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.
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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.
PSA Peugeot Citroën has decided to develop a new family of 1-litre 3 cylinder petrol engines with power ranging from 70 to 100 CV. This engine will bring very significant reductions in CO2 consumptions and emissions and enable the Group to maintain and comfort its competitive advantage. The aim is to offer the market vehicles with CO2 emissions below 100g/km with no additional technology, then no supplementary cost.
Two manufacturing sites will be set up, one in France, the other in Eastern Europe. The first facility, with an annual capacity of 600,000 engines, will be operational as of 2011. It will be located in France on the PSA Peugeot Citroën site at Trémery and enable the creation of over 500 jobs. In 2007, the Trémery plant, located 15 km from Metz, manufactured 1.74 million engines. A second facility will be set up in Eastern Europe by 2012.
Continental is to launch a new-generation electronic brake system in 2011. The MK100 will be based on a modular product family. The MK100's range of functions can be scaled to suit whatever functionality and level of performance is required - from a motorcycle ABS system with or with-out an integral braking function right up to the demanding high-end ESC designs with their powerful, low-pulsation pump variants. The design concept will produce added functional value even for price-driven, entry-level versions.
he range of safety and assistance functions which, depending on what the vehicle manufacturer wants, can be incorporated into the MK100 ESC, extends from Active Rollover Protection (ARP) via Trailer Stability Assist (TSA), Hill Start Assist (HSA) and Full Speed Range ACC (FSA) to complex, autonomous overlay functions for stabiliz-ing the vehicle.
One significant benefit of Continental's MK100 is its tremendous integratability. For example, the number of components and interfaces has been reduced by integrating the sensor cluster (yaw-rate and acceleration sensors) into the MK100's control unit as standard. In addition, various chassis functions, such as the parking brake and active steering, can be actuated from the MK100. Its dimensions have been reduced by some 20 percent compared with the current generation of brake systems. And Continental's development engineers have been able to slim down the MK100's weight by the same amount.
PSA Peugeot Citroën and Intelligent Energy unveil H2Origin electric/fuel-cell vehicle
In Loughbourough, near Birmingham, UK, PSA Peugeot Citroën and Intelligent Energy today presented the results of their joint H2Origin research project, aimed at fitting an advanced technology fuel cell stack into a zero-emissions urban delivery van to power its electric drivetrain. The three-year partnership has culminated in the development of the Peugeot Partner H2Origin technology demonstrator, whose batteries receive electric energy from Proton Exchange Membrane (PEM) fuel cells as range extender.
This new-generation 10 kW system delivers several important benefits:
A range of 300 km, three times that of a conventional battery-powered EV.
Compact design for both the fuel cell stack and ancillary equipment, enabling integration into the front engine bay in place of the internal combustion engine.
Vehicle start at temperatures as low as -20°C, representing a major advance for a fuel-cell powered vehicle.
A groundbreaking 700-bar hydrogen storage system also enhances mobility and makes the vehicle easier to operate:
70% more hydrogen can be carried on board, without any increase in the size or weight of the storage tanks.
Range is extended, without having to plug the vehicle into a power source to recharge the batteries, enabling it to be used in a wider variety of applications.
The hydrogen tanks are mounted on a sliding rack under the rear cargo area, making it fast and easy to swap in new ones. This offers a practical alternative to refueling at a service station and eliminates a major obstacle to the development of hydrogen vehicles.
With the Peugeot Partner H2Origin, PSA Peugeot Citroën is demonstrating its commitment to actively exploring potential solutions in an area that holds considerable promise among the various automotive energy paradigms emerging as a new century unfolds. This technology intelligence process is in line the consensus among experts and industry observers that mass production automotive fuel cells could become a reality towards 2020.
There are still major obstacles that must be overcome, including costs that preclude affordable use in automobiles and the size and weight of the hydrogen tanks. What’s more, the use of hydrogen as a fuel source is still in its infancy, and moving forward will require a commitment by governments and supranational organizations, as well as a shift in energy policy, none of which the automobile industry can control.
H2Origin is the sixth fuel-cell vehicle built by PSA Peugeot Citroën since 2000.
Fiat Automobiles sets the European record for reducing CO2 emissions
Among the ten biggest-selling automotive manufacturers in Europe, Fiat Automobiles is the brand that recorded the lowest average CO2 emission value for Fiat vehicles sold in 2007: 137.3 g/km. This record was awarded by the company JATO, world leader for consultancy and research in the automotive field, set up in 1984 and present in more than 40 countries.
