Exhausting Success Does Catalyst Breakthrough Herald a Cleaner Future?

EXHAUSTING SUCCESS DOES CATALYST BREAKTHROUGH HERALD A CLEANER FUTURE?

September/October 2013

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14 14 Automotive Design Interview 4 Comment Exhausting Possibilities A novel herringbone design of exhaust catalyst could 6 be the ‘Eureka’ moment for emissions reductions, News says ACAT Global’s CEO Joseph W Moch. Ian • TRW external Adcock tries to unravel the story behind it side airbag

18 Concept car design • Johnson Controls’ Synergy Seat Gen 3 A right royal performance An interior influenced by the Jubilee celebrations? • Delphi ‘MyFi’ to cut James Brewer finds out more driver distraction 20 20 Cover Story • Peugeot’s new Virtually, the real deal platform is OEMs want faster time to market, reduced 70Kgs lighter development costs and ever more sophisticated testing. Ian Adcock reports 17 The Columnist 24 Emissions mission: 2020 vision Technology to the fore Weighing up the benefits Kevin Jost, SAE In the battle to achieve peak efficiency and reach the International mandatory CO emissions levels by 2020, shedding 2 Editorial Director 24 vehicle weight is one of the top priorities, as Tony Lewin reveals 34 60 second 28 Structures interview Braced for success Prof Dr Thomas Bolt-on chassis braces increase stiffness for better Weber, member of steering response and NVH, with less weight than a the board of similarly strong, unbraced frame, writes Dan Carney management Daimler, responsible 31 Design software for group research Distraction not required and Mercedes-Benz 28 2013 ATS underpinned GM's new approach to cars development improving driver visibility. Lindsay Brooke explains

32 Question Time Spark of Life Sandro Pino, Federal Mogul’s European application engineering manager, ignition products, explains to Ian Adcock the challenges that the humble spark plug is facing

September/October 2013 www.automotivedesign.eu.com 3 Lost Time Is Lost Money Radiated Immunity Testing Reduced From Days To Hours...

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Editor in Chief: Ian Adcock [email protected] Web Editor: John Challen [email protected] Sub Editor: Brian Wall [email protected] Editorial Director: Kevin Jost, SAE International. [email protected] Managing Editor: Jean L. Broge Senior Editor: Lindsay Brooke Frankfurt IAA: confidence Associate Editor: Patrick Ponticel Associate Editor: Ryan Gehm Assistant Editor: Matt Monaghan Custom Electronic Products Editor: Lisa Arrigo comes surging back Freelancers: Kami Buchholz, Stuart Birch, Jack Yamaguchi, Contributing Editors: Steven Ashley, Dan Carney, What a difference two years makes. Back in Terry Costlow, John Kendall, Bruce Morey, Paul Weissler 2011, the atmosphere at the world’s biggest Art Editors: Martin Cherry, Neil Young Illustrator: Phil Holmes motor show, the Frankfurt IAA, was cautious, Production Manager: Nicki Mckenna to say the least, with the world economies [email protected] Publisher: Scott R. Sward teetering and the Euro zone crises in full swing. [email protected] Tel: 001 610-399-5279 Circulation Manager: Chris Jones Well, the latter might still be wavering, but it [email protected] didn’t feel like that in the vast halls and Advertisement Sales Belgium, Benelux, Denmark, Finland, France, exhibition spaces of the Messe where the Ireland, Italy, Netherlands, Norway, Scandinavia, Spain, Sweden, UK organisers claimed there were a staggering 159 world premiers. Chris Shaw Tel: +44 (0) 1270-522130 M: +44 (0) 7983-967471 Two themes seemed to dominate the show: first, autonomous [email protected] Austria, Czech Republic, Germany, Hungary, driving, which was extensively covered in the last issue of Poland, Switzerland Automotive Design, but given added impetus at the show, with Sven Anacker [email protected] news that the take-up rate for Mercedes-Benz’s new intelligent Tel: +49-202-27169-11 Fax: +49-202-27169-20 Japan driver package for the latest ‘S’ Class is “60-70%”, according to Shigenori Nagatomo Akutagawa Bldg, 7-7 Nihonbashi Kabutocho the company’s top engineer Professor Dr Thomas Weber. Chuo-ku, Tokyo 103-0026 JAPAN Tel: +81-3-3661-6138 Fax: +81-3-3661-6139 However, he warned that three hurdles still have to be cleared [email protected] USA before it becomes universally accepted. “We have to convince the Sales Manager: Marcie Hineman regulators; we need more powerful computers on board; and [email protected] Tel: 001 724-772-4074 Print Advertising Coordinator: more precise maps for driving.” Linda Risch Moreover, the prevailing message was that it’s going to take [email protected] Tel: 001 724-772-4039 longer than the 2020 date Nissan has announced as its target for Automotive Design Tel: 00 44 (0)1322-221144 an autonomous car. “We have to change the Vienna Convention Fax: 00 44 (0)1322-221188 www.automotivedesign.eu.com for a start,” one sceptical engineer told me, “and that took [email protected] decades to achieve in the first place.” ISSN 2043-0299 Published: February, April, June, August, Theme 2 centred on the rush towards vehicle electrification, October and December by AD Media Europe which is increasingly seen as niche products, rather than Hawley Mill, Hawley Road, Dartford, Kent, UK. DA2 7TJ mainstream. What is likely to transpire is a growing electrification Copyright 2013 AD Media Europe. of accessories and add-on motors to help manufacturers achieve Annual subscription (6 issues per year) for readers in the UK is £45, overseas is £66 and airmail is £86. 2025 emission levels. Origination: CC Media Group Tony Lewin’s feature on lightweight strategy (page 24) came at Printed in the UK by Pensord Press just the right time, with Jaguar previewing its new aluminium

Moving on? If you change jobs or your structure under the C-X17 crossover concept. Meanwhile, company moves, please contact [email protected] to continue Cruden’s impressive vehicle simulators (page 20) show the way receiving your copy of Automotive Design. forward for future product development and underline only too well why I would never make an F1 driver, with a three-plus minute

Findlay Media is a lap of a simulated Spa-Francorchamps race track! member of the Periodical Publishers’ Association Ian Adcock, Editor in Chief

September/October 2013 www.automotivedesign.eu.com 5 Frankfurt IAA News

First external side airbag goes on show

TRW has revealed the world’s first external side car, occupants can still suffer from broken While the airbag itself is proven technology, airbag, which it expects to go into series shoulders, arms, ribs and abdominal injuries. TRW faces the challenge of determining when production with a German premium to deploy it. “Side impacts are strange physics, manufacturer before the end of the decade. SWIFT INFLATION because both objects are starting to move “Side crashes are still one of the highest TRW’s new airbag is mounted in the rocker some way. So, when you have a bigger car, accident rates, accounting for 37-40% of panel beneath the doors and is deployed there’s a higher mass and inertia, so intrusion is accidents,” said TRW’s vice president and rotationally upwards towards the car’s belt line; worse. There needs to be further improvements general manager lifecycle management, typically, the 200-litre bag measures 15-20cms in exterior radar and camera sensors and Norbert Kagerer. deep, 70cms high and 200cms long, enabling it algorithms to inflate the bag well in advance of Work started on the system more than to cover both front and rear doors. To ensure a impact. The challenge is to track and vector the three years ago as part of an EU-funded project swift (20-30 millisecond) inflation, and even impact gradually, escalating the risk involving Spanish car maker Seat and other deployment, two inflators are used. assessment, similar to frontal impact, and, companies to develop technologies that would To ensure a stiffer bag, TRW has patented when an impact is unavoidable, trigger reduce injuries caused by side impacts. a unique inner structure to provide a cell-like inflation. “There’ve been tremendous improvements in assembly within the bag, while the pressure in “The firing strategy is the issue. There frontal impacts, but even cars with EuroNCAP the bag itself depends on the OEM’s own needs to be a high confidence level before 5* ratings can have problems with side needs. “Pressure in the airbag depends very we’re able to fire a non-reversible device, prior impacts,” said Kagerer. much on the design the OEM wants, with to impact,” stated Kagerer, who pointed out that The main problem is the comparative lack several design strategies available,” explained it would be very difficult to detect pedestrians, of space between the occupants and the doors; Kagerer. “You can have a bigger bag, with less cyclists or motorcyclists, adding: “ You have to and, even with sophisticated inner door airbags pressure, or a thinner bag with higher pressure, target the most likely scenarios and highest and seats that move towards the centre of the depending on the OEM’s strategy.” percentages.”

transmission extremely compact and therefore New dual clutch ideal for cramped installations. The Chinese Range Rover’s market will be the first to receive the transmissions 6DCT150. hybrid SUV delivers Meanwhile, the HybridDrive 7HDT300 is unexpected windfall unveiled by Getrag the hybrid version of Getrag’s dual-clutch transmission 7DCT300, complemented by an Getrag has unveiled two new dual clutch electric traction motor that is integrated Range Rover has applied for more than 20 transmissions: the PowerShift 6DCT150 and its axially, parallel to the shafts. By using tailor- patents for the software programme first hybrid gearbox, the HybridDrive 7HDT300. made motors, this modular and cost-efficient controlling the hybrid diesel-electric The PowerShift 6DCT150 is intended for approach allows for a scalable hybridisation. powertrain of its newly-launched hybrid SUV. front-transverse applications and torques up to A mild hybrid with 15 kW motor support is “The real trick is blending the electric 170 Nm. Getrag claims it is the most compact possible, as well as a full hybrid, adding 40 motor and diesel engine,” said Peter dual-clutch transmission in the market, kW, or a plug-in hybrid, adding 75 kW or more. Richings, Jaguar Land Rover’s director extending the field for this technology into the The battery voltage varies from 48 V for a mild hybrids and electrification. “We decided we small car segment. The wet clutches are hybrid to 360 V for a plug-in hybrid. Depending would do that in-house. Our ‘Vehicle actuated electro-hydraulically and the gears on the amount of hybridisation, 15-80% fuel Supervisory Controller’ software sits above are shifted electromechanically, via shift savings can be expected, compared to a the engine and transmission controllers, and drums. A new gear wheel concept makes this conventional drivetrain. controls the hybrid system. It’s embedded into one of the Bosch ECUs and has over 20 patents filed on it. It’s that which makes the vehicle stand out as a Range Rover. “Being an off-roader, it brought us some challenges and unexpected windfalls as well; the windfall was, the first time we took them off road, our specialists told us it was better than the standard car, because of the low speed controllability and torque the electric motor delivers. I wasn’t expecting that.” Richings added that, while the car’s certified fuel consumption figure is 44.1 mpg (6.4l/100kms), they are regularly seeing 40mpg (7.0l/100Kms) in real-world driving.

