SmartSmart durabilitydurability

The endurance test programme for the new forfour rCuberCube An advanced rapid prototyping tool for future automotive electronics

InterviewsInterviews David Thursfield, executive vice president, Ford International Operations Alexander Koesling, strategic project leader, smart forfour Spring 2004

contents 6 Spring 2004

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NEWS FEATURES QUESTIONS & ANSWERS

Industry update 4 Tested to the limits 8 David W Thursfield 6 Honda pioneers torque vectoring; Ford boss 4,000,000 km a year are clocked up by Ford’s British-born head of international supports hybrid incentives; EPA’s novel Ricardo teams in Stuttgart in their durability operations and global purchasing has been hydraulic hybrid improves large SUV testing for smart and other marques. Tony instrumental in improving the group’s economy; Land Rover’s one-touch vehicle Lewin reports on the highly successful test manufacturing efficiency and cutting costs. programming; switchable two-four stroke programme for the new smart forfour Hugh Hunston caught up with him at the engine promises big benefits Detroit Auto show Diesel calibration for the US 14 On-board diagnostics is a key element in Alexander Koesling 12 News from Ricardo 24 obtaining diesel certification in North Strategic programme manager for the new Outgoing chairman welcomes his America. Anthony Smith details Ricardo’s smart forfour, Koesling saw the co-operative successor; new chemistry lab opens; work in this complicated area and reports project with Mitsubishi go from styling freeze HyTrans programme promises important on the US entrepreneur so impressed with to Job One in a record 33 months. Tony energy savings in stop-start delivery London’s taxis that he asked Ricardo to help Lewin asks how it was done operation adapt them for sale in his home market

rCube 19 The pioneering rCube development tool from Ricardo will help automakers with rapid prototyping of new network-based vehicle control architectures, says Anthony Smith

Head office: Ricardo plc, Bridge Works, Ricardo contacts and locations: www.ricardo.com/contacts Shoreham-by-Sea, West Sussex RQ subscriptions: www.ricardo.com/rq BN43 5FG, United Kingdom Sales enquiries: [email protected] Tel: +44 (0)1273 455611

Conceived and produced for Ricardo by TwoTone Media Ltd TwoTone Media Ltd contacts: Editor: Tony Lewin Anthony Smith [email protected] Contributors: Lucienne Brown, Hugh Hunston, Louis Tony Lewin [email protected] Bailoni, Anthony Smith

Spring 2004 Ricardo Quarterly Review 3 in brief Honda’s novel Electronics advance Demand for automotive semiconductors among European carmakers will rise by torque control 10 per cent per year to 2010, according to Frost and Sullivan, with today’s 25 per cent Super handling all-wheel drive is rear wheel during cornering, for electronic content in vehicles the description given by Honda instance, the vehicle is given an set to rise to 40 per cent in the to its new drive system, the first inward yaw moment and its same period. mainstream application to make responsiveness, claims use of torque vectoring Honda, is significantly Steel prices impact technology. improved. The cost per tonne of steel has Presented on the new Legend Likewise, stability under Rear differential can risen by 65 per cent in the first luxury sedan (Acura RL in the deceleration whilst vary lateral as well as quarter of 2004, according to US), the system breaks new cornering also benefits as longitudinal torque split: the Financial Times, and copper ground by regulating torque torque to the outboard rear electromagnetic clutches and platinum are at multi-year independently to all four wheels wheel can be freely varied in (top) give continuous control highs. Credit Suisse First to aid handling, stability and order to provide the desired yaw Boston, quoted in the FT, roadholding. The SH-AWD moment. estimates that a 20 per cent operates by monitoring driving Front-rear torque distribution cornering than the front wheel, rise in steel prices could reduce conditions and driver input and in straightline driving is and therefore requires the operating margins of calculating the optimum torque determined by the load on the temporarily higher gearing during European volume carmakers by distribution: the rear differential vehicle: under hard acceleration such turns. between 0.6 and 1.0 per cent. acts on this information to vary when traction is important, less Multiplate electromagnetic front-rear torque distribution energy is fed to the front wheels; clutches, another world first, are Adhesives beat welding between the ratios of 30:70 during steady-speed cruising the responsible for providing the Epoxy chemicals are easier to and 70:30, and that across the front wheels take a greater share precise control required to feed use and outperform welds in rear wheels between the ratios of the torque, promoting stability. exactly the right amount of important respects, claimed of 100:0 and 0:100. A further function, also torque to each wheel; each supplier Henkel at the SAE In this way the vehicle is able claimed as a world first, is what clutch is continuously monitored World Congress in Detroit. The to use its engine torque not just Honda describes as an by built-in search coils to ensure reason for the lack of for propulsion but also to acceleration device in the rear accurate, continuously variable acceptance of bonding enhance cornering and differential. The thinking here is torque regulation. techniques in the auto industry, manouevrability. By applying 100 that the outboard rear wheel The new Legend goes on sale said Henkel, was that so many per cent torque to the outboard tracks a wider radius arc during in the autumn of 2004. engineers in the business have a background in metals and believe that metal is stronger Programmed chassis systems debut and more reliable.

Big 3 quality advance on 2005 Land Rover Discovery Detroit’s Big Three automakers have overtaken the Europeans in The New York Auto Show in April programmes the entire vehicle automatically chooses the vehicle quality but still trail was the occasion chosen by Land setup to suit the prevailing optimum combination of engine Japanese and Korean brands, Rover to launch its third-generation conditions. Land Rover’s Terrain mapping, throttle response, air according to the US Consumer Discovery, to be known as LR3 in Response control, operated suspension ride height and Reports. Nevertheless, said the what is likely to be its largest through a single knob just behind firmness, differential settings, magazine, the average US market, North America. the gearshift lever, gives the driver traction control, hill descent vehicle still has 50 per cent more The engineering of the medium- a choice of six different settings -- control, ABS and electronic problems than Asian models. large luxury SUV is distinctive for ranging from high speed driving to brakeforce distribution. The Ford Focus was singled out several reasons, notably the negotiating deep ruts or large “Terrain Response technology for having made a major standardisation of a platform with rocks off road. The system makes the driver’s task simpler, not advance after a shaky start, now all-independent suspension, using more complicated,” said Land qualifying as a top pick. cross-linked, self levelling air Rover managing director Matthew springs on all but the entry-level Taylor. “You select the terrain. The VW test markets diesel versions. A further break with car then helps you conquer it.” Volkswagen will introduce its tradition is the unitary construction When it goes on sale in the Passat turbodiesel into the US, of the body-chassis unit, though a autumn of this year the new joining the Golf, Jetta and reinforcing structure, labelled Discovery/LR3 will be one of the Beetle as the only diesel cars Integrated Body Frame by Land first vehicles to feature the 2.7-litre available in North America. Rover, still remains. V6 turbodiesel engine jointly Eighty per cent of Passats sold New to the off-road vehicle sector Terrain Response: one-touch developed by the Ford group and in Europe are diesel powered. is a sophisticated system which control for vehicle setup PSA Peugeot Citroën.

4 INDUSTRY NEWS Ricardo Quarterly Review Spring 2004 Ford CEO backs incentives for hybrids

Higher fuel taxes linked to Bill Ford: higher fuel taxes incentives promoting energy- will promote energy efficiency The task of RQ is to efficient vehicles could be the way highlight the latest forward for the United States, average of $4000 more than thinking in automotive according to Bill Ford, chairman their conventional counterparts. engineering and and chief executive of Ford. The Ford Motor Company is technology worldwide – Speaking at the New York banking heavily on hybrid both within Ricardo and Auto Show in April, Mr Ford technology: it is currently among other leading acknowledged that taxation of readying a gasoline-electric companies. By gasoline was politically version of its Escape light SUV, presenting an up to unpopular, but stated that it was and will add hybrid derivatives to date mix of news, unreasonable to expect that the many of its future model ranges. profiles and interviews really low fuel prices the US has Ford hopes to sell 20,000 hybrid with top business been enjoying for many years Escapes in its first year, and hybrid developed by the US leaders we try to paint will continue. Pressed by insists hybrids have mass market Environmental Protection an interesting and reporters, Mr Ford said he would potential. Agency. Based on a large exciting picture of R&D support a gasoline tax of 50 In a separate development Expedition SUV, the EPA design activity at a world-class cents a gallon, provided it was Ford had earlier announced that replaces the large gasoline automotive engineering linked to tax breaks which would it would make use of Toyota engine with a diesel and has a services provider. encourage consumers to buy hybrid technology. The fully hydraulic drivetrain. Storing It is a formula that fuel-saving cars and trucks such agreement relates to the use of its energy in compressed has certainly been a hit as hybrids. The US Congress, Toyota’s engine system control nitrogen gas, the hybrid system with the worldwide meanwhile, had suggested a and emission control system. is claimed to cut fuel use by 55 automotive community: $3000 incentive for fuel-efficient A new twist to the hybrid per cent, the diesel engine in the three years since vehicles, though the JD Power theme was presented at the saving a further 30-40 per cent. RQ was launched we organisation calculates that such SAE World Congress in the The EPA estimates the extra have had to increase models currently cost an shape of a diesel-hydraulic cost per vehicle to be $600. our print run to 12,000 copies to keep pace with the demand to read about Ricardo and 2/4 stroke EPA: diesel its activities. Client confidentiality is of the utmost engine is on target importance to Ricardo, which means that we proposed Engine manufacturers are on can only report on a target to introduce new clean small fraction of the A United Kingdom government- diesel engines in 2007, says the work carried out by the funded research initiative has US Environmental Protection company. So we are come up with a novel solution for Agency. Once the programme is especially grateful to an engine which could combine fully in force, 20.6 million tons of those Ricardo the advantages of many current NOx emissions will be saved each customers who have engine types. year, predicts the EPA. The new kindly agreed to co- The Foresight programme’s engines will operate on cleaner operate with RQ and study, known as 2/4SIGHT, is CFD simulation was used to diesel fuel, containing just 15ppm allow their programmes unusual in that it switches develop combustion system sulphur. to be highlighted in between two and four-stroke Diesels could account for up to print: without such help operation depending on load switches to supercharged two- 25 per cent of all North American from customers it would and speed conditions. Ultimately stroke operation to boost torque. car and truck sales, according to not be possible to targeted at the family car mar- A 1.04 litre, three-cylinder demon- JD Power and Associates’ present such a ket, the technology promises stration engine has given 50 per executive director of forecasting. fascinating inside track engines which will be smaller, cent more low-down torque than Speaking at the SAE World into the way vehicles lighter and cheaper than current a 1.8 litre gasoline unit and better Congress, Walter McManus said are conceived and diesels, but which will perform economy than a modern diesel. the premium for a diesel engine developed. _ better than gasoline units Ricardo is the lead partner in the needed to be below $1000, and especially at low revolutions project, which also includes Ford fuel prices would have to be when the motor automatically and Ma 2T4 Ltd. between $1.50 and $2.00 a gallon.

Spring 2004 Ricardo Quarterly Review INDUSTRY NEWS 5 Ford’s flexible fixer

What significant new technical David Thursfield served as Ford’s executive vice developments is Ford currently pursuing? president, International Operations and Global Our V8 diesel should be in production within Purchasing until his retirement in May 2004. He was 18 months, mainly for Premier Automotive Group (PAG) products with particular instrumental in reducing production and engineering relevance for Land Rover and Jaguar. Volvo costs, firstly in Europe and more recently from the diesel engines will arrive in North America in the not too distant future. We company’s Dearborn headquarters. A production have got our diesel act together in Europe veteran with experience of Ford operations worldwide, and I believe sooner perhaps than later there will be progress in the USA and he spoke to Hugh Hunston about the changes in Canada. The issues of CAFE and particulates will be behind us. The technology, manufacturing and vehicle development upcoming diesel generation will be much now being introduced across the company cleaner than gasoline engines, with third generation common rail and particulate including Ford of Europe and the Asian technology the cost of technology is 60 per traps. I also see diesel-electric hybrids operation, plus the elements within PAG — cent common. This is where PTSE, gaining a place in the USA. An anti-diesel a hotchpotch of businesses with no powertrain systems engineering, excels. mindset remains, with the perception of cohesion — and fusing them together into noise and dirt associated with big smoking cohesive complementary units. Also On a global basis, was the C1 [new trucks. Such people have not driven retaining brand essence is very difficult. It is Focus] platform technology worthwhile? vehicles like our TDCi models and are in a the hardest job I have to do, brand If you are going to choose the rules, then time warp. We must bring the public up to differentiation. We promised 45 new yes. We changed the rules globally. We speed about the technology. I have had products in five years, and the next five could carry on as we have done but we people drive TDCi cars in the States and years will be even more intense. would have soon paid the price for standing they did not believe they were diesels. still. C1 is a cross brand asset covering On the model front you will see a In the broader economic picture, what do Volvo, Ford and Mazda. With flexible Mondeo-based minivan out of Genk and a you rate as the most interesting manufacturing at our plants, plus shared crossover vehicle, estate cum SUV, development? costs across the board and brands, we can maximising platform and component use. The shift in North American and Western give the buying public way more for less. We need a B-car in the USA for fuel European economies to generate more efficiency and CAFE, so we are likely to use disposable incomes, and moves towards How long can you continue applying Mazda-based technology for that. We also upmarket aspirations and brand awareness. pressure on suppliers in terms of their require a smaller Land Rover and Volvo and That is why PAG is important, but Ford of costs and margins? these are part of ongoing studies for the Europe is the engine of growth for PAG. 2003 was the best year ever in reducing USA. The blue oval supports our premium brands costs and we have to sustain that this year. in terms of scales of economy, buying in It is not about squeezing suppliers. We are What has been your greatest larger numbers to make a margin. This is using TVM (team value management) to challenge to date? taking several thousand dollars a vehicle drive costs down. Identifying areas of waste Taking a disparate group of companies out of production costs. We will take three collectively and taking it out. Basically, or four generations to persuade people whatever prevents mutual waste. We have Focus is as good as Golf even if objective identified a double digit percentage amount reliability and quality data already says that. of money which can be saved. We spend $90 billion annually with suppliers. It is Are there examples where globalisation about a collaborative approach which is does not involve synchronised product quite different from the previous 30-day development? rule. We use a logical, analytical approach I don’t believe North America is ready for to fighting waste which is everywhere. Take the new Focus C project 307 platform car the roof rack on the Focus which is a 100 yet. It will be an outstanding driving car and per cent fitment on wagons. We had the American conditions have more to do with TVM team come up with a 10 per cent cost straight line driving. As a result the required reduction and initially they were very and expected level of driving dynamics is pleased with themselves. The feet of the different. They [North America] can happily roof racks were aluminium and we took Land Rover LR3: part of a new wave run with the current platform for another chunks out — one pound of aluminium, of Premier Automotive Group models cycle. But there are obvious benefits. As which was a $3 cost saving per unit. It still from Ford long as we use the shared library of met the 100kg weight carrying capacity.

6 DAVID THURSFIELD Ricardo Quarterly Review Spring 2004 David W. The engineering Thursfield eminence at Ford Nov 2002 Executive vice president, Ford Motor company; president, Multi-tasking Richard Parry-Jones, as Ford International Operations and group vice president responsible for global Global Purchasing product development, is also chief technical Aug 2002 officer and oversees the Premier Group vice president, Automotive Group. He has been International Operations and instrumental in instilling driving dynamics as Global Purchasing a brand characteristic across the Ford and Aug 2001 PAG ranges and maintains a strategic Chairman, CEO and president overview of product development and of Ford of Europe execution. Jan 2000 Parry-Jones, adamant that Ford has President, Ford of Europe “turned the corner and will capitalise on that Jan 1998 momentum”, points to a 15 per cent quality Vice president, Vehicle improvement using J D Power Associates Operations, Ford Automotive parameters, which translates into a $2 Operations billion reduction in annual warranty costs Jan 1996 and a parallel 70 per cent fall in product Vehicle Operations manager, recalls. He cites the progress made in Ford Automotive Operations bringing Ford’s F-Series pick up, Mazda’s 3, North America Volvo’s S40 and V50, as well as the Focus 1979-1996 C-Max, to market on time and on budget. Positions in assembly But he stresses that more launch operations, UK, Australia, consistency will be required before he is Europe, South America satisfied. “We save a lot of money by generating good launches. This is part of a 25 per cent improvement in product Stamped steel brackets halved the cost. different door locking mechanisms, which development efficiency.” We have yet to unfold the design process made no sense. You need the backbone of And he concedes that a lot of errors savings. Ultimately I want to put the TVM an organisation where the left hand and the were made in Ford of Europe: “I would like teams out of business. They know to within right hand are co-ordinated. You then set up to make us more resilient to peaks and one penny or one cent what should be paid the TVM to drive up economies of scale for a given design. We don’t have this and volume and you get very different needless upstream arm wrestling. The end operations. In the first cycle you get C1, game is knowing exactly what you are and the second cycle of C1 you get 50 per doing. When you develop the product you cent roll-through with attendant quality, cost will have 50 per cent roll-through costs and scale improvements. They will buy one benefit through into the next cycle thanks to million systems or two million systems. We the evolution of technology. avoid cannibalisation. Yes, we did lose something with full What is Ford’s attitude to chasing lower service suppliers. Every commodity has to supplier costs around the world? be considered and you have 32 vehicle troughs, cyclability. We are spreading our We have sourcing operations in Asia- commodities with expertise in house. We geographical footprint more widely in places Pacific, Australia and China, Thailand, lost something in terms of outsourcing to like China. As economies wax and wane Philippines, India, Turkey and southern suppliers. you are then less dependent on Europe. We have to be competitive, there is We were not masters of our own destiny fluctuations, which is also true for our no choice. Not everything is shippable. and lost financial control because at the suppliers.” There are many components which can go end of the day we did not know what we Parry-Jones is candid: “In Europe our to lower-cost sources of output. should be paying. No one told me I had too product freshness or lack of it was a many radios being sourced across the problem, and the only vehicle which is not What is the position with systems ranges, so we have recaptured that really fresh currently is the Focus. Our integration, the shift of responsibility to initiative, which has huge cost ramifications. product range will get fresher by the month.” Tier 1 suppliers and the impact of these It all impacted on the business cycle. The Style, too, should push boundaries: “I trends on product development? sheep never get out of the pen now. You have to be a bit uncomfortable with the style I would describe it as a commonality cannot go on and design something else of a new product, I should not immediately strategy rather than platforms. Each group without authority and control. understand the equity. It took our former would develop an Explorer/Navigator or F C1 is where that approach is well head of Europe, Jim Donaldson, eight Series with shared elements, shared costs underway in Europe, and in the US we are months to understand the Focus. People and resultant savings. We are driving that doing exactly the same thing across other were uncomfortable with it, and with the Ka, across the product ranges. People did not products. We will have roll-through but they came through. We have to keep talk to each other and people did their own commonality from the library of designs warm, give them huggability.” thing. As a result you ended up with three technologies. We have hardly started yet.

Spring 2004 Ricardo Quarterly Review DAVID THURSFIELD 7 Marathon operatio

Endurance testing is the globally respected speciality of IFT Fahrversuch, part of the Stuttgart-based PROTOtechnik-IFT group acquired by Ricardo in 2003. Tony Lewin speaks to the division’s founder, Erhard Stix, about the company’s work for DaimlerChrysler on the new, high-profile smart forfour, and about the task of organising four million kilometres of tailor-made testing each year

8 SMART TESTING Ricardo Quarterly Review Spring 2004 n

any thousands of tasks come under In the past too many reputations were lost summer of 2003, is now an important part of the heading of vehicle development. when inadequately tested models quickly the international Ricardo network. MCollectively, these tasks mesh together showed embarrassing failures in service. Today, The testing division’s 120-plus professional to ensure that the car designer’s chosen vehicle testing is an intricate logistical operation drivers clock up a total of over four million concept is transformed into the finished product designed to root out problems before they kilometres a year as they pound the streets, ready to be launched to the customer, on occur: it’s a complex and very serious business trails and tracks of three continents, each sector schedule and within budget. And of this involving many hundreds of people and scores carefully logged and analysed, each fault or multitude of tasks the testing of the vehicle is at of cars – and it is an area where the expertise failing meticulously recorded for future action. the same time one of the most glamorous and of outside specialists such as Germany’s IFT “It’s our task,” says Stix with deceptive the most tedious. Fahrversuch (now part of Ricardo) is greatly simplicity, “to get the car into a condition where Vehicle testers can find themselves in exotic valued by the leading carmakers. it is ready to be manufactured.” locations such as the Namibian desert or the As head of vehicle testing, Erhard Stix runs a That might sound like a statement of the frozen wastes of the Arctic; equally, they can large team whose job it is to evaluate prototype obvious, but behind it lies a hugely complex spend endless days slogging through stop-start and pre-production vehicles on behalf of their array of investigative programmes tailor-made city traffic, pounding up and down the motorway manufacturers, following rigorous test routines to the requirements of the client, the stage of network or performing repetitive routines at a which systematically probe the vehicles’ each test vehicle within its development purpose-built proving ground. But whatever the behaviour and durability under all conceivable programme, and the systems or components conditions, the climate or the model of car, the operating conditions and across all extremes of requiring testing. Some programmes call for the mission is the same: to compress a decade’s climate, altitude, usage and users. The evaluation of an individual prototype drivetrain driving into a matter of months, to push the car company has built up an enviable reputation or new suspension and chassis systems within to its physical and dynamic limits, and to ensure among German automakers as a provider of the body structure of an existing design; others in advance of its launch that the new model will world-class durability testing and evaluation might be to assess the behaviour of a be tough, durable and utterly reliable in the services and, following the acquisition of complete, near production-ready vehicle under hands of the customer who buys it. PROTOtechnik-IFT by Ricardo plc in the extreme climatic conditions, while a regular

Spring 2004 Ricardo Quarterly Review SMART TESTING 9 undertaking of pivotal importance to any Responding to a call for engineers with division was taking care of all smart’s durability carmaker is durability testing over extended experience of the complete vehicle, Stix moved testing work and a valuable stream of data and mileages, often as much as 150,000 km, and from Porsche across to the other side of driver feedback was going back to smart’s again with the complete vehicle in a near Stuttgart to Daimler-Benz, where he took over headquarters, at that time in Renningen, to help production-ready form. The objective data and the organisation of all the test cars, including the young company further refine its ranges. subjective evaluations from these tests are fed the preparation of competitor vehicles for “Everything has to be tested,” says Stix. directly back into the design process at the benchmarking. “We had 12-15 cars and we did “Whenever there’s a new engine or driveline carmaker, often leading to improved winter and summer testing all over Europe,” he variation, or a higher-performance model such components and techniques which are then recalls. Firmly installed as Daimler-Benz’s as the BRABUS smart, it has to go through the once more inserted into the loop of further expert authority on everything to do with pre- whole process once more – all the durability testing and analysis. development testing, Stix remained with the cycles, all the tests, all the evaluations. Even an three-pointed star for 20 years until he received improvement such as a new exhaust system Breadth of industry experience an out-of-the-blue call from IFT to launch a new has to be put through the whole endurance test Co-ordinating such wide-ranging and at the activity at the group – a department that would procedure.” same time crucial programmes is a task which do complete vehicle testing. demands a deep understanding of the vehicle “That’s how I got the call: after twenty years Three phases of development - and testing development process – and it is here that, with at Daimler it was a tremendous challenge to Vehicle development occurs in three stages, his wealth of industry experience, Erhard Stix leave a very big firm and, alone and explains the veteran tester. First there is the has the best possible qualifications to lead this independently and reporting direct to the board, research phase, very future-oriented, where important activity for Ricardo. He began his build up a completely new division of this sort.” innovative systems and components are tried career at perhaps the most respected company out to see whether they are viable for further in the whole automotive business, Porsche, Smart: the turning point development. Next comes the pre-development where he soon found himself in the even more Even though the PROTOtechnik-IFT group stage, either with full prototypes or with new highly respected racing division. There, together already enjoyed an outstanding reputation in the components built into adapted current models; with future Audi and VW Group boss Ferdinand fields of engineering development and high- the systems can be anything from engines and Piëch and engine wizard Hans Mezger, he performance exhaust system design and transmissions to brakes, suspension systems or worked on engines, drivetrains and whole- manufacture, things were not easy for the new electronics. This phase is geared to the specific vehicle dynamics and was involved in key racing testing division when it was founded in 1997. model programme and is designed to get new programmes such as the legendary 917 Le “That was the hardest phase,” admits Stix. “It systems to a state of readiness where they can Mans car and the 911 RSR racing series. was hard to get jobs in those early days. I had be systematically improved in the third phase, connections with Porsche and Mercedes-Benz the production development stage. Testing times through my earlier work; with Audi, too, as Here, the task is to hone those new systems Porsche did a lot of work for them, but we – and indeed the complete vehicle - until they l IFT Fahrversuch has 120 professional test couldn’t point to results we had achieved or reach full production standard in terms of a drivers on its books programmes we had successfully completed.” wide array of parameters such as performance, l 21 of the test drivers are women Nevertheless the Mercedes connection refinement, reliability and compatibility with the l All ages and percentile sizes are covered eventually led to smart, even though Stix had rest of the vehicle’s systems. And it is here that l Approximately seven hours are spent at not had anything to do with smart while he was the testing division is most active. the wheel in any one shift, with one hour at Daimler-Benz. “We came to smart’s notice “The production development phase can also for debrief and evaluation after they had outsourced all their durability be broken down into three main stages,” says l Most vehicles are equipped with testing activities: they had already got a partner Stix. “First of all, individual parts such as measuring apparatus recording speed, for this, but the partner was too expensive and engines, brakes and so on are tested by lateral acceleration, engine revs, load and wasn’t able to meet smart’s exact themselves on rigs and in test cells: every temperature requirements.” system is tested. Next, the systems are installed l Driver itineraries are regularly varied to The company was invited to pitch for the into hand-built vehicles, prototypes which are avoid routine setting in durability work and found itself up against then tested under a variety of conditions. l New recruits have to be qualified vehicle seven other organisations. It was a really proud Broadly speaking, we are not heavily involved at technicians or master technicians. They moment for the division when it was awarded this stage,” explains Stix, “but if required we do are usually aged 25-plus and train for 8 the durability testing contract for smart, beating have the capacity for it.” to 12 weeks, accompanied by an all the top companies in the field. It was the As proof of that capacity, the group is experienced driver moment when the division had truly arrived. currently running tests on future powertrains l In 2003 IFT Fahrversuch test drivers The first major undertaking under the smart housed in adapted current-model vehicles. covered 4 million kilometres contract was to conduct all the durability testing Clearly, client confidentiality is paramount and l IFT Fahrversuch test drivers are highly on the programme for the city-coupé’s 600cc, absolutely no details are ever disclosed. regarded in the auto industry for their skills three-cylinder turbodiesel – the world’s smallest The division’s major engagement comes in and for the value of their subjective – and to evaluate improvements and changes in the third phase of production development assessments the existing gasoline models. Soon the testing when the test cars are becoming much closer

10 SMART TESTING Ricardo Quarterly Review Spring 2004 to production specification and systematic DaimlerChrysler’s Untertürkheim proving division to take part as they knew the vehicles endurance testing can be undertaken. This is ground. This is an extremely high-load so well and their experience and personal input done in close collaboration with the client and in environment, with most cars covering between were so highly valued. strict adherence with the exact driving and route 1800 and 3000 km, during which parts can A notable ‘centre of gravity’ in the forfour test profiles laid down. reach breaking point. programme was the innovative six-speed The idea of endurance testing of this type is Rather less destructive is the so-called Raff automated manual transmission (AMT), which to cover between 120,000 and 150,000 km with programme, which provides accelerated high- both smart and transmissions partner Getrag each car in close-to-production specification on load testing so that 30,000 km corresponds to knew would require a lot of effort to perfect. these predetermined routes. During this time – 120,000 km of normal testing; a small “We did lots of endurance testing on the AMT,” which can be between ten and 12 months, proportion of Raff testing is carried out on the says Stix, “and thanks to this we were able to depending on the balance between the different ‘Schlechtweg’. Most mileage, however, is make major improvements in its operation.” types of test – the vehicle will be brought up to accumulated in endurance rather than durability Alexander Koesling, strategic project leader for full production readiness. All the results are testing, pushing the cars round the clock in the forfour at smart, also concedes the AMT uploaded into a data bank, transmitted directly intensified versions of the kind of conditions was something of a challenge: “Getting this to the client, in this case smart – and jointly customers are likely to encounter in their kind of smoothness in the AMT needed a lot of analysed at weekly meetings which alternate everyday driving. testing and very small steps, a lot of different between the Ricardo technical centre in Take town driving, for instance: a typical software status levels to get to the status we Schwäbisch Gmünd and smart’s headquarters seven-hour driving shift will involve no less than have today,” he says in an interview for RQ, at Böblingen, just the other side of Stuttgart. 220 km of stop-and-go city-centre work - vastly reproduced overleaf. Ricardo representatives, together with their more than a buyer would ever tolerate in a Considering that the development of the direct opposite numbers in smart, then pass on single day. There are two shifts of Ricardo test smart forfour and its component-sharing these results to the appropriate development drivers each day, meaning the same car could partner the Mitsubishi Colt took just 33 months engineers. Where necessary, these engineers do a second 220 km city stint the same day or from specification book to Job One, rapid and use these results to produce improved parts a 700 km Autobahn circuit. Also included in the reliable results were especially important in the and systems, which are in turn reintroduced routine is a set of 450 km ‘Landstrasse’ endurance testing programme too. Here, the into the testing. itineraries covering country and mountain work of the testing division came in for special This can even be during extreme weather roads. Each route is meticulously documented praise from DaimlerChrysler in Untertürkheim, tests abroad – hot-weather testing in the south in every detail and has a three-digit code which developed the diesel engine as a supplier or winter testing in northern Sweden and indicating the profile of conditions and thus to smart. Finland, for example. Together, all these tests loads it imposes: ‘910’, for instance, denotes 90 “We got a special official compliment and a result in a production-ready or virtually per cent highway, ten per cent country roads big thank-you from Axel Schmidt, project leader production-ready vehicle: the usual timing for and zero per cent city driving. for the diesel engine at DaimlerChrysler,” says these tests is shortly before production start-up. At regular intervals the cars are analysed on Stix with pride. “He thanked us for the big effort the rolling road for performance and exhaust and the number of people in the test team we Punishing test routine emissions so that the degradation in catalyst put into the programme, and for their great All vehicles undergoing endurance testing go and diesel particle filter efficiencies can be flexibility. Thanks to this support, he said, through a carefully-structured programme of tracked. These routines allow the test vehicles DaimlerChrysler had saved a lot of time: the test routes, designed to provide the appropriate to build up mileage quickly – 30,000 km a diesel engine had been optimised four times mix of conditions for the model in question: a month is possible – but under close faster than expected.” sporty BRABUS smart, for instance, would supervision. “They’re our daily bread,” says In a highly competitive industry where have a greater emphasis on Autobahn driving, Stix. “The foreign tests are the icing on the automakers seek every opportunity to drive while a compact fortwo would spend more time cake: they are interesting but very stressful. down prices charged by their suppliers, in city-centre use. Superimposed on this compliments rarely come better than this. But, structure are extra tests designed to probe Smart forfour: successful co-operation as far as the broader Ricardo group is known weaknesses or evaluate new systems praised by the client concerned, such service is business as usual expected to need additional attention. These A good example of a successful test and comes naturally from its wealth of so-called ‘centres of gravity’ are noted in programme is the one it delivered for the new experience across a wide variety of vehicle meticulous detail, and at the debrief after each smart forfour. The model went into production in types. driver’s seven hour shift at the wheel the cars the first quarter of 2004, with Stix’s team By its very nature the testing business is a are given a thorough safety check and critical receiving their first complete test vehicles in stressful one, with carmakers fine-tuning vehicle components are examined and photographed March 2003. The main test programme lasted a specifications right up to the start of production so it can be established precisely when and full year, and included an expedition to Gerotek and often demanding large test programmes at under which conditions a component failed or in South Africa in February 2004 to do detailed very short notice. Not for nothing are the test began to degrade. test work on specific systems such as the body drivers from Ricardo’s newly acquired division A separate set of vehicles, for obvious structure, seats, dashboard, sunroof and other among the most sought-after in the automobile reasons not registered for road use, are tested closures. Smart organised the Gerotek test but business. on the notorious ‘Schlechtweg’ or rough road at invited test drivers from the Ricardo GmbH

Spring 2004 Ricardo Quarterly Review SMART TESTING 11 Smart talking

Your official title is strategic project leader. Smart’s first family-sized car, the forfour, is the result of a Does that mean you are programme director? What responsibilities does that shared development programme with DaimlerChrysler involve? group partner Mitsubishi. Strategic project leader Alexander I am responsible for the overall project including co-ordinating all the functions needed to reach Koesling tells Tony Lewin how Job One was achieved in the targets of all the specifications. This includes the costs and setting up priorities for just 33 months, despite the many German-Japanese making decisions when it comes to trade-offs. communication headaches in the early stages This is the main challenge of an overall project leader. Setting up the organisation for this kind of project is different to normal: we were new plant, Nedcar, which had been a Volvo and they came up with the idea of this project working for the first time with colleagues we Mitsubishi plant, so it too had a different culture. because they realised they had the opportunity didn’t know and we had to create an to create a common car. Project work then organisation, to find a way to work together, set Where were the teams based? began, and I was involved from the beginning. up new processes, new rules, contracts. And The teams were based on planes! No, seriously, First we created a business plan, a kind of a we had operating problems — IT for example. we tried to minimise the travel because it is not business book: it was a rough paper describing only expensive, it is also very time consuming. some targets, but it was only the basic feasibility What were the IT problems you We had a close project team, and production in of things. We then created an organisation and encountered? the Netherlands was quite easy and was not so recruited the project team. The real work When we started the project we couldn’t even much involved as it would come later. started in September 2000 and the first step send e-mails: the other party couldn’t read Development was a very intensive co-operation, was then to work out a spec book, which is them. And when we sent CATIA data, for purchasing too. Because most of our suppliers around 200 pages describing in detail from a example, they would have two dimensions, were in Europe, the phase after the supplier customer point of view what sort of product we while we had three dimensions – nobody could was selected, the engineering work of would like to have as a smart and as a read the other’s CATIA data. When we components, has been done mainly in Mitsubishi. There is the marketing point of view delivered the data to the suppliers they couldn’t Böblingen [smart HQ] so we had a lot of involved here: we have different target groups. read it either. They couldn’t use the Japanese Japanese colleagues in residency here. When From the very beginning there was very clear style of documentation. But we managed all this the concept was created a lot of work was done communication between smart and Mitsubishi at the same time as developing a new car, so it in Japan — the people from smart went to that at the end of the day the cars would not be was one of the biggest challenges we had. Japan. competitors. This was very important.

Was it almost like the challenge of the Is this a group programme or a smart Has it gone faster or slower because of the original smart, where you were setting up a programme or smart Mitsubishi? Where co-operation? If it had just been a smart complete new structure? does it fit within the group? programme but with a bigger budget, might We had a lot of really new issues. We had less It is a common project between two companies. it have been faster? time than we had before, we also had new It is partly three companies because Nedcar is Firstly, let me say that we have never done a engines, diesel and gasoline: normally you a separate company for production — and project within our organisation as quickly as this would use an existing engine in a brand new partly four companies because our diesel one. If we would do this with Mitsubishi car. Normally you have a single building where engines are from DaimlerChrysler. The gasoline colleagues a second time we could be faster. all the people involved in the project sit together engines were developed by Mitsubishi but the The second message is the second time would and have close communication with one production and production planning for Kölleda be faster because we learned a lot of lessons. another. This was impossible because we had a [new engine plant] was done by Untertürkheim IT, for example, took time, we lost time. The distance of 11 hours flying time. We also had a [Mercedes-Benz] people, who are also running other point was that sometimes when the plant. communicating in a foreign language you use the same words but you have different Alexander Koesling Were you involved in the development of the understandings — and you learn four weeks 2000 smart gmbh: head of project diesel engine or was that Mercedes? later that you have been talking about different management, B-segment and This was Mercedes. They’re like a supplier for things. smart forfour us, they have been developing the diesel 1998 DaimlerChrysler AG: director, engine. We gave our specification for what we Did Mitsubishi have the design lead on the corporate strategy; head of wanted to have in terms of noise, NVH, fuel platform, if you want to call it a platform? Mercedes-Benz passenger car consumption, performance, size - and also It’s not the platform we share, but we do have strategy costs. common parts and engines. Then we have the 1994 Daimler-Benz AG: senior manager gearbox: the manual one is developed by a 1991 Senior manager, corporate When did you start work on the forfour supplier but managed by Mitsubishi; the organisation programme? automated manual transmission was managed 1988 Daimler-Benz AG: assistant head The first talks between Mitsubishi and smart — by smart. Then we have the exhaust system of corporate planning and or perhaps I should say DaimlerChrysler board and fuel tank system developed by Mitsubishi. controlling members — were in April 2000. That’s when The front axle was a common McPherson

12 SMART TESTING Ricardo Quarterly Review Spring 2004 design which we adapted for our own purposes different kind of customer, they expect a the idle speed was not OK — a lot of issues and Mitsubishi adapted for its own purposes. different feeling from ours. which we had to improve step by step by tuning It’s the same axle but with different settings so the software. All this was very time consuming you get a different feel when driving the car. What about the calibration of the automated work. The rear axle is the same, it was developed by manual transmission (AMT), which has been Mitsubishi, the brake system is the same, ESP praised for its smoothness? Was that done What would you say overall you have was done by us together with Bosch. It’s an by smart? learned in terms of programme important part. Yes, it was done here together with the supplier, management from this project? Getrag A lot. But I have to say this project is totally In the final chassis tuning, developing the different to doing a normal successor within smart feel, how much is it a matter of Was that a very time consuming process, a company. It is totally different as a co- hardware or software? You talked about because it is new ground, new technology? operation: it’s very important to find a basis tuning the ESP system: how much of this Yes it was very time consuming. Getting this for co-operation, this means you have to can be done with software? kind of smoothness in the AMT needed a lot of define certain rules and really that you This is connected with dampers and with the testing and very small steps, a lot of different communicate these rules. The second one is anti-roll bars on the axle, so we added some software status levels to get to the status we that you have to work out common parts — small ones, not big ones. It’s a have today. processes in great detail and communicate question of the overall determination of the all it. You have to set up a clear organisation so the components together and as well of the Was all that done out on the road? How that everybody knows their counterpart in software for the ESP that’s different to the much can you do in theory before you the other organisation. You need resident software of the Mitsubishi ESP. drive? engineers: this proved key in our project. We You can measure, you can gather data, but our had a person who worked for me and for my How much of this can be done in simulation boss Mr Renschler drove the car a lot and I counterpart in Japan: he speaks and writes and how much is done with drivers out on would say the feeling you pick up in the car Japanese very well and was in all the the road judging how the car actually feels? reflects also his personal point of view. important meetings in Japan. You have to test the hardware, to drive the car in extreme situations. It’s very important how What kind of things were difficult with the So your time to market was three years? direct the steering feels, what contact you have transmission? Did you have headaches with Let’s say we went from the specification book to with the road surface: all these small items the drivability of the vehicle? Job One, our start of production, in 33 months. together contribute to a smart feel which is We had noises, for example; we had problems That’s not bad considering there was a Volvo different to the Mitsubishi feel. When you drive with gear shift from first to second, we had still in production. It does not make the the Mitsubishi you will feel you are sitting in a shock and jerk issues in the powertrain, we launching situation easier having another car completely different car: this is what we wanted sometimes had insufficiently smooth overlaps on the same assembly line. to do from the very beginning. Mitsubishi has a between the different shifts in the AMT. Then

