THE HANSEN REPORT ON AUTOMOTIVE ELECTRONICS. A Business and Technology Newsletter

VOL. 13, NO. 10◆◆ RYE, NH USA DECEMBER 2000/JANUARY 2001

BMW and Mercedes Sun and OnStar to Jointly Choose FlexRay Create Java Middleware

Global Automotive Standard is Likely Result ultimately endorse their work as the global New Fault-Tolerant Bus for Electric Brakes Toyota, GM, Ford, DaimlerChrysler, automotive middleware standard. Since some makers of upscale ve- BMW, Honda and the Volkswagen Automakers expected that AMI-C, hicles—among them, BMW, Mercedes Group all plan to use Java middleware in which formally began in October 1998 and Audi—hope to have electric brakes in production vehicles within the next five with five carmakers, would already have production vehicles by the MY 2004 or to seven years. Without a standard, how- developed and endorsed a set of standard MY 2005 timeframe, they have been look- ever, the full benefits of Java middleware Java APIs, but AMI-C’s progress has been ing at real-time communications protocols may not be realized. (See box below.) slow. Perhaps because it grew to include that would give them a safety-critical bus OnStar, a unit of General Motors, and all 12 major carmakers, who until recently to link system components. Electric Sun Microsystems, Palo Alto, California, had to all agree on all aspects of decisions, brakes, which are smaller, lighter and recently announced that they will cooper- given the bylaws of the collaboration. eventually will be less expensive than hy- ate to develop Java middleware and pro- Meanwhile, suppliers in the industry be- draulic brakes, can be more easily inte- mote it as a global standard. OnStar, the gan to work on a number of versions of grated with adaptive cruise control, ABS largest automotive telematics service pro- automotive Java middleware. and stability-control systems. vider/aggregator, and Sun, the inventor of Sun wrote in a white paper that the In real-time computer control systems Java technology, are in a good position to company “continues to support AMI-C’s there are two fundamentally different ap- establish what could well become that efforts. However, with some suppliers now proaches to control: time-triggered control standard. OnStar and Sun will submit advancing their own proprietary technol- and event-triggered control. In time-trig- their Java middleware to AMI-C (Auto- ogy implementations to satisfy their short- gered systems, all activities are carried out motive Multimedia Interface Collabora- term market goals, there is the possibility at certain points in time, so all nodes in tion) in the hope that AMI-C will that the effectiveness of AMI-C’s work time-triggered systems have a common may be compromised. Therefore, Sun is notion of time based on approximately Benefits of Standard seeking to play a leading role in prevent- synchronized clocks. In time-triggered sys- Automotive Java Middleware ing such fragmentation by working with tems, important messages, like safety criti- industry market makers to create a de cal ones, are assigned a higher priority and ◆ Java applications designed for the facto standard aligned with AMI-C’s ear- time is made available for them, even if standard can run in all vehicles with Java lier work.” another message is in the process of being middleware, and that will lead to lower-cost The only onboard product Sun intends sent about another event. By contrast, in applications. Java middleware can be run on to sell is its Java middleware, which could event-triggered systems, all activities are a number of different operating systems/ add about $1 to the OEM cost of multime- carried out in response to events, so an microprocessor combinations, and that will dia in the vehicle. Even if Java middle- event could occur and occupy the bus at lead to lower-cost hardware and software ware were used in every light vehicle the expense of a high-priority message. computing platforms. produced in the world, that’s only a $55 Some protocols, like FlexRay, are capable ◆ There are many Java programmers: million market—tiny compared with of both time- and event-triggered commu- 2.5 million, according to Sun. Sun’s main market, computing equipment. nications. ◆ Applications programmers can focus Sun says it will produce and sell an auto- TTP (Time Triggered Protocol) tech- on applications without having to rewrite motive middleware product only as a nology was developed over the last fifteen basic software such as APIs for the speech means to an end: More vehicles with Java- years at Vienna University of Technology, engine, the wireless connection or applica- compatible software means more sales of under professor Hermann Kopetz, who tion management functions. the back-end servers and computing started TTTech Computertechnik AG ◆ Carmakers and their service equipment Sun manufactures. Sun’s auto- (Vienna, Austria) to commercialize TTP. providers/aggregators can begin to easily motive business model is non-competitive The company provides TTP software- deliver web-based content and services to with automotive electronics suppliers and development tools and training. It has subscribers, establishing ongoing relation- content/service providers. Once the Java ships and ongoing revenue. Turn to FlexRay, page 