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aei-online.org aei APRIL 2009 3

contents

On the cover

24 A winning iQSAE members voted Toyota’s new microcar the Best Engineered Vehicle for 2009. The iQ shows its smarts with brilliant packaging, city-friendly efficiency, and superb overall execution.

Features

50 Smooth riding aheadIntegration and continuous development are the key words as chassis dynamics head into this century’s second decade.

54 Building in smarter materialsTechnologies that can automatically respond to changing conditions are expected to show up increasingly in future automobiles.

58 Meeting the challenge of mechatronicsTraditionally separate engineering disciplines may not be capable of handling the intelligent vehicle of today. Can an extended vision of model-based design help?

62 Innovating toward profitable sustainabilityThis year’s SAE World Congress theme, “Racing to Green Mobility,” aims to help the auto industry ensure the survival of the planet—as well as its own long-term success.

66 2009 AEI Tech AwardsThe editors of Automotive Engineering International highlight some of the more innovative new products and technologies on display by suppliers at the SAE 2009 World Congress, based on the latest information provided by exhibiting companies.

68 What’s New at SAE 2009AEI continues its preview coverage of the products, services, and technologies to be displayed this month at the SAE 2009 World Congress in Detroit.

18 Diesel or gasoline hybrids?As the global financial crisis deepens, companies must hone their R&D programs and attempt to choose winning technologies, with the European OEMs, in particular, debating their hybrid strategies.

30 Engine upgradeWith displacements headed downward but output expectations undiminished, evolving sensor technologies and strategies are helping to give a boost to engine performance, efficiency, and emissions.


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Department highlights

Automotive Engineering International, (ISSN 1543-849X), April 2009, Volume 117, Number 4 is published 12 times a year by SAE International and printed in Brimfield, OH. Annual print subscription for SAE members: first subscription, $20 included in dues; additional single copies, $26 each North America, $31 each overseas. Prices for nonmember subscriptions are $135 North America, $237 overseas. Periodical postage paid at Warrendale, PA, and additional mailing offices. POSTMASTER: Please return form 3579 to Automotive Engineering International, 400 Commonwealth Dr., Warrendale, PA 15096. SAE is not responsible for the accuracy of information in the editorial, articles, and advertising sections of this publication. Readers should independently evaluate the accuracy of any statement in the editorial, articles, and advertising sections of this publication that are important to him/her and rely on his/her independent evaluation. For permission to reproduce articles in quantity, contact [email protected], and for use in other media, contact [email protected]. Claims for missing issues of the magazine must be submitted within a six-month time frame of the claimed issue’s publication date. Copyright © 2009 by SAE International®. The Automotive Engineering International title is registered in the U.S. Patent and Trademark Office, and Automotive Engineering International is indexed and abstracted in the SAE Global Mobility Database®.

Audited by

6 Editorial

8 Focus

10 Global Vehicles

contents

Top articles of the month 1. Souriau makes new racecar connections | Motorsports 2. EU sets long-term climate and energy goals |

Regulations/Standards 3. Bac2 the future for fuel-cell materials | Materials 4. Volvo gets press shop tooling aid from Corus |

Manufacturing 5. Innovative design on a budget | Design 6. PSA, Bosch team on hybrids | Powertrain 7. BMW Z4 gets folding hardtop | Vehicles 8. Antonov answers Chinese desire for automatics |

Emerging Markets 9. GM Holden to build Delta car line | Vehicles 10. Simulation tools for in-cylinder combustion

development | Simulation

Webcasts

Experts debate electric car futureThe future of electric cars will be the subject of a discussion with Compact Power’s CEO Prabhakar Patil, Magna International’s CTO Ted Robertson, Ford’s Director of Sustainable Mobility Technologies and Hybrid Vehicle Programs Nancy Gioia, and Coulomb Technologies’ CEO Richard Lowenthal during SAE’s next Telephone/Webcast. Titled “Keys to the Electric Car Future: Batteries, Drivetrain & Infrastructure,” it will be May 7 from 11:30 a.m. to 1:30 p.m. ET and examine current and emerging electric-vehicle technologies as well as solutions to obstacles facing plug-in hybrid and battery-electric vehicle manufacture. This webinar has been organized and will be moderated by Bradley Berman, Editor of HybridCars.com. Information: www.sae.org/tele-webcasts/electric-car.

Decoding EPA part 1065“Decoding EPA Part 1065: Engine Testing Procedures,” a free interactive webcast on May 19 at noon ET, offers insight into how the 1065 regulation will affect your engine testing regimen and, therefore, your compliance to it. The regulation revises the procedures for testing most categories of non-road engines, as well as heavy-duty highway engines, and includes a number of new tests and test conditions that must be implemented. During this 60-minute webcast, you will learn about equivalency formulae and how many of your current tests may be appropriate for part 1065. Speakers are Michael Akard, Analytical Product Specialist, Horiba Instruments, and Rick Rooney, Engineering Supervisor–Analytical Systems, Horiba Automotive Test Systems. Information: www.sae.org/mags/aei/webcasts.htm.

10 Iosis Max points to future Ford C-segment MAV 12 5 Series Concept GT: BMW’s big hatchback? 12 Shape of a future British-built Nissan? 14 Aston Martin unveils Lagonda Concept 14 Citroën DS concept to become reality in 2010 16 Rolls-Royce shows ‘small’ model 16 Hyundai concept debuts future powertrain

technology 17 Kia Number 3 on sale this year?17 Pop-up aerodynamic roof solution from Rinspeed

34 Technology Report

Powertrain34 MCE-5 VCRi engine offers high output in

small package 36 Lotus begins tests on VCR two-stroke

Energy/Environment38 A hard look at batteries

Electronics38 New consortium focuses on infotainment

software 40 SuperSpeed USB on tap for cars?

Testing40 Customized test rigs used for in-development

technology

Simulation42 Efficient tools and processes deliver smooth

2009 Ram launch

Interiors43 TRW’s active head restraint shortens

response time

Body44 A Tier 1 body-trim supplier is born

Chassis45 ‘By-wire’ boosts hybrid vehicle dynamics

Manufacturing47 DiMora deploys pattern-less casting technology

Design49 Johnson Controls’ concept highlights

cabin design

68 Product Briefs

74 Companies Mentioned

75 Regulations & Standards

75 Merits of California greenhouse-gas rule debated

76 Insiders & Insights

76 Scott Harrison: Azure Dynamics ripe for innovation

78 Ad Index

80 The Big Picture

80 Opel/Vauxhall Insignia

What’s online aei-online.org@

http://www.sae.org



aei-online.org6 APRIL 2009 aei

Extending range and contentIn March, President Obama announced two major programs intended to drive development of next-generation hybrid and electric vehicles in the U.S. As part of the American Recovery and Reinvestment Act, the U.S. Department of Energy is commencing two competitive solicita-tions involving up to $2 billion in federal funding for cost-shared agreements re-lated to the manufacturing of advanced batteries and related electric drive com-ponents, as well as up to $400 million for transportation electrification demonstra-tion and deployment projects.

The Obama Administration hopes that the investments will not only contribute to the reduction of petroleum use and greenhouse gas emissions, but also ad-vance the country’s economic recovery, energy security, and environmental sus-tainability. The end goal is to have 1 mil-lion plug-in and extended-range hybrid vehicles on U.S. roads by 2015.

The initiatives come as fuel prices have dropped nearly 50% off their highs of just a few months ago and U.S. consumer tastes slowly migrate back to larger, less efficient vehicles. Add to that an econo-my in turmoil with consumers unwilling to part with their hard-earned money on big-ticket purchases. So clearly the presi-dent and other energy-efficiency advo-cates face an uphill battle.

As the U.S. financial crisis has spread globally, all automotive companies are finding that they must hone their R&D programs and attempt to choose winning technologies. In this issue’s “Diesel or gasoline hybrids?” feature, we cover how European OEM startegies, in particular, are evolving.

There will almost certainly be a need to pursue more than one hybrid solution, but chasing “many” looks like a luxury that will be way beyond the financial sur-vival kit of any one automaker. Of all the possible solutions, passenger-car hybrids can divide and subdivide from micro to full electric assistance, from gasoline to diesel and other fuels for their combus-tion-engine component.

Hybrid plans and technology develop-ment are moving so quickly that we have decided to supplement this month’s fea-ture with extended online content. At AEI Online, you can read about the role of hybrid technology in heavy trucks (see www.sae.org/mags/aei/5958) and in China’s fast-growing car industry (/6135).

Heavy vehicles on urban delivery and collection routes, as well as buses, are perhaps some of the more obvious ben-eficiaries of hybrid power systems, where the continual stop/start driving cycles offer many opportunities to recover and recycle braking energy, we report. Although distribution trucks and urban buses were the focus of attention at last year’s IAA Show in Hanover, Germany, Mercedes-Benz displayed a concept Axor long-haul hybrid truck developed with Eaton, said to be the first time that a prototype hybrid long-haul truck had been shown.

In China, we report online that the Beijing Olympics last year saw a total 80 hybrid and alternative-fuel vehicles on public demonstration as ordinary taxis and transport for Olympic officials. The Olympic hybrid car program had been the first stage in a far-reaching plan to gradually introduce China’s people to the concept of energy savings and more environmentally friendly vehicles. And late in 2008, one of China’s newest car manufacturers, BYD of Shenzhen, an-nounced the world’s first production plug-in hybrid car.

To keep up on the fast-moving world of hybrid and other vehicle engineering developments, visit our website at aei-online.org or sae.org/mags/aei. And to get the latest technology news delivered directly to your e-mail box, be sure to sign up for one or more of our new Technology eNewsletters, including the newest on hybrid and electric vehicles.

editorial

Kevin Jost Editorial Director

Thomas J. DrozdaDirector of [email protected]

Kevin JostEditorial Director

Jean L. BrogeSenior Editor

Lindsay BrookeSenior Editor

Patrick PonticelAssistant Editor

Ryan GehmAssistant Editor

Matt MonaghanAssistant Editor

Matthew NewtonAssistant Editor

Kami BuchholzDetroit Editor

Stuart BirchEuropean Editor

Jack YamaguchiAsian Editor

ContributorsSteven Ashley, Stephen Barlas, Dan Carney, Peter Chang, Jörg Christoffel, Terry Costlow, Harry Evans, John Kendall, Bruce Morey, Paul Weissler, Mark Wilkinson, Peter Wright, Jenny Hessler, Jennifer Shuttleworth, Linda Trego

Wayne SilvonicArt Director

Tim MatiskoSenior Designer

Brian FellSenior Designer

Ryan PristowSenior Designer

William L. SchallGraphic Artist

Scott SwardPublisher, Periodicals & Electronic Media

Lisa ArrigoCustom Electronic Products Editor

Marcie L. HinemanGlobal Field Sales [email protected]

Carolyn A. TaylorMarketing [email protected]

Jodie MohnkernCirculation and Mail List Manager [email protected]

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David L. Schutt SAE Executive Vice President and Chief Operating Officer

‘We’re changing the world with technology’—Bill Gates

focus

The other day while waiting for a con-necting flight at Washington Dulles International Airport, I was updating my Facebook profile when I received a Twitter message on my phone from a friend who wanted me to see a new vid-eo on YouTube about an amazing new, self-driven vehicle. Being short on time, I downloaded the video onto my iPod to watch while on the plane and quickly finished a blog posting before catching my flight home.

With communication and information at our fingertips at all times, regardless of where we are, the question I have been pondering is how do we, as mobility en-gineering professionals, best use these technologies?

I believe there are several answers to that question. For starters, we must be bold. We must charge forward and use this technology with the pioneering spirit by which it was created. But we must ex-ercise some caution. Adjectives like “new” and “cool” don’t necessarily translate to “effective.” Also, we must consider the applications. Sure, we know the social uses of these services, but what about the professional and business applications?

These are the types of questions we ponder each day at SAE International. We possess a tremendous amount of rel-evant technical and educational informa-tion. But how do we best provide this information to our members and custom-ers? The answer is: in a variety of ways, which is what the modern engineering professional demands.

This month, SAE International holds its signature automotive event, the SAE World Congress. Those who attend in person benefit from executive panel dis-cussions and timely technical sessions that speak to the most germane issues affecting mobility engineering.

But what about those busy profession-als who cannot attend in person; how do they get much of that same information?

One way is virtually. In recent months, SAE International

has rolled out its new Virtual Conference Center, which enables users to access

digital videos of speakers’ presenta-tions and panel dis-cussions, along with downloadable pre-sentation files. For the SAE World Congress, all presentations from the three technology theaters will be offered virtu-ally. That is nearly 40 h of digital video featuring industry experts talking about powertrain, energy, electronics, and high-level, strategic business issues.

In the coming months, other SAE International events—including the SAE AeroTech Congress and Exhibition and the SAE Commercial Vehicle Engineering Congress and Exhibition—will use this technology. The SAE 2009 Hybrid Vehicle Technologies Symposium, held in February, is already available in the Virtual Conference Center at www.sae.org/hybrid.

Of course, we still want you to attend the events in person and experience the meetings firsthand; but if you cannot, the Virtual Conferences will take you there.

It is an exciting time, but not a time to rest on our laurels. With each advance in technology comes a time when that tech-nology inevitably could seem outdated. That is not a label we want to see here at SAE International.

More new technologies are on the way from SAE International; more ways to help increase member value; more ways to provide solutions for today’s mo-bility engineers. We look forward to pro-viding them to you.

Until then, stay connected and keep your profiles updated.

As always, I welcome your feedback and constructive input to this topic and any other issues on your mind. Please feel free to e-mail me at [email protected].

SAE Section, Group, and Affiliate ActivitiesSAE International has 86 sections and groups located in the United States, Canada, Mexico, Taiwan, Russia, Belarus, Egypt, Hong Kong, Romania, Italy, Malaysia, Ukraine, and Israel. Also, SAE affiliates operate in the United Kingdom, Brazil, and India.

A complete listing, along with their respective officers, can be found at www.sae.org/sections/sectlist.htm.

Additional information regarding a particular section or group is available from SAE Headquarters, Membership and Section Programs, by contacting [email protected].

SAE International Board of Directors

OfficersJames E. Smith, Ph.D.2009 President

Thomas W. Ryan III2008 President

Charla K. WiseVice President - Aerospace

Jacqueline A. Dedo Vice President - Automotive

Richard E. KleineVice President - Commercial Vehicle

Terence J. RhoadesTreasurer

Carol A. StoryAssistant Treasurer

David L. SchuttExecutive Vice President and Chief Operating Officer

DirectorsAravind S. BharadwajGregory W. DavisMazen HammoudHal M. HeuleLaura Hitchcock Andris Lacis Ronald D. Matthews Cuneyt L. OgeDouglas PattonMark L. PedrazziNicholas K. PetekMark PopeBrian R. RichardsonVictor E. SaucedoGregory E. Saunders Ahmed A. SolimanDavid StoutLeonard Tedesco

SAE Publications BoardMichael D. Madley - ChairmanNicholas P. CernanskyAndrew J. JeffersDaniel R. KapellenDouglas PattonMark L. Pedrazzi

aei-online.org

global vehicles

10 APRIL 2009 aei

globalvehicles

Edited by Kevin Jost

It was about more than design, too. The concept was also a showcase for Ford’s global EcoBoost gasoline engine family, scheduled to appear next year. An automatic stop/start sys-tem with regenerative charging is perhaps inevi-table for any future product with an internal-combustion engine, and Iosis Max had that, too, as well as Ford’s Powershift dual-clutch automated transmission, already an offer in the current Focus and C-Max model lines.

Ford reckons on fuel consumption reduc-tions of 5 to 15% for the automatic stop/start inclusion and a further 1 to 2% for the regen-erative braking system.

The chosen EcoBoost engine for the concept is Ford’s 1.6-L 180-PS (132-kW) four-cylinder gasoline engine. By using turbocharging and direct injection, Ford says it can deliver a 20% reduction in fuel consumption compared with a larger capacity gasoline engine of the same output. Other features will include variable valve timing on both inlet and exhaust cams, also part of the efficiency-improvement package.

The concept showed new features including sliding rear doors, which meet with frameless front doors without a B-pillar. The car features the trapezoidal lower grille that has become part of the Ford kinetic design language. For the Iosis Max, it includes three horizontal chrome-rimmed bars to distinguish it from current Ford models.

The C-pillars, which Ford describes as a “flying buttress” design, act as spoilers chan-neling airflow across the tailgate glass to im-prove aerodynamic flow. Crowning the tailgate glass is a full-width spoiler. The tailgate itself is a two-piece design, not to provide a choice of sedan trunk or hatchback rear access but to ensure that the tailgate can be opened in con-fined spaces.

The interior adopts a four-seat layout, fol-lowing the trend for a center console that runs the length of the cabin. In the case of the Iosis Max, the console is a structural element sup-porting all four seats, giving them the appear-ance of floating in the interior. The seat con-struction consists of a lightweight carbon-fiber skeleton with nylon mesh insert panels.

The dashboard center panel is finished with a smooth Plexiglas surface, which acts as a touch-screen display similar to those of the latest mobile phones.

Apart from the aerodynamic design, the Iosis Max uses lightweight materials to reduce weight, active cooling ducts that are closed when not required, and narrow tires to help improve efficiency.

John Kendall

Iosis Max points to future Ford C-segment MAV The Iosis Max became the third European Ford concept car to carry the Iosis name at the 2009 Geneva Motor Show. An d just as the original concept became the Mondeo and the Iosis X became the Kuga multi-activity vehicle (MAV, or compact SUV) last year, the Iosis Max con-cept gave a glimpse of how Ford could develop its kinetic design language for a possible C-segment MAV.

Ford’s Iosis Max concept features a 1.6-L EcoBoost engine, automatic engine stop/start, and Powershift automated transmission.

The Iosis Max has sliding rear doors and B-pillarless construction. Skeletal seats suspended from the center console and a touch screen control panel are featured inside.

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aei-online.org

global vehicles

12 APRIL 2009 aei

Hatchbacks take a large slice of the European market, dominating the volume sectors. But shift up in size to large cars and there is a marked shift to sedans. Volume manufacturers have dabbled with large hatch-backs, but few can claim success.

So it was surprising to see the BMW Concept 5 Series Gran Turismo at Geneva—the company’s take on the large hatchback. BMW is no stranger to hatchbacks; there was the 1960s 2000 Touring and more recently the 2008 X6, from which the Concept draws a few influences.

The Concept 5 Series GT sits on a 3070-mm (120.9-in) wheelbase. The car offers a slightly raised seating position for its four occu-pants—574 mm (22.6 in) from the ground for front occupants—a height falling between those of the X6 and 5 Series sedan.

Shape of a future British-built Nissan? Concept or preview? That was the question posed by Nissan in displaying the Qazana concept at the 2009 Geneva Motor Show. Nissan has al-ready stated that a small crossover model will be built at its Sunderland plant in the U.K. to replace the Micra, and there was a strong hint that we should expect the production model to be Qazana-based.

Since the company also revealed its NV200 minivan in production form at Geneva, Qazana buyers might expect a much more conservative design for the production model, if the NV200 is a suitable yardstick.

The NV200 concept has been shown extensively at European shows, and the finished item is a more conservative design. Perhaps that is not a surprise for a vehicle that will be Nissan’s replacement European small light commercial vehicle.

For the Qazana, the focus was firmly on the design. Apart from a reference to all-wheel drive, Nissan was not talking driveline.

The concept is the work of Nissan Design Europe based in London. According to Atsushi Maeda, Studio Chief Designer, the design team “realized this image with the motif of a modern-day beach buggy and four-seat motorbike.” The Qazana sits on a wheelbase of 2530 mm (99.6 in) and measures 4060 mm (159.8 in) long, 1570 mm (61.8 in) tall, and 1780 mm (70.1 in) wide with short overhangs front and rear.

5 Series Concept GT: BMW’s big hatchback?

A split tailgate adds versatility, calling on a design feature seen on the Skoda Superb last year. With the top section closed, the lower section opens like a conventional decklid. A removable partition wall keeps cabin occupants separate from the outside world.

How much trunk space is available depends on the position of the individual electrically adjustable rear seats, which slide back and forth through 100 mm (3.9 in). With the rear seats in the regular position, BMW claims that rear legroom matches the 7 Series sedan with almost as much headroom as the X5, while providing 430 L (15.2 ft³) of trunk space. Shift them forward and trunk space grows to 570 L (20.1 ft³) while rear legroom matches a 5 Series sedan. Fold down the partition wall that separates the cabin and trunk, then fold the rear seats and it will open up 1650 L (58.3 ft³) of trunk space accessed with the complete tailgate raised.

The center console runs the length of the cabin separating the rear seats, while above, a panoramic glass roof of similar length lightens the interior. The dashboard features a black-panel instrument display and central 10.2-in control display.

Front and rear doors feature frameless windows, whose aluminum body surrounds are milled from one unit, says BMW. LED lamps are used for the daytime running light corona rings around the headlights for the first time on a BMW.

John Kendall

The coupe body design of BMW’s 5 Series Concept GT

incorporates a split tailgate, offering

sedan or hatchback flexibility.

Individual rear seats of the 5 Series Concept GT are separated by the cabin-length center console and feature electric adjustment.

Taking another design cue from the Nissan Navara King Cab pickup, the Qazana’s two-door appearance conceals rear-hinged rear doors and no B-pillar. The doors are all electrically operated, and the rear side doors can only be operated when the front doors are open. The result provides better access to the rear seats than a more conventional design.

Above the doors, the cant rails are more or less straight, while the roof contains a pair of slender glass inserts running the length of the roof to admit more ambient light. Daytime running lights are mounted high on the wings with headlamps set into the deep front fender.

Although the front grille echoes the design of the current Nissan range, the one-piece acrylic molding is a dummy grille, and cooling air is admitted through the dark molding below the bumper containing a number of large holes. Transparent acrylic moldings are used for the door mirrors.

Inside, lightweight carbon fiber is used for the seat structure, visible in places through the leather covering. A mesh fabric is used for the center section of the seatbacks. Like other Geneva concepts, the Qazana’s seats are suspended from the center console. A large central touch screen carries a range of information from navigation to the four-wheel-drive system and air-conditioning.

John Kendall

The Nissan Qazana compact crossover concept is inspired by beach buggies and motorcycles.

The Qazana control panel features a touch screen to

control a range of functions.

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global vehicles

14 APRIL 2009 aei

Concept cars can cause many reactions at an international motor show, varying from admiration to disbelief. Aston Martin’s Lagonda Concept, revealed at the Geneva Motor Show, managed to inspire both.

Based on a Mercedes-Benz GL platform, but with a 6.0-L V12 Aston Martin engine, the all-wheel-drive vehicle, which revives the Lagonda brand name, is designed particularly for some of the more challenging road environments in the world, including South America, India, and China, as well as for metropolitan Europe but not essentially for urban use.

Described by Aston Martin boss Dr. Ulrich Bez as a “four-seat inter-national cruiser and avant-garde luxury car,” the bluff-fronted concept has a commanding presence with high waistline and letter-box rear win-

Citroën DS concept to become reality in 2010 Aston Martin unveils Lagonda Concept

dow, cues from the V12 LG6 Lagonda of the late 1930s. It is a serious project that could reach production in 2012-13.

Design Director Marek Reichman underlined the concept’s clear delin-eation between cabin, shoulder line, and flanks. The car has a very large front grille, in keeping with current marque identity philosophy but also reflecting 1920s and 1930s designs. It sits on 22-in wheels, which accen-tuate its high ground clearance. “We are still very much in the concep-tual stage,” stressed Bez, who added that hybrid, diesel, and flex-fuel technology could be part of the mechanical elements of a production version. A possible price range would be about $215,000 to $290,000. Aston Martin is still planning to introduce its four-door Rapide; the two cars will be distinctly different, fitting different market niches.

Founded in 1899, Lagonda became part of Aston Martin in 1947. The name was used for a 1993 concept created by Ghia Design in 1993 and for two low-volume products a year later.

Aston Martin also took along its new DBS Volante (convertible ver-sion of the DBS coupe) to Geneva, together with the latest Vantage ver-sion, the V12, based on the V8 Vantage. Its 6.0-L V12 engine produces 380 kW (509 hp) and 570 N·m (420 lb·ft). Top speed is 305 km/h (190 mph) and 0-100 km/h (0-62 mph) acceleration time is 4.2 s.

Stuart Birch

Aston Martin’s Lagonda Concept uses a Mercedes-Benz GL platform but has an Aston Martin V12 engine.

Citroën’s DS Inside concept, revealed in a darkened side room in the Citroën booth at the 2009 Geneva Motor Show, generated an age-related split among potential buyers polled in France, according to a Citroën source. Those old enough to remember Citroën’s iconic DS may have thought the new concept was shamelessly riding on the DS coat-tails, but younger respondents thought the DS reference was to Nintendo’s handheld video-game console.

Citroën has tried to avoid the issue by suggesting that DS stands for Different Spirit, OK until you try it in French. And Citroën was only showing the outside of the Inside; we will have to wait before we can see the interior.

Nonetheless, the concept is the shape of things to come. The DS Inside is based on the smallest of the DS concepts, the DS3, due for launch early next year. The design team was headed up by British de-signer Mark Lloyd. There is something of the Mini about its appearance, emphasized by the two-tone color scheme featuring a vivid pink roof and matching door mirrors.

The production DS will not replace an existing model but is part of the company’s new “Créative Technologie” philosophy, which is destined to produce a new Citroën model every six months for the next three years. Citroën promises two further DS models, code-named DS4 and DS5, to follow.

Besides the DS Inside, Citroën also announced a Euro 5-compliant 150-PS (110-kW) diesel engine, which will be available in the C4 Picasso com-pact multipurpose vehicle range from May 2009. A diesel particulate filter will be standard equipment. The engine will drive through a six-speed au-tomated transmission with quoted carbon dioxide emissions of 152 g/km.

John Kendall

DS Inside concept hints at future Citroën design. The DS3, based on the DS Inside, will be launched in early 2010.

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global vehicles

16 APRIL 2009 aei

Rolls-Royce shows ‘small’ model Rolls-Royce unveiled the 200EX experimental car at the 2009 Geneva Motor Show, which the BMW subsidiary described as a design study for a contemporary four-door saloon that shows the direction for RR4, a new model series from Rolls-Royce due for production in 2010. The 200EX follows on from the 2006 101EX, which set the scene for the Phantom Coupe launched in 2008.

The same group of designers and engineers, under Chief Designer Ian Cameron, is responsible for the 200EX. Their design brief was simply “to create a modern, lithe, and dynamic Rolls-Royce that bears all the hallmarks of the great cars that have gone before it: effortless perfor-mance, unparalleled refinement, exquisite quality, and confident de-sign.” Ian Cameron described the 200EX as “a touring saloon with more than a little panache and perhaps more bravado than one might have expected from a Rolls-Royce Motor Car.”

Hyundai concept debuts future powertrain technology Hyundai’s design studio in Rüsselsheim, Germany, was the source of the Ix-onic compact SUV concept on display at the 2009 Geneva Motor Show. The five-seat design, measuring 4400 mm (173.2 in) long, 1850 mm (72.8 in) wide, and 1650 mm (65.0 in) tall, is slightly larger than a European C-segment hatchback and is said to offer the on-road driving dynamics and off-road ability of an SUV.

