The most important key figures provide you with a compact summary of the topic of "Automotive industry worldwide" and take you straight to the corresponding statistics. In the following 6 chapters, you will quickly find the 35 most important statistics relating to "Automotive industry worldwide".
Skip to main content. Single Accounts Corporate Solutions Universities. Published by Mathilde Carlier , Nov 10, Will the global automotive market continue to grow? It is projected that the global automotive industry will grow to just under nine trillion U.
It is anticipated that new vehicle sales will account for about 38 percent of this value. Globally, Volkswagen Group and Toyota Motor are the leading carmakers in terms of revenue. The Japanese auto giant generated almost billion U. The U. Electric vehicles have gained popularity in the past years, with their use increasing over threefold between and , including battery electric and plug-in hybrid units.
Amid the outbreak of the pandemic in China, many factories were closed, and no new vehicles were rolling off the assembly lines in Wuhan. Work stoppages resulting from outbreaks continue to affect the industry on a global scale, although factories have reopened in many markets. More recently, the coronavirus pandemic has also sparked a shortage of chips in many industries, including the auto sector.
It is projected that on average, electronic systems will account for half of the total price of a new car by Mass production of automobiles started in the early s when Ford introduced assembly line car production to mass-manufacture the Model T. Today, the Ford Motor Company still ranks among the leading manufacturers of passenger cars, its most popular passenger light truck model being the Ford F-Series, which was also one of 's best-selling light vehicles worldwide.
Environmental regulations are becoming stricter Prompted by global initiatives such as the Paris Agreement, several countries around the globe have started enacting stricter emissions controls on new vehicle models. As such, automakers are beginning to expand their business into the electric mobility sector. Every third new car sold is anticipated to be propelled or assisted by an electric battery by Over the next decade, mobility services and autonomous vehicles are set to stir up yet another revolution in the auto sector.
China is projected to lead the market by with projected autonomous vehicle sales of This text provides general information. Statista assumes no liability for the information given being complete or correct. Due to varying update cycles, statistics can display more up-to-date data than referenced in the text.
Passenger cars are the largest category of motor vehicle production. Manufacturers Automotive brand with the highest brand value worldwide. Suppliers The world's largest automotive supplier. Interesting statistics In the following 6 chapters, you will quickly find the 35 most important statistics relating to "Automotive industry worldwide".
Statistics on the topic. Overview Revenue - automotive industry worldwide Worldwide motor vehicle production Motor vehicle sales worldwide The resistance has to be chosen based on the charging time. A 1 pF capacitor is connected to the ground to stabilize the sensor. The sensing surface is mounted on the airbag. The circuit is implemented using an Arduino development board as shown in Figure 6.
Energies , 14, 6 of 16 Figure 6. Hardware connections. Sensing circuit. Algorithm for Sensor Voltage Change Measurement Digital input and analog output channels on the Arduino board are utilized to measure the voltage change. The channels are pulled down with internal resistors to avoid floating.
A 5 V input signal is given for microseconds. The voltage change across the sensor is measured from the analog channel. After the measurement, input and output channels are discharged and the next cycle is executed. Test Bench A low-impact velocity pendulum test bench is designed to test the sensors as it offers flexibility to change the parameters Figure 8.
It consists of a 2. The standard head mass of 4. A 5 mm thick rubber sheet is glued to the head to damp the vibrations. Further, a thin aluminum sheet is attached to make the head conductive. The airbag is mounted rigidly and kept inflated. The measurement system Table 1 includes a standard rotary encoder, an airbag pressure sensor and two high-speed cameras. A conducting thread provides electrical contact between the pendulum head and the human body to simulate actual human body capacitance, which is kept constant throughout the calibration and testing.
Pivot Point 3m 2. Low-impact velocity pendulum test bench. Energies , 14, 7 of 16 Table 1. Sensor Calibration Squared conducting plates of length 40 mm to mm are used to calibrate the single and the matrix sensors. The plates are pressed against the sensors and voltage drop is measured. Figure 9 shows an exemplary single sensor voltage drop for mm square plate.
The maximum voltage drop for the single sensor is 3. A mean reference voltage is calculated by averaging the first samples. Suppose there is a touch, the voltage drops and reaches a minimum. Single sensor calibration 0. Voltage drop calculation method. The voltage drops for different plates are obtained Figure 10a. A non-linear 4th-order polynomial in a least-square sense equation is applied to the voltage drop data to fit the curve.
