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Onboard, embedded cellular modems are enabling a range of new connectivity features in vehicles and rich, real-time data set transmissions from a vehicle’s internal network up to a cloud database are of particular interest. However, there is far too much information in a vehicle’s electrical state for every vehicle to upload all of its data in real-time. We are thus concerned with which data is uploaded and how that data is processed, structured, stored, and reported. Existing onboard data processing algorithms (e.g. for DTC detection) are hardcoded into critical vehicle firmware, limited in scope and cannot be reconfigured on the fly. Since many use cases for vehicle data analytics are still unknown, we require a system which is capable of efficiently processing and reporting vehicle deep data in real-time, such that data reporting can be switched on/off during normal vehicle operation, and that processing/reporting can be reconfigured remotely.

As a part of a continuous research and innovation effort, Ford Motor Company has been evaluating hydrogen since 1997 as an alternative fuel option for vehicles with internal combustion engines. Hydrogen fuel is attractive in that it is the cleanest fuel. Hydrogen, when used in an internal combustion engine, produces an exhaust emission consisting mainly of water vapor, with no carbon dioxide and trace amounts of other regulated pollutants. Hydrogen can be produced from renewable sources which will help reduce the dependence on foreign oil. The implementation of the hydrogen powered IC engine is seen as a strategy to help transition from a petroleum economy to a hydrogen economy and drive development of hydrogen storage, fueling infrastructure and other hydrogen related technologies.

Highly accurate dynamometer torque data are essential for laboratory measurements of brake-specific fuel consumption and friction torque. In the Ford Scientific Research Laboratory, the torque calibration accuracy specification is ± 0.2 Nm for absolute values less than 40 Nm and ± 0.5 % of reading from 40 Nm up to 720 Nm. It is a significant challenge to meet the ± 0.2 Nm part of the specification. This paper describes how the specification was met for hydrostatically floated 225 and 300 kW AC dynamometers with a load cell measurement of reaction torque. A system analysis quantified all significant sources of torque calibration error, developed an error budget, and prioritized necessary component improvements. The most significant improvements were made to the lift and thrust hydrostatic bearings, the linkage connecting the dynamometer stator and load cell, the motor leads, the load cell, and the load cell signal conditioner.