Despite the modern interpretation, 200EX carries many design fea-tures that mark it out as a Rolls-Royce—such as the elevated prow, the long bonnet with short front overhang, and raked A-pillars. The car car-ries the rear-hinged rear doors, first seen on the Phantom too, which Rolls-Royce claims gives the widest rear access in the car industry. The doors open to 83˚.

LED headlamps flank the modern interpretation of the Rolls-Royce grille. “We wanted this to be less reminiscent of the traditional ‘Parthenon’ style and more like a jet intake,” said Cameron.

There are plenty of traditional features in the interior such as the violin-key switches, eyeball air vents, and black steering wheel, which itself incorporates a number of violin keys and a roller-ball control. The interior is finished in natural grain Crème Light leather, with Cornsilk carpets, cashmere blend headliner, and Santos Palissander wood veneer.

The 200EX is 5399 mm (212.6 in) long, 1948 mm (76.7 in) wide, 1550 mm (61.0 in) tall, and built on a 3295-mm (129.7-in) wheelbase. In other words, it is small by Rolls-Royce standards.

Tires are 255/45 R 20 tires at the front and 285/40 R 20 at the rear. Drivetrain details released were limited to the engine; it is a V12.

John Kendall

Forthcoming Rolls Royce “RR4,” due in 2010, is likely to draw heavily on the 200EX Experimental Car.

The Ix-onic offered the first sight of Hyundai’s 1.6-L four-cylinder engine with turbocharging and gasoline direct injection, delivering maxi-mum power of 170 PS (125 kW). Combined with idle stop and go, a six-speed dual-clutch automated transmission, and drive to all four wheels through an “intelligent” transmission system, the Ix-onic emits a claimed 149 g/km of carbon dioxide on the EU combined test cycle.

External design features include a rear window constructed from Lexan plastic developed in cooperation with SABIC Innovative Plastics. Hyundai says this has enabled designers to give the rear window a much more 3-D shape. Integrated spoilers on each side of the rear window are designed to reduce aerodynamic drag. The composite window also in-corporates the roof spoiler in the top section.

Other features include LED daytime running lights. Part of the display moves downward automatically when the dipped beam headlamps are switched on.

Inside, an X-shaped visual theme is repeated throughout the cabin. The floor is covered with an ice blue ribbed carpet, the ice blue reflected in the trim seams. Fabric with a greater focus on breathability is used for the seat center panels. A blind-spot-warning light is incorporated in the rearview mirror.

John Kendall

Hyundai’s European designers based in Germany shaped the Ix-onic concept.

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global vehicles


Kia Number 3 on sale this year?The Kia Number 3 Compact multipurpose ve-hicle concept unveiled at the 2009 Geneva Motor Show presented the future face of all Kia models, which will combine the radiator grille, headlamps, and brand logo, as seen on the Number 3 concept, in varying sizes to suit the particular model. Developed at Kia’s Design Centre Europe in Frankfurt under Chief Designer Gregory Guillaume, it also gave an impression of how a particular forthcoming Kia model, due for launch later this year, might appear.

Pop-up aerodynamic roof solution from Rinspeed Swiss automotive design and engi-neering company Rinspeed can be relied upon to reveal a quirky con-cept at any Geneva Motor Show, and this year was no exception.

It has come up with the iChange, claimed to be the world’s first car with a body that adapts to the number of passengers on board. Rinspeed boss Frank M. Rinderknecht believes the adaptive body is right for a changing auto industry: “It is clear that only those companies will survive that have innovative an-swers for the demands of a new automotive era.”

The zero-emissions vehicle (ZEV) electric iChange is certainly innovative and can morph from single-seater (driver in a central position) to three-seater (two rear passenger seats), said the ebullient Rinderknecht: “At the push of a button, the rear end of the teardrop-shaped car magically pops up.”

In fact, the rear of the passenger “bubble” rises by about 150 mm (5.9 in) driven by an elec-tromechanical system and supported by a pair of gas struts. Two cables are used to close it. The idea behind this nifty trick is to take every op-portunity to achieve improved aerodynamics, allowing an optimum Cd when only the driver is on board. Rinderknecht says the comparative Cd figures have not been measured: “It is more im-portant for the thought and the vision than the absolute figures.”

The entire adaptive roof section tilts forward to allow passenger entry to the car.

Built by engineering services company Esoro, the concept has a curb weight of some 1050 kg (2315 lb). Its electric motor produces 153 kW and is powered by lithium-ion batteries available in two stack configurations, for short- or long-haul driving.

Performance figures include a claimed top speed in single occupant aerodynamic mode of 220 km/h (137 mph) with 0-100 km/h (0-62 mph) acceleration in just over 4 s. Power is transmitted via a six-speed preselector gearbox adapted from the Subaru WRX.

Siemens’ central research department supplied integration technology for the motor, electron-ics, and battery interface. Eberspächer developed an iChange-specific heating system suitable for a ZEV. Solar panels on the top and sides of the concept’s roof provide HVAC power when required.

Weight savings was a design target from the outset, and the car has custom-made forged alloy wheels by AEZ, shod with Pirelli P Zero tires with aerodynamic shrouds.

The car’s navigation system includes an energy-saving route guidance system.The Swiss Federal Ministry of Energy (Bundesamt für Energie) is s upporting the iChange

project.Esoro develops fiber-reinforced components from initial conception to preproduction levels.

Nonlinear, strong orthotropic FEA and crash simulation are part of its work, which includes its E-LFT production technology for Weber Automotive. It is described by the company as making large-scale production of high-strength and lightweight composite parts affordable.

E-LFT composite parts weigh more than 30% less than comparable steel parts, stated Esoro. The tailgate of the production Smart ForTwo represents the first series production application of E-LFT.

The company is now developing a new process called Melt Embossing for the production of high-end thermoplastic component parts with low initial investment for structural and semi-struc-tural applications.

Stuart Birch

Number 3 sits on a 2615-mm (103.0-in) wheelbase and measures 1760 mm (69.3 in) wide and 1600 mm (63.0 in) tall, providing the car with a relatively long wheelbase and short overhangs. At the front, the white con-tour line on the front grille panel is illumi-nated when the engine is turned on. Details extend to the tires, which include a snow crystal tread pattern.

Inside, Number 3 provides seating for five. A central control unit gives access of the navi-gation, audio, air-conditioning, and Internet connections to the driver and front passenger at the turn and push of a button.

Echoing other Geneva concepts, Number 3 features a full-length panorama glass roof, which continues to the rear spoiler. A diago-nal roof support helps to reinforce the roof section.

To help prevent dazzle, a sun visor, equipped with a solar sensor, automatically moves the visor to shield the driver from direct sunlight.

The seats are upholstered in a water-repel-lent textile finished in a matte gold color. The rear seats can be adjusted independently or folded down.

John Kendall

Frankfurt-designed Kia Number 3 maps out the frontal treatment for future Kia models.

The roof of Rinspeed’s iChange concept can be raised or lowered at the rear by 150 mm (5.9 in). It has been designed to improve aerodynamics if only the driver is on board.

An electromechanical system raises the rear of the roof of the three-seat Rinspeed iChange.

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Diesel or gasoline hybrids?


Time is running out for the auto in-dustry’s uncertainty on the matter of future powertrains. As the global financial crisis continues to tighten, senior execu-tives’ stock phrase that “many possible solutions are being considered, researched, and developed” may no longer be vi-able. There will almost certainly be a need to pursue more than one solution, but chasing “many” looks like a luxury that will be way beyond the financial survival kit.

Confident decisions have to be made because, for most manufacturers, money is no longer available for multiple-choice answers to the single but very tough question of what powertrain technology to back as the credit-crunch virus spreads to become a technology crunch.

Of all the possible solutions in the frame, hybrids remain prominent as they gain market momentum, but even they divide and subdivide between micro and full, gasoline and diesel.

“OEMs are now concentrating very hard on where they can put their powertrain R&D money as they realize that they can no longer support every possible solution and must narrow their focus,” said Andy Eastlake, Head of Laboratories at Millbrook Proving Ground, one of the most comprehensive of its type in the world. “At Millbrook, we are seeing OEM programs cut or delayed; companies will have to make deci-sions as they focus on new products to meet CO2 legislation in a declining market. There is great caution.”

While the gasoline-hybrid versus diesel-hybrid debate con-tinues, satellite issues still circle it, including internal-combus-tion (IC) engines burning biofuel, CNG (compressed natural


As the global financial crisis deepens, companies must hone their R&D programs and attempt to choose winning technologies, with the European OEMs, in particular, debating their hybrid strategies.

by Stuart Birch

Land Rover is developing its ERAD (electric rear axle drive) for use with a hybrid diesel system.


Powertrain | EnergyFeature

gas), and liquid petroleum gas, while homogeneous-charge compression-igni-tion convergence engines such as Mercedes-Benz’s DiesOtto remain somewhere over the time and budget horizon.

Aftermarket hybrid technology There is also the possibility of hybrid aftermarket solutions. In the U.K., Millbrook, Cranfield University, the Advanced Lead-Acid Battery Consortium, Provector, and The Electrical Power Group, a spinoff of Oxford University, are collaborating on a manually switchable retrofit hybrid system for front-wheel-drive cars, hav-ing the rear axle electrically driven on demand. The work is funded by the UK Energy Saving Trust.

Eastlake makes the point that, ide-ally, any hybrid system should remain relatively simple to achieve an early cost/benefit ratio and return. Also, as hybrids become highly sophisticated, ancillary systems, too, become complex and expensive. He noted that one little-considered aspect of sophisticated hybrids is the effect on the nonrunning IC engine when the vehicle is being operated in electric mode over a poor road surface and subject to shaking and vibration.

Seriously dieselEuropean companies that are taking diesel-hybrid technology very seriously include Land Rover, PSA Peugeot Citroën, Volkswagen, and Mercedes-Benz. The applications span all-wheel-drive, off-road, and sedan models, with

a conviction that the CO2 and fuel-con-sumption advantages of diesel are so marked that despite the higher unit cost of an engine and NVH challenges, the technology provides the efficiency fig-ures that end users expect and future legislation requires.

Land Rover is adamant that the die-sel hybrid is the right approach for its vehicle range and cites its LRX concept as making the point. The company be-lieves that a production vehicle of the type would be able to return a CO2 fig-ure of 120 g/km and a NEDC (New European Driving Cycle) combined fuel consumption of 4.7 L/100 km.

The company’s initial move into pro-duction diesel hybrids has already be-gun, with a stop-start system on the 2.2-L Freelander 2TD4_e, which it claims as the world’s first intelligent stop-start SUV. Compared with the con-ventional diesel Freelander, consump-tion is improved by 12% in the com-bined cycle. CO2 figures are down 8%, from 194 to 179 g/km.

Particular challenges were to reduce shake during shutdown. This was achieved by precise control of throttle opening and fuel ramp-down, together with switching off the alternator to re-duce engine load.

Another change made to the regular mechanical systems of the Freelander is a new polyetheretheketone friction con-trol plate for the dual-mass flywheel.

Land Rover has stated that it has very extensive diesel hybrid plans. “The next milestone on our route map is a belt-ISG [integrated starter-genera-tor] micro hybrid,” said Murray Dietsch, Director of Land Rover Programs. “It will be used in conjunc-tion with supercapacitors.”

Land Rover is working with the UK Technology Strategy Board on several hybrid and other green technologies. These include the plug-in range-extend-ed hybrid vehicle (REHV); the kinetic hybrid (with a flywheel energy-recovery system); and the series hybrid, powered full-time by battery electric drive. The vehicle would have a small three-cylin-der IC engine driving a generator to recharge the battery.

The target for the REHV is to reduce CO2 emissions on the NEDC combined cycle by better than 35% and produce a zero-emissions range of at least 12 mi (19 km). In reality, this would mean CO2 emissions below 140 g/km on a future Range Rover and less than 100 g/km on a Freelander-size vehicle.

A further objective is to develop a parallel hybrid drive compatible with a fully capable off-road 4 x 4 system. This is Land Rover’s diesel ERAD (electric rear axle drive) hybrid concept, facilitat-ing running in electric mode only in all-wheel drive. It would be modular and scaleable.

Of course, advances in battery tech-

The LRX concept indicates Land Rover’s design and technology direction for future hybrids.

Millbrook’s Andy Eastlake said that OEMs are now concentrating hard on where to place their R&D money.



nology and capability remain high on the “need to achieve” list of every man-ufacturer of hybrid products. While nickel metal-hydride (NiMH) batteries are competent by today’s standards, recharging is a lengthy business. Lith-ium-ion (Li-ion) batteries are lighter, have a greater energy density, and offer benefits in terms of rapid absorption of the charge from regenerative braking. The energy-to-weight ratio is high; Land Rover quotes 2500 W·h/kg compared with 1400 W·h/kg for a NiMH, with 2.5 times more useable energy per kilo.

Prologue to the diesel storyPSA Peugeot Citroën is also planning a diesel hybrid with drive to all four wheels. The IC engine will drive the

front wheels, an electric motor the rears. Peugeot’s Prologue Hybrid 4 cross-over—codenamed T84—concept with 2.0-L HDi diesel engine was seen at last October’s Paris Motor Show and is ex-pected to reach production for MY2011 as the 3008. PSA is also looking to achieve a 35% reduction in CO2 and fuel consumption, compared with a similar vehicle with a conventional powertrain.

The T84’s maximum torque delivery is 300 N·m (221 lb·ft) at the front wheels and 200 N·m (148 lb·ft) at the rear. Claimed fuel consumption is 4.1 L/100 km and CO2 emissions an exceptionally low 109 g/km in the NEDC combined cycle.

Eric Breton, PSA Peugeot Citroën’s Director of Hybrid Electric Technology

Programs, regards the choice of diesel for a hybrid system as a matter of com-mon sense. “A diesel hybrid reduces CO2 emissions by 50% compared with a gasoline engine. Gasoline hybrids are hardly better than the best diesels in this respect. A diesel hybrid will produce 30-35% less CO2 than a diesel engine—so environmentally, diesel is the best choice. But perhaps the most convincing argument is the combined strength of the diesel engine on the open road and on the motorway, with the advantages of electric power in urban areas.”

Stop starting in 1994Although production micro hybrid sys-tems might be regarded as a relatively recent technology, Volkswagen intro-duced one on the diesel Golf Ecomatic for MY1994, reducing NOx by 25%. The current Passat BlueMotion incorporates a development of that technology.

VW is another company that is focus-ing on diesel hybrid potential. Its Golf TwinDrive, with a new 1.5-L TDI IC en-gine, electric drive, and a DSG (dual-clutch) transmission, is being fleet-tested in Berlin. VW decided that the limited range—just a few kilometers—in ZEV electric-drive mode of some hybrids eroded their practicality, so the TwinDrive has been designed to achieve an average of about 50 km (31 mi).

“While the e-motor of a typical hy-brid model just supplements the com-bustion engine, the exact opposite is true of the TwinDrive,” said Prof. Martin Winterkorn, VW Group Chairman.

As well as cost and NVH issues, the limiting factor for diesel hybrids for cars is engine size. Small diesels may not be ideal candidates for the technology, and achieving satisfactory quality levels—particularly in stop-start operation—for large diesel-engined hybrid systems in high-end sedans can be challenging.

That is why Mercedes-Benz, which has espoused the diesel hybrid, per se, is launching its first production hybrid this year with a gasoline engine. The S400 BlueHYBRID will have a 3.5-L V6. Mercedes is set to claim it as the world’s most economical luxury sedan with a gasoline engine, returning 7.9 L/100 km for the NEDC combined cycle and CO2 emissions of 190 g/km.

The S400’s IC engine produces 205 kW (275 hp), while its electric motor generates 15 kW and step-off torque of

Peugeot plans to launch the diesel hybrid 3008 for 2011 production.

Distribution of power: VW is developing a diesel hybrid Golf via its TwinDrive program.




160 N·m (118 lb·ft). The car will have another claimed first for a production car: a high-voltage lithium-ion battery. The car’s systems include a stop-start function and brake energy regeneration.

Mercedes will also launch the gasoline ML450 BlueHYBRID SUV this year, and following its application to the Smart, stop-start is being fitted to several versions of the A- and B-Class.

But Mercedes specialists agree that it is clean diesel hybrids that potentially present the greatest fuel savings. The Vision GLK BlueTEC Hybrid with the company’s new OM651 2.2-L four-cylinder diesel has a combined IC/electric motor torque output of 560 N·m (413 lb·ft) and a combined fuel consump-tion of 5.9 L/100 km.

Also significant is the DiesOtto-powered Mercedes F700 research hybrid that combines 175-kW (235-hp) IC engine out-put with a 15-kW electric motor for a maximum torque of 400 N·m (295 lb·ft), combined fuel consumption of 5.3 L/100 km, and emissions of 127 g/km.

The Zetsche viewDaimler AG boss Dr. Dieter Zetsche, though, cautions for a pragmatic approach to new powertrain technologies. “There is no such thing as a silver bullet,” he told AEI. “I would love to have a breakthrough technology where we focus all our re-sources and push like hell and be the first ahead of the whole industry. Unfortunately, it is like a puzzle with many pieces; a combination of all those technologies that will lead us to where we have to go. And we have to go through the entire energy management of the vehicle.

“Then you have to go for electrification, beginning with stop-start, progressing through hybrids, and ending up with a ZEV with battery-energy storage or a hydrogen tank and fuel-cell creation of electricity.”

Zetsche said that, initially, Mercedes thought that the hy-brid concept might be some sort of marketing tool, “but now it is difficult to find an S-Class customer who does not ask when a hybrid can be bought. I do not think that companies like us could survive short, mid, or long term if we were to

leave any of those fields untouched. It is an unprecedented challenge to be ahead in all those fields at the same time.”

And that is precisely the predicament in which so many companies now find themselves. Mercedes’ has an annual re-search budget of about €3 billion, with the whole Daimler group’s research budget reaching €5 billion. As the world’s financial crisis continues, these are figures about which most manufacturers can only dream.

And even within the security-tight walls of Mercedes-Benz research centers, such budgets must be under constant re-view—a fact that will concentrate minds very much more sharply on deciding likely winners and losers in the power-train stakes. aei

“It is difficult to find a Mercedes-Benz S-Class customer who does not ask when a hybrid can be bought,” said Daimler boss Dieter Zetsche.

Hybrid luxury is scheduled to be delivered by Mercedes-Benz this year via the S400 BlueHYBRID.

What’s online aei-online.org@

To read more about the latest hybrid technology, see AEI feature articles on trucks at www.sae.org/mags/aei/5958 and on developments in China at /6135.


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A winning iQ


What a difference a year makes in SAE International’s annual Best Engineered Vehicle (BEV) award voting. Last year SAE members gave the top BEV honors to GM’s Chevrolet Tahoe and GMC Yukon and their clever two-mode hybrid powertrain. This year, however, members shifted their interest to the opposite end of the vehicle spec-trum. They awarded the BEV to Toyota’s new iQ—a diminutive “micro premium” four-seat car that almost ap-pears capable of fitting into a full-size SUV’s cargo area with room to spare.

The iQ is a lesson in ultra-efficient vehicle packaging and superb overall execution. Its exterior dimensions put it squarely in Europe’s A segment. But its performance is superior to Toyota’s own B-segment Yaris, and its quality and attention to detail rival that of many midsize D-segment offerings—all from a vehicle with an overall length shorter than 3.0 m (9.8 ft).

SAE’s annual BEV award, now in its ninth year, is the industry’s only prod-uct award based on peer voting within the automotive engineering profes-sion—in this case, SAE’s 110,000-strong global membership. SAE members reg-ister their votes for the BEV in an online voting process that applies standard engineering criteria such as technical innovation, mass and package efficien-cy, the human-machine interface, per-formance and fuel efficiency, bill-of-ma-terials reuse, cost, and other competitive metrics. There is only one category and no limitation on vehicle retail price.

“Engineers increasingly are focusing on greater overall vehicle efficiency within new-product development,” noted SAE Editorial Director Kevin Jost, after reviewing the ’09 BEV bal-lots. “We expect Toyota’s iQ to be widely benchmarked because it repre-sents the current state of the art in small-car innovation.”

As this year’s favorite of SAE mem-bers, the new iQ topped a formidable field of technology-heavy BEV contend-ers, including Nissan’s GT-R supercar, the BMW 7 Series, Honda’s hot-selling Fit, the Hyundai Genesis sedan, Citroën’s C5, the Volkswagen Golf, Lotus’s Evora, and the muscular

A winning iQ

SAE members voted Toyota’s new microcar the Best Engineered Vehicle for 2009. The iQ shows its smarts with brilliant packaging, city-friendly efficiency, and superb overall execution.

by Jack Yamaguchi and Lindsay Brooke

A conch shell on wheels? The bodyshell of Toyota’s tiny iQ was influenced by a ubiquitous marine creature.

Remarkably, the new iQ is 31 in (787 mm) shorter overall than Toyota’s B-segment Yaris. Drag coefficient is less than 0.30 Cd.

24 APRIL 2009 aei


VehicleFeature

Pontiac G8. Leading the runners-up ballots for ’09 were the stylish Opel Insignia sedan and Ford’s stalwart and much-improved F-150 (see sidebars).

Five key enablersThe iQ program was kicked off in late 2003 by engineers in-volved with Toyota’s hybrid vehicle program. “We came to the conclusion that, in order to ensure a sustainable future, there was a need for a radical change in vehicle packaging,” recalled Vice Chairman Kazuo Okamoto, who was in charge of the company’s vehicle R&D at the time of the iQ’s 2008 Geneva Motor Show unveiling.

Forty-six year old Hiroshi Nakajima was the iQ’s Chief Engineer. He joined Toyota in 1987 upon finishing graduate study in Engineering Research at Kyoto University. Nakajima was first assigned to the manufacturing engineering division.

To optimize interior space utilization, the iQ’s steering gear and linkage are positioned at mid-height of the front suspension struts, with a central gear takeoff. The “inverted” final drive/differential unit also is positioned ahead of the transverse powertrain axis instead of the typical rear position. Note close-coupled rear seats.

What SAE members said about the Toyota iQ

“A unique fusion of new thinking/design, and packaging a large car into a small one.”

“Toyota engineers reach the aim of making a true four-seat car in 3 m of length.”

“Originality, size, economy, handling, price, friendly with the environment, high technology—the iQ should be delivered all around the world! It’s a great car!”

Toyota iQ Supplier Highlights

Advics Foundation brake hardware

Aisin Transmissions

Bosch Common-rail diesel direct injection

Bridgestone Tires

Daihatsu Gasoline and diesel engines

Denso HVAC

Eberspächer Auxiliary heater for northern markets

KYB Rear hydraulic shock absorbers

NSK Steering column

Showa Front MacPherson struts; steering gear

Sumitomo Wiring harness (60%)

Toyota Boshoku Seating systems

Yazaki Electrical relays; fuse box; wiring harness (40%)

In 1993, he moved to body engineering, mainly designing ex-terior and interior components for a variety of models includ-ing the Yaris and Lexus RX.

Officially, the first letter of the iQ’s name stands for indi-viduality, while at the same time expressing innovation and intelligence. The capital Q stands for quality. It also connotes cube in shape and a cue to new value and lifestyle. To Nakajima, however, the nameplate represents Toyota’s aim “to disprove the conventional fallacy of vehicle size hierarchy that small must be basic.”

A new, dedicated front-wheel-drive platform underpins the iQ. Remarkably, the car’s 2985-mm (117.5-in) overall length is

FeatureVehicle

A winning iQ


800 mm (31.5 in) shorter than the B-segment Yaris. The iQ is 1680 mm (66.1 in) wide, 1500 mm (59 in) tall, and rides on a 2000-mm (78.7-in) wheelbase. Curb weight of the 1.0-L gaso-line-engined model is about 900 kg (1984 lb).

Despite its tiny exterior, the iQ can accommodate four 170-cm (66.9-in) -tall people. Nakajima observed with candor, “With myself—185 cm tall, sitting behind the wheel, I don’t expect a fourth adult to fit in behind me, a small child maybe. On the other side of the cabin, however, two Nakajimas can sit in reasonable comfort. I would personally call this car a 3.5-seater.”

The distance between the passenger-side IP face and the rear-seat hip-point is about the same as the new (larger) Fiat 500 and BMW‘s Mini, according to Nakajima. He cited five

enablers for the iQ’s impressive package efficiency.First, the drivetrain has an “inverted” final drive/differen-

tial unit positioned ahead of the transverse engine-transmis-sion axis instead of the ubiquitous rear position. This arrange-ment pushes the front wheels to the extreme corners of the car. The accelerator pedal position is closer to the front bumper face by 120 mm (4.7 in).

“Apply this to a Yaris and you would have gotten an addi-tional 120 mm of room lengthwise,” noted Nakajima.

Second, to maximize space utilization, steering gear and linkage are positioned higher than the norm, at mid-height of the front suspension struts, with a central gear takeoff.

The third enabler is the flat composite-plastic 32-L (8.4-gal) fuel tank placed under the front-seat floor area. This allows the rear wheels to be located forward.

Fourth, the front seatback is thinner by 40 mm (1.6 in) ver-sus the Yaris’s, providing extra knee space to the rear-seat oc-cupant. The seat employs a conventional urethane foam cush-ion and has an integral head-restraint. Seats are supplied by Toyota kieretsu seating specialist Toyota Boshoku.

The iQ front-passenger seat’s fore-and-aft adjustment range is an extraordinarily long 290 mm (11.4 in). It provides 50 mm (1.9 in) more stroke than the driver’s seat, facilitating ingress and egress as well as seating flexibility. The rear seatbacks are 50:50 split and can be folded flat, enlarging luggage space from an attaché-case size to a 250-L (8.8-ft3) volume, capable of taking two sets of golf clubs. No spare wheel is carried, leav-ing room for a shallow hidden storage bin under the floor.

The fifth enabler, and by far the most significant in terms of space saving, according to Nakajima, is the HVAC unit devel-oped and supplied by Denso. It is the smallest HVAC of any used in Toyota vehicles, occupying a 33.5-L (1.18-ft3) volume versus the Yaris HVAC unit’s 42 L (1.48 ft3). The basic design of the iQ’s system is used in both left- and right-hand drive models, with a blower placed in the upper part of the unit in-stead of the usual passenger foot area.

The iQ’s seating positions are unique for Toyota passenger vehicles, in that the fronts are pushed outward from the car’s centerline, and the rear pair placed inward. The distance be-tween the front-seat hip points is 710 mm (28 in) versus the Yaris’s 660 mm (26 in), and Toyota’s C-segment Auris’s 705 mm (27.7 in). Wider spacing between the front seats allows side-by-side placement of the shift and parking-brake levers. The rear part of the console is eliminated for rear passengers to stretch their legs.

Nakajima is proud of the iQ’s NVH qualities. He said the interior noise bogey was a European D-segment vehicle, add-ing that the iQ’s passengers can carry on normal conversation volume levels through the car’s speed range. The windshield is a sound-insulating type used in Toyota’s luxury cars. Because of the short distance that separates occupants from the rear wheels, more sound absorption materials are applied to critical body parts in the rear. Also, of the iQ’s three engine mounts, the right-side mount is a fluid-filled type, damping noise and vibrations from the powertrain.

