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.
Hybrid and Electric Vehicles Gaining Recognition Worldwide depending Continental’s Study
Electric cars and vehicles with hybrid drive enjoy remarkable interest among motorists worldwide. A total of 36.0 percent of those surveyed were willing to buy a car with hybrid drive; more remarkably, 45.8 percent were interested in purchasing an electric car. Environmental considerations and increasing fuel prices were equally important motivators. These are the results of a representative survey – the first of its kind - carried out by the international automotive supplier Continental among more than 8,000 motorists in eight major international markets. "This trend holds great potential for us as an automotive supplier and provider of environmentally-friendly drive technologies," said Dr. Karl-Thomas Neumann, Executive Board member and Chief Technology Officer of Continental AG, at a press conference in Vienna, Austria.
At the beginning of this year, TNS/Infratest surveyed approximately 1,000 motorists each in China, Germany, France, UK, Japan, Austria, Switzerland and the USA on behalf of Continental AG. The study focused on the motorists' current state of knowledge and opinions of hybrid drive systems, their driving styles and their views on battery-powered cars.
45 percent of all motorists reported that increasing fuel prices have forced them to change their driving behavior to lower their fuel consumption. At 62.6 percent, the Japanese have changed their driving behavior the most in response to higher diesel and gasoline prices, followed by Germans at 55.2 percent.
The figure among Americans was 42.8 percent. Exception: 60 percent of the British and 48.9 percent of the Chinese do not adjust their driving behavior at all, even when faced with increasing fuel costs. "The vast majority of car drivers across the countries has realized that conventional fuels such as diesel and gasoline will become even more expensive in the future," commented Dr. Neumann on the current developments at the gas pump.
The upward trend in fuel prices is feeding greater interest in alternative drive systems, but the study indicates that awareness of such systems varies greatly around the world. About one in five motorists thinks immediately of hybrid drives, which combine a gasoline and electric engine. This type of drive is best-known among the Japanese at 46.9 percent. The British, however, are not the only ones with the need to catch up: only 3.9 percent are aware of this type of drive, placing them at the bottom in international comparison. Likewise, only 6.6 percent of Americans are familiar with the hybrid drive.
With an average recognition of 16.8 percent, the pure electric drive comes in second. Austrians and French at 33.3 percent and 31.7 percent, respectively, mentioned this variant even more frequently than the hybrid drive. Further fuel-efficient drive systems are diesel (14.1 percent) and cars powered by natural gas (11.4 percent). One noteworthy observation is that 81.7 percent of the Chinese knew nothing of fuel-efficient drives. When asked what they associate with hybrid technologies and hybrid drives, more than one-third (36.4 percent) of motorists state that the drives are a combination of electric and combustion engines. One in five referenced environmental and economic factors.
Hybrid drives present significant savings potential, especially in urban traffic. And it is in urban traffic where the vast majority of motorists can be found each day: 85.7 percent of motorists travel less than 30,000 kilometers a year, more than two thirds (69 percent) primarily in urban traffic. In Japan, 63.7 percent of motorists stated that they drive less than 10,000 kilometers per year, of which 63.7 percent were on short routes or in urban traffic. "Urban and short-route drivers can reduce their energy consumption by more than 25 percent using hybrid drives, while also reducing CO2 emissions," stated Dr. Neumann regarding advantages compared to conventional vehicles. "There is also tremendous potential for American drivers: almost two-thirds of all motorists there drive in urban traffic and/or on short routes."
A total of 36 percent of respondents are definitely interested and very likely to purchase a vehicle with hybrid drive. Respondents in high-growth coastal regions of China were even more enthused: After the technology is explained, more than half of Chinese motorists (53.8 percent) can imagine purchasing a hybrid vehicle. Only 27.4 percent of Germans – less than one-third – were prepared to make such a purchase decision. A majority of motorists would be interested, though, if the government provides tax incentives for the purchase of hybrid vehicles. More than half of the respondents (64.2 percent) would then consider purchasing a hybrid car. These incentives are even more decisive for Germans (66.6 percent), Austrians (67.6 percent) and British (69.6 percent).
Thus far, more than half of international motorists (58.1 percent) assume that environmentally friendly hybrid drives have higher purchase costs compared to conventional cars. French assume an average of €4,651 in additional costs, but they also expect the greatest reduction in cost at €4,411. Americans, in contrast, believe the purchase price to be €2,801 above that of conventional vehicles and expect cost savings of around €2,364. An average of 50.8 percent of motorists are not prepared to pay more for a hybrid vehicle. The other half could envision investing up to €2,781 in a more environmentally friendly vehicle.
"Our task is to highlight the additional benefits of alternative drives and to emphasize the added value for the motorist and the environment," said Dr. Neumann. The study also shows that attractive purchase costs are the strongest argument in favor of hybrid vehicles for 63.5 percent of respondents. 8 of 10 Japanese motorists (82.6 percent) even consider this the most important purchase criterion.
The environment is the second most-important factor for most Europeans. Except for a minority of respondents, Asians, Americans and British, in contrast, do not focus on this issue. "These results show that acting in an environmentally friendly way is also cost-efficient," explained Dr. Neumann. "The purchase costs alone should not be the decisive criterion and must be viewed long-term, where hybrid technologies and drives will bring significant savings for motorists who drive mainly in urban traffic."
When asked about the most interesting type of hybrid drive, motorists cited the lower fuel consumption on hybrid vehicles as the decisive criterion. 37.9 percent would opt for a hybrid with lower fuel consumption and acceleration that is the same or better than conventional engines. "This is just where hybrid drives perform best and really stand out," said Dr. Neumann. More than half of all motorists assume that the purchase of a hybrid vehicle pays off after around three years. "Americans surprised me on this point: 53.9 percent of respondents assume the purchase would pay off after just two years," said Dr. Neumann. "The results for the French were also interesting because 28.5 percent believed that the environmental and climate protection benefits of hybrid vehicles are more important than the reduced fuel costs."
The fast pace of development in lithium-ion battery technology – including contributions by Continental – is leading to increased interest in electric cars. Almost half of all motorists (45.8 percent) could "definitely," "very likely" or "somewhat likely" envision buying a car designed for urban traffic that runs exclusively on battery power and produces no emissions at all. The Swiss, Austrians and Germans all had average findings on this issue. The positive approach of Chinese motorists was remarkable, though. Three-quarters – 73.4 percent – have a very positive impression of this type of alternative drive, due presumably in part to its potential to reduce increasingly severe air pollution in their cities. Dr. Neumann announced that Continental will separately publish detailed, country-specific information in the foreseeable future and will provide the data to its customers who express interest.