The JATO analysis placed the Fiat brand ahead of Peugeot (141.9 g/km), Citroen (142.2 g/km), Renault (146.4 g/km), Toyota (148,8 g/km), Ford (149.1 g/km), Opel/Vauxhall (152.9 g/km), Volkswagen (161.7 g/km), BMW (176.7g/km) and Mercedes (188.4 g/km).
Eberspächer engineers have already shown the potential of the anti-noise technique in successfully demonstrating the functions in different test vehicles with four, six and eight-cylinder engines. Decisive steps have been taken in the last two years in making this ready for series production: The durability has been improved considerably, the size of the silencer has been reduced and the system has been successfully applied to diesel vehicles. Initial negotiations for a standard use in future series-production vehicles have already commenced. Hardly surprising really as the sound system has a number of interesting options to offer the car manufacturers. A wide field of applications is presented by the diesel vehicles for example: Spurred on by the successes in performance and propulsion power, they can now even challenge the petrol engines in motorsports! Unfortunately though, the profile of the new and dynamic diesel engine hasn’t been received very well up to now from the acoustics viewpoint. A further example is the fuel-saving cylinder shut-off: This is often associated with undesirable noise changes: The sudden changing from eight cylinders to just four has often made the driver uncertain. ”ActiveSilence” could contribute to authentic sound perceptions in such situations in the future. A special option is the choice of a sound at the press of a button: For example to switch between super quiet, definitely sporty or elegant. With such a feature, the car manufacturer can offer the customer more harmony in the interaction between driving dynamics and acoustics. In addition a high-efficiency silencing by as much as 20 decibel is possible.
From the technical viewpoint, the system is based on the anti-noise principle. A negative mirror-image of the undesired sound waves is generated over a loudspeaker. The opposing waves balance each other out as soon as these exactly superimpose. Major pre-requisites are however the perfect timing and exactly the right level for the anti-noise. Within a partnership, the Bosch-Group develops an electronic control unit with tailor-made engine management system interfaces.
That sound can be counteracted by anti-noise has been known for a long time now. The components suitable for vehicles have not been available up to now for this. The ambient conditions prevailing in an exhaust system are extreme: Excessive heat, moisture, aggressive condensate, a high sound pressure level and severe vibrations. A major milestone was the development of loudspeakers to durably withstand such conditions as well as a silencer design providing optimum protection for the loudspeaker.
200 teams on track to compete in Shell Eco-marathon Europe 2008
This year's edition of the Shell Eco-marathon Europe promises to be one of the toughest competitions yet. After an intense selection process involving well over 300 applications, the Shell Eco-marathon Selection Committee invited 200 teams to participate in this year's quest for fuel efficiency taking place from 22 to 24 May at the Nogaro Motor Circuit in France. When making their selection, the Committee wanted to ensure the highest levels of safety on and off the track and as much diversity as possible in terms of competing countries, education institutions, fuel categories and engine types. Looking at the figures below, it's safe to say that the Committee accomplished its mission.
This year's Shell Eco-marathon Europe will consist of:
200 teams representing 25 different countries - an increase of 25% participating countries compared to last year
4 new European countries entering the competition: Bulgaria (1 team), Hungary (2 teams), Ukraine (2 teams) and 1 team from the UK re-entering the Shell Eco-marathon Europe after being absent for a number of years
2 new non-European countries entering the competition: Iran (1 team) and Morocco (1 team)
Vehicle categories: 75% Prototypes; 25% UrbanConcept vehicles - an increase of the UrbanConcept category of 40% compared to last year, demonstrating once again the increasing popularity of this category
4 fuel categories: gasoline, diesel, LPG and alternative energy sources including bio fuels, hydrogen, Gas To Liquid (GTL) and solar - alternative energies being the second most popular category after gasoline
Total team selection consists of one third secondary schools and two thirds universities Technology meets sustainable development
The Shell Eco-marathon is a great example of the interaction between the academic world and the industry. With mounting pressure to achieve higher efficiency and sustainability standards, the vehicles and technologies used in the Shell Eco-marathon can be a valuable source of inspiration for the automobile and energy industries. In light of this and with 2 increasing global awareness, students can now also look at these industries for inspiration on engine technologies or vehicle design. "It's interesting to note that in this year's UrbanConcept category, we see the arrival of several hybrid vehicles. These vehicles combine a combustion engine, a hydrogen fuel cell or a solar panel with an electric accumulator - in most cases a supercondensator - to optimize their energy management during the race", explains Vincent Tertois, Technical Manager of the Shell Eco-marathon and member of the Selection Committee. "These days, the development of hybrid systems is one of the biggest priorities for car manufacturers. It proves once again that the students taking part in the Shell Eco-marathon indeed address real issues and follow the current industry trends", Vincent Tertois stated. One example is the KTH Stockholm team from Sweden. These students use a HCCI hybrid engine for their UrbanConcept vehicle. According to several experts and media reports, HCCI or Homogeneous Charge Compression Ignition is one of the most important evolutions in engine technology in recent years.