2 Turn to Java, page 3 FlexRay... Continued from page 1 patents to TTP technology, including the from Motorola’s TTP Program manager, triggered protocols on the same bus, TTP/C IP module that it licenses to the Gary Hay, had the initials “TTP” crossed whereas FlexRay can; and (4) TTP could semiconductor industry. Honeywell’s En- out and the word “FlexRay” handwritten handle only a fixed bandwidth; engineers gine and Systems division will collaborate above it. want to be able to send control data at a with TTTech to manufacture electronic For brake-by-wire systems, carmakers faster rate than diagnostic data. FlexRay is control systems for aircraft engines. want a standard for the communications now considered the answer to all four in- Silicon suppliers interested in working data bus that is deterministic and fault- sufficiencies. with TTTech to supply automotive TTP- tolerant, characteristics that apply to both FlexRay is based on the ByteFlight based silicon have been fewer than ex- TTP and FlexRay, but carmakers also communications link invented by BMW pected. ARM Ltd. (Cambridge, England) want a high data rate and a bus that can for airbag systems and made public in May is developing TTP CPU cores, which to- handle distributed control. FlexRay can 1999. ByteFlight is a round-based proto- gether with TTP communications con- handle a redundant communications col: A master controller sends out a sync trollers can be manufactured into channel, a requirement of electric brake pulse to start a round, from which all safety-critical system-on-chip solutions for systems, which have two electronic con- nodes are synchronized. After receiving a vehicles. Austria Mikro Systems (Graz, trol units at each wheel, plus two central sync pulse, each node starts a timer whose Austria) is another TTP silicon maker ECUs. Dr. Wilibert Schleuter, in charge of duration is determined by priority so that involved with automotive applications. electrical engineering for Audi, told us high-priority messages always get sent first. Last fall at the automotive electronics that Audi, which has been cooperating BMW is working on this safety-critical bus conference in Baden-Baden, Germany, with TTTech, has begun to talk with with help from semiconductor makers BMW and Mercedes announced that they BMW and Mercedes about FlexRay. “We Infineon Technologies, Motorola and had changed their plans about adopting want one standard together with the other Elmos Semiconductor. TTP for their X-by-wire systems and are carmakers. That is our first priority.” FlexRay is certain to play an important now developing FlexRay instead. BMW The FlexRay web site (www.flexray- role in the development of electric brakes, and Mercedes have partnered with Philips group.com) lists BMW, DaimlerChrysler, and reflecting that is the listing of Conti- Semiconductor and Motorola Semicon- Philips and Digital DNA/Motorola as nental as one of two supporting companies ductor Products Sector, who will help partners. The companies plan to take on the FlexRay web site; the other com- define and develop the FlexRay system. FlexRay beyond the protocol stage, to de- pany is Delphi. German tire and auto The suppliers will support the effort with fine the physical layer, service aspects, electronics-maker Continental is already silicon: Philips for FlexRay transceiver power and wake-up modes. Their intent is jointly developing electric brakes with chips, and Motorola for FlexRay commu- that FlexRay be open and a de facto stan- Siemens, on behalf of BMW, and develop- nications controllers. Engineering samples dard, leading to a formal standard. Engi- ing electric brakes with Mercedes, through are due in 2002, and production samples neers at these companies told us they its subsidiary Continental Teves. ◆ by 2003. started finding problems with TTP as they Although Motorola has been working built prototypes: (1) TTP was too slow, THE HANSEN REPORT ON in an alliance with TTTech since the whereas FlexRay is capable of a net data AUTOMOTIVE ELECTRONICS summer of 1998, when BMW and Mer- rate of 5 Mbps (10 Mbps gross); (2) TTP © 2000 Paul Hansen Associates, 11 Went- cedes got behind FlexRay instead of TTP, was inflexible; changing the programming worth Road, Rye, NH 03870, USA; Tele- Motorola quickly switched allegiance, as a on one TTP node meant all the nodes had phone: 603-431-5859. Fax: 603-431-5791. business card we picked up at Baden- to be reprogrammed; (3) TTP could not E-mail: [email protected]. All rights Baden graphically illustrated. The card handle both event-triggered and time- reserved. Materials may not be reproduced in any form without written permission. The Engine Management Systems Program and Data-Storage Requirements Hansen Report on Automotive Electronics is As emission controls get more stringent, memory requirements double every two years. published 10 times a year, monthly; July/ August and December/January are com- Program and data HC + NOx bined issues. The annual subscription rate is storage requirements g/km $617 (North America), $657 (elsewhere). 8 0.8 Back issues are available for $40 each; see 7 Euro III our online index at www.hansenreport.com. 6 5 Euro IV 0.5 Paul Hansen Associates is a strategy and 4 market research firm consulting to the elec- 3 Tier 2 final tronics industry. MByte 2 Publisher/Editor Paul Hansen 1 0.1 Senior Editor Heather Parker 0 Managing Editor/ Brianne Wolfe 1998 2000 2002 2004 2006 Circulation Manager Source: Bosch ISSN 1040-1105 Page 2, December 2000/January 2001 The Hansen Report on Automotive Electronics, Rye NH USA www.hansenreport.com Maybe Decades Before 42-Volt Systems Reach Entry-Level Vehicles