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.
7-Speed Dual Clutch Transmission by Porsche and ZF Enters Volume Production
ZF 7DT
The new dual clutch transmission is presented for the first time to approximately 900 engineers and press representatives at the VDI 'Transmissions in Vehicles' Event in Friedrichshafen. The 7DT sports transmission is particularly suited for applications with high engine speed requirements. Gear changes without traction interruption allow for very good acceleration and vehicle handling with low fuel consumption. The transmission was developed in Kressbronn, Brandenburg, and Schweinfurt; it is produced at the Brandenburg site of ZF's Car Driveline Technology division.
Drivers of sporty cars expect their vehicle's engine power to be transformed as directly as possible into dynamic propulsion. In addition to this acceleration "linked directly to the accelerator", however, they also attach great importance to automatic shifting comfort. ZF's 7-speed sports transmission accommodates both requirements for vehicles featuring highly powerful engines: the sporty agility of a manual transmission and the shifting comfort of an automatic transmission.
In the dual clutch transmission this becomes possible by connecting two separate transmissions to the engine via two parallel powershift clutches. The even gears are located on one transmission, the uneven ones on the other. This basic principle of the transmission has the advantage that one gear in one of these transmissions ensures propulsion, whereas in the other transmission the next gear is already preselected by the electrohydraulic control unit. When shifting, one clutch is closed while the other opens. During the shifting process, traction is not interrupted. This means that, during acceleration, engine torque is continuously transformed and propels the vehicle – making an essential difference from the manual transmissions which were usually installed in powerful sports cars. In contrast to torque converters, the dual-clutch module by ZF Sachs, the Powertrain and Suspension Components division of ZF, is also suited for higher speeds of up to 8,000 revolutions.
All gear changes – also downshifts – are processed just as evenly and quickly with the 7DT 50 (that is the ZF-internal product designation); so the ZF dual clutch transmission sets a new benchmark for sportiness. A new speed governing concept, which is used for the first time in volume production with the 7DT, also contributes to these extremely short shifting times.
The drivers can choose from fully automatic shifting or manual gear selection via shift paddles or a shift lever. Also in the fully automatic mode, ZF offers several shifting programs: Apart from the comfort mode, there is also a sports and a supersports mode, the latter with considerably increased shifting dynamics (fastest shifting times and race-start function).
The 7DT sports transmission by Porsche and ZF excels thanks to its high power-to-weight ratio: The gears and shafts of the dual clutch transmission, which weighs approximately 120 kg, are produced from case hardened steel according to special, ZF-specific delivery instructions. ZF-engineers have introduced several measures - for example, controlling the cooling fluid flow as required to keep drag losses low. The 7-speed dual clutch transmission not only allows for particularly sporty driving performance but, thanks to its very good efficiency, also achieves consumption values which are below those of a manual transmission.
Especially with sports cars, there is a demand for transaxle transmissions – that is, transmissions with an integrated differential and axle drive – the 7DT sports transmission can also be supplied in this variant, which is suited for mid-engined vehicles with rear axle or all-wheel drive. This transaxle version of ZF's 7-speed dual clutch transmission is starting volume production in the torque range up to 450 Newton meters.
Mercedes-Benz to introduce the first diesel models with AdBlue injection in America
As a modular concept for an effective reduction in the fuel consumption and emissions of diesel vehicles, the BlueTEC technology developed by Mercedes-Benz puts in place a number of coordinated measures which both minimise untreated emissions using in-engine features and ensure efficient exhaust gas aftertreatment. All relevant emissions components are successively and concertedly reduced to a minimum, in part by using an oxidising catalytic converter and a particulate filter. The most important goal is to achieve a drastic reduction in nitrogen oxide emissions, the only exhaust gas constituent which has inherently higher levels in diesel engines than in petrol engines.
Mercedes-Benz has developed two versions to this end. In the E 320 BlueTEC Saloon (introduced in October 2006) available in the USA and the E 300 BlueTEC sold in Europe, an oxidising catalytic converter and a particulate filter are combined with a particularly durable NOx storage-type catalytic converter and a special SCR (Selective Catalytic Reduction) converter. The second BlueTEC version is used for the new GL 320 BlueTEC, ML 320 BlueTEC and R 320 BlueTEC models. In this case AdBlue, an aqueous urea solution is injected into the stream of exhaust gases. This releases ammonia, of which 80 percent is reduced to form harmless nitrogen and water by the downstream SCR converter. The urea solution is held in a separate onboard tank, and fed to the metering module by means of a pump. As the average consumption of AdBlue is only around 0.1 litres per 100 kilometres (or 1 to 3 percent of diesel consumption), the tank can be of such a size that it only needs to be refilled at the workshop during regular service intervals. The tank capacity is 28 litres in the R 320 BlueTEC and ML 320 BlueTEC, and 32 litres in the GL 320 BlueTEC.
This innovative emissions control technology follows the following stages:
Optimisation of the engines and their combustion processes to reduce untreated emissions as far as possible. These measures include electronic engine management, four-valve technology, third-generation common-rail direct injection with piezo-electric injectors, a turbocharger with variable turbine geometry and exhaust gas recirculation.
Oxidising catalytic converters are used to minimise emissions of carbon monoxide (CO) and unburned hydrocarbons (HC).
A particulate filter, which has been standard equipment in all Mercedes-Benz diesel models in many countries since summer 2005, reduces particulate emissions to a barely measurable level. This easily meets both the current EU4 particulate limits (0.025 grams/kilometre) and the current US limits.
Nitrogen oxides are reduced by a storage-type NOx catalytic converter combined with an SCR catalytic converter, or by AdBlue injection combined with an SCR catalytic converter. These effective aftertreatment methods allow the nitrogen oxide emissions of BlueTEC vehicles to be reduced by up to 80 percent.
Effective immediately, the range of equipment available for the Audi R8 sports car now also includes the first full-LED headlamp with 54 LEDs. In addition to the daytime running light which now features 24 LEDs per headlamp, light emitting diodes are also used for the turn signals, the low-beam and the high beam headlights. The €3,590 option rounds out the list of equipment available for the high-tech, mid-engine sports car. The earlier launch of LED technology at the front of the car required a waiver by the European Union. The prominent advantages are lower energy consumption and a colour that more closely resembles daylight, provides greater contrast and is easier on the human eye. LEDs are also non-wearing, require a lower voltage, are compact and offer greater design freedom.