6 www.automotivedesign.eu.com September/October 2013 Frankfurt IAA News

Death of diesel greatly exaggerated

“Three to four years ago, a lot of people were niche sectors. “If we look to the future, lower- saying diesel would disappear completely in powered engines will be the trend, but better favour of hybrid and petrol, with new torque at low rpm, because with that we can emission limits putting too many constraints get better managed long gear sets for

on diesel. The reality is different. I still see the improved CO2. And, if you don’t have such same balance between petrol and diesel in high power density, you don’t need higher the future to 2020,” Pierpaolo Antonioli, line pressures. So I don’t see the need to go managing director and global diesel sector up from 2,000 or 2,200 bar, especially if we director, GM Powertrain Europe, told adopt this strategy to limit engine power.” Automotive Design at Frankfurt IAA Meanwhile, his colleague on the petrol And he added: “If you want one engine engine side, Dr Thomas Johnen, says GM is for efficiency, to achieve 95 g/kms, it’s diesel. looking to take out 27% powertrain friction OK, so it’s more expensive, but the efficiency between now and 2020 to improve

and CO2 levels are better than other standard mechanical efficiencies. technologies. Hybrids are more CO2 efficient “There’s a trend for more ratios and than diesel, but more expensive. Diesel will we’re looking into different options for gear

still play a key role in CO2 levels to 2020 and boxes: CVTs, 8-speed, potentially 10-speed beyond.” automatics. We’re trying to find the best Nor does Antonioli see the trend for solutions and you will see those things mega-powerful diesels growing in all but coming.”

Webasto roofing systems could slash engine emissions

German roof supplier Webasto launched two new roof systems can be put on one car body roofing systems at Frankfurt: the Eco Innovation variant,” said Matthias Arleth, member of the solar roof and the Multi Option Roof System management board of Webasto’s roof and concept. components division, explaining the concept. The Webasto pioneered solar roofs to recharge vehicle is always planned such that the roof is car batteries in 1989, and its latest version has integrated into the vehicle as a distinct unit. As a the potential to reduce petrol engine emissions result, the manufacturer doesn’t have to decide by 2.6 g/km CO2 and a diesel by around 1.8 early on in the design phase which roof system g/km when a solar roof is charging the battery. should be integrated into the car in later models. The roof is assembled from mono- All roof variants can be installed on one crystalline, high-performance cells, with 20% production line, including lightweight fixed roof efficiency delivering p100 Wp and an active cell elements made of PU composite, folding roofs, surface of 0.5 m2. panorama roofs with fixed polycarbonate or glass “The idea of the ‘Multi Optional Roof panels, openable panorama roofs, as well as System’ is that many different roof variants can solar roofs with the possibility of on-board fit one vehicle interface. This means that different electricity generation.

September/October 2013 www.automotivedesign.eu.com 7 Frankfurt IAA News

First Bentley SUV to be ‘intelligent material’ blend

Bentley’s first SUV, due in 2016, will feature that, you use aluminium, composites or Bentley’s future road cars, without being a blend of steel and aluminium structures to magnesium. detrimental to quality and refinement. keep weight down to a minimum, reveals “I think the right route is intelligent This process is already underway, said Rolf Frech, member of the board for material usage. If you look at Audi, they are Stephen Davies, project leader for the new engineering, Bentley. coming from a full aluminium car to hybrid Flying Spur (above), which is 50Kgs lighter “I am not a fan of a full aluminium car, materials and, with our SUV, we’re going with than its predecessor. The front fenders are because, in some areas, you have to bring in Audi, so we can use all these technologies on superformed from 5083SPF aluminium by so much aluminium, it doesn’t make the platform. We will go for a multi-mix Autolaunch, while the bonnet is TL094 Dry sense to use it as, in the end, structure.” Lube and the boot lid formed from composite it’s heavier. Frech also confirmed that Bentley’s material. “I am a fan of intelligent venerable 6.75-litre V8 will continue in Bentley worked with Maucher to develop material mix, where you production for the foreseeable future, despite undersheet material for the front wheel arches.

need the stiffness and the ever-tightening CO2 limits. It is the first time that Seeberlite has been used strong materials you put He also revealed that production engineers for wheel arch liners, and offers the added in, even if it’s steel; had been seconded to the Continental GT3 benefits of light weight, thermal stability, and, where you programme to learn about more lightweight stiffness and acoustics over other traditional don’t need materials and how they could be applied to textile parts and hard plastic components.

Safety and comfort to fore in Synergy Seat Gen 3

The latest Synergy Seat Gen 3 from Johnson head restraint (up, down, fore and aft) with manual and Controls features a number of new elements that powered options, with the electric motors located in are in production or near production ready. The the head restraint for improved packaging. Johnson main innovation is an exposed organo sheet Controls is investigating a pre-crash situation from the fibre reinforced back frame that is rear where, by putting a high voltage to the motors for 10-15% lighter than normal quicker reaction, it would bring the restraint closer to and, because it has an ‘A’ the head, preventing whiplash. class finish, is uncovered, The seat also features natural coconut fibres that releasing some additional are thinner and act as carriers for components such as rear leg room. fans, dual density seating foams, with a more It can integrate features compliant upper surface for immediate comfort and such as tubes and guides for a firmer lower strata for long-distance comfort, head rests, now with a 4-way upholstered in electro-welded fabric elements.

8 www.automotivedesign.eu.com September/October 2013 ON POLE POSITION Micro hybrid battery aims for 15% fuel saving

Johnson Controls has revealed its first 48-volt Lithium-ion micro hybrid battery, combined with a 12-volt starter battery, that has the potential to save up to 15% fuel consumption. It will be available for testing from December this year and Ray Shemanski, vice president and general manager, global original equipment business power solutions, predicts early adoption of the system by 2016, while Johnson Controls’ own research suggests that, by 2020, 25% of the market for new cars could be fitted with batteries. According to in-house modelling, the complete installation would cost between €750-€900, with a payback time of two years for a motorist covering 15,000Kms a year. LOW OHMIC PRECISION AND POWER RESISTORS The 48-volt battery is designed with the capacity to capture energy quickly from braking and can support higher loads, such as air- conditioning and active chassis technologies. The 12-volt battery will continue to provide power to the vehicle starter, interior and exterior LOW-OHMIC VMX PRECISION RESISTORS lights, and entertainment systems, such as radios and DVD players. “Each customer has their own challenges, because each is closer Features: or further from achieving those CO2 requirements, according to their model line-up,” said Shemanski, adding that these battery hybrids are _ 3 W power loss (size 2512) more likely to feature on premium, large saloons, rather than small or _ max. 25 A constant current compact cars. _ tcr < 20 ppm/K _ Rthi < 25 K/W

Isolite’s silica fibre xp – originally developed for aerospace THIS IS UNRIVALLED QUALITY. application – is an integral liner with aluminium foil that can be moulded into any shape for insulating exhausts or bulkheads. It gains its insulating properties the first time the engine is started; reaching 850°C, the material expands into a ‘popcorn’ like structure, which it maintains even when cooled down. Sound insulation properties result in a 30% reduction in dBa. Isolite is working with both VAG and BMW on future applications.

Innovation by Tradition

Isabellenhütte Heusler GmbH & Co. KG Eibacher Weg 3 – 5 · 35683 Dillenburg Phone +49 (0) 2771 934-0 · Fax +49 (0) 2771 23030 [email protected] · www.isabellenhuette.de

September/October 2013 Frankfurt IAA News

Latest Mazda 3 central display screen seeks to deliver the magic

The latest Mazda 3 features a high-tech central human short-term memory capacity. “A lot the Commander,” explained Mazda 3 display screen, based on the work of the late of the European drivers are used to this programme manager Ken Saruwatari. “They George Miller, the psychologist who came up ‘Commander’ system, but the American market don’t want to go through any complex with ‘The Magical Number Seven, Plus or Minus is very much a touch panel market, so it’s functions, so it had to be intuitive to use.” Two’, which claims an average limit of seven for difficult for them to familiarise themselves with Each display is limited to seven lines in total, five of which are the contents, plus two lines for the menu page’s title. To determine the font size – 5.8 mm – and line spacing – 0.84mm – Mazda measured eye movement to the screen, which is a coefficient of the number of degrees the eye traverses, multiplied by the number of times the eye moves vertically. This, combined with discovering that the human eye can comfortably take in 5°, or 24 minutes, determined that only a seven-inch screen was needed. Using its SkyActiv philosophy, Mazda has pared 68Kgs from the car, including 8Kgs from the seats alone. “The second part of this engineering process is the ‘Monosukuri’ (‘making something’) innovation, focused on the supply chain and manufacturing, and getting them on board from the start,” explained Saruwatari. Toyota driven by ‘sustainable GKN Multi-Mode eTransmission mobility’ vision debuts on Mitsubishi