One of the drivers of the changeover Generator Peak Power of High-End Passenger Vehicles in Watts to 42-volt electrical systems in vehicles is growth in electrical loads. In high-luxury vehicles, new features taken together with existing features are pushing the electrical load beyond the 3.5-kW capacity of 14- volt generators. High-end vehicle makers like BMW, Mercedes and Audi will begin putting 42-volt generators in some of their production vehicles by 2004 or 2005, but decades may pass before entry-level ve- hicles will need 42-volt generators. Delphi Automotive Systems estimates that if the historic trend in worldwide de- mand for power output at peak generation Source: The Delphi Energenix Center (part of Delphi Automotive Systems) presented this chart at the IEEE Power continues unchanged in high-end ve- Electronics in Transportation Conference in Novi, Michigan, in December 2000. hicles, electrical demand will grow at just vehicle, as today’s 1 kW demand ramps up since that would require an additional 5% per year. At that rate, it will take more to the limit of 14-volt generators, 3.5 kW. 7 kW to 10 kW of electrical power and a than 25 years before the transition to 42- That assumes that the electric motor quick transition to 42 volts. ◆ volts would be needed in an entry-level would not also be used for propulsion,

Java... Continued from page 1 middleware standard for automotive APIs cierge services on much lower-cost devices What is Java Middleware? is developed by Sun and OnStar it will be than those offered by carmakers. Middleware is the layer between the open, and other middleware suppliers will Jim DeStefano, who is spearheading computer’s operating system and the appli- emerge. While OnStar and Sun have indi- Sun’s efforts to create Java standards in cation programs. Java automotive cated that they will solicit input from the the , elaborated: middleware includes a Java virtual ma- entire industry, they will make all final “There’s major competition out there from chine, and there are several versions in decisions to move the development pro- the portal providers. There are services the market such as Sun’s JVM, IBM’s J9 cess forward quickly. offered on cell phones that cost you fifty and Hewlett-Packard’s Chai. Standards cents, the same services that a $2,000 auto for the embedded Java virtual machine are Sun’s Java is Widespread on the Web navigation system can do.” Carmakers already in place. Standards for a set of au- Sun Microsystems, with sales of $15.7 need next-generation Internet-enabled tomotive application programming inter- billion in 1999, makes hardware, software devices to stay competitive in the mobile faces (APIs) are currently lacking, which and services that serve the Internet. Java multimedia area, Mr. DeStefano cau- delays implementation of telematics fea- has emerged as one of the key enabling tioned, and that means they need Java tures in the vehicle. Part of the Java technologies in the age of the Internet. and should not delay any longer. framework sits in the device that is em- Hundreds of companies are developing One of the reasons why the auto indus- bedded in the car, and a portion of it sits new Internet appliances designed to lever- try has gone slowly is that some carmakers back in the server infrastructure at the age the use of the Internet, and today any are concerned that the cost of proposed service provider. device that openly browses the Internet Java middleware is not justified. The In designing Java automotive has a fundamental requirement for Java, middleware layer of software requires extra middleware, Sun wants an open, flexible which runs the Java applets that exist on computing capability and extra memory, standard, compatible with existing stan- over one million web pages. but Mr. DeStefano noted that this extra dards and with existing mobile devices. Attempts by Sun to develop standard footprint will be cost-effective. “Some Sun will define the standard with no Java middleware with the auto industry carmakers are foolishly trying to save advantage to any particular supplier. began at least three and a half years ago, pennies [but in doing so], they may be los- OEMs and suppliers will be able to make and for nearly two years, Sun consulted to ing many dollars in added service rev- products based on the standard that are AMI-C. Sun says it has kept a low profile enues.” The size of the footprint for Java different from other product offerings. in the auto industry, focusing on establish- middleware will be small, comparable to Components embedded in a vehicle, ing Java as a standard in mobile devices the footprint required for cell phones or which could last for 10, 15 or 20 years, like cell phones and PDAs. Sun believed set-top boxes. Sun believes that standard need the capability to easily receive up- that the automotive industry would take Java middleware would be applicable to dates. longer to evolve, but the wireless industry many in-vehicle systems retailing from is already offering navigation and con- $50 to more than $1,000. continued on page 8