Safety first: rear-end airbagThe iQ exterior design was inspired by a conch shell—“Truly nature’s beautiful and geometric creation,” described Nakajima. “Our designers digitized their surfaces and sec-

The Denso HVAC unit was purpose-designed for the iQ. It may be the world’s smallest of its kind in a passenger vehicle.

Chief Engineer Hiroshi Nakajima’s primary bogey with the iQ program was “to disprove the conventional fallacy of vehicle size hierarchy that small must be basic.”


VehicleFeature

tions, applying their marvelous findings to the car’s exterior.”He pointed out that a long inverted triangular bulge on

each corner of the front and rear bumpers are called “protec-tors,” but their true function is to smooth airflow. Nakajima said the car’s drag coefficient is less than 0.30 Cd.

Inside, the Vee-shaped center console was inspired by a manta ray, and the theme is repeated with other interior trim. HVAC controls and display are placed on the center console face in the standard version, with audio control performed by a steering-wheel spoke-mounted switch. An optional GPS navigation system is mounted in a specific taller Vee console. A single swiveling map lamp is another rational and func-tional item in the interior.

The iQ’s body is a conventional welded-steel unibody with high high-tensile steel content—24.9% by mass in the upper body and about 60.8% by mass in the underbody structure. The front side frame members run straight, thanks to the iQ’s unique powertrain configuration that push the wheels further to the front, versus more conventionally kinked front rails ne-cessitated to provide adequate steering lock in a transverse-engine vehicle. The straight side rails are advantageous in structural stiffness and impact-crash-energy absorption.

Crashworthiness was another serious development objec-tive, Nakajima asserted. “Because of the car’s very short length, we used the front-suspension carrying frame as an en-ergy-absorbing member as well as the [car] frame. It is a multi-layer structure designed to absorb energy.”

The iQ is equipped with nine airbags. Since the front-seat occupants are more outboard than normal, the side airbags are

Slight bulges on the front and rear bumper corners serve as aerodynamic enhancements. Inspired by the manta ray, the iQ’s minimalist

central console has only HVAC controls. Audio control is by a steering-wheel push button and IP display. The flat-bottom steering wheel facilitates entry and exit. Side-by-side shifter and parking brake leave rear foot space.

larger and protect upper and lower torsos. The asymmetrical dashboard, with the passenger side further forward than the driver’s, leaves no room for a knee airbag. Toyota’s safety en-gineers devised a unique thigh airbag that inflates on frontal crashes and lifts up and holds the passenger in place.

As for mandatory rear-end collision evaluation, Toyota used an opposing crash vehicle in the two-ton weight catego-ry running into the iQ’s backend to ensure a survival space. Additionally, the car is equipped with a standard rear-end airbag, the first of its kind, housed in the top opening area and deploying downward in case of rear-end collision.

99 g/km CO2 The iQ’s powertrain for the Japanese market is the 1KR-FE three-cylinder DOHC gasoline engine displacing 1.0 L , mated to Toyota’s electronically controlled steel-push-belt Super-CVT. Daihatsu, the Toyota-owned small- and mini-car special-ist, designed and supplies the engine equipped with intake-side VVT-i. Its rated output is 68 PS JIS (50 kW; 67 hp) at 6000 rpm and 90 N·m (66 lb·ft) at 4800 rpm. A floor console-mount-ed switch engages ECO mode, moderating throttle opening and maintaining higher transmission ratios for optimum fuel economy.

Toyota claims a Japanese urban 10/15-mode fuel consump-tion of 23 km/L, and on a slightly more real-life JC08 mode, 21 km/L, the latter equating to about 50 mpg.

For Europe-market iQs, Toyota offers two engine choices: the gasoline 1KR-FE 1.0-L triple with a five-speed manual transmission, or an updated type 1ND-TV common-rail, inline

A winning iQ


four-cylinder turbodiesel displacing 1.36 L. The diesel em-ploys a 1600-bar (23.2-ksi) piezo injector system, a rare feature in small-displacement diesels. It is rated at 66 kW (88.5 hp) at 3400 rpm and 190 N·m (140 lb·ft) at 2000 rpm. The engine is mated to a new six-speed manual transmission with greatly improved shift feel and reduced internal friction.

Either engine satisfies Euro 4 emissions standards. The gas-oline engine version is Toyota’s CO2 emissions champion with a 99 g/km number, Nakajima proclaimed. The diesel model is really a performance car with an outstanding torque-to-vehi-cle-weight ratio. Its CO2 emission level is about on par with the Prius at 106 g/km, according to an engineer.

All iQ models are equipped with equal-length driveshafts from the forward-mounted final drive.

Nakajima stressed his team’s goal for the iQ’s vehicle dy-namics: “Combine low- and mid-speed agility and high-speed stability.”

The car’s packaging is unique on such a short wheelbase. A quick 15.3:1 steering ratio and ample lock ensure agility. Its turning radius, curb to curb, is only 3.9 m (12.8 ft). And it is said to be much more maneuverable than another ultra-short car, the Smart Fortwo.

For stability, Toyota engineers explored and refined the car’s roll-understeer characteristics. A caster angle of 8.3° is about twice as acute as that of the Yaris.

A young chassis engineer told AEI during the iQ’s intro-duction that the front MacPherson strut and rear twist-beam suspension are damped by sturdy twin-tube shock absorbers, the front pair by Showa and the rear by KYB.

“Superior structural stiffness was our target,” the engineer said. “The front shock absorber’s inner rod diameter is about the same as the Lexus RX’s.”

The iQ’s steering is by a column-mounted, electronically

Opel Insignia Supplier Highlights

Behr CRFM

Bosch Common-rail diesel injection; gasoline DI including ECUs; various engine sensors; DVD800 navigation system; body control module

Bridgestone Turanza and Potenza tires

Continental Gauge cluster, displays; airbag ECU and sensors; electric park brake; inertial measurement unit (sensor cluster); brake booster, wheel speed sensor; fuel injectors; knock, cooling, external temp sensors

Cooper-Standard Automotive

Brake lines, fuel and brake bundles; vacuum brake booster lines; dynamic seals

Delphi Hydraulic steering gears, MagnaSteer; hoses and reservoirs; HVAC module, fixed compressor; electrical/electronic distribution (except ECM harness); ultrasonic and inclination sensor and sounder

Eberspächer Startup catalytic converter for 2.8-L gasoline V6; underfloor cat for 2.0- and 2.8-L gasoline engines

Ficosa Auto-transmission shifter trim; surge tank; window-regulator and door-latch cable

Hella Headlamps; combination rear lamps; 3rd stop lamp; seat memory system; pedal sensor; front camera (for traffic sign recognition, lane departure warning); headlamp cleaning device

Mitsubishi Electric Starter motor for HFV6 and FAMB engines

TI Automotive Fuel tank top lines, fuel lines

ZF Clutch; dual mass flywheel; continuous damping control; FlexRide

ZF Lenksysteme Steering column, I-shaft

Second place: Opel/Vauxhall InsigniaGeneral Motors made a big splash last summer when it unveiled the 2009 Opel/Vauxhall Insignia sedan at the British International Motor Show. A five-door Sports Tourer wagon version followed at the Paris show. The aesthetically bold new Insignia replaces the lackluster Vectra and moves GM Europe’s D-segment flagship into decidedly premium territory.

While its exterior form influenced by the GTC concept has been widely lauded within the design community, it is the overall execution of Insignia and GM’s use of the new Global Epsilon architecture that clearly has SAE members singing the car’s praise.

“Most of the [2009 BEV] candidate vehicles are well-engineered based off of existing platforms and providing balanced performance, fuel economy, handling, safety, etc.,” wrote one engineer. “I believe the Opel Insignia does it the best, while being very visually attractive and at a mainstream cost.”

Produced in Russelsheim, the Insignia is available in front- and all-wheel-drive versions. The sedan measures 4830 mm (190.1 in) long over-all—about 220 mm (8.7 in) longer than the Vectra. It is also 150 kg (330 lb) heavier. The new model rides on a 2737-mm (107.8-in) wheelbase.

Insignia’s long technology list includes a Front Camera System (FCS) that can read and memorize road signs; a lane-departure-warning sys-tem; and a new generation of adaptive lighting with nine settings to meet specific road conditions. Engineers also focused on reducing aero-dynamic drag, their efforts resulting in 0.27 Cd on the standard Insignia, 0.26 Cd on the Sports Tourer. This was achieved by adding an under-body panel to minimize turbulence, a closed-off grill, redesigned outside mirrors, and a 10-mm (0.4-in) lower ride height.

Insignia is offered with nine engine choices—five gasoline and four diesel ranging from 82 to 194 kW (110 to 260 hp), all certified to Euro 5 emission standards. The gasoline engines reflect GM Europe’s strategy of downsized cylinder displacements with forced induction. For exam-ple, the new 2.0-L with direct injection is equipped with a twin-scroll turbocharger. It generates 162 kW (220 hp) at 5300 rpm. Peak torque of 350 N·m (258 lb·ft) is on tap between 2000-4000 rpm. Average con-sumption (MVEG) with manual transmission in the Sports Tourer is 8.9 L/100 km. The largest gasoline engine is the 2.8-L turbocharged V6, which produces 194 kW (260 hp).

The lowest CO2 emitter among the Insignia diesel models is the ecoFlex. It combines a 160-hp (119-kW) 2.0-L turbodiesel four with reduced aerodynamic drag to trim fuel consumption and reduce CO2 emissions to below 140 g/km. On the high end, the new 2.0-L CDTI BiTurbo diesel features two-stage turbocharging and closed-loop cylin-der pressure control to minimize engine-out emissions. Pressure sensors integrated in the glow plugs measure combustion pressures as high as 180 bar (2610 psi) in each individual cylinder up to 300,000 times per minute, within a claimed accuracy of 98%.

Insignia’s optional Adaptive 4x4 system equipped with electronic limited slip differential uses sensor inputs from the ESP, steering shaft, and accelerator pedal and a Haldex hydraulic rear clutch to continu-ously adjust drive torque between the front and rear axles as conditions require. Additional chassis smarts are provided by an optional FlexRide mechatronic chassis system. It is claimed to improve vehicle stability and provides real-time, electronically controlled damping via three driver-selected driving modes.


VehicleFeature

Ford F-150 Supplier Highlights

Behr Radiator and condenser for all engine families

Bosch Electronic stability control system; AdvanceTrac, engine control unit; hydraulic solenoid and control unit for auto transmission; fuel injectors; oxygen sensor

Cooper-Standard Automotive

Fuel tank bundle, transmission oil cooler lines; chassis fuel bundle, brake line assemblies; thermal management system; radiator hose and heater hose assemblies; engine emission tubes; engine and transmission mounts, brackets; static and dynamic sealing; various belts and trim

Continental Sync module; smart power distribution junction box; driver seat module; passive antitheft system; brake booster; wheel speed sensors; powertrain control module; electronic throttle body

Dana Ladder frame (dual-sourced with Magna)

Delphi Advanced steering column; fuel delivery modules, purge valves; window lift and multifunction switches; electronic throttle body for 4.6-L 2-V V8

Federal-Mogul Intake and exhaust seats for the 4.6-L; exhaust seats for the 5.4-L; pistons for the 4.6-L 2-V and 3-V V8s

Ficosa Door latch cable

GKN Driveline Electronic limited slip differential

Hella 3rd stop lamp; interior lighting; seat memory system; fuel tank/pump control unit; rain and light sensors

Magna Ladder frame (dual-sourced with Dana)

Meridian Automotive Magnesium radiator aperture

Material Sciences Sound-damping steel panels

Multimatic Tailgate step system

Tenneco Automotive Exhaust muffler

TI Automotive Brake lines

Yazaki North America All wiring; power distribution box

Third place: Ford F-150“It’s a truck that keeps on improving on past design and safety features, and of-fering great useful options,” summarized one SAE member about Ford’s 2009 F-150. Other BEV voters who preferred the F-150 noted the new truck’s signifi-cantly improved fuel efficiency—a top engineering priority of Chief Engineer Matt O’Leary and his 1000-strong development team on the P415 program.

Indeed, the F-150’s SFE (superior fuel efficiency) package delivers an EPA-rated 15 mpg city/21 mpg highway—best-in-class among full-size pickups, while still providing 7500-lb (3402-kg) towing capability. Talk about giving truck buyers the best of both worlds. SFE combines the base 4.6-L three-valve V8, 6R80 six-speed automatic, 3.15:1 final drive ratio, 18-in aluminum wheels, and low-roll-ing-resistance tires.

The package, which is available on SuperCrew XL and XLT short-bed 4x2 models, also benefits from a 6% reduction in aerodynamic drag. Ford claims the new truck’s 0.403 Cd is the lowest in the segment. Average fuel economy across the ’09 F-150 model range is 8-12% greater than in 2007. In development for MY2011 are two new engine options: a 3.5-L EcoBoost turbocharged gasoline V6 and 4.4-L turbodiesel V8.

Ford’s F-series engineering group knows its business and its customers as well as any vehicle development organization in the world. Even though the ’09 F-150 was considered an “evolutionary” step forward, O’Leary noted in an AEI inter-view the many challenges of combining rugged style, superior utility and payload with improved aerodynamics, and incorporating many new customer-delight fea-tures while minimizing mass and cost. Passenger-car engineers often cannot ap-preciate the sheer build complexity of American pickups; O’Leary noted that ex-tensive interviews with truck owners and Ford dealers enabled the P415 team to reduce build complexity from approximately two billion combinations on the pre-vious F-150 to “just” 10 million on the 2009 model.

That significant achievement, along with major mid-program engineering changes (including new sheetmetal), kept O’Leary’s team going at a grueling pace. In the process they exceeded newly raised internal quality targets while reducing the number of physical prototypes by 40% through greater use of virtual tools.

Cost and mass savings were also realized in P415’s new chassis and body structure. The steel ladder frame, dual-sourced from Dana and Magna, is 25 lb (11.3 kg) lighter and 10% stiffer in torsion compared with the previous (P221) frame. This was achieved using hydroformed rails in the fully-boxed frame’s front section, and high-strength (HSS) and ultra-high-strength alloys in the center sec-tion and crossmembers. The rear two-thirds of the frame is HSS, O’Leary said.

Other lightweighting techniques include a cast-magnesium radiator support aperture from Meridian Automotive, hydroformed-steel square tubing in the cab structure, new lightweight steel seat structures developed by Ford’s in-house seat engineering team, and rigorous mass-reduction targets on all interior plastic components.

Ford engineers claim that the chassis and structural mass savings offset mass gained through new standard features such as larger cabs and cargo boxes, side-curtain airbags, power running boards, industry-exclusive Multimatic-sourced tailgate step, retractable box-side steps, stowable bed extender, optional backup camera, various NVH reduction treatments, and a cargo management system. Despite adding literally a truckload of features, the ’09 F-150 is approximately 100 lb (45 kg) lighter than the equivalent ’08 model.

controlled, electric-power-assisted rack-and-pinion system. It is built up with a Showa steering gear and NSK column. As noted, the assembly is mounted high for space utilization.

The gasoline-powered model’s brake system comprises front 14-in (356-mm) ventilated discs and rear 180-mm (7-in) diameter drum brakes, sup-plied by Advics, an Aisin affliate. Toyota’s vehicle stability control (VSC) system is standard as well as EBD and ABS. For Europe, rear disc brakes are specified with the diesel model and are optional with the gasoline version. Advics also supplies that brake system.

The Japanese model is fitted with Bridgestone’s Ecopia low-rolling-resistance tires of 165/65R15 size. The European model may likely use the brand’s B250 tire that employs “Donut” construction.

The iQ is manufactured in the Takaoka factory, the home of Yaris, Corolla, and Scion xD. Because of its unique size and proportion, Nakajima said that no other factory could accommodate the car. Currently, there is no plan to either sell or build the iQ in the U.S., although the company has been gaug-ing customer interest. aei


Engine designers have been challenged to deliver more power with less engine displacement while also saving fuel and reducing emissions. Foremost among the tools they are using are the sensors that provide input for electronic con-trol units.

There has been huge growth in sensing over the past few years as engine designers attempt to boost engine power with-out altering any other parameters. Given the wide range of engine sensing technologies used today, the increase in sensor usage is hard to quantify. But it is significant.

“It depends on the technology you’re using, but we’ve probably seen a 25% increase in sensors,” said Ken Kridner, Engine Management System Manager at General Motors. “When you get into cam phasing and cylinder deactivation, you see a significant increase in the number of sensors.”

In pressure-sensing alone, growth should average 6% an-nually over the next five years, according to iSuppli Senior Analyst Richard Dixon. That means shipments will hit nearly 200 million by 2013.

Engine upgrade

With displacements headed downward but output expectations undiminished, evolving sensor technologies and strategies are helping to give a boost to engine performance, efficiency, and emissions.

by Terry Costlow

Improved sensors let General Motors’ 3.6-L V6 employ direct injection and variable valve timing to improve efficiency.


Electronics | PowertrainFeature

Denso’s cam-crank sensor has evolved to address the needs of start-stop engines.

Sensors move into a virtual world It has usually been the rule that monitoring another parameter meant adding another sensor. The advent of virtual sensing has changed that.

Clever engineers are increasingly using input from a couple sen-sors to monitor a third parameter. That saves component costs and complexity, adding only the code needed to determine the additional parameter.

This technique is already seeing use in production. For example, the first E85 vehicles had an ethanol sensor, but General Motors has largely eliminated that part.

“The majority of E85 vehicles have virtual ethanol sensors,” said Ken Kridner, Engine Management System Manager at GM. “We look at the air/fuel mix and detect it based on the oxygen sensor.”

Many virtual-sensing applications are in critical aspects of vehicle operation. Ethanol sensing impacts both fuel consumption and emis-sions. Other sensors are being used to virtually monitor other aspects of emissions control.

Increasingly, exhaust stream components such as NOx (oxides of nitrogen) and CO (carbon monoxide) may be predicted using sensors in others parts of the system. Virtual sensing is also being used to yield more information on oil properties.

“By referencing a lookup table resident in the EEPROM of a pres-sure transducer, we may be able to determine oil temperature rela-tive to a specific lubricant when we know the media’s pressure,” said Steve Smith, Transportation Sales Director at Custom Sensors & Technologies. Sometimes, these virtual-sensing systems must cross-reference engine speed (rpm) and barometric pressure, which deter-mines the altitude of the vehicle, he added.

Terry Costlow

Many of the sensors used to provide more input are microelectromechanical systems (MEMS). These solid-state parts measure a range of parameters. Sometimes, MEMS sensors improve performance over alternatives; other times they make it possible to develop new systems. To do that, sensors are getting smaller, faster, and more precise.

Features such as variable valve tim-ing, cylinder deactivation, and gasoline direct injection all rely on sensors that provide accurate information that is up-dated at high speeds. The components measure temperature, pressure, position, and a range of other parameters that let engines run at very high precision.

Hybrid systems have their own set of sensors, independent from their related gasoline engines. However, even the

GM’s 3.6-L engine uses an oxygen sensor to determine the level of ethanol in fuel.

simplest hybrid systems can impact en-gine sensors. In start-stop systems, crank sensors must include a reverse detection function.

“Sometimes when the vehicle rolls back, the crank will change positions, so the crank sensor needs to see how much it’s rolled back so the engine can have a seamless start,” said Dan Sweeny, Powertrain Engineering Director at Denso.

Focusing on accuracy Sensors let engineers more precisely control every aspect of engine activity, helping these designers tweak existing systems and add new functions. Minor improvements in a few basic operations such as fuel injection can together add up to a solid improvement.

Coupled with new functions such as variable valve timing and cylinder deac-tivation, these electronic systems will be

Engine upgrade


bution,” Kridner said. “There’s a lot of design effort up front so you optimize the system.”

Advanced electronics now make it viable to use different technologies. Conventional Hall Effect sensors were used in turbos for years, but they are now being displaced as alternatives pro-vide improved performance at effective price points.

For example, contactless inductive sensors provide more accuracy in turbos even when temperatures rise. That gives them an edge over Hall Effect sensors, which “drift” when they get hot.

“The more precisely the turbo system can control airflow to the engine, the better the fuel economy,” said Mark Brainard, Vice President of Program Management for Hella Electronics Corp. “Small imprecisions can lead to large losses in fuel economy.”

Advances in hardware are not the only factors in improved performance. Engineers are making big strides in soft-ware, using it to adjust for changes in temperature, time, and other param-eters that alter sensor performance.

“There are effects that can delay the response of a sensor or alter its accu-racy,” Kridner said. “We can adjust for that in software.”

Software can also be used to enhance the performance of sensors that have a long track record and the low cost usu-ally associated with long timeframes. Modern programming techniques and improved tools make it possible to do more filtering and compensation, effec-tively improving accuracy.

“Lambda sensors have been in use for decades already,” said Kristoff Coddens, Sensor Business Unit Manager at Melexis. “More sophisti-cated control algorithms and improve-ments in the sensor performance lead to more efficient and cleaner engines.”

Though there is a trend to higher accuracy, automotive engineers always need to balance their goals of improving performance with the need to keep costs down. In newer applications, perfor-

Inside job: sensors move into cylinders One way to get the utmost in precision is to place sensors right in the middle of the activity they are observing. That is simple for jobs like airflow, but it is extremely difficult when engineers want to place sensors deep inside the engine.

These sensors are small silicon chips, which is both good and bad. Small size makes it easier to embed them in cylinders. But silicon is fragile, so it has to be protected from high temperatures and harsh materials like gasoline.

Those are big challenges slowing the adoption of in-cylinder sensing, which will provide exacting detail on engine operation. The sensor provides a feedback loop on the combustion process, which positively impacts both emissions and efficiency,” said Kristoff Coddens, Sensor Business Unit Manager at Melexis.

Along with size and ruggedness, sensors for this application must be fast enough to follow combustion-process dynamics. They are already seeing use in diesels, where sen-sors are integrated into glow plugs. There is optimism that they will migrate to gasoline before long.

“Cylinder-pressure sensing is likely to become a mainstream technology in the near future,” Coddens said. “It is currently being offered on high-end auto-combustion en-gines with glow plugs. The next step will be to offer the sensor as a standalone device on gasoline engines.”

This probably will not occur overnight. Observers note that it will be a while before this new advance is proven effective enough for widespread use.

“It looks like the Holy Grail, in cylinder pressure and temperature sensors, [both] becoming a reality outside the lab,” said Dave Monk, Automotive Sensors Product Manager at Freescale Semiconductor. “The industry’s looking at parts that may see use in five to seven years.”

Some note that, to improve ruggedness, engineers may have to turn to silicon-on-insulator, silicon gallium arsenide, or other alternatives. “In-cylinder sensors may not even be the same type of material; they may be something besides silicon to get to the temperature needed and to meet corrosion levels,” Monk said.

Terry Costlow

Hella’s contactless inductive position sensor help turbos run more efficiently.

critical elements in the drive to meet new fuel efficiency standards. Deploying these sensors in systems that set new levels of accuracy is no simple task.

The sensors must be included early in the design. That’s a shift from past

systems, where sensors could often be added fairly late in the development process.

“With something like a crankshaft-position sensor, which is critical input, accuracy is very important because you need to control the spark and fuel distri-


Electronics | PowertrainFeature

Freescale offers an array of sensors so engine designers can monitor a range of parameters.

Accuracy and cost will always be tradeoffs in sensors, said Freescale’s Dave Monk.

mance may win out, but in more mature designs, cost cutting reigns supreme.

“In manifold absolute pressure and barometric absolute pressure that are commoditized, the number one factor is cost,” said Dave Monk, Automotive Sensors Product Manager at Freescale Semiconductor. “Customers will back away from accuracy if there’s a signifi-cant cost benefit.”

The more the merrierThough engineers want more and more input, they do not want more and more sensor packages. As with most aspects of electronics, there is a push to inte-grate multiple sensors in a single pack-age, a technique commonly called sen-sor fusion.

“We’re trying to combine as many as possible into one component,” Kridner said. “If you need to understand the pressure and temperature of a fluid, you’d like to combine both sensors into one device to reduce space.”

Though it is quite common to com-bine sensors for measuring parameters such as temperature and pressure, that combination is not always the best way to go. Discrete components sometimes offer more flexibility and lower costs.

“Although it is attractive from a con-ceptual standpoint, there are quite some hurdles for a large-scale adoption of sensor fusion. The associated network-ing costs often outweigh the cost of a standalone sensor,” Coddens said.

Smarter packagesA growing number of companies are adding a bit of intelligence to packages. Adding even a small amount of process-ing power brings a number of benefits. One is that network wiring can be used.

“We want to use more smart sensors to reduce the number of wires,” Kridner said. “By increasing intelligence on a sensor, we can combine two or three wires.”

This intelligence, often an ASIC (ap-plication-specific integrated circuit) with a minimal amount of processing

power, also makes it simpler to improve precision. The processor can analyze the input and prepare digital data so the controller is working with precise infor-mation. Adding these chips is one of the critical steps that let engineers add new functions.

“For variable valve timing, we use a magnetoresistive element with an IC integrated in the sensor,” Sweeny said. “That gives you more precision. When you put the chip that does the analysis close to the source, you don’t lose as much.”

Typically, adding intelligence does not alter the package size. However,

there are some applications where logic devices will not fit. There are also areas where logic chips cannot be used.

“Exhaust sensors operate in very-high-temperature environments. At around 150°C, the transistors stop work-ing,” Sweeny said. MEMS sensors are also made of silicon, but they do not have transistors, so they are more heat resistant. aei

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technologyreport

MCE-5 Development, based in France, displayed a Peugeot 407 in the Green Pavilion at the Geneva Show powered by an engine equipped with its variable-compression-ratio four-stroke engine technology, which the company calls VCRi (Variable Compression Ratio, intelli-gent).

Figures provided by the company suggest that, from

the 1484-cm³ gasoline engine, equipped with two-stage tur-bocharging, variable valv e tim-ing, and a compression ratio that can be varied between 6.0:1 and 15.0:1, maximum power output is 217 hp (160 kW) between 4000 and 5000 rpm and maximum torque 420 N·m (310 lb·ft) at 1500 rpm. The compression ratio can be varied independently for each cylinder.

In European testing, the company quotes combined-cycle fuel consumption of 6.7 L/100 km and has a target of less than 6.0 L/100 km for 2010, when the system will be applied to a direct-injection gasoline engine.

The technology was in-vented by Vianney Rabhi, cur-rently head of strategy and development at the company. “It is based on a gear trans-

mission system,” Rabhi ex-plained to AEI. “Normally you have a piston, a rod, and a crankshaft. Here we have a piston, two racks, a wheel, a rod, and a crankshaft, so you have three new parts in the engine.” Rabhi also claims that the system reduces inter-nal friction.

The engine will support HCCI strategies. “HCCI and all lean-burn strategies are served,” said Rabhi. “The brake specific fuel consump-tion (BSFC) map has to be considered as an intermediate one because we work on the combustion chamber at the moment. We have improve-ments to make in the com-bustion chamber geometry.”

The variable-valve-timing system reduces the valve over-lap in high-compression mode because less overlap is need-ed, said Mr. Rabhi. It also re-moves the potential for con-tact between valves and the piston crown. But as Mr. Rabhi pointed out, the ideal situation would be to provide variable valve lift, but such a system is not yet available for the VCRi system.

