11 July 2008
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World firsts for new BMW 7 Series
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World first speed limit warning system on BMW 7 Series
Cars that are specified with Head-up Display and Lane Departure Warning have the added driver benefit of a speed limit warning system. The camera used as part of the Lane Departure Warning system can now also scan oncoming road signs to alert the driver of any impending speed restriction. The current speed limit is then displayed in the Head-up Display. This is the first time a production car has been offered with a speed warning system that can read road signs.
Integral Active Steering on BMW 7 Serie
Completing the host of innovations is speed-related Integral Active Steering. A car specified with this optional equipment allows the rear wheels to turn by up to 3º. At slow speeds it is highly manoeuvrable, while at a faster pace it offers enhanced composure and driving dynamics.
World first Side View camera system on BMW 7 Series
All 7 Series can now be specified with the world’s first car available with a Side View camera system. In addition to Park Distance Control that aids slow speed manoeuvring, the front side view camera system provides another tier of driver awareness. With the touch of a button two forward facing cameras mounted in the front bumper can show an overview of traffic conditions on the iDrive display. This allows the driver to negotiate a partially obscured junction, leave a car park or drive through a narrow gate with absolute confidence.
World first pedestrian recognition system on BMW 7 Series
The new BMW 7 Series can be specified with the world’s most advanced Night Vision system in a production car. BMW was the first manufacturer to fit Night Vision to a premium car and it has now upgraded this package to include a pedestrian recognition system in another world first. A control unit analyses video data of human behaviour as part of the Night Vision camera’s reach and can subsequently alert the driver if it detects a human is moving into the path of the vehicle.
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9 July 2008
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Supercomputer makes a big impact at Audi
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When Christopher Rhody starts a crash test, everything stays nice and quiet. No loud crashing noises, no broken glass and no bent fenders. The Audi employee responsible for developing side and head protection simulates crash situations on a computer. New supercomputers now make these crash simulations even more precise and realistic. The “cluster” – a collection of 608 processors – achieves over 29 teraflops of processing power, which corresponds to 29 billion computer operations per second. All this makes it the fastest computer in the automotive industry – and one of the 100 fastest in the world.
“The new supercomputer accelerates simulation workflows several times over. With our constantly growing model range it’s essential for every model to be put through its paces during development in every conceivable accident scenario,” said Dr. Ulrich Widmann, Head of Vehicle Safety Development at Audi. The faster the computer, the more definitive and certain the accident simulation will be. Developers conduct about 5,000 simulations each week – from frontal crashes to special component tests – which allow them to determine and correct possible weak points prior to construction even before the first prototypes are constructed. Crash simulations make it possible to develop cars according to current market conditions, in accordance with customer requirements or findings from Audi’s own Audi Accident Research Unit (AARU) – as Hans-Ulrik von Bülow, who is responsible for computer-aided development at Audi, is quick to confirm. “The new supercomputer cluster helps to safeguard the quality of all Audi components,” von Bülow said.
The newly acquired equipment is also highly efficient. The 320 servers of the HP ProLiant BL460c computer are mounted in eight two-meter high racks and therefore require about 30 percent less space than regular crash simulation computers. The cluster’s efficient cooling system also uses 30 percent less energy, with impressive energy consumption of just 86 kilowatts (kW) instead of the usual 115 kW.
AUDI AG had good reason to expand its inventory of computers in order to keep pace with the technical challenges brought by its growing model range. Without extensive crash simulations, vehicle development would no longer be possible due to the increasing complexity of cars as well as current testing regulations. Product quality can be significantly improved even further through the use of computer simulations.
A single car model goes through about 1,000 simulations per week during its 48-month development phase. Before the first prototype is built, the virtual car has already completed more than 100,000 computer simulations. Computing these can take anywhere from 30 minutes to up to a week, depending on the complexity of the accident. When the developers finally conduct the real crash tests, the cars have already achieved an extremely high standard of safety through the use of the computer simulations.
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16 June 2008
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Volkswagen presents the technologies of tomorrow
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More than 700 researchers work for the Group Research of Volkswagen AG in Germany, the USA, China and Japan. They are continually striving to network the car more intensively to its environment, to other vehicles and finally – via intuitively operated human-machine interfaces – to the drivers themselves. The Group showcases a lineup of its latest innovations once a year on the occasion of what is known as "Research Day" :
 VW Parking assistants- Parking assistants. The "Park Assist Vision" guides a Passat prototype with millimeter precision into so-called diagonal parking spaces. Often arranged too narrowly, they force car occupants to thread their way between doors and cars with snake-like movement when entering and exiting the vehicle. "Park Assist Vision" will put an end to this – and in the not too distant future.