The Hansen Report on Automotive Electronics, Rye NH USA www.hansenreport.com December 2000/January 2001, Page 3 The Company Profile... TRW Automotive Electronics

Corporate Background ees, of whom about 48,000 were employed and were expected to remain level in TRW is celebrating its 100th anniver- in Europe and 45,000 in the United 2000. The debt created by the $7 billion sary, as its roots go back to 1901 when the States. In 1999, TRW sales were split al- LucasVarity purchase in 1999 has shaped a Cleveland Cap Screw Company began in most evenly between Europe and North number of financial decisions in the last Cleveland, Ohio. Renamed several times, America, with a small amount going to year, including restructuring and divest- the company became Thompson Products Asia and Latin America. ment of some businesses. in 1926, and in 1958, merged with defense The percentage of R&D funds devoted TRW Automotive Electronics corporation Ramo-Wooldridge (Los An- to the automotive segment has declined Thumbnail Sketch geles, California); later the initials TRW somewhat over the past few years. Capital alone became the company name. In expenditures in 1999 were $865 million Headquarters: 24175 Research Drive, 1958, NASA’s first step into space was Farmington Hills, Michigan 48335 USA; with TRW’s satellite, the first TRW Inc. Sales by Industry Segment Telephone 1-248-478-7210; www.trw.com built by industry. From 1961 through the in $ Billions 1999 Sales: $1.632 billion* mid-1980s, the company began acquiring 1999 Sales: $17.0 Billion Top Customer: DaimlerChrysler, accounting at least one major business every year, fo- Other*, 1.6 for 19% sales in 1999 cusing on those with long-term strategic Automotive & Informa- Products: Electronic control units, switches growth potential in a number of indus- Electronics, tion Sys- and airbag crash sensors, as well as tries. 1.6 tems, 5.6 engineered fasteners In 1986, responding to structural R&D: 7.8% of sales (including customer- changes in its worldwide markets, TRW Chassis, funded R&D and other product development) began to concentrate on its automotive, 5.1 Employees: 14,000, of which 11,600 are in information systems and space and defense Occupant electronics and 2,400 are in engineered businesses. By 1989, TRW’s commercial Safety, 3.0 fasteners, as of November 2000 Automotive, 11.3 electronics, energy-related businesses and *Includes Lucas/Varity sales since its acquisition in March 1999. some minor automotive product lines had 1999 TRW Automotive Sales and Segment been sold. Divesting non-strategic and Operating Margin (excluding unusual items) TRW Automotive under-performing assets and streamlining Sales in $ Millions Margin TRW believes that its capabilities in its core businesses continued until 1993. Occupant Safety Systems 3,009 6.5% algorithm and software development dif- In the 1990s, the company quickened Chassis Systems 5,077 7.4% ferentiate the company in the global its acquisition pace again. Many of the Automotive Electronics 1,632 7.8% automotive electronics marketplace. acquisitions have been European compa- Other Automotive* 1,610 7.2% Competencies in algorithm development nies, and TRW continues to have a large *Includes Lucas Diesel Systems, TRW Nelson include advanced crash algorithm re- presence in Europe. At year-end 1999, Stud Welding, Lucas Rists (all sold early in search, enabling real-time decisions in TRW had approximately 122,000 employ- 2000), Engine Components and Commercial detecting crashes; “smart” restraints Steering businesses. TRW Inc. Sales algorithms for occupant and child-seat detection; encryption and decryption al- 1995 to 1998 Annual Sales Growth: 15.4% Distinctions Claimed by TRW gorithms for secure remote keyless entry ◆ World’s fifth-largest automotive OEM 16,969 products; and simulation and modeling in $ Millions supplier capabilities. ◆ World’s only manufacturer of a single- 10,831 11,886 As one of the first companies to engi- 9,568 9,857 point airbag sensor that can detect neer, produce and integrate the main ele- crashes from the front, side, or rear from ments of airbag and restraint systems, one location on the vehicle. TRW is proud of its safety restraint tech- ◆ A leading producer of original equipment nologies, used in airbags, propellants, RKE systems using RF technology: More modules, seatbelts, pretensioning devices, 1995 1996 1997 1998 1999 than 60 million transmitters in the field steering wheels, sensors and diagnostics. Earnings (Loss) from Continuing Operations ◆ A leading independent producer of HVAC The company continues to integrate air- in $ Millions controls for OEMs bag components and subsystems into a ◆ 1995 395 1998 477 Leading Western supplier of electro- single system. TRW and Motorola have 1996 182 1999 469 hydraulic power-steering systems: In the recently announced a new bus architec- 1997 (49) fall of 2000, TRW was ture, called Distributed Systems Interface electro-hydraulic systems at a run-rate of (DSI), which addresses the advances and 1999 R&D: 3.6% of total sales 1.5 million systems per year.