The new full-LED headlamp represents the pinnacle of Audi's lighting strategy. The use of LEDs already enjoys a long tradition. This innovative technology has previously been used in production vehicles for tail light functions, brake lights and daytime running lights. Since early 2003, Audi has also used the semiconductor technology in a number of concept cars to implement some or all of the lighting functions at the front of the car.
Despite a certain degree of market saturation in North America, Western Europe and Japan, the worldwide car production will continue to increase – from 63 million in 2005 to a forecasted 74 million in 2013. The four major emerging countries Brazil, China, India and Russia will increase their share of the global car production from 14% at present to 20% in 2013.
In these and other emerging markets, low-cost cars with few extra features and simple (electric and electronic) functions will experience high growth rates. The scope of their electronics corresponds roughly to that of a European mid-range vehicle some 15 years ago. Typical body electronic functions today are for instance power windows with anti-pinch protection, ultrasonic parking assist systems, light management, remote control for central locking system, immobilizer or windscreen wipers.
Control devices for these body electronics functions need to be highly flexible and scalable. On the one hand, the car makers and their suppliers must react very quickly to the changing needs. On the other hand, the equipment features of low-cost cars depend on the respective market demands and differ considerably, depending on the export country. What is more, there is the increasing pressure on costs.
In response to these needs, Continental's Interior division engineers at the Shanghai location have developed a new control unit especially for the markets in the emerging countries: the Basic Function Controller. It replaces the individual relays required previously for functions such as blinker or wiper interval. The Basic Function Controller will be used for the first time in standard production at the end of 2008 by the Chinese car maker Geely. Other production start-ups at further Asian manufacturers are already in the pipeline.
For cost reasons, only functions that are found in at least 80 percent of low-cost cars are integrated as software modules in the Basic Function Controller. Functions that are low in demand are integrated into the electronics architecture as independent components. Integration possibilities are also provided in the software structure of the control unit so that it can take on further functions at a later point in time. The hardware is designed based on similar principles. For instance, the system no longer has any seldom used components. The control unit is geared closely to market needs and is cost optimized.
The design of the Basic Function Controller always depends on the equipment features of the vehicle and automaker's specifications. Continental and each car manufacturer work together to generate a customized control unit with precisely the standardized functions and hardware components required. To change a standard function later, the entire component is replaced. The new component can contain a new version of the standard function or also the standard function expanded with further functions. Minor deviations in the function requirements are realized in the function components by modifying parameters.
In this way, the vehicle is adapted quickly for other export markets with different requirements. To deal with especially challenging price demands in a local market, the range of functions is reduced accordingly or functions are simplified compared to their European versions. In connection with other control devices (such as for the instrument cluster or the engine), the Basic Function Controller allows for low-priced total solutions.
Of course, Continental makes no compromises on the new Basic Function Controller. All software functions and hardware components comply with the corporation's global quality guidelines. Continental guarantees a targeted development process by employing its own engineers locally at all key customers and involving them early on in the process. Specialized teams with extensive expertise are responsible for the entire product development directly in the new key markets. The engineers thus profit from the expert knowledge that is available and networked within the company at the global level. This guarantees shorter channels, speed and as a rule, production readiness in less than 12 months.
In general, Continental does not provide car manufacturers with products that are fully defined, especially in the interior electronics sector, but instead with extensive solutions including the integration. On the Basic Function Controller, the uncompromisingly cost-optimized total architecture was of top priority, whereby flexibility, scalability, functionality, reliability and safety were not disregarded. With this strategy, Continental can offer the best electronic concepts at the best price and of the best quality in the emerging countries.
Cooperative project for electric powertrains between PSA Peugeot Citroën and Mitsubishi Motors Corporation
PSA Peugeot Citroën and Mitsubishi Motors Corporation (MMC) announced today that both companies agreed to start a feasibility study on an extended technical collaboration in the field of electric powertrains. This project, which will run over several months, relates to the development, the manufacture and the use of an electric powertrain for small urban vehicles.
To step up the viability of electric vehicle projects and accelerate market introduction, the companies agreed that cooperation on electric vehicle development and production would be mutually beneficial.
This new agreement reinforces the bonds between the two manufacturers who, a week ago, laid the first stone of their joint Russian factory, in Kaluga (180 km south west of Moscow)
For PSA Peugeot Citroën, this agreement lies within the scope of its Strategy and Ambition plan covering 2010-2015, which should maintain the PSA Group’s leadership in environmentally friendly cars.
With an extensive knowledge of electric vehicles, PSA Peugeot Citroën is the largest global manufacturer of electric vehicles to date with more than 10 000 units sold. PSA Peugeot Citroën will bring to this project its expertise in the field of electric powertrains.
For MMC this agreement is consistent with its electric vehicle strategy.
MMC, aiming to become one of the leading car manufacturers of electric vehicles, has prioritized development of the i MiEV* new-generation electric vehicle for introduction to the market. MMC will launch the electric vehicle in the Japanese domestic market in 2009 and is considering a possible future introduction to Europe and the U.S.
Production Begins for the New Honda FCX Clarity Fuel Cell Vehicle
Today (Monday, 16 June), the FCX Clarity - Honda's advanced hydrogen fuel cell powered vehicle - came off the line at the world's first dedicated fuel cell vehicle manufacturing facility in Japan. After 19 years of development, the arrival of this ‘real world' fuel cell car marks the beginning of a new era of cleaner motoring.
The FCX Clarity - which emits only water from its exhaust pipe - was presented at a line-off ceremony at the Honda Automobile New Model Centre in Tochigi Prefecture, where Honda also showcased a number of the new production processes. Among the early adopters are the actress Jamie Lee Curtis and her filmmaker husband Christopher Guest, and film producer Ron Yerxa.
A new dedicated fuel cell vehicle assembly line has been established at the Honda Automobile New Model Center, which includes processes unique to a fuel cell vehicle such as the installation of the fuel cell stack and hydrogen tank. Honda Engineering Co., Ltd produces all fuel cell stacks itself, also in Tochigi. In manufacturing fuel cells, exclusively-designed automated equipment was introduced to ensure quality of the highest precision while enabling mass production of cells, with several hundred cells required for each fuel cell stack. Through these initiatives, Honda is making steady progress in the area of fuel cell vehicle production, in addition to fuel cell and fuel cell vehicle technologies, thereby moving closer to realising its goal to enable more widespread use of fuel cell vehicles.