“The quoted $50,000 (€37,600) selling price for Outlander PHEV our hybrid isn’t accurate,” says Toyota’s fuel cell development director Katsuhiko Hirose, GKN’s Multi-Mode eTransmission has debuted on the continuing: “We haven’t set a price yet, but, in the Mitsubishi Outlander PHEV, hailed as the first Twin longer term, it will be similar to a conventional Motor 4WD plug-in hybrid electric vehicle. gasoline-powered car.” The crossover is powered by twin 60kW electric motors, Toyota will introduce its first-generation one in the front and one in the rear, fed by a large hydrogen-powered car in 2015, with the second capacity 300v, 12kW lithium-ion battery. generation at the end of this decade, followed by The GKN Multi-Mode eTransmission fitted to the a third generation in 10 years’ time. front axle offers three driving modes from two Reducing the amount of precious metals different power sources. These are pure electric used has been a big contributor in cost reduction, vehicle (EV) mode, with both axles driven by the states Hirose. And with power now approaching electric motors. 3kW/litre, he claims the best way to bring down Secondly series hybrid mode, with the 87kW petrol costs is the continual improvement in power engine driving a generator to charge the traction battery outputs, plus upgrading the cooling system. on the go, with the car driven by its twin electric motors. “By redesigning the complete system, we And, thirdly, parallel hybrid mode, with the combustion have been able to eliminate the humidifier. That engine’s torque feeding through to the GKN eTransmission to has saved costs. the front wheels via a hydraulic clutch, which is disengaged “Our goal is enabling every person in the in the other modes. This is supplemented by the twin electric world to enjoy mobility. If you have a sustainable motors and the battery is also charged. fuel like hydrogen, it means that everyone can Mitsubishi is claiming CO2 emissions of 44 g/kms under the enjoy our vision. Our goal is people with European Driver Cycle. sustainable mobility.”

10 www.automotivedesign.eu.com September/October 2013 Frankfurt IAA News

Volvo takes powertrain strategy into its own hands

Volvo has rationalised its powertrain line-up application. Likewise, Volvo employs just Aisin easy as possible.” While Volvo has used around a two-litre block, with 91mm bore automatic gear boxes – a 6- and an 8-speed. compound charging in its most powerful petrol centres for both its petrol and diesel engines, “Whether it’s diesel or petrol, we have engine, Crabb admits to looking at electrical featuring common head configurations, bed modularised the engine, so all the catalyst supercharging as well. plates, oil and water pumps. systems come out looking the same: there’s a “But it didn’t quite work for us, although “We had a lot of complexity, with some Ford Euro gas, North American gas, a diesel with a I wouldn’t say we will never use it, as it’s very engines, some of our own, lots of different fuel lean NOx trap and particulate filter to make it as promising technology.” tanks and exhaust systems,” said Derek Crabb, Volvo’s vice present power train engineering. “There was no customer value and it was costing a fortune, so complexity was killing us and stopping technical development, and fuel consumption was going to be a big challenge for us.” Volvo wanted to control its own powertrain strategy and have access to fuel economy technology that it can be in command of itself. “It was a massive challenge for us to develop eight engines, and the best way we could do that was to simplify and modularise as much of them as possible.” To this end, Denso supplies the base engine management system, which is then programmed for each

We stabilize and regulate safety on the road

Maintaining control of the vehicle at all times – hydraulic pump pressure lines help here by transmitting power in active suspension systems to compensate for vehicle body movements. To ensure that the engine can provide high power, our charge-air hoses bring a fresh breeze into the process. These hoses can easily deal with temperatures from minus 40°C to 210°C in cars and up to 260°C in trucks and buses.

ContiTech Fluid Technology – the connecting force.

9 www.contitech.de

Fluid Technology [email protected] September/October 2013 ContiTech. Engineering Green Value Frankfurt IAA News

Johnson Controls’ ‘Bespoke’ News in brief concept interior follows three Continental and IBM themes: Does the interior fit me? Does it allow me to join forces organise myself with all the Continental and IBM have announced a things we carry around? And collaboration agreement that will see the finally comes the everyday companies jointly develop fully connected escape – the car being the ‘third mobile vehicle solutions for car manufacturers place’ after home and work. around the world. The concept interior Central to the agreement is the development features high grade artificial of a highly scalable cloud platform that will leather that is now cascading enable OEMs to deliver a range of new mobile down to the ‘C’ segment and a in-car services. It will, state the companies, new take on a suspended cloth allow software updates and vehicle control panel in the door, which compresses up against the fascia, eliminating unsightly gap device functionality to be delivered over the lines. It also has the advantage of increasing the fascia’s length by one centimetre at Internet, removing costly and inconvenient both ends, creating more space for glove box volume and air vents. workshop visits, giving OEMs the opportunity A central moveable arm rest has a USB charging port and there are also charging to offer their customers a vast array of new points in each door rest, and a wireless charger in the centre console. features. Perhaps the most interesting feature is a removable bin surrounding the centre’console for catching loose coins that fall out of pockets or mobile ‘phones, Advanced Diesel preventing them from going under the seat. Electric Powertrain Meanwhile, natural mat door panels with back injection take 3.5Kgs out of the Controlled Power Technologies’ SpeedStart interior, with a further 500 grams out of the instrument panel slush skin, thanks to micro-mild hybrid and Tigers energy recovery Johnson Controls’ patented air bubble process. systems will be incorporated into Ricardo’s Advanced Diesel Electric Powertrain (ADEPT) project. The Adept project aims to apply the low- Active grille shutters and engine voltage concept of ‘intelligent electrification’ for the first time to a diesel car in a project encapsulation promise big gains supported by the UK’s innovation agency, the Technology Strategy Board. Keeping the Active grille shutters and engine encapsulation savings. Although it is difficult to retrofit, voltage to nominal 48 volt technologies can result in worthwhile reductions in CO2 Pfaffelhuber predicts that new models applied to a Ford Focus, it aims to deliver a levels and noise, vibration and harshness, appearing in the 2020 timeframe would feature breakthrough in diesel engine fuel efficiency claims Röchling’s manager advanced the technology and is best used in conjunction and CO2 demonstrating full hybrid equivalent development, Dr Klaus Pfaffelhuber. with an Active Grille Shutter, which can result in fuel economy and performance, with less than By delaying the cooling of the engine when a 1% fuel saving in the European drive cycle.

70g/km CO2 emissions, but at significantly it’s turned off, it is possible to achieve lower cost. significantly lower CO2 emissions and less fuel The combination of various technologies and consumption. For better thermal insulation of engine downsizing from the baseline 1.6-litre the engine compartment, Röchling diesel engine is expected to deliver significant Automotive now offers a new multi-layered synergy and cost-effective benefits, without encapsulation technology, based on low- compromising vehicle performance. weight reinforced thermoplastics (LWRT). This technological approach provides not The Proving Factory only optimised thermal management, Magnomatics, a manufacturer of energy- but also big acoustic advantages. efficient products based on ground-breaking Testing the 15mm thick magnetic gear technology, has been encapsulation material ‘Isoraloft’ on a announced as the sixth technology developer 1.6 diesel at 12°C resulted in a 40% to join The Proving Factory. reduction in warm-up time, 10 Kelvin (K) The Proving Factory is a unique organisation more heat retention after seven hours in the UK automotive industry, bridging the and a 2-3 g/kms reduction in CO2, as market gap between technology developers well as an 8dBa reduction in sound making innovative, low-carbon proof-of- levels. concept prototypes and the need to develop Fully encapsulating an engine vehicle manufacturers’ confidence in the new would add about 1.75Kgs to the car’s technology by providing volume supply. weight, at a cost of €30-50, which, says Pfaffelhuber, would be quickly recouped in fuel

12 www.automotivedesign.eu.com September/October 2013 Frankfurt IAA News

Delphi’s ‘MyFi’ promises best of both safety and connectivity

Delphi’s ‘MyFi Connecting with generation version of ‘MyFi’. Safety’ is an amalgam of active The driver or front seat safety and infotainment passenger can control the technologies, designed to reduce infotainment and navigation driver distraction during critical system, which is brought into the situations, yet still allow them to car via a smart ‘phone, through enjoy connectivity and voice control; in this case, it’s infotainment. Cloud based, giving it greater According to the US National authority and the ability to ‘learn’ Highway Traffic Safety driver preferences. Administration (NHTSA), 76% of Meanwhile, the in-vehicle accidents are caused by driver wireless network allows inattention and those who text passengers to share data and while driving are 23 times more content seamlessly, and can input likely to be involved in a crash. receives an email, text or ‘phone call, the navigation and infotainment instructions, Core to the system is a new workload system will automatically delay it, if it deems without distracting the driver. manager and driver state sensor: the former the driver workload is too heavy. Moreover, a Hollemann said the RaCam system goes takes inputs from all the vehicle sensors, red light mounted on top of the fascia flashes, into production at the end of next year, with the including the latest integrated RaCam unit that if the driver is distracted, to bring their eyes driver state sensor and workload management combines a 76Ghz radar with a 38° camera back to the road – or the central TFT screen following in 2016, along with the improved lens (for the next generation, this will increase will be greyed out to prevent the driver from camera technology. to 52° for improved pedestrian detection at low operating it under adverse conditions. “There are some limiting factors with speed), while the driver state sensor tracks “We know how long the driver is looking these systems as we move towards both the drivers’ eyes and head movements to away and can warn them or suppress functions autonomous driving,” warned Hollemann. see if they are paying attention to the current on the head unit to prevent touch screen “You need to gather more experience and driving situation. operations,” explained Roland Hollemann, chief understand how the system is developed, and As well as lane monitoring, steering engineer advanced engineering infotainment it will take time for customers to get used to it intervention and automated braking, the and drive interface Europe, who added that the – and, if the system detects the driver should system monitors the density of road traffic and current 1280x480 TFT screen will be replaced be taking control, what that transition should weather conditions. If, for instance, the driver by a high resolution 1920 screen in the next- look like.” Peugeot's flexible friend