- Lane Assist. This lane-keeping assistant that is being introduced to production on the Passat CC was initially presented at Research Day 2004; back then it still carried the name "Lane Departure Warning".
- DCC adaptive chassis control. This system offers 3 different chassis and steering characteristics at the press of a button. Functions like these were presented on a Passat prototype named CARmäleon at Research Day 2007.
- PyroBrake. The pyrotechnically ignited "PyroBrake" becomes active when nothing else will work and an accident is about to happen. Key data: the system can initiate emergency braking within 80 milliseconds – that is well in advance of an accident – and it can thereby reduce the impact velocity by five km/h on average. In a crash this could make a world of difference. The "PyroBrake" is being presented on a Passat and a Golf.
- KART. KART helps to perform certain driving maneuvers and reliably test pre-crash systems much more accurately and quicker than ever before. This optimizes test results and shortens development time.
- AKTIV. A stereo camera, radar sensors and navigation data evaluation help to prevent the car from coming too close to either the roadway shoulder or opposing traffic. It has the ability to avoid one of the most frequent types of accidents.
- Car-to-X communication. The car accesses information from other vehicles or the traffic infrastructure to analyze what is happening on its route in real time.
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8 June 2008
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Wind River and Intel to Drive an Open Source Platform For Automotive Industry
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Wind River Systems, Inc., the global leader in Device Software Optimization (DSO), today announced it is collaborating with Intel Corporation to create an open source Linux platform for the automotive industry. Wind River, working with Intel, is developing an open source platform for the in-vehicle infotainment market. The open source platform will be optimized for the Intel® AtomTM processor, which was introduced in April 2008 and will be ideally suited for in-vehicle infotainment solutions that demand connected, multimedia and graphics intensive application support in a low-power envelope.
As part of a major new product strategy for Wind River and the broader in-vehicle device industry, Wind River will make available open source specification and code from the platform to the open source community via a new in-vehicle infotainment segment within Moblin.org. Moblin.org is a community web site for software vendors and Linux users to collaborate, share solutions and contribute code. The code, in combination with the Intel Atom processor, will enable the development of Open Infotainment Platforms that are based on interoperable, standards-based hardware and software components. This will allow manufacturers to scale software across devices, leading to cost and development efficiencies.
Open source solutions offer several benefits to the automotive industry, including no vendor lock-in for solution components or tools, broad options available for consumer electronics integration and the ability to customize a solution, driving manufacturer branding and differentiation. In addition, open source solutions such as Linux offer a flexible business model compared to proprietary solutions and leverage the efforts of the broader open source development community, resulting in reduced time-to-market.
Companies such as BMW Group, Bosch, Delphi and Magneti Marelli are actively supporting Wind River's strategy to drive Linux into the automotive infotainment market and its commitment to accelerate the defragmentation effort by creating a standardized platform so that OEMs and auto manufacturers may add differentiating services and solutions demanded by the modern day consumer.
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9 Mai 2008
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Silica technology for tires is now an even better environmental option
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By further reducing tire rolling resistance, the new generation of high surface-area silicas from Rhodia Silcea further establishes this technology as the most environmentally friendly filler option..
Invented by Rhodia in the 1990’s, high performance silica is one of the key ingredients in energy-saving tires. Until now, the best silicas have made it possible to reduce rolling resistance by approximately 25%, bringing about a reduction in fuel consumption and vehicle CO2 emissions by an estimated 5%. First launched in February 2008, the new Zeosil® Premium range from Rhodia enables rolling resistance to be further reduced by almost 10%. This unrivalled performance confirms the use of silica in the tire tread as the best compromise in terms of eco-balance.
Conducted by the BLIC* in 2000/2001, the analysis of a tire’s lifecycle is an across the board approach that covers the environmental impact of the tire, from the extraction of raw materials to the recycling process. Widely used by the industry and legislators, this analysis remains a benchmark in this field. It clearly demonstrates that the impact of the tire on health and the environment is very largely due to the fuel consumption caused by rolling resistance – and not to the production phase or how it is processed at the end of its life.
The study demonstrates that, after 40,000 km, a tire containing silica in its tread gives a gain of five eco-points – or 11% - in comparison with a tire that contains only carbon black. This gain is equivalent to the total environmental impact of the tire production and the raw materials from which it is made.