The FCX Clarity was designed from scratch as a dedicated fuel cell vehicle. It is powered by the highly compact, efficient and powerful Honda V Flow fuel cell stack. Boasting a low-slung, dynamic and sophisticated appearance made possible by the innovative layout of the fuel cell power plant, the FCX Clarity offers superior design and driving performance as well as environmental responsibility. Lease sales are scheduled to begin in July in the U.S. and this fall in Japan. The combined sales plan for Japan and the U.S. calls for a few dozen units within a year and about 200 units within three years. Additionally, the FCX Clarity will be exhibited at the G8 Hokkaido Toyako Summit to begin July 7, as one of a group of advanced environmental technologies.
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.
Bosch integrates yaw-rate sensor and acceleration sensors in the ESP® control unit
In May 2008, Bosch started production of a new version of the ESP® brake control system which integrates sensors for yaw-rate measurement and lateral acceleration in the electronic control unit. In the past, these sensors were installed separately in the interior of the common housing and connected via the wiring harness to the ESP® electronic control unit. "Integration significantly reduces both the space requirements in the vehicle and assembly work of automakers for the complete ESP® system," explains Klaus Meder, Executive Vice President of the Bosch Chassis Systems Control division. "This means we have made a significant step toward achieving the objective of installing ESP® in all cars." The first series application of the new technology will be in the new Seat Ibiza.
The electronic control unit of the ESP® has been located in the engine compartment for several years now, attached directly to the brake control system's hydraulic modulator. In order to integrate the sensors in the control unit, the engineers had to overcome several technical challenges. For example, they had to adapt the sensors to the considerably higher ambient temperatures. They also had to keep the vibrations that occur when the brake control system intervenes from distorting the sensor output signals. The result was a vibration-reduced and balance-optimized, three-point installation of the hydraulic unit. This installation also ensures that driving on extremely poor roads will have no influence at all on the ESP® function.
Another challenge was the orientation of the lateral-acceleration sensor. The sensor module, to date installed separately in the interior, must be placed precisely at right angles to the direction of travel. Due to the restricted space available, such a requirement for the installation of the unit in the engine compartment would make installation difficult. Therefore, the Bosch engineers have integrated two acceleration sensors in the sensor element which measure precisely at right angles to each other. As a result, the hydraulic modulator, which must still be installed horizontally, can be positioned around its vertical axis as desired. The vehicle's lateral acceleration so can be calculated precisely, based on the known installation location and the signals from both acceleration sensors. And not only that: the sensor information now also enables measurement of the vehicle's longitudinal acceleration. For example, this value can be used for hill starts, known as "Hill Hold Control." When using automatic transmissions, losses can be reduced in the torque converter, thus saving fuel.
New Porsche 911 with direct duel injection and double-clutch gearbox
Starting on 5 July, Dr. Ing. h.c. F. Porsche AG, Stuttgart, is introducing the next generation of the 911 model series. The four new models – two Coupés and two Cabriolets – with classic rear-wheel drive offer an even higher standard of dynamic performance thanks to their all-new flat-six power units displacing 3.6 and, respectively, 3.8 litres. And the introduction for the first time of direct fuel injection on a Porsche sports car, together with the optional double-clutch gearbox Porsche-Doppelkupplung (PDK), makes the new 911 even more sporting and dynamic.
At the same time these new technologies enhance the already outstanding efficiency of the 911 to an even higher level than before: Featuring PDK, the Carrera Coupé offers better fuel economy of 9.8 litres/100 kilometres, equal to 28.8 mpg imp. The reason is a longer transmission ration for the last gear (0,62 instead of 0,88). And with all new Carreras remaining significantly below the fuel consumption benchmark of 11 litres/100 kilometres, equal to 25.7 mpg imp, CO2 emissions are down by up to 15 per cent.
Maximum output of the 911 Carrera with its 3.6-litre power unit is up by 20 bhp to 345 bhp (254 kW). Output on the 911 Carrera S with its 3.8-litre power unit is equally impressive, up by 30 bhp to 385 bhp (283 kW). With this extra power, the Carrera S Coupé now offers a top speed of slightly over 300 km/h or 186 mph.
The new generation of the 911 is available for the first time with the new Porsche-Doppelkupplung (PDK), Porsche’s double-clutch gearbox. Offering no less than seven forward gears, the new gearbox combines the driving comfort of a converter automatic transmission with the dynamic gearshift of a sequential racing gearbox. And since PDK also boasts an automatic gearshift function, it replaces the former Porsche Tiptronic S automatic transmission on both the Carrera and Carrera S. Through its optimised and adaptive gearshift programs, PDK improves the car’s acceleration and reduces fuel consumption to a level even lower than before.
Porsche developed this gearshift principle featuring two clutches to shift gears without the slightest interruption of traction and pulling power and without even the slightest break in between gears no less than 25 years ago for motorsport. Porsche works drivers benefiting from this technology were able to accelerate faster than their competitors and keep both hands on the steering wheel while shifting gears, thus avoiding even the slightest distraction while shifting. The pioneering achievement from back then now gives the new 911 Carrera even better performance: Equipped with seven-speed PDK, the Carrera S Coupé accelerates in 4.5 seconds from 0-100 km/h, another 0.2 seconds faster than with a manual six-speed gearbox. And the customer in search of optimum driving dynamics even has the option to combine PDK with Porsche’s optional Sport Chrono Plus including Launch Control. The result is high-speed acceleration free of slip from a standstill and a racing gearshift, with the car accelerating to 100 km/h in a truly outstanding 4.3 seconds.
The new generation of the 911 stands out clearly at first sight through innovations in design both front and rear as well as new lights with LED technology. LED daytime driving lights and bi-xenon headlights now standard on all new models in the Carrera range give the silhouette of the 911 even more distinctive style and a truly unique look, interacting with new LED rear lights to ensure an unmistakable and striking appearance also at the rear. And as a further safety option, Porsche now also offers Dynamic Bending Lights on all models.
BMW Group Forschung und Technik, the company’s research and technology arm, has been working with other car manufacturers to achieve an important step forward in hydrogen storage. Teaming up with partners, including some from the European aerospace industry, the engineers have developed a novel type of tank made of composite material for storing liquid hydrogen.
Thanks to its innovative concept, the weight of the entire tank system can be reduced to a third compared with conventional cylindrical steel tanks. Its adaptable form lends it a high degree of flexibility, allowing for significant energy savings. The subsidiary systems, moreover, are integrated inside the tank’s casing, which means the tank takes up less room in the car and maintenance is also made much easier. The inner tank is designed on a modular basis, simplifying the production process in comparison with existing hydrogen tanks.
Prof. Dr.-Ing. Raymond Freymann, Director of BMW Group Forschung und Technik: “The demonstration model of the new free-form tank being presented marks an important step forward into the hydrogen future. Filled with ten kilograms of hydrogen, it could allow a range well in excess of 500 kilometres in a future vehicle.”
BMW Group Forschung und Technik is presenting the prototype of this innovative liquid hydrogen storage tank at the final event of the “StorHy” EU project in Poissy near Paris on 3 and 4 June 2008. In the past four and a half years BMW Group Forschung und Technik, along with 34 partners from the European aerospace industry, the automotive and supply industry, and leading universities and research institutes, has been investigating ways of advancing current hydrogen storage technologies (high-pressure, liquid and solid storage). The cost of the project was 18.7 million euros, with EU funding to the sum of 10.7 million euros.
Effective immediately, the range of equipment available for the Audi R8 sports car now also includes the first full-LED headlamp. In addition to the daytime running light which now features 24 LEDs per headlamp, light-emitting diodes are also used for the turn signals, the low-beam and the high-beam headlights. The €3,590 option rounds out the list of equipment available for the high-tech, mid-engine sports car.
The earlier launch of LED technology at the front of the car required a waiver by the European Union. The prominent advantages are lower energy consumption and a color that more closely resembles daylight, provides greater contrast and is easier on the human eye. LEDs are also non-wearing, require a lower voltage, are compact and offer greater design freedom.
GM Announces new products and capacity adjustments
GM gas announced a range of strategic initiatives to aggressively respond to growing demand for fuel-efficient vehicles and to economic and market challenges in North America. Rick Wagoner, GM chairman and CEO, made the announcements here as part of the GM annual meeting of stockholders.
In these initiatives, the Chevy Volt took a major step toward the showroom with formal approval by the GM board of funding for production of the extended-range electric vehicle. This approval, which includes funding for production development and tooling, indicates that GM leadership believes that the technology for the Volt, including its lithium-ion batteries, will be ready for volume production on schedule.
"The Chevy Volt is a go," said Wagoner, GM chairman and CEO. "We believe this is the biggest step yet in our industry's move away from our historic, virtually complete reliance on petroleum to power vehicles."
"We intend to show a production version of the Chevy Volt publicly in the very near future, and we remain focused on our target of getting the Volt into Chevrolet showrooms by the end of 2010," Wagoner said.
Preliminary plans are to produce the Volt at GM's Detroit-Hamtramck Assembly Center, subject to successful discussions with state and local governments.
1000th GM-Allison hybrid-powered bus enters service in Las Vegas
Milestone delivery caps a record-setting year for the GM-Allison hybrid EP-System , now operating in more than 70 cities in the US, Canada and Europe and saving an estimated 5 million litres of fuel every year.
Allison Transmission, a global provider of commercial duty automatic transmissions and hybrid propulsion systems, has announced that the 1000th city transit bus equipped with the two-mode GM-Allison Hybrid EP-System has entered service in Las Vegas.
The hybrid bus powertrain, manufactured and sold by Allison Transmission, was introduced in 2003. So far the Seattle King County Metro Transit Authority has made the biggest commitment to the system, ordering 500 of the hybrid buses. This latest landmark delivery is part of a fleet order by the Regional Transportation Commission of South Nevada (RTC) that will double its fleet of hybrid buses from 30 to 60 operating in the Las Vegas area.
The announcement is a fitting finale to what has been a record-setting year for the GM-Allison Hybrid EP-System. In 2007, more than 400 GM-Allison hybrid-powered buses were produced, with 360 units delivered to 36 cities - the highest annual totals since deliveries began in 2003. International sales of the system are growing since its European launch with Solaris at the IAA Show in September 2006. Solaris buses with the system are now operating across Germany and Switzerland in cities including Dresden, Leipzig, Lenzburg, and Bochum. The GM-Allison Hybrid EP-System has proven to deliver significant fuel saving benefits, lower emissions, and quiet operation.
The two-mode hybrid technology in the GM-Allison Hybrid EP-System has served as the starting point for General Motors' co-development with DaimlerChrysler and BMW Group of the two-mode hybrid system for passenger vehicles.
Wind River and Intel to Drive an Open Source Platform For Automotive Industry
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.
Alpine develops thin subwoofer to generate bass in restricted automotive space
Alpine Electronics, the in car multimedia specialist, has developed a novel subwoofer that offers the possibility to offer excellent low frequency performance in vehicles that couldn’t previously accommodate a bulky, square enclosure. Sports cars, SUVs and saloons could benefit from bass performance that equates to that of a traditional 12” subwoofer yet only measures some 100mm deep.
“Traditional subwoofer enclosures need to move large volumes of air to be effective, therefore they tend to be bulky,” says Alpine’s OEM business manager Keith Price. “Our solution allows us to offer excellent bass in vehicles that couldn’t afford to sacrifice such a large package volume to the subwoofer.”
As consumer demand increases for great sound reproduction in the car, vehicle manufacturers are looking for ways to offer performance using any available package space. The solution from Alpine can be installed in an area 100mm deep. This has been achieved through the development of a specific pair of 165mm speakers that have a long throw and deliver extreme magnetic force. The two units combined, offer the equivalent of 200g of moving mass, approximately the same as a bulky traditional 12” unit. An additional option is to combine the amplifier in the unit reducing wiring complexity.
Honda is to launch an accessible hybrid car to allow more people around the world to adopt this motoring technology which reduces global car emissions. Going on sale early next year, Honda expects to sell 200,000 units globally of the new car annually.
The company will further accelerate hybrid sales by introducing a sporty hybrid based on its CR-Z, Civic Hybrid and the addition of a Jazz Hybrid model. With all four of these models, Honda expects combined annual sales of its hybrid models to reach 500,000 units.
The car will be a convenient and compact 5-door/5-passenger size with an exterior design that employs the concept of the FCX Clarity. Production costs will be significantly reduced with the new electronic control unit and battery made lighter and more compact. A thinner motor is also being produced in an improved manufacturing facility at Honda's Suzuka plant. With a completely new platform, Honda is to re-position the hybrid control unit and battery which will be located underneath the cargo space. Various technologies are also to be incorporated including a function to assist more fuel efficient driving in practical driving, so that customers can actually experience the excellent fuel efficiency of this vehicle.