The values of the contact areas are centered at zero and scaled to have a unit standard deviation, which improves the numerical properties of the polynomial. From the theoretical simulation model, the maximum voltage drop is close to 4. During the calibration, the maximum observed drop is 3.
Cable effects, stray capacitances and environmental parameters contribute to the deviation. Energies , 14, 8 of 16 a b Figure Calibrated voltage drop curve for single sensor: a sensor voltage drop; b calibrated and interpolated voltage drop.
Similar to single sensor, individual sensors in the matrix are calibrated Figures 11 and The maximum voltage drop for all the sensors is between 2 V and 2. L1 R1 a b Figure Calibrated voltage drop curve for L1 and R1: a L1 sensor; b R1 sensor.
L2 R2 a b Figure Calibrated voltage drop curve for L2 and R2: a L2 sensor; b R2 sensor. Energies , 14, 9 of 16 5. Hypothesis It is hypothesized that the sensor voltage decreases with contact progression.
At constant pressure and increasing velocity, the voltage drop increases with less contact time due to increased area. Further, the magnitude and peak time depend on the airbag pressure and the impact velocity.
The hypothesis is tested by comparing the contact sensor results with the high-speed videos. Therefore, we choose these parame- ters to design the experiments. Pressure values are chosen such that there is a perfect contact between the airbag and the sensor Table 2. Table 2. Single-sensor test matrix. The matrix sensor is tested with an approximately constant pressure 1.
The matrix sensor has four individual sensors, which are geometrically symmetric on the airbag surface; hence, three experiments are carried out. Sensor Benchmark and Data Analysis Method 5. Head Depth Calculation from the Contact Sensor The contact sensors are benchmarked with high-speed videos. Figure 13 shows an exemplary contact event for the single sensor.
Since contact occurs before the trigger, the times before 0 s are negative. The total contact time is The contact time from the sensor is There is a 3.
Sensor benchmarking. Further, the contact sensor voltage drop at the peak displacement is 2. From the calibration curve Figure 10 the area at 2. Since the head is a hemispherical form, the area obtained is the curved surface area of the hemisphere.
The head depth Dc in Figure 14 is calculated from the curved surface area, which is 0. An open-source software Tracker is used for kinematic analysis. The impact velocities calculated from the swing angle and the video for an exemplary test are 5. Then the peak head displacement is calculated. At the beginning of the contact, head depth X from the reference is When the head is at peak displacement, the depth X1 from the reference is The depth Dc is the head depth inside the airbag during the restraint phase, which is There is a 7.
Figure Depth calculation from high-speed video: a first contact; b peak displacement. Results 6. In the first set of experiments tests 1 to 4 , we observe that when the velocity is increased from a minimum of 2. From Figure 15a and Table 3 it can be seen that the voltage drop increases from 2. When the velocity is increased beyond 4.
Similar behaviour is observed for tests 5 to 8. Further, Figure 15b shows the contact time comparison for the contact sensor and the camera for different tests. The contact time first contact to peak depth decreases with the increase in impact velocity. The maximum and minimum deviations from the camera are The bag pressure variation changes the impact positions dramatically due to its thickness in the inflated condition.
The pendulum hits the bag even before achieving maximum velocity, which is a challenge to the reproducibility of the tests. Hence, we varied pressure such that impact always occurs at peak pendulum velocity.
We observed similar behavior as in tests 1 to 4. There is no major deviation in the voltage drop values and contact times. From Figure 15a, we observe that the voltage drop for tests 1 and 5 same velocity and different pressures are approximately the same highlighted in black box.
Further, the drop behavior for 3. After 4. The contact area is calculated at the peak depth as the kinetic energy and sensor variations are low.
Firstly, the depth Dc in Figure 14 is calculated from the high-speed video. Then the depth Ds is calculated. Dd is the difference between the depths obtained from the camera and the contact sensor. The deviation is calculated, keeping camera values as the reference Table 3. The sensor has a minimum and maximum deviation of Single sensor results: a sensor voltage drop; b contact time comparison for sensor and high-speed camera. Table 3. Single sensor results. Matrix Sensor Figure 16 illustrates matrix sensor results for L1, R1 and middle impacts.
Impact at L1 sensor: The voltage drops for L1 and L2 are 2. The pendulum does not touch R1 and R2. Impact at R1 sensor: In this test, the sensor is moved to make R1-centered impact. R1 and R2 sensors record 2. R1 has full contact while R2 has partial contact. L1 and L2 record no touch. The voltage drops are identical since the impact and the sensors are symmetrical. First contact point estimation is crucial for the in-position and out-of-position decision.