Compression is varied by altering the height of a sec-ondary piston, which moves vertically in a chamber parallel to the drive piston. The height is altered hydraulically. The secondary piston is attached to a rack, which engages the teeth of a gearwheel whose pivot point is the “small end,” attached to the top bearing of the connecting rod. Gear teeth on the opposite side of the wheel engage on a sec-ond rack attached to the bot-

Powertrain

MCE-5 VCRi engine offers high output in small package

VCRi can vary the compression ratio from 6.0:1 to 15.0:1 by raising and lowering the drive piston in the cylinder bore.

technology report

aei-online.org

tom of the drive piston. This rack has a finer rack on its opposite face, which engages a small gear wheel; the rack moves up and down against the small gear wheel transmit-ting the piston’s motion to the crankshaft via the large gear-wheel and connecting rod. As the secondary piston moves down, the large gearwheel pivots around the small end, causing the drive piston to rise in the bore, raising the com-pression ratio. As the second-

The essential components of the VCRi system include the large gear wheel and the two racks which can alter the height of the drive piston to vary the compression ratio.

ary piston moves up, the drive piston is lowered in the bore and the compression ratio is reduced.

MCE-5 Development has over 60 technical partners and expects investment in research and development to exceed €44 million in 2009.

John Kendall

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Powertrain

Lotus begins tests on VCR two-stroke away from the head, said Turner. “The puck doesn’t move cyclically, but it can be moved across a very big range. Theoretically, the en-gine can vary the compression ratio between 8.0:1 to nearly 50.0:1.

“The two-stroke is the so-lution people reach for when they need high fuel economy, because the friction is a lot lower,” continued Turner. “With a spark-ignition engine, fundamentally you have to control the air mass entering the cylinder as well as the fuel mass; the two stroke doesn’t suffer from throttling loss. What you need to have with a two-stroke is a means of con-trolling its emissions well enough because it cannot run stoichiometrically; it cannot run a three-way catalyst be-cause you have excess air. You can have a catalyst to control CO and HC, but you can’t have a catalyst to control NOx as easily, so you want to gen-erate as little as possible even if you have NOx aftertreat-ment. So you run it essentially in HCCI (homogenous charge compression ignition) mode.”

The charge trapping valve is a mechanism that continu-ously varies the opening point of the valve, explained Turner. “We can control the closing point via this mechanism and that allows us to trap more or less exhaust gas in the cylin-der, so we trap the retained heat and residuals in the cylin-der with a controllable mech-anism. That will influence the compression ratio, but the point here is that we have a completely independent, very wide range compression ratio adjustment. Theoretically, we should get low NOx.”

The project is really about

The Lotus Omnivore test engine has the potential to improve efficiency using renewable fuels by varying the compression ratio.

Lotus unveiled its latest Omnivore prototype engine at Geneva, a turbocharged, vari-able-compression, wet sump, two-stroke unit designed to improve engine efficiency while operating on a range of renewable or gasoline fuels. Lotus is about to commission the testing program. The Omnivore draws on experi-ence from an earlier Lotus project.

The monoblock eliminates a separate cylin der head. “The Omnivore is a piston-ported two-stroke with a modified exhaust valve,” Jamie Turner, Chief Engineer of Powertrain Research at Lotus told AEI. The engine uses the Orbital FlexDI direct-injection system, using compressed air to inject the fuel. “That is entirely vali-

dated and in mass production in outboard engines, so it’s every bit as durable and reli-able as you would need in an automotive engine,” contin-ued Turner.

The monoblock comprises the transfer ports arranged at the bottom, the exhaust charge trapping valve, and the “puck,” which is the key to the variable compression ratio (VCR). Without the valvetrain at the top of the engine, the mechanism can move the puck up and down at the top of the cylinder, thereby vary-ing the compression ratio. The puck can hold both injector and spark plug, although the test variant on display had the injector positioned to one side.

“The puck can be driven in

and out very simply via the sim-ple mechanism on the top,” said Turner. “The mechanism has an eccentric arrangement that just moves the puck up and down under a stepper motor control.”

The system designed so far is made from proprietary compo-nents, explained Turner. “We wanted to have the authority to move the puck against full cylin-der pressure. That probably won’t be needed in a produc-tion version, so everything would be very slimmed down, and in actual fact you could get all the VCR mechanism onto something the same height as anything else on the engine. So we would expect the engine to be slightly lower than a four-stroke.”

The VCR two-stroke allows the gas exchange to be moved


Omnivore monoblock shows the open cylinder bore where the variable compression ratio puck is fitted. The injector is fitted top right.

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improving the combustion and getting better thermal efficiency, overlaid with renewable alcohol fuels, added Turner. “You can get better efficiency on the al-cohol fuels now because you’ve got con-trol of the one thing you’d like to change anyway. So theoretically you can increase the proportion of vehicle miles traveled on an alternative fuel, which of course helps to displace fossil carbon.”

Lotus is running the Omnivore pro-gram in collaboration with Queen’s University Belfast and Orbital Corp. of Australia. Sponsorship has been made available through the UK Government Renewable Materials LINK program.

John Kendall

AVL Turbo Hybrid: Clear advantages in high fuel efficiency, cost reduction and outstanding driving funDue to legislative, social, environmental and economic reasons, fuel consumption and CO2 emissions are the key challenges for the automotive industry on the road to sustainability. For all vehicle classes, this has to be achieved but there has to be focus upon customers expectations regarding drivability and fun to drive. If two vehicles show similar fuel consumption, in most cases the one which offers more fun to drive & comfort will be purchased.

A detailed analysis of the fuel economy potential offered by hybridization of a gasoline engine shows that shifting of operating points of the engine is one main effect. The “classical” hybrid functions (regenerative braking, stop/start) have less potential but can be gained only by a hybrid system. Consequently the overall powertrain has to be optimized in order to achieve maximum fuel efficiency.

Downsizing of the engine with turbo-charging and down-speeding by wide ratio spread and optimized final drive ratio leads to a tremendous increase in fuel efficiency. The impact on drivability due to these measures is compensated or even over-compensated by the additional usage of an electric drive. In order to maintain sufficient battery charge, to allow the torque support from the e-drive, AVL has developed and patented a unique strategy to guarantee sufficient battery charge. Energy needed for support at low engine speeds is gained back at higher speeds by using the over-boost capability of the turbo-charged combustion engine. Also under full load conditions a charging of the battery is possible, resulting in the Turbo-Hybrid.

AVL developed the Turbo-Hybrid powertrain in a BMW 3-series demonstrator vehicle in cooperation with Bosch and LUK. In comparison to a reference vehicle, a fuel consumption reduction in the New European Driving Cycle of 10% has been demonstrated with an improvement in the overall driving performance and fun to drive. The strategy of recharging the battery through engine over-boost operation has been successfully demonstrated on the test track and in real life operation. There is also an overall lower drive train cost and a better cost benefit ratio compared to other hybrid systems, through minor engine cost increase and reduced costs for the electric components.

www.avl.com/turbohybrid

AVL Contacts:USJerry KlarrDirector, Hybrid Applications Email: [email protected]

EUKlaus-Peter ZeyenProduct Manager Hybrid & Electric VehiclesEmail: [email protected]



technology report


The battle for better battery technology is far from over, and one of the central chal-lenges now is to achieve man-ufacturing consistency. “When you have 120 cells, each has to perform to the required level,” said Neville Jackson, Group Technology Director of Ricardo. “If one goes down, it could ruin the pack. But at present, battery manufacturers struggle to get repeatable, consistent perfor-mance and quality in a vol-ume product suitable to pow-er electric cars.”

Jackson said the problem centers on detail differences between batteries, how they are manufactured, and the chemistries involved. “There is a struggle to get repeatable, consistent performance and quality in volume production. To achieve that consistency requires large investment—and that leads to a more ex-pensive product,” he said.

The challenge of electric cars is one of the areas being tackled at Ricardo’s newly es-tablished Battery Systems Development Center in Detroit and at the Sir Harry Ricardo Innovation & Sustainable Transport Centre, Shoreham Technical Centre, U.K., the latter of which is part of a $9 million invest-ment by the company in the R&D of clean, sustainable transport and associated tech-nologies. Globally, Ricardo is investing more than $40 mil-lion in a rolling three-year pro-gram at its international tech-nical centers.

The new Detroit facility will enable the company to test and develop batteries under more arduous conditions than would be possible via in-vehi-cle testing. Work there will also focus on improving the

effectiveness of the develop-ment cycle for new battery-based technologies, innova-tions, and products. The facil-ity, said Ricardo Inc. President Dean Harlow, will be “among the industry’s most complete battery development and sys-tem integration facilities, working with a wide range of customers from cell suppliers to the Tier 1s and OEMs on battery systems for hybrid and electric vehicles.”

The Center is the focal point of Ricardo’s design, analysis, simulation, and inte-gration of advanced high-power battery packs and their electronic management sys-tems. Combined with the company’s expertise in the development of electronic controls, hybrid transmissions,

and vehicle systems, it gives Ricardo the capability of pro-viding fully integrated, turn-key battery systems, the com-pany says.

But despite possible bat-tery and electric-vehicle tech-nology advances, Group Technology Director Jackson feels that pure-electric ve-hicles will be limited to city use and will not likely offer a transport solution for general use. “Those with city vehicles will probably need more than just an electric car,” he said. “So the question remains: Do we have more vehicles with different utilities or an all-utili-ty vehicle that has variable uses—and is, therefore, a compromise?”

Stuart Birch

Energy/Environment

A hard look at batteries

Ricardo CEO Dave Shemmans explains the operation of a highly efficient micro-combined heat and power system based on a Stirling Engine to HRH The Duke of York at the opening of the Sir Harry Ricardo Innovation & Sustainable Transport Centre.

The Battery Systems Development Center in Detroit is the focal point of Ricardo’s design, analysis, simulation, and integration of advanced high-power battery packs and their electronic management systems.

Electronics

New consortium focuses on infotainment software Efforts to unify software inter-faces and reduce costs continue to gain steam. The latest effort focuses on infotainment, using open-source software tech-niques supported by a number of major vendors.

The GENIVI Alliance was formed to develop an open-source in-vehicle infotainment (IVI) reference platform. Major automotive, consumer electron-ics, communications, and appli-cation development companies hope to reduce time to market and total cost of ownership.

Founding members are BMW Group, Delphi, General Motors, Intel, Magneti Marelli, PSA Peugeot Citroën, Visteon, and Wind River. They are collaborating to create a common software architecture that is scalable across product lines and generations.

That could shorten automo-tive develo pment cycles, bring-ing them closer to the life cycle of consumer devices. A related goal is to accelerate the imple-mentation of telematics and connected services.

If the alliance effort proves successful, it will make open-source software a critical factor in head-unit designs. Those head units need to interact with a mix of rapidly-changing con-sumer products like MP3 play-ers. They must also handle tele-matics connections that are like-ly to change continuously over the lifetime of the vehicle.

Consortium members feel that Linux is a solid software base for their adaptable soft-ware. That could mark a turning point for the open-source oper-

technology report


ating system, which has got-ten much interest from the auto industry but so far seen little in production.

The GENIVI reference de-sign consists of Linux-based core services, middleware, and open application layer inter-faces. This platform provides a base for automakers and sup-pliers to add differentiated products and services that in-clude music, news, Internet and multimedia, interactive navigation, and telephony.

“Having a common refer-ence platform will be critical for the greater auto ecosys-tem in developing innovative and sophisticated in-car enter-tainment applications,” said Hans-Georg Frischkorn, Executive Director of Global Electrical Systems, Controls and Software at GM.

Linux may become the base for infotainment systems from Delphi and other GENIVI consortium members.

The first technical deliver-able, a prototype that uses Intel’s Atom processor and Wind River Linux, will be out

this summer. This reference implementation will be made available as open source code.

Terry Costlow

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The USB interface is being rapidly adopted by automak-ers who like its universality, but the consumer interface is about to change. A faster ver-sion is moving into produc-tion, underscoring the diffi-culty of matching automotive design cycles with rapidly changing consumer technolo-gies.

The USB Implementers Forum has completed an up-grade called SuperSpeed USB, which moves data at 5 Gbits/s. That is well above the 480 Mbits/s for the High Speed USB links now in widespread use. First silicon for the stan-dard, completed in November, should ship in the third quar-ter.

The advance comes just as automakers are deploying the standard, which now ships in 2 billion per year quantities, to connect consumer products to vehicles. iSuppli Corp. pre-dicts that a third of all avail-able vehicle models will offer USB interface options this year, up from 16% in 2008.

However, the emergence of SuperSpeed USB will force automakers to decide wheth-er to design-in a very high-performance version that is more costly or employ the

commodity standard now and then migrate when advances throughout the consumer in-dustry create more demand for SuperSpeed USB. Proponents say the latter course may be best.

“The design phase for au-tomakers is long,” said Jeff Ravenscroft, President of the USB Implementers Forum. “It

may make sense for some of them to go directly to SuperSpeed.”

The new spec could be particularly attractive to con-sumers who want to bring video or lots of audio into a vehicle. The time savings are minor for files smaller than a gigabyte, but they become increasingly better as volumes rise.

“When you bring some-thing into a car, having high data rates for video or audio lets you play or simply move files quickly,” Ravenscroft said. “Downloading a 5-GB movie using USB 2.0 takes 14 to 15 min. With SuperSpeed, it will take 16 or 17 s.”

The trend toward high-definition video will also cre-ate more demand for a high-speed connection for portable products. As navigation sys-tems, video games, and mov-

ies all migrate to more realistic images, consumers will be bringing larger files into ve-hicles.

“Today, automotive screens are good, but they’re low reso-lution,” Ravenscroft said. “Going forward five years, people are going to want high-definition content, especially for rear-seat entertainment.”

SuperSpeed USB has ben-efits beyond its basic speed enhancement. It communi-cates bidirectionally at the peak rate, effectively doubling throughput in the few in-stances when there is heavy data flow going in both direc-tions.

“We’ve added five wires: two transmit, two receive, and one ground,” Ravenscroft said.

It also reduces power con-sumption to take some pres-sure off the vehicle’s electrical system. The host waits for slave devices to tell it they have data to deliver. When there is no communication, devices can conserve power in sleep modes. That is more efficient than with current versions that require the host to poll all USB devices every cycle.

Terry Costlow

Electronics

SuperSpeed USB on tap for cars?

As files get larger, Super Speed USB moves them faster.

Testing

Customized test rigs used for in-development technologyA suspension supplier took the customization route to obtain a comprehensive apparatus for testing and verifying in-develop-ment technology for passenger vehicles.

“The typical shock absorber dynamometer rig is capable of only displacing the damper. In our active air systems, the damper and the variable spring rate air suspension is a single unit. Our system incorporates the controls to make adjust-ments to the air system pres-sures on-the-fly while evaluating the damper,” explained Brian Saylor, Manager of ArvinMeritor’s Vehicle Dynamics Technology Center.

Because ArvinMeritor’s Active Air Suspension (AAS) system is unlike anything on the market today, “there has never been anything designed to test and develop this sort of product,” said Saylor, who adds that the test rig’s custom controls “allow us to test an infinitely variable spring rate easily.”

A component test bench can run the AAS module without the presence of the electronic con-trol unit, and it can control pres-sures within the air spring and piston based on force and pres-sure. An external input into the spring module can be generated via load or displacement.

“The test bench and support-ing equipment is capable of measuring the response time of all components in the system and the system itself. Response rates are as fast as 80 ms for full inflation, and the response rate for partial adjustments is even quicker. In addition, batch tests

technology report


The ArvinMeritor-designed Active Air Suspension test bench is designed to measure pressure and spring-rate response times under a variety of load and input conditions to determine performance characteristics.

can be run to generate design of experiments data,” noted Jeff Lloyd, Advanced Chassis Engineering Team Leader for

ArvinMeritor.Testing and development

work on the AAS system has been under way for about

two years. End of 2008 test-ing involves “validating dura-bility, all-weather perfor-mance, and NVH performance

on select vehicle-specific ap-plications to meet the start of production requirement of 2011,” said Lloyd.

ArvinMeritor’s Jim Keane stands near an adaptive damping flow test bench that tests adaptive damper valves at various flow rates for performance characteristics and durability.

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ArvinMeritor also devel-oped a customized testing rig for its adaptive damping tech-nology. “For valve develop-ment, we wanted a flow bench that could be operated bi-directionally so we could evaluate compression and rebound in the same test set-up. It was important to be able to measure accurately high flow rates up to 80 L/min and low flow rates less than 2 L/min. In addition, we wanted the ability to have servo-con-trol over the valve environ-ment via pressure and flow control so we could properly characterize and evaluate the valve performance over a wide range of parameters,” explained Jim Keane, Advanced Chassis Engineering Team Leader for ArvinMeritor.

The supplier’s Adaptive Damping technology goes into production in early 2009 for an off-highway seat sus-pension application. Testing for adaptive damping, AAS, and other advanced products is done at ArvinMeritor’s Vehicle Dynamics Technology Center in Troy, MI. “We look at our testing capabilities as an advantage over other com-panies,” said Saylor.

Developing customized test rigs for advanced prod-ucts is definitely common at ArvinMeritor. “For products that are unique to the testing environment, we will start with a rig that is close and make the necessary modifica-tions. If nothing is close, then we can design the test rig 100% to fit our needs,” said Saylor.

Kami Buchholz

Simulation

Efficient tools and processes deliver smooth 2009 Ram launch

The on-schedule manufacturing launch of the all-new 2009 Dodge Ram at the Warren Truck Assembly Plant went smoothly with comparatively fewer engineering changes, meeting cost and technical targets.

Despite troubled times, engi-neers are more dedicated than ever to designing and launch-ing new vehicles efficiently with high quality. Maybe the 2009 Dodge Ram 1500 pro-gram has some lessons to of-fer. As one of the most impor-tant programs in the Dodge lineup, the pressure was high. It launched on time and with better quality than programs of similar size, according to the current chief engineer. How did they do it?

What helped were new tools added to the basic Chrysler Development System (CDS) repertoire. This included complete adoption of CATIA V5 along with ex-tensive use of Knowledge Based Engineering (KBE) tools. Limiting the complexity of the architecture was also impor-tant, a key lesson in today’s challenging environment.

The 2009 Ram was the first program designed entirely on CATIA V5 from Dassault Systèmes. “Although CATIA V5 has been around for a while, this was the first pro-gram that used it for all de-signs, even those from our suppliers,” said Michael Cairns, current Chief Engineer for the Ram product line. “This decision without ques-tion [helped us meet] our timeline as well as improve efficiency.” To him, the more comprehensive solid model base in V5 made CAE, such as FEA, more efficient. The result was a well-integrated design. “When we built our first ‘skin’ prototypes, everything fit to-gether,” said Cairns. Skin pro-totypes are typically built after all parts are released by engi-neering. They are used to test the design intent of the entire

vehicle. Occurring about a year before launch, problems with these prototypes can mean disastrous missed schedules and cost overruns if expensive hard tools need to be changed. Speaking from his over 25 years of experi-ence, Cairns notes that using CAD in general, and all de-signs created from the same CAD system in particular, sim-plifies everything. “It used to take us months just to sort out the design mistakes, quite frankly. Those [problems] are gone because the models tell the story.”

As well as adopting CATIA V5, Chrysler also invested heavily in the Knowledgeware KBE tool supplied by Dassault. Chrysler uses it to standardize how engineers meet today’s myriad of regulatory and mar-ket demands while incorpo-rating best practices in design. “Chrysler started working with Dassault’s CATIA V5 very early, and KBE was a corner-stone of their strategy,” said Bob Brinchek, Automotive Marketing Manager for

Dassault. “The Knowledgeware capabilities and the design automation capabilities [were recognized] as a huge productivity en-hancer.” KBE as a project was first instituted about a decade ago in the body engineering groups. While the framework is supplied by Dassault, it is the knowledge stored that is the key enabler for efficiency, according to Cairns.

Cairns believes the KBE tools contributed to a disci-plined, quality execution on the 2009 Ram. Describing one automatic template technol-ogy as morphing, they are able to take an existing com-plex model—such as a body-side aperture, door, door trim, and window glass—and make a design change to one part that transforms the entire sys-tem. This includes regenerat-ing finite-element meshes. “Without question [this con-tributed to a faster, more ef-ficient] program. The body-side [design] especially,” said Cairns. He describes this as especially useful for the Ram

technology report


The blending of advanced engineering simulations with human insight and passion offers a way to deliver new vehicle programs more efficiently. (Dassault Systemes)

pickup, with its standard cab, crew cab, regular cab, and quad cab variants. “While oversimplifying a bit, it is al-most as simple as ‘hitting a button’ to reflect one change in all four models. It resulted in a huge savings in design work while improving qual-ity.” KBE also contributes to standardization and common-ality of parts across platforms.

Finally, a key decision in the program was to limit com-plexity. Limiting options re-duces product combinations, thereby reducing design and testing. Manufacturing likes it because it reduces cost in the assembly plant. Cairns com-pares the build/option com-plexity in body style, weight, and powertrain permutations of the 2009 Ram 1500 as roughly comparable to the Toyota Tundra and approxi-mately four times less than similar offerings from General Motors or Ford. “The ‘09 Ram program benefited di-rectly from not having to en-gineer and qualify as many build combinations, reducing overall workload,” said Cairns. “The lowered build

combos led to less last-minute changes, which helped the team focus on launching, rather than product changes, during the critical final months prior to V1 [the launch of product].”

So how well did it come together at the end? A useful metric for comparison is the number of late engineering changes required. These are changes required after a part is released and supposedly frozen. “Compared to other programs of a similar magni-tude, we had half the number of late engineering design changes,” claimed Cairns. “Really, this program was on track the whole way. We met every gate [with containable

problems], suppliers were se-lected on time and came through with their designs, our finances were on track. We met our launch date with quality vehicles.”

Though process and tools are important, the personal touch cannot be underesti-mated. “While a structured process like CDS and tools like KBE are important, I don’t want to underestimate the passion that is required to execute a program well,” ex-plained Cairns. “You can have the best process in the world, but if you don’t have people with passion behind it, it does not work.”

Bruce Morey

Interiors

TRW’s active head restraint shortens response time Head restraints were one of the first passive safety systems in 1969, but they’re now be-coming a tool for automakers that employ active safety sys-tems. TRW Automotive is entering this growing market with a head-restraint system said to be faster and less com-plicated than competitors’.

Conventional head re-straints have reduced the inci-dence of whiplash, but they’re often not adjusted properly to reduce injury during rear-end collisions. In recent years, a number of companies have begun offering restraints that move forward during acci-dents to better stabilize the passenger’s head.

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technology report


This movement lets seat designers put the restraint far enough away from the driver’s or passenger’s head to be comfortable while still mini-mizing the amount of head movement. Automakers are increasingly deploying them, partially in response to man-dates from agencies and orga-nizations including NHTSA, the Insurance Institute for Highway Safety, and Europe’s New Car Assessment Program.

TRW Vehicle Safety Systems Inc. is the latest en-trant, unveiling an electrome-chanical system that it claims is faster, lighter, and simpler than units now on the mar-ket. TRW predicts that electro-mechanical systems will see more use than electronic ones, largely because elec-tronic systems use small pyro-technics to move the restraint so they must be taken to deal-ers after deployment.

Most electromechanical systems use solenoids to trig-ger springs that move the re-straint. These springs can eas-ily be reset, usually by car owners. As more systems hit the market, response time will be a key differentiator.

“Our system is five to ten milliseconds faster, which is a lot given that the whole event is only 50 to 60 milliseconds,” said Charlie Steffens, Safety Systems Technology Director at TRW Occupant Safety Systems. The full time period is comparable to airbag de-ployment, he noted.

That sequence begins when crash sensors are acti-vated and send a signal, which typically takes 10 to 15 ms. Then the solenoid is trig-gered, which generally takes 10 to 20 ms, depending on the system.

“We trigger in seven to eight milliseconds,” Steffens said. The actual movement of the head restraint consumes the remaining 30 to 40 ms.

TRW’s proprietary design incorporates techniques used in the basic seatbelt latches. That mechanism is employed after the solenoid is triggered and a spring extends the module.

“When the head hits the module and tries to push it back, the mechanism locks into position, much like lock-ing a seatbelt in place,” Steffens said.

Once the accident is over, drivers can reset the unit so they don’t have to lean for-ward during the drive home, Steffens mused. Drivers can click a lever and then squeeze the components back into place without using much muscle, he added.

TRW’s system also has few-er components than compet-ing offerings. TRW’s unit has 16 parts including fasteners, while most competitors have around 25, Steffens said. It weighs about nine pounds less than competitive seat-integrated, passive head-re-straint systems.

Terry Costlow

TRW’s active head restraint triggers in

less than 10 ms.

The Geneva Motor Show was the launchpad for a new au-tomotive supplier: SRG Global. The company has grown out of the trim opera-tions of Guardian Automotive and Siegel-Robert Automotive, follow-

grilles, body side moldings, trim—any decorative or de-sign-based features on a ve-hicle,” explained Jon DeGaynor, Vice President of Business Development and Strategy for SRG Global. Other business includes archi-

Body

A Tier 1 body-trim supplier is born

ing Guardian’s acquisition of Siegel-Robert.

The new company, which includes Guardian’s European trim operation, previously known as Lab Radio, special-izes in producing chrome-finished plastics, including brushed chrome and nickel, for vehicle body trim. A Tier 1 supplier to most OEMs around the world, SRG Global is also a Tier 2 suppler to some of the largest automotive suppli-ers. Its products include greenhouse systems, body side systems, front- and rear-end systems, as well as inte-rior assemblies and ornamen-tation.

“We do high-value-added coatings on plastic parts—

tectural glass and coatings.The company employs

around 4000 people world-wide, including some 3100 in its six U.S. manufacturing plants and technical centers. Western Europe and China are represented with two op-erational centers and one technical center in Spain and an operational and technical center in China, and the com-pany has engineering and sales offices in Yokohama and Nagoya, Japan. Future growth is planned for Mexico in 2010, to supplement U.S. produc-tion, as well as further growth in China and Central Europe—a plant is scheduled to open in Poland in April

SRG Global specializes in chrome-finished plastic trim such as grilles.

Lexu

s

technology report


2010.“Part of bringing this to-

gether gives us the critical mass with customers like Toyota, with Asian and European customers. We have a critical mass with sales and also the engineering capabili-ties to offer support in any region of the world,” DeGaynor told AEI.

How is SRG Global looking at future developments? Production processes, durabil-

Chassis

‘By-wire’ boosts hybrid vehicle dynamicsDue to consumers’ increased environmental awareness and rising gas prices, the market for hybrid-electric vehicles (HEVs) has grown immensely over the past 10 years. Hybrid technology is viewed as an important step toward a more

weight of 1200 kg (2645 lb), which is true for virtually all hybrids in production today. As the combustion engine typically powers braking and steering systems through hy-draulics or vacuum in conven-tional vehicles, they would not

work when the engine stops. This would be the case when a HEV comes to a stop, or more importantly when it’s propelled only by the electric motors.

