEMDC 2013 | Year: 2013

Electric and hybrid-electric vehicles place high demands for peak power, energy content and efficiency on the energy storage. By hybridization of the storage, adding double layer capacitors, the battery can be relieved from the stress of peak power and even downsized to meet only energy demands instead of power demands. Thus, the storage weight and losses can be significantly reduced. An energy management to distribute the power to both storages can be mathematically optimized applying Stochastic Dynamic Programming (SDP), considering stochastic influences of the driving process. To handle different conditions and driving cycles, we propose self-optimization control strategies involving multi-objective optimization. These strategies are able to autonomously adapt their behavior and relevance of objectives, offering an optimal and secure operation in different situations. © 2013 IEEE.


Masjosthusmann C.,Hella KGaA Hueck and Co. | Kohler U.,Hella KGaA Hueck and Co. | Decius N.,Hella KGaA Hueck and Co. | Buker U.,Hella KGaA Hueck and Co.
2012 IEEE Vehicle Power and Propulsion Conference, VPPC 2012 | Year: 2012

The prospect of a decreasing supply of fossil energy sources necessitates the search for alternative ways of individual transport. An important step is the electrification of the drive train and further vehicle components, enabling a total control of the overall energy flow while at the same time offering more degrees of freedom in optimizing the vehicle architecture. The current status of the development of a vehicle energy management for a single source Battery Electric Vehicle is presented. A central ECU, a bench test system and a simulation model were developed. The energy management strategy presented can help to improve the lifetime of EV's batteries, which finally needs to be evaluated in vehicle prototype tests. This work has been supported by the European Commission under grant no. 258133. © 2012 IEEE.


Thesing T.,Hella KGaA Hueck and Co. | Bishop N.,CAEfatigue Ltd.
SAE Technical Papers | Year: 2016

Conventional approaches for the fatigue life evaluation of automotive parts like headlamps involves the evaluation of random stress conditions in either the time or frequency domain. If one is working in the frequency domain the fatigue life can be evaluated using one of the available methods like the Rayleigh (Narrow Band) approach or the more recent Dirlik method. Historically, the random stresses needed as input to these methods have been evaluated by the FEA solver (eg Abaqus, or Nastran) and these "in built" stress evaluations have limitations which relate to the fact that the stress conditions are complex and so the common "equivalents" for stress like von-Mises or Principal have not been available. There have also been limitations in the location and method of averaging for such stresses. In addition, the fatigue calculation approach for doing the evaluation has been constrained to the linear stress based (S-N) method. And finally, random methods implemented inside such solvers are inherently inefficient. Modern methods process the system properties (transfer functions) rather than the response stresses and this offers significant improvements in terms of performance. The modern methods also offer better fatigue (and fatigue material) methods like the strain based (E-N) approach and more appropriate equivalent stress options. This paper presents comparisons between the conventional methods (using Abaqus and Nastran) and the more modern methods using the CAEfatigue VIBRATION (CFV) code. © Copyright 2016 SAE International.


Mugge M.,Hella KGaA Hueck and Co. | Hohmann C.,Hella KGaA Hueck and Co.
Advanced Optical Technologies | Year: 2016

Signal functions have to fulfill statutory regulations such as ECE or FMVSS108 to provide a clear signal to other road users and satisfy the same standard definitions of lighting parameters. However, as rear combination lamps are very different from one another, and these days are an increasingly powerful design element of cars, automotive manufacturers want an innovative, superior, and contrasting design. Daytime appearances with a new and unusual look and nighttime appearances with unexpected illumination are strong drivers for developing amazing innovative signal functions. The combination of LED technology and different forms of light-guiding optics, new interpretations of common optical systems to develop various styling options, the use of new materials and components for lighting effects, the introduction of OLED technology on the automotive market, and amazing new optical systems, using diffractive or holographic optics in future rear lamps, are paving the way for further, exciting design possibilities. The challenge of new signal functions is to take these possibilities and to develop the appearance and illumination effects the designer wants to reinforce the image of the car manufacturer and to fit harmoniously into the vehicle design. Lighting systems with a three-dimensional design and appearance when unlit and lit, amazing 3D effects, and surprising lighting scenarios will gain in importance. But the signal lights on cars will, in the future, be not only lighting functions in rear lamps; new functions and stylistic illuminations for coming/leaving-home scenarios will support and complete the car's overall lighting appearance. This paper describes current lighting systems realizing the styling requirements and future lighting systems offering new design possibilities and developing further stylistic, visual effects and improved technologies. © 2016 THOSS Media & De Gruyter 2016.


Kandil F.I.,University of Munster | Rotter A.,Hella KGaA Hueck and Co. | Lappe M.,University of Munster
Journal of Vision | Year: 2010

On winding roads, car drivers have to control speed and steering angle in order to keep the car in an optimal lane position. Among the strategies proposed for steering regulation are the use of the tangent point, a geometrical method, and gaze sampling, in which retinal flow lines obtained by tracking a spot on the future road need to be assessed. Previous studies used a variety of scenarios (real-road vs. simulator) and different road designs (closed vs. open bends, different curvatures) and found results speaking in favor of either strategy. Here, we investigate what effects the openness of the bend, i.e. the sight distance of the driver, has on the percentage with which drivers use the tangent point. Six drivers drove a test car repeatedly through a series of twelve bends on real roads while their eye-movements were recorded. Results show that the reliance on the tangent point is generally high and increases with the closedness (shorter sight distances) of the bend and higher curvature. In open bends they alternatively look far into the straight road segments adjacent to the bend, but do not use gaze sampling. © ARVO.

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