Spring 2004 Ricardo Quarterly Review SMART TESTING 13 Diesel makes the grade in the US

The task of adapting an existing European vehicle for sale in the North American market is rarely quite as straightforward as it might initially appear. Anthony Smith outlines the challenge and talks to the teams responsible for assisting Ricardo customers in achieving the required emissions and OBD certification requirements for 2004 model year diesel products

hile there are differences in products into the US market face even something which will inevitably lead to a consumer tastes, driving tougher challenges ahead. higher repair bill to replace the catalyst Wpatterns and duty cycles either While the US regulated emissions if the fault is not quickly rectified. While side of the Atlantic, such apparent frameworks and the drive cycles on OBD may add cost to the vehicle obstacles to the introduction of an which they are defined have their therefore, it can also help users save existing product into the North equivalents in Europe and Japan, money on repair bills by highlighting American market are likely to be of a perhaps the most fundamental problems before more widespread lower order in the mind of a European difference of approach is in the damage to the emissions system automaker than that of achieving requirement to implement on-board occurs. emissions certification. Ever since the diagnostics (OBD). Like US emissions frameworks, OBD Federal Clean Air Act of 1970, motor OBD was first required by the 1990 regulations are also changed for the vehicle emissions regulation in the clean air act for fitment to vehicles from 2004 model year with the United States has been controlled via the 1996 model year onwards, to rectify implementation of a more rigorous OBD two separate but related frameworks. the problem of potentially gross levels II standard. National standards are set on a Federal of emissions of many times the targets basis but the act also granted California being produced by badly maintained Advanced diagnosis the authority to set its own vehicle vehicles. OBD requires the The OBD II regulations implemented for emissions standards. Other states can implementation of a computerised 2004 by the California Air Resources either apply the federal standards or monitoring system which monitors the Board (CARB) are currently the may choose to adopt the generally performance of the engine and its toughest in the world. Meeting these tougher California framework. associated emissions hardware. requirements in itself represents a As such, to be able to sell a vehicle Failures of the emissions system are significant challenge, but for the Ricardo throughout the United States requires highlighted to the driver by a dashboard control and electronics team which certification against both frameworks. “check engine” or “malfunction regularly assists automakers with their With both California and Federal indicator” light as soon as they occur. In new product programmes, the 2004 regulations beginning the transition to some cases the OBD system will trigger model year has presented an added the new fleet average standards of LEV without a noticeable increase in tailpipe complication: the legislation itself was II and Tier 2 which will respectively be emissions. still under negotiation between industry fully implemented in 2007 and 2009, For example, the emissions caused and regulator well into the preceding and with the new regulations treating by an intermittent misfire in a gasoline year. diesel vehicles on exactly the same vehicle may be compensated for by the “With our 2004 programmes for the basis as gasoline, automakers with catalyst temporarily absorbing the US market we needed to keep a close ambitions to introduce clean diesel increased emissions – but this is watch on the developing regulation and

14 DIESEL IN US Ricardo Quarterly Review Spring 2004 to fall within the scope of the OBD that are actually within specification and system, control and calibration associated warranty costs whereas for engineers set about identifying the ‘limit the latter, it risks the wrath of the points’ of each of the diagnosed regulatory body - and potentially heavy signals. In the case of an EGR circuit fines for the manufacturer. for example, as the valve progressively fails, or the EGR pipe blocks up, a point Software algorithms validated will be reached where emissions are With the software algorithms and the unacceptable and this will represent the diagnostic strategies that they limit point of the signal. represent validated in prototype form, In this way and unlike many other the OBD code can then be standards, OBD II is focused at a incorporated into the production ECU system rather than component level and prior to full durability and OBD fleet aims to diagnose the true extent of testing programme. The traditional emissions acceptability rather than approach used at this stage on OBD merely the final stage of a particular programmes was to investigate the component level failure. circumstances of any reported failure. As Noble points out, the plausibility Drivers were provided with detailed and rationality of each signal thus forms to complete which aim to identify needs to be closely assessed as the and record all relevant detail true limit points will often be far from surrounding the failure event, including obvious: “With OBD II you’re not prevailing weather conditions as well as intending to diagnose for total failure on operational duty. most signals – instead you need to find However, given the increasing the limit at which deterioration poses an complexity of the type of measures unacceptable risk to overall emissions required for OBD II compliance, the new performance.” programmes go much further than this. With the scope of the OBD system In addition to the paper based system, defined, the team can then set about test vehicle fleets are now fitted with designing and evaluating the new data logging systems which enable diagnostic strategies in simulation using acquisition and calculation of key tools such as Matlab and ASCET-SD. variables in real time. Not only does this Comprehensive powertrain test bed enable much more rigorous protect as far as possible for all and vehicle test programmes are then investigation of diagnostic ‘failure’ eventualities” explains Dr Andy Noble, undertaken using these strategies events, but it also enables a much more Ricardo senior manager, control and coded in a rapid prototype environment. accurate analysis of the statistical electronics. In this way the algorithms developed distribution of each signal throughout Like many of the emerging US can be tested in a powertrain test cell or the fleet tests. emissions regulations, a particular on a development vehicle without the This is important, for example, in challenge for the new OBD II need to re-code the ECU. identifying sensor readings which could regulations is that they make no Test programmes are typically be dangerously close to a limit point as distinction between diesel and gasoline designed to capture the worst case well as those which experience vehicles. “Modern turbodiesel engines operating scenarios that can be occasional temporary excursions out of have a proliferation of sensors and identified for the vehicle and may the acceptable range as a actuators, but not all will have relevance include climatic testing under consequence of normal operation. For to OBD compliance. Many sensors such temperature ranges as wide as -25°C to the latter category, ‘de-bounce’ as those which relate to interaction with +40°C. algorithms are used which enable the non-powertrain systems like climate These scenarios are intended to OBD system to tolerate such control may have a negligible or represent the extremes of vehicle excursions within tightly defined limits perhaps at best marginal impact on operation in terms of emissions impact. of range and time without registering a emissions while others will be far more “It’s important to try to identify these failure, whilst still being within the OBD critical. worst cases”, explains Noble, “as CARB II emissions threshold limits. Unlike European regulations (EOBD), will regularly take vehicles off the In the remainder of this section we the Californian OBD II regulations focus highway at random and put sometimes present a programme in which on system level as well as component quite radical faults onto the system in Ricardo assisted in bringing an level diagnostics and so require order to check for acceptable OBD existing European diesel product – the additional algorithms to assess the function”. TXII London Taxi – to the North rationality of signals by comparing them For engineering teams it is as American market in the 2004 model to other sensor values. important to avoid false negatives year. This programme provides A successful strategy needs to focus where the OBD system incorrectly something of a contrast to the upon the diagnosis of all and any diagnoses failure as it is to avoid false company’s core business on main- signals which have tangible emissions positives which will miss genuine stream automotive programmes, relevance, without referring to sensors emissions system malfunction. describing the introduction of a which would otherwise not be For the former this could result in vehicle manufactured in niche emissions-relevant”. unnecessary trips back to the dealer for volumes using bought-in powertrain Having identified which sensors were rectification of components/systems components and systems.

Spring 2004 Ricardo Quarterly Review DIESEL IN US 15 London calling

or the larger automakers it is When Massachusetts entrepreneur Larry Smith visited the UK in often a straightforward decision Fto take an existing product into 2000 he was so impressed by the quality of the taxi ride from the North American market: the costs of the re-engineering Heathrow airport that he and a consortium of investors decided programme can be spread over to market the distinctive black London Taxi in the USA and many thousands of potential sales and even radical re-design options Canada. Ricardo provided support in developing the emissions for the powertrain and emissions equipment can be considered. performance of this iconic British vehicle and its Ford 2.4 litre However for a niche vehicle which diesel engine for CARB and EPA certification is likely to sell perhaps just a few hundreds and where the engine and powertrain are bought-in components, the challenge is rather different. emissions legislation. fitted with the four-speed As a successful entrepreneur of Previous work had been automatic transmission many years standing, Larry Smith is undertaken which had indicated that intended for the North used to tough challenges. The the existing TXII (which is certified to American model would founder of the successful Boston- the Euro III LDT3 emissions require more extensive based “Finagle a Bagel” chain, he standard in Europe) was close to engineering was already looking for an achieving US emission certification development and re- investment opportunity when he standards. However, this work had calibration to visited London in 2000 and took his been based upon the standard achieve EPA and fateful ride. European model which features a 5- CARB Impressed by the whole experience speed manual transmission system. certification. and dignity of travelling by London Simulation work and vehicle testing A comprehensive Taxi, Smith admits that he was on a chassis dynamometer carried engineering immediately committed to the idea of out by Ricardo rapidly indicated that programme introducing the vehicle to North the performance of the same vehicle was initiated, America: ‘’Much to my wife’s frustration, I did nothing but research the rest of the trip”. Within a year he had formed a group of investors and founded London Taxis North America, Inc. to take the project forward. With a sense of mission worthy of a true entrepreneur, Smith sums up his vision for the company: ‘’We want to bring the London experience here [to the US and Canada]. We want people to look forward to riding in a cab.’’