Table 4 shows the estimated first contact time from the tests. The first column is the impact position. Once the airbag starts to deform, the head touches the L2 sensor at L1 sensor R1 sensor 4.
Matrix sensor tests with different impact points by changing sensor position. Table 4. First touch identification for matrix sensor using threshold. The contact area is calculated similarly to the single sensor Table 5. These voltage drops are compared with the calibration curves and the corresponding contact area is calculated. The depth Ds is then determined and deviation from the camera is calculated.
Table 5. Matrix sensor depth calculation for head-form impact tests. Discussion Airbag performance is assessed through various test stages. Firstly, static deployment is performed to analyze the unfolding and filling behaviour, followed by linear impactor or pendulum impact tests. These tests are performed to analyze free-form body motion without vehicle deformation to assess airbag performance only.
Further, sled tests are carried out on a rigid sled where vehicle motion and seatbelt restraint effects are considered. Finally, full-vehicle crash tests are performed to consider vehicle structural deformation, airbag displacement, and restraint effects.
We have chosen pendulum tests in our work while it is practically feasible to change the parameters and provide scaled-down occupant free-form head kinematics and restraint effect. The experiments are cost and time-effective, hence better suited for first performance evaluation and hypothesis testing of the sensors.
However, there are certain limitations of the test bench and experiments. Hence in our study, we have restricted the velocity to 5. Airbag pressure also has limitations. Pressure change increases the bag thickness, making pendulum impact before maximum kinetic energy, resulting in lower voltage drop and higher contact times.
These limitations can be overcome by testing the airbag in a drop tower facility. The results of single and matrix sensors are further discussed in the following subsections. Single Sensor As hypothesized, the sensor voltage drops with contact progression and reaches a minimum when the head reaches peak depth.
When the impact velocity is increased, the voltage drop increases due to the larger contact surface. The deviation Table 3 for low velocities is less as the sensor makes perfect contact with the head. When the velocity is high, the sensor flies and contacts different parts of the pendulum assembly, contributing to the deviation. This problem can be overcome by knitting the sensor on the airbag.
On the other hand, the contact area is smaller when the head slides on the airbag beyond the sensor area. The drop increases when the velocity is increased. The deviations Table 3 for the single sensor are reasonably acceptable due to dynamic irregular complex deployment.
They can be further reduced by adequately integrating the sensor with the airbag. From the single sensor results Table 3 , it can be concluded that as the impact velocity increases, the area deviation also increases.
In real-time moderate speed vehicle collisions, the deviation is acceptable. Further, the contact times obtained from the sensor are in good agreement with the high-speed video times Figure With the increase in impact velocity, contact time decreases with a higher drop. Matrix Sensor The minimum deviation for the matrix sensor from the camera depth as a whole is There are several possible reasons.
Firstly, the shape of the head is circular. When the head makes contact, the airbag wraps around the head, making contact with other parts at different time stamps.
One solution to this problem is to provide a flat contact. This can be achieved by using a square plate. The second reason is mutual capacitance and contact capacitance induced between the sensors when the object makes contact. A correction parameter can be incorporated in the occupant detection algorithm by testing individual sensors in the matrix. Mutual capacitance can be reduced by increasing the distance between the sensors. Further, the experimental results answer the questions in Section 2.
The contact time from the first contact to the peak can be estimated from both sensors Figures 15 and Irrespective of the contact position, the single sensor provides first contact time, total contact time, whereas the matrix sensor is position-specific. It gives contact parameters on different regions on the airbag. If there is a single-chambered airbag and out-of-position is not of interest, the single sensor can be preferred over the matrix.
If region-specific times are required, the matrix is a choice of application. Both sensors can estimate the area. The deviation for the matrix sensor Table 5 is higher than the single sensor Table 3. Hence, when the contact area is the only parameter of interest, the single sensor works better than the matrix sensor. A matrix sensor can be installed to estimate the overall area and the individual sensor area if a multi-chambered passenger airbag is used. When the impact position is the parameter of interest, then the matrix sensor plays a significant role.
The position can be identified from the matrix sensor based on the threshold crossing time for different sensors in the matrix Table 4.
Early position estimation helps decide in-position and out-of-position, which is crucial information to control the individual chamber pressure. Each parameter can be used to tune the restraint system. Curtain airbags are usually multi- chambered with optional gas flow control between the chambers [30].
Furthermore, sensor data also play a significant role in injury monitoring and rescue strategies. The vehicle can be used as a diagnostic space by installing accelerometers to monitor the respiration [31,32].
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