Since its start in 1985, the Shell Eco-marathon has become more and more successful both in France and beyond. This year's 200 teams from 25 participating countries are quite an evolution compared to the 4 countries and 25 teams back in 1985. There is no doubt that the Shell Eco-marathon has truly become a European event. Going forward, Shell wants to match this Europeanization by bringing the spirit of the event to new locations and give the opportunity to new teams to compete in the fuel efficiency challenge. After careful evaluation of several circuits in Europe on a number of specific technical and safety requirements Shell decided to hold the 2009 edition of the Shell Eco-marathon Europe at the Hockenheim circuit in Germany. In addition to its European status and central location, the circuit meets all the technical, safety and infrastructural conditions required to run a similarly successful event to the one organised at the Nogaro Motor Circuit in France.
Ford EcoBoost : turbocharging and direct injection
The EcoBoost family of 4- and 6-cylinder engines uses turbocharging and direct injection technology to deliver up to 20 percent better fuel economy and and up to 15 percent fewer emissions. More importantly, EcoBoost builds on todays affordable gasoline engines allowing the technology to be applied across a wide range of engines and vehicles types, from small cars to large trucks.
“Rising gasoline prices are on everyones mind these days," said Derrick Kuzak, Ford’s group vice president of Global Product Development. “EcoBoost is one way that Ford is answering the call by delivering an affordable, fuel-saving option to millions of Ford and Lincoln Mercury customers. In the next five years, EcoBoost will be available on a half a million Ford, Lincoln and Mercury vehicles annually in North America.”
EcoBoost’s combination of direct injection and turbocharging mitigates the traditional disadvantages of downsizing and boosting 4- and 6-cylinder engines, giving customers both superior performance as well as fuel economy. With direct injection, fuel is injected into each cylinder of an engine in small, precise amounts. Compared to conventional port injection, direct injection produces a cooler, denser charge, delivering higher fuel economy and performance. When combined with modern-day turbocharging – which uses waste energy from the exhaust gas to drive the turbine – direct injection provides the best of both worlds: the responsiveness of a larger-displacement engine with fewer trips to the gas pump.
Ford’s 3.5-liter EcoBoost V-6, for example, can deliver upwards of 340-plus lb.-ft. of torque across a wide engine range – 2,000 to 5,000 rpm versus 270 to 310 lb.-ft of torque for a conventional naturally aspirated 4.6-liter V-8 over the same speed range. At the same time, this V-6 gives customers an approximately 15 percent fuel economy improvement and emits up to 15 percent fewer CO2 emissions to the environment.
Direct injection coupled with turbocharging allows for the downsizing of engines that deliver improved torque and performance. A 4-cylinder EcoBoost engine has the capability of producing more torque than a larger 6-cylinder engine – nearly an entire liter larger in displacement – with up to 20 percent better fuel efficiency.
The real-world fuel economy benefit is consistent no matter the drive cycle, meaning the engine is efficient in the city as well as on the highway – unlike hybrids, which are most efficient in stop-and-go traffic. In addition, customers who tow and haul – and have long turned to more expensive diesel powertrains for their superior towing capabilities – can find the engine performance they need from an EcoBoost powertrain.
EcoBoost – combined with six-speed transmissions, advanced electric power steering, weight reductions and aerodynamic improvements – is part of Ford Motor Company’s strategy to deliver sustainable, quality vehicles that customers want and value. Additional hybrid offerings and diesel engines are planned for light-duty vehicles.
To help explain its vