GATEWAY to a MORE CONNECTED FUTURE Less Emissions

The pan-European magazine of SAE International March/April 2013

GATEWAY TO A MORE CONNECTED FUTURE Less emissions

More performance

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borgwarner.com feel good about driving Contents

13 13 SAE World Congress 5 Comment Top tech talent Spotlight on some of the technologies that have been 6 judged worthy of an AEI SAE 2013 Tech Award News • Peugeot hybrid 16 Automotive Design Interview breakthrough On the charge • Door to greater New solutions for turbocharger hoses were revealed at weight-saving a leading international conference. Ian Adcock reports • The sky’s no limit 20 20 Cover Story Gateway to electronic future • New ways to slash Chris Edwards asks if field-programmable gate array bike-car accidents will be the next big step in automotive electronics 19 24 Exhaust & Emission Technology The Columnist Transformational Emissions mission: 2020 vision times are with us Tony Lewin hears how next-generation engine control Kevin Jost, SAE units will be key to hitting EU 2020 targets for CO 2 International Editorial Director 28 28 Instrumentation Before your very eyes Digital and multi-media technology are forcing a 34 60 second fundamental rethink on how the instrument panel can interview best support the driver, as Ian Adcock explains Fabrice Gallo, LMS International’s 30 Fuelling Systems transmission Under pressure solutions manager Fuel delivery and storage systems are being pushed hard to keep pace with demanding current and 32 impending legislation. How well are they doing? 32 Question Time Keeping you safe Ryan Borroff reports on the ‘eye’ in the car that warns a driver of hazards or if his attention is elsewhere

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Editor in Chief: Ian Adcock [email protected] Web Editor: John Challen [email protected] Sub Editor: Brian Wall [email protected] Editorial Director: Kevin Jost, SAE International. [email protected] Contributing Editors: Steven Ashley, Ryan Borroff, Lindsay Brooke, Kami Bucholz, William Diem, Vying for pole position Chris Edwards, Andrew English, Mark Fletcher, Paul Horrell, John Kendall, Tony Lewin, Bruce Morey, Paul Myles, Patrick Ponticel, Lou Reade, Richard Yarrow Headline grabbers from this year’s Geneva Art Editors: Martin Cherry, Neil Young Illustrator: Phil Holmes Salon might well have been a flurry of hyper Production Manager: Nicki Mckenna [email protected] cars from McLaren, Ferrari, Lamborghini etc, Publisher: Scott R. Sward [email protected] plus Rolls-Royce’s new coupé, that looked as Tel: 001 610-399-5279 Circulation Manager: Chris Jones if it had taken inspiration from Bentley’s [email protected] original Continental Type R around the rear Advertisement Sales Belgium, Benelux, Denmark, Finland, France, window. But, beneath the surface, I detected Ireland, Italy, Netherlands, Norway, Scandinavia, Spain, Sweden, UK a more upbeat attitude amongst the real- Chris Shaw Tel: +44 (0) 1270-522130 M: +44 (0) 7983-967471 world car manufacturers than I have done for some time. And [email protected] Austria, Czech Republic, Germany, Hungary, that in spite of disappointing sales in mainland Europe and, Poland, Switzerland Sven Anacker especially, in the debt crises Mediterranean nations. [email protected] Tel: +49-202-27169-11 Fax: +49-202-27169-20 What was also significant was the eagerness of some OEMs Japan Shigenori Nagatomo to outline their future; usually Japanese executives are very Akutagawa Bldg, 7-7 Nihonbashi Kabutocho Chuo-ku, Tokyo 103-0026 JAPAN reserved in interviews, guarded by a minder-cum-translator who Tel: +81-3-3661-6138 Fax: +81-3-3661-6139 will usually shrink lengthy answers down to a monosyllabic ‘yes’, [email protected] USA ‘no’ or, if you’re lucky, ‘no comment’. This time, however, both Sales Manager: Marcie Hineman [email protected] Mazda and Nissan executives were far more forthcoming, as Tel: 001 724-772-4074 Print Advertising Coordinator: you can read in the news section on pages 9 and 6. Linda Risch [email protected] The drive towards improved emissions is concentrating Tel: 001 724-772-4039 everyone’s minds – witness Kia joining the downsizing club with Automotive Design Tel: 00 44 (0)1322-221144 its own take on Ford’s EcoBoost one-litre, three-cylinder engine. Fax: 00 44 (0)1322-221188 www.automotivedesign.eu.com Not that I am suggesting it’s in any way a copy, as it patently [email protected] isn’t; just that engineers, given the same problem, inevitably end ISSN 2043-0299 Published: February, April, June, August, up with more or less similar solutions. October and December by AD Media Europe Hawley Mill, Hawley Road, And while we all thought that Ford’s mini marvel was a game- Dartford, Kent, UK. DA2 7TJ Copyright 2013 AD Media Europe. changer, I would wager that Peugeot’s intriguing and unique Annual subscription (6 issues per year) for readers in the UK is £45, overseas is £66 and airmail is £86. HYbrid Air could prove an even more significant breakthrough,

Origination: CC Media Group sparking a race to develop hybrids not dependent on batteries. Printed in the UK by Pensord Press Meanwhile, Chris Edwards takes a critical look at vehicle Moving on? If you change jobs or your electrical architecture and how this is managed on page 20, company moves, please contact [email protected] to continue while pondering what the future may hold for field-programmable receiving your copy of Automotive Design. gate array (FPGA)

Findlay Media is a member of the Periodical Publishers’ Ian Adcock, Editor in Chief Association

March/April 2013 www.automotivedesign.eu.com 5 News

Peugeot hybrid breakthrough

They say there’s nothing new under the sun and industrialisation of the hydraulic components. Peugeot’s HYbrid Air technology – that has Currently, they are used for aeronautical delivered a figure of 2.9l/100Kms and CO2 applications, not automotive, and, with our levels of just 69g/km during homologation and partner Bosch, we need to industrialise them to is talked of being capable of just 2.01l/100Kms bring them down to a realistic price for more – is a case in point, according to Karim mass production in the automotive sector.” Mokaddem, Peugeot’s director hybrid project, Mokaddem wanted to have a “worldwide as he explained to Automotive Design. technology” that would be cost competitive “Paul Magès, who was responsible for with a ‘D’ segment diesel with automatic developing Citroën’s hydraulic suspension back transmission, at “half the cost of an in 1958, came up with this concept at that time, electric hybrid.” using a 2CV, but stopped development, because Although currently he couldn’t control the system.” installed in a Peugeot The technology, which uses a combination 2008, the production of internal combustion engine – petrol or diesel version will first – and compressed air to drive the car lay appear in PSA’s dormant until 2011 when Mokaddem and his new Efficient team revived the idea. Two years and 80 Modular compressed patents later, Mokaddem is predicting that it will Platform 2 air. When it goes into go into series production in 2016. “The main (EMP2) that production, we will use the hurdle we have to overcome is the underpinned same type of ECU as found in the Citroën a diesel engine, but with our own Technospace unique, in-house developed, concept unveiled at algorithms.” Geneva. Unusually for a project of this nature, the BLENDED POWER development team, as well as consisting of In addition to the latest generation three- dedicated engineers, included marketing and cylinder Peugeot 1.2-litre VTi 61kW petrol product strategy specialists to jointly determine engine, HYbrid Air has an air tank pressurised if this was a viable technology, with Eric at 250bar, located in the centre tunnel, with a Lalliard, chief engineer HYbrid Air, explaining low pressure tank acting as an expansion bottle that each of the four prototypes built since 2011 at the rear (similar to a SCUBA tank, notes proving that there was “no key show-stopper Lalliard); an hydraulic unit consisting of a motor technology”, adding: “All the innovation is and a pump installed under the bonnet on the around how we manage the transmission, and Electronic Gearbox Control (EGC) automatic control the energy flux from the ICE and the transmission, which blends the power from the

Enlightened thinking behind new lightweight strategy

Nissan is actively pursuing a lightweight Automotive Design, is “co-operation and as based on ‘function axis’ and ‘regional axis’. engineering strategy for its future product teamwork across line engineering – who is in “I am head of product planning and not portfolio, according to its corporate VP, global charge of HVAC, engines etc and the chief engineering; we can approach engineering with product strategy and product planning division, engineer – and this collaboration is improving a dense message and make a request, and Keno Kato – pictured, far right. “Lightweight daily.” Kato conceded that the clear targets for then engineering will ask each region to work engineering is really core of our future reducing each vehicle’s weight was “into double accordingly. So, you have lead engineers for a technology. We focus on body structure to figures”, although this would be spread across global vehicle who could be the USA, Japan or make it lighter, but other parts of the car as the components, “with strict targets for each”. the UK.” The ‘function axis’ would then slot well. In this context, we have lots of room to These, he said, “must tie in with into the product development programme, reduce the weight of components, engine, forthcoming emissions legislation in 2015, wherever it’s based. chassis, heating, ventilation and air- 2020 and 2025. Weight reduction is one Increasingly, Nissan products will be based conditioning (HVAC), as well as steering solution to meet these, but combustion on common architectures and components, systems, instrument panels etc, using carbon improvement, electrical devices etc, as well – clothed in a multitude of styles and designs, fibre reinforced plastic (CFRP) and aluminium.” there are lots of ideas to package in the car”. both interior and exterior, “We want to The key to this strategy, he explained to He described Nissan’s engineering strategy emphasise the car’s character, which is why

6 www.automotivedesign.eu.com March/April 2013 News

Home, James! vehicles will be built. The research prototypes will Autonomous driving has taken a step closer then be made available to a with the announcement that BMW and select team of trained test Continental are pooling their development participants. Employing close-to- capacities to define the long-term prerequisites production technology, testing for series introduction of highly automated will involve analysing highly automated driving driving on European highways beyond 2020. functions not only on German highways but on The cooperative project between the BMW roads throughout Europe as well. The tests will Group and Continental runs through to the end cover all the challenges this poses, such as of 2014 during which time several prototype interchanges, toll plazas and road works.

two sources. In the zero emmission vehicle (ZEV) mode, the car is powered by compressed air stored in the tank, sufficient for 2-3 Kms commuting speeds, he claims. Under braking, 95% of the energy that would otherwise be lost is harvested to replenish the accumulator in 10 seconds, says HYbrid Air’s Lalliard. At higher speeds, out of urban areas or on highways, the conventional ICE takes over, Mokaddem states. The two motive powers can be proportionally combined, according to the vehicle’s performance demands, so the compressed can enhance acceleration or when moving off from standstill. Mokaddem is confident that the car will reap as much as 45% fuel savings in urban cycles, but what he is most proud of is this: “We can demonstrate today that there are We ensure relaxation and comfort other options when it comes to hybrids and open the door for other solutions.” in the automobile

Driving a car can be a genuine source of pleasure, such as when refrigerant hose lines help to bring the inside of the car, truck or bus to a pleasant temperature without permeation. Powerassisted steering allows vehicles to be maneuvered with a pleasantly light touch. It is free of noise and vibrations because expansion hose lines with an integrated acoustic system ensure quiet operation. We control all media flows in cars and trucks, machines and plant systems. Impermeable and dynamic, as well as highly temperature resistant and flexible, our hoses and hose lines satisfy the requirements with regards to safety, environmental protection and comfort.

ContiTech Fluid Technology – the connecting force.

9 www.contitech.de I love to commonise the things buyers don’t see.” Nissan was on a “massive” learning curve, he accepted, with its relatively new relationships with Daimler and Mitsubishi, but believes the deeper understanding it has with Renault can be a template for the future with its German and Japanese partners.

Fluid Technology [email protected]

March/April 2013 ContiTech. Engineering Green Value News

Capturing the right effect Renault’s Captur, a compact crossover that replaces the Modus, passes twice through the paint shop at the Valladolid factory in Spain to achieve its two-tone paintwork. "We have the capacity there, so it makes commercial sense to do that,” said Ali Kassai, head of small cars. Other carmakers that want the two-tone look, notably Land Rover with the Range Rover Evoque, have added loops into the paint shop to facilitate painting the contrasting colour. Land Rover has built a fleet of electric-powered Defenders to gain experience with lithium But the two innovations on the Captur that iron phosphate batteries and switch reluctance motors, says Tony Harper, chief engineer most please Kassai are the unzippable seat research & advanced engineering for Jaguar Land Rover. The 110 Defenders are powered covers and ‘magic drawer’ – a glovebox with an by 300v, 27kW battery packs, supplied by Axiom, driving a 70kW SR Drive electric motor. 11-litre capacity that is big enough to hide a The transmission comprises a single speed, 2.7:1 reduction gearbox, combined with laptop, as well as several bottles of water. It will the existing Defender four-wheel drive system. A modified version of Land Rover’s Terrain only be available on left-hand drive models; to Response System has also been incorporated. include it in right-hand drive versions would “It’s a gradual process of learning how the components behave, where they go wrong, mean substantial re-engineering. how to make them more robust, how they work with other components and what are the The unzippable seat covers will allow electro-magnetic interference issues,” commented Harper. “The learning and data owners to clean or replace them, if they want gathering become part of the corporate knowledge for all our electric work.” a new look for the interior. Even the steering wheel can be personalised with coloured insets. The door to greater weight-saving

Honda is claiming a significant breakthrough in joining steel and low elastic modulus and aluminium in the doors of its North American version of the all-new opitmised position of Acura RLX, reducing vehicle weight by 17% or 11Kgs per car. the 3D lock seam. Developed in Tochigi, Japan, Honda had to overcome electrolytic Combined, these corrosion and thermal deformation caused by the different expansion techniques eliminated the rates of steel and aluminium. To achieve this, the company developed need for spot welding, three new technologies that allow the door’s outer aluminium skin to be although the existing attached to the steel inner. assembly lines can It adopted a ‘3d lock Seam’ structure (below, left) where the steel and be employed. aluminium panels are layered and hemmed together twice – using a Future applications could include rear doors and the highly anti-corrosive steel for the inner panel and a new form that ensures bonnet, although there’s no suggestion, as yet, that it will be complete filling of the gap with an adhesive agent (below, rightx) with a applied to European Hondas manufactured at Swindon, UK.

8 www.automotivedesign.eu.com March/April 2013 News

The sky’s no limit

“We’re continually trying to improve the internal combustion engine (ICE) to get the ideal combustion system,” explains Mazda’s vice president of European research and design, Ichiro Hirose, pictured right, adding that 80% or so of all Mazda products will feature its novel SkyActiv technology by 2015. “The current SkyActiv engine technology is only the first steps; we’re looking to make even more efficient combustion and probably beyond 2015 we will implement those technologies. “Cylinder deactivation is part of the alternatives we’re considering, but it’s likely to combustion, or similar to that, we still have even higher compression ratios for its petrol get even more sophisticated combustion. We those opportunities and we can also reduce engines, he admits to concerns over low engine have to achieve several factors to reach the mechanical friction losses a lot more.” speed behaviour and the threat of residue build ideal combustion system and, for some of them, Mazda has combined both its petrol and up on the piston crown over extended mileage. we are very close to the ideal state with today’s diesel engine development departments to “The challenge is for injector technology to SkyActiv technology. encourage cross-fertilisation of ideas, one create finer air/fuel mixture, combined with “There’s combustion period, combustion result of which has been the common 14:1 higher line pressures,” but he warns that this timing and exhaust loss reduction, pumping compression ratio shared by SkyActiv petrol and can lead to an increase in mechanical friction. losses and reduced mechanical friction losses. diesel engines. Hirose predicts that the nine Rather than follow the trend for high- We already implement combustion ratio injection sequences used in diesel engines will boosted downsized engines, Mazda’s approach, improvement, and also part of the pumping influence work on petrol engines, especially as he says, “is to expand the fuel efficiency areas losses we have already implemented and Mazda continues to develop Piezo injectors. This wider and wider, so that doesn’t require more exhaust loss reduction mean more expansion, will be in conjunction with further developments gear ratios to keep the engine in its sweet spot. with increased combustion ratio. of spark plug ignition technology, and even more “Those improvements are driven mainly by “There is still much to do with reducing radical design of piston crowns to promote the combustion process and it’s a philosophy we pumping losses. For example, if we introduce improved mixture and light-off. can apply from small to large displacement re-combustion technologies with HCCI type While he concedes Mazda is investigating engines,” he adds.

Rag top to riches

Magna Steyr showed off the latest version of its View Top cloth and glass sliding roof concept on a Peugeot RCZ coupe. First seen at last year’s Geneva Salon as the MILA Coupic concept, this latest version achieves a maximum opening of 850-900mm, said Berthold Klein, director advanced engineering, Magna Steyr. The roof profile cleverly mimics the Peugeot’s double bubble roof, but with 13 glass elements incorporated in the cloth roof. It takes just 12 seconds, said Klein, to open or close, adding that they were working on a stop-start system that would allow the roof to be only partially opened, if it needs to be. Although it adds 28Kgs to the car’s overall weight, it will fold down to a stacking height of only 200mm, without intruding on boot capacity. “We’re discussing development with several OEMs and would hope to have it in series production in two years,” added Klein.

March/April 2013 www.automotivedesign.eu.com 9 News

News in brief Slashing bike-car accidents According to accident data, about half of all cyclists interior rear-view mirror and a central control Kia’s lightweight killed in European traffic have collided with a car unit. The radar's task is to detect objects in front three-pot – a number that could be mitigated by Volvo’s of the car and determine the distance to them. Kia is the latest manufacturer to join a new Pedestrian and Cyclist Detection technology. The camera determines the type of the objects. growing list of OEMs offering a one-litre New advanced software, including more Thanks to the dual-mode radar's wide field of three-cylinder petrol engine. Turbocharged rapid vision processing, has made it possible to vision, pedestrians and cyclists can be detected and with a lightweight aluminium block, the extend the present detection and auto brake early on. The high-resolution camera makes it engine was jointly developed in Europe and technology to cover certain cyclist situations. possible to spot the moving pattern of Korea. It features reciprocating masses that The advanced sensor system scans the area pedestrians and cyclists, while the central control are 25% lighter than standard, according to ahead. If a cyclist heading in the same direction unit continuously monitors and evaluates the Dr Joachim Hahn, Kia powertrain manager, as the car suddenly swerves out in front of the traffic situation. in an effort to ensure that a three-cylinder’s car as it approaches from behind and a collision The auto brake system requires both the inherent imbalance doesn’t adversely affect is imminent, there is an instant warning and full radar and the camera to confirm the object. With quality. Kia worked with Korean supplier braking power is applied. the advanced sensor technology, it is then DongYang to develop the components. Pedestrian and Cyclist Detection, with full possible to apply full braking power immediately auto brake, consists of a radar unit integrated when necessary. The technology also covers Memories are made into the car's grille, a camera fitted in front of the vehicles driving in the same lane. of this The latest Chevrolet Corvette sees the first ever application of shape memory metals to replace electric motors. It’s used to open and close a venetian blind-like flap in the boot space to relieve cabin pressure, making closing the coupé’s doors easier for occupants. According to Corvette chief engineer Tadge Juechter, there’s potential to use the materials in place of electric motors in seats or even for a flaps in active aerodynamics.

Active sound ASD Technology from Genesis uses the existing infotainment system of the vehicle and a patented algorithm to generate sound components according to the driving Volvo’s detection technology helps to improve pedestrian-cyclist avoidance conditions. As a software-only solution requiring resources as low as 10 DMips, it shows a low cost in production and may be ported in most of the current audio systems. Webbing catcher belt concept

Active Light Sensor TRW revealed a new seat belt concept, in “The concept is based on proven seat belt The MLX75030 from Melexis is a universal collaboration with Rinspeed, at the Geneva restraint functionality. The semi-automatic active light sensor interface that has been Motor Show. buckling offers convenience, and ease of designed to allow easy implementation of Instead of a seat belt buckle and tongue, entering and exiting for new and conventional robust multi-channel, close-range optical the technology features a ‘webbing catcher’ vehicle concepts – helping to increase belt sensing systems into difficult operational that enables semi-automatic buckling and usage rates over short distances.” environments. It incorporates four unbuckling. The system is being introduced on independent simultaneously operating light the microMAX commuter vehicle concept, measurement channels: two taking care of designed to travel short distances in urban reflection and the other two for ambient light environments. It features unconventional measurement. This makes the device highly upright seats. optimised for inclusion in human-machine Swen Schaub, senior manager, engineering interfaces (HMI) requiring proximity strategy and communication, said: “Our new detection or touch-less gesture recognition in environments that are subject to wide seat belt concept is another example of how variation in background lighting levels, TRW continues to develop innovative especially automotive infotainment systems. technology, and enhance the safety of passengers beyond conventional passenger and commercial vehicles.

10 www.automotivedesign.eu.com March/April 2013 News

Seat – pushing the limits in the lightweight race

Seat, the Spanish arm of automotive giant VAG, both the tier one and the OEM. We wanted six sees body-in-white (B-in-W) engineering, as well LEDs with a parabolic mirror, but you must have as sophisticated and dramatic lighting systems all the design and performance, as well as for both the exterior and interior of its products, minimising the humidity inside the headlight as its signature engineering competences. itself,” he commented. That’s according to Dr.-Ing. Matthias Rabe, “Design and engineering have to work very the marque’s executive vice-president of closely together to achieve the function. You have research and design. to define the volume, height, width and also the Although based on the MQB platform as ventilation inside the light to get the best design,” used by sister brands VW, Audi and Skoda, Seat’s set a new benchmark. We also optimised all the he explained. Leon is the lightest in its class, claims Rabe, with door flanges to gain as much space as possible “Lighting is extremely important and you will as much as 100 Kgs being shaved off the car’s for easy ingress and egress from the back seats.” see more from us – not just exterior, but interior weight, depending on engine application. But it is Seat’s lighting prowess of which lighting in future cars. You don’t need the most “B-in-W engineering is very important to us. Rabe is most proud. “Our lighting technology is light inside the car, but need to have it in the If you look at the window sealings on the new unique within the group, outstanding in this right place, fitting to the design; not bold, but Leon, they are the smallest cuts in the group and class. Lighting development has to be done by very fine lighting,” he added.

Combined combustion creeps ever closer Are you sitting comfortably?

Mercedes-Benz’s Diesotto combined combustion Johnson Controls has developed a hip-point mannequin that complies with all three existing system is potentially two years from full international standards that define the characteristics and dimensions of these mannequins. development, but it might take another year to The new hip-point mannequin meets standards set by the Society of Automotive prepare that market, advises Professor Herbert Engineers (standard SAE J 826), Kohler, head of e-drive and future mobility. “From the central specification for hip- an engineering standpoint, it’s two years from the point mannequins worldwide market,” he said, adding that neither a market, and the GLORIA standard for nor customers, nor an application has yet been EuroNCAP tests. It also satisfies decided and this “could take another year”. the recommendations of the Diesotto first debuted in the F700 German Association of the experimental vehicle at the Frankfurt show Automotive Industry VDA six years ago, although the idea of a petrol (recommendation VDA 304). spark-ignition engine that runs as a diesel The measuring mannequin, compression-ignition engine for certain periods is with its carbon torso, can also be a hot topic of research for most car companies. fitted with a head restraint Fuel savings of up to 10% have been mooted, measurement device (HRMD). This but in the past Kohler has said that figure is more determines the position of the likely to be between 6-8%. head in relation to the head Mercedes, Volkswagen and General Motors restraints. have revealed that they are working on the Johnson Controls has also technology, but Mercedes has the best name – a developed a procedure for portmanteau word that combines the names of calibrating the hip-point the inventors of the diesel and the petrol engine. mannequin and head restraint “We have engines running on a test bench, measurement device. The and it is attractive and fun,” says Kohler. “We are mannequin is clamped into a looking for the right slot and working with Renault calibration device and measured Nissan on a four-cylinder engine... The ‘where’ with a 3D coordinate measuring and the ‘when’ of it have not been decided.” machine. An optical 3D scanning The experimental F700 Diesotto model had a system is used to test that the Newton metre torque peak figure for its 1.8-litre carbon torso shell fully meets all four-cylinder engine that was higher than the standards after production as well. This method ensures an especially high degree of power output, which made for an effortless and measurement accuracy and precise reproducibility of the process. rather charming engine to drive. Kohler agrees The engineers have also defined a detailed, but user-friendly, calibration log. This allows and says the attractions of combined combustion users of the mannequin and head restraint measurement device to easily check adherence to aren’t just in fuel savings, but in driving pleasure the detailed specifications contained in the three standards. as well.

March/April 2013 www.automotivedesign.eu.com 11 News

Daimler unveils first plastic engine mount

Daimler is installing the world’s first plastic engine support for a six-cylinder diesel engine in the new GL Class. Compared to the previous aluminium support, the plastic part offers improved acoustical properties, better thermal insulating characteristics and a definite weight advantage, while being able to withstand the same load. The part, which supports the engine with the aid of the engine mounts, is moulded from Ultramid A3WG10 CR, a highly reinforced specialty polyamide from BASF that has been optimised for high mechanical loads. The torque supports that are already used by various vehicle makers in versions of Ultramid transmit only the tilting moment of the engine. In contrast, engine supports are subject to a permanent load – the engine’s weight – while also absorbing the entire engine torque. To date, they have always been made from aluminium. To replace it in this challenging and

bending moments. The good acoustic crash). In the first case, the support must characteristics are the primary benefit of the remain undamaged; in the second case, it must Ultramid engine support over its aluminium fail quickly and in a specific manner to prevent counterpart. Thanks to the damping behaviour the engine entering the passenger specific to plastic, the new engine support compartment. contributes to a more balanced sound. Along with checking these requirements in A further benefit is that the heat conduction crash tests, BASF already incorporated both of the plastic is considerably less than that of cases into the very early development phase of aluminium. As a consequence, the Ultramid the complex-shaped engine support through engine support provides better protection from use of its Ultrasim universal simulation tool and also crash-relevant application, the plastic must the engine’s heat for the natural rubber engine predicted the part’s behaviour: Ultimate fulfill demanding mechanical requirements: mounts connected to it, increasing their service (breaking) loads, strength values under dynamic while Ultramid A3WG10 CR is very rigid; it was life. Moreover, in the context of the CO2 debate, pulsed loads and crash loads were in also necessary to demonstrate that it exhibited a weight-saving of more than 30% for the accordance with the results of testing, and sufficiently low tendency to creep in the plastic part versus the aluminum version is an achieved the values required for the aluminium confined space of the engine compartment additional payback. predecessor. It was thus possible to incorporate when subjected to a continuous load. The multitude of tests that the plastic part ribbing to withstand the high loads and satisfy Furthermore, depending on the installation must pass successfully includes the so-called acoustic requirements early on, and reduce the conditions in the engine compartment, the repair crash, which replicates smaller crashes, number of prototypes usually required during plastic engine support must also withstand high and the massive offset crash (offset head-on the development programme.

analysed and re-designed. This re-design, as Latest bearings saves C02 well as the development of a better, high performance grease, gives a significant friction SKF has launched its latest low friction hub “In SKF we are dedicated to develop and reduction. A further characteristic of the bearing unit, an energy efficient wheel end for deliver energy efficient solutions to our new grease is to provide longer life cars. The product reduces friction by more than customers, and with this new hub unit we have and a better resistance to micro- 20% compared to previous generations of SKF used our broad experience and knowledge movements. The SKF low standard hub units, and provides CO2 savings of to develop a product that reduces friction friction hub bearing unit up to 0.6 g/Km. When based on an annual even more than previous hub units, can be used for different mileage of 14,500Kms, the saving is 9 kg CO2 therefore continuing to reduce CO2 and fuel sizes and configurations per year. This equates to a reduction of 9000 consumption”, says Aurelio Nervo, director to fit different car models. tonnes of CO2 per year if one million cars were car chassis, SKF. It can be used in existing equipped with the SKF solution; it is included in The bearing’s internal as well as future new hub the SKF BeyondZero portfolio. geometry has been carefully unit designs.

12 www.automotivedesign.eu.com March/April 2013 SAE World Congress Top tech talent

The editors of Automotive Engineering International annually select, from among SAE World Congress exhibitors, the technologies they judge worthy of an AEI SAE 2013 Tech Award. Judging is based on level of design and engineering innovation, uniqueness, potential for ‘real world’ production application, and potential benefit for industry customers and end users. Some of the highlights of the winning technologies are described here. Coverage of additional exhibitor technologies and other aspects of the SAE 2013 World Congress (16-18 April in Detroit) is viewable online at www.sae.org/mags/aei/saewc

New methods for modelling 90 Desired Actual 70 physical systems 50 30 Forward 10 Maplesoft and its partners – the Automotive Research (WatCAR), velocity (km/h) 0 200 400 600 800 1000 1200 University of Waterloo, the Natural and his research team have used Time (s) Sciences and Engineering MapleSim to create a number of 0.86 Research Council (NSERC), and multi-domain system models, 0.82 Toyota – are researching ways to comprising mechanical, electrical, 0.78 develop the theory and computer hydraulic and other components. 0.74 Battery state of algorithms necessary to McPhee and team member Dr (x100%) charge 0 200 400 600 800 1000 1200 Time (s) automatically create engineering Sam Dao modelled a power-split models in a mathematical form. HEV in MapleSim, with simple and In collaboration with experts advanced controllers created for A schematic representation of a lithium-ion battery model is from Maplesoft and Toyota, Dr the driver, power distribution and shown. Using the hybrid vehicle model to simulate an FTP John McPhee, executive director electronic control. The driver drive cycle, the desired and actual speed of the vehicle for the Waterloo Centre for model looks at the desired federal versus time are shown at the top. The state of charge of the battery can be seen in the diagram below, left. x L test procedure (FTP) drive cycle, these components, we can easily L L L p s n compares it to the actual vehicle do so,” McPhee points out. “On the Charge velocity, and adjusts the power other hand, we don’t need to take Positive Negative until the actual and desired the time to assemble any of the current current velocity overlap. component-level equations into collector collector Li+ Many of the power-split HEV the system-level equations.” model’s components were taken Discharge from the built-in MapleSim library, COMPLEX CHALLENGES including all the components Due to their complexity, the battery necessary to build a full multi- and the internal combustion Cathode Separator Anode body dynamic model of the engine (ICE) models were Electrolyte Electrolyte + vehicle, with Pacejka tyres for developed directly using Li asphalt roads, power-split device MapleSim’s Custom Component c c s+ s– transmission, electric motors capabilities. 2D models of the rr and generators. battery were created, where the LiyCoO2 LixC6 “If we want to look at the response of the system was underlying equations for any of governed by partial differential

March/April 2013 www.automotivedesign.eu.com 13 equations that model the due to the cost and complexity of concentration of solid and liquid early-generation femtosecond ions within the battery. laser systems. In other laser- The completely chemistry- machining processes, he explains, based battery model was then heat causes melting, burring, converted into a MapleSim Custom discolouration and other thermal Component by taking the effects that must be addressed in mathematical models and directly post-processing. entering them into a Maple worksheet to define the governing FUEL EFFICIENCY equations for the component. With the R-Drill 200, parts can be When compared with existing machined to extremely precise physical experiment results for the specifications, with no chemical or discharge/charge of a battery, the mechanical rework. Greater part results of the chemistry-based consistency – at the scale of 1 battery model matched very well. micron – leads to better A mean-value ICE model was performance in the vehicle. For developed, using equations example, GDI spray nozzles made available in standard engineering with the R-Drill 200 can deliver textbooks. The engine model precise fuel flow and ideal includes a throttle body, where the atomised fuel distribution in the input is a throttle valve angle, Delivering precise micro hole engine cylinder, thereby enabling connected to an intake manifold, the 30% better fuel efficiency which connects to the engine itself drilling for next-gen fuel injectors achievable with GDI, without where the combustion takes place, compromising engine output followed by a driveshaft. The R-Drill 200 from Raydiance is electrical discharge machining performance. a laser-based micro hole drilling (EDM) or mechanical punch. REGENERATIVE BRAKING solution suitable for fuel-injector Indeed, with the R-Drill 200 no- SHAPING THE FUTURE In the full HEV model, the mean- manufacturers, including those for touch machining, the laser hits its “The R-Drill 200 addresses the value engine model connects to gasoline direct injection (GDI) target so quickly that material is simultaneous challenges of greater the power-split planetary gear spray nozzles. vaporised molecule by molecule, machining precision, broader set, as do two motor/generators The Petaluma, CA-based without any heat dissipation, flexibility in feature shape and that are powered by the lithium- company reports that the according to Raydiance. more cost-effective means of ion battery pack and controlled by technology is the result of years manufacturing the next generation an electrical controller. The output of science and engineering COST & COMPLEXITY of fuel injectors,” says Mielke. then drives the vehicle model. innovation (27 patents to date), This phenomenon was known to “[It] can be programmed to When the hybrid vehicle taking femtosecond laser pulses – academic scientists for years, drill virtually perfect spray holes in model is used to simulate an FTP pulse duration in the range of a states Dr. Michael Mielke, chief fuel injector nozzles, in less than drive cycle, the desired and actual few quadrillionths of a second – scientist at Raydiance, but was not a second per hole. The level of speed of the vehicle versus time and applying it to solve real-world previously available to industry, precision in fabricating arbitrary are compared, and state of manufacturing challenges. charge of the battery is also plotted. Results showed that, WORLD-FIRST CLAIM during heavy braking In fact, Raydiance lays claims to manoeuvres, the state of charge being the world’s first industrial- of the battery increased as a grade femtosecond laser based result of energy being recovered upon a fibre optic architecture. from regenerative braking. Essentially, what the the R- “With MapleSim, the model Drill 200 does is address the development and analysis time of simultaneous challenges of our power-split HEV model was greater machining precision, drastically reduced,” says broader flexibility in feature shape McPhee. “MapleSim gives you and more cost-effective means of complete flexibility and openness manufacturing next-generation for complex multi-domain fuel injectors. models, letting you create, The geometries and surface analyse and run system-level finishes achieved by the R-Drill models in a fraction of the time it 200 were not practical with other takes with other tools.” fabrication technologies, such as

14 www.automotivedesign.eu.com March/April 2013 SAE World Congress

Nine-speed all geared up for front-transverse engines

ZF’s nine-speed automatic lowered by around 700, resulting transmission (9HP) has been in less noise. designed for vehicles with transverse engines and front- BETTER DYNAMICS or four-wheel drive. A torque converter is used as the The housing of ZF’s 9HP 9HP’s standard starting element, consists of two parts: a converter which provides smooth starting housing and a main housing, with and improved manoeuvring quality. an aluminium cover. By default, A multi-level torsion damper the 9HP is connected to the system minimises hydraulic losses, vehicle radiator via pipes and a while facilitating the quick closing transmission cooler can optionally of the torque converter lock-up be attached directly to the housing. clutch. This system is beneficial ZF engineers did not use a not only for fuel consumption, but fully integrated mechatronics also improves driving dynamics. module. Instead, the ECU is A powerful embedded flash installed separately from the now controller makes complex control “significantly smaller” hydraulic algorithms, with a calculation Extreme accuracy achieved by vaporising material molecule control unit on the upper side of performance comparable to the by molecule. the transmission housing. The controller used in the eight-speed sensors can be found inside the automatic that can be increased by hole profiles enables a new Raydiance learned the fabrication transmission; vehicle-side signals about 30% on demand for even generation of fuel injectors to requirements from these engineers are connected directly to the male greater software functionality. The direct spray patterns and droplet and developed the femtosecond plug of the ECU. layout of the ECU has been size distribution more accurately to laser-based drilling solutions to designed so that different OEM where it’s needed for combustion.” keep pace with their fuel-injector FIRST-EVER USE hardware needs can be met. The speed and efficiency of advances. ZF achieved the high number of The 9HP is built on a the process reportedly can lower speeds via four individual gear construction kit principle that the overall costs of producing CREATIVE PROCESS sets nested within the creates the flexibility for special the new injectors. The company’s laser applications transmission, and six shifting requirements by OEMs and to “This innovation is highly engineers created a prototype elements, with nine gears sets. accommodate different starting beneficial to [automotive parts process for precision hole drilling, The 9HP also features what ZF elements, stop-start, hybrid and manufacturers], because they using early-generation lasers, a says is the first-ever use of all-wheel drive applications. It will are able to fabricate better fuel laser beam scanning module and interlocking dog clutches for come in two torque ranges injectors with a process that is some simple injector nozzle power shifting, and is between 150 and 355 lb ft faster, cleaner and also at much mechanical positioning equipment. supplemented by using (203-481 Nm). lower cost. “After successfully achieving hydraulically operated constant- “These manufacturers are the necessary GDI spray nozzle mesh elements that reduce its operating under government quality in the laboratory, our team impact on the overall mandate for fleet-wide vehicle of optical, mechanical, electrical transmission length and fuel efficiency increases and and software engineers worked optimises efficiency. Its emissions reduction, and a primary with multiple Tier 1 automotive high total gear spread of means of achieving the mandate is manufacturers, along with their 9.81 enables the 9HP to advancing fuel-injector preferred work cell integrators, to reduce 0-60 times by 2s technology,” he points out. develop fully automated and very with 10-16% fuel fast, fuel-injector manufacturing consumption savings, GDI INJECTORS cells, based on the R-Drill 200,” compared to six-speed “The design selection of GDI Mielke adds. automatic transmissions. injectors for more new vehicles These advanced machines Small gear ratios are is a very visible result of this have now been installed around the achieved, which positively mandate,” Mielke adds. world into 24/7 manufacturing affect driving comfort and The realisation of this environments, Raydiance reveals. allow the engine to run in the innovation started with the fuel- The technology will be on consumption-optimal speed injector engineers who design GDI show in the company’s SAE 2013 range. At engine speeds of 75 and the higher-efficiency engines. World Congress Booth #712P. mph (121 K|m/h), rpms are

March/April 2013 www.automotivedesign.eu.com 15 Automotive Design Interview On the charge At the 5th International Conference on Advanced Downsizing & Turbocharging, held in March, new solutions for turbocharger hoses were announced. Ian Adcock got the details from Volker Oehl, Europe area marketing leader for Dow Corning Corporation’s automotive industry

he increasing trends applications, but of late there has such as Silastic LS-2840 towards smaller, highly been a switchover to Flourosilicone Fluorosilicone Rubbers, showed boosted petrol engines rubber (FSR) also known as FVMQ. significant improvements. Dow and ever more powerful As automotive manufacturers Corning’s next addition to the base diesels, packaged in developed increasingly higher product line, typified by Silastic LS engineT compartments that are performance systems, it was clear 5-2040 Fluorosilicone Rubbers, shrinking in size and loaded with that more durable FSRs would be exhibit strength and tear properties more componentry and equipment, required. This need was anticipated approaching that of many of the is having far-reaching affects on and met with a continuous organic rubbers at room temperature many aspects of the vehicle’s improvement in FSR technology, and exceeding the properties of engineering and the materials used. which saw the doubling of FSR most organic rubbers at higher The latter now have to be far tensile strength and elongation temperatures. more robust, especially in under characteristics, and a four-fold “Silicones are typically used bonnet applications, capable of increase in tear, die B – as shown in when you need very stable materials withstanding higher temperatures, Figure 1. This illustrates the typical where you have a hot environment or along with more aggressive chemical mechanical properties for three when you need certain applications reactions – and none more so than generations of fluorosilicone rubber for things like sparkplug boots, synthetic tubing employed in bases. The first low-swell (LS) engine mounts, sealing applications, turbocharger systems, as well as materials were developed in the cylinder head gaskets etc, so it was the intercooler. 1950s. only logical to use them for Previously, materials such as While they exhibited modest turbocharger hoses,” explains Dow HNBR, XNBR, Urethane, FKM, ACM properties, the next generation of Corning’s Volker Oehl, before and AEM dominated many of these low-swell fluorosilicone materials, adding: “The turbocharger hose is silicone rubber on the outside, with a Variation in tensile strength with temperature layer of flourosilicone rubber on the 80 inside, with some people using FKM organic flourinated materials. 70 “With silicones, you always get 60 the high temperature resistance; the 37V 38V 39V flourosilicones also have excellent 50 Silastic ® Silastic ® shear resistance. The decision to LS-2860 LS5-2060 make turbocharger hoses was the 40 fluorosilicone fluorosilicone rubber∆ rubber∆ logical consequence of an evolution. 30 “Nor is there much difference

Tensile strength, MPa strength, Tensile between petrol and diesel engine 20 applications. Diesel in the past used 10 to have higher temperatures than petrol, but that’s changing. Today, it’s 0 more a question of the engine power –100 –50 0 50 100 150 200 250 and geometry that makes a bigger Temperature °C difference than the type of fuel.”

16 www.automotivedesign.eu.com March/April 2013 “Silicones are typically used when you need very stable materials where you have a hot environment or when you need certain applications for things like sparkplug boots, engine mounts, sealing applications, cylinder head gaskets etc, so it was only logical to use them for turbocharger hoses.” – Volker Oehl

Volker Oehl CV

Volker Oehl,(52) Europe area marketing leader for Dow Corning Corporation’s automotive industry, joined the company in 1991 and held a variety of marketing positions in engineering, electronics, mould making, appliances, coatings and life sciences, before transitioning to the automotive industry in 2011. Among other duties, he is responsible for developing strategic plans for direct customers and distribution and support implementation, expanding marketing mix strategies to capture business, and exploring market opportunities for geographic development. Fluent in German and English, Oehl holds a degree in chemical engineering and is a member of the German Marketing Association. He is married, with one child. Automotive Design Interview

Cross-section of Dow Corning’s turbo hose. the material quickly, make sure that it Silicone (VMQ) works and then do the scale-ups, Intermediate layer because most of the materials are customised for the application, as there are hardly any standard Textile reinforcement materials. “Hose sizes differ, from a small three-cylinder gasoline engine right up to a truck engine hose, which can be as big as your arm. The trick is to Fluorosilicone (FVMQ) make sure the material fits the liner (oil barrier with high-temperature process and application, in terms of capalities pressure and temperature. “They’re different blends and filler systems, so you have a different Silicone (VMQ) rubber hardness; when you put a lot outer layer of filler into a system, it’s more difficult to extrude, because you get The growing fashion of the chemistry is right to cope with higher viscosity or it gets stiffer, so downsizing across the range of those extremely high temperatures, that all needs to be balanced. For a power trains is becoming more of an before adding: “That will make it large turbo charger hose with a big issue, as Oehl explains: “What we more complex and the automotive diameter for a truck, that material see is engine downsizing with world always asks for reduced costs. would need to be harder than a smaller engines, but, on the other It’s not just material cost per kilo, it’s smaller diameter one, because it hand, there’s less space in the also processing costs. We look at takes more pressure. So it’s the fine- engine compartment, so the both, the material chemistry, but we tuning of all those components by challenge is you have a powerful know that, for our customers, using the right chemistry and filler engine in a small space, which in processing is a cost as well. The systems and stabilisers. itself impacts on the temperatures, easier we can make their processing, “They’re fabricating using either a so they get higher. And then you the better it is for lower overall costs. calendering process, where they have exhaust gas recirculation, We consider both elements.” wrap silicone sheets round a mandrill which means acidic gases and “By the time we get involved with to make the hose; or the other concentrates in the hose.” our customer, typically the hose process is a co-extrusion, where they Those temperatures, says Oehl, manufacturer, then a lot of the design extrude the inner layer which is have increased from around the has already been done. They have relatively thin, the flouro layer, then 200°C mark to the 220°C-240°C the engine and the turbocharger and they extrude the high consistency range, with some OEMs testing as intercooler system, and they need to rubber layer at the same time. The high as 250°C, he reveals. connect it, so we get involved very design process is getting the right Inevitably, the forthcoming Euro often quite late on. That’s challenging material, in terms of performance, Vl legislation is what Oehl describes for the hose manufacturer, in terms of but also in terms of processing at our as “the biggest influence” in driving getting the geometry right and, of customers. So it can be a little late up temperatures to the “very hot” course, for us to make sure the and create some challenges for us.” 250°C. But the challenge for Dow material is right for the process the Materials delaminating – typically, Corning is that the material’s hose producer is using.” the coating flaking from the surface, performance as temperatures rise If there is a problem, then it’s if it isn’t bonded right – can be a isn’t linear. “The higher you go, more likely to be the challenge of headache, but one that Dow Corning exponentially, it becomes more getting the material right for each has developed a cure for, using an difficult, but we do have application, as no two OEMs work to adhesion system with a patented programmes in place to keep up with the same specification. “The other adhesion package, where the the trends and performance point is how do we make sure we get flourosilicone layer and the standard requirements.” a design of material, in terms of silicone layer interact and form a Dow Corning, he says, has hardness and extrusion rate, to fit the covalent bond to make sure they are “extensive” research and customer’s process? That is so tightly bound that they don’t development programmes to ensure sometimes challenging, as they need delaminate.”

18 www.automotivedesign.eu.com March/April 2013 Kevin Jost, The Columnist SAE International Editorial Director Transformational times are with us

ne major trend at auto optimisation will offer the greatest market, 70% favour Eastern Europe. O shows has been the potential for clean, efficient engines Countering overcapacity: Sales unveiling of a widely for the next 6-10 years. “This is quite and production declines remain a disproportionate number of a turnaround in direction and a sign concern in Western Europe, where a ‘alternative-fuelled’ vehicles—defined that some of the newer technologies sizeable proportion of respondents as hybrid, plug-in hybrid or fully are taking longer to emerge,” said expect sales and production to electric powertrain—compared with Mathieu Meyer, KPMG’s global head decrease in Spain, Italy, France and actual market share or demand for of automotive and a partner. the UK. The US seems to have them, according to Brian Irwin, Plug-in hybrid growth: Investment managed a turnaround, as over 40% partner and leader of A.T. Kearney’s in plug-in hybrid technology will be an of respondents expect that vehicle automotive practice. area for 24% of OEM and supplier sales will either remain steady or January’s North American respondents, as against only 8% for increase. Just BMW and VW from the International Auto Show was an pure battery technologies; 36% of West are expected to gain market example of this. “It was interesting respondents expect that consumer share over the next five years. Four that, after five to eight years of demand will be highest for plug-in Chinese manufacturers are expected comparatively flat sales of alternative- hybrids over the next five years, to be among the top 10. The US’s powered vehicles, there was a 71% followed by non-plug-in hybrids at Ford slid from 8th last year to 14th — spike in the 2011-2012 year,” Irwin 20%. A distant fifth are pure battery- just above General Motors. pointed out. The A.T. Kearney study electric vehicles at 11%. Urbanisation: Over two-thirds of team found that auto makers showed, Globalisation: Notable market respondents envision alternative on average, three times more growth among BRIC (Brazil, Russia, solutions to single-vehicle ownership, alternative powertrain vehicles than India, China) countries and other such as vehicle-sharing or pay-per- they actually sell. That mega trend is emerging markets is predicted by use. Over half of respondents believe supported by findings of a recent 86% of respondents. Nearly 60% say on-demand mobility will account for KPMG International survey of 200 they will increase their investments in 6-15% of market share, vs single- automotive executives from the the BRIC countries, which are vehicle ownership, by 2025. industry, covering 31 countries: expected to account for almost 50% Meanwhile, increased driving Optimised ICEs: Consumer of global vehicle sales by 2018. China restrictions, and the need to protect interest in fuel efficiency is the primary is the first choice for investment, cyclists and pedestrians in urban factor in vehicle-purchasing decisions, followed by India, Russia, and Brazil. areas, will impact vehicle design, say according to 92% of executive Conversely, BRIC automakers will 83% of respondents. respondents. Environmental concerns push to export to new markets in the The changing consumer: While are still important, but slipped from next 3-5 years, primarily Eastern the trend among consumers in mature second to fourth place this year. Just Europe and Southeast Asia, though markets is to downsize to more fuel- under 30% say they will invest in they will build production hubs close efficient vehicles, the reverse is true in downsizing and optimising internal to western markets. In the Americas, emerging markets. combustion engine (ICE) technology. 39% expect Mexico to become a Slightly more than 50% say that ICE production hub and, for the European [email protected]

March/April 2013 www.automotivedesign.eu.com 19 GATEWAY TO ELECTRONICS FUTURE

Chris Edwards asks if field-programmable gate array will be the next big step in automotive electronics

he field-programmable space, which makes the IC much ASICs for production. We saw, with gate array (FPGA) is taking bigger than a comparable hardwired the arrival of the 90nm devices, that it root in many parts of ASIC. became cheaper overall to use FPGAs today’s automotive than it was to design an ASIC and deal T SOARING COSTS designs, as it evolves from with the associated NRE cost.” a device used purely for prototyping to The problem for ASIC users is that the As FPGAs began to be adopted for one that can be deployed in non-recurrent engineering (NRE) costs use in production vehicles, initially in production vehicles. incurred during designing them has the entertainment and infotainment Traditionally, manufacturers have soared, as chipmakers have made the systems, suppliers such as Xilinx had good reasons not to use FPGAs in logic gates on them smaller and began to qualify their devices for the production vehicles. Cost was the smaller. At the end of the 1990s, the automotive market. “We were the first biggest. Application-specific cost of a set of masks needed to to AECQ1000,” Tanaka claims. “There integrated circuits (ASICs) have the define the metal wiring on the then are a couple of areas that we don’t connections between logic gates mainstream 0.25µm process was play in, but they are mainly to do with defined by direct metal connections. measured in thousands of dollars. For the temperature requirements.” Although congestion caused by this the 28nm generation, now in hardwired metal network often means production, that cost is now counted DRIVER ASSISTANCE that ICs can use their entire surface for in millions. While the cost per function The memory cells employed in the logic, this scheme provides the has plummeted, the cost of entry has most commonly used type of FPGA densest way of linking the gates risen to prohibitive levels for devices do not retain their contents well when together. that cannot be unchanged across a the temperature inside the transistor, FPGAs rely on a predefined wide range of systems. normally measured at the junction network of wires lying on a regular grid Kevin Tanaka, worldwide between the terminals of the that are then linked together, in most automotive marketing manager at microscopic device, increases. This cases, using memory cells. Because Xilinx, says: “We started crossing into prevents them from being used close the memories can be dynamically mainstream automotive systems in the to the engine. programmed, it is possible to entirely 2004-2005 timeframe, from larger “Most FPGAs max out at 125°C. rewire an FPGA on the fly. But the geometries to the 90nm process. But, in diesel powertrain electronics, designers have to provide a large That’s when we started basically an for example, you will find requirements number of wires and memory cells to explosion in customers coming to us. of 150°C, with excursions to 175°C. support many different circuit designs, Previously, a lot of automotive Today, our primary focus areas are as well as a way of programming the customers used to use FPGAs purely infotainment, networking, memory cells. That network takes up for prototyping and then move over to entertainment and driver assistance,”

20 www.automotivedesign.eu.com March/April 2013 Cover story

Traditionally, manufacturers have had good reasons not to use FPGAs in production vehicles. Cost was the biggest. Application-specific integrated circuits (ASICs) have the connections between logic gates defined by direct metal connections he adds. “The biggest growth we see processors at Altera, says the is in driver assistance,” he reveals, company is seeing demand for an pointing to the rise of lane-departure upcoming family of system-on-chip warning, pedestrian detection and (SoC) FPGAs that embed digital signal advanced cruise-control systems now processing (DSP) and ARM Cortex-A9 being added to vehicles. cores. For example, DDC, which has Todd Koelling, senior manager of built an obstacle detection and cruise product marketing for embedded control system – demonstrated at the

Embedded World show in Nürnberg in February – that uses a combination of radar and camera inputs intends to move to a SoC FPGA from its current implementation, based on a existing Cyclone 4 product. The reason for the interest in SoC FPGA-type devices is one of size, says Koelling: “These devices are going into cameras that fit behind the rear-view mirror or under the windshield. They are very space constrained and very power sensitive.”

HIGHER SPEEDS Xilinx is seeing the same trend with its ARM-based Zynq products, which are now moving into production. “That product is very much in tune with driver assistance. With traditional architectures, people found they were running out of horsepower as they add functions and process the images in various ways,” says Tanaka. FPGA allows Existing designs typically use a wide range of separate DSP, processor and FPGA radar detection devices. “Between the three different to be combined chips, there are bandwidth issues,” he with cameras for points out. But, by pulling the improved safety warning systems. functions onto one device, it is possible to pass data across the IC at much higher speeds, because there are thousands, rather than less than a hundred, of data lines between the sections. Other types of programmable systems aim to break into this market, claiming they can offer better overall

March/April 2013 www.automotivedesign.eu.com 21 Cover story

Lincoln concept employs FPGA technology. Picture courtesy of Ford

performance for driver assistance than making their devices more accessible. take hours to perform. Software the SoC FPGA, on the basis that most Altera has embraced the OpenCL simulation allows those faults to be of the processing can be handled in language, originally developed by inserted almost instantly. software, and avoid the need for the Apple for use in computationally “We are now seeing ‘virtual hardware-design tools that FPGAs and intensive applications, because it hardware-in-the-loop’ for cases where ASICs need. provides a way to map algorithms you need to inject specific errors,” Laurent Julliard, director of onto FPGAs, without using hardware says Schirrmeister. solutions and software services at design tools. Marc Serughetti, director of French startup Kalray, says: “Our aim There is a limit to the business development for system- is to replace FPGAs, especially high- reprogrammability of FPGAs that is level solutions at Synopsys, agrees: end FPGAs.” Kalray is one of a changing the way they are used to “With software-based simulation, I number of companies that has prototype for ASICs. Frank have those capabilities non- developed parallel-processor SoCs. Schirrmeister, group director of intrusively.” The Kalray MPPA contains more than product marketing for the system and Even for engine management, the 250 individual processors, connected software realisation group at Cadence long-term trend is likely to be away by an on-chip network used to pass Design Systems, says the use of from custom ICs. All devices based on data between them. “You can FPGA boards in hardware-in-the-loop advanced processes are finding programme it in C or C++, with no environments is commonplace, as problems with high temperature. For need to use VHDL or Verilog.” they allow the prototype to be used example, transistors leak energy more with actual sensors and actuators on when they are hot. Moving the QUICKER TO DESIGN the road. Software simulation is too controllers into a cooler section of the Nigel Toon, CEO and president of slow to support that. National car provides more environmental XMOS, says the company has found Instruments has produced versions of headroom. “With hybrid-engine niches for its multiprocessor IC in its FPGA-based CompactRIO system technologies coming up, tier ones and automotive networking, because that can be incorporated into automakers are thinking hard about software-based design is seen as experimental vehicles and allow bringing the powertrain electronics being easier. The company has control loops to be modified on the fly. behind the ‘firewall’,” says Tanaka. developed protocol-handling software “Everyone is starting to run into issues to manage the specialised forms of SOFTWARE SIMULATION with temperature, as you move down Ethernet now being considered by The adoption of safety-related the process curve.” vehicle makers, as well as CAN, standards such as ISO26262, on the Despite the temperature- because they are quicker to design in other hand, is pushing some work into compatibility issues, FPGAs could than custom hardware. the software domain. Although FPGAs ultimately supplant ASICs in engine- Toon says: “Software engineers are can be reconfigured countless times, management system as automakers making some of these decisions, their now massive logic capacity is adapt to the environmental needs of saying ‘maybe we can use this’ and proving to be a challenge for design electronics, instead of trying to make not looking at FPGAs.” tools. The ability to inject faults into the advanced devices fit inside the hottest FPGA makers are responding to logic circuits demands that the design parts of the car, although that may the growing influence of software by be recompiled each time, which can ultimately be cost driven.

22 www.automotivedesign.eu.com March/April 2013 What does ECWVTA mean to you?