Therefore, alternative pow-er assistance is required that

Examples for the Use of Regenerative vs. Friction BrakingSituation Friction Regenerative ReasonStrong deceleration (emergency braking)

x Friction brakes can be controlled more effectively improving stopping distance and yaw stability

Batteries full, high SOC x Batteries cannot take any additional charge

Moderate speed (20-80 km/h; 12-50 mph), moderate deceleration

x Batteries can take charge and power; no safety hazard

Low speed (especially around zero) x Electric braking torque is difficult to control at low speeds (jerkiness and/or vehicle might even move backwards after standstill)

High speed, low deceleration x Batteries can take charge and power; no safety hazard

High speed, moderate to high deceleration

x x Batteries cannot take all the power that results from deceleration and speed

sustainable use of the auto-mobile, but so far has mostly been understood as a power-train topic that mainly touches the engine, transmission, and energy storage.

Other vehicle systems re-quire some fundamental ad-aptations as well. Chassis sys-tems and vehicle dynamics, for example, are directly influ-enced by the powertrain con-cept, and need to be consid-ered carefully as safety and comfort characteristics can change significantly compared to a conventional vehicle.

Specific braking and steer-ing systems need to be inte-grated into a hybrid concept to maximize the benefit of features like electric driving or regenerative braking. Accomplishing this goal basi-cally requires electrically as-sisted systems that use “by-wire” technology.

Electric driving and engine start/stop have a significant impact on chassis systems. Usually steering and braking systems are power-assisted on all vehicles exceeding a curb

ity, and environmental pro-cesses are all issues the com-pany is evaluating.

“We’re working on a fully green plating process,” said DeGaynor. “Secondly is find-ing ways to get beyond wet chemistry, looking at vapor deposition or other dry chem-istry processes to give the same feature functions and also to improve the durability of the vehicle. Our drivers are mass production, alternative materials for design flexibility, as well as design features like different colors.”

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By-wire technology is a key enabler for safe and comfortable hybrid-electric vehicles, according to BMW engineers. Shown are the company’s X6 and 7 Series ActiveHybrid concept vehicles.

works independently from the combustion engine. Electrically assisted chassis systems are ideal, because the hybrid system already requires a powerful electric infrastruc-ture.

The most fundamental change for chassis systems is necessary because regenera-tive braking needs to be inte-grated into the conventional friction braking system. A hy-brid vehicle does not have regenerative braking instead of, but rather in addition to, friction brakes. Depending on the situation, regenerative braking is applied exclusively, together with friction brakes, or not at all.

A decoupled braking sys-tem becomes necessary to apply substantial braking torque (i.e., when regenera-tive braking alone can yield deceleration of more than 0.1

g). That way the driver does not notice any difference whether regenerative braking is applied or not, and the re-covery of motion energy can be maximized. Since there is no fixed connection between brake pedal and friction brakes in this case, the brake controller needs to ensure

that the total brake torque (friction plus regenerative braking) always equals the driver’s input.

Such a system layout uses many aspects of by-wire tech-nology. For example, electro-hydraulic and electro-mechan-ic systems include solutions

that feature the driver input (i.e., brake pedal) not being directly connected to the wheel brakes and a controller applying the respective brake output.

Regenerative braking also has some interaction with the suspension. While longitudinal tire forces from friction brak-ing are compensated by the suspension (anti-dive), regen-erative braking forces are compensated by the drivetrain (anti-squat). If anti-dive and anti-squat characteristics dif-fer too much, the resulting change in body pitch might compromise ride comfort as the brake controller shifts be-tween regenerative and fric-tion braking.

To avoid these implications, the suspension should be de-signed with similar anti-dive and anti-squat characteristics, or the shifting between fric-tion and regenerative braking should be performed slowly enough so change in pitch happens without jerkiness. This example shows that pure-ly mechanical chassis compo-nents also need to be consid-ered for a HEV to accomplish the ride quality of a conven-tional vehicle.

System complexity usually does not have a direct impact on vehicle dynamics or chassis systems, but there are some indirect implications. As the powertrain becomes more complex with additional elec-tric machines, energy storage, and controls, weight is added to the vehicle.

technology report

CE EM C

CPU

primary shifting

SOC T vx

secondary shifting

ay ABS… MRGN

+

EM = Electric motorCE = Combustion engineCPU = Central processing unit (i.e., brake controller)ay = Lateral accelerationABS = Antilock braking systemMRGN = Regenerative braking torqueSOC = State of chargeT = Temperaturevx = Longitudinal velocity

Concept of a decoupled braking system with adaptation of regenerative/friction braking and all-wheel drive according to vehicle dynamics (secondary shifting). Primary shifting would only control regenerative (red dash) and friction (blue) braking so that the total brake torque always equals the driver’s input.

technology report


Increased weight impacts safety and comfort aspects such as braking performance, handling characteristics, and vehicle body motion. As a result, stopping distance might increase because the tires carry more vertical load without increasing maximum longitudinal forces by the same rate. The same applies to lateral tire forces so that impeded lateral tire perfor-mance limits maximum lateral acceleration and handling qualities. Additionally, a high-er body (sprung) mass increas-es body displacements such as roll, pitch, and heave, which has a negative impact on safety and comfort.

Adapting tires, springs, dampers, and antiroll bars according to the increased vehicle weight can easily miti-gate some of those implica-tions; but increased weight cannot be compensated for completely. That is why some compromises in vehicle dy-namics are conceptual for a hybrid compared to a conven-tional vehicle.

There are three main as-pects in vehicle dynamics that need to be considered: safety, comfort, and controls. When a HEV is derived through rede-sign of a conventional vehicle in particular, these aspects need to be regarded carefully:

• Safety—yaw stability, handling, and braking perfor-mance should not be affected by the interactions of the hy-brid system with powertrain and braking systems

• Comfort—roll, pitch, and vertical motion should not be affected by the changes due to the hybrid system

• Controls—driver/passen-gers should not notice any changes in steering or braking characteristics when hybrid controls interact with power-train or braking systems.

As the most important fea-tures of a HEV are electric

driving, engine start/stop, boost, and regenerative brak-ing, these aspects need to be observed more closely to eval-uate their impact on vehicle dynamics. And regenerative braking, in particular, is un-precedented in the field of vehicle dynamics given the characteristic of using two relatively diverse braking op-tions in one vehicle.

To ensure yaw and braking characteristics similar to a conventional vehicle, the re-spective controller needs to limit regenerative braking to low and moderate lateral ac-celeration, suspend regenera-tive braking at the latest upon the intervention of vehicle dynamics control systems, and control the center clutch or variable transmission of an all-wheel-drive system de-pending on the actual use of regenerative braking.

The implications for safety, comfort, and controls show that a detailed integration of hybrid architecture, driveline concept, vehicle dynamics controls, and suspension is necessary. A decoupled brak-ing system that controls fric-tion and regenerative braking simultaneously is a key com-ponent for such a concept.

It appears that hybrid and by-wire technologies comple-ment each other perfectly as they use the same electric power architecture and ben-efit equally from electric chas-sis systems. Hence, an inte-grated approach of those two advanced technologies in-creases powertrain efficiency while maintaining vehicle safety on a high level.This article is based on SAE technical paper 2009-01-0442 by Sven A. Beiker, formerly of BMW Hybrid Technology Corp., and Renate C. Vachenauer, BMW Group. The paper will be presented at 11:00 a.m. on Wednesday, April 22, in Room O3-45 of Cobo Center as part of the Vehicle Dynamics and Simulation session at the SAE 2009 World Congress.

Manufacturing

DiMora deploys pattern-less casting technology

Like the future DiMora Volcano engine, this Ford manifold casting was produced by ProMetal RCT directly from a CAD file, without patterns or fixturing.

DiMora Motorcar Co. in January took another step toward producing its $2 mil-

lion sport luxury sedan. By signing ProMetal RCT LLC, an Ex One company, as its

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technology report


latest technology partner, it secured a method for produc-ing castings for the 1200-hp (895-kW) Volcano V16 engine that will power the Natalia SLS 2. An integrated product and process team will use the ProMetal digital 3-D printing technology to produce engine castings without the need for patterns or tooling.

ProMetal’s rapid casting technology (RCT) is an addi-tive-manufacturing process that automatically builds sand molds and cores directly from CAD data. Bypassing the need for patterns, the print head builds layers of silica sand that are chemically bound for co-hesion.

“These materials are ex-actly what some foundries use,” explained Dan Maas, Director of Business Development for ProMetal. “I like to emphasize that this is rapid manufacturing, since the alloys that are poured are exactly the same alloys cur-rently used in foundry pro-cesses.”

The technology obviates the need for parting lines, draft angles, and undercuts, Maa s said. “Design features

used today [with this process] include nested cores, spiral vents, volute shapes, and inte-gration of multiple compo-nents, in-situ cores, and unique rigging geometry to minimize turbulence.”

The DiMora program builds on the success ProMetal has had delivering three S-15 RCT machines to Ford Motor Co., which uses them to build prototype engines. The ProMetal S-15 machine deliv-ers a maximum build envelope of 59 x 29 x 27 in (1499 x 737 x 686 mm) with a surface res-olution of ±0.012 in (0.305 mm).

“Many times, we segment the casting to produce parts larger than we can print,” said Maas. He noted that the contents of an entire job box is produced in about 48 h.

While providing many ad-vantages, the S-15 is currently a low-volume solution. Depending on the application, the break-even point for choosing RCT over a tradi-tional patterned method is a volume of pieces in the hun-dreds. “Complexity really drives the break-even point,” said Maas. More complex

parts would be more cost-effective using RCT.

The system seems to be a good fit for the Volcano en-gine. “This technology is at the forefront of digital addi-tive manufacturing for the production of complex 3D shapes,” said DiMora Motorcar Founder Alfred DiMora. “During the design process, being able to accom-plish in a few hours what used to take days allows you to refine your design through additional iterations. Eliminating patterns and tool-ing saves time and reduces waste, making the entire pro-cess faster, cheaper, and greener. The size of the cast-ing boxes is another thing that attracted us to their tech-nology.” DiMora noted that the company expects to build 75 Volcano engines for the Natalia program and an ad-ditional 100 engines for the boat and marine market.

The digital nature of ProMetal RCT’s process may be just as important as its oth-er advantages. DiMora, the sole owner of DiMora Motorcar, intends to build a new automotive business

model. ProMetal joins more than 50 technology partners that are sharing their technol-ogy with DiMora, both to help build the Natalia and expand their own development. The Natalia may only be the first car DiMora produces. Once it proves its basic technology, look for a mass-market car to follow, according to DiMora.

Digital data is a key en-abler in this new business model. “[Digital design data] eliminates overhead and al-lows me to share quickly and easily with my partners,” said DiMora. “For example, I just send a CAD file to ProMetal and tell them to build it. We look at any problems over the Internet and over Skype. I am taking Silicon Valley, merging it with Detroit, and calling it the new Detroit.”

The company is two and a half years into a five-year de-velopment program for the Natalia. It expects to start dy-namometer testing of the Volcano in about eight months. Simultaneously, the company will also test four engines on a track in test ve-hicles.

Bruce Morey

Pattern-less casting from ProMetal RCT is being used to build low-volume production engines for the $2 million Natalia luxury sport sedan from DiMora Motorcar Co.

technology report


Some of the advanced tech-nologies showcased in a con-cept interior unveiled by Johnson Controls at the 2009 North American International Auto Show are said by the company to be production-viable.

The interior of the re3 shines a spotlight on surfaces minus the usual concealments. “You actually see the exposed natural material,” said Johnson Controls’ Danny Larsen, who led the design team for the re3 project. “By not covering that with a cover stock, which is typically done in production, we have a mass reduction of the surfaces using the fibro-wood panels of 30%.”

In a production applica-tion, the natural material fi-browood would need a pro-tective coating. “We have two different viable alternatives that we can use for coating the fibrowood to help protect it from scratching and from staining, as well as to help re-duce the amount of sun fade over time. We’re probably mid-way through the development process as it relates to UV sta-bilization,” said Larsen.

The seats use a leather alternative that is made from an oil derivative. “It is more environmentally friendly ver-sus a traditional leather,” Larsen said. Johnson Controls’ re3 features a conversational seating design. The front pas-senger seat (which has a thin-profile seatback) can slide to the rear-seat area and virtually occupy that space since the slim-profile 60/40-rear seat can fold up.

“When the [front passen-ger] seat is in the rear-most position, it creates a triangular footprint for the remaining three seats, and that allows for a few scenarios. For in-

stance, parents can tend to a child in the rear seat much more easily and safely, or three adults can sit comfortably and interact with each other with-out the typical barrier between the first and second [seating] rows,” said Michael Warsaw, Johnson Controls Vice President-Design and Marketing in North America.

Infotainment controls are accessed via an extended clus-ter composed of two separate reconfigurable displays: a 4.3-in center cluster screen and an outboard-mounted 7-in dis-play; the latter uses capaci-tive-touch technology.

Johnson Controls is supply-ing dual instrument cluster displays in the 2010 Ford Fusion and Mercury Milan hybrid sedans, but those dis-plays do not have a capaci-tive-touch interface. “The content represented in this [re3] extended cluster is based around our connectivity port-folio, Mobile Device Gateway, hands-free speech interface, Music Management, and Mobile Commerce,” ex-plained Rodger Eich, Johnson Controls Studio Manager-Electronics Design Studio.

Johnson Controls, in part-nership with Visa, tapped technologies to enable “se-cure financial transactions from your vehicle,” said Marni Epstein, Johnson Controls Electronics Marketing Manager. By plac-ing a Visa credit card or a wallet containing a Visa cred-it card on the vehicle’s em-bedded card reader, the re3’s Mobile Commerce system facilitates onboard buying of goods and services. “The system is not storing the data, and only when you approve the financial transaction will it actually

happen,” said Epstein. The re3 also features the

Ecospace instrument panel structure. “We don’t have a traditional center stack. And because the radio controls were displaced into the ex-tended cluster, and the HVAC controls were put into the seat wing, it creates a new storage opportunity within the driver’s reach. And that, combined with the Ecospace technology—which uses a thermo-molded plastic/metal

hybrid instrument panel struc-ture—means the total instru-mental panel storage volume is 150% greater than on an average vehicle in this seg-ment. As a feature in this new storage space, we’ve imple-mented our Mobile Commerce system and our Mobile Device Gateway, which allows interfacing with any consumer handheld de-vice over a standard USB port,” said Larsen.

Kami Buchholz

Design

Johnson Controls’ concept highlights cabin design

Johnson Controls’s interior concept re3 is a plug-in hybrid electric car that stows its 96 lithium-ion cells (each producing 22 A·h) between the front seats.

The re3 Ecospace instrument panel, made of a thermoplastic/metal structure, equates to a 26% weight savings compared to a conventional instrument panel.


Platform optimizationAudi has revised the A4 platform for the Q5 model to a new modular chassis architecture with a longer wheelbase and wider track, and added a four-set-ting ride-control system that controls the adaptive suspension, steering, transmission shift points, and engine responsiveness through altering the fuel feed. The four settings are comfort, automatic, dynamic, and individual, the latter allowing a customized profile.

The system is also available on other Audi vehicles, such as the new A5 Cabriolet. The convertible boasts a per-fect distribution of axle loads, stemming from the location of the front axle far forward in the front section. The front-wheel-drive A5 manages this by mounting the differential in front of the clutch or torque converter.

The Cabriolet’s redesigned chassis has a front five-link axle, bolted to the body to maximize rigidity. The rear-wheel suspension is supported by a trapezoidal-link axle. Parts of both the front and rear suspension are made of aluminum, part of Audi’s ongoing quest for reduced mass. The A5 also offers in-tegrated adaptive ride, steering, and ve-hicle stabilization programs, providing comfort and safety.

The 2010 Lincoln MKS, Ford Taurus, and Taurus SHO will share a common D-platform suspension architecture and components with significant changes compared to the current platform. These include slightly improved geometry, cast lower control arms at the front in-stead of stamped, and new upper strut mounts that can have different lateral rates. All D-platform vehicles in 2010 will share one architecture and one common set of parts; originally the

The new Audi Q5 uses aluminum extensively in the suspension components, allowing for less unsprung weight. The compact trapezoidal-link rear suspension enables a low cargo load floor.

The chassis began life as a simple frame on which to mount the primary components. But over the decades, as handling, comfort, and safety have be-come more important, the complexity of the chassis—now unibody rather than body-on-frame for most cars—has increased with developments in tech-nology.

More systems, from electric steering to accident avoidance, are working to-gether to maintain ride quality and in-crease vehicle functionality. And at the same time, OE chassis engineers are working together with their key suppli-ers to ensure a well-integrated end product that meets or exceeds perfor-mance targets. Because as with other areas of the vehicle, continuous devel-opment must be a driving force if an automaker’s new products are to suc-ceed in a difficult marketplace.

The Cadillac CTS rear suspension comes with magnetorheological (MR) technology on the CTS-V model, allowing almost instantaneous stiffening or softening of the ride to meet road conditions.

Smoothriding aheadIntegration and continuous development are the key words as chassis dynamics head into this century’s second decade.by Harry Evans


ChassisFeature

Taurus and the Taurus X (SHO), al-though part of the D-platform, which is Ford’s evolution of the Volvo S80 plat-form, had different levels of compo-nents to the Lincoln and the Ford Flex.

For 2010, Ford will take advantage of economies of scale to maintain cost structure, and improve driving dynam-ics through revised geometry, stiffer knuckles, and stiffer lower control arms. The rear suspension will have new mount tuning, new shock tuning, and 1° of negative camber in the rear to im-prove vehicle responsiveness and elimi-nate any front to rear phase lag to bal-ance front and rear, similar to BMW and Infiniti.

While shared platforms are common, Cadillac has introduced a new SRX crossover model that does not share the Theta platform with GM’s other simi-larly sized crossovers. Rather, a new platform, which shares some of the ele-ments and architectures, was developed around the electronic limited-slip differ-entials, which enable cross-wheel drive.

The SRX may eventually get the magnetic ride control currently in use on the 2009 CTS-V and the Escalade Platinum Edition. The CTS-V does share the chassis with the 2008 CTS, which architecturally was planned to accept V-specific components when it was de-veloped.

“We made some track changes to the car, and we coupled that with the mag-netic ride control suspension; that’s re-ally the key differentiation from a chas-sis standpoint,” said Edmund Piatek, Cadillac CTS-V Program Manager.

Next-gen variable dampingCadillac has always been GM’s flagship brand, so it is no wonder that the CTS-V sports the most advanced chassis tech-nology GM has to offer. The car features the latest generation of magnetorheo-logical (MR) suspension, a Delphi pro-prietary system first introduced on the 2002 STS. This ”2.0” version brings sig-nificant changes: the piston design gives greater bandwidth between softest and firmest settings, while fluid changes in the damper improve response time even further.

Similar to many other high-end cars, variable suspension modes are available on the CTS-V: tour and sport. Cadillac engineers have used the changes in the MR system to decouple the two settings.

While tour mode is suppler and sport mode is designed for maximum traction and body control, the software of the latest MR suspension permits removal of the linkage between the two modes. Previous versions were scaled or para-metrically linked, so running over a bump in sport mode would always be harsher than a bump in tour mode.

The next generation will have the ride matched to the road settings thanks to software changes and anticipatory controls that use sensors on the LAN (local area network) system, such as in-ertial sensors, yaw rate, steering wheel angle, brake position, and throttle con-trols, to anticipate what control needs to be at each corner of the car and adjust each individually.

The active MR suspension is also integrated with the stability control sys-tems. If there is a stability activation at one corner and the brake is going to help to steer the car, which would cause that corner to dip, the MR system can stiffen that corner as well as the oppo-site corner to keep the body flatter and minimize the transient weight distribu-tion change during that event.

“The systems are integrated and working together, all transparent to the driver but maximizing capability of the car,” said Piatek.

Ferrari, Audi, Acura, Chevrolet’s Corvette, and Holden are just a few ex-amples of other installations of Delphi’s MagneRide system.

Ford is quietly working on a variable suspension and damping system, but details are not yet available. As Ford CEO Alan Mulally announced, global platforms will be shared for financial savings, thus upcoming European plat-forms coming to the U.S. will maintain optimized McPherson struts and mul-tilink rear suspension.

Rubber meets the roadChassis engineers for new-vehicle pro-grams must work closely with their tire suppliers to ensure proper integration and performance. That was indeed the case with the CTS-V team and its tire

This Michelin Pilot Sport PS2 was designed specifically for use on the 2009 Cadillac CTS-V through cooperation between the two companies. The tread patterns have been optimized to meet the specifications required by the high-performance sedan.

supplier, Michelin. Together they devel-oped the Pilot Sport PS2 tires, 255 x 40 x 19 in front and 285 x 35 x 19 in the rear, specifically for the car.

Michelin also worked with the Corvette team on the ZR1 to develop special run-flat tires for that application.

Both vehicles targeted extreme per-formance levels, and tuning tends to focus on understanding details of differ-ent subsystems, such as tires and trac-tion control. To obtain the most from these systems, they have to be devel-oped together, but at the same time, the electronics must be robust from a soft-ware and parametric standpoint to vari-ations so that a set of aftermarket or snow tires will not lead to a degradation of performance.

“All systems are still highly inte-grated without dramatic changes in character of the car. We want perfection from a standpoint of integration and still want the systems to be robust to variations,” said Piatek.

John Church, OE Project Engineer at Michelin, worked on the CTS-V pro-gram. “We came from the initial meet-ings having a clear direction and a well-defined project as to what performances they were looking for. We started with performance—what level of lap time and focused on a car that is high perfor-mance on the track but well-mannered and behaved for the street,” he recalled. “The magnetic ride brought a lot to the car that didn’t impact the tire, so areas where the tire would have had to pro-vide more comfort, the chassis is now dealing with that, and the tire can be

Smooth riding ahead


The Chevrolet Tahoe is available with a two-mode damping system that adjusts automatically based on inputs from several sensors.

Tahoe, GMC Sierra, and GMC Yukon were altered for improved aerodynam-ics and mass reduction. Since the rear trim was lowered, the shock tuning was changed to adjust for the spring rate of the tires, springs, and mass differences on the corners.

While GM is planning continual re-finement of their current full-size plat-form, Ford recently redesigned its most popular truck. The 2009 F-150 is remain-ing a body-on-frame setup, but it gets an entirely new chassis, with every sus-pension and frame component altered on the new model. The rear suspension has lengthened leaf springs, giving 30% improved windup stiffness without in-creasing the vertical rate of the rear sus-pension. A lesser pinion angle helped the driveline to allow more torque to the rear wheels without powerhop.

“Customers in [the full-sized truck] segment expect a pickup truck to be a car with an open box on the back, and so our customers no longer will accept that it’s a rough ride because it’s a pick-up truck,” Arnold asserted. The Ford F-150 retained the Hotchkiss leaf spring rear end, although it was heavily opti-mized, and it also has retuned shocks and tire constructions.

Towing capabilities are key for the truck market, and Chrysler’s 2009 Dodge Ram made a more radical de-parture from the usually unchanging suspension layout by changing to rear coil springs. This move improved the ride comfort, although the towing ca-pacity dropped to roughly 2000 lb (910 kg) below comparable Ford and GM products. aei

stretched toward higher performance.”Nevertheless, the pressure falls on

the tire manufacturer to provide for the OEM. “Most programs come up with five to six tire submissions to tune the tire along with balancing all the attri-butes of the car,” said Bruce Arnold, Ford Chassis Engineer. “A short check-list has over 100 parameters that we specify to the tire supplier regarding wet/dry traction, noise, and rolling re-sistance, all incorporated into the very intricate tire models.”

Ford uses Adams Software for han-dling simulations, the results of which make up the lists of requirements to the tire companies.

Body-on-frame trucks onThe body-on-frame Cadillac Escalade series appears likely to remain as such, using technology such as MR damping to counter the less-refined ride and han-dling inherent in body-on-frame con-struction. “Body-on-frame does a good job of doing what it sets out to do, and we’re not seeing it change much. The magnetic ride controls body motion, but we’re not seeing much advanced tech-nology in the SUV class,” said David Caldwell, Cadillac Communications Manager.

Chevrolet and GMC are also plan-ning to stay with the body-on-frame setup for their trucks to maintain strength levels. “For a smaller vehicle, you could get away with a unibody structure, but if you still want load-car-rying capability with a full-size truck, you have to stay with body-on-frame,” said Mark Grueneich, Development Engineer, GM Truck Chassis Controls.

The aftermarket truck-body business uses chassis cab models, and despite the economy, sales of commercial trucks are holding their own. The body-on-frame architecture is vital for that industry, although aftermarket engineering comes in once the vehicle design is com-pleted.

Chevrolet and GMC full-size trucks are using multilink rear suspension and coil-over front suspension, a tried-and-true method. The multilink rear has two spring and damper systems: variable rate springs with passive dampers in rear on the standard models, while pre-mium models get lower-rate springs with air-over rear shocks that are a two-mode, real-time Z55 damping system by Delphi. This setup gives a soft or firm ride by using electronics in shocks, with inputs based on chassis sensors on the rear track arms and the front upper con-trol arms. This system is also connected to the ABS and uses the same inputs and wiring harness as the MR system on the Escalade, just with a different controller and shocks.

XFE (Xtra Fuel Economy) versions of the 2009 Chevrolet Silverado, Chevrolet

The 2009 Ford F-150 boasts a new chassis, which while not a departure from the layout of the previous model, has undergone changes to improve traction and ride characteristics.

52 APRIL 2009 aei aei-online.org

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Finding your car in the parking lot with a dented door panel gener-ally means a trip to the body shop and a hefty bill. But imagine simply driving home and fixing the damage with a bathroom hair dryer. If the door panel were made of a shape memory alloy (SMA) or polymer—types of “smart materials” that return to their original “memorized” forms when heat is applied—such easy DIY repairs would be possible.

Talk about bouncing back from adversity.Although such a scenario, if truly practical, is probably a decade or more away,

the overall concept is sound. The ability of smart materials and technologies to ac-complish useful tasks almost of themselves has enticed many materials scientists and automotive engineers to pursue their development for a variety of applications.

Within the next few years, for example, some vehicles will feature components such as air dam louvers and interior grab handles that will use SMAs to move them-selves without motors. Self-healing exterior coatings and elastomeric weather-strip-ping components may also start to become common.

Longer term, self-adjusting active vibration dampers and self-tightening fasteners could find their way into automobiles.

Smart is as smart does To date, more than 100,000 patents for smart materials have been issued worldwide, according to Andrzej Pawlak, New Business Development Technology Manager for parts supplier Delphi, and the filing rate has doubled in the past decade. “Smart materials,” he noted, “are the fastest-growing segment in sensors and actuators for energy conversion in the auto industry.”

But even though auto engineers have known about these substances for years, commercial introduction has been slowed by the obstacles that often impede the adoption of new technology: uncompetitive costs, reliability issues, and supply shortfalls as well as “not-invented-here” skepticism. More and more smart materi-als, however, are starting to approach viable costs at volume-production quantities for auto application, say proponents.

“Strictly speaking, smart materials and technologies encompass systems that sense and respond to changing environmental conditions,” explained Carl Telford, a

Building in smarter materials

Technologies that can automatically respond to changing conditions are expected to show up increasingly in future automobiles.by Steven Ashley


MaterialsFeature

materials engineer who works as a technology analyst for SRI Consulting Business Intelligence (SRIC-BI). “It’s an area with a lot of promise but one with quite a lot of hype as well. Many technologies and materials are called smart, but as purists point out, they’re not actually intelligent; they just behave in a clever manner.”

