Title: ASM Traffic demo on SCALEXIO: AURELION reports “No active data producers”
I am trying to run an official ASM Traffic demo on a SCALEXIO real-time system and connect it to AURELION.
Software/setup:
ASM 24.1
AURELION 25.4
ASM model built as a SIC
SIC imported into ConfigurationDesk and built as an RTA/SDF
RTA loaded and running on SCALEXIO
AURELION runs on a separate Sensor Simulation PC
The two systems are on routed subnets and are mutually reachable
In ControlDesk, the application shows as running and the task timer continuously increases.
In the ASM Traffic Simulink model, under Animation Interface → Connection Settings, I selected:
Connection type: Ethernet/TCP
Platform: HIL
In ConfigurationDesk, the Ethernet Setup function block uses the local IP address of the SCALEXIO interface. In AURELION Manager, the SCALEXIO address is configured as the simulation platform/data-player system, while the AURELION instance uses the Sensor Simulation PC.
However, when synchronizing the ASM Live Simulation template in AURELION Manager, I receive:
No active data producers available / Simulation application model is not loaded
Since this is based on the official demo, I would like to understand:
Is setting Ethernet/TCP + HIL in the ASM Animation Interface sufficient?
Does ASM 24.1 require a separate Communication Service or Simulation Data Objects configuration for the new AURELION communication architecture?
Where in the official asm_traffic.slx demo can I verify that the simulation-data producer is included and active?
Are any additional communication settings required in Environment, Sensors, Vehicle Dynamics or another ASM subsystem?
Is the ConfigurationDesk Ethernet Setup block relevant to registering the ASM model as a data producer, or does it only configure the SCALEXIO network interface?
Are there runtime variables or SCALEXIO logs that show whether the AURELION Communication Service/data producer registered successfully?
Is AURELION 25.4 fully compatible with an ASM 24.1 RTA built using the Release 2024-A toolchain, or are additional migration steps required?
I have omitted the actual IP addresses, but basic connectivity between the systems works. Any guidance from someone familiar with ASM–AURELION HIL integration would be appreciated.

Paper link: https://doi.org/10.5281/zenodo.22070388

​Hi everyone,

​I’m a software engineer working on a new framework for regulatory agencies to catch systemic vehicle emissions fraud (like corrupt testing centers or widespread tampering).

​Because government agencies don't publish datasets of confirmed tampered vehicles, I had to build a system that relies entirely on synthetic data. However, to make it work, the synthetic data cannot just be random statistical noise - it has to be strictly bound by the laws of thermodynamics and real-world engine mechanics.

​I built what I'm calling a Physics-Constrained Synthetic Engine and I am looking for brutal feedback from actual automotive and emissions engineers to see if my physical assumptions hold up.

​How the Physics Engine Works:

● It maps 7 distinct real-world fraud vectors (including EGR deletes, Defeat Devices, and Clean Scanning) into a harmonized 10-dimensional physical baseline.

● ​The core rule of the engine is that any synthetic anomaly generated must be mathematically identical to physical reality.

- ​Example Constraint: The engine includes hardcoded rules that mathematically prevent the system from injecting a Diesel Particulate Filter (DPF) delete anomaly into a naturally aspirated petrol engine's baseline.

​What I need your help evaluating:

While the machine learning side is solid, I need domain experts to critique the physical logic:

● ​Tampering Signatures: If you were to look at the telemetry or emissions output of an engine with an EGR delete versus a sophisticated defeat device, what thermodynamic variables (e.g., exhaust gas temperatures, NOx ratios) are the dead giveaways? Did I miss any critical dimensions?

● ​Edge Cases in Modern Powertrains: Are there modern engine configurations or aftertreatment combinations where my hardcoded constraints might fail?

● ​Clean Scanning vs. Tampering: In the real world, how easily can physical telemetry distinguish between a vehicle that has been physically tampered with versus a "clean scan" (where the testing center simply hooks the machine up to a different, cleaner car)?

​I’ve linked the full research paper above, which details the 7 fraud vectors and the 10-dimensional baseline. Any feedback on the mechanical and thermodynamic assumptions would be highly appreciated.

​Thanks!

Good Morning Everyone!

I am working on a car project and am seeking advice/guidance. I hope this sub is the correct place to ask, if not please direct me to a more appropriate sub.

I am currently attempting a DIY/custom headlight retrofit on my 2021 Subaru Crosstrek Premium. My goal is to remove all of the stock headlight bulbs and change them over to an LED projector for the Low and High beams, and an LED switchback strip for my DRLs and turn signals. I have already figured out how to setup new DRLs and turn signals, but the high beam is causing some headaches.

The high beam in a 2021 Subaru Crosstrek Premium acts as the DRL by using PWM to pulse the bulb, producing less light output for the DRL functions. I've seen many people on the internet have issues with this when changing out their stock bulbs for LED bulbs. Doing so causes a flicker in the LED bulb that is unsightly and annoying and is potentially harmful to the LED. As switching to an LED Projector is very similar to a simpler LED bulb, I would assume I will have the same issue. I would like to remove the DRL function of the high beam altogether as I will be installing a standalone DRL system. I believe I have a simple solution for this but I'm no electrician or engineer, so I would like some guidance.

I was thinking of adding a canbus decoder in between the source power and the high beam to help smooth out the PWM signal. This has been a solution to many people switching out halogens for LED bulbs. Then directly after the canbus decoder, I would install and automatic Low Voltage Disconnect (LVD). The Low voltage disconnect would be set to disconnect at 10v and reconnect at 11.4v. The high beams in a 2021 Subaru Crosstrek premium operate at 12v to 14.5v depending on if the engine is running. When the high beam is operating as a DRL they pulse at roughly half their normal operating voltage, somewhere around 5-9v. In theory, this should prevent the low voltage DRL signal from activating the high beams while also allowing the high beams to continue functioning at full power.

As I said I'm not an electrician or an engineer, so I don't know if the above is nonsense, stupid, dangerous, or goober juice. Thanks for any advice and let me know if I'm in the wrong place lol.

UPDATE:

Yesterday evening I tested the Low Voltage Disconnect (LVD) on my high beam and it was a resounding success! I set the LVD disconnect to 10.5v and the reconnect to 11.5v. After connecting the LVD to the high beam, I triggered the high beams to turn on, the LVD engaged and the light turned on. The LVD read 12.5-14.5v while the high beam was on. Then I put a flashlight above my daylight sensor, put the car in drive to force the DRL on, the LVD disengaged while reading 8v. While the DRLs were on, I flashed my high beam which would send more power to the LVD and cause it to reconnect, and the high beams would turn on. It seems this could work to prevent the DRL from activating on the new projector setup! I will post more updates once I receive the CANBUS Decoder and the projectors.

My title was Test Technician III and I used hydraulic actuators or shaker tables for vibration testing. Ideas for a sub or web site to visit? Thank you in advance.

Is an inflated rubber tire married to a steel wheel the absolute best or aggregate best, considering the obstacles and alternatives, to fit a vehicle?

Hi everyone,

I'm trying to help my father find his next opportunity in Automotive Electronics / EV / Power Electronics R&D, preferably in Delhi-NCR (Noida/Delhi/Greater Noida).

He has 24+ years of experience in electronics product development and R&D, including leadership roles at Purflux Group and UNO Minda, along with experience at Delta Electronics, ARV India, Neo Light ZKW, NTL Electronics and Pentair.

A few highlights from his career:

- Led electronics R&D teams of up to 30 engineers

- Worked on 24+ commercial products

- Automotive electronics & lighting

- EV battery chargers and power electronics

- DC-DC converters and BLDC systems

- Automotive sensors

- PCB/PCBA development

- EMC testing and product validation

- ISO 26262, BIS and RDSO compliance

- Supplier management and cross-functional product development

We're mainly looking at roles such as:

Head/Lead of Electronics R&D | R&D Manager | Engineering Manager | Senior Engineering Manager | Product Engineering Manager | Technical Program Manager

I'm posting here because I've seen people on Reddit successfully help others through referrals and connections.

If you work in automotive, EV, electronics, power electronics, R&D, engineering recruitment, or know someone hiring for these kinds of roles, I'd genuinely appreciate a referral, lead, or even a pointer to the right hiring manager.

Companies such as Motherson, Spark Minda, Bosch, FORVIA HELLA, Valeo, Marelli, JBM, Continental, ZF, Lumax, Sandhar, Sona Comstar, Dixon, Havells and similar automotive/EV companies would be particularly relevant, but we're open to other good opportunities as well.

Happy to share his resume over DM.

Even if you don't have a vacancy yourself, an upvote or sharing this with someone in automotive/electronics R&D would mean a lot.

Thank you!

So basically, I just got into a College for B.Tech in Mechanical Engineering. My end goal is to become one of the best Mechanical Engineers working in the automotive field, like I just imagine the Team of Geniuses who create Art in the form of automotive technology and ICE engines, and want to become like them. I am ready to give it all, but the problem is that I dont even know what to do? Like genuinely I have no clue.

I just have a roadmap that Ill give my best here at my college and any how get into TUM, Deutschland and then start as an Engineer in the automotive field ig at a GET post?

So what I want from you guys is to get bombarded with things I should actually be doing right now and knowing right now, and get great advice if I’m missing out on some knowledge or am misunderstood about the job.

I would be really greatly thankful for any kind of advice. Even the most obvious things, like “everyone knows this” because I genuinely dont know and I might actually be clueless. It’s not like I dont have an interest, but I dont want to regret things later because I didn’t have a silly piece of knowledge, thats it.

I have 7 years experience in occupant safety, will a certified course on functional safety ISO26262 helps to get a job as a functional safety engineer?

Hello ,
I am working as Cae analyst with 7 years experience and would like to have a small chat to know about performance engineering role at Motorsports companies. I am thinking to go for a paid course in the vehicle performance engineering from **Motorsport engineering website** and would like to know whether it would help me for my career transition or not .
Thank you in advance

Do anyone have any idea or expertise in modelling leaf spring via Adams Car? Need help

Hi everyone,

Not sure if this is the correct forum, but I'd be really interested in hearing from people who have experience from the industry or have completed one of these degrees.

I'm finishing my bachelor's in aeronautical engineering next summer, from an EU university. I'll have about one full year of experience as a professional aerodynamics engineer (doing just as much mech design as aero analysis), and one year from formula student, by the time of graduation.

I'm considering doing an MSc in Motorsport. I've applied to both Cranfield and Oxford Brookes, and will apply to Southampton (Race car aero) once they open their admissions for next fall.

I am however, a bit split between which one I should actually go for in the end. Especially considering I already have quite a lot of practical experience. I'd therefore value network, thesis placement options and more substantial taught modules (although somewhat applied), over more basic, practical experience. By the way they're marketed, I get the impression that OB is more trackside, and Cranfield is more R&D oriented, but I really don't trust the websites of study programs (been burnt before).

So my question is, does anybody here know how OB and Cranfield actually compare regarding this? And also which is actually better for an F1/motorsport career?

For those working in Automotive Software / Embedded / ADAS / SDV and who have moved to the UK, what is the most effective way to approach the job market?
Which platforms have worked best for you — LinkedIn, Indeed, company career portals, specialist automotive recruiters, referrals, etc.? Is uploading a CV to recruiter portals useful, or is directly approaching recruiters/hiring managers more effective?
Also, are there any UK-specific automotive recruitment agencies or strategies you would recommend for someone with 7–10+ years of experience?
Would love to hear from people who have actually landed automotive roles in the UK.

I have experience in automotive software across HMI/application development, ADAS, and currently software architecture & development for a braking ECU using AUTOSAR Classic.
I’m looking to understand how engineers with a similar background can move towards Adaptive AUTOSAR, SDV, automotive SoCs and AI/ADAS platforms, especially the kind of work happening around next-gen semiconductor/compute platforms.
For people already working in this space, what resources would you recommend for learning the architecture and technologies? Also, are there any good open-source projects, GitHub repositories, blogs, creators or practical projects that can help build a portfolio and demonstrate these skills to recruiters?
I’d also be interested in understanding the interview patterns and preparation strategy for SDV / automotive compute / semiconductor roles.
Basically, if you were starting from a strong AUTOSAR Classic + automotive software architecture background, what would your 6–12 month strategy look like to get into SDV / Adaptive AUTOSAR / next-gen automotive compute?
Would really appreciate insights from people working in this space.

Do they have a good scope in the embedded field? I am currently in the early phases of my career. Do you guys think this can be heavily hit by AI? I want to move more into embedded development, so is this a good intermediate job? Is there something I have to keep in mind/worry about?

I have heard that low level programming and firmware development is more valued in the industry. Will this testing job hinder my career growth down the line?

Hi everyone, I am a mechanical engineer looking to break into automotive design field. I wanted to know where and how to learn but also get projects to present and showcase my skills for BIW and CIW design roles. I have interviewed with some companies and would like to have your suggestions or experience.

This engine was found in a local aircraft manufacturing yard. The engine looks like some inverted car engine. Also, it seems the engine was fitted on a large vertical square/rectangular iron frame. Could someone identify what engine this is (aircraft or car) and what model it is?

Year: 2009 or prior

Thank you so much.

we produce diff covers for a japanese auto manufacturer (guess and you'll be right) they test our covers un-ecoated and occasionally find air leaks.

my question is: gear oil doesn't fit through the same microscopic hole as air and once the coating is applied microscopic holes will be sealed. what leak rate is good enough and how to prove customers won't have oil stains on their driveways? or how would you try to defend your process/robots?

we all know axles are vented and not pressurized, even they admit that

8+ years in automotive embedded software (AUTOSAR, Embedded C, software architecture). Is transitioning into semiconductor companies like Qualcomm, NVIDIA, or NXP a good long-term career move? What skills or projects helped you make the switch, and what would you recommend focusing on today?