Are you ready for ECWVTA (European Community Whole Vehicle Type Approval) ǁŚĞŶŝƚďĞĐŽŵĞƐŵĂŶĚĂƚŽƌǇĨŽƌĂůůĞǆŝƐƟŶŐƚƌĂŝůĞƌƐĂŶĚǀĞŚŝĐůĞƐŝŶϮϬϭϰ͍ ,ŽǁǁŝůůǇŽƵƌƐǇƐƚĞŵƐĐŽƉĞǁŝƚŚŵĂŶĂŐŝŶŐĐŽŵƉůŝĂŶĐĞ͍ ƌĞǇŽƵĐŽŶĐĞƌŶĞĚƚŚĞĞǆƚƌĂǁŽƌŬǁŝůůďĞĐŽŵĞĚĞƚƌŝŵĞŶƚĂůƚŽƉƌŽĚƵĐƟŽŶ͍

ŶƐƵƌŝŶŐƚŚĂƚǇŽƵƌƐǇƐƚĞŵƐĂƌĞƵƉƚŽĚĂƚĞĂŶĚĐŽŵƉůŝĂŶĐĞƌĞĂĚǇǁŝůůƉƌŽďĂďůǇďĞŬĞǇƚŽǇŽƵƌƉůĂŶŶŝŶŐƚŚŝƐ ǇĞĂƌ^ŽƐƚƌĞĂŵůŝŶŝŶŐǇŽƵƌǁŚŽůĞĚĞƐŝŐŶĂŶĚĞŶŐŝŶĞĞƌŝŶŐƉƌŽĐĞƐƐĨƌŽŵďĞŐŝŶŶŝŶŐƚŽĞŶĚǁŚŝůƐƚĞŶƐƵƌŝŶŐƚŚĂƚ ĚŽĐƵŵĞŶƚƐĂŶĚƉůĂŶƐĂƌĞƵƉĚĂƚĞĚŝŶƐƚĂŶƚůǇǁŝůůďĞǀŝƚĂůƚŽŐƵĂƌĂŶƚĞĞĐŽŶƟŶƵĞĚĐŽŵƉĞƟƟǀĞŶĞƐƐĂƐǁĞůůĂƐ ĞŶƐƵƌŝŶŐƟŵĞĂŶĚĐŽƐƚƐĂǀŝŶŐƐ dŚĞƌĞŝƐŶŽďĞƩĞƌŝŶĚƵƐƚƌǇƚŽŽůƚŽĚŽƚŚŝƐƚŚĂŶ^ŽůŝĚtŽƌŬƐĂŶĚ^ŽůŝĚtŽƌŬƐWDEdD͕ůŝƚĞ ƌĞƐĞůůĞƌƐŽĨ^ŽůŝĚtŽƌŬƐƐŽůƵƟŽŶƐŚĂƐƚƌĂŝŶŝŶŐĂŶĚĚĞŵŽŶƐƚƌĂƟŽŶĨĂĐŝůŝƟĞƐŶĂƟŽŶǁŝĚĞ͘KƵƌƐŬŝůůĞĚƉĞƌƐŽŶŶĞů ĐĂŶŚĞůƉǇŽƵŵĂŬĞƚŚĞƌŝŐŚƚĐŚŽŝĐĞƐĨŽƌǇŽƵƌďƵƐŝŶĞƐƐ͘ ŽŶƚĂĐƚƵƐƚŽĚĂǇĨŽƌĂĚĞŵŽŶƐƚƌĂƟŽŶ ĂůůϬϬϬϬϭϲϱϳŽƌǀŝƐŝƚ www.ntcadcam.co.uk/compliance

“With SolidWorks CAD ƐŽŌǁĂƌĞƚŚĞĮƌƐƚ CWVTA ƉƌŽƚŽƚǇƉĞŝƐŵŽƌĞůŝŬĞ E AM ƐĞ liance CADC ĞƐŝŐŶƌĞƵ Comp and NT ĐƚƐĂŶĚĚ ƚŚĞĮŶĂůƉƌŽĚƵĐƚ dworks ŶŐƉƌŽĚƵ th Soli ŵŽĚƵůĂƟ ĂůŽƐƐ easy wi ůŝĂŶĐĞďǇ ĞǀĞŶƚĚĂƚ John Kilmaine made ĨŽƌĐŽŵƉ ŝŽŶƐƚŽƉƌ ƚŽƵƉĚĂƚĞ ŝŶŽƌƌĞǀŝƐ Cofounder and NE Director, ĐĞĚƟŵĞ ĞƐĂŶĚŵ ZĞĚƵ ũŽƌĐŚĂŶŐ ĚǀŝĞǁŝŶŐ ďŽƚŚŵĂ ƚƌŝĞǀĂůĂŶ Whale Tankers ŽŶƚƌŽůĨŽƌ ĂƟŽŶƌĞ ƐƐ sĞƌƐŝŽŶĐ ĂƐƚŝŶĨŽƌŵ ǀĂůƉƌŽĐĞ ŝƚŽƌǇĨŽƌĨ ŶĚĂƉƉƌŽ ǆĞĚƌĞƉŽƐ ĚĞƐŝŐŶĂ ƵƌĞŝŶĚĞ ůŝŶĞǇŽƵƌ ^ĞĐ ĂƚƐƚƌĞĂŵ ƉůŝĂŶĐĞ ŬŇŽǁƐƚŚ ƚƐĨŽƌĐŽŵ Ő ƚĞĚǁŽƌ ŽĐƵŵĞŶ ĂŶĚƚĞƐƟŶ /ŶƚĞŐƌĂ ŽĨĮŶĂůĚ ƐƉĞĐƟŽŶ ƌĞůĞĂƐĞ ĞŵďůǇŝŶ ǀŝĞǁĂŶĚ ĞŽŶĂƐƐ ƉůŝĞƌƐ ĐŝĞŶƚƌĞ ƵĐƟŽŶƟŵ ĂŶĚƐƵƉ ĸ ƵĐĞƉƌŽĚ ƵƌĐŚĂƐŝŶŐ ǇĂŶĚƌĞĚ ƵĐƟŽŶƉ ǀĞƋƵĂůŝƚ ƐŝŐŶƉƌŽĚ /ŵƉƌŽ ƌŽƵŐŚĚĞ ^h^KE^dEϱϬϮ ŝĐĂƟŽŶƚŚ ƉĞĐŽƐƚƐ ĐŽŵŵƵŶ ĚƉƌŽƚŽƚǇ WZ/>ϭϭ ǇŶĂŵŝĐ ĂƌŬĞƚĂŶ D ƟŵĞƚŽŵ ŽƌŬƐW NEC BIRMINGHAM ŐƌĞĚƵĐĞƐ ƚŚ^ŽůŝĚǁ ƵĂůƚĞƐƟŶ ǀĂƟŽŶǁŝ sŝƌƚ ĂŶĚŝŶŶŽ ĂďŽƌĂƟŽŶ ŶĐĞĚĐŽůů ŶŚĂ Emissions mission:

Tony Lewin hears how next-generation engine control units (ECUs) will be central to hitting the European Union legislation target of 95 g/km CO2 by 2020

osch has produced over 250 million engine control units since it Bdeveloped the first Motronic digital engine management system in 1979, while chipmaker Infineon claims its TriCore microcontrollers are fitted to half of global car production. For the first 80 or 100 years of the automobile’s history, they didn’t exist at all. There was no need to Gasoline controllers worry about what came out of the are exceeding 1,500 MIPS. exhaust tailpipe and little real concern about efficiency, meaning that compromise settings for fuel mixture and ignition timing were calculations having to be carried out and they run on complex operating perfectly good enough for everyday at least 100 times a second, the maps that continually optimise each driving – even if performance at the enormous scale of the necessary of these many variables. Instead of margins tended to suffer. Just two computing power becomes clear. controlling just ignition timing, fuel variables needed to be controlled, mixture and maybe turbo boost, crudely, and a black box was CHANGING TIMES something for aircraft, not cars. Delphi, a major supplier of The contrast with today – and electronic control systems, says indeed with the likely requirements that “just a few short years ago” a for 2020 and 2025 – is total. 32-bit CPU (central processor Everything that the vehicle draws unit) operating at 80 MIPS (million in and spits out is policed by instructions per second) was aggressive regulations that spell capable of meeting engine control out allowances down to the last requirements globally. Now, microgramme; every moment of the explains Steven M Stewart, vehicle’s operating life has to be Delphi product line executive, precision controlled by complex Powertrain Controllers, Gas EMS electronics to ensure absolute Product Line, multicore minimum emissions under every processors exceeding 1,500 conceivable condition. For every MIPS are required for many rotation of the crankshaft, dozens applications. of sensor channels need to be The reason behind the supervised and countless dramatic increase in processing adjustments made in real time to performance is simple: today’s Infineon claims its TriCore keep the engine in optimum tune. engines have many more degrees of microcontroller is fitted to half With each of these complex freedom than their predecessors the world’s car population.

24 www.automotivedesign.eu.com March/April 2013 Next-generation ECUs : 2020 vision

Design. “You can expect the introduction of higher performance multi-core processors, with up to 8 MB flash memory.” Continental’s Klaus Hau, head of the Business Unit Sensors & Actuators, Division Powertrain, lists four key drivers en route to the 95 g/km target: optimised combustion; exhaust after-treatment, including OBD functions; electrification; and Diesel controllers the ability to operate on alternative required to monitor all fuels. Each has profound implications engine parameters. for the vehicle’s control system. “Continental provides a wide portfolio of sensors and actuators today’s ECUs also manage injection TOWARDS 95 G/KM that enable optimal control of these timing, fuel-pulse shaping and Future CO2 emissions reductions are subsystems, such as in-cylinder quantity, spark timing and intensity, only feasible using new and more pressure sensors, low and high combustion pressures, valve timing precise engine, and after-treatment pressure EGR valves, NOx, Soot and and lift, exhaust gas recirculation, control strategies, observes Flex Fuel / Bio Diesel Sensors, as catalyst and after-treatment Wolfgang Breuer, head of the well as BLDC -based electric water operation and filter regeneration. Business Unit Engine and oil pumps,” he says. And those are just the basics. Systems/Division Powertrain of When the vehicle is hybridised, the leading supplier Continental. UPCOMING DEVELOPMENTS blending of the power sources is “Therefore the sensors and actuator The industry response to ever- handled by the ECU; traction control landscape will change, the numbers stricter CO2 and pollutant emissions and ESP systems are controlled by will increase and the electronic legislation, especially in Europe and the ECU, too, and any modern control system has to provide the North America, will be significantly automatic transmission will have its necessary infrastructure.” greater electrification of the management integrated with that of Kenzo Yano, director of electric powertrain, as well as increased the engine. Many safety-critical and electronics engineering at Denso modularity of components, in order functions, such as braking, airbag International Europe/Aachen to keep costs under control. This deployment and collision avoidance, Engineering Centre, is certain that again has implications for ECU are also routed through the ECU, hybrid systems will be essential, if design, though there still appears to compelling engineers to follow the the new CO2 requirements are to be be some uncertainty as to whether strict guidelines of ISO 26262. In met. “One of the key features will be the various electronic components short, the ECU in its various forms an electronic control system to will tend to be integrated into a is the high-powered brain of the optimise torque balance in every single large unit or whether they will vehicle and, as is our focus here, driving condition. be increasingly spread around the one of the keys to making it cleaner “This will minimise CO2 vehicle, close to the sub-systems and more efficient. emissions,” he told Automotive they control.

March/April 2013 www.automotivedesign.eu.com 25 Next-generation ECUs

incorporation of ISO26262 protocols for safety-critical functions.

FUTURE DEMANDS For Denso, a potential concept change for ECUs could be the integration of the electronic functions around actuators, such as motors and valves, while Delphi’s product line manager Daniel R Brooks cites component miniaturisation and increased energy-handling requirements among the likely demands for next-generation processors. Overall, it is clear that increased computing power, speed and Denso’s Kenzo Yano argues that years from now – a horizon which memory are important keys to the the overall functions allocated to the clearly takes in the new standards. tighter control of the combustion increasing number of control units Where more significant change processes, torque blending and need to be restructured, while may well be seen is in the run-up to skilful energy management that will Continental also advocates a change the even more stringent CO2 enable compliance with the 95 g/km of architecture, though the low-end emissions standards expected for and, later, 60-70 g/km CO2 limits vehicle segment will always require 2025 and beyond. Europe is likely to that the auto industry has come to different solutions to the premium see 60 to 70 g/km, say well-placed accept. And with the immense end. Delphi, too, sees the value of a sources; this figure would be one of energy of the electronics industry flexible approach to suit each OEM’s several new requirements which and chip suppliers, such as Infineon preference, though pointing to a could prompt a more fundamental and Atmel, behind them, it is equally trend towards localised controllers rethink of EE systems design. clear that tomorrow’s control for electrified accessories, such as Continental points to the switch to systems will not only be faster and fuel pumps, heated injectors and digital sensors as being an important more capable, but cheaper and more water pumps. development, along with the compact, too. Any hopes that the advent of electric powertrains would allow the Predicted processor speed road map use of lower-specification controllers 1600 are swiftly dismissed by suppliers; n io electric motors require high-speed 1400 at fic tri electronic control, though again ec El costs can be saved as scalable 1200 y systems are developed that allow lit bi lia electronic modules to be added as 1000 Re powertrain complexity increases. 800 CONSENSUS MIPS ns tio la gu There appears to be consensus that re 600 of n the 95 g/km CO2 threshold for 2020 io ut ol is well in hand, using current- Ev generation electronic systems. 400 Delphi, for one, works with its customers and regional teams to 200 understand what features, functions and requirements – such as 0 2004 2006 2008 2010 2012 2014 operating environment and price Euro IV Euro V CAFÉ’ Euro VI points – will be required five to ten

26 www.automotivedesign.eu.com March/April 2013 INTERNATIONAL VDI CONGRESS WITH EXHIBITION Drivetrain for Vehicles INTELLIGENT AND EFFICENT JUNE 18–19, 2013, FRIEDRICHSHAFEN, GERMANY

Marketplace for all questions concerning transmissions in mobile applications

With plenary lectures by: more than 1,000 experts from the field Dr. Stefan Sommer, Chief Executive Officer, ZF Friedrichshafen AG of transmission development

Prof. Dr.-Ing. Peter Gutzmer, Member of the Executive Board, more than 80 expert lectures Chief Technology Officer, Schaeffler AG Dr.-Ing. Rolf Bulander, more than 50 exhibitors President, Gasoline Systems, Robert Bosch GmbH simultaneous translation John McDonald, Executive Vice President Manufacturing GETRAG, GETRAG International GmbH Dr. Rolf Döbereiner, Vice President, Engineering Powertrain Truck & Bus, MAN Truck & Bus AG accompanying VDI conferences: Gerhard Henning, Director Transmission & Drivetrain Mercedes-Benz Cars Development, Daimler AG Transmission in commercial vehicles Michael Schäfer, Head of Transmission Development, Volkswagen AG Control solutions for transmissions Prof. Dr. Pim van der Jagt, Managing Director Ford research & Advanced Engineering Europe

Dr.-Ing. Markus Schwaderlapp, Executive Vice President, FEV GmbH Register now! www.transmission-congress.eu

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Organised by VDI Wissensforum GmbH | www.transmission-congress.eu | Phone +49 211 6214-201 | Fax +49 211 6214-154 Digital and multi-media technology are forcing a fundamental rethink on how the instrument panel can best support the driver, as Ian Adcock explains

intuitively. “The driver doesn’t need too much concentration, can focus attention on the road and still obtains the most important information,” says Before your Spoelder. “That is why instruments such as the speedometer, the rev counter, fuel gauge and the most important warning lights are all kept together within the driver’s direct field very eyes of vision of around 30 degrees.” However, as digital and multi- media technology encroaches further into every aspect of daily life, t was 110 years ago last Driver HMI business unit at including cars, there is a growing October that Otto Schulze Continental. “Anyone who, after need for a fundamental rethink in how registered the eddy-current driving on the highway for a while, the instrument panel can support the speedometer at Berlin’s has turned off into a 30Km/h zone driver. Imperial Patent Office and, as and noticed how difficult it is to gauge The previous separation between Iwe move through the second decade the speed properly will be familiar infotainment and driver-related of the new millennia, instrument with this,” he adds. information is no longer practical panels are taking on a whole new era when, in addition to radio and of development as revolutionary as IN THE ROUND navigation, there is communications Schulze’s speedo. And while over the years various via the mobile network and “Speedometers are necessary, manufacturers have dallied with internet/email coming into the car, as because, although humans with their numerous interpretations on the well as real-time traffic information. vestibular system can perceive speedometer’s shape – from While the overall reliability of engines positive or negative acceleration, they horizontal bars, to half moons, digital and other components brings into are not so perceptive at constant and even revolving drums – it seems question whether there is actually a speeds,” explains Eelco Spoelder, that the familiar round instrument is need for a temperature or oil pressure head of the Instrumentation and the one that can be read most gauge, or even fuel gauge, when

28 www.automotivedesign.eu.com March/April 2013 Instrumentation

Head Up Displays, far left, are now since the information is clear, and can being joined by advanced augmented be read quickly and effortlessly. displays Even as Head-Up Displays (HUD), to supplement speedometers, navigation and infotainment, become increasingly common, they are in some danger of being overtaken instrument cluster and 12-inch by augmented displays, as (30.5cms) reconfigurable display. demonstrated by Harman at the Meanwhile Visteon, which Consumer Electronics Show earlier developed the 12.3-inch (31.2cms) this year, as well as providers such touch-activated TFT in the Porsche as Nvidia. Panamera Sport Turismo concept, Meanwhile, Maxim Integrated has teamed up with Japan Display Products Inc has announced that it is warning lights and/or digital read-outs Inc. (JDI) for its third-generation now sampling the MAX3601 – a would take up less space and need reconfigurable instrument cluster highly integrated, 8-bit RGB laser only appear as and when necessary. platform to deliver, they claim, driver for pico laser projectors in cars. superior graphics and animation. This It is a smaller, brighter and lower-cost RECONFIGURABLE technology supports complex 3D solution than traditional technology, With the rapid expansion of high graphics and video features, such as enabling sharper, pixel-perfect HUDs. definition thin film transistor (TFT) driver awareness and camera inputs. This IC drives three RGB lasers to technology on smart phones and Visteon’s latest platform allows the provide a brighter light, without tablets, consumers now expect 12.3-inch display resolution to deliver compromising the low power. The similar quality in their cars as well. It 1920 x 720 pixels and an 8:3 aspect high intensity of the lasers project also allows the instrumentation to be ratio, considered unmatched in the brighter, more vivid, images onto the reconfigurable, as in Volvo’s latest automotive market. HUD to easily alert the driver, while V40 range, for example. enhancing safety. Moreover, its high Magneti Marelli is one such FEELING SAFER integration means longer battery life, supplier that has teamed up with Visteon claims its consumer research less heat build-up and a smaller Samsung Mobile Display, which will shows that vehicle owners are module size. make available its broad and becoming accustomed to HD quality innovative range of technologies displays in their personal devices and MANY BENEFITS developed for display solutions, prefer reconfigurable instrument Its key advantages, claims Maxim, ranging from TFT to Active Matrix clusters with high-resolution graphics; include: low cost; minimal PCB area, organic light emitting diodes (OLED) and that high quality displays provide with functional integration, with three to develop a 9-inch (22.8cms) them with an added sense of safety, current-output laser drivers combined into one laser; with only 80mW bias current, the device achieves maximum light output, with excellent power efficiency; three integrated lasers eliminate the need for additional optics, reducing size and easing design/manufacturing; finally, its 1W total module power provides long battery life, low heat dissipation and minimal thermal sinking. “One of the key trends for automotive displays is higher resolution,” says Richard Robinson, director of automotive analysis at Strategy Analytics. “Sharper imagery in heads-up displays is critical for Reconfigurble displays are on the increase clarity, safety and driver assistance applications.”

March/April 2013 www.automotivedesign.eu.com 29 Under PRESSURE

Fuel delivery and storage systems are being pushed hard to keep pace with demanding current and impending legislation. How well are they doing?

he constant drive to lower as exhaust gas after treatment. emissions is now The drive for high-pressure diesel impacting every system pumps, up to 2500bar, has led Tand sub-system in Continental and Schaeffler to develop vehicles. And, as the these specifically with Euro 6 and 7 in spectres of Euro 6 and 7 grow larger, mind. Continental has been there’s an urgency to refine all developing a double piston pump components that might emit some that’s capable of delivering greater emissions, no matter how small. Add volumes under higher pressures, to that increased use of bio diesels Electronically commuted fuel pumps. while weighing no more than a single produced from various ester origins piston pump, thanks mainly to and fuels with ethanol content (E10+) improvements in hydraulics and by – along with their potential impact on reducing losses. Combined with fuel delivery systems – and it’s easy value, cetane and octane number, virtually leak-free injectors, it has to see why leading Tier Ones are sulphur content classification, been possible to achieve high engaged in an intensive effort to viscosity etc – by measuring light efficiency levels and, because there is develop solutions that will assist the transmission in the infrared spectrum. no need for return pipes, to reduce OEMs in meeting these strict packaging. This modular system of requirements. OPTIMISATION new diesel pumps is supplemented Continental, for example, through The same sensor covers both diesel by a new single piston solution. its IQ FUEL consortium, has and petrol; the data analysed by With Asian markets growing in developed a highly integrated micro embedded chemiometric models importance, Continental has also fuel sensor that determines fuel predicts the fuel content, based on a developed a new low-cost single composition in the tank, using a single specific parameter and piston pump that can be easily Micro OptoElectroMechanical Sensor provides data to the engine plugged in to the cylinder head. (MOEMS) to determine fuel management system to optimise Designed for delivery pressures up to composition – such as density, heat injection timing and quantities, as well 1,800 bar, it’s driven from the camshaft via a roller tappet and feeds Fuel tanks made from HDPE take on the fuel directly to the injectors, complex forms. without the need for a high-pressure reservoir. It also uses a digital volume flow valve for the first time for controlling pressure and quantity precisely; production start-up is planned for the first quarter of this year.