PSA Peugeot-Citroën’s new Efficient Modular It has also been Platform (EMP) 2 is 70Kgs lighter than its designed as a strategic predecessor, through the extensive use of high- response to underpin strength steel and advanced high-strength mid- and high-range steel, which comprises 76% of the platform vehicles, explained whole mass, compared to 22% on the previous one; it vehicle lead engineer also makes greater use of laser welding and Benjamin Hindsley, and is incorporates a composite boot floor for the first compatible with high- and time. low-seating positions for cars saloons, estates and 5- A further 70Kgs is saved in the body mass and SUVs, and five or 7-seater MPVs. itself, where the wings and bonnet are formed wheelbases with a variation of By redesigning the cooling from aluminium 220mm in 55mm steps. This is achieved by system of the new Peugeot 308, said Hindsley, inserting the strips it was possible to reduce the front overhang by between the ‘B’ 6cms and, since the car is 3 cms shorter than post and heel the outgoing model, the ‘left over’ 3cms has board. In addition, been used to enlarge the boot. four different Starting with launches in 2013, group wheel tracks are vehicles in the C, D, premium and F segments possible and there will be launched on the new EMP2. This will is also a quartet of involve three manufacturing sites at the four rear units, beginning and, ultimately, seven globally. compatible with In time, almost 50% of the PSA group’s seats and boots for output will be based on EMP2.

September/October 2013 www.automotivedesign.eu.com 13 A novel herringbone design of exhaust catalyst could be the ‘Eureka’ moment for emissions Exhausting reductions, says ACAT Global’s CEO Joseph W Moch. Ian Adcock tries to unravel the story behind it Possibilities

riginally, automotive Design on grounds of anonymity, type of looking things; anything that catalytic convertors, the search was on for a more gave you the surface area needed which date back nearly efficient means of cleaning up a to put a coating and precious metals half a century, were of vehicle’s exhaust emissions. on.” a bead type “Everyone knew there had to be The American auto giant also configurationO but these were rapidly something better than a ceramic spent 2-3 years developing a variety overtaken by multi ceramic bead convertor. There were multiple of alloys that could provide the monoliths typical of what we are paths being looked at during that unique properties a metal internal familiar with today. Even then, time…GM was saying ‘OK, let’s look substrate needs to perform in the recalls a retired GM and Delphi at metallic substrate.’ They tried catalysts’ environment and with engineer, who spoke to Automotive things like spun wool to barbed wire- the robustness demanded of the

14 www.automotivedesign.eu.com September/October 2013 Automotive Design Interview

lighter and has this aggressive kind torturous planer flow in each ‘A’ and Joseph A Moch CV of semi-turbulent flow that it creates ‘B’ layer. So now you have utilised as the gases pass through the flow across the whole available substrate to give a good tumble, plane of surface and not just one Moch is an attorney who has been involved in cases in 47 mixing effect and create more little triangular passage. That’s states and written eight books advantage to the precious metals, where you gain, not only having less on law. He served as Chairman of said AD’s source, adding: material, but better emissions the Environmental and Toxic tort “The herringbone, first off, has performance, because the actual section of the American Bar 30% less metal than a given size active surface area that comes as Association, a position which led substrate. So, if you have an 85 cu part of the thermodynamic equation him into the catalytic converter in (1392 cc) substrate in a standard when gases are going into it is industry. “I’m obsessed with and trapezoidial shell, and you compare better than the same-sized driven to make the world’s finest it to an 85 cu ins herringbone, it has triangular passaged product.” catalytic converter,” say Moch, a third less metal, weighs 33% less, GM went so far as to install the which led him and his son, Joe yet will outperform the standard catalysts on some Opel Senators in W Moch, to purchase Delphi’s catalytic converter division, now catalyst from a catalytic and sound the mid-1990s, supporting a pilot known as ACAT (Advanced Clean deadening standpoint, because it production facility in Michigan, but Air Technologies) Global. has a semi-torturous path. You can’t these cars probably suffered some see air through it very well, although operational failures, as the catalyst

industry. The original target was to you can see a bit, because gases didn’t have a mat-wrapped fit the metal catalyst to the now have to flow through. But because substrate. This was subsequently defunct Saturn range that was the ‘A’ and ‘B’ layers on top of each cured by using a 3M-developed mat launched in 1982. As the team other match up to the reversals in material, now marketed under the quickly realised its original thin form the opposite direction, what you Interam brand. plate construction wasn’t the way to have might look like a standard As GM consolidated its various go forward but, rather, a new, triangular cell – because it flows in component divisions under the patented, herringbone construction at 45° and then changes direction Delphi brand, which it floated in seemed to offer the right solution, by 45° – the real key is that each 1999, many patents also passed to “It uses about a one-third less foil to pair of layers has a planer flow the new business, but six years the substrate for the same between them. It’s not as if you’re later Delphi was filing for Chapter performance or even better than the restricted to one channel through 11. As part of that process, Delphi same size or larger form plate. It’s the part, because there is a semi consequently divested its exhaust

September/October 2013 www.automotivedesign.eu.com 15 Automotive Design Interview

ACAT’s sound reduction over a traditional straight channel design.” Measured at 6ft, 300kW load, 14L 60 series D.D T-3 decibel reduction The light-off times for both petrol and diesel applications are also Octave band centre Reduction db Octave band centre Reduction db frequency Hz frequency Hz substantially reduced by 15-20% as 63 10 1k 23 well, says Moch: “That’s due to the lower mass, no dead centre and the 125 25 2k 20 linear herringbone construction 250 30 4k 20 diffusing heat evenly across the 500 30 8k 20 substrate to the outer edges. We have seen improved efficiency of the unit on cold-starts and early in the and catalyst divisions to Katcon and ensures customers obtain emissions test cycle. These benefits Umicore in 2007-8. respectable conversion efficiencies are more evident in diesel, hybrid, Moch and ACAT Global acquired with normal precious group metal stop-start and turbocharged engines the herringbone technology, patents loadings. The 100 cells per square since they all tend to struggle in and assets in 2010. “Included were inch (CPSI) design is also very free- cold-start or have trouble all the metallic catalytic converter flowing for low pressure drop and maintaining converter operating production equipment, all research we’re in the process of developing a temperatures, especially in urban, and development pertaining to the 70 CPSI design for some large low-speed driving.” metallic substrate development specialty applications. Because of the tortuous nature programme, and access to the “Additionally, depending on the of the air paths created by the engineering team involved in engine, substrate and the wash herringbone design, the exhaust developing the metallic catalytic coat, we have seen 16%-43% note is considerably quieter, with converter technology,” he explains. reduction in particulate matter (PM), noise reductions of 15% being The big claim being made by depending on the engine, particle measured on 15-litre and larger ACAT, which is readying production characteristic and wash coat diesels. Even on production facilities in Charlevoix, Michigan, composition. engines, “the ACAT system reduces and near Budapest, Hungary, is “Later this year, ACAT plans to exhaust noise by approximately significant improvements in investigate applying our substrate equivalent to a standard silencer so, emission levels, especially for technology for use in the SCR at the very least, OEMs could diesels. “Right now, we’re way portion of diesel after-treatment. downsize it and save on weight and beyond Euro5. Even for Euro6 and 7, The improved light-off time inherent cost,” he suggests. just based on applications of wash with our technology could offer ACAT recently passed its ISO coat, we can solve virtually any significant benefits for NOx certification audit and is currently European requirements without any reduction, as this portion of the producing limited volume, with the problems across the board,” claims after-treatment system is the aim of ramping up production for its Moch, adding: “We’re in final testing farthest away from the exhaust first customers in the near future. with three different major diesel manifold. Additionally, since our If the system proves out ACAT’s manufacturers and the only test design allows exhaust gas to pass claims, then it could, indeed, be a they’ve asked for, after reviewing between channels, it may improve game-changer just at the time when our test data, was the hot shake DEF/NH3 mixing within the stricter emissions regulations are on test to ensure it passes endurance substrate for increased efficiency the horizon. testing on their specific engines. “We have developed a new foil ACAT passenger vehicle EPA aftermarket catalyst test programme specifically addressing the needs of 3.8L Chevy Camaro 1/26/12 Standards – EPA the diesel engine after-treatment requirements, as well as the 100 THC EFF CO EFF NOx EFF HB, which is ideal for high soot 70% 70% 30% applications and those sensitive to OEM unit ONT24521 97.00% 97.810% 98.07% large Diesel Oxidation Catalyst XXX leading european 94 cubic inch catalyst ONT24798 91.24% 95.26% 95.80% (DOC) pressure drop. The larger ACAT 74 cubic inch catalyst ONT24904 95.28% 98.22% 97.70% channels reduce soot build-up, but the herringbone efficiency still

16 www.automotivedesign.eu.com September/October 2013 Kevin Jost, The Columnist SAE International Editorial Director