Smart materials, Telford continued, has become a catch-all phrase that also includes many “fringe” materials that merely exploit some inherent characteristic in a constructive way. Many car makers, for instance, are considering employing thermoelectric materials that directly convert heat into elec-tricity to recover energy from the waste heat of hot engine ex-hausts. “Is that really smart in the sense of the definition?” he asks. “Not really, but people often place it in that category nonetheless.”

Whatever one’s definition, smart materials are diverse. Many types are so-called field-dependent solids that undergo dimensional change (strain) in response to electric or magnetic fields. These substances include piezoelectric ceramics (such as lead zirconate titanate) and plastics (such as polyvinylidene fluoride and polyimide) as well as magnetostrictive materials (such as terbium dysprosium iron, or Terfenol-D). Others are shape memory alloys and plastics, and magnetorheological (MR) fluids, whose viscosity rises in response to an applied magnetic field, among many others.

“A lot of technologies are already used in cars that the man on the street would not recognize as smart materials,” Telford said. Some common-rail diesel engines, for example, feature fuel-injection systems with piezoelectric actuators that deliver precise quantities of fuel to the cylinders, which helps them meet emissions regulations. Active suspension systems that employ MR fluids are marketed by Delphi and Lord in the

MagneRide system, which is available as an option on General Motors models, and Ferraris as well. And smart glass made of electrochromic glazing materials, which does not to-tally satisfy the strict definition, are widely used in auto-dim-ming rearview mirrors.

SMAs in actionThe auto industry, Telford asserted, is on the verge of a sub-stantial increase in the amount of smart materials that it uses. In the near and farther future, he sees significantly greater ap-plication in the areas of actuation, vibration control, smart fas-teners, torque transfer, haptics and steering systems, light and heat control, self-repairing coatings and components, and smart tires.

Among the organizations that are pursuing SMA actuators for automotive use are Centro Ricerche Fiat and GM Research and Development. “Consider all the components that we might want to move in a car,” said Alan I. Taub, Executive Director for Science at GM R&D. The list includes door latches, windows, locks, releases, windshield wipers, and fluid sprayers.

“Traditionally, we move things using motors, cables, levers, or other actuators,” Taub said. “Now we can do so just by heating up our improved nickel-titanium shape memory alloy, which will let us replace a conventional actuator at lower cost and lower weight, with fewer parts and less expenditure of energy. In fact, it often allows us to package a motive device in components that we couldn’t fit a motor into.”

Taub explained that GM’s SMA has been treated in a spe-cial way so that it can reliably transform its shape at a well-controlled temperature over a million times. Company re-searchers have demonstrated the ability of the nickel-titanium

This Mazda RX-9 hybrid concept vehicle, the brainchild of James Owen Design in Portland, OR, features Michelin EAP smart tires in which electroactive polymers (EAPs) vary the tread pattern with voltage. Smart rubber donuts inside the tires morph from flat and smooth to knobby and grippy, or even ride high on their centers for ultra-low rolling resistance.

Building in smarter materials


metal to open and close radiator louvers dynamically, and to deploy a rear air spoiler or an interior grab handle when acti-vated by electrical resistance heating, but Taub indicated that GM will soon introduce “several applications that are much more sophisticated.” He expects these devices to appear on GM vehicles by 2012.

Other experts seem more skeptical about the prospects for these SMAs. “We keep up on all the new smart materials,” stated Matthew Zaluzec, Manager of Materials Science and Nanotech at Ford Research and Advanced Engineering. “The nickel-titanium SMA materials, for example, are certainly at-tractive for some actuation uses, and the necessary reliability seems to be there. But we’re still waiting for somebody to put it into production. If they do, we’ll tip our hats, but so far we don’t see it in a near-term application.”

Ford researchers have likewise been keeping an eye on electroactive polymers, which could find use as both actuators and sensors. A spin-off of SRI International, Artificial Muscle

Inc., is the leading supplier of these smart substances. But again, Ford questions their utility in the short term. “An Artificial Muscle representative came into our labs and dem-onstrated their technology. It’s certainly interesting, but we have not found an application for them.”

Ah, the possibilitiesAnother notable potential application for smart actuation ma-terials in cars is adaptive seatbelts, said Lara Minor, Principal Engineer at Honda R&D Americas. With Honda funding, Marcelo Dapino, a mechanical engineer at Ohio State University, is studying the use of these substances to monitor the loading force and rate on a seatbelt, and then automati-cally adjust the D-ring friction and belt tension for optimal restraint. In one scheme, the longitudinal friction of a sliding belt would be controlled with piezo-driven ultrasonic vibra-tions that alter its velocity. The approach could provide for better safety, reduced mass, as well as a simpler and more

Prepared by Delphi’s Andrzej Pawlak, this conceptual map of smart-materials patents indicates the dominance of piezoelectrics, which account for about half of the smart-materials patents issued in the U.S. between 1986 and 2006. Ferroelectric materials make up about 16%, whereas shape memory alloys account for 15%, he said. Magnetoresistive substances show up in 8% of patents; thermoelectrics make up 6%. Only small percentages refer to magnetostrictive substances, magnetorheological fluids, and electroactive polymers.


MaterialsFeature

flexible design, Dapino said.In the next 20 years or so, asserted SRIC-BI’s Telford, “we

see evolution of shape-memory materials into smart structures and components made of smart plastics and polymer-fiber composites that could warp themselves” when stimulated. In fact, work on such morphing structures has already begun. In 2007, ThyssenKrupp incorporated SMA parts in a steering column that was designed to change shape instantly in a crash to boost passenger safety.

Recent progress in devices that use piezoelectric and mag-netostrictive materials to sense and control the vibration of helicopter rotor assemblies could soon translate into active vibration dampers, or automated fatigue and wear monitors for ground vehicles. Honda is supporting work by Lizhi Sun, an engineer at the University of California–Irvine, who hopes to develop magnetically activated dampers that may one day be employed in shock absorbers, bushings, and en-gine mounts.

His high-efficiency magnetostrictive colloidal dampers are based on particles of Terfenol-D, silica, and n-alkyl chlorosi-lane that are dispersed in an oily suspension of ferrous nano-particles. The particles align along field lines when exposed to a magnetic field, thus resisting viscous flow.

The development of smart fasteners that incorporate SMAs, currently used mostly in electronics applications, could transfer to the car business. A self-healing bolt with a washer made of a “heat-to-recover” SMA could enable for rapid disas-sembly for repairs or at the end of use, said Daniel J. Inman, an engineer at Virginia Polytechnic Institute and State University. Inman and his colleagues have for several years

worked on a self-tightening bolt system in which “a microchip monitors bolt tension. If it senses any loosening, resistance-heating activates an SMA washer, which expands and tightens up the bolt,” he explained.

Torque transfer technology is another area of possible fu-ture use of smart materials. Lord, for example, markets me-chanical transmission clutches that replace standard clutch-plate systems with MR fluid technology that provide greater wear-resistance and long-term reliability. One of its current products is a radiator fan clutch. Although some engineers have contemplated using similar schemes in automotive trans-missions, most experts agree that considerable development would be required to make such systems practical.

Smart materials may in addition someday find their way into steering and haptic (touch) systems, Telford noted. Lord worked with the Swedish boat manufacturer Volvo Penta on a haptic feedback system for an automated, steer-by-wire helming system that reduces steering effort. “It provides force feedback to the pilot,” he said. If these marine devices are suc-cessful, “we may see similar opportunities emerge in automo-tive steering systems.”

Industry observers expect that engineers will opt to use more and more smart materials in new car designs as their performance improves, costs drop, and availability increases. After all, it is only the smart thing to do. aei

General Motors is developing a range of prototype components that employ improved nickel-titanium shape-memory-alloy wires to create movement in small spaces. Although GM has demonstrated SMA-actuated devices such as grille louvers (top), interior grab handles (left), and air dams, it expects to introduce more sophisticated applications later this year.

A new self-healing, supramolecular rubber invented by researchers Francois Tournilhac and Ludwik Leibler of ESPCI/CNRS mends itself when the torn ends are touched together. As tensile tests here show, the reformed bonds hold. Synthetic smart elastomers could find use in resilient, self-fixing automotive weather-stripping and other parts.

A prototype adaptive seatbelt tension mechanism developed by Ohio State engineers uses ultrasonic piezoactuators to alter the sliding friction on a belt in real time amidst a crash. With support from Honda, the OSU team also hopes to sense the initial impact forces with nanofiber sensors embedded in the belt webbing.

Seatbelt motion

Base

Piezo

Piezo ultrasonic vibrations

Meeting the challenge of mechatronics


Meeting the challenge of mechatronicsTraditionally separate engineering disciplines may not be capable of handling the intelligent vehicle of today. Can an extended vision of model-based design help?by Bruce Morey

Engineering today’s vehicle requires an integrated approach between mechanical, electrical, electronic, and software engineers.

Encompassing mechanical, electrical, electronic, and software engineering, mechatronics is a philosophy taking on greater importance, most notably in the engineering of hybrid systems. Optimizing fuel economy, safety, and the total driving experience requires linking engines, transmissions, or sus-pension systems through controls and software. Put simply, cars need to be intelligent to compete.

“I think of mechatronics as mechani-cal systems controlled by intelligent electronics,” said Bruce Jenkins, a prin-cipal with Ora Research.

The electronic nervous system, key to mechatronics, is growing in complex-ity. In response, many advocate aggres-sive use of model-based design.

“Automotive electronic engineers have a more complex task than most other electronic engineers. They develop chips, use them to create PCBs, and inte-grate software. Then, they assemble subsystems into unique capabilities, such as braking or power distribution,” explained Wally Rhines, CEO of Mentor Graphics.

Chip makers once faced a similar challenge. As chips grew from tens of transistors to a billion in just four de-cades, verification became a problem. Brute-force testing of a simple 32-bit comparator would require more than 600,000 years, according to Rhines. “What they did is apply model-driven development over a spectrum of design abstractions. At higher abstraction, veri-


SimulationFeature

fication is more efficient earlier in the design process.”

For an additional example, Rhines points to wire-harness design. OEMs are responsible for systems design. Detailed design rests with Tier 1 suppli-ers. Mechanical, electrical, and elec-tronic engineers need to collaborate to create a wire harness that functions, meets weight targets, and packages in the vehicle.

“Model-driven development already meets these challenges [of wire-harness design],” Rhines said, pointing to model-ing tools such as Mentor Graphics’ Volcano Network Architect and SystemVision. Mentor also recently an-nounced the release of the Capital Architect tool for optimizing the physical architecture of vehicle electrical distribu-tion systems. However, at present, they are local optimizations, not intended for the whole vehicle, according to Rhines.

“There is tremendous opportunity to find globally optimized solutions—across all disciplines—for a given ve-hicle and its in-vehicle software func-tionality,” said Rhines.

Unifying the disciplinesExtending model-based design to com-plete vehicle behavior is exactly what LMS International is doing, according to Nick Orand, Director of Simulation Business Development. LMS’ Imagine.lab product integrates physics to simu-late hydraulic, mechanical, or electrical

functions as well as software and controls.

“The combined dynamic is not a sim-ple addition,” said Orand. “OEMs need a CAE tool to develop the right specifi-cations to flow down, either across dis-ciplines or to suppliers. If they do not, then when the parts are assembled into the vehicle, undesirable system interac-tions could occur.”

Orand describes Imagine.lab as a simplified, lumped parameter model for simulating an entire vehicle platform. The simplified approach globalizes the essential behaviors a vehicle engineer needs. Just as importantly, according to Orand, it runs on today’s computers.

While integrating global vehicle ac-tions, Orand stresses that LMS’ tool re-mains dedicated to specific applications. “Designing braking systems is different than fuel-injection systems and requires a [different tool environment].” Simplification, such as wizards and im-proved graphical user interfaces, is just as vital as capturing global complex behaviors.

“For this to grow, it cannot be a tool only for R&D groups and Ph.D’s,” said Orand. He sees their continuing chal-lenge is in capturing ever more com-plexity, combining more physical phe-nomenon with control system models, and maintaining this “local” usability.

On a broader scale, another chal-lenge he sees is bringing together the design and development cycles for elec-tronics and software with the physical, mechanical systems that they control. “Today, a simplistic mechanical design is used to design a control system,” ex-plained Orand. “Once a real system is built, say a transmission, the control system is installed and then calibrated

Teamcenter Mechatronics Data Model enables a single environment that supports a common bill of materials within different engineering domains, rather than connecting each in a point-to-point manner.

LMS International’s Imagine.lab product emphasizes model-based design of entire vehicle systems to optimize particular attributes.

Meeting the challenge of mechatronics


ics. For him, managing product require-ments is the key and forms the heart of the Model Driven Systems Development (MDSD) methodology.

Knowing what to test, simulate, or design starts with requirements. “Those requirements need to be engineered, not managed,” said Hillhouse. Requirements management has long been in computer-aided software engi-neering (CASE).

With each new generation of car or truck containing millions more lines of code, the automotive industry certainly

According to IBM Automotive, requirements engineering has an even greater impact on business success than the BOM management: If a company builds products based on the wrong requirements, it does not matter how well the BOM is managed.

is in need of CASE. There are predic-tions that an average car may contain 10 million lines of code by 2010.

The problem is more than software. “If requirements are only managed on software, and are not managed over the entire vehicle—including mechanical, electric, electronic, hydraulic, etc.—than the end result of product development is more than uncertain,” said Hillhouse. “Requirements engineering is the start-ing point for MDSD.”

Hillhouse advocates the use of SysML as a modeling language because it supports using models as the primary product of the process, facilitating com-munication, and managing complexity through abstraction. He noted that a graphical language that integrates well with SysML supports the AUTOSAR standard.

While acknowledging that the bill of material (BOM), the traditional heart of product definition in the automotive world, is important, he believes active requirements engineering is the next evolution. IBM Telelogic DOORS and Telelogic Rhapsody together with IBM best practices are building the founda-tion for this forthcoming wave of MDSD, according to the company.

Recognizing the need for a unified data sharing platform, Siemens PLM

Mentor Graphics’ SystemVision was specifically built for the mechatronics challenge through model-based design principles.

and adjusted through physical testing. It is a very lengthy process, and that inte-gration comes late in the product devel-opment cycle.”

Although he admits techniques such as hardware-in-the-loop are bringing those cycles together earlier, “bridging the gap between controls and [physical] design is still ahead of us.”

Meeting requirementsBrett Hillhouse, Automotive Industry Systems Executive for IBM Rational, offers another emphasis to mechatron-


SimulationFeature

“The wealth of simulation technology we have today is hampered by a lack of trained personnel,” said Bruce Jenkins of Ora Research. Despite downsizing, there appears to be a shortage of skilled people needed to advance automotive innovation.

“One of the challenges is attracting talent to an industry with chal-lenges of its own. How do we get the right kinds of software and electrical engineers into the automotive industry? If you look at the amount of software alone predicted by the automotive world, there are not enough engineers coming out of college in the next 20 years to write it. Not with the current level of productivity. A 10-times im-

Software evolved its Teamcenter prod-uct-data-management offering to in-clude a Mechatronics Data Model. The best way to bring the different disci-plines required for true mechatronics together is through integrated BOM management, according to Dave Taylor, Senior Director of Automotive Industry for Siemens PLM.

While managing complexity by re-ducing it may be a strategy, Taylor sees it differently. “Automotive companies need to manage complexity of function-ality because, quite frankly, increased functionality is how they are going to be competitive,” he said. “We tie these dif-ferent domains through a tightly inte-grated common source of knowledge enabling improved and continuous in-teractions and concurrent engineering rather than wait for phased gate interactions.”

The Teamcenter Mechatronics Data Model supports common industry stan-dards to facilitate transfer between elec-tronic CAD, mechanical CAD, electrical design and analysis, system modeling, and bus analysis. Standards include STEP AP 210, 212, 214, 233, PLM XML, and JT. Future plans include PDX and RosettaNet.

Requirements are as essential as the BOM. “Requirements need to be allo-cated out through the BOM,” said Taylor. “This way, they are visible to those that are working on the individual parts and systems in the vehicle. Today, that does not happen very often. Requirements management is often a manual process today—or maybe in a stand-alone system. Our goal is to help companies manage those requirements, and allocate them out to the BOM.”

Managing service requirements, the

other end of the product development spectrum, is just as important as control software becomes the central player in vehicles.

Ford, collaborating with Siemens, developed the In-Vehicle Software (IVS) system through Teamcenter to isolate troubles with a vehicle. By tracking soft-ware loads to a vehicle through IVS, the system enables downloading of soft-ware-only fixes through the dealership. No physical hardware is swapped, shipped, or stored. If a dealership dis-covers a problem it cannot resolve, IVS facilitates contacting the responsible engineer and uploading a fix. Ford esti-mates that after three years, IVS has saved the company $100 million in war-ranty costs. aei

Engineers trained in mechatronics skills may be facing a bottleneck.

provement in productivity is going to be required,” said Brett Hillhouse, Automotive Industry Systems Executive for IBM Rational. “A software-intensive company in Europe was able to achieve that 10-times increase in productivity, using a model-based approach.”

The automotive world may need not only an improved process but also a shift in type of engineer. “An automotive engineer is becoming a controls engineer,” explained Nick Orand of LMS International. “Having the system vision and the correct, critical assumptions on sys-tem simplifications—these are critical skills for the system engineer.”

Bruce Morey

The people crunch and CAE

Innovating toward profitable sustainability


In today’s car business, green is the new black. More than a mere fashion trend, being green—that is, meeting the thorny challenge posed by the car’s key role in climate change—not only could help pull the auto industry out of the red, but guarantee its very survival in the long run. Such is the heady—even Hydra-headed—issue that top experts from all over the globe will consider in a series of panel discussions that are scheduled for late this month at the SAE 2009 World Congress in Detroit.

The participants hope that sharing their best thinking on the manifold as-pects of “green mobility” will help spur the industry to better address the threat of global warming. This human-caused conundrum is surely ripe for solution, if only the full innovation and creativity of engineers and other leaders can be brought to bear on it. But even as the industry attacks this problem, the ve-hicles it produces must remain attrac-tive to consumers and affordable. The organizers hope that the panelists’ dialogue will provoke useful discussion and encourage the attendees to pass on any strategic, theoretical, or concep-tual insights they gain to the rest of the industry.

This year’s SAE World Congress theme, “Racing to Green Mobility,” aims to help the auto industry ensure the survival of the planet—as well as its own long-term success.by Steven Ashley


Industry practitioners, agency ad-ministrators, government policy-mak-ers, and university specialists will dis-cuss a range of timely subjects related to green mobility during the panel ses-sions. It is no surprise that high on the agenda will be near-term and future powertrain solutions, including ad-vanced internal-combustion engines, hybrid and electric propulsion systems, and promising technologies such as gas-oline direct injection, homogeneous charge compression ignition (HCCI), and next-generation electrochemical batteries. Alternative fuels will be con-sidered in sessions such as “Energy: Field to Wheel,” and others focusing on next-generation technology including cellulosic biofuels and coal-to-liquids processes. Another panel will discuss the contentious topic of “Green Safety.” Difficult, big-picture concerns such as “Does Green Matter in a Try-to-Survive Market?” and “Green Mobility—The Long View” are on the program.

High mileage, low carbonThe new 35-mpg federal Corporate Average Fuel Economy (CAFE) regula-tions that are to become effective by 2015 pose a tough hurdle for carmakers.

Honda’s recent FCX Clarity, which generates its own electricity from hydrogen gas stored under pressure, is an example of the growing electrification of the automobile, a key part of the industry’s drive toward reduced carbon dioxide emissions and better “green mobility,” the theme of this year’s SAE World Congress.


Events | Energy/EnvironmentFeature

It is unclear which technologies will be implemented in suf-ficient volumes to attain the mandated goal. Even less obvious is the type of vehicles that will be on the road after 2015, when greenhouse gas (GHG) emission limits will be severe.

One of the panelists, Gerhard Schmidt, Chief Technology Officer and Vice President for Research and Advanced Engineering at Ford, is well placed to envision what may be in store for the vehicle fleet. “Companies have to be prepared with a range of propulsion systems that could work in all sce-narios in all price ranges,” he warned. Such decisions require that “we accurately gauge how much money it will cost to achieve what percentage improvement in fuel economy.”

To meet latest CAFE limits, Schmidt expects most firms to downsize their gasoline engines, replacing them with smaller-

displacement designs that achieve equivalent performance using turbocharging, direct injection, and other systems. “V8s will become V6s, V6s I4s, and so forth,” he said. Clean diesels will meanwhile find greater use outside the U.S., in Europe and Asia, but their higher costs could slow deployment. “India is 70% diesel,” he noted, but it remains to be seen whether that nation is ready to purchase clean diesels. Schmidt added that more work needs to be done to perfect diesel exhaust aftertreatment technology.

The industry will continue to make substantial progress toward the electrification of the powertrain, he said, with vari-ous flavors of hybrids gaining market share. An entire World Congress session is devoted to analyzing “Which Hybrid Concepts Will Rise to the Top?” Plug-in hybrids, he said, offer potential advantages in cutting GHG and taking pressure off utilities by feeding the grid, but await improved batteries and a widespread recharging infrastructure to achieve significant inroads. But Schmidt questions any true societal benefit from this course if most electricity is still generated mainly by coal-fired power plants.

Farther out, Schmidt noted that “interest in hydrogen fuel cells seems to be slowing down a little lately.” Besides techno-logical and cost issues, he added, “industry and government have to collaborate to develop a cost-effective hydrogen-refu-eling infrastructure.”

Whatever propulsion systems arise, lightweight structures will also be required to boost fuel mileage, he said. “We’ll need to spend more resources to develop lightweight struc-tures that do the job, but we won’t necessarily need expensive and exotic materials such as carbon composites to succeed,” the Ford exec believes. “Middle measures,” such as better en-gineering to place just enough material exactly where it is needed as well as greater use of high-strength steel, alumi-num, and magnesium, may be able to do the trick.

Cloudy crystal ballAnother panelist, John Haywood, a mechanical engineer at MIT, will arrive armed with insights he and his colleagues gained when they prepared an industry report released last year titled “On the Road in 2035.”

“We assessed the opportunities that will emerge in auto-motive technology and fuels as we move along in time,” he explained. The team analyzed the performance of new and improved engines, tried to make reasonable assumptions re-garding trends such as the likelihood of vehicle size and weight reduction, and then estimated the deployment rate of each propulsion technology. ”Next we tried to determine the types of fuel and how much the fleet would use as time pro-gressed. Using those estimates, we predicted the fuel con-sumption situation in the U.S. and the resulting release of greenhouse gases.”

According to the MIT projections, fuel consumption tends to rise, levels off, and then comes down over the next quarter century. Petroleum supplies, reported Haywood, will not keep up with the demand, but in time they will be supple-mented by biofuels, coal to liquids, oil shale, tar sands, and other alternatives.

The group agreed with much of the propulsion scenario proposed by Schmidt, finding, however, “that the time scales of change are large.” This result is especially true for the more-advanced technologies. “There’s likely to be a long

Downsized gasoline engines that match the performance of their larger predecessors but with better fuel economy is a recent auto industry trend, said Gerhard Schmidt, Ford Chief Technology Officer, a panelist at the upcoming SAE World Congress. The 1.6-L 180-PS (132-kW) EcoBoost engine in Ford of Europe’s IosisMAX concept uses direct injection and turbocharging to make up for the size difference.



large vehicle, it bounces off like a billiard ball.” He pointed out that even such an improvement has ramifications: “In an oblique impact, a Smart could spin like a top, so more secure seatbelt technology—such as four-point or inflatable belts—might be needed to ward off neck injuries.”

Paradigm changersAchieving green mobility will necessitate some radical think-ing and probably some tough behavioral changes. The task of the panel titled “Green Mobility—The Long View” will be to examine the feasibility of potentially game-changing transport technologies and infrastructures that lie on the far horizon as well as new concepts of sustainable personal mobility.

pause before all-electric and hydrogen fuel-cell cars hit the road in any numbers,” Haywood stated.

In general, “We concluded that if we work really hard, we can make these changes,” he said. “It won’t be easy, but it’s just about feasible.” Haywood expects progress by adopting new technology and substituting with alternative fuels, but he warns that the industry “will not be able to keep escalating performance and vehicle size as it has been doing at the ex-pense of other factors. And there will probably have to be some serious behavioral and lifestyle changes on the part of the owners/drivers.”

Green safetyIs “green safety” a non sequitur? That is the ques-tion that moderator Joseph Kanianthra, President of Active Safety Engineering LLC, will toss to his panel. “It’s conventional wisdom that fuel econo-my compromises safety,” said the former Associate Administrator for Vehicle Safety Research at the National Highway Traffic Safety Administration (NHTSA). “Reducing vehicle weight to improve fuel economy means less safe-ty, so being greener incurs a penalty in crash safe-ty.” This argument was often used in the past to beat back federally mandated mileage standards.

“The problem with that thinking,” Kanianthra continued, “is that it may be possible to prevent most crashes from occurring altogether, and be-yond that, new, integrated technologies have be-come much better at protecting occupants, so we have a chance to improve car safety while reduc-ing weight.”

Vehicle weight does not necessarily determine safety, he said, as shown by Daimler’s Smart ForTwo, which received good safety ratings de-spite being small. “The engineers built a stiff cage structure into the Smart, so that even if it hits a

Clean diesel engines, such as the one that powers the Mercedes-Benz ML 320 BlueTEC diesel SUV, will be part of the mix of future propulsion systems, particularly outside the U.S., according to panelists. The exhaust from the SUV’s high-mileage powerplant is injected with AdBlue urea additive to cut nitrogen oxide emissions, low enough to meet the demanding U.S. Tier 2 Bin 5 standard.

Green and safe are not mutually incompatible, claims Joseph Kanianthra, a Congress panelist who until recently was Associate Administrator for Vehicle Safety Research at NHTSA. He points out that the Smart ForTwo is a small, fuel-efficient car that nevertheless gets good federal crash-safety ratings. The two-seater’s secret is a stiff but lightweight safety-cage structure inside.


Events | Energy/EnvironmentFeature

Sebastian Thrun, one of the participants in the upcoming Congress session on “Green Mobility—The Long View,” led the development of a pair of autonomous vehicles that had great success in two recent DARPA Grand Challenges. The Stanford Racing Team entered 2007’s Urban Challenge with “Junior,” a driverless 2006 Volkswagen Passat, which finished in second place.

One of this panel session’s members, Sebastian Thrun, the Stanford University computer scientist who led the develop-ment of a pair of autonomous vehicles that had great success in two recent Defense Advanced Research Projects Agency (DARPA) Grand Challenges, offers a series of provocative ideas, many of which have been considered previously, but which bear another scrutiny. “When people think about green mobility, they often focus somewhat superficially on energy consumption in terms of fuels, propulsion systems, and effi-ciencies, but maybe it’s time to take a wider view of the way in which what we do affects overall energy use.” In many cases, he asserts, factors that determine energy use are not obvious.

For example, many auto executives claim that 30% of a cur-rent car’s weight is related to maintaining passenger safety, said Thrun. “If that’s true, it means that the same fraction of a

vehicle’s total energy use is consumed moving safety equip-ment around, since mass is the number one determinant of energy use,” he said. Approximately 30% of car-based energy is equivalent to 5% of domestic U.S. consumption—“more than that which is produced by drilling on the Alaskan shore.”