Feasibility study from Ricardo Launched in 2002, the current TXII model London Taxi is designed and manufactured exclusively by LTI Ltd of Coventry, UK, and is powered by a Ford DuraTorq 2.4-litre diesel engine supplied by Ford Power Products. Ricardo was initially approached both by Ford and by London Taxis North America to carry out a study to examine the feasibility of this vehicle being able to meet US

16 DIESEL IN US Ricardo Quarterly review Spring 2004 comprising engine, transmission and emissions equipment development work and testing, calibration, OBD system development and vehicle durability testing. “The guiding principle of the work was to achieve US emissions and OBD requirements in a manner appropriate to this type of niche vehicle,” explains Gary Knight, Ricardo chief engineer for the programme. “As such, while the rigour of the engineering programme and the challenging nature of its targets was the same as for a mass market product, the trade-off between development and service costs for each engineering decision was very different.” The first major focus for the team was the engine. While the Euro III London Taxi is supplied with a 90PS version of Ford Power Products 2.4-litre DuraTorq engine, the team rapidly concluded that they needed solution to specify to specify the more powerful 125PS the higher power version and de-rate it back to 90PS. engine even if the extra “In order to enable US emissions power was not to be used. compliance we needed to use a The only major change from higher pressure fuel system based standard was to incorporate up- on the VP44 pump which is fitted as rated injector nozzles, and in standard on the 125PS version of the collaboration with the supplier of the engine,” explains Knight. “As the new nozzles - Delphi - the team engine is purchased in comparatively implemented a specific durability test small numbers as a standard unit, programme to validate the use of the any parts that needed to be replaced new injectors. would effectively be scrapped and it The application of cooled EGR was was thus a more cost-effective considered critical to the achievement of emissions targets and the team was fortunate in being able to specify an EGR cooler from standard service parts available for the DuraTorq engine. A major concern, however, was that of EGR valve durability given the use of North American pump grade diesel. Richard Cornwell, principal engineer on the programme with responsibility for emissions development, takes up the story: “Pump grade diesel in the USA currently has a much lower cetane number as well as a sulphur concentration of around ten times that of the equivalent European product. Additionally the specific constituents of the fuel are markedly different, leading to higher levels of intake and EGR system fouling.” The team adopted the rather more pragmatic solution of developing a taxi durability cycle to evaluate the deterioration of the valve during service. The EGR valves of test engines were inspected every 400 hours in order to evaluate the potential for failure due to excessive

Spring 2004 Ricardo Quarterly review DIESEL IN US 17 deposits. As a result of this work it runway after 8pm on summer was possible to demonstrate full evenings. “The sight of London Taxis ‘Conditions of Fitness’ define conformance with OBD requirements repeatedly running up and down the London Taxi format without the use of an additional runway must have confused some sensor by specifying a planned local residents, but it saved The black London taxi cab is known service inspection and cleaning of considerable time and cost for the throughout the world: it is as familiar an the EGR valve at an 18,000 mile programme,” observes Knight. icon of Britain as the clock tower of Big interval. According to Cornwell this The programme was notable for its Ben or the façade of Buckingham Palace. approach underscores the overall spirit of teamwork, its enthusiasm Its unique design stems from the so-called philosophy of the programme: “the and the pragmatic determination to “Conditions of Fitness” imposed on all taxi solution to the EGR system typified succeed in gaining full certification to operators in London by the city authority the whole approach of the the tight 14-month timescale. Most of under the auspices of the Public Carriage programme in achieving a robust all, according to Knight and Cornwell, Office. These regulations are steeped in engineering solution which satisfied there was a sense of mission tradition, having originally been set out in OBD and emissions requirements but amongst the team which derived from 1679 to govern the size and construction at minimum overall cost given the the sheer challenge of engineering a of horse-drawn coaches. Some of the scale of manufacture”. low volume diesel vehicle for the US most distinguishing characteristics of the market. today’s London taxis – including the TXII Recalibrated automatic Six months on from completion of model now being sold in the USA and transmission the programme, the distinctive TXII Canada – are derived from these In addition to the changes made to London Taxi is already becoming a Conditions of Fitness. The generous the engine, the shift pattern was familiar sight on the streets of North interior headroom dates back to a altered and pedal map recalibrated American cities. One of the first requirement of former times that for the 4-speed Jatco automatic operators to acquire the vehicle for gentlemen should be provided with transmission system in order to its fleet was Detroit-based company sufficient space that they did not need to further reduce emissions and Checker Sedan, which is making the remove their top hats while riding in taxis. improve driveability. While much of London Taxi available to its Perhaps more usefully today, the the vehicle testing was carried out at customers at its standard sedan impressively small 25ft turning circle is dedicated test tracks, the coast-down rates. The company’s London Taxis defined by the ability to drop off a fare at tests were carried out at a more local not only “provide a unique and fun one kerb and immediately pick up the next facility. To save time and reduce experience”, according to company fare directly across a narrow London costs the team approached the president, Timothy J. McCarthy, but street by making a “U” turn without the management of Shoreham Airport, “they also are truly practical cars that need for reversing – something that could adjacent to Ricardo’s Bridge Works, will exceed the expectations of our be as useful in New York, Detroit or and negotiated possession of the customers.” Chicago.

The TXII London Taxi is now used as part of the fleet of Detroit-based Checker Sedan

18 DIESEL IN US Ricardo Quarterly review Spring 2004 Premiere for Ricardo rCube

As the current model of vehicle electronics, based on an ever increasing number of controllers linked by one or more CAN buses, approaches its practical limits, automakers are considering new approaches to systems integration and networking. Anthony Smith reports on emerging network-based vehicle control architectures and the new Ricardo rCube product which will help automakers prototype and develop their electronic systems

ith electronics widely Modelling and simulation were acknowledged as driving up extensively used to design rCube Wto 90 per cent of the in order to meet the demands of functional innovation in new vehicles, the automotive environment. it is hardly surprising that beneath the Thermal analysis (below) was used skin of each model year’s new to determine the conduction product line-up there is a rapidly through mounting points such as increasing content of electronics and to eliminate the need for forced associated control software. From cooling applications as diverse as powertrain control, infotainment, active safety and drive-by-wire systems, new sensors and actuators are being added to all system complexity. In addition, if parts of the car. And with each one drive-by-wire technologies are to be typically comes the requirement for an more fully implemented there will be individual and dedicated electronic an increasing need for functional control unit (ECU), the average integration between ECUs in a processor powers of which are also manner which would not be possible increasing year on year. While current within the framework of a large figures seem to indicate the number of single-function units. continuation of this trend, there is The two areas which are most inevitably a limit beyond which the obviously driving demand for additional ECUs is both increased electronics undesirable and unsustainable due to content at present are constraints of package space and active safety and infotainment systems. Active safety applications rCube key features are making use of the capabilities of new radio l Greater than 500MIPS processing frequency, laser and power digital video sensors to l Dual PowerPC microcontrollers monitor the surroundings l 100Mbps communications interfaces of the vehicle. Inevitably l Wide power supply range (6-50V) many of the type of l Software configurable multiple discrete sensors associated with I/O types active safety are located l Robust automotive packaging on the periphery of the l Robust connector system for repeated vehicle where they mating cycles and harsh environment compete for space with existing on communications buses demanded for use board systems and present significant safety critical systems. The l Three variants available giving options problems in terms of the provision of infotainment demands of today’s of processing power and power supply the type of high quality and dedicated vehicles typically include provision for

Spring 2004 Ricardo Quarterly Review RCUBE 19 mobile phone and navigation systems avoidance, will be considerably in addition to radio, CD and DVD. In more demanding. Seen by many luxury vehicles the infotainment automakers as a means of ECUs are interconnected using an further differentiating existing dedicated communications products, creating new system – known as the media experiential brand oriented systems transport (MOST) characteristics, and bus – and link into the overall vehicle offering the potential architecture via a gateway. for functional improvements Future applications and increased Future infotainment applications are flexibility of also envisaged for development by many automakers, utilising existing positioning and communications systems as sensors to enhance vehicle safety and control. But if active safety and infotainment are the drivers of increased electronic and software content today, then those of tomorrow are likely to be the application of drive-by-wire technologies and the need for functional integration across different system and application types. Although few car drivers are likely to be aware of the fact, drive-by-wire has been a feature of many new vehicles for a number of years now. Accelerator pedal actuation signals are routinely mapped by calibration engineers as a complex function to powertrain demand in order to achieve performance and responsiveness in a manner appropriate to the brand, something which would not be possible through a mere mechanical linkage. While such first-generation systems require rigorous fault detection and back-up, the next generation of brake- and steer-by-wire, as well as integrated package safety applications like collision layout, the ability to accommodate these Typical rCube applications will clearly be a major priority for future electronic applications in architectures. vehicle development Evolution and not revolution is likely dynamics safety to determine the way forward in the case. In this form of sub-system l Advanced engine and transmission short term, due to the need to centralised controller network, control accommodate legacy control systems. communications and data sharing for l Fault-tolerant systems for safety-critical The new drive-by-wire applications system operation and fault checking applications can thus replace existing vehicle could be implemented using different l Integrated vehicle dynamics dynamics control sub-systems on a hardware solutions such as shared l 42V and dual voltage systems functional basis, ensuring that the memory or dual port RAM instead of l Drive-by-wire applications sub-system safety requirements are the network bus. In the longer term, l Cylinder pressure based engine control met rather in the manner that today’s however, as the number of new ABS/ESP systems meet the vehicle applications increase, it will be

20 RCUBE Ricardo Quarterly Review Spring 2004 necessary to consider more radical alternatives to even this sub-system/centralised controller model, based on the principle of distributed network control. Apart from the need to increase bandwidth over and above that typical of today’s CAN bus, it will also be necessary to provide truly deterministic network protocols such as Flexray in order to support the new highly complex cylinder pressure measurements. increasing interest from our customers and safety-critical Intended to be adaptable to a wide in advanced model-based active applications. range of operational formats, rCube is safety and high data fusion projects specified with many input/output (I/O) that benefit from the robust high options configurable for sensors, performance and networking event triggers and a wide range of capability that the system offers.” Meeting the general digital and analogue links. For With its flexibility, robustness and requirements power I/O the system provides both wide ranging feature base, rCube of tomorrow’s high and low power actuator, H-bridge could be appearing in a development controllers and stepper drives. Serial vehicle near you very soon indeed. The future communications interfaces are requirements of provided for a wide range of controllers to standards including CAN, LINBUS, address both ISO9141 and external SPI buses. centralised and Given its application as a Control & distributed network development platform, the design of approaches are likely to rCube has been made particularly Electronics be very similar: more robust to withstand repeated use in processing power, more harsh automotive environments. The Seminar memory, multiple unit is housed in a rugged aluminium communications protocols, enclosure and its connectors are and operating systems and specified for repeated use. Power Ricardo is to host a technical software partitioning. It is in supply to the unit can be from 6V to seminar entitled Control and response to the need to either 18V or 50V depending on Electronics in the Automotive develop new forms of control model. Industry at its Shoreham, system for both the centralised For software development, Ricardo UK, facility on May 13th and distributed vehicle electronics has integrated rCube with the industry 2004. architectures of the future that standard ETAS development toolset Ricardo has developed its rCube including the ASCET-SD suite, INCA The seminar will cover topics advanced rapid prototyping system. calibration utility, TIP (target such as key trends in the The rCube platform combines very integration package) and utilities for electronics value chain, high performance computing power programming user code into Flash for hardware design, systems with a comprehensive range of both processors. Other toolchains and integration, defining new interfaces to industry standard protocols will follow in the near future. vehicle electronic communications formats, software With rCube, Ricardo is providing a architectures and control and simulation tools. It is intended to comprehensive platform on which strategies, and software provide a robust and well specified developers can meet the needs of processes and tools including development platform that can be today’s automotive electronics used in the development of future systems as well as the centralised safety-critical applications. automotive electronics systems and control and distributed network The registration fee for the applications by automakers and Tier 1 architectures of the future. seminar is £500 (exclusive of system integrators as well as the At Ricardo the system is already VAT and accommodation). company’s own experienced team of used in a wide range of research and control and electronics consultants. development applications including To reserve a delegate place Particular applications which rCube is cylinder pressure based engine or to receive further targeted at include the development of management systems and variable information about the fault-tolerant systems for safety-critical valve actuation strategies. applications, integrated vehicle According to Dr Steve Montgomery, seminar, please contact dynamics, 42V or dual voltage head of the control and electronics David Read, Manager, systems, drive-by-wire applications software group for the company, Technical Support and advanced engine and “rCube is an exciting development, (Tel. +44 1273 794167 or e- transmission control including model- offering considerable power and mail [email protected]). based systems based on real-time interface capability. We are seeing