Page 4, December 2000/January 2001 The Hansen Report on Automotive Electronics, Rye NH USA www.hansenreport.com The Company Profile Continued

TRW Automotive Electronics Sales TRW Automotive Electronics By Product1999 Total Sales: $1.632 Billion By Region Segment Sales and Margin by Year 1996 to 1999 Annual Sales Growth: 11.5% Engineered fasteners, 15% South Asia Pacific, 8% Safety & security America, Sales in $ Millions Chassis & systems, 29% 2% North powertrain America, controls, 1,055 1,022 1,137 1,632 41% 12% Europe, 49% Body control 1996 1997 1998 1999 systems, 44% Before-Tax Margin complexity of integrating components in keyless entry systems, the newest of which 1996 N.A. 1998 6.4% occupant safety systems. not only will open the vehicle doors but 1997 6.9% 1999 7.0% The first passenger airbag the company also allows the driver to start the vehicle made was for the Mercedes S Class in with the push of a button on the key fob. Note: $435 million of the 1999 increase in sales 1988. This year, TRW’s European opera- RF automotive applications also include over 1998 is a result of the acquisition of tions will produce their 50 millionth vehicle immobilizers. LucasVarity in March 1999. airbag, having produced over 260 million Currently, TRW Automotive Electron- seatbelts during its 40 years in safety sys- ics has 35 manufacturing facilities in op- TRW Automotive Electronics tems. TRW continues to expand its side- eration in 13 countries (Please see the list Customers impact airbag business with what the on page 7.) #1 DaimlerChrysler company calls bio-adapted side-bag seat #2 Ford systems and advanced door bags, including Purchase of LucasVarity #3 General Motors knee-bag lower-leg protection and curtain In 1989, Varity Corporation bought #4 Volkswagen bags for head and rollover protection. American ABS-maker Kelsey Hayes. In Others listed alphabetically: Another area that the company be- 1996, Varity and (West Caterpillar lieves it excels in is power electronics, for Midlands, England) merged. In 1998, the Delphi Diesel Systems (formerly Lucas instance, in TRW’s electrically powered year before it acquired LucasVarity, TRW Diesel) steering systems. Here too, TRW touts its and LucasVarity formed a joint venture to Fiat integration of components in chassis and develop electric power-assisted steering. Renault/Nissan powertrain controls. In body control sys- On March 25, 1999, TRW Inc. pur- Toyota tems, the company is gathering systems chased LucasVarity for about $7 billion: TRW Chassis Systems ($100 million plus, together in pre-assembled modules like $6.8 billion in cash and the assumption of in sales) the overhead console module, which net debt. The two companies complement serves as an integration site for RKE, each other regionally: LucasVarity cus- ceeded current assets at the end of 1999, home access, tire monitoring, navigation tomers predominated in Europe, while accounting for a working capital deficit of assistance and vehicle information and TRW served mostly North American cus- $1.53 billion. By the end of September communications. Another module that tomers. Both companies operate in the 2000, TRW’s working capital deficit wors- the company believes can be cost-com- same two industries, aerospace and auto- ened to $1.732 billion. petitive is the microprocessor-controlled, motive parts, areas that TRW has targeted Restructuring occurred throughout multiple-function steering column system, as strategic to its future. TRW during 1999 and 2000, with six which supports a number of body control Due to the LucasVarity acquisition, plant closings in 1999, and possibly five functions. According to TRW, it is the TRW Automotive Electronics sales grew more in the process of closing in 2000. In first company to feature fully automatic significantly in 1999, with Lucas adding 1999, TRW sold part of Lucas Rists Wir- electronic climate-control systems, as well about $435 million, bringing TRW Auto- ing Systems for $45 million, and will con- as the first with a rain sensor that operates motive Electronics’ total sales to $1.6 bil- tinue to divest the rest of the wiring through solar reflective glass to automati- lion. Lucas added 5,600 auto electronics business. cally adjust wiper speed for rain or snow. employees worldwide. Automotive elec- In January 2000, TRW sold Lucas One of the capabilities that TRW be- tronics sales in 1999 were 49% in Europe Diesel Systems to Delphi Automotive lieves sets it apart from the competition is vs. 41% in North America. Systems for approximately $875 million. radio-frequency (RF) applications. Ac- As a result of the $7 billion Lucas- Lucas made diesel control systems, includ- cording to the company, it is a leading Varity acquisition, TRW has a large debt ing fuel injectors and pumps. TRW will producer of original equipment RF remote load. Current liabilities significantly ex- continued on following page The Hansen Report on Automotive Electronics, Rye NH USA www.hansenreport.com December 2000/January 2001, Page 5 TRW Automotive Electronics

TRW Automotive Products launch in April 2001, the first application of a dedicated safety bus standard in the Automotive Electronics Products Chassis & Powertrain Controls Vehicle rollover sensors market. DSI’s open architecture has plug- Body Control Systems Vehicle Dynamics Electronics: Active safety products, including and-play flexibility, and as an open stan- Display & HVAC Electronics: Electrically assisted steering vision systems dard, there are no royalty payments or HVAC controls & actuators controls & power packs Smart restraint electronics: Air vents Adaptive cruise control systems occupant sensors, weight licensing fees. Temperature control systems Antilock braking electronics sensors, child-seat sensors Using a simple two-wire bus that pro- Instrument clusters Steer-by-wire systems Access & Security Electronics: vides both power and communications, Overhead consoles Powertrain Electronics: Remote keyless entry systems DSI enables simultaneous support for sen- Intelligent cabin comfort systems Diesel engine control units Keyless vehicle systems sors and actuators; the two-wire serial bus Secondary displays Transmission control