Technology to the fore

AE International just for the customer. It allows us to car or machine is doing in real time. successfully wrapped up complement the service provided This ability makes our product on S another World Congress in by full test cell powertrain the extreme cutting edge,” says Detroit in April. Some of the evaluation," says Gary Rogers, Anne Storm, president of Ergoneers highlights included more than president and CEO of FEV Inc. of North America. 10,500 attendees from 46 countries, Ergoneers demonstrated its eye- Horiba launched the second of presentation and publication of tracking system, called Dikablis, its ‘ONE Series’ products, the dilute 1,364 technical papers, and more which consists of a head-mounted system comprised of CVS-ONE than 170 companies exhibiting the eye tracker device that, together (Constant Volume Sampler) and latest innovations. with the company’s proprietary D- MEXA-ONE, designed for the The AEI editors annually review Lab software, helps engineers measurement of diluted exhaust gas those innovations and dig deeper measure, analyse and optimise from vehicles and engines. Apart for the most notable. Judging is human-machine interactions for from complying with the latest based on level of design and ergonomic design and other emissions regulations – Euro 5/6, engineering innovation, uniqueness, purposes. Ergoneers’ system has a Euro VI and U.S. EPA regulation 40 potential for ‘real-world’ production valuable real-time element. “Many CFR Part 1065 – CVS-ONE also application, and potential benefit for users of our product want to trigger supports future regulations such as industry customers and end user. an event or a response in either a WLTP (worldwide harmonised light The winning technologies are: simulated or actual environment, vehicles test procedures) or GTR FEV Inc.’s MicroHiL engineering- based on where a subject is (global technical regulations) that service solution, shown for the first looking, what he is doing, or what a are currently under consideration. time at the 2013 SAE World Congress, is believed by FEV to be the first portable HiL unit developed specifically for testing engine components at the system level. "This unique device will allow FEV to better serve customers by testing, calibrating and validating literally anywhere that is convenient [email protected]

September/October 2013 www.automotivedesign.eu.com 17 A RIGHT ROYAL

An interior influenced by the Jubilee celebrations? James Brewer finds out more

e all know that car “In our front lights, we have up to designers, 70 small LEDs and the beamer especially when technology is not so far off, because Wcreating free-form it’s just started being developed. So concepts, take our assumption was that in 2020 we their inspiration from the most will, maybe, have this technology in unlikely of sources. But from Queen cars with, perhaps, curved screens. Elizabeth II’s Jubilee celebrations? The problem was that we wanted a That has to be a first. 3D effect in the car, because, if you Frank Leopold, who engineered have the screen close to the the Opel Monza seen at Frankfurt, occupants, it’s important to have enlightened me: “You remember the depth and distance for focusing evening concert when they projected their eyes.” images onto the front of Buckingham Each beamer projects an Palace? Well, they were using light individual image, controlled by emitting diode (LED) beamer software, so that they marginally technology and we wondered if we overlap to create the 3D effect. “So could use that in our next concept we needed to calculate that and map car for Frankfurt.” them together, which caused a few Scaled down for its first, headaches,” Leopold concedes. Like patented, automotive application, so many electronic display elements the Monza’s interior houses no less currently under development, the than 18 LED projectors to illuminate Monza’s has benefited from the sweeping curves of the fascia processors being developed for the that stretch the width of the car; its computer and digital games industry, surface is a combination of matt and “They are constantly getting faster, gloss finish to give varying degrees smaller and cheaper, which helps us of effect, hiding the beamers that in these applications,” he said, project individual and overlapping although he wasn’t about to divulge images on to the surface to give a who were GM Europe’s technical 3D display, partners in this project, apart from

18 www.automotivedesign.eu.com September/October 2013 Concept car design

PERFORMANCE

saying they are “based in Europe”. correspondence about navigation, But is this technology really information, where we go, incoming feasible for future production cars? information via the Internet – this all Leopold is cautiously confident. has to be demonstrated. So, how “What we wanted was to create this can this all be landscaped? You image of Opel-Vauxhall in 2020-22, expect things like this to go into cars so we have to go a little bit more than around 2020-ish, so you would have where we are today with Insignia. We one beamer in a cluster in the Adam, have capacitive touch areas and I Astra maybe two, and in a car would say, in 2020, you will have without side mirrors four beamers. voice control and, if you have that, Just to give you an idea of how this, you don’t need to have big fields of maybe, comes to realisation. touch areas; only small areas where “This is an industry first, you want to locate certain functions, because, if you remember the Saab but not fixed positions. 9-1X concept from 2008, I wanted to “If you say ‘radio’ or ‘heating’ do a laser projection ice block then you go into a deeper menu and, cluster for that car, but we couldn’t if you want to programme find a powerful enough laser and, something, you need switches. But also, you can’t risk looking at a laser. for the main function you will have So we had to look for other things voice control and some push buttons and we found this technology that’s on the steering wheel. normally used to project onto houses “This means that IT meets for outdoor events.” automotive; the whole car is a The next step for Leopold and his screen, like you have on home team is to develop the concept entertainment with different towards production intent: to assess programmes. With this assumption, the packaging and heat soak issues, we started to say ‘If IT meets as well as its performance under automotive’, there’s a necessity for extreme conditions and durability. If the OEM to organise the information, those criteria can be successfully because the driver needs focused met, then, you never know – by the information for driving with their turn of this decade, we might just be hands on the steering wheel and the driving an Opel or Vauxhall with passenger wants entertainment. In instrumentation inspired by the between, there’s a kind of Queen’s Jubilee.

September/October 2013 www.automotivedesign.eu.com 19 VIRTUALLY, the REAL DEAL

OEMs want faster time to market, reduced development costs and ever more sophisticated testing. One man has had the vision to develop simulation technology to fulfil that goal – operating at the very edge of reality. Ian Adcock reports Photo: Charles Davis Professional Photography Professional Davis Charles Photo:

20 www.automotivedesign.eu.com September/October 2013 Cover story

“We learned valuable lessons from the games industry They had to be robust, work all day, every day, for years and be simple to operate.” Maarten van Donselaar, CEO, Cruden

alk into Cruden’s To cut a long story short, explains back steering and pedal forces, a long slightly scruffy and van Donselaar, who had his own way from the next generation where unkempt motor sport simulations consultancy the trio modified an FCS customer Wworkshops on the at the time, he, together with Fokker project with a motion base and six waterside near Control Systems (FCS) and a third degrees of freedom (6-DoF), a race Amsterdam and you’re immediately party specialising in high end seat and three screens. confronted by six huge actuators interactive TV, decided in 2001 to towering upwards like some ‘Star combine their expertise and build a CREATING A NEED Wars’ robot, complete with a large car simulator at their own expense. Feedback from potential customers platform above. This, explains “Increasingly, I came across likened it favourably to early large company CEO Maarten van customers who wanted more powerful multi-million Euro simulators, like Donselaar, will eventually be an results being presented to the Daimler Benz’s Berlin facility. “Our airline cabin simulator, so the crew management or more interactivity, so vision was for customers to order can be trained in a replicated black- they could watch not only tables and them from stock to keep prices down, out storm scenario, complete with graphs, but see the results of our so board approval wasn’t needed to a bucking and weaving fuselage – simulation. buy one,” he adds. although he didn’t add if panicking At the time, there was virtually no passengers were part of the BETTER UNDERSTANDING demand from the automotive industry package. “Initially, I thought the graph said it all, for simulators. “We had to create a It’s an appropriate introduction to but that’s not true; because, if you need,” says van Donselaar. So the the Dutch company that is, yes, look at the car in a well defined trio turned to the amusement park named after an obscure west coast animation when cornering, and you industry and, in 2005, when a Scottish resort where Bram Stoker see how the car behaves, it gives a customer bought 18 simulators, it holidayed and reputedly wrote parts better understanding of what the gave them the opportunity to move of ‘Dracula’ – because it was from graphs mean.” away from building simulators in their the ashes of the defunct Fokker that That original simulator had three spare time and concentrate fully on ▲ Cruden eventually emerged. screens and a control loader that fed motor sport and OEMs.recalls. “They

September/October 2013 www.automotivedesign.eu.com 21 ▲ had to be robust, work all day, every a Formula One car through to a day, for years and be simple to truck; even tracked vehicles on operate.” virtually any type of surface, ranging It is those lessons that Cruden from the race track to the – under now applies to the simulators they development – soft soil tyre model regularly supply to OEMS such as for 4x4s. Jaguar Land Rover, which has taken delivery of its first model. Vitally, SIMULATING THE FUTURE though, the entertainment industry “I believe that we’re at the beginning helped put a cap on costs. of an exponential curve in the “You can easily spend €20m on a market. I see greater use of even simulator, buildings etc, like the big more realistic simulators in the names, Toyota, Mercedes etc do. But future. OEMs want faster time to I am talking about three simulators market, reduced development costs for less than €1m each that offer and testing, and you can do that three times the capacity for use, with with simulation technology, not just lower initial investment,” explains van on the desk top, but also with Donselaar, adding: “OEMs are human-in-the-loop environment. limiting their simulators to fairly “Our philosophy is that we narrow and well defined parameters, provide a working system for the and that’s a wise thing to do. You’re customer and they inject their own obsessive attention to detail is to be better off having multiple simulators knowledge about the vehicle into the expected, if the simulator is to be for numerous applications, rather simulator’s controlling software.” accepted by the human vehicle than trying to build one that could The obvious example of that are testers, as van Donselaar explains. simulate everything you could the F1 teams that close the door to possibly think of. Then you end up Cruden as soon as the simulator is ACCEPTANCE FACTOR with a huge machine that does delivered and functioning to embed “If you want the test drivers to everything not very well.” their own software. Even so, Cruden accept the simulator as a useful tool, And while this makes good prides itself on its programming they have to recognise where they’re business sense for Cruden, as they abilities. Most of its staff are driving. If they’re driving their sell more simulators, there’s logic to employed developing unique favourite test road, and there’s a van Donselaar’s argument when you programmes that project 3D virtual bump or a spot with less grip, there start to appreciate the breadth of environments or translating the has to be exactly the same on the simulation that can be achieved results of laser scanning road simulator. It has to be accurate and using these machines. surfaces – it can take two weeks to that takes a lot of resources. Most of To most, simulators are create one kilometre of scanned the people you see working here are employed to develop a vehicle’s track, I am later told, from data on content development.” ride and handling dynamic points with x-, y- and z-coordinates Then he recollects an incident characteristics that can range from every few millimetres. But such that surprised even him. “We were