Spring 2004 Ricardo Quarterly Review RCUBE 21 Innovating for profit

The Automotive Technology Roadmap Report was published in May 2004 by AutoBusiness and included contributions from Ricardo Strategic Consulting (RSC) and other Ricardo technical specialists. Below we present an abridged version of the opening chapter and, opposite, Louis Bailoni of RSC’s North American practice explains the implications for senior management

rofitability is under pressure from all emissions, driver support and on-board Boundary condition No.2: “Product quarters and for many automakers telematics and infotainment technologies in development is difficult to control” Pthis lifeblood is slipping away. new vehicles. Few such fitments are Poorly managed product programmes of Manufacturing overcapacity in the major obligatory, and even emissions the past and the threat of late introduction international markets of North America and technologies typically present a choice of are often the reasons given for reducing Europe places an increased overhead engineering solutions. Not all are created the discipline of the product development burden on every vehicle produced: even in equal in terms of commercial appeal; very process. The most successful automakers the leanest of enterprises capacity few will entice customers to pay a premium treat product development as if it were a utilisation is a critical factor influencing the price for their vehicle purchase. Against production process and subject it to cost of unit production. In addition, the these challenges and opportunities it is similarly rigorous management and marketplace itself presents new critical to put in place new approaches for control. Effective product development challenges as consumers demand the screening, development and means a focus upon the right product greater value for money from their vehicle deployment of new technologies and features, front leading of design and purchases. innovations. Without this, sustainable measuring product development efficiency The major automakers have responded profitability may never return. in the same way you would apply factory with everything from short-term dealer measures to production. incentives to the deployment of new Setting new boundary conditions for technologies to increase the feature base R&D Boundary condition No. 3: of their products. This trend has been most Ricardo has identified a number of key “Technology comes in $1000 bolt-on apparent in electronic systems and control criteria for successful R&D drawn from the chunks” technologies, which already account for 20 results of a best practice study (published Managed ineffectively or using per cent of the value of the average light April 2003) based on interviews with the inappropriate selection criteria this would vehicle, a proportion which looks set to R&D directors of leading automakers. The of course be true. However, if proper continue growing. To maintain or increase criteria identified enable the best processes are implemented for the market share, automakers have been manufacturers to align R&D processes in screening, acquisition and implementation extending the range of models offered, such a way as to improve financial of new technologies, those incorporated developing new market niches, increasing performance. Before doing so, those should be value-enhancing or, at worst, product differentiation and stretching wishing to improve their financial cost-neutral. It is important that the cost brands into new segments. As an performance need to challenge many of drivers in new technologies are illustration, in the five years to 2002 the the existing issues that set the boundaries understood, that their introduction is number of models badged under the BMW, of performance for automotive R&D. mapped and managed appropriately, and Mercedes-Benz and Peugeot brands has wherever possible that additional benefit is increased respectively by 22 per cent, 36 Boundary condition No.1: “Innovation is leveraged by addressing multiple customer per cent and 51 per cent. This explosion of not a science” values (for example as in the case of CO2 product offering and competitive pressure This of course is completely untrue; the emissions-reducing technologies that may to reduce time to market further increase process of technology creation, evaluation, improve the driving experience). the demands on R&D. As if these acquisition, development and deployment is commercially derived pressures were not a discipline that should be core to any Boundary condition No.4: “Cost already enough, they are further successful automaker. A range of tools and reduction is achieved through a series compounded by the increasingly strict techniques exists to screen and evaluate, of initiatives” legislative requirements for vehicle nurture and ensure timely deployment of While it can of course be achieved through emissions and fuel efficiency as well as new technologies. The process of a series of discrete initiatives, it is unlikely safety performance. innovation is a cornerstone of successful to be as successful or enduring as if it The consequence of the above is that products and a profitable business. It can would be if treated as an on-going process the R&D resource of the major automakers and should be measured and controlled of life cycle cost management. With so is being increasingly overstretched. There without stifling profitability. Effective many new technologies incorporated in are countless opportunities to incorporate innovation is crucial to delivering product today’s new vehicles, it is essential that the new chassis, powertrain, driveline, safety, diversity and revenue quality. cost challenges presented be understood.

22 STRATEGIC CONSULTING Ricardo Quarterly Review Spring 2004 External factors influencing innovation profitability Implications for senior management

The contribution of Ricardo to the AutoBusiness Automotive Technology Roadmap Report stemmed from our shared vision of the importance of the processes of technology acquisition and management. RSC was able to provide the benefit of its strategic management perspective and deep technical and industry knowledge to complement AutoBusiness’ own research efforts. For the introduction to the report we set out RSC’s views on the management of innovation for This is especially true with the increasing defining a completely new business profit. This is a key area of importance of control and electronics in model that embraces the processes of expertise for RSC and has vehicles. Design needs to be driven from concept development through to warranty significant implications for senior functionality and functionality must be management in an integrated manner. In management. considered over the complete product life doing so they recognise that innovation is For sales and marketing the cycle. the single most crucial stage in the focus must be upon the translation delivery of profitable products. In addition of brand DNA into clear direction ‘Must do’ and ‘can do’ enhancements it is crucial that an automaker’s product for new models. One of the most important distinctions to development organisation is aligned with The impact of new technologies be made by an automaker considering the technology delivery requirements of on customer satisfaction must be new automotive technologies will be the business. It is not just the fully appreciated and their value in between those associated with legal organisation that is important: the skills terms of revenue quality requirement and those aimed at and personalities of the individuals understood. enhancing customer value through involved are also crucial elements in the For product development a new improved functionality. The best successful delivery of leading-edge commercial orientation is required automakers will seek to evaluate the innovations. in the management of innovation business plan return for such innovations, Finally, as a fundamental part of the evaluation, validation and balancing the investment required against product development process, the true life deployment. Development budgets the value generated for customers. In cycle costs of technology must be and resources will need to be areas that are critical to their brand they considered at all levels throughout the altered to reflect the new reality. may instead develop and exploit in-house automaker and its supply chain. To Technology roadmaps which competencies. While R&D effort will be achieve this, a holistic and proactive identify cost drivers as well as no less focused than that for legally approach to warranty processes is candidate solutions will be part of mandated technologies, the fundamental required. For customers there is already a the decision making tool kit, both in measure of success will be in the growing expectation of zero defects, evaluating new programmes and improvement of revenue quality arising reflected in a general increase from one killing off technology projects which from the investment in the new features year to three year warranty periods and run late and whose premium value delivered to the customer. As such, when with the prospect of moving to five years declines with time. considering ‘can do’ features automakers in the near future. The impact of must ask themselves not whether they disruptive technologies on managed Louis Bailoni have the requisite technology but, warranty processes will need to be Head of the Chicago Office of instead, whether they can they deliver it incorporated right from the planning Ricardo Strategic Consulting to customers in the form of a credible stage. Supplier relationships will need to business proposition. be updated in parallel with the overhaul of product development processes, A new business model for innovation improving financial tracking and sharing management life-time risk and cost exposure. Within Published in May 2004, The most successful automakers are the aftermarket too, tight control of the Automotive Technology recognising the impact of new technology quality and cost of parts, labour and Roadmap Report is and the innovation process on their administration will be necessary. Perhaps available from approach to R&D and their organisational most beneficial of all, this approach AutoBusiness structure. These automakers are taking a should eliminate the financially costly and www.autobusiness.co.uk/ comprehensive approach to the brand-damaging campaign changes technology management of innovation and which have been so common in recent technology within product development, automotive history.