In other words, “the energy savings made possible by the use of silica tire technology far outweigh the impact of its manufacture”, explains Peter Browning, Global Silica Business Director of Rhodia Silcea.
Since 2001, the progress made in relation to energy-saving tires – and particularly high-performance silicas – have served to confirm the contribution of this technology to the conservation of energy and preservation of the environment. Thanks to its tire customers, the expertise of Rhodia has already contributed to the saving of 20 billion litres of fuel and the reduction, by 50 million tonnes, of CO2 emissions.
The world leader in high-performance silica for tires, Rhodia Silcea focuses its spirit of innovation on materials that bring about a positive impact on the environment and opens up, with Zeosil® Premium, new perspectives for sustainable mobility.
*BLIC: Bureau de Liaison des Industries du Caoutchouc de l’Union Européenne, now known as ERTMA - the European Tyre & Rubber Manufacturer’s Association.
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9 March 2008
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SL 63 AMG at the start for all 18 Formula 1 races
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With the new Official F1™ Safety Car and the new Official F1™ Medical Car, Mercedes-AMG, the performance brand of Mercedes-Benz, is launching into the 2008 Formula 1 season. The Safety Car, based on the SL 63 AMG, and the Medical Car, derived from the C 63 AMG Estate, have the task of ensuring maximum safety at all 18 Formula 1 races. The two specially prepared AMG high-performance automobiles will be on duty for the first time when the Grand Prix season kicks off in Melbourne, Australia (March 14 to 16, 2008). The specialists from the AMG development team and the PERFORMANCE STUDIO are responsible for the development, production and servicing of the vehicles.
The Official F1™ Safety Car is immediately on hand whenever the safety of a race is threatened by accidents, adverse weather conditions or other hazardous situations. After receiving his instructions from the race management, Bernd Mayländer, the driver of the Safety Car, must go to the head of the Formula 1 field and safely guide the world's fastest racing drivers around the circuit. Fast lap times are a must for the Safety Car, because otherwise the sensitive Formula 1 engines would overheat – and their tyres and brakes would cool down excessively.
In the 2008 Formula 1 season, Mayländer, 36, will be behind the wheel of a new Official F1™ Safety Car, the SL 63 AMG. This high-performance roadster, which was presented to the public just a few days ago at the Geneva Motor Show, has the finest of pedigrees for its challenging assignment: its AMG 6.3-litre V8 engine has a power output of 386 kW/525 hp, providing acceleration from zero to 100 km/h in 4.6 seconds. A newly developed AMG sport exhaust system with larger pipe diameter and new rear silencers allows the high-revving AMG naturally aspirated engine to breathe even more freely. Both the motor sport fans at the racetrack and also those at home in front of their TV sets are captivated by the vehicle's special sound tuning.
In the interests of best possible reliability even at tropical ambient temperatures, the vehicle incorporates large-size, additional coolers for engine oil, transmission oil, cooling water and power steering. Outstanding driving dynamics are guaranteed by the newly developed AMG SPEEDSHIFT MCT 7-speed sports transmission with column shift, which makes it possible to change gear in just 100 milliseconds. The combination of 3-stage ESP® and rear-axle differential lock with 30 percent locking effect provides optimum traction in all weather conditions. Not only the newly developed thread chassis, which has proved its worth in races, guarantees ideal racetrack performance, optimal road feel and sportscar-like cornering and over/understeer characteristics, but also the numerous adjustment possibilities for ride height, track width and camber enable the chassis setup to be customized to the particular racetrack.
The front and rear axles feature 19-inch extra-light AMG forged light-alloy wheels. The 8.5-inch (front) and 9.5-inch (rear) rims are fitted with tyres of size 255/35 and 285/30, respectively, from Formula 1 tyremaker Bridgestone. The design of the rims, with their intricately styled double spokes, optimizes both the cooling of the highly stressed braking system and the specially engineered cooling-air flow. Optimum fading resistance and best-possible deceleration values are among the self-evident characteristics of the AMG high-performance braking system, which is equipped all round with internally ventilated composite brake discs. The front axle is fitted with six-piston fixed callipers and discs of size 390 x 36 millimetres, while the rear axle features four-piston fixed callipers with brake discs of size 360 x 26 millimetres.