Laser scanning a racetrack (above) shows the myriad of three-axis points that are plotted to render a realistic simulation

22 www.automotivedesign.eu.com September/October 2013 Cover story

“Our philosophy is that we provide a working system for the customer and they inject their own knowledge about the vehicle into the simulator’s controlling software”

IPG and Adam don’t run in real time, you have complete freedom inventing it is possible to feed back results to new objects and adding behaviour to validate the mostly simpler models it. Whilst the next visual step – multi- that run on simulators. Alternatively, channel projected images – could be working with VI-Grade that has in a cave or in cylindrical set-up, acquired Adams’ real-time initiative is which is better for driving.” a solution. Delivery, says van Donselaar, VALIDATION EQUATION Cruden’s CEO Maarten van doesn’t stop at 6-DoF. “We’re working I got the impression that no request Donselaar believes simulation on systems with either a lateral or would faze van Donselaar, but even is at the start of what will be longitudinal rail, or an additional he seemed a little taken aback by the an exponential curve turntable, so we could yaw more, customer who asked, in addition to without compromising the motion visual, aural and physical feedback, working on a simulator with a test envelope in other degrees of freedom. to include olfactory comment. While driver for an American tyre producer “Under development is, also, a another, for testing headlights, and, changing from summer to winter new platform where the main wanted oncoming rain to be included tyres, he said he could feel the objective is to create one modular and, when that was only partially difference. Then we reverted back application that can simulate race feasible, Cruden went the whole hog and he told us we hadn’t changed the cars, road cars, traffic and not rely on to develop a simulator that uses real rear left back to a summer tyre – and different applications that water and a fan to simulate driving he was right! I would never have communicate with each other. rain. thought we could get to this level of “It’s currently a working How much closer can simulation detail, without using super environment. What we are adding get to the real world? According to computers.” before we can roll that out to van Donselaar, “very, very close”, but Cruden recognises that OEMs customers is the usability aspect, he is realistic. “At some point, it know more about the behavioural because right now configuring how a begins to look more expensive than aspects of their products than they pedestrian reacts when they see a car building a prototype, so it’s not worth ever will do, so it employs an open coming has to be programmed trying to reach 99.9%. And, at the software architecture that allows the manually. Working on making that end of the day, we always have to vehicle producers to embed that data more accessible, using graphical user validate our results. We can never rely to gain the results they want. While interfaces to define the behaviour of purely on simulation; simulation is dynamic programmes like Carsim, objects – and that can be anything – only as good as its validation.”

September/October 2013 www.automotivedesign.eu.com 23 Jaguar's concept C-X17 crossover is based on the company's all-aluminium iQ Al architecture WEIGHING UP

In the battle to improve achieve peak efficiency and reach the mandatory CO2 emissions levels by 2020, shedding vehicle weight has become one of the top priorities, as Tony Lewin reports

educing vehicle weight power is needed; the engine can have succeeded in slowing, or even is one of the few genuine become smaller, and hence lighter, halting, the upward weight spiral that win-wins in automobile and these secondary weight savings took hold in the power-hungry pre- Rengineering – even allow the use of lighter brakes, tyres 2008-crisis period. though, ironically, the and chassis components. And so the Several have moved from steel to current German-influenced regime for virtuous circle continues, with a aluminium for hang-on parts, with a calculating European fleet average further round of powertrain typical saving of 40 kg; many are CO2 emissions means that lighter cars downsizing becoming possible. already downsizing engines and actually face tougher individual CO2 As a rule of thumb, for every 100 transmissions, and others such as emission targets. kg shaved off the vehicle’s overall Audi and Jaguar have taken the big This administrative anomaly aside, mass, CO2 emissions can be step to lightweight all-aluminium body however, there is complete consensus expected to drop by some 9 grams structures. These can be up to 140 kg that, in the struggle to improve per kilometre, in some cases more. lighter than a standard steel body in efficiency and reach the mandatory And with CO2 emissions being white: the new Range Rover boasts a 95g/ km CO2 emissions by 2020, squeezed by tightening legislation in like-for-like weight drop of no less shedding weight is one of the top all the world’s principal markets, every than 420 kg, once the secondary priorities. It’s a familiar and irrefutably automaker with an R&D budget and weight savings are taken into account. logical argument: with less mass to the desire to survive is looking Yet, when asked which vehicle accelerate and brake, less engine seriously at the weight issue; most best symbolises the beginning of the

24 www.automotivedesign.eu.com September/October 2013 Light weighting

new aluminium era, Philippe Meyer, not technical, but industrial. “The chief technology officer of leading F150 will need 350,000 tons of aluminium supplier Aleris, gives a aluminium sheet a year,” he explains. surprising answer: the Ford F150 “This is roughly the size of the entire pickup. Not the Audi A8, the first worldwide market for automotive series production model to use an sheet aluminium, some 400,000 tons, aluminium spaceframe, nor the Jaguar so it’s a dramatic step for the XJ or XK with their pioneering material.” aluminium monocoque construction; not even the new Range Rover with its JAGUAR AMONG THE LEADERS state-of-the-art blend of lightweight It is clear, too, that this is just the materials. beginning. Jaguar, which by common “I like the F150, because it’s in the consent has become the leading US, it’s a very high volume product in authority on aluminium construction, a traditional sector and a good portion is gearing up for a big push with its of its body is aluminium,” says Meyer. new iQ Al architecture, effectively the “In fact, there’s a lot of aluminium fourth generation of its lightweight spread throughout the vehicle.” technology. iQ Al will underpin But, for Meyer, the real clincher is Jaguar’s new generation of smaller THE BENEFITS

vehicles, including its BMW 3-Series sized sedan, due in 2015; the system’s potential is being previewed with the C-X17 sports crossover concept. Jaguar Land Rover has significant expertise in lightweight design, says Kevin Stride, vehicle line director for the new model series and responsible for the iQ Al architecture: “No one now matches JLR’s expertise in aluminium and now we’re taking it a step further,” he explained during an exclusive technical briefing at Jaguar’s UK design centre.

WORKING FROM A BLANK SHEET “The architecture is completely new – a blank sheet of paper,” he added. “It had to be, in order to achieve the goals we want.” Explaining further, Stride says that the architecture is “a complete toolbox”, allowing designers total High volume Ford F150 pick-up is a major user of aluminium panels flexibility to get the proportions they

September/October 2013 www.automotivedesign.eu.com 25 Light weighting

For BMW, even a fully aluminium structure would not have been light enough for its new-generation i3 and i8 electric cars: the company realised that only a predominantly carbon fibre construction would provide the ultra- light platform needed to compensate for the extra mass of the batteries, and endow the models with a good power to weight ratio and thus acceptable driving range. BMW's i-Series BMW’s i-series models will be principally uses carbon-fibre for watched very closely by the industry – its structure not just for their electric traction, but also in order to see how the hitherto range of new alloys, thorny carbon fibre issues of slow including 6000 and the manufacture, high cost and new 7000 series, provide problematic end-of-life recycling are much more specific strength and handled. help iQ Al realise excellent stiffness want. “Each model is made to measure and the unusual ability to achieve both WHAT THE FUTURE HOLDS – the core of the architecture is from 300 km/h and under 100 g/km CO2. Pressed as to what the material the front of the car to the middle; the Philippe Meyer, of Aleris, says that composition of a very high volume suspension systems are common, but 7000-series aluminium is presently “at model such as the VW Golf might be they’re all tuneable.” the development stage” with in 2030, Philippe Meyer says that the customers and that it can provide a design of the vehicle would be REVOLUTIONARY 40% weight saving for the same crash critical. “Perhaps 50% of the shell ARCHITECTURE resistance as the best current steels; would be aluminium,” he speculates, While Jaguar is understandably JLR’s aluminium partner to date has “with maybe 10 to 20% being reluctant to give too much detail on iQ been Novelis, the global leader in castings and extrusions.” The Al, prior to its commercial launch in automotive aluminium. European Aluminium Association, for 2015, it is clear from the company’s its part, anticipates that by 2020 the responses that this is a system geared EXOTIC MATERIALS typical car will contain between 160 towards volume production. To make While the grand projections issued by and 180 kg of aluminium, up from aluminium viable, says Stride, “we the aluminium industry might give the today’s 140 kg. need higher volumes – so we need all impression that this metal is the only An important step will be marked the manufacturing processes to solution to creating lighter vehicles, once there is a critical mass of deliver. The sweet spot of our volume two further materials – magnesium aluminium cars in circulation and engineering capability will be put into and carbon composites – have been beginning to enter the recycling these models”. used for some time to reduce the process. This will further boost the Compared with earlier weight of individual components. sustainability of the material, saving architectures for much pricier Magnesium castings, for instance, are 95% of the energy used in the vehicles, the iQ Al system will regularly specified for the large and production of new aluminium; the incorporate more sheet aluminium, complex IP cross members, and the metal is ideal for recycling, agree and proportionally fewer castings and new Range Rover Sport uses a experts. extrusions; joining technologies magnesium front carrier to enhance its But whatever the eventual split represent a further advance and pedestrian safety performance. between automotive materials include adhesive bonding, rivet Carbon composites in their various proves to be, and whether or not a bonding, clinching and welding. These forms are also familiar as weight- viable second use for carbon is processes are all cleaner, quieter and saving door, bonnet and roof skins on developed, one thing is certain: use far less energy and water than sports derivatives of premium models tomorrow’s cars will be an order of conventional steel build processes, – and, of course, in the complete magnitude lighter than the models says Stride. monocoque structures of extreme we know now. They cannot afford to Additionally, he says, a whole performance sports cars. be anything else.

26 www.automotivedesign.eu.com September/October 2013 BE AN AUTO INDUSTRY LEADER – ENGAGE WITH ONE.