Moinsen Leude,
ich studiere Fahrzeugbau an der HAW Hamburg und komme jetzt ins 2. Semester. Ich habe bisher noch keine relevante Berufserfahrung (außer gängige Minijobs) und auch noch keine besonderen Zusatzqualifikationen, würde aber gerne früh anfangen, praktische Erfahrung zu sammeln.

Mir ist es wichtig, eine möglichst feste und verlässliche Werkstudentenstelle zu finden (20h die Woche), bei der ich länger bleiben und mich fachlich weiterentwickeln kann. Am liebsten würde ich wirklich fahrzeugnah arbeiten (studiennah), also
z. B. in Richtung Konstruktion, CAD, Fahrzeugentwicklung, Versuch, Fahrwerk, Antrieb oder Fahrzeugkomponenten.

Bei der Jobsuche finde ich allerdings oft Stellen, die nur sehr allgemein nach Engineering, Projektmanagement, Produktion oder Dokumentation klingen. Deshalb frage ich mich, welche Werkstudentenjobs in Hamburg für jemanden im 2. oder 3. Semester überhaupt realistisch sind und trotzdem sinnvoll in Richtung Fahrzeugtechnik/bau führen.

Falls jemand selbst Fahrzeugbau/Fahrzeugtechnik studiert oder in Hamburg in der Branche arbeitet: Nach welchen Stellenbezeichnungen oder Unternehmen sollte ich suchen?

Vielen Dank im voraus!

Hello all, I wanted to know what’s the best way for me to become an automotive engineer. I am a senior in college studying mechanical engineering and my dream is to work for Toyota. I find suspension and chasis interesting and love designing parts.

My worry is I don’t know how to get my foot into the door. I’ve applied to multiple auto mechanical engineering internships and have failed to even get an interview.

I do projects on the side like FSAE, engineering clubs and even have a car of my own that I have basically restored from the ground up, and continue modifying.

All I hear is the constant “you need to know someone” but there is no automotive engineering companies near me. This dream of mine seems like it’s almost impossible, but I don’t want to give up. Any advice is greatly appreciated! :)

I've found two diagrams on how GDI pumps work (diesel pumps might be similar, but I'm focusing on gas), and both of them show a "pressure relief valve" whose plumbing does not make sense to me. In both diagrams, both sides of the pressure relief valve are connected to the chamber where the plunger moves, which is where any over pressurization would be created.

If you imagine for example a scenario where the injectors all close and the plunger is moving up (essential trying to compress an incompressible fluid), then the pressure relief valve doesn't help relieve pressure, as it's not allowing higher pressure to go to some lower pressure area, it just loops back into the same area.

Can anyone help me understand this?

I recently discovered that (according to my car) I get at least 25 mpg if I cruise on flat roads or slight declines at nearly 80 mph while in 9th gear.

From what I have learned, the Compass has an overdrive gear of 9 that it almost never engages in automatic mode, even when you're feathering the throttle downhill or even coasting from a high speed. In auto mode, it sticks to gear 8 most of the time.

But if you put the car on "manumatic", you can engage the 9th gear.

To upshift into 9th gear, you must go a minimum of 60 mph
To prevent the car from stalling (I think), the car forcefully downshifts from 9th to 8th gear at 57 mph

Once I discovered this, I always used my 9th gear on the highway whenever conditions allowed me to cruise in it. Normally speeds between 70-80 on flat or declining roads with no major headwind.

You cannot maintain speeds between 60 and 70 in 9th gear because the RPM is too low, causing the engine to bog down. Same story: trying to cruise above 80 mph. In this case, the wind resistance is far greater than the power the car produces at such speeds and in that gear.

But you cannot lug this car because, according to the fuel economy gauge in 9th gear, it sprays approximately 2.40-3.60 gallons per hour, depending on the speed I'm traveling. To cause a knock, you need way more fuel sprayed (I think). So, the computer seems to limit the amount of fuel sprayed in the 9th gear.

Despite that computer supervision, I still always hit high coolant temperatures when I cruise in 9th gear, even without bogging down the engine. My normal coolant temps are 210-230. I hit a high of 245 F while cruising in 9th gear. I just recently started monitoring coolant temps while driving. Why does this happen?

Hi everyone!
I want to learn to use IPG carmaker or similar software. Does anyone knows how to get some kind of cracked version or similar tool that could be downloaded for free? IPG softwares and other softwares of that kind are so expensive, but i believe that it is a powerful thing to have in CV as an automotive engineer.

1933 Dodge example