At the International Vienna Motor Symposium (24-25 April), Volkswagen has introduced the production version of the BlueTDI, a next-generation turbo diesel developed especially for the North American market. The common rail engine is based on the TDI engine, which was first introduced in Europe in 2007 with the Tiguan. This engine satisfies the Euro-5 standard that comes into effect in autumn 2009. In order to meet specific operating conditions in the U.S., this four-cylinder engine was redeveloped with internal engine modifications and a NOx trap. The engine will debut in the U.S. Jetta this summer.
A key aspect in the development of the BlueTDI (2.0 litre engine displacement, 103 kW/140 PS, 320 Nm) was the reduction of nitrogen oxide emissions (NOx); the American BIN5/LEV2 standards stipulate a nitrogen oxide limit of only 0.05 g/mile.
The internal engine changes include modifications to the design of the injection system of both the American and European TDI as well as the implementation of cylinder pressure sensors. This allows for a completely new type of cylinder pressure-based combustion control, which is both faster and tailored to each specific cylinder. Also new on-board: an optimised high-pressure injection pump. Another unique feature is the combination of a high-pressure exhaust gas recirculation system with additional low-pressure exhaust gas recirculation. This dual exhaust gas recirculation (dual circuit EGR) is an effective means of reducing nitrogen oxides in the engine. The dual circuit EGR system alone reduces NOx by up to 60 percent.
Outside of the engine, it is the NOx trap – connected downstream of the oxidation catalytic converter and the particle filter – that reduces nitrogen oxide to an absolute minimum. Implemented together, these measures reduce nitrogen oxide emissions by 90 percent.
Fisker Automotive’s Karma plug-in hybrid Prototype on the Test Track for Initial Development
Fisker Automotive, Inc. and Quantum Technologies announced today they are performing initial vehicle testing and fine tuning the battery software management system for the Fisker Karma plug-in hybrid production car. These initial test track developments are taking place in Southern California.
Three Fisker Karma prototypes have been built, and are currently undergoing testing for the electric powertrain developed by Quantum Technologies. Concurrently, the Fisker Automotive engineering team is working on crash test simulation. Further validation and certification on the vehicles will be performed over the coming months.
"We are very excited about the initial test results of the Fisker Karma prototype," said Henrik Fisker, CEO, Fisker Automotive. "The vehicle dynamics and fuel economy have performed better than expected and we remain on target for our fourth quarter 2009 initial delivery."
In sport mode the Fisker Karma will offer a continuous top speed of 125 miles per hour (200km/h). Electric only, or stealth mode, is capped at 95 miles per hour (150 km/h). Preliminary testing of the lithium-ion battery that powers the Fisker Karma has indicated a life expectancy of more than 10 years.
Configured to meet the demands of today’s driver, the Fisker Karma’s proprietary design allows consumers to drive the car emission free for up to 50 miles a day provided the car is charged every evening. With more than 80 percent of daily commuters driving less than 50 miles (80 km) a day, consumers who drive the Fisker Karma could conceivably only need to refuel the car but once a year.
Fisker Automotive is preparing to deliver its first Premium Edition vehicles by fourth quarter 2009. Currently, Fisker Automotive has received more than 500 orders for the Fisker Karma since its 2008 debut at the North American International Auto Show (NAIAS) in January. Fisker Automotive will reach a full production of 1,250 vehicles per month by the end of 2010. The starting estimated MSRP for the Fisker Karma will be approximately $80,000 or EURO 80,000.
ZF Inaugurates New Production Location for Electric Drives
ZF's Dynastar
On May 07, 2008, ZF's CEO Hans-Georg Härter and the Federal Minister of Economics and Technology, Michael Glos, officially inaugurated Germany's first production location for the industrial production of hybrid drive modules. Currently, release samples are being produced in a new production hall at the ZF Sachs location in Schweinfurt. From the fourth quarter of 2008, ZF will launch volume production and supply the products to car, bus, and delivery vehicle manufacturers. Mercedes-Benz will be the first customer. Thus, ZF is the first European automotive suppler to produce hybrid modules in volume production.
From the fourth quarter of 2008, hybrid modules with the product name DynaStart will be produced in volume production on a production surface of 1,200 square meters and shipped to customers. Currently, there are eight volume production development projects for four vehicle manufacturers; production will be launched between 2008 and 2012. To begin with, ZF is launching an annual production volume of altogether 35,000 units. The production volume in the now inaugurated hall can be extended flexibly up to a maximum of 200,000 units per year, which are then produced by approximately 50 employees.
The electric motors which are produced by ZF Sachs, the Powertrain and Suspension Components division of ZF Friedrichshafen AG, in Schweinfurt were developed especially for the integration into the driveline and are ideally suited for parallel hybrid drives. This concept allows for 30 percent fuel savings and emission reductions, depending on whether the vehicle is equipped with a mild hybrid or a full hybrid system.
These savings are based on the traditional hybrid functionalities, which can be implemented with the DynaStart by ZF Sachs: With the start/stop function, the combustion engine switches off during standstill, the electric motor lets the vehicle start, and the combustion engine is not activated before the optimal engine speed is attained. The electric motor is also capable of braking down the vehicle; in this process, it acts as a generator and transforms kinetic energy into electric power which can be stored in the battery ("recuperation"). Moreover, the high-torque module supports the combustion engine during acceleration by taking the energy from the intermediate storage, meaning that driving pleasure does not come off badly ("boosting").
With the parallel hybrid – contrary to the more complex concepts of series and power-split hybrids – only one electric motor feeds power into the driveline and this is done in parallel to the combustion engine, so the engine can be designed smaller with the same savings potential which is more favorable for the overall system.
Depending on the application and customer requirements, ZF can produce hybrid modules at the new production location, featuring capacities between 10 and 100 kW and a maximum torque of 100 to 1000 Nm. In the mild hybrid version, the DynaStart allows for start/stop operation as well as recuperation.
As the two electric motors are installed on the crankshaft or transmission input shaft, between the engine and the transmission, know-how in terms of vibration damping was essential for the development of the DynaStart. The hybrid module is adapted to existing installation space conditions and the vibration and lurch movements as they occur in the drivelines of diesel and gasoline engines. As a manufacturer of torque converters and dual-mass flywheels, ZF Sachs has decades of experience and high innovative power with damping of torsional vibrations in the driveline.