Like its predecessor, which was based on the CLK 63 AMG, the SL 63 AMG Safety Car weighs in lighter than its series-production counterpart thanks to targeted lightweight design measures allied to the selective omission of some comfort features on account of the vehicle's specific mission – and this despite a larger braking system including brake cooling, additional cooling measures, lighting system and communications equipment. In order to deliver top-drawer racetrack performance, the specialists from AMG have produced the engine bonnet, front and rear aprons, front wings and luggage compartment lid from carbon fibre reinforced plastic (CFRP), a material that has been tried and tested in motor sports. Since the Safety Car is always driven with its top up, it has been possible to dispense with all the mechanical and hydraulic components of the Vario roof. Likewise, the sound-absorbing materials, which serve primarily to improve the ride comfort, have been removed. The result is a weight reduction of 220 kilograms, with the Safety Car weighing in at just 1750 kilograms (with a full tank and without occupants).
Apart from its roof bar and F1 logos, the SL 63 AMG Official F1™ Safety Car is distinguished from the standard-production AMG high-performance roadster by a newly designed front apron with larger cooling-air openings. A prominent feature at the rear of the vehicle is the modified diffuser insert in the rear apron, which incorporates the active rear-axle cooling, this compensating for temperature peaks in the highly stressed differential housing. The white LED flashlights in the headlamps and tail lamps are always in operation whenever the vehicle is in use and have a neutral signalling function. An all-new feature is the number plate with Safety Car lettering: illuminated by means of 672 LEDs, it guarantees even greater safety, particularly in rain or darkness.
The inside of the Safety Car is dominated by an atmosphere of undiluted motor sport flair. The workplaces of Bernd Mayländer and his co-driver feature two AMG sports bucket seats with 4-point seatbelts, trim parts in real carbon fibre, black leather appointments and the AMG performance steering wheel with its 365-millimetre steering wheel rim, flat underside and AMG aluminium shift paddles. The centre console is equipped with two monitors for supervising the action on the racetrack, and the two-way radio system allows the crew of the Safety Car to remain in contact with the race management. A roll-over bar serves to increase both the safety of the occupants and also the stability of the vehicle.
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20 February 2008
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Intelligent lightweight construction solutions based on polyamide
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Intelligent lightweight construction helps cut vehicle fuel consumption and CO2 emissions. Polyamide 6 and 66 (PA 6 and PA 66) grades in particular offer great potential for reducing weight. This fact is demonstrated by a number of concepts – some already used in series applications – developed by the Semi-Crystalline Products business unit of LANXESS, often in cooperation with partners. “The key feature of these innovations is that they don’t just reduce weight – at the very least they cost no more than established series solutions. Furthermore, we are also able to generate added value in most cases by integrating functions,” explains Ralf Zimnol, head of Application Development in the Semi-Crystalline Products business unit.
Hybrid technology – new applications, new material concepts Plastic/metal composite technology with polyamide – also known as hybrid technology – has been used in the production of lightweight and highly integrated front ends for more than ten years. Car roof frames – and more recently, brake pedals – are also series-produced using this technology.
“We have recently been able to develop a car brake pedal using our polyamide 6 Durethan BKV 30 H2.0, which is around 40 percent lighter than a comparable product made purely of sheet steel,” recounts Zimnol.
New highly filled polyamides and polyesters such as Durethan DP BKV 60 EF H2.0 offer completely new design potential for both hybrid and all-plastic parts. The 60 percent glass-fiber-reinforced PA 6 can be processed in the same way as a standard PA 6 with 30 percent glass fiber reinforcement and offers a similar level of flowability. Because of its high elasticity modulus, it exhibits around 100 percent higher stiffness, which means that component weight can be reduced considerably thanks to thinner walls, while offering the same mechanical performance. These components cost less, too. “A front end made using this high-tech thermoplastic would be around 35 percent lighter than a series-produced component made using a standard PA 6 with 30 percent glass fiber reinforcement,” explains Zimnol.
For example, the aluminum hybrid front end in an Audi TT is 15 percent lighter than the equivalent made with sheet steel. Durethan BKV 30 H2.0 is the plastic used in this application. Another approach employed by LANXESS is based on composite sheets. These consist of a polyamide matrix embedded with a special fabric made of continuous fibers. The sheets are thermoformed and reinforced with polyamide using an injection molding procedure. The end result is all-plastic hybrid parts that are much lighter, stronger and stiffer than their steel counterparts. “The special feature of this application lies in combining the integration potential of injection molding with a strong adhesive bond to the composite sheet’s polyamide matrix. It also eliminates the need for corrosion protection for the sheet steel,” continues Zimnol.