Spring 2004 Ricardo Quarterly Review STRATEGIC CONSULTING 23 New chemistry facility

ith the opening of its vehicle test facilities. Gas, ion Wnew chemistry facility, and high performance liquid Ricardo has further chromatography systems are underscored the importance used to enable exhaust of its research and samples to be analysed in development in the area of terms of the presence and vehicle emissions, and fuel concentrations of up to 150 and lube oil chemistry. The different species, while a company has been active in thermogravimetry system is this area of work for over 25 used to accurately separate years and has followed a and weigh the carbon content strategy of developing a as well as that of the more unified team with combined volatile exhaust components. expertise in catalysis A new inductively-coupled chemistry, fuels and plasma optical emission lubricants, and both regulated spectrometer has also been and unregulated emissions. installed which is used to Manager Diane Lance analyse the metallic explains: “The mix of skills composition of lube oil that we can provide as an samples in terms of both Diane Lance: integrated integrated service is additive pack and wear metal service is a unique something of a unique components. strength for Ricardo strength for Ricardo. In the Particle sizing is a major major automakers, Tier 1 focus for the chemistry team suppliers and oil companies and one in which it has government are more widely these services are typically carried out some truly reported. An example quoted provided by different parts of pioneering work for the UK by Lance is of work based on the organisation, frequently Government, the SMMT and an existing heavy duty diesel remote from each other. CONCAWE (the oil engine certified to Euro 3 in Increasingly there is a need companies’ European which the unit was developed to work across these Organisation for to the emissions level functional boundaries, for Environment, Health and anticipated for Euro 5. In this example in the investigation Safety) which has contributed programme which was of the effects of lubricant oil significantly to the debate on carried out for the industry detailed understanding of the on catalysts, and we are future European legislative wide Association of catalyst function which will ideally placed to provide an frameworks. The team has Emissions Control by inform the design of future unbiased and impartial view”. access to a wide range of Catalyst (AECC), a system low emissions heavy duty The new chemistry techniques in this area as based upon the combined vehicles. In other laboratory is equipped with a well as experience of the use of selective catalytic programmes the team has wide range of experimental latest novel and prototype reduction and diesel investigated the underlying hardware in addition to systems. particulate filter was causes of problems with supporting the use of the on- Most of the work carried developed and proven over a existing vehicle fleets, for line tools such as mass out by the chemistry team is long term durability cycle example linked to the fuel spectrometry and Fourier highly confidential, although which included a mis-fuelling dilution of lubricant and transform infra red systems some programmes carried event. Use of novel analytical consequent problems caused fitted in the powertrain and out for industry bodies and techniques enabled a by deposits. New heavy-duty emissions cells at Chicago

icardo, Inc. has recently added heavy duty emissions development testing capabilities engines up to 700 hp (522 kW). For improved Rtransient emissions testing at the Chicago offered to medium- and heavy-duty customers. year-round repeatability, dilution air Technical Center (CTC). With commissioning The new transient exhaust emissions temperature and humidity are fully controlled. completed on the new full dilution CVS tunnel, system was specified for certification-quality In addition to the new hardware, the new dilute exhaust analytical instrumentation, and testing of heavy-duty engines up to and heavy duty test cells at CTC will be amongst upgraded engine/dyno control software, CTC including those found in Class 8 premium the first in Ricardo to benefit from the new can now add the US On-Highway Federal Test trucks. The CVS system’s three parallel STARS open test cell automation platform Procedure and other transient emissions crifical-flow-venturis offer a maximum dilution developed by the Schenck-Ricardo-Horiba cycles to the range of performance and flow capacity of 6000 cfm (2.832 m3/sec) for software joint venture.

24 RICARDO NEWS Ricardo Quarterly Review Spring 2004 Outgoing chairman welcomes successor

was delighted I used to use my regular visits to Iin 1997 to be Shoreham and other divisions as an asked by Sir opportunity to have ‘ad hoc’ ‘off the Philip Foreman record’ meetings with individuals from to join the board all levels in the company to help me of Ricardo with understand ‘what made it tick’. My the prospect of lasting memory of Ricardo is of succeeding him everyone’s enthusiasm and as Chairman. professionalism. Together they made From a young up teams with a density of age I had been interested in cars and engineering excellence better than motorcycles and started my career in any other I have come across during industry as an apprentice with Austin 50 years in industry at Longbridge. Cars and bikes have I would like to thank all Ricardo always been more than a means of employees and customers for a most transport: I have owned over 25 British enjoyable and satisfying motorcycles and cars, culminating in experience. the DB7 which I gave me much pleasure. – Sir Noel Davies To conclude a career in the engineering industry, mainly associated with the design and Marcus construction of nuclear submarines Beresford (left) for the Royal Navy, Ricardo offered an succeeds Sir opportunity as a non-executive to use Noel Davies as my industrial experience in a Ricardo plc company which had a reputation for Chairman. engineering excellence. I had gained Beresford has my first knowledge of Ricardo as a had a long and student at Imperial College, London, distinguished where Sir Harry Ricardo was revered career in the as the outstanding automobile engineering industry, principally with engineer of his era. Smiths Industries, Siemens and GKN. He The principal achievements of joined the Board of GKN plc in 1992 and Ricardo during the six years of my was appointed Chief Executive in August chairmanship have been the 2001, a position he held until he retired in confirmation of Ricardo as a leading December 2002. consultant to the international He is currently a non-executive director of automobile industry and the Spirent plc and of The Engineering and development of the company to take Technology Board. Outside of the advantage of the growth and diversity engineering industry he has held various of opportunities emerging in that posts, including being a member of the industry. In terms of the developing Advisory Committee of Business and the presence of the company there have Environment and a Council Member of the been major milestones such as the Open University. identification of the site for the “One of the strengths of Ricardo has Midlands Technical Centre, the always been its research capability,” says acquisition of a significant subsidiary Beresford. “It gives us a great advantage in Germany, and the establishment of as a research-based consultancy, but even links into the Japanese market. In Ricardo cannot cover all bases -- we have parallel with this, the company has to be laser-like in our focus.” continued to develop its technology, In particular, Beresford expects China, with many notable achievements such driven by the size of its market, to emerge as the launch of the successful as a major worldwide centre for automotive i-MoGen mild-hybrid diesel technology research and development. demonstrator.

Spring 2004 Ricardo Quarterly Review RICARDO NEWS 25 Delivering low CO2 emissions

The recently announced HyTrans project will see Ricardo develop Europe’s first micro- hybrid delivery van in collaboration with Ford Motor Company, Valeo SA and the Gates Corporation, with the prospect of a 15-25 per cent improvement in fuel consumption over typical door-to-door, real world local delivery cycles

he rapidly expanding braking system which will market for on-line home capture valuable energy that Tshopping – from books, would otherwise be lost during electronics and white goods to braking. An advanced energy the internet grocery services of management the major supermarket chains – supervisory control is making door step deliveries by system will ensure light and medium duty the optimum use commercial vehicles an of Ford’s latest increasingly familiar sight in 2.0-litre towns and cities throughout common rail Europe. Added to the more 92kW established business to business (125PS) movement of goods, this sector diesel engine is becoming of increasing and Valeo significance in terms of fuel belt-driven consumption and CO2 emissions. combined In the UK alone it is estimated starter-alternator that light and medium sized system. also provide baseline commercial delivery vehicles “This component drive a total of over 50 billion demonstration platform specifications, performance and kilometres each year, of which represents a significant milestone system to minimise fuel packaging data for the electrical 34 per cent is within the urban in fuel saving technologies”, consumption and specify the components as well as environment. explains Neville Jackson, director electrical system architecture of engineering support for the The HyTrans vehicle will be of the Ricardo technology the vehicle. Additional electrical systems, control based on a Ford Transit and is product group. “Its potential responsibilities include package strategy and systems integration targeted to achieve fuel benefits address the needs of layout, thermal and refinement in addition to a sub-system consumption and CO2 emissions consumers for better fuel development, vehicle build, FMEA study. of around 15-25 per cent better economy and lower noise and calibration and shakedown Gates will design and supply than current production vehicles emissions during stop/start city testing. of a belt-drive system, based on based on an urban delivery cycle use. The belt-driven starter- Ford’s role is to supply the the company’s electro- featuring frequent stop/starts, alternator is a key first step baseline vehicle, which has been mechanical drive (EMD) and approximately 5 per cent towards increasing powertrain built at the company’s technology which employs new, better based on the standard hybridisation in pursuit of low Southampton plant. Ford will test high load capacity belts and a New European Development carbon emission vehicles. It the vehicle at its European tensioner design able to deal Cycle (NEDC). At the same time delivers these environmental research and advanced with the unique demands of the vehicle will be engineered to benefits without any compromise engineering centre at Aachen, these systems. The component provide comparable performance to the performance or feel of the Germany, based on a developed supplier will also provide a sub- and driveability to that of current vehicle compared with the same urban delivery drive cycle system FMEA study. products, and to represent an base engine.” representative of real world Expected to take a year to ‘affordable’ engineering solution Ricardo is the HyTrans project measured driving schedules and complete, the HyTrans project is for this market sector. Crucially, leader and has responsibilities will also input into a high level jointly funded by the project the vehicle will have an for vehicle modelling, control failure mode and effects analysis partners who between them are uncompromised package with no system design and integration of (FMEA) of the micro-hybrid meeting half of the costs in the reduction in payload capacity or the micro-hybrid system. Specific concept. form of materials and space. tasks include evaluation of the Valeo will supply the belt- engineering resources, with To achieve a significant vehicle concept including driven, combined starter- matching funds provided by the reduction in fuel consumption simulation of hardware options, alternator system including the UK Department for Transport. under driving conditions with and performance and fuel electrical machine and the power The Energy Saving Trust will frequent stops, the HyTrans consumption over both European electronics, as well as DC-DC administer this funding by vehicle will include an automatic and urban delivery drive cycles. converter and battery providing grants through its engine stop/start capability The company will also implement management and disconnect unit TransportEnergy New Vehicle together with a regenerative an advanced supervisory control (BMDU). The Tier 1 supplier will Technology Fund.

26 RICARDO NEWS Ricardo Quarterly Review Spring 2004 Delphi electrical systems are tested thousands of times annually. And proven billions of times daily.

A vehicle’s wiring system keeps everything else going, powering every component, every switch, every device. It’s the vehicle’s central nervous system. It must work, every time, all the time. That’s why Delphi offers one of the most sophisticated testing facilities in the world, along with innovative electrical and electronic solutions. From reliable components to integrated systems to new ways of defining electrical architecture, we have the engineering experience and expertise to deliver — every time, all the time. No wonder Delphi E/E systems are relied upon by vehicle manufacturers and drivers across the world. Start with www.delphi.com. Safety in numbers

A key challenge facing today’s automotive engineers is designing complex systems such as steer by wire, collision avoidance and active suspension to meet industry safety standards. Ricardo has proven software expertise in meeting the exacting demands of a safety critical environment coupled with the robustness required for high volume production systems We can offer from full safety critical product software development through to independent verification and validation.

Want to know more? See www.ricardo.com/embeddedtechnology