units Integrated control units Man/Machine Interface Controls & Shift-by-wire systems Body computers links safety-critical sensors and compo- Switches: Engineered Fasteners Theft-deterrent/security nents on a dedicated, moderate-speed Steering-wheel stalk & column Fasteners and Components: systems communications circuit. DSI enables the switches Seal plugs Tire monitoring systems use of the latest generation of fast “intelli- Rotary connectors Above-the-belt-line components Auto/home remote access gent” digital sensors and actuators in Instrument panel switches Wire harness, pipe, trim controls Voice recognition fasteners Lock cylinders safety systems, including dual-stage front Climate controls Metal & plastic fastening Key sets airbags, weight sensors, electronic seatbelt Rotary light switches systems pretensioners and side-impact protection Chassis Systems Products Seat controls Precision plastic moldings, systems. The bus system would initially Power window-lift switches assemblies Steering systems and connect only sensors such as crash sensors, Convenience controllers Pressure relief valves components Panel controls Air registers Light vehicle braking systems, passenger-position sensors and weight sen- Rain sensors Interior components including ABS sors, but eventually will also link seatbelt Transmission switches Safety & Security Systems Suspension components pretensioners and various airbags to the Occupant Safety Systems Power Management Controls: Safety Electronics: airbag/safety-restraint controller. Fuse boxes Front & side airbag crash Products In addition to reducing manufacturing Power supplies sensors Inflatable restraints, including Variable voltage systems Airbag diagnostic modules airbags and design complexity, DSI reduces the Intelligent distribution systems Airbag disable systems Seatbelt systems number of components or discrete part Steering wheels numbers that automakers and suppliers must track, thus cutting costs. The two- continue to make some of the diesel Safety Systems, the Automotive Electron- wire design reduces the amount of wiring, electronic control units for Delphi. TRW ics segment has taken as its mission to be- which means less weight, easier assembly also makes diesel engine controls for come the integrated safety systems expert and less maintenance once installed. Volvo. for passive, active and driver systems, in- ◆ Radar Sensors: In 1994, TRW was cluding the associated sensing technolo- among the world’s leading developers of LucasVarity’s Product Contribution gies. Tom Doyle, TRW Automotive radar sensors for use in adaptive cruise Lucas’ biggest contribution to sales is in Electronics vice president in charge of control (ACC) systems, based on technol- the area of body control systems, which in technology, manufacturing and quality, ogy that the company was transferring 1999 made up 44% of TRW Automotive elaborated: “We want to be the brains for from its aerospace segment. TRW quit de- Electronics sales. advanced smart safety systems ... including velopment, however, in 1995. Its acquisi- Already in the switch business, TRW chassis systems that integrate vehicle sta- tion of LucasVarity brought TRW back gained the following automotive elec- bility control, tire monitoring, steering into the radar sensor business. Autocruise tronic and electrical products from the and ABS. ... That will give TRW signifi- Ltd., a 50-50 joint venture of LucasVarity Lucas acquisition: additional HVAC con- cant growth potential.” Among the new and Thomson-CSF, is a developer and trols, a rain sensor, a variety of panel and products that will help TRW complete manufacturer of long-range radar for auto- steering-column switches, assemblies and this mission are: airbag systems and the motive applications; sales are to tier-one relays. The Lucas acquisition also brought new Distributed Systems Interface (DSI) suppliers and directly to customers. TRW some ABS electronics business that bus standard, radar sensors, tire monitor- Autocruise, based in Brest, France, was Lucas had sourced to outside suppliers but ing and vision systems. established in 1998. will now source to TRW Automotive ◆ Airbag Systems and the New DSI When asked about TRW’s 1995 depar- Electronics. Bus Standard: Two years ago, TRW and ture from and current return to radar sen- Motorola began promoting their jointly sors, Mr. Doyle quipped, “It is amazing Auto Electronics Product Focus: developed DSI bus as a standard, and in what acquisitions will do for your technol- Integrated Safety Systems October 2000, TRW announced that a ogy roadmap,” and then he added seri- Leveraging the close ties with its sister major carmaker would use the two-wire ously, TRW had earlier decided to wait segments, Chassis Systems and Occupant serial bus on several 2002 models for a “because of the huge investment required

Page 6, December 2000/January 2001 The Hansen Report on Automotive Electronics, Rye NH USA www.hansenreport.com The Company Profile Continued for radar development, but we found that sensors to grow to over $75 million by the development and marketing of tire others had been doing it and doing it 2005. TRW expected this promising new monitoring devices. Initially, the two quite well.” The company also realized product to be in production by the end of companies will market TireWatch trans- that radar ACC would tie in nicely with 2000, but that project was moved out un- mitters integrated with Michelin’s Pax other active safety features coming til the fall of 2001, when radar ACC will System and Logic software. Pax is a rede- onboard from the TRW Chassis Systems appear in an upper-class European car. signed assembly that prevents the tire group, and with passive safety systems like (The radar sensor application will be an- from coming off the wheel when the tire occupant protection. For example, vision nounced at the Frankfurt Motor Show in goes flat. Michelin Logic is an algorithm systems may be used in ACC systems, fall of 2001.) In September 2000, that predicts when the tire is becoming stop-and-go features and pre-crash, pre- Autocruise announced two radar sensor marginal. The two companies will work airbag deployment