Today, hybrid composite sheet systems, developed by LANXESS in cooperation with industrial partners, are used in the production of between 30,000 and 50,000 components a year. “This technology is becoming increasingly popular for components in niche-market vehicles. Potential applications include “classic” hybrid components and ones that require a very stiff surface, such as spare wheel recesses and bulkheads.”
This is demonstrated by a new generation of injection-molded structural inserts using the glass-fiber-reinforced PA 6 Durethan BKV 35 H2.0 as the support. The inserts cut the weight of the bodywork of the new Citroën C4 Picasso by some 12 kilograms. In the event of a crash, nine inserts support the bodywork sheet steel, thus preventing the sheet steel structures from buckling prematurely or failing. This is one of the reasons why the C4 Picasso passed the Euro NCAP crash test with top marks.
The structural inserts are based on CBS (Composite Body Solutions) technology from L&L Products Europe. They are located in the lower section of the A pillar, in the lower and upper sections of the B pillar and in the crossmember above the rear axle. In addition to the polyamide support, they also consist of a high-density structural foam. As the cathodic dip coating (CDC) dries, the structural foam expands, bonding the support with the bodywork being strengthened to create a solid macrostructure. Unlike polypropylene, Durethan BKV 35 H2.0 is able to withstand the CDC temperatures, which can reach up to 200 °C.
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17 February 2008
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PSA Peugeot Citroën Leader in Patent Filings in France
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France’s National Intellectual Property Institute (INPI) has announced that PSA Peugeot Citroën filed and received more patents than any other French company in 2007, with 921 patents. The news attests both to the intensity of the Group’s research and development commitment and to the effectiveness of the organization implemented to protect the results of that commitment. In 2007, the Group allocated €1.8 billion to R&D, representing 3.8% of Automobile Division sales.
Filings primarily concerned the design and manufacturing of automotive equipment, engines, exhaust gas post-treatment systems, car bodies, suspension systems, braking systems and gearboxes.
The development of automotive design patents is being driven by:
- The environment: systems to reduce emissions of CO2 and other regulated pollutants, the Stop & Start system, hybrid powertrains, materials recycling, etc.
- Safety: research on car bodies and platforms to improve safety performance while reducing weight, systems to lower repair costs, the emergency call system, the lane departure system, etc.
- Comfort: seats, modular interiors, panoramic roofs, etc.
- Driver assistance: system ergonomics, electronic cockpits, telematics, head-up displays, etc.
On the manufacturing side, the PSA production system now being deployed in every Group plant has been extensively patented, with 2007 filings covering such areas as assembly line delivery methods and systems, handling systems and robotics. This demonstrates the Group’s deep determination to develop excellence in production practices, to underpin the quality of vehicles sold in Peugeot and Citroën dealerships.
A highly specialized team of 30 engineers and technicians is in charge of protecting the Group’s innovations.
PSA Peugeot Citroën’s patent leadership in France reflects the growth of its innovation activities and their acceleration was part of the CAP 2010 program. It is also an outcome of the employee incentive and reward policies in place since 2001, in particular the Annual Innovation Prize awarded every year to the most outstanding inventions and their creators.
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14 February 2008
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JEC Group’s 2008 Innovation Awards Programme
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The JEC Group’s 2008 Innovation Awards Programme will reward eight companies and their partners on April 1st, 2008, during a special evening at the Louvre Museum. This year’s categories are Aeronautics & Space, Ground Transport & Automotive, Construction & Equipment, Energy & Industry, Environment, Process, Sports & Leisure, and Software.
The 2008 winner in categories Ground Transport & Automotive is the tailgate assembly for the new Smart models developed by Esoro (Switzerland) and Weber Fibertech (DE), with the collaboration of Smart GmbH (DE), ACTS GmbH & Co KG (DE) and Dieffenbacher GmbH (DE). The first industrial application for E-LFT (Endless-fibre-reinforced Long-Fibre Thermoplastic) technology, a one-shot mass-production process for structural parts. The continuous fibres provide excellent mechanical properties and can be placed along the load paths.
The assembly consists of a tailgate with a storage compartment and a hinged cover with visibly grained surface. Both parts had to meet crashworthiness requirements. Compared to the previous solution, the parts meet higher rigidity and crash-resistance requirements, at 10% lower cost. Functional integration provides higher strength and additional storage area. The concept, which allows for great design freedom, uses low-cost materials (PP/glass fibre), but offers high crash resistance and lower weight compared to a metal solution.