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P135896

1-888-875-3976 www.SAE.org BRACED FOR

Bolt-on chassis braces increase stiffness for better steering response and NVH, with less weight than a similarly strong, unbraced frame, writes Dan Carney

bolt-on reinforcing brace the sharpness of impacts to the tower braces, including shock tower may look like an chassis. braces that triangulate with the firewall afterthought or a Meanwhile, the increased grip of bulkhead; transmission mount braces; Apatched-on solution, those same tyres raises the chassis- ones that directly connect suspension but, in fact, a variety of bending loads the tyres can apply to mounting points to one another; and chassis braces are increasingly, the car. That’s why existing chassis rear suspension shock tower braces. giving new cars, especially high- designs need reinforcement, and There is also some limited use of performance models, superior levels existing reinforcements are seen bracing to augment crash protection, of rigidity. as too flimsy for the job and are but that is a rare application of the That translates into corresponding being replaced with monstrous technology, he adds. benefits in steering response, control bridge trusses meant to banish Why install braces? “They are of wheel movement over bumps and, unwanted flex. used because a straight line between counter-intuitively, noise, vibration two load points is an efficient way to and harshness (NVH). That’s because BOLT-ON BRACES join those points.” It is possible to appropriate rigidity at suspension Bolt-on braces are used primarily in achieve similar stiffness by simply pickup points on the frame allows use four different applications, reports adding material to existing chassis of compliant bushings that reduce Dave Marler, group chief engineer parts, but it is not an efficient solution. NVH transmitted to the driver. for computer-aided engineer and “It would be considerably more mass Advances in tyre technology development at Lotus Engineering. required than by linking those two contribute to the need, as larger- Lotus subsidiary Lotus Lightweight together.” diameter wheels, fitted with Structures supplies such braces for The problem is, the path for a low-profile tyres, have less OEM customers. direct connection isn’t always clear. compliance than smaller wheels with The four applications, states “You can’t necessarily join them up as taller sidewall tyres, which increases Marler, are: front suspension shock directly as you’d like,” Marler notes.

28 www.automotivedesign.eu.com September/October 2013 Structures

Why install braces? “They are used because a straight line between two load points is an efficient way to join those points.” It is possible to achieve The optional Plasan Carbon Composites brace on the SRT similar stiffness by Viper cuts the 6 lb (2.7 kg) weight of the simply adding material aluminium brace in half, but costs an eye-popping to existing chassis 27 times as much as the parts, but it is not an metal part efficient solution. “It would be considerably more mass required than by linking those two SUCCESS together”

The popular shock-tower-to-shock “Stiffness is improved 25% versus the ATTACHMENT THERAPY tower connection is the most obvious. DBS,” reports product manager Andy Just as important as the triangulation “You’ve got an engine in the way.” Haslam. “That is predominantly of the load, the Vanquish brace Arching the brace over the top of through the engine bay bracing. The mounts to the shock towers with an the engine seems a reasonable weakest area was around the front elaborate bracket that connects to the workaround, but doing that saps the end.” The old car used a single, brace with a pair of bolts on each brace of its strength, he explains. untriangulated brace between the tower. A 10% eccentricity from straight towers. “The strength in the [new] part “It is no good having very stiff reduces the brace’s strength by a is in the triangulation of the load.” bracing and a weak connection,” factor of four. The benefit to drivers is improved Marler states. “By having a two-bolt A solution is to triangulate the steering feel and response. “That is connection, it gives moment fixity. If brace on the firewall bulkhead, a what is needed to achieve that you had a ball joint, for example, at solution seen on the Aston Martin steering feel,” Haslam points out. each end, it could move like a Vanquish, which uses a Lotus “You need to take all the noise out of parallelogram.” Lightweight Solutions-supplied brace. the system.” Rather than a triangle, the 2013 Chrysler SRT Viper uses an enormous X-brace across the engine bay. The standard part is cast aluminium, while a carbon fibre unit is available as an option. The stiffness of both is equivalent, according to head of SRT motorsports engineering Russ Ruedisueli, with the benefit being that the Magna International-supplied aluminium brace weighs 6 lb (2.7 kg) The Mini Cooper John and the Plasan Carbon Composites- Cooper Works GP edition features a steel rear sourced carbon fibre brace weighs shock tower brace half that. “There is,” he states, “a 50% improvement in torsional stiffness that

September/October 2013 www.automotivedesign.eu.com 29 Structures

out of sight, they don’t have the decorative aspect that under-bonnet braces can have, Marler points out. Such parts can also usually be straight, like the Mini’s rear brace and, like it, they can be made of steel rolled into a rod and mounted by the ends. Aluminium is preferable in those applications where a casting is needed to create a shape that fits the available space. Since castings demand a wall thickness of at least 3mm, steel would be very heavy, so aluminium or magnesium are commonly used. Dashboard instrument panel Aston Martin product manager Andy Haslam points out the Lotus Lightweight beams are another area where cast Structures-supplied shock tower brace, which contributes to the 25% increase aluminium and magnesium are in stiffness for the new Vanquish employed. While much more expensive than stamped steel, a makes it easier to tune the Viper’s brace to be even lower than the tops casting can incorporate all of the handling.” “It improves turn-in and of the towers – a benefit that’s made mounting bracketry needed for the makes it more predictable.” possible by the absence of an internal steering column, HVAC devices and Another challenge in installing a combustion engine between the air bags into one piece, reducing brace over the engine is the need to towers. assembly costs to partially offset its leave space above the brace for the higher price. The SRT Viper and bonnet to crush, for pedestrian OUT OF SIGHT Mercedes-Benz SL roadster both use protection. Tesla Motors is better Rear shock tower braces can also cast IP panel beams to provide known for its efforts to innovate in the provide benefits for performance maximum stiffness and minimum electric drive space, but the company models, as illustrated by the bar weight. The Mercedes part is has also filed a patent for a cast installed in the Mini Cooper John provided by Magna’s Cosma aluminium shock tower design with Cooper Works GP edition. International subsidiary. exposed, external control arms, for The Mercedes-Benz SLS AMG “Very big cast parts reduce the purpose of lowering the height of uses four braces between its complexity by integration,” notes the towers and the cross-brace suspension attachment points to Gunter Fischer, SL-class programme connecting them. reinforce those mounts. As such manager for Mercedes. “Everything is braces are underneath the car and integrated into one part.” PEDESTRIAN SAFETY The January 2012 patent filing (number 13/344,383) explains: “Shock towers and the corresponding upper control arms have been designed to allow a very low hood profile, while still providing sufficient gap (on the order of 70-75 mm) between the control arm/tower assembly and the inner surface of the hood to meet head impact requirements and insure [sic] pedestrian safety in the event of a vehicle/pedestrian collision.” Since the shock tower brace mounts at the control arm attachment points, rather than the top of the tower The Mini Cooper also has a conventional straight tower-to-tower brace itself, Tesla’s design allows for the

30 www.automotivedesign.eu.com September/October 2013 Design software

characterise the 3D aspect of A-pillar sightlines. The technique, which involves ‘hedgehog’ visualisation (familiar to design engineers and so nicknamed by its spikey computer plots), enables designers to study quickly how changes in windshield angle or pillar cross-section affect the driver’s ability to see targeted areas. These areas are derived from careful evaluation of performance driving scenarios, such as those regularly used at GM’s Milford Proving Ground in the USA. These findings were validated and used to create a Driver Visibility Calculator. The ATS development team employed the data to keep the car’s bonnet low and A-pillars relatively slender through the use of high-strength steel. The resulting body architecture achieved a “very good” internal score for forward Distraction visibility. The A-pillars are positioned wide to allow a broad field of view and angled toward the driver to require minimal head movement when peering around. not required The designers also created a narrow support structure for the 2013 ATS led GM's new approach to improving driver ATS’s exterior mirrors, which also resulted in a “very good” internal visibility, as Lindsay Brooke explains score on cornering visibility through turns. Aiding the car’s basic structural n developing the body and side vision distance. They also geometries is the available rear- architecture and active safety- worked to minimise or eliminate vision camera with dynamic systems array in the 2013 intrusive objects in windows – such guidelines. The camera provides a Cadillac ATS, General Motors as rear headrests and the interior natural view of objects directly engineers used new rear-view mirror. behind the ATS in the centre stack approachesI to measuring and GM engineers have been keen to display. Dynamic guidelines laid over evaluating driver visibility beyond the find new methodologies in this key the video image assist in parking typical subjective metrics. safety area, given the evolution of manoeuvres by showing the “Conducting clinics in Europe, as vehicle structures – including thicker- vehicle’s path and available space. well as the US, provided invaluable section roof pillars, needed to Onboard radar and ultrasonic insight into the needs of drivers who accommodate airbags and support sensors are also used in conjunction use demanding roads like the new rollover requirements; lower roof with the camera to help enhance autobahn,” reveals Raj Mehta, the heights, required to decrease frontal driver vision. company’s vehicle architecture area for improved aerodynamics; Executive chief engineer Dave engineering group manager. and raised boot lid heights, aimed at Leone notes: “Our ability to execute From the customer-visibility increased cargo capacity – that good visibility, based on robust input, his team focused on create visibility challenges. scientific methods, will be an optimising exterior mirror and A-pillar Mehta’s team used a new GM important tool in the development area size, seat height, and forward visibility evaluation technique to help of Cadillacs to come.”