sensing. deals: Autocruise will provide ACC radar together to develop a next-generation sen- Autocruise’s radar sensor technology is sensors for German truck-maker MAN, sor/transmitter. based on radar technology that came from and the other deal is with Visteon. TRW expects the tire-monitor market parent Thomson-CSF, the number-one Visteon and Autocruise will cooperate in to heat up once the U.S. National High- defense radar supplier in Europe. The sen- the development and supply of Autocruise way Traffic Safety Administration sor, which uses monolithic microwave in- radar sensors. Visteon would initially pur- (NHTSA) decides how to implement the tegrated circuit (MMIC) technology, has a chase sensors manufactured by the JV, but Transportation Recall Enhancement, Ac- forward-looking range up to 150 meters the agreement also gives Visteon the right countability, and Documentation and operates at vehicle speeds ranging to manufacture Autocruise sensors that (TREAD) Act. Signed into law in the from 30 kilometers per hour to 180 kilo- Visteon could integrate into electronics it wake of the Firestone tire safety recall, a meters per hour. “MMICs are superior to manufactures. provision in the TREAD Act directs what we have seen from the competition ◆ Tire Monitoring: TRW has been NHTSA to complete rulemaking that will because they are easily manufactured in working on tire monitoring systems associ- require all new vehicles to have a dash- high volume,” suggested TRW’s Dr. Heinz ated with run-flat tires for several years. board indicator that warns the driver if Pfannschmidt. “So the mission of Run-flat tires have stiff sidewalls and can the tires are under-inflated. That require- Autocruise should be to generate market be operated for about 50 miles without air. ment will become effective in November share [in order to gain] economies of A flat in a run-flat tire might go unno- 2003. scale.” Dr. Pfannschmidt was appointed ticed, however, without monitoring that While tire-pressure monitoring is executive vice president and general man- alerts the driver to the loss of pressure. promising in the U.S., TRW’s first major ager of TRW Automotive Electronics in TRW saw an opportunity to integrate its order for TireWatch is from a major Euro- August 1999; he has a degree in electrical expertise in RF and safety applications pean carmaker; production will begin in engineering and joined TRW in 1997. with tire-pressure monitoring. the first quarter of 2001. Autocruise expects sales of its radar In April 1998, TRW announced its ◆ Vision Systems: TRW has been strategic alliance with SmarTire Systems, working hard to meet the requirements for TRW Automotive Electronics of Richmond, British Columbia, Canada. smart restraint systems that are spelled out Manufacturing Facilities TRW licensed SmarTire technology for in NHTSA’s Interim Final Rule. In par- Asia Pacific Madrid, Spain OEM applications, SmarTire will pursue ticular, the company is interested in vision Ningbo, China Aylesbury, UK the aftermarket, and the two companies systems for front-passenger seat occupant Suzhou, China Birmingham, UK will cooperate to develop future tire moni- sensing. Ronald Muckley, vice president Johore Baharu, Burnley, UK toring technology. TRW currently owns and general manager of TRW Automotive Malaysia Sunderland, UK (2) 9% of SmarTire, with an option to buy an Electronics safety and security systems, Inchon, South Korea North America additional 10% of the company. Marketed elaborated: “We are trying to measure the Ulsan, South Korea Queretaro, Mexico by TRW as TRW TireWatch™ the system position of the occupant. The previous Europe Reynosa, Mexico utilizes a pressure/temperature sensor at attempts, using infrared and ultrasound, Benesov, Czech Rep. USA each tire, which transmits data via RF to a are still under investigation, but with ad- Repov, Czech Rep. Marshall, IL display/receiver, which can be packaged in vances in silicon camera systems, the cost- Ingwiller, France Westminster, MA the rearview mirror, overhead console or to-benefit ratio of vision systems has come Emmerke, Germany Rushford, MN instrument panel. This system uses visual to the point where we think that it is a Enkenbach, Germany Winona, MN (2) and audible signals to inform the driver much more interesting technology. ” Itzehoe, Germany Auburn, NY about tire status. The tire sensors can be TRW will explore using low-cost Radolfzell, Germany Ettrick, WI mounted on the valve stem or on the CMOS imaging devices and hopes to de- Selb, Germany Galesville, WI wheel, using alternative mounting tech- liver prototype systems to carmakers in six Torino, Italy (2) South America niques such as stud-mounting. months, with systems ready for production Warsaw, Poland Sao Paulo, Brazil (2) In September 2000, TRW signed an in time for MY 2005. In addition to cost, Barcelona, Spain agreement with Michelin to cooperate in continued on following page The Hansen Report on Automotive Electronics, Rye NH USA www.hansenreport.com December 2000/January 2001, Page 7 TRW Automotive Electronics the other major challenges relate to the model-based encoding of humans. Funded After passenger-position sensing, TRW imaging algorithm and proper target illu- by Deutsche Telekom’s T-Venture, Omron expects to use computer-vision technology mination to allow the image to be read by Corp. of Japan, and private investors, in other new product developments: stop- computer in all sorts of light, from direct Eyematic is marketing its proprietary hu- and-go adaptive cruise control (for near- sunlight to darkness. man recognition and sensing technology. range sensing), pre-crash sensing (for In September 2000, TRW took an eq- Eyematic’s computer vision technology restraint-systems), lane-keeping systems, uity stake and signed a licensing agree- needs only a low-bandwidth transmission drowsy-driver systems, intrusion protec- ment with Eyematic Interfaces, a Los rate, as low as 2 Kbps, so it is easily scaled tion and identification of authorized op- Angeles, California-based developer of to various telecommunications technolo- erators. ◆ computer-vision technology that enables gies like wireless and broadband networks.