Perhaps, a switch to “European-type” engineering stan-dards should be considered whereby a car design needs to provide comprehensive safety only to seatbelt-wearing occu-pants, which would provide a way to shave a vehicle’s energy consumption, suggested Thrun. “Right now, the American car incorporates heavy safety systems and stiff body structures that absorb crash energy and restrain the intrusion of engines and other large objects into the interior compartment to pro-tect passengers who don’t wear seatbelts.”

In addition, he advocates research to develop and install the technology needed to perform vehicle drafting and con-voying to save energy. Tests at the University of California–Berkeley and elsewhere indicate, Thrun reported, that a trail-ing vehicle can boost its fuel economy by about one-fifth by driving less than 10 m (33 ft) behind a truck (depending on speed and so forth). “Maybe we should enable more car con-voying by engineering the necessary advanced sensors and control systems, precision GPS, vehicle-to-vehicle (V2V) com-munications, and road infrastructure.”

And rather than spending more on expensive mass-transit systems, which are energy- and cost-inefficient because buses, subways, and trains continue to run even when they are emp-ty, he suggests “we employ vehicle convoying to create effi-cient transport that feels a lot like and offers the benefits of mass transit, but in which everyone retains their own private, customized space and the ability to travel as you wish after your car leaves the convoy.

“Nothing of what I’m suggesting,” Thrun said, “would restrict people’s driving; such developments would augment human driving. With a little thought, we can do better.” aei

Stanford’s Thrun wonders if we should not pursue advanced green transportation concepts such as convoying—the ability to form a closely packed line of vehicles that operates as one—to save the need to build more highways. Along with onboard sensors and precision GPS, communications systems such as General Motors’ vehicle-to-vehicle technology, which is based on low-cost, chip-based sets (inset), could enable such innovations.


9009 AEI Tech Awards

Test platformThe HyHIL by D2T, in partnership with IFP, Renault, the Laboratoire de Génie Élec-trique de Grenoble, and LMS Imagine, is a virtual hybrid test platform that uses a suite of ge-neric tools to reproduce and as-sess the complex architectures of hybrid vehicles. The physical mod-eling of the components is done on the LMS Imagine.Lab AMESim simulation platform. Piloting of the powertrain test bench and model execution are based on the real-time functionalities of D2T’s MORPHEE 2 test bench supervisor. Supported by the Mov’eo com-petitiveness cluster and FUI Fund, HyHIL has validated three hybrid architectures: pure thermal mode, with simulation of an alternator-starter; stop and start mode, with simulation of the engine’s fre-quent stop-start phases; and hy-brid mode, with simulation of electric propulsion, energy recov-ery during deceleration phases, and battery recharging. These architectures have been tested over the course of several stan-dard driving cycles using an en-ergy supervisor developed by IFP. For more information, visit booth 527

Plastics to fuelNatural State Research (NSR) has developed a formula to create liquid fuel from most types of plastic waste. The process turns approximately 95% of the plastic into liquid fuel, while the remain-ing 5% can be used as a substi-tute for coal with a higher ther-mal unit value. The fuel produced is suitable for use in cars, trucks, buses, trains, and heavy equip-ment. NSR technology does not create greenhouse gas emissions and reduces plastic at overbur-dened landfills, thereby achieving a balance between energy, eco-nomics, engineering, and environ-mental efficiencies, according to the company. The formula will enable OEMs to reduce costs while stabilizing the U.S. market by establishing a more permanent and predictable resource for fuel. For more information, visit booth 960

The editors of Automotive Engineering International highlight some of the more innovative newproducts and technologies on display by suppliers at the SAE 2009 World Congress, based on thelatest information provided by exhibiting companies.

Hot-stamped tailor-welded blanks With its first application in a production car, ThyssenKrupp Steel’s hot-stamped tailor-welded blanks are used in the B-pillars, rear side members, and tunnel reinforcements of the Audi A5 coupe and the new A4. This technology is used mainly in the production of crash-relevant components. In addition to rear and front members, typical applica-tions are bumpers or roof rail reinforcements. With the hot stamping process, a manganese-boron-alloy steel designed specially for the process is first heated to 880 to 950°C (1616 to 1742°F) in a furnace, then

stamped into a component, and cooled very quickly in the die at a rate of more than 30 K/s (54 R/s). The high blank temperature during stamp-ing ensures forming behavior, and the subsequent rapid cooling results in an extremely hard microstructure in the material. This produces a tensile strength of around 1500 MPa (217,560 psi).For more information, visit booth 1155

Silicon-carbide DPF Saint-Gobain’s silicon-carbide (SiC) die-sel particulate filter (DPF) features high porosity. The SG4 offers SiC robustness that provides high thermal stability, se-vere regeneration, and corrosion resis-tance. With 60% porosity and narrow pore size distribution, the company’s microstructure is designed specifically to accommodate high washcoat loading with low impact on backpressure. Designed for DeNOx function integration onto DPF substrate, the SG4 takes ad-vantage of highly conductive SiC and narrow pore size distribution. This cata-lytic function integration allows additional packaging benefit and down-sizing potential for the full exhaust system. The SG4 is available with Saint Gobain’s asymmetric cell design and offers fuel-economy-optimized technology due to low backpressure, high soot loading operability, and increased regeneration interval. Cell density is available up to 300 cpsi. Saint-Gobain’s assembling design and manufacturing process allow pro-duction of substrates for any geometry and shape.For more information, visit booth 1013


Gaseous-fuel control unit A gaseous-fuel slave control unit from IAV provides the means for upgrading gasoline concepts to run on gaseous fuels quickly and cost-effectively without having to modify the existing engine control unit. This system, which is composed of the control unit, the gaseous-fuel com-ponent set, the master control unit, and the gasoline components, makes it possible to meet the cur-rent and future requirements of emissions legislation. Large-scale mass production of the slave control unit is scheduled to start at production partner MGH in the spring. In the system, the original engine control unit works with the slave control unit. The signals for actuating the gas-oline injectors are first fed to the control unit for the gaseous-fuel drive. A high-precision analysis unit processes the signals and computes the necessary adjustments—i.e., the optimum gaseous-fuel injection times, which, depending on operating point, may differ from the values for gas-oline operation. The system electronics use the sensor values from the original engine management system as well as additional parameters such as pressure and temperature in the gas rail. Because the original gasoline calibration is left unchanged, manufacturers can use the same gaseous-fu el slave control unit for different engine versions. For more information, visit booth 1354

Connector charge Yazaki has teamed with the SAE J1772 Working Group to define a standard connector interface for charging the batteries of plug-in electric vehicles from the utility grid. Design features for the con-nector include a compact size; crush-proof design; support of up to a 70-A charge rate; and safe, touch-proof contacts. The con-nector was designed for more than 10,000 insertion cycles. Yazaki supplies high-voltage prod-ucts for many hybrid vehicles on the road around the world and and offers improved material se-lection, component integration, size reduction, and enhanced designs for manufacturability.For more information, visit booth 1307

Map and positioning engine strategy for map-enhanced driver assistance systemsA map and positioning engine (MPE) strategy from Navteq offers im-proved map-enhanced driver assistance systems (ADAS) to all vehicles, including those without a navigation system. The solution accelerates the development of ADAS applications embedded directly in a vehicle’s CAN bus or electronic sensor. The MPE map contains ADAS geometry and ADAS attributes with a reduced file size, permitting broader vehicle adop-tion. A recommended MPE specification outlines deployment of the GPS, microprocessor, memory, and all required software to predict information,

search, and interpret attributes on the road. The design is small enough to be implemented on a circuit board or distributed in the electronics architecture of the vehicle. It is always on and does not require a stored naviga-tion route. For more information, visit booth 1020

Door seal sensor system The Tactilus door seal sen-sor system from Sensor Products analyzes contact pressure between the seal of a door and the rubber seal of a vehicle. Using piezoresistive sensors, the pressure-mapping system displays detailed pictures and statistical data instantly through its user-friendly Microsoft Windows-based software. Proper placement and construction of seals have an effect on wind noise, waterproofing, vibration, fuel efficiency, and air quality. Through the system, the fit and pressure uniformity of the door seal can be verified, and surface defects, abrasion marks, and voids can be quickly exposed. All data can be recorded for future use and is available in a variety of graphical and statistical formats. A manu-facturer may find it necessary to make changes to the door seal or the actual body of the vehicle. Featuring portability, the system is also fully customizable. For more information, visit booth 514

Hybrid battery test system A hybrid vehicle battery test sys-tem from Sakor Technologies is energy-efficient and can perform various performance and durabil-ity cycling, including complex profiles and road load simulations. Features include a high-efficiency, line-regenerative dc power source. During discharge modes, absorbed power is regenerated back to the ac mains to improve efficiency. Driven by a DynoLAB EM controller, the system can automate performance, durability, and continuous cycling opera-tions, including full road load simulation, and it can test com-plete hybrid drivelines and subsys-tems with or without actual bat-teries in circuit. The system is available with voltages of up to 1000 V dc and ranges in size from ±200 to ±2400 A continuous.For more information, visit booth 1322

Integrated development tool chain for hybrids, EVsAn integrated devel-opment tool chain for hybrid and electric vehicle applications from dSpace includes prototyping systems; ECU autocoding soft-ware; hardware-in-the-loop testing sys-tems for electrical drive simulation; real-

time automotive simulation models for simulating electric components such as battery, loads, electric motors, controllers, and inverters; ECU cali-bration systems; and engineering and consulting services. Prototyping systems improve control designs without manual programming to opti-mize fuel consumption and reduce emissions. Autocoding software facili-tates the development and implementation of control systems. Simulators create a virtual, real-time environment to run test scenarios, while models display the real-time simulation of a vehicle’s electrical system. Measurement, calibration, and diagnostic tasks all can be performed with the same tool using the system. For more information, visit booth 901

product briefs


productbriefs

Edited by Matthew Newton

What’s New at SAE 2009AEI continues its preview coverage of the products, services, and technologies to be displayed this month at the SAE 2009 World Congress in Detroit.

Induction heating systems InductoScan systems from Inductoheat feature a modular design that provides flexibility for a range of power supplies, con-trols, and components to be inte-grated onto a common base. The units can be customized to per-form heat-treating applications such as scan, single-shot, lift/rotate, pick and place, rotary in-dex, and linear transfer. Several systems are equipped with two independent power supplies, thus allowing each spindle to provide completely different operations or precise power control of identical operations. An upgraded control package features Allen Bradley Compact Logix/SERCOS Drive controls to eliminate the need for calibration, home switching, and servo homing routines. A Windows XP PC-based human-machine interface with color graphics and program storage is interfaced to the machine’s pro-grammable logic controller.For more information, visit booth 855

Rotary torque sensor PCB Automotive Sensors’ 5300D Torkdisc inline rotary torque sensor systems were de-signed for test applications requir-ing a rotary torque transducer with limited axial space. The transducer converts torque signals into a high-speed digital represen-

tation and then transmits the data to a noncontacting loop, without risk of noise or data corruption. A remote receiver converts the data to an analog output voltage and a serial digital output. Series 5300D incorporates dual analog outputs to provide both static and dy-namic torque measurement capa-bility and features dc bandwidth to 8500 Hz. Units are suitable for automotive engine, powertrain, and chassis dynamometer testing for improved performance, emis-sions, and fuel economy.For more information, visit booth 1101

the powertrain test bench and model execution are based on the real-time functionalities of D2T’s MORPHEE 2 test bench supervisor. Supported by the Mov’eo com-petitiveness cluster and FUI Fund, HyHIL has validated three hybrid architectures: pure thermal mode, with simulation of an alternator-starter; stop and start mode, with simulation of the engine’s fre-quent stop-start phases; and hy-brid mode, with simulation of electric propulsion, energy recov-ery during deceleration phases, and battery recharging. These architectures have been tested over the course of several stan-dard driving cycles using an en-ergy supervisor developed by IFP. For more information, visit booth 527

3-D printing Process solutions provider Dasi Solutions has teamed with Objet Geometries on the Alaris30 desktop rapid-prototyp-ing 3-D printing machine, which delivers a combination of detailed models in a compact system to decrease design cycles. Objet’s PolyJet and PolyJet matrix tech-nology provide a complete 3-D printing solution for rapid-proto-typing applications, and Objet Studio Software ensures that models print accurately. The Alaris30 uses PolyJet Polymer Jetting technology to print thin layers that harden immediately with UV light, improving handling without powder or assembly. Engineers can improve production from art to part without the ne-cessity of outsourcing to rapid-prototype service bureaus.For more information, visit booth 610

Test platformThe HyHIL by D2T, in partnership with IFP, Renault, the Laboratoire de Génie Élec-trique de Grenoble, and LMS Imagine, is a virtual hybrid test platform that uses a suite of ge-neric tools to reproduce and as-sess the complex architectures of hybrid vehicles. The physical mod-eling of the components is done on the LMS Imagine.Lab AMESim simulation platform. Piloting of

Steering measurement system The drift-pull steering measure-ment system from Sensor Developments allows vehicle manufacturers to accurately mea-sure the effects of drift pull caused by wheel alignment errors. With this sensor system, operators can measure and record drift-pull torque and angle, allowing them to determine whether the vehicle has been properly aligned prior to its shipment to auto dealerships. The system features integrated torque and angle measurement with a quick attachment to the vehicle’s steering wheel. A USB-compatible connection powers and acquires the data from the sensor and turns a laptop com-puter into a portable data-acquisi-tion system.For more information, visit booth 514

Shuttle valve IMH 8-mm (0.315-in) shuttle valves from The Lee Company feature a compact, nondetented,

product briefs


selective design and improved flow capacity over existing mod-els. The compact 6 gal/min (23 L/min) shuttle valves are 16 mm (0.63 in) long and are suitable for auxiliary functions such as hydrau-lically released, spring-applied brakes and load-sensing applica-tions. Valves also solve hydraulic isolation problems in manifolds and feature consistent long-term performance. The cartridge-style valve is constructed entirely of stainless steel and installs into a drilled hole, eliminating the need for threads, O-rings, or in-house designs.For more information, visit booth 431

embedde d computer with pre-loaded operating software, key-board, and LCD monitor.For more information, visit booth 900

complete their diagnostic tasks with a minimum number of com-mands. The device, which essen-tially configures itself, offers a use-case-driven perspective of diagnostics without having to address the details of the complex diagnostic protocols. Users can execute diagnostic tasks in elec-tronic control unit development without having in-depth knowl-edge of these protocols. Indigo guides users in solving their tasks: it quickly works toward a solu-tion, beginning with various total vehicle views and progressing to specific detailed views. Indigo is parameterized via ODX or CANdela data. The distinction between configuration mode and diagnostic mode ensures that the configured project and settings are not changed inadvertently. For more information, visit booth 1131

Enhanced driver assistance A map and positioning engine (MPE) strategy from Navteq of-fers improved map-enhanced driver assistance systems (ADAS) to all vehicles, including those

without a navigation system. The solution accelerates the develop-ment of ADAS applications em-bedded directly in a vehicle’s CAN bus or electronic sensor. The MPE map contains ADAS geometry and ADAS attributes with a re-duced file size, permitting broader vehicle adoption. A recommended MPE specification outlines deploy-ment of the GPS, microprocessor, memory, and all required software to predict information, search, and interpret attributes on the road. The design is small enough to be implemented on a circuit board or distributed in the elec-tronics architecture of the vehicle. It is always on and does not re-quire a stored navigation route. For more information, visit booth 1020

Plastics to fuel Natural State Research (NSR) has developed a formula to create liquid fuel from most types of plastic waste. The process turns approximately 95% of the plastic into liquid fuel, while the remain-ing 5% can be used as a substi-tute for coal with a higher ther-mal unit value. The fuel produced is suitable for use in cars, trucks, buses, trains, and heavy equip-

Generator systems The TGAR transient generator system from AR RF /Microwave Instrumentation provides the flexibility to adapt to varied and ever-changing specifications for automotive conductive immunity testing. With a base current rating of 100 A, the user-friendly system can handle most of the widely diverse specifications that cur-rently exist, yet it is capable of generating custom pulses. The company also offers a second lower-cost TGAR system with a base current rating of 32 A. TGAR systems feature a built-in oscilloscope that allows for easy pulse verification and self-calibra-tion; pulse verification and system calibration data included in the DUT test report; and LabView-based software and built-in arbi-trary waveform generators that allow users to create custom waveforms. Software updates will be easily handled via download-able files from the website with-out the need for a hardware up-grade. The system also includes built-in auxiliary power supply,

Silicon-carbide DPF Saint-Gobain’s silicon-carbide (SiC) diesel particulate filter (DPF) features high porosity. The SG4 offers SiC robustness that pro-vides high thermal stability, severe regeneration, and corrosion resis-tance. With 60% porosity and narrow pore size distribution, the company’s microstructure is de-signed specifically to accommo-date high washcoat loading with low impact on backpressure. Designed for DeNOx function integration onto DPF substrate, the SG4 takes advantage of high-ly conductive SiC and narrow pore size distribution. This catalytic function integration allows addi-tional packaging benefit and downsizing potential for the full exhaust system. The SG4 is avail-able with Saint Gobain’s asym-metric cell design and offers fuel-economy-optimized technology due to low backpressure, high soot loading operability, and in-creased regeneration interval. Cell density is available up to 300 cpsi. Saint-Gobain’s assembling design and manufacturing process allow production of substrates for any geometry and shape.For more information, visit booth 1013

Diagnostic tester The Indigo diagnostic tester from Vector CANtech provides a quick overview of vehicle status and uncomplicated access to diagnos-tic data. It features simple menu-ing that proves to be helpful dur-ing test drives, allowing users to

Pressure Transducers: High Performance, EconomicalOMEGA’s PX309 Series

Employing the latest aerospace silicon technology, the PX309 Series pressure transducers from OMEGA® deliver superior accuracy at competitive prices. These tranducers offer a choice of absolute pressures from 5 to 300 psi, gage pressures from 1 to 10,000 psi, and 3 output ranges, 0 to 100 mV, 0 to 5 Vdc, and 4 to 20 mA, which makes them compatible with most process-control equipment. All stainless steel construction pro-vides the durability needed for industrial applications. The transducers use the latest semiconductor sensor technology. Pressure ranges 50 psi and below plus all absolute pressure ranges use a high stability semiconductor pressure sensor isolated via a fluid filled stainless steel diaphragm system. Pressure ranges 100 psi and above use high accuracy silicon strain gages molecularly bonded to a stainless steel diaphragm. Both systems provide a rugged sensor with high accuracy and excellent long term

[email protected] http://www.omegadyne.com/ppt/prod.html?ref=PX309-100MV&flag=1

product briefs


ment. NSR technology does not create greenhouse gas emissions and reduces plastic at overbur-dened landfills, thereby achieving a balance between energy, eco-nomics, engineering, and environ-mental efficiencies, according to the company. The formula will enable OEMs to reduce costs while stabilizing the U.S. market by establishing a more permanent and predictable resource for fuel. For more information, visit booth 960

ciency motor also offers a low-inertia inner rotor, reduced axial dimensions, low noise, and resis-tance to vibration and harshness levels. Fully customizable for OEM programs, the SPAL motor incor-porates smart soft start—a re-duced in-rush current that pro-tects a stalled/resisted fan. The brushless design reduces the number of wear components over brushed technology to deliver long-lasting motor life and to provide automatic power de-rat-ing to guarantee performance in over-temperature operating con-ditions. Designed to meet the highest engineering standards for both performance and durability, the SBL300 is recommended for automotive, bus, off-highway, and truck applications.For more information, visit booth 1055

Development tools An integrated development tool chain for hybrid and electric ve-hicle applications from dSpace includes prototyping systems; ECU autocoding software; hardware-in-the-loop testing systems for elec-tric-drive simulation; real-time automotive simulation models for simulating electric components such as battery, loads, electric mo-tors, controllers, and inverters; ECU calibration systems; and engi-neering and consulting services. Prototyping systems improve con-trol designs without manual pro-gramming to optimize fuel con-sumption and reduce emissions. Autocoding software facilitates the development and implementation of control systems. Simulators create a virtual, real-time environ-ment to run test scenarios, while models display the real-time simu-lation of a vehicle’s electrical sys-tem. Measurement, calibration, and diagnostic tasks all can be performed with the same tool using the system. For more information, visit booth 901

Human-machine interface developmentDiSTI Corp.’s GL Studio 4.0 soft-ware upgrade offers greater ease of use and productivity for the developer, higher performance of the deployed application, and better overall value to the cus-tomer. This release features a re-architected GL Studio developer interface based on customer feed-back and prevailing user-interface design trends. In addition to the interface upgrades, GL Studio 4.0 includes more than 30 generic instruments covering a variety of application types from speedom-eters to keypads and nearly 300 common user-interface texture elements. This content, coupled with a new tutorial that illustrates how to develop advanced 3-D graphical interface designs, deliv-ers an out-of-the-box user experi-ence, according to the company. GL Studio is now being used by manufacturers of automobiles, aircraft, and space vehicles for uses ranging from prototyping to embedded safety-critical displays. For more information, visit booth 927

engaged, the system activates the brakes to decelerate smoothly. If the accelerator is engaged, the acceleration actuator is activated through a push-back mechanism to help the driver release the ped-al. When the vehicle ahead slows down or brakes, requiring the driver behind to brake, the system alerts the driver through message and audio warnings and pushes back the accelerator to help the driver switch to the brakes. The DCA debuted on the 2009 Infiniti FX. For more information, visit booths 641 and 2155

Brushless motor The SBL300 from SPAL USA is a completely sealed brushless motor designed to suit a variety of air movement needs. Available in both axial and centrifugal blower configurations, the low-mass SBL300 features IP68-certified dustproof/waterproof construc-tion and integrated power and signal electronics. The high-effi-

Cable and wire carrier Kabletrax Worldwide’s F.I.T. (Flexible Installation Tape) cable routing system allows flexible, cost-effective organization and rout ing of wires and cables in a wide variety of on-vehicle applica-tions. Offering efficiency and time savings, the lightweight and flat F.I.T. can be easily installed and used in a variety of static or mov-ing applications, such as routing cables to entertainment consoles or under multifunction powered vehicle seats. Due to its construc-tion and manufacturing process, F.I.T. systems can be cost-effec-tively custom-designed and man-ufactured in a wide variety of application-specific colors, materi-als, and configurations.For more information, visit booth 1030

Distance control assist technology The distance control assist (DCA) system from Nissan North America determines a driver’s following distance as well as the relative speed of both vehicles using a radar sensor installed in the front bumper. When a vehicle approaches close to the front vehicle and the accelerator is not

High-strength magnesium sheet technologyThixomat ’s NanoMag technology is an environmentally friendly process for the production and marketing of high-strength, light-weight magnesium sheet with nanometer microstructures. The process, developed with the Department of Material Science and Engineering at the University of Michigan and under the sponsorship of the National Science Foundation, offers advantages in material int-egrity and cost savings. The foun-dation of the technology is the Thixomolding Thermal Mechanical Process. Thixomolding is the injec-tion molding of magnesium al-loys. The NanoMag process results in a stronger, more reliable, more formable, and lighter-weight magnesium sheet with properties similar to steel and with a compa-rable strength-to-density ratio as that of steel but at one-fourth the weight. Substituting the lighter-

product briefs


weight magnesium sheet for alu-minum and other materials re-duces vehicle fuel consumption as well as offers greater personal protection in military applications. In addition, it can be used as a base material for manufacture of fuel cells and electronic products.For more information, visit booth 1223

machine and lose production while changing the water.For more information, visit booth 1654

or hybrid; the number of gears desired; the overall ratio spread; and the required shift elements. If hybrid, questions address the required level of regenerative braking and accelerative boosting, as well as the necessity of a geared neutral. With this type of information, the program can quickly calculate and evaluate all permutations for the optimum layout of the gear train with the least number of torque-transfer components, the simplest shift logic, and the optimum energy-transfer efficiencies obtainable with the resulting transmission architecture design. According to IAV, Transmission Synthesis saves users time, complexity, and cost on transmission development.For more information, visit booth 1354

Multicore cablesLeoni Cable’s Adascar multicore automotive cables include prod-ucts geared to six areas of appli-cation, with materials and cables designed to the customer’s speci-fications. Safety cables include airbag, belt, precrash, early warn-ing and closing systems, pinch protection, chassis safety, and distance controllers. Comfort ca-bles encompass categories such as roof, seat, heating, ventilation and climate control, and parking assist. Power cables are used for applications including lighting and cabling systems, electrical installa-tion wiring, and engine compart-ments. Control cables include sensors for rain, weight and oc-cupant recognition, fill level, lambda probe, and applications with capacity and inductivity re-quirements. Truck cables feature the connection cable between tractor and trailer or semitrailer, lighting and cabling systems, and cables with ADR approval. Lastly, wheel sensor cables include ABS/ESP sensor cables, active body control, and brake wear indicator.For more information, visit booth 1125

GF-5 website Japanese translationLubrizol’s GF-5.com website pro-vides real-time information on the

Honda R&D Technical ReviewThe April edition of Honda R&D Technical Review includes a spe-cial focus on fuel-cell vehicles and the Honda Insight. The 246-page, soft-bound book includes 33 articles and papers on the newest technology initiatives from Honda Motor Co. Ltd. Featured in the color publication are various aspects of the FCX Clarity: style and design, fuel-cell powertrain and new fuel-cell stack, electric shift system, heated and cooled seats, and PDU. Honda R&D Technical Review is available at the SAE Store at the 2009 SAE World Congress as well as at www.sae.org.For more information, visit booth 2101

Transmission development softwareIAV, in cooperation with the University of Chemnitz, has developed a software package suited for transmission system engineers. The Transmission Synthesis program asks questions about transverse or longitudinal; planetary automatic, dual-clutch,

Closed-loop impregnation systemUltraseal’s closed-loop, effluent-free impregnation system reduces the effluent associated with con-ventional impregnation systems by 99%. The recyclable sealants are recovered during the cold-wash process and returned to the autoclave for reuse. This system provides the benefits of reduced sealant usage, decreased effluent production, and reduced freshwa-ter usage. The hot-cure effluent is also recycled by pumping solution from the hot-cure tank to a distil-lation unit, where the hot-cure water is purified. This clean water is then returned to the cure tank for reuse. A specialized chemical is dosed into the system to ensure that the distillation process is kept clean. The highly concentrated waste (usually less than 1% by volume) is collected separately for subsequent disposal. This hot-cure recycling: results in water savings by not having to replace the tank volume on a regular ba-sis; provides energy savings due to not having to reheat the re-placement water; results in efflu-ent savings due to reduction of the effluent stream by up to 99%; and creates manufacturing sav-ings by not having to stop the