Others finalists are :
- Ambulance based on the design of a commercial vehicle (VW T5), presented by Composieten Team BV/FiberCore Europe BV (NL) in partnership with KVE Composites Group BV (NL), Terberg Specials BV (NL) and Deen Polyester Constructies (NL).
- Shieldstrand fibre and panels for ballistic and blast protection applications, presented by OCV (USA) in partnership with Composix Company (USA) and BAE Systems (USA).
- Rear-seat structure for the M3 BMW car presented by Jacob Composite GmbH (DE) in partnership with BMW GmbH (DE) and Bond Laminates (DE).
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13 February 2008
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New Guide to Valve Trains for Internal Combustion Engines
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Schaeffler UK has just published a free reference guide to the development, manufacture and application of the latest valve train systems for internal combustion engines. A free, pocket-sized, 70-page guide to valve train systems for internal combustion engines is now available.
Published by precision bearing and automotive component manufacturer The Schaeffler Group, the reference guide includes information on the development, manufacture and application of valve train systems and components for internal combustion engines, including the company’s latest switchable and fully variable valve train systems, which help OEMs reduce vehicle fuel consumption and emissions.
The book will be of interest to students, car mechanics, design engineers, mechanical engineers or drivers who wish to find out more about how their engine develops its power.
Since the introduction of multi-valve technology in automotive engine building, there has been considerable progress in valve train technology. Therefore, new terms are now being used that some engineers may find confusing: finger followers, tappets, hydraulic valve lash adjustment, variable and fully variable valve trains, and so on.
These engine components are responsible for supplying the engine with the necessary air for aspiration and for developing power. This new technology has also significantly improved the performance of petrol and diesel engines in the last 20 years.
The guide covers the various valve train systems now available, including Schaeffler’s own INA-branded systems, and the components these systems require. In five concise chapters, the various basic valve train concepts are explained, including tappet valve trains and rocker-type valve trains, as well as the design, manufacture, testing and calculation of such systems.
The book concludes with a chapter on switchable and continuously variable valve trains. Fully variable valve trains that have already reached volume production include BMW’s ‘VALVETRONIC’ system, which enables reductions in vehicle emissions and fuel consumption.
Engineers at the Schaeffler Group’s Engine Systems division have recently developed a fully variable valve control system which, in tests, reduced fuel consumption by 10% compared to conventional valve train systems. A significant reduction in diesel engine NOx emissions was also achieved, as well as improved engine response and torque.
The INA ‘UniAir’ (Universal Air) system is a cam-actuated, electro-hydraulic valve train system, which is supplied by the vehicle’s existing engine oil circuit. The system can be used in both petrol and diesel engines and should be ready for volume production in 2009.
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28 January 2008
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JFE Steel and ThyssenKrupp Steel Develop New Ultrahigh-Strength Steel
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JFE Steel Corporation and ThyssenKrupp Steel AG of Germany have jointly developed a new multiphase steel for automotive applications. It has a minimum strength of 780 megapascals (MPa), similar to that of the advanced ultrahigh-strength steels CP-W 800 from ThyssenKrupp Steel and NANO 780 from JFE Steel. But with up to 40 percent higher elongation compared to conventional 780MPa HSS steel, it possesses significantly improved forming properties.
The high strength and good formability of the newly developed 780MPa HSS are attributable to a bainitic-ferritic microstructure with embedded retained austenite in combination with nanometer-sized precipitations. During forming, the austenite content is transformed into hard martensite, which means that the steel reaches its ultimate strength during fabrication into the finished part. To achieve these specific properties, the materials developers at JFE Steel and ThyssenKrupp Steel developed a new alloying concept and also employed new temperature control methods during hot rolling and cooling.
The newly developed 780MPa HSS is available as hot-rolled coil and, by request, galvanized coil. Typical applications include crash-relevant automotive body structural parts.
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22 January 2008
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Swedish Steel Prize to Baryval Serviplem of Spain
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 Swedish Steel Prize 2008
”The clear trend is towards growing use of high strength steels, and designers are becoming increasingly adept at using the various opportunities offered by the steels,” explains Göran Carlsson, Chairman of the jury and Executive Vice President of SSAB. ”Baryval Serviplem, this year’s winner, has demonstrated this aptitude. The company has produced a design that may be of importance around the world. The new semitrailer can carry more load, is more profitable, is safer on the road, contributes to fewer transport trips and more efficient construction sites, and thereby reduced emissions.”
The Baryval Serviplem semitrailer with concrete mixer is made of high strength steel and is therefore almost 2 tonnes lighter. The weight saving has been achieved by the thinner material and a better design that was made possible due to the material used. The lower weight of the vehicle has enabled the load-carrying capacity to be increased correspondingly i.e. about 2 tonnes or 20 percent.
The other finalists who have been awarded runner-up prizes in the competition are:
- Dura Post from Australia that has developed a new, maintenance-free guide post.
- Liotard in cooperation with ArcelorMittal, both from France, for a new gas cylinder.
- Vossloh España for the development of a new locomotive for the transport of goods.
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15 January 2008
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The self-supporting instrument panel from Faurecia
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 Faurecia's self-supporting
instrument panel
In fact, all this is possible without compromising safety due to another Faurecia innovation now ready for production. The IP’s airbag system swaps traditional metal or hard plastic lids (which can smash windshields if placed too close) for soft foam and mesh fabric ones which don’t have the same effect on glass and can therefore be positioned much closer to the windshield.
Usually the passenger side of an IP will have a glove box below with a function-less skin above – because there is an airbag behind it. On the Premium Attitude concept the airbag can be pushed further back while offering the same safety and gains an additional very furniture-like upward-opening glove box. These softer airbag lids also weigh less, their opening force is reduced by 50% and they release 30% less energy too.
Such airbag integration technology is available to automakers now for them to implement into future vehicle programs and should create great new opportunities for designers to redefine their car interiors in a very premium way. Three automakers are scheduled to launch vehicles featuring this technology in 2008.
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11 January 2008
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Premium Attitude shows Faurecia’s innovations
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 Premium Attitude concept car
Faurecia
Ten key innovative technologies are revealed on the Faurecia Premium Attitude concept car, ranging from production-ready features that could be utilized today, to production-feasible solutions for the near future.
- Sustainable design
large-scale interior real-wood technology Wood: a traditional material used in a new way. A sub-one millimeter (0.02 inch) real-wood laminate is fixed onto a pressed wood fiber board – best described as a much lighter version of Medium Density Fiberboard (MDF) widely used in furniture. The concept-car shows also the use of white oak, a very widely available wood in Europe and thus a highly sustainable and recyclable material to use, and figured maple with stained a gray effect color, so that from some angles it looks more like silk.
- Self-supporting instrument panel
The new self-supporting instrument panel (IP) that no longer requires a cross-car beam because sufficient strength is built into the structure of the IP itself. This means it can be much narrower and thinner and thus frees up space for designers to reconfigure the front interior ambience. The IP’s airbag system swaps traditional metal or hard plastic lids (which can smash windshields if placed too close) for soft foam and mesh fabric ones which don’t have the same effect on glass and can therefore be positioned much closer to the windshield. Usually the passenger side of an IP will have a glove box below with a function-less skin above – because there is an airbag behind it.
- Sliding trunk drawer
Acting just like a chest of drawers in your bedroom, or a toolbox in your garage, Faurecia’s sliding trunk drawer concept uses the same basic idea but makes it feasible for an automobile.
- Conformable seat cushion
This innovation electrically elevates the driver seat’s cushion center when the door is opened. This cushion movement offers the triple benefit of optimizing ingress and egress, offering improved lateral support for occupants and reducing uneven wear of the seats.
- Multi-functional rear bench
- Driver seat with integrated center console armrest and slim seats
- Infotainment: Seamless Mobile Integration
Seamless Mobile Integration (or SMI) is a new generic interface system that is developed by one of Faurecia’s partners, and that aims to solve the problem by seamlessly integrating such devices into the vehicle’s electronics and associated operating surface using next-generation Bluetoothstyle shortwave radio technology.
- Innovative air vents for climate control
The key innovation is the adoption of airflow technology pioneered in the aircraft industry. Faurecia’s “smart air vent” system uses an onion-shaped body for optimal air swirl delivery – where the airflow follows the shape, known as the Coanda effect.
- “Magic wave” instrument panel center screen aperture
This device delivers genuine user benefits by being able to visually shut off elements of the central display to enhance driver concentration, lower distraction and ultimately improve safety. Using similar electronics to the rear center armrest, a “magic skin” – with kinematics hidden under the same material covering the instrument panel giving it a more muscular than mechanical movement – slowly rises from the top of the central instrument panel. It then stretches up to meet the top of the dashboard, covering up the information screens not required at that moment.