In addition to international manufacturers, also other ZF Group divisions will draw back on the core component from Schweinfurt in order to offer passenger car and commercial vehicle transmissions with hybrid technology.
There is something decidedly fantastical about this scene: We observe the approach of a Passat estate, it stops, the driver gets out, slams the door shut and, as he walks away from the car, he aims a remote control back at it. That car now proceeds to reverse park itself into the available space, it then independently cuts the engine and activates the door locks. End of performance. In reality, there is nothing at all fantastical about this demonstration. The live performance by Volkswagen could be viewed at this year’s Hanover Fair (21 to 25 April), where the carmaker is premiering its “Park Assist Vision”, a system with the ability to guide a Passat prototype with absolute precision into a perpendicular parking space, i.e. the kind available on parking lots and in underground car parks. These parking spaces are often too narrow to allow drivers and passengers to get in and out of the car comfortably. In the not too distant future, “Park Assist Vision” will put an end to that.
Having already launched a semi-automatic park-steering system, the "Park Assist", in its Touran, Tiguan, Passat and Passat estate to help drivers parallel park, Volkswagen is now presenting a concept system at the Hanover Fair which is capable of perpendicular parking – and of doing so fully automatically. The only thing the driver needs to do is select an available space on the monitor of the navigation system, set the selection lever of the automatic-drive vehicle (DSG) to "P" and alight from the car. The driver can, of course, choose to stay in the vehicle until the vehicle has been manoeuvred into its space.
Two cameras located in the left and right exterior mirrors are responsible for gauging the dimensions of the parking space. The video signals are transmitted to a 2-GHz high-performance computer which then analyses them and sends commands to the steering and drive systems. If the driver has himself initiated the parking manoeuvre, the "Park Assist Vision" will reverse the vehicle into the parking space in accordance with the previously computed course and using electromechanical power steering, the electronic parking brake, DSG and the engine power produced by the idling mixture. Two additional cameras at the front and rear of the vehicle as well as the system’s ultrasound sensors monitor the operation and will stop the vehicle if necessary. The driver may also interrupt the manoeuvre at any time using the remote control.
This new driver assistance system is still in the trial phase of development, and a date has not yet been set for introduction of the system to series production.
Silica technology for tires is now an even better environmental option
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.
Land Rover LRX Concepts with Lexan High-tech Plastic Glazing from SABIC Innovative Plastics
Land Rover has unveiled its vision of the Land Rover future with the Geneva premiere of two versions of their Land Rover LRX concept car that debuted earlier this year at the North American International Auto Show. The new three-door premium cross-coupé prototype is introduced in two different versions here. The first of the two concepts was made to showcase the latest in design technologies, with one of its highlights including the unique panoramic roof and side and rear windows, made from SABIC Innovative Plastics’ Lexan GLX* high-performance plastic glazing with exclusive Exatec coating technology. In the second version of the car, only the side and rear windows feature the Lexan plastic glazing with Exatec coating technology.
As a result of the close collaboration with Land Rover, SABIC Innovative Plastics was able to contribute to the automaker’s objective of using lighter weight and more sustainable materials on the LRX concepts. Through the use of SABIC Innovative Plastics’ high performance Lexan polycarbonate (PC) resin with Exatec coating, Land Rover was able to design differently and reduce each LRX’s overall weight by close to 40 pounds (19 kilograms).
“At SABIC Innovative Plastics, we believe we are in a unique situation to be able to help automakers create the vehicles of the future that allow them to meet key regulations related to safety and reduced emissions. By adopting our lightweight glazing technologies, we were able to help Land Rover create a truly differentiated design for their LRX concept with strong Land Rover design DNA. Our Lexan polycarbonate resin and Exatec coating technology offered Land Rover the opportunity to reduce the weight in key applications like the windows and roof to help them meet key design, engineering, safety, and environmental objectives,” said Derek Buckmaster, director Exterior Body & Glazing, SABIC Innovative Plastics, Automotive. “We were delighted to work with Land Rover on this exciting launch featuring our range of glazing technologies, helping them in the engineering and overall delivery of the unique applications.”
In addition to important environmental benefits, the SABIC Innovative Plastics Lexan PC resin offered significant design advantages not possible in traditional materials. Land Rover designers were supported by the SABIC Innovative Plastics glazing and design teams in developing the LRX unique transparent glazing signature that wraps around the entire car, showcasing the fluidity of its lines and excellence surface quality. The car’s upper body design is accented by an enhanced visibility as a result of the clear window glazing. At the same time, the interior of the original LRX concept offers the feeling of a more-spacious cabin with the use of the transparent plastic panoramic roof that is supported by a “spider” frame running into the A-pillars. The rear quarter pillars show how the Lexan material can enhance design freedom, incorporating an aerodynamic boundary layer separator as well as a sharp wrap-around to meet the backlight.
High-performance Lexan GLX polycarbonate with Exatec coating systems also provides high impact strength and UV protection for the LRX concept. On the original LRX concept, the polymer glazing material is used in the A-posts, side windows, rear quarter windows, panoramic roof, and backlight. Incorporating several glazing technologies from Exatec LLC enables the usual mast antenna to be eliminated, with hidden antennas incorporated within the panoramic roof glazing. On the new LRX concept introduced today, the Lexan glazing materials is used in the A-posts, side windows, rear quarter windows, and backlite.
/FONT>
Microsoft and Hyundai-Kia Automotive Group to develop next generation of in-car infotainment
Microsoft Corp. and Hyundai-Kia Automotive Group (HKAG) have entered into a long-term agreement to co-develop the next generation of in-car infotainment systems. Bill Gates, chairman of Microsoft, and Euisun Chung, president of HKAG, were present as Martin Thall, general manager of Microsoft’s Automotive Business Unit, and Hyun Soon Lee, president and chief technology officer of HKAG, signed the agreement in Seoul.
Together, Microsoft and HKAG will deliver new and innovative solutions based on the Microsoft Auto software platform, bringing the future of in-car technology to Hyundai-Kia drivers worldwide.
“These new systems will redefine consumer experiences in the car,” Gates said. “Since the spring of 2006, HKAG and Microsoft have been sharing their vision for the future of in-car technology. We’re now aligned to develop the next generation of in-car infotainment systems.”