Combined sensor packageThe e-Sensing product line from DTS includes the 6DX combined sensor package, which incorpo-rates three linear accelerometers and three angular rate sensors in a single, compact package that is 28 mm (1.1 in) square and 17 mm (0.67 in) high. The six channels of output provide the data to calcu-late an acceleration vector and track its orientation in space with time and, with the appropriate post-processing calculations, plot the kinematic motion of a test piece in three-dimensional space. The ruggedized unit is designed for high-speed impact environments and has a 6000-g shock rating. The built-in connectors make the unit especially durable where cable damage does not retire the entire sensor package. Applications in vehicle testing include crash im-pacts, rollover, suspension, and ride and handling. Other applications include testing of off-road and construction vehicles, motorcycles, marine, motorsports, and human motion measurement.For more information, visit booth 1314



product briefs


proposed ILSAC GF-5 specifica-tion; a Japanese version of the site is now available. This site will help Japanese customers be suc-cessful in preparation for the commercialization of GF-5, which is expected to be prevalent in Japan for MY2011 vehicles. JAMA (Japanese Automotive Manufacturers Association) is a key member of ILSAC, the International Lubricant Standardization and Approval Committee, which in collabora-tion with oil industry organiza-tions, is developing GF-5. The

signal conditioning and calibra-tion circuitry. Suitable for heavy braking tests, the sensors also calibrate and adjust biaxial wheel test machines and perform prod-uct development of stability con-trol, suspension, and tires. Units are available in aluminum, stain-less steel, and titanium. They ac-cept modified rims to mount a range of tire sizes, wheel diam-eters, and offsets.For more information, visit booth 1101

website will provide users with key areas of information including an animated timeline that high-lights the steps required by the industry to take the specification from initial concept to commer-cialization, recent news and up-coming events, explanation of GF-5, information about the in-dustry and process, and table indication of testing required and status of each test.For more information, visit booths 743 and 749

Wheel-force transducer PCB Automotive Sensors offers Series 5400 wheel-force transduc-ers for road load data acquisition. Designed to mount between the vehicle hub and wheel rim, the rugged, one-piece, water-resistant units feature accurate measure-ments and are available in a vari-ety of sizes for on- and off-road vehicles. Units can be fitted with either slip ring or telemetry signal transmission and offer onboard

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Company Page

Active Safety Engineering ........................................ 64Acura ....................................................................... 51Adams Software ....................................................... 52Advanced Lead-Acid Battery Consortium ................. 19Advics ...................................................................... 29AEZ .......................................................................... 17Aisin ......................................................................... 29Allen Bradley ............................................................ 68Alliance of Automobile Manufacturers ..................... 75AR RF/Microwave Instrumentation .......................... 69Artificial Muscle ....................................................... 56ArvinMeritor............................................................. 40Aston Martin ............................................................ 14AT&T ........................................................................ 76Audi ............................................................. 50, 51, 66Azure Dynamics ....................................................... 76BMW .....................................12, 16, 24, 26, 38, 46, 51Bridgestone .............................................................. 29BYD ............................................................................ 6Cadillac .................................................................... 51CARB ........................................................................ 75Centro Ricerche Fiat ................................................. 55Chevrolet ........................................................... 24, 51Chrysler .............................................................. 42, 52Citroën ............................................................... 14, 24Cobasys .................................................................... 77Cranfield University .................................................. 19Custom Sensors & Technologies ............................... 31D2T .................................................................... 66, 68Daihatsu ................................................................... 27Daimler .............................................................. 22, 64Dana ........................................................................ 29DARPA ..................................................................... 65

Dasi Solutions .......................................................... 68Dassault Systèmes ................................................... 42Delco ........................................................................ 76Delphi .......................................................... 38, 51, 54Denso ................................................................. 26, 31DiMora Motorcar ..................................................... 47DiSTI Corp. ............................................................... 70Dodge ................................................................ 42, 52dSpace ............................................................... 67, 70DTS .......................................................................... 71Eaton ......................................................................... 6Eberspächer ............................................................. 17EPA .................................................................... 29, 75Esoro ........................................................................ 17ESPCI/CNRS .............................................................. 57Ex One ..................................................................... 47FedEx ....................................................................... 76Ferrari................................................................. 51, 55Fiat .......................................................................... 26Fisher Scientific ........................................................ 76Ford ................10, 25, 29, 43, 48, 49, 50, 56, 61, 63, 77Freescale Semiconductor .................................... 32, 33General Motors ... 24, 28, 30, 31, 38, 43, 51, 55, 76, 80GENIVI Alliance ........................................................ 38GMC................................................................... 24, 52Guardian Automotive ............................................... 44Haldex ...................................................................... 28Hayes Lemmerz ........................................................ 76Hella Electronics ....................................................... 32Holden ..................................................................... 51Honda .......................................................... 24, 56, 71Hyundai .............................................................. 16, 24IAV .................................................................... 67, 71

companiesmentioned

IBM Rational ...................................................... 60, 61IFP ...................................................................... 66, 68Inductoheat .............................................................. 68Infiniti ................................................................ 51, 70Insurance Institute for Highway Safety .................... 44Intel.......................................................................... 38iSuppli ................................................................ 30, 40JAMA (Japanese Automotive

Manufacturers Association) ............................... 72James Owen Design ................................................. 55JCI-Saft ..................................................................... 77Johnson Controls ..................................................... 49Kabletrax Worldwide ................................................ 70Kia............................................................................ 17KYB .......................................................................... 28Kyoto University ....................................................... 25Laboratoire de Génie Électrique de Grenoble ..... 66, 68Lab Radio ................................................................. 44Land Rover ............................................................... 19Leoni Cable .............................................................. 71Lexus ........................................................................ 25Lincoln ..................................................................... 50LMS Imagine ...................................................... 66, 68LMS International .............................................. 59, 61Lord .......................................................................... 55Lotus .................................................................. 24, 36Lubrizol .................................................................... 71Magna ..................................................................... 29Magneti Marelli ....................................................... 38Mazda ...................................................................... 55MCE-5 Development ................................................ 34Melexis .................................................................... 32Mentor Graphics ...................................................... 58Mercedes-Benz............................................... 6, 14, 19Mercury .................................................................... 49Meridian Automotive ............................................... 29MGH ........................................................................ 67Michelin ............................................................. 51, 55Microsoft .................................................................. 67Mini ......................................................................... 26Millbrook Proving Ground ........................................ 18MIT .................................................................... 63, 76Multimatic................................................................ 29National Science Foundation .................................... 70Natural State Research ...................................... 66, 69Navteq ............................................................... 67, 69New Car Assessment Program ................................. 44NHTSA................................................................ 44, 64Nintendo .................................................................. 14Nissan .......................................................... 12, 24, 70NSK .......................................................................... 29Objet Geometries ..................................................... 68Ohio State University ............................................... 56Opel ............................................................. 25, 28, 80Ora Research ...................................................... 58, 61Orbital ...................................................................... 36Oxford University ..................................................... 19PCB Automotive Sensors .................................... 68, 72Pennsylvania Dept. of Transportation ....................... 76Peugeot .............................................................. 20, 34Pirelli ........................................................................ 17Pontiac ..................................................................... 25ProMetal RCT ........................................................... 47Provector .................................................................. 19PSA Peugeot Citroën .......................................... 19, 38Purolator Courier ..................................................... 76Queen’s University Belfast ....................................... 37Renault .............................................................. 66, 68Ricardo ..................................................................... 38Rinspeed .................................................................. 17Rolls-Royce .............................................................. 16

SABIC Innovative Plastics ......................................... 16SAE International ....................8, 24, 28, 29, 62, 67, 71Saft .......................................................................... 77Saint-Gobain ...................................................... 66, 69Sakor Technologies ................................................... 67Scion ........................................................................ 29Sensor Developments ............................................... 68Sensor Products ....................................................... 67Showa ................................................................ 28, 29Siegel-Robert Automotive ........................................ 44Siemens.................................................................... 17Siemens PLM Software............................................. 60Skoda ....................................................................... 12Smart ........................................................... 17, 28, 64Solectria ................................................................... 76SPAL USA ................................................................. 70SRG Global ............................................................... 44SRI Consulting Business Intelligence ........................ 55SRI International ...................................................... 56Stanford University .................................................. 65Subaru...................................................................... 17Swiss Federal Ministry of Energy .............................. 17The Electrical Power Group ...................................... 19The Lee Company ..................................................... 68Thixomat .................................................................. 70ThyssenKrupp ........................................................... 57ThyssenKrupp Steel .................................................. 66Toyota .......................................................... 24, 43, 45Toyota Boshoku........................................................ 26TRW Automotive ...................................................... 43UK Energy Saving Trust ............................................ 19UK Technology Strategy Board ................................. 19Ultraseal................................................................... 71University of California–Berkeley ............................. 65University of California–Irvine .................................. 57University of Chemnitz ............................................. 71University of Michigan ............................................. 70USB Implementers Forum ......................................... 40U.S. Department of Energy ......................................... 6U.S. Department of Transportation ........................... 75U.S. Postal Service .................................................... 76Utilimaster ............................................................... 77Vauxhall ............................................................. 28, 80Vector CANtech ........................................................ 69Virginia Polytechnic Institute and State University ... 57Visa .......................................................................... 49Visteon ..................................................................... 38Volkswagen ........................................................ 19, 24Volvo ........................................................................ 51Volvo Penta .............................................................. 57Weber Automotive ................................................... 17Wind River ............................................................... 38Yazaki ...................................................................... 67

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tech-lit file

Stainless Steel for Diesel Exhaust Fluid TanksDEF or Urea tanks will be standard for U.S. diesel vehicles made after 1.1.10, due to EPA regulations reducing nitrogen oxide from diesel exhaust. Urea is corrosive to mild carbon steel and non-ferrous materials such as aluminum and zinc. Urea tanks also need to be “climate controlled.” For the corrosion resistance of stainless steel — and cost-efficiency — Outokumpu’s high-strength, low-alloy duplex, LDX 2101®, stainless steel is a perfect urea tank material.

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Activating Your Ideas

In Stainless Steel for Diesel Exhaust Fluid Tanks




regulations& standards

Edited by Patrick Ponticel

Merits of California greenhouse-gas rule debated The March 5 EPA hearing on California’s request to be able to set the first green-house-gas (GHG) tailpipe emissions stan-dards in the U.S. showcased the domestic industry’s engineering advances over the past half decade. Even Fran Pavley, a Democratic State Senator in California, in an interview with AEI before the hear-ings, metaphorically tipped her hat to Detroit saying the industry “has moved in the right direction” in terms of technolo-gies for better fuel economy. Pavley wrote the law passed by the California legisla-ture in 2001 requiring a reduction in GHG emissions of 30% by 2016. The California Air Resources Board (CARB) approved a regulation in 2004 dictating the steps carmakers would have to take starting in MY2009.

Pavley was among the California envi-ronmental heavyweights who came to Crystal City, VA, to testify at the standing-room-only EPA public hearing. California has to meet certain conditions before the EPA can grant it a GHG emissions waiver based on the Clean Air Act. Stephen Johnson, the EPA Administrator at the end of the Bush administration, denied the waiver request in January 2008.

On January 21, 2009, CARB Chairwoman Mary Nichols wrote to EPA Administrator Lisa Jackson asking her to reconsider Johnson’s denial. Jackson, with President Obama’s approval, agreed and scheduled the March 5 hearing.

In an interview prior to the hearing, Tom Cackette, Chief Deputy Executive Officer for CARB, said auto manufactur-ers will be able to meet the California standard without any problem. If the cur-rent nationwide fleet of cars and light trucks emitted GHG at 2016 California levels, the fleet-wide average fuel econo-my would be 33.8 mpg (it would be higher, 35.7 mpg, in California because the ratio of cars to trucks there is closer to 70:30 versus 60:40 nationwide).

“The automakers can absolutely meet the California standard,” Cackette said in his interview with AEI.

Charlie Territo, a spokesman for the Alliance of Automobile Manufacturers, essentially agreed with Cackette. He said the CAFE standards the U.S. Department of Transportation is likely to adopt differ only “negligibly” from the California GHG standard in terms of effect on fuel economy.

Territo explained that California’s stan-dard is troublesome because of its poten-tial impact on auto sales in different states. “The structure and framework as it applies to compliance on a state-by-state level creates some real difficulties,” he said. Dealers in states that adopt the GHG standard will have to sell fewer heavy vehicles and more lighter ones; thus, a consumer in a regulated state searching for a heavier vehicle will have more incentive to cross border into an unregulated neighboring state where au-tomakers face no limit on how many heavy vehicles they can sell. Thirteen states and the District of Columbia have passed laws adopting the California GHG standard, which they will impose if and when the EPA grants California a waiver.

Territo said the problem could be solved by the U.S. adopting one national standard for GHG emissions and fuel economy. That approach was endorsed by Democratic Sen. Carl Levin of Michigan. He argued that GHG emissions are not unique to California. Therefore, the state cannot claim that those emis-sions pose an “extraordinary and compel-ling” case for a Clean Air Act waiver. “A ton of carbon emitted in California is the same as a ton of carbon emitted in any other state,” Levin said.

President Obama seems to endorse the “one national standard” concept. But neither Obama nor anyone else has talk-ed about what that standard might look like.

Cackette acknowledged that tech-nologies aimed at reducing GHG emis-sions do not always help as much in im-proving fuel economy. For example, sub-stituting cleaner air-conditioning refriger-

ant helps considerably to reduce GHG emissions but does nothing to improve fuel economy. Use of a diesel engine can lead to a 35% increase in fuel economy in some models, Cackette said, but only a 20% gain in GHG emissions reduction.

California would have no problem with one national automotive standard addressing both GHG and fuel economy. “If it would satisfy our needs, we don’t need two standards,” Cackette said. But when asked whether CARB might ease its GHG emissions standard as part of a compromise, he had a one-word answer: “No.”

Stephen Barlas

California State Sen. Fran Pavley is the author of California’s greenhouse-gas-emissions law.

insiders & insights


insiders &insights

Edited by Lindsay Brooke

Ripe for innovationAzure Dynamics’ CEO Scott Harrison explains how his company has captured the medium-duty hybrid vehicle market.

and the Pennsylvania Department of Transportation also operate AZD-powered fleets. For the past six years the U.S. Postal Service has operated 40 vans powered by AZD’s pure-electric “Force Drive” drivetrain in Manhattan.

Fleet service managers have reported vehicle uptime averaging 96%. The hy-brids’ regenerative brakes have greatly extended foundation brake life. And be-cause they launch on battery power, cus-tomers are also realizing longer starter-motor life.

AZD also has begun selling an electri-fied system known as LEEP, which allows specialized vehicles to function as a mo-bile power generator.

Hybrid sales in 2007 and 2008 were roughly $3 million each year, Harrison noted, and financial analysts’ reports have been bullish on AZD’s growth pros-pects, particularly given aggressive new fuel efficiency and emissions policies coming into play in the U.S. Currently, fleet operators in the U.S. benefit from a 10% tax incentive for vehicles proven to deliver a minimum 30% fuel efficiency improvement, as the AZD powertrain does.

Harrison is an E/E whose 18 years in the auto industry began at GM’s Delco Chassis Division. His career includes posi-tions at Fisher Scientific and a group presidency at Hayes Lemmerz before joining AZD. He believes the market, rather than regulations, will ultimately drive AZD’s book of business.

He said AZD’s powertrain, called the Balanced Hybrid Drive, adds about $30,000 to the cost of a standard gaso-line-V8 chassis. With gas at $3 a gallon, the payback to buyers through fuel-cost savings takes approximately 4½ years, he said, given the typical 20,000 mi (32,200 km) annual vehicle use. When fuel prices rise to $4 per gallon, the pay-back drops to about three years. Vehicles in AZD’s target markets typically remain

Harrison credits his strong work ethic and love of technology to his father, who was a GM machine technician.

When Scott Harrison talks about his com-pany’s hybrid propulsion system delivering a 40% improvement in fuel efficiency, he’s not dreaming. Nor is he speculating about something that only exists in CAD data. His words are based on real-world experience in hundreds of vehicles in daily fleet service. Hundreds more are slated for 2009 delivery.

“Our value proposition is this: Fuel costs are going to go higher and the reg-ulatory environment is going to get tougher,” explained Harrison, the CEO of Azure Dynamics, maker of hybrid and electric propulsion systems for medium-duty commercial vehicles. “We can show 30% reductions in greenhouse gas emis-sions and maintenance costs, compared with conventional trucks.”

While scores of start-up companies are hoping to break into the hybrid and EV spaces, Azure Dynamics (AZD) has been there for 12 years. The Vancouver-based company was spun off from a British Columbia electric utility R&D project in 1997. Along the way it acquired EV spe-cialist Solectria—itself an MIT progeny. AZD has more than 100 engineers and technical staff at facilities in Vancouver, Boston (where it manufactures power electronics and electric drives), and the Detroit suburb of Oak Park, which is Harrison’s headquarters and AZD’s pro-duction engineering base.

When AZD entered the commercializa-tion stage a few years ago, company leaders decided to focus solely on the medium-duty (Class 3 through 6) sector.

Harrison describes it as “ripe for innovation.” Delivery vans, airport shuttle buses, and vo-cational-use vehicles represent about 8% of the total vehicle miles driven in cities, but they’re responsible for 25% of the mobile emissions—most of which are while idling, he noted.

Growth by LEEPs and boundsPurolator Courier Ltd. in Canada collabo-rated with AZD on pro-totype testing in 2003. Purolator has since purchased 155 hybrid vans (19 diesel, the rest gasoline engines) for daily fleet use and has ordered more than 200 units for 2009 delivery. FedEx, AT&T,

76 APRIL 2009 aei

insiders & insights


in service for 10 to 12 years.When it was ready for production,

AZD partnered with Ford, which provides its ubiquitous E-Series chassis for hybrid-ization. “As industry veterans, we under-stand the importance of getting our tech-nologies on the right platforms,” Harrison explained. Ford has a 50% share in medi-um-duty trucks in North America.

Collaborating with FordAs Ford’s hybrid “upfitter,” AZD ships its powertrain set, including its proprietary dc/dc converter, power electronics, trac-tion motor, and a liquid-cooled Cobasys nickel-metal hydride (NiMH) battery pack, to medium-truck specialist Utilimaster, which assembles the system into Ford’s E-Series chassis. From Utilimaster, the chassis goes to a body builder.

The AZD package includes an auxiliary cooling system and auxiliary electric pow-er steering and brakes for use when the internal-combustion engine is off. The system’s integrated starter-generator starts the engine when battery state of charge drops to a minimum level and, along with the regen brakes, recharges the battery as the vehicle is moving.

“We’re the hybrid systems integrator,” said Harrison. “We have a manufacturing engineer on site at Utilimaster and we have a quality control plan. The beauty is,

lithium battery chemistry. Last January the company announced a strategic partner-ship with JCI-Saft for supply of Li-ion technology. Harrison said lithium will al-low AZD to reduce systems weight, de-velop plug-in hybrid systems, and im-prove the payback equation with the aim of a three-year payback.

“Our breakeven where we start gener-ating cash is roughly $100 million—that’s about 3000 vehicles per year,” he noted. “We’ve got work to do, but it’s not a high hurdle.”

Lindsay Brooke

it doesn’t take a lot of cash from Azure to set up this supply chain. We can ramp up rapidly and efficiently. And from the end customer’s viewpoint, this is how they’ve been ordering their vehicles for decades.”

Harrison chuckles at the suggestion that AZD is serving as Ford’s hybrid engineering group for medium trucks. “But that’s a great way of describing it,” he said. “People outside the industry wonder why everything can’t be a hybrid immediately, but it takes enormous re-sources, and Ford’s focusing where the volume is—passenger cars. With the new CAFE, they don’t have the resources to focus on trucks too. So it opens up an opportunity for our company.”

Ford has warranty responsibility on the vehicle chassis, and AZD covers the hybrid system.The nonbinding relationship en-ables AZD to sell its hybrid powertrains to other OEMs.

Like the rest of the mobility industry, AZD expects great things from upcoming

AZD’s parallel hybrid powertrain architecture currently features NiMH battery packs. The company has a Li-ion development partnership with JCI-Saft and is developing plug-in hybrid solutions as well as pure EV systems.

Delivery vans are a key market for AZD, due to their urban duty cycles.

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adindex


Advertiser Page WebsiteArens Control Co LLC ................................204 ..................4 ...................... aei.hotims.com/22868-204

AR RF/Microwave Instrumentation ...........207 ..................7 ...................... aei.hotims.com/22868-207

Avl List GmbH ...........................................237 .................37 ..................... aei.hotims.com/22868-237

Berlin Partner GmbH .................................235 .................35 ..................... aei.hotims.com/22868-235

Dana Automotive Systems Group ..............399 .............Cover 4 ................. aei.hotims.com/22868-399

dSPACE Inc ................................................398 .............Cover 3 ................. aei.hotims.com/22868-398

Horiba Instruments Inc ..............................215 .................15 ..................... aei.hotims.com/22868-215

IMP Industrie Meccaniche Pasotti SpA ......271 .................71 ..................... aei.hotims.com/22868-271

The Lee Company ......................................245 .................45 ..................... aei.hotims.com/22868-245

The Lubrizol Corporation ...........................397 .............Cover 2 ................. aei.hotims.com/22868-397

MACSTEEL.................................................211 .................11 ..................... aei.hotims.com/22868-211

The MathWorks .........................................202 ..................2 ...................... aei.hotims.com/22868-202

O-Flex Automotive Inc ...............................247 .................47 ..................... aei.hotims.com/22868-247

Omega Engineering Inc .............................201 ..................1 ...................... aei.hotims.com/22868-201

Outokumpu Stainless ................................274 .................74 ..................... aei.hotims.com/22868-274

PCB Piezotronics Inc - Automotive Sensors Division .....................................239 .................39 ..................... aei.hotims.com/22868-239

Seissenschmidt AG ....................................243 .................43 ..................... aei.hotims.com/22868-243

SPAL Automotive S.r.l. ...............................223 .................23 ..................... aei.hotims.com/22868-223

The Timken Company ................................221 .................21 ..................... aei.hotims.com/22868-221

Ticona Engineering Polymers.....................253 .................53 ..................... aei.hotims.com/22868-253

TM4 Inc .....................................................241 .................41 ..................... aei.hotims.com/22868-241

Umicore Autocat USA Inc ..........................209 ..................9 ...................... aei.hotims.com/22868-209

ZF Friedrichshafen AG ...............................213 .................13 ..................... aei.hotims.com/22868-213

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Announcing, SAE International Journals

Designed for information sharing, visibility & greater recognition of authored papers

Mobility technology experts now have a new environment in which to present and promote scholarship. SAE’s annual, peer-reviewed collection of the best technical papers/research in ground vehicle

and aerospace engineering technology will be presented in seven topic-specifi c journal titles.

By partnering with HighWire Press, a division of Stanford University Libraries and host to 71 of the 200 most frequently-cited journals, SAE Journals will adopt the universally accepted format for paper citation and be available in print and online.

The new online format takes advantage of HighWire’s rich linking systems thereby facilitating

academic research, discovery, and citation of SAE technical papers—increasing authors’ eligibility for

inclusion in the scientifi c community’s various indexes.

For more details, to purchase, or to learn of the information-sharing features afforded the online journals that provide for greater paper recognition, visit www.sae.org/journals.

Consider authorship of an SAE technical paper... and be considered by the worldwide scientifi c community.

P90262

and aerospace engineering technology will be presented in seven topic-specifi c journal titles.

technical papers—increasing authors’ eligibility for inclusion in the scientifi c community’s various indexes.

F O U N D E D

J A N U A R Y 1 9 0 5

✽ ✽

SAE International

http://www.sae.org/journals

testing & simulation


the bigpicture

Edited by Kevin Jost

Opel/Vauxhall InsigniaGeneral Motors Europe’s D-segment flagship, this year’s runner-up for AEI’s Best Engineered Vehicle (see feature in this issue), is moving into decidedly premium territory, with a focus on technical innovation. Insignia’s long technology list includes a camera system that can read road signs, lane-departure warning, new-generation adaptive lighting, and optional adaptive 4 x 4 and FlexRide systems. Insignia is offered in Europe with nine engine choices. The gasoline engines reflect GM Europe’s strategy of downsized cylinder displacements with forced induction. The diesel ecoFlex model combines a turbodiesel four-cylinder with reduced aerodynamic drag to trim fuel consumption and reduce CO2 emissions to below 140 g/km.

Adaptive 4 x 4: The Haldex hydraulic rear clutch unit continuously adjusts and optimizes drive torque distribution between the front and rear axles. A performance-enhancing electronic limited-slip differential is optional.

Aerodynamics: Engineers focused on reducing drag, their efforts resulting in 0.27 Cd on the standard Insignia, 0.26 Cd on the Sports Tourer wag-on. Low-drag highlights include an

underbody panel to minimize turbu-lence, a closed-off grille, and rede-

signed outside mirrors.

AFL: Adaptive Forward Lighting from Hella uses bi-xenon headlamps to provide nine lighting functions covering town, pedestrian, country road, highway, adverse weather, static corner-ing, dynamic curve, LED daytime running, and high-beam assistant.

Ergonomics: The Aktion Gesunder Rücken e.V. (Action for Healthy Backs, known as AGR) has given the sport seats an ergonomic ex-cellence seal of approval.

FlexRide: The ZF-supplied mechatronic chassis sys-tem adaptively adjusts a number of parameters, including damper stiff-ness, accelerator pedal response, steering effort, and ESP intervention.

Opel Eye: The innovative camera system from Hella provides info for traffic-sign recognition (for speed limit, no-passing signs, etc.) and lane-departure warning.

SolarReflect windshield: A thin metallic-oxide film between the laminated glass panels reflects the sunlight’s nonvisible IR rays and reduces vehicle interior temperature by up to 10°C (18°F). Dark-tinted heat-absorbing glazing in the rear adds to the car’s protection.

ECU Calibration

ECU Calibration

ECU Calibration

ECU Calibration

ECU Calibration

ECU Calibration

HIL Testing

HIL Testing

HIL Testing

HIL Testing

HIL Testing

HIL Testing

Rapid Prototyping

Rapid Prototyping

Rapid Prototyping

Rapid Prototyping

Rapid Prototyping

Rapid Prototyping

ECU Autocoding

ECU Autocoding

ECU Autocoding

ECU Autocoding

ECU Autocoding

ECU Autocoding

System Architecture

System Architecture

System Architecture

System Architecture

System Architecture

System Architecture

ECU Calibration

ECU Calibration

ECU Calibration

ECU Calibration

ECU Calibration

ECU Calibration

HIL Testing

HIL Testing

HIL Testing

HIL Testing

HIL Testing

HIL Testing

Rapid Prototyping

Rapid Prototyping

Rapid Prototyping

Rapid Prototyping

Rapid Prototyping

Rapid Prototyping

ECU Autocoding

ECU Autocoding

ECU Autocoding

ECU Autocoding

ECU Autocoding

ECU Autocoding

System Architecture

System Architecture

System Architecture

System Architecture

System Architecture

System Architecture

Visit dSPACE at SAE World CongressApril 20-23, 2009Cobo Center, DetroitBooth 901



PROVING PERFORMANCE. Dana is well-positioned for fuel-cell component and sub-system manufacturing and

development. With four support centers in Asia, Europe, and North America, and 25 stack programs worldwide, Dana

plates have produced 50 megawatts of power. Helping generate this fuel-cell power is a unique composite material

that is compression molded into ultra-thin, ultra-parallel separator plates at a realized manufacturing rate of hundreds

of thousands annually. So, if you want a proven fuel-cell partner, visit www.dana.com/fuelcells.

© 2008 Dana Limitedaeix.hotims.com/22868-399


april 2009

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