September/October 2013 www.automotivedesign.eu.com 31 SPARK of LIFE

Sandro Pino, Federal Mogul’s European application engineering manager, ignition products, explains to Ian Adcock the challenges the humble spark plug is facing

he trend with spark plugs 60,000Kms. “Turbo direct injection more issues on the core nose.” over the past 15-20 years engines have very high pressure Skirted designs, where some of has been for them to get waves, which come across and the steel shell is further projected into “Tever smaller. Fifteen years effectively hit the core nose of the the chamber to reduce the length of ago, it was typically M14 plug, causing a bending moment the ground electrode and also cover that was the spark plug of choice, which can fracture the ceramic, if the the core nose, helps to protect it but the majority of requests, force is high enough; and, once it’s from this very high pressure particularly from European OEMs, cracked, the plug is finished. wave. are for M12 designs.” “We’re also developing different The electrodes need “We’ve had requests from one firing end configurations, with to be made as small Asian OEM and two European ones different corner profiles, and looking of going down to M10 where, to increase the mechanical strength effectively, you create more space in in the high stress regions. the combustion chamber for valves Redesigning the internal seat profile, and greater freedom for positioning and also the radius and the angle at the injector. It can help with cylinder which the transition between the head cooling, which allows the major diameter and the corner engine to be driven harder before happens, by smoothing this out, knock sets in. So there are benefits, gives greater mechanical strength from an engine efficiency point of and improved resistance to these view, but there can be durability mega knock events that can cause issues,” he states. mechanical failures in the ceramics.” The problems are two-fold: There’s also a step-change in because the plug is smaller, there’s reducing operating temperatures less ceramic wall thickness and the to help prevent the mega knock OEMs are also demanding higher events: “The farther projected voltages, up from 38kV to 42kV and into the chamber the spark even beyond that, towards the latter plug is, the farther you are half of this decade. “Pushing the plug away from the cylinder size down is putting even more head, so there are no stress on the ceramics, which is why issues with we have developed new materials for quenching of the flame Surefire Plus and Surefire Two, which front. But, because you’re has a production date set for 2017, farther into the chamber, the with a ceramic that’s so dense, it’s ground electrode is a lot longer and almost translucent.” then it runs a lot hotter – in the region as possible, but there’s a fine Even so, Pino suggests that of 900°C – which leads to issues with balance, according to Pino, between OEMs will have to be prepared for ground oxidation of the electrode size and wear resistance, “In turbo shorter plug life in the proliferating and, potentially, it breaking. Similarly, applications, you need to make sure number of downsized, high-powered, when the central electrode and core the platinum is well protected, in direct-injection turbocharged petrol nose is projected farther into the terms of how it’s attached to the engines from 100,000Kms to chamber, mega knock will cause a lot ground electrode and that there

32 www.automotivedesign.eu.com September/October 2013 Question time

aren’t any issues with oxidation forcing its way under the weld boundary. “We’re looking at double fine wires solutions, with double iridium designs and straight grab electrodes. Effectively, that means having a ground electrode that’s short, straight and relatively cool, compared to a ‘J’ gap design, which allows the combustion to start as efficiently as possible, without absorbing any of the energy during the initial phase of combustion. “Although we’re not seeing any requirement for these yet from European OEMs, some of our rivals have them in production today and they are very good, in terms of ignitability. “However, if we can demonstrate a reliable design with ideal thermal management of the electrode temperatures, then benefits can be derived from them. There’s also a new design away from ‘J’ gap, through to a straight ground electrode with side fire; instead of the spark firing vertically from the ground electrode, the ground electrode is to one side and the spark fires 90° between a pair of fine wires.” The field between the ignition coil and the ceramic is very important as well, if ‘flashover’ is to be prevented. “Pushing the plug size “As voltages increase, the distance down is putting even between the top of the terminal and more stress on the the shell is such that it’s too short ceramics, which is why when firing at 40-42kV or higher, we have developed new causing the voltage to ‘flashover’. “In other words, instead of materials for Surefire sparking between the electrodes, Plus and Surefire Two, and because the pressure in the which has a production chamber is too high, the charge will date set for 2017, with look for an easy path – and that a ceramic that’s so might be from the terminal and come dense, it’s almost on the outside of the ceramic, down translucent” to the shell. To prevent that, we’ve – Sandro Pino shortened the terminal and made the ceramic longer.”

September/October 2013 www.automotivedesign.eu.com 33 60 second interview Prof Dr Thomas Weber, member of the board of management Daimler, responsible for group research and Mercedes-Benz cars development

Still a future for the combustion engine iastically oom-mongers might have been enthus al combustion engine, predicting the demise of the intern Thomas Weber, head but it’s not a scenario that Prof Dr D that gave the world its first car of research for the company back in 1885, recognises. ion engine, based on “I think it’s clear that the combust stay for a long time. We all we know about fuel, oil etc, will ll remain cheap; the only definitely have enough oil and it wi s climate discussion, if we driver that could change the game i d weather. It will be a long really see a dramatic increase in ba hybrids and other forms of path to these new technologies, like ys be an internal combustion combustion engines. But it will alwa s. engine plu narios that 80%, 90% or earch has shown in three future sce “Independent res at’s linked to combustion engine on board. But th 98% of all vehicles will still have a sage. what is the manufacturer’s key mes t, without a “I think it’s clear that “Electrification will take place, bu nother 10-30 years, combustion engine, that will take a the combustion engine, ybrid will be use a plug-in range extender or a h beca , based on all we know t, downsized, down-speeded engines based on efficien about fuel, oil etc, will with an electric motor in addition. n numbers is “The only thing that will decrease i stay for a long time.” e. The only question the pure internal combustion engin is: ‘How fast will that decline be?’ the way to the 2025 regulations; the ectrification will be necessary on “El lug-in concept will be ’s necessary for large cars?’ The p question will be: ‘What smart will be ull hybrids, whilst small cars like crucial for ‘C’ class upwards and f tric vehicles (EVs). full elec rodynamics; that’s the first ed, efficient engines and better ae “We need downsiz g- in hybrids. bridisation, full hybrids, plus plu lane. In the second lane, there’s hy hird lane, EVs and fuel cells. And, in the t en, with a clever echnologies around the world and th “We need all these t et the right e them, for a specific country, to g architecture strategy, we can combin .” powertrain rds alternatives to oil- field, Weber is already looking towa Like many in his al gas be and estion is how successful will natur based fuels and, for him, the key qu it in the future? be enough infrastructure to support will there logy” will be view, he maintains the “best techno Taking the long topic”. And he cell, “as range will no longer be a electrification, based on the fuel t, l cell development, emphasising tha da’s and Toyota’s commitment to fue welcomed Hon to give the supplier issan and themselves, this will help with support from Ford, N t. driving up volume, while reducing cos base confidence in the technology,

34 www.automotivedesign.eu.com September/October 2013 Helping industry engineer safe vehicles • Technical Standards Development Committees addressing Active Safety, Collision Mitigation Interface Performance Committee, and Lane-Keeping Assistance • SAE J2400TM, Human Factors in Forward Collision Warning Systems: Operating Characteristics and User Interface Requirements • SAE J2478TM, Proximity Type Lane Change Collision Avoidance • J1741TM, Discriminating Back-Up Alarm System Standard • Autonomous Connected Vehicle Technologies Seminar • Object Detection, Collision Warning and Avoidance Systems, Volume 2 (Book PT-133) • Technical Standards Development Committees addressing Driver Vehicle Interface, Visual Behavior and Metrics, Controls and Displays • SAE J2831TM , Development of Design and Engineering Standards for In-Vehicle Text Messages • SAE J2364, J2365 & J2378TM, In-Vehicle Navigation and Route Guidance Standards while Driving • J2972TM Deﬁ nition of Automotive Hands-Free Operation of a Person-to-Person Voice and/or Data Wireless ADVANCED SAFETY Communication System • What Engineers and Managers Need to Know About STANDARDS & Human Factors (Book R-331) • Performance Metrics for Assessing Driver Distraction: The RESOURCES Quest for Improved Road Safety (Book R-402) • J2735TM, Dedicated Short Range Communications (DSRC) FROM SAE Message Set Dictionary • SAE 2012 World Congress sessions: “How Driver-Vehicle INTERNATIONAL Interface explains Driver Distraction;” “Challenges of Implementing New Technologies While Improving Safety” Driver Vehicle Interface • SAE Convergence® Conference & Exhibition Collision Avoidance & Mitigation • Active Safety and the Mobility Industry (Book PT-147) • Automotive Antenna Design and Applications Vehicle Communications (Book B-880) • J2395TM, ITS In-Vehicle Message Priority Solutions to safe, connected vehicles can be complex and costly. SAE International can help the automotive • Advances in Vehicular Ad-Hoc Networks: Developments industry ﬁ nd these solutions. Providing a neutral forum and Challenges (Book B-IGI-006) for the development of needed engineering guidelines, • SAE World Congress sessions: “Intelligent Transportation the collective wisdom and thought leadership of the Systems - Safer, Smarter, Faster;” “Processes, Methods, volunteers on its standards development committees and Tools for Cyber-Security-Aware Automotive Embedded Systems;” and “V2V/V2I Safety Applications” can help industry advance these technologies, increase productivity, and reduce costs. With a 106-year history • In-Vehicle Networks and Software, 2011 SAE Paper steeped in functional safety standards, SAE stands Collections (Online, 2011, COLL-TP-00127) ready to tackle the complex advanced safety issues of • J2830 , Process for Comprehension Testing of In-Vehicle today. Of ering one of the largest libraries of intellectual Icons property focused on mobility technology, the past and • Autonomous Vehicle & V2V/V2I Communication current work of the global engineering community can be (Book PT 158.SET) referenced for designing, developing, and implementing the next generation of safety systems to save lives, • Active Safety Systems Symposium prevent injuries, and reduce economic costs due to road • Vehicle User Interfaces: Principles for Design/ traf c crashes. Development Seminar

1-877-606-7323 (US, Canada) or 1-724-776-4970 (outside US, Canada) For more SAE Advanced Safety Standards & Resources, visit sae.org/standardsdev/safety/ IN ORDER TO REMAIN AT THE FORE - FRONT OF INNOVATION, WE NEED TO BE ABLE TO THINK OUTSIDE THE BOX.

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