“HKAG’s strategic vision is to become a global leader in automotive and information technology convergence,” Chung said. “The partnership with Microsoft will form the foundation for achieving that vision.”
“We are pleased to partner with Microsoft to deliver high-performance infotainment solutions to our customers,” Lee said. “The advanced capabilities, flexibility and low price point make the Microsoft Auto software platform an attractive solution for us.”
The first product, a next-generation infotainment system that provides voice-controlled connectivity between mobile devices, will be introduced in the North American market in 2010. It will further apply to Asian and European markets, and expand into multimedia and navigation devices. These easy-to-use infotainment systems will allow consumers to enjoy music in various digital formats.
The next-generation infotainment systems are comparable to mini-PCs. Even after product launch, new functions can be added or upgraded in the form of software program updates, an innovation to existing in-car multimedia technology.
The Hyundai-Kia Automotive Group’s adoption of the Microsoft Auto software platform increases Microsoft’s presence in the Asian car market and enhances the global automotive business. The engineering and marketing teams of Microsoft’s Automotive Business Unit in Redmond, Wash., will be working directly with counterparts at HKAG in Seoul to support this goal. Systems powered by the current version of Microsoft Auto are currently available in Fiat Auto Group vehicles in Europe and South America and Ford Motor Co. vehicles in North America.
In a related announcement, Microsoft and Hyundai-Kia, along with the Institute for Information Technology Advancement (IITA), signed a memorandum of understanding (MOU) to co-establish an automotive IT innovation center with the goal of promoting innovation and opportunities for Korean software and device vendors in the global market. Hyundai-Kia will invest $166 million over the next five years to bring IT technology advancements into the car and to develop new in-car services.
In the future, a hydraulic impulse storage can be integrated in the new generation of ZF's 8-speed automatic transmissions. It supplies the hydraulic oil that the transmission's shift elements need for starting. When the engine is switched off, it allows for a quick start – as it is required with the start/stop function. Already 350 milliseconds after starting the engine, the vehicle is ready for setting off. With the start/stop function of the hydraulic impulse oil storage, it is possible to reduce fuel consumption by another 5%. Compared with the worldwide most efficient 6-speed automatic transmission by ZF, the newly developed 8-speed automatic transmission saves another 11%.
Technical innovations which allow for fuel savings without a loss in comfort: This requirement is met by the 8-speed automatic transmission, also as a micro hybrid version. If, for example, the engine is switched off at red traffic lights, start and further driving must take place with the same dynamics as with a vehicle that does not feature a start/stop function. One problem in this case is the oil supply of the transmission because, when the engine is off, the transmission hydraulics are not supplied with pressure. In contrast to vehicles which stop with a running engine, the automatic transmission's shift elements, that are required for setting off, cannot be activated during standstill.
This is where the hydraulic impulse oil storage from ZF comes into play. It is a spring piston accumulator which fills with oil and tensions the spring during operation. When the engine starts up, this "reserve" of around 100 milliliters is supplied to the hydraulics - in a flash - to supply oil to the shift elements in the transmission which are needed for setting off. Thus, the vehicle is ready to move already 350 milliseconds after starting up the engine. Without the hydraulic impulse oil storage, this would take approximately 800 milliseconds, leading to a loss in driving dynamics which the driver can notice.
The component presented by ZF at the Vienna Motor Symposium is approximately 19 centimeters long and has a diameter of five centimeters; it can be installed behind the hydraulic control unit in the standard installation space of the 8-speed automatic transmission.
The hydraulic impulse oil storage makes more complex solutions obsolete, such as a more powerful oil pump in the transmission or an electric hydraulic pump. As a larger dimensioned transmission oil pump would considerably neutralize the fuel savings in continuous operation, an electric pump is an additional burden on the main power supply, has disadvantages in terms of noise, and leads to a considerably higher integration effort. In contrast, with the hydraulic impulse oil storage, ZF engineers have already considered the lowest possible system costs and easy installation of the unit. Other expensive adaptations of the transmission are not required; after all, with the new development of the transmission, ZF engineers have already considered the integration of the hydraulic impulse oil storage by ensuring a favorable design of the components and the respective routing.
Mazda Awarded for Research into Combustion of Catalysts in Diesel Particulate Filters
Mazda Motor Corporation has announced that it will receive the Outstanding Technical Paper Award at the 58th annual Society of Automotive Engineers of Japan awards ceremony in May. Mazda will be honoured for its analysis of the combustion mechanism of catalysts in diesel particulate filters.
Mazda has been conducting research into combustion mechanisms to eliminate particulate matter, mainly soot, from diesel engine exhaust emissions. The Hiroshima-based company developed an original analytical method, which demonstrated that the oxygen exchange characteristics of catalysts play an important role in accelerating the combustion of particulate matter. This work will aid development of highly-efficient diesel particulate filters (DPF) in the future. Additionally, the newly-developed analytical method can be applied not only to automobile diesel engines, but also to general-purpose diesel engines. The award recognizes these achievements, which provide tangible development guidelines for a wide range of future diesel engine technologies.
Diesel engines are popular mainly in Europe because they have better fuel economy than gasoline engines and produce fewer CO2 emissions, which are commonly regarded as a major cause of global warming. However, a treatment process (combustion) is necessary to remove the particulate matter (soot) that is produced in the exhaust. To promote combustion of the particulate matter, the exhaust gases must be heated sufficiently. This requires extra fuel and is one of the causes of impaired fuel economy.
Mazda will leverage its new analytical method to find ways of accelerating particulate matter combustion in order to significantly reduce exhaust processing times. By developing this technology, Mazda intends to cut fuel consumption and achieve cleaner exhaust emissions with less CO2.
The Society of Automotive Engineers of Japan has conducted an awards program since 1951 as a means of encouraging the advancement of automotive engineering and technologies. Its Outstanding Technical Paper Award recognizes individuals and their collaborators for outstanding research in the field of automotive technology.
Temperature Oxidation of Diesel Particulate Matters by Oxygen Storage Component for the Catalyzed Diesel Particulate Filter”
Recipient: Kenji Suzuki, Technical Research Center,
The Society of Automotive Engineers of Japan confers six awards each spring, namely: the Asahara Science Award, the Asahara Award of Merit in Technology, the Outstanding Technical Paper Award, the Technological Development Award, the Scientific Contribution Award and the Technological Contribution Award. The awards ceremony will be held during the society’s spring conference at the Pacifico Yokohama Convention Center on 22 May 2008.