PLASTIC FANTASTIC Today, more than 95% of all fuel tanks in Europe, more than 85% in the USA and more than 40% in Asia, are made of plastic, and there are many reasons why the switchover

30 www.automotivedesign.eu.com March/April 2013 Fuelling systems

from steel has been almost universal; not least of which is weight, since an average plastic tank weighs one-third less than an average steel tank, leading to immediate CO2 savings. But there is also durability, as high-density polyethylene (HDPE), is resistant to corrosion coming from fuel, but also from the corrosive environments outside the tank, such as road chemicals, salt, mud, gravel. HDPE can also help to dissipate electrostatic charge and prevent igniting the fuel in crash situations where, in any case, they tend to bend and flatten, rather than tear, rupture and spill, with the resulting fire hazard. In addition to plastic’s low Integrated fuel tanks reduce the number of openings and potential vapour seepage.

permeability and its ability to conform challenge arises when fuel vapours to Tier II/LEV II evaporative emission cannot be purged in the normal way standards regarding hydrocarbon by the engine when in all-electric (HC), tanks like those from INERGY mode or when the vehicle is stopped. comply where the evaporative To meet this new requirement, emissions of Partial Zero Emission INERGY offers sealed plastic fuel Vehicles (PZEV) are limited to systems with the capability to store 0.054g/day – barely 10% of the hydrocarbon vapours until the vehicle limit for TierII / LEVII. internal combustion engine is running, and able to purge and treat COMPLEX FORMS them, rendering them harmless. Uninhibited by their formability, blow- The lifecycle assessment of moulded plastic fuel tanks can take plastic fuel tanks has also shown on highly complex forms to drape that they are 100% recyclable. The themselves within the car’s structure, Recafuta process, originally the EU- maximising capacity, while not funded project headed by Solvay, intruding on potential passenger or regenerates PE, which can be used luggage space, and still allowing for at levels of up to 40% in new fuel numerous components to be inserted tanks, thus creating a new source within the tank to reduce the number of PE for the automotive industry. of openings, thereby limiting The process also removes any fuel permeation path opportunities. residues and anti-corrosive coatings Technologies such as INERGY’s from the plastic. Twin Sheet Blow Moulding (TSBM) Fuel delivery and storage are suitable for hybrid applications systems are being forced to maintain where internal reinforcements, such a steep learning curve to comply as INBAFFLE, can be engineered in with current and future legislation to combat slosh noise during stop- and, by the looks of it, are Modular fuel pumps are more space start operation or when the car is in maintaining the pace of development efficient. electric-only drive mode. A further to do just that.

March/April 2013 www.automotivedesign.eu.com 31 Keeping you safe w

Continental’s Driver Focus Concept Vehicle detects whether a driver will see an upcoming hazardous situation or if his attention is elsewhere. Ryan Borroff reports on the ‘eye’ in the car

n most countries, the use of increased traffic congestion has seen Halo is able to catch and direct the electronic devices while driving the problem grow exponentially.” attention of the driver, no matter is either strictly regulated or In Europe, research suggests whether the driver is looking to the forbidden. In 2001, in Germany driver distraction accounts for as back, to the front or to the side.” alone, police fined around much as 20% of all accidents: “In my The system’s software combines 450,000I people for using their opinion, every single one of these is the information from the assistance telephones while driving. unacceptable. The sheer number of systems and the interior camera, and “It is obvious that it is dangerous people using a smartphone when responds accordingly. For example, if to use a phone when you are behind driving shows the demand is real and the driver is heading towards an the wheel,” says Helmut Matschi, regulation is not working. For us, the obstacle and is looking to the back of head of the Interior division, solution lies in the integration of such the vehicle, the Halo will start at a very Continental. “[But] there are more than functionality within a safe human- early stage to give a comet-like light 700 million vehicles on the planet and machine interface.” signal running from the back of the the numbers are Continental’s Driver Focus vehicle towards the front, in order to growing…which…means more Concept Vehicle is one solution. It guide the driver’s eyes in the direction congestion. Drivers today need to be combines driver assistance systems – of the obstacle. more attentive as a result. lane-keeping assist, adaptive cruise “The closer the obstacle becomes, “When you consider that one control, and collision warning systems the more intense the colour and the second of distraction at a speed of – and an infrared camera that signal will become; from white to red 100 km/h equates to 28 metres of monitors drivers’ head and eye and from a comet to flashing lights,” blind flight, concentration loss is movements to detect where they are he states. “On the other hand, if the increasingly problematic,” says looking. The system is able to tell driver is looking ahead at the road, the Matschi. “Even though smartphones whether a driver will see a dangerous light signal will not start as early and are used more frequently, they are not situation or whether his attention is behave differently, in order not to the only cause of distraction. elsewhere. Its most unusual and annoy the driver. It’s a kind of two-way Conversations with passengers or innovative technology is a single-line communication between the driver trying to calm a crying baby in the LED light strip display that runs and the vehicle. We can adapt the back seat have distracted drivers long around the perimeter of the interior to warning to the traffic situation and the before phones were invented. But direct a driver’s attention – in the face driver’s state of attentiveness. So the of potential danger – using light vehicle warns the driver only when he signals in different colours and really needs it.” shapes. Currently, Continental’s technology “The aim is to make the vehicle is undergoing testing in real-world safer, more intuitive and more driving situations, with the aim being attractive,” explains Matschi. “With to bring it to series readiness within the Driver Focus Vehicle and its LED the next three years. Although it’s too light strip – or ‘Halo’, as we call it – we soon to estimate pricing, Continental were looking for a system that can expects it will be affordable enough actively guide the driver’s attention. for larger volume vehicles. Using [conventional] displays, single One obvious question is whether lights in the dashboard can only there’s a danger that drivers could highlight one specific area. But the become too dependent on such a

32 www.automotivedesign.eu.com March/April 2013 Question time when danger looms

The camera is able to detect and register if the driverÕs eyes are not directed at a potentially dangerous situation.

system, taking their eyes away from the road for increasingly long periods of time. “At the moment, we see this kind of system to assist drivers in critical situations, but the ultimate responsibility clearly lies with the driver. In the future, we [anticipate] situations where…the driver has something better to do than looking at the road. [Not just during] boring traffic situations, but also a situation such as when a child in the back seat is choking. We think we should give drivers the power to decide whether “At the moment, we see they want to steer their vehicle or do this kind of system something else.” to assist drivers in And, like it or not, the ultimate critical situations, destination is automated driving. “We but the ultimate see partially automated driving in situations like stop-and-go traffic at responsibility clearly low speeds coming to the market by lies with the driver. 2016. By 2020, highly automated In the future, we driving at higher speeds will be [anticipate] situations possible and, by 2025, we can where…the driver has imagine fully automated driving something better to do vehicles in an increasing number of than looking at the road” situations,” says Matschi. “A system – Helmut Matschi like Halo in the Driver Focus Concept Vehicle will play an important role.”

March/April 2013 www.automotivedesign.eu.com 33 60 second interview Fabrice Gallo, LMS International’s transmission solutions manager

Halving time to market

s) are complex utomated Manual Transmissions (AMT icult to design, as mechatronics systems that are diff eration of three their performance depends on the op A rking together in perfect harmony: different subsystems, all wo shifts the gears; electronic an electromechanical actuator that and software embedded in the sensors to monitor vehicle status; transmission control unit (TCU). d to define overall Ordinarily, up to a year is require e actuator mechanics, functional requirements, design th and validate the complete develop and calibrate TCU software, alibration are particularly system. Software development and c e tasks typically require troublesome bottlenecks, since thes l testing cycles that cannot extensive trial-and-error physica ilt. By then, mechanical and ed until hardware prototypes are bu be perform anged appreciably to e nearly finalised and cannot be ch electronics designs ar oting problems nsiderable time is spent troublesho improve powertrain performance. Co refining TCU control strategies. near the end of design, rather than development This wasn’t the case with Renault’s At the beginning, the ays Gallo. “ At of its dry six-speed dual-clutch, s with a with a classic project started the beginning, the project started pplier for 6-8 with process, with Renault asking the su classic process, velopment. But, prototypes for bench testing and de Renault asking the hey were able to by using LMS Imagine.Lab AMESim, t 8 half, because supplier for 6- reduce the number of prototypes by t the design ench they already knew by simulation tha prototypes for b wasn’t right in the first place. testing and development hey were “With a rapid prototyping system, t ontroller on the prototype just able to testbench the c ere able to nd, in only 2-3 months’ time, they w one day after receiving it. At the e car on the development track. That new gearbox actuation systems in a assess the or the reduced number of months’ research time: one month f saved around one to two th running on actuation systems; and another mon prototypes and making parts for the test in a car. the bench, and then on the road, to simulate and test all the shifting hin the programme, we were able to “Wit the clutches, to ensure the shifting delay and controlling parameters, such as parts of the r changes. But we could also model in smooth engagement and slick gea he nd engine mounts, so we could see t as well as adding the engine block a chassis, jerk, as well ensuring or holes in the torque that produce effects of zero torque and backlash – gaps in the fork that causes delay their wasn’t excessive friction or ck’ in some cars fitted with AMT.” creating that familiar ‘clack’, ‘cla

34 www.automotivedesign.eu.com March/April 2013 The quest for lighter, greener vehicles leads to the society for advancing the mobility industry.

Advanced Materials standards & resources from SAE International.

Automakers are in overdrive to meet the U.S. federal mandate for a 54.5-mpg f eet average in the 2025MY. That’s in addition to a bevy of other upcoming governmental fuel economy

and CO2 emissions regulations around the globe they and commercial vehicle makers alike must comply. Meanwhile, ever-rising gas prices have made increasing the effectiveness of fuel burned an even greater priority in the aerospace industry. Mass reduction technology or lightweighting through the use of advanced materials is a

promising path towards helping to lower fuel consumption and vehicle CO2 emissions. From the f rst engine oil viscosity standards and common international material documents for increased aircraft production during WWI, SAE International has been at the forefront of the most signif cant vehicle technology advances for more than 100 years. Through its market-driven, voluntary consensus standards program and its library of mobility engineering information – the largest of its kind – SAE has worked hand-in-hand with the global aerospace and ground vehicle communities to solve its greatest transportation challenges. And, it can do the same for industry’s quest for lighter, greener vehicles.

PUBLICATIONS Some 622 Standards and Papers published Material Selection & Testing for Plastics Weight Reduction in Automotive Design & in the last 3 years on Adhesives and Sealants; (C0134) Manufacture (MR-SB-143) Aluminum/Alloys; Composites; Lightweight Materials; Magnesium/Alloys; Nanomaterials; Automotive Composites Technology Engineering Carbon Fibre in Automotive Applications Polymers (ACAD08) (MR-SB-113) Recent Developments in Aerospace EVENTS Automotive Carbon Fiber Composites (T-124) Manufacturing, Materials, & Structures SAE SAE 2013 Design, Manufacturing & Economics of Composites Symposium Engineering Plastics & Plastic Composites in Technical Paper Collection (COLL-TP-00108) Automotive Applications (T-122) Composite Materials SAE Standards Advances In lightweighting sessions at the SAE 2013 World Congress Structural Composite Materials (B-ASM-031) Subscription (SUB-STD-00008) Technology for Magnesium Castings (B-928) AMS Metals: Carbon & Low Alloy Steels SAE STANDARDS DEVELOPMENT Standards Subscription (SUB-STD-00028) Known throughout the world for its Aerospace Polymer Matrix Composites 3-Volume Set Material Standards (AMS), offers 32 materials (R-422.SET3): TRAINING related technical committees including Engineering Alloys Properties & Applications those that address elastomers, polymerics, Lightweight Materials: Understanding to Basics (C0010) composites, and non-ferrous alloys (B-ASM-041) Fundamental Mass Reduction/Light Weighting 25 Ground Vehicle Committees develop Care and Repair of Advanced Composites Techniques (WB1129) standards on such material topics as Carbon (R-336) Advanced High Strength Steels for Vehicle & Alloy Steels, Plastics, Fatigue Design & Polymers in Aerospace Applications Weight Reduction (C0916) Evaluation, Green Bio-Materials; a new steering (B-RAP-001) group on Material Substitution has been formed

Find these and much more at sae.org/news/advmtl/ Where All the Pieces Fall Into Place

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