Java... Continued from page 3 Java Auto Middleware Implementations Sun, and we are ahead of them in automo- solicit input from different parts of the Before picking OnStar to co-develop tive implementations,” declared Mr. industry to round out whatever expertise the Java middleware, Sun found the pro- Desai. they may not have, and Motorola then cess of selecting a partner challenging. Mr. Possibly the first Java application to could bring in our understanding of wire- DeStefano explained: “If we picked an- make it into production involves PSA less infrastructure.” other first-tier supplier, then the other Peugeot Citroen. According to IBM, PSA ◆ Acunia (formerly SmartMove), a tier-ones wouldn’t accept it. If we picked a could eventually put Java platforms in venture capital startup based in Leuven, specific automaker, the other automakers 80% of their production vehicles. IBM Belgium, with U.S. headquarters in Cam- wouldn’t accept it. In the case of OnStar, and PSA worked together to develop the bridge, Massachusetts, is a leading Euro- they want to sell their services in every- Citroen Xsara Picasso networked vehicle pean automotive technology provider one’s cars.” Given its aggressiveness in es- prototype, unveiled at the Paris Auto with its OTF (Open Telematics Frame- tablishing the telematics market, OnStar Show in October 2000. work) product, “the first end-to-end Java- was probably the best choice Sun could IBM also has an alliance with based open software design for the entire have made to help establish a standard. chipmaker Intel involving automotive telematics pipeline,” according to the OnStar, the world’s largest telematics ser- Java platforms and IBM’s J9 Java virtual company. In a recent study on global auto- vice provider/aggregator, expected to have machine. IBM has been supporting re- motive telematics, UBS Warburg LLC, a 800,000 subscribers by the end of 2000, search done by DaimlerChrysler Research global financial services organization, her- and expects to have four million by the and Technology, North America. That alded Acunia’s OTF Java-based technol- end of 2004. research involves the remote acquisition ogy as the solution to system compatibility Prior to the Sun and OnStar an- of data from vehicles, and one area being and standardization, facilitating the inter- nouncement that they will cooperate to studied is Java class libraries and the J9 face between vehicle systems, telematics develop Java automotive middleware, a virtual machine. products and various telematics applica- number of other companies had Java ◆ Motorola Semiconductor Products tions. Acunia has reached agreements middleware in the works for automotive Sector has developed a Java platform with with major carmakers to develop future applications. IBM. Called mobileGT, it includes a Java telematics services for carlines across Eu- ◆ IBM director of automotive solu- virtual machine, real-time operating sys- rope. Acunia and Webraska (Poissy, tions worldwide, Raj Desai, told us that tem and the PowerPC microprocessor. France), a worldwide provider of wireless IBM has been a contributor to advancing Motorola TCG (Telematics Communica- navigation, mapping and traffic informa- Java standards and sees the Sun and GM tions Group) supplies the hardware plat- tion, will cooperate to port Webraska’s effort as consistent with what IBM has form used in OnStar-equipped vehicles, Internet-based Distributed Navigation on been doing. “Anything to move standards and has landed an OnStar contract to sup- Acunia’s Java OTF in-vehicle platforms. forward. We decided to help that effort, ply a thicker Java-based platform. TCG The first pilot project with a car manufac- but at the same time, standards get set not has worked for two years developing Java turer is planned to be running in early by talking, but by doing and implement- middleware that would work atop 2001. ing real things.” IBM tools and embedded mobileGT. Tim Van Goethem, Motorola ◆ Delphi Delco Electronics chose Java technology, including IBM’s J9 Java TCG director of sales and marketing for a Java technology solution for its Com- virtual machine, form the basis of several systems, platforms and applications, told muniport brand Mobile MultiMedia Sys- developments involving Java middleware us that Motorola would probably like its tems, which include navigation, voice that will come to market sooner than own middleware to end up as the standard recognition, text-to-speech, CD/CD- OnStar Java implementations. “Our track but will reasonably defer to its major cus- ROM drive, cell phone and more. Delphi record in the embedded market is that we tomer, OnStar. “The industry needs a uses HP’s Java virtual machine, Chai. ◆ usually implement 18 months ahead of standard. ... [Sun and OnStar] intend to

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