- Integrated lounge lighting effects
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10 December 2007
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Toyota develops unique driving simulator to aid development of active Safety technology
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 Toyota's driving simulator
The driving simulator, located at TMC’s Higashifuji Technical Center in Susono City, Shizuoka Prefecture, Japan, uses video, an acceleration simulator and other technology that allows vehicle researchers and developers to conduct driving tests that would be too dangerous to perform in the real world or that require specific driving conditions.
Key to this virtual reality is the use of an actual vehicle placed on a platform housed inside a 7.1-meter-diameter dome, the ceiling of which serves as a giant 360-degree concave video screen. As the driver operates the vehicle, a tilt device, vibration apparatus and other devices manipulate the dome—which has a longitudinal range of movement of 35 meters and lateral range of movement of 20 meters—under precision computer control. This tool can provide a sense of speed, acceleration and riding comfort through turns and other driving manoeuvres. Sound effects make the experience even more real. It should be noted that the OEM's most advanced in this area was so far Renault with a simulator moving into a 7x7 meters area, and that PSA is currently developing a similar tool.
The driving simulator will mainly be used for the analysis of driving characteristics and development of active safety technology and for verifying the effectiveness of active safety technology.
- Dome size : Height 4.5m; diameter 7.1m
- Dome mobility : Max. 35m lengthways, 20m sideways
- Dome tilt: Max. 25 degrees
- Level of Vibration: Max. variation of 50mm up or down
- Sensation of speed: Max. 0.5G
- Turntable rotation: Max. 330 degrees in either direction
Yvonnick Gazeau | | Top of page |
7 December 2007
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Toyota Motorsport and Dassault Systèmes partnership extend
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Dassault Systèmes (DS), a world leader in 3D and Product Lifecycle Management (PLM) solutions, announced today the extension of its Toyota Motorsport GmbH partnership to include realistic simulation for virtual car testing and a 3D real-time development hub with DS’s end-to-end PLM solutions. Toyota Motorsport’s Formula 1 team practices Toyota’s Kaizen philosophy of continuous improvement by always pushing the limits of technical innovation. This is where Dassault Systèmes plays a major role.
“We view all partnerships, and in particular the one we have with Dassault Systèmes, as a win-win opportunity. Dassault Systèmes offers us car development solutions that give us the cutting-edge performance that is required in Formula 1,” says John Howett, president of Toyota Motorsport. “At the same time, we like to think we’re pushing Dassault Systèmes’ technology to new limits because of the ultimate challenge of material and performance that Formula 1 demands.”
To further cut vehicle development time, Toyota Motorsport started using DS’s realistic simulation products from SIMULIA for virtual testing. Toyota Motorsport’s chassis department uses Abaqus FEA to do important structural calculations in the early stages of car development. “The software’s speed and accuracy for nonlinear analysis let us fine tune the chassis and optimize vehicle performance very quickly. This is critical since every two weeks we face a different track with different characteristics that impact performance,” adds Markus Schwarze, manager of IT technical applications, Toyota Motorsport. These tools are also used in the engine department enabling Toyota Motorsport to test and perfect models before actual production and ultimately make quicker racecars.
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29 November 2007
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New School Competition Seeks Creative Ideas on Climate Change
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Toyota Motor Europe (TME) and Eco-Schools International Programme have launched a new European competition, challenging schools to come up with creative ideas to reduce energy consumption within their local communities. National juries in six European countries will award a total of 120,000 in grants to the most innovative proposals, giving students the opportunity to turn their ideas into a working community project. One school in each country will be crowned the National Winner for the best use of their grant, and short-listed for the pan-European title. The competition will target up to 300,000 students from around 1,800 schools in Italy, Norway, Finland, Denmark, Turkey and Portugal.
The theme of the 2007-2009 competition is Climate Change – Let’s Save Energy! It is the second time Toyota has hosted a competition as part of the Eco-Schools’ Environment and Innovation Project, which encourages students to identify and tackle environmental problems in partnership with their school and community.
Toyota Motor Europe and Eco-Schools hope to leverage the success of the first competition held by the Environment and Innovation Project, which awarded a UK primary school the top prize for their innovative idea to reduce local traffic congestion earlier this year. The Toyota Fund for Europe (TFfE) and Eco-Schools, an international programme of the Foundation for Environmental Education (FEE), have been working together since 2005. The Environment and Innovation Project was originally launched as a pilot programme to promote innovative thinking and environmental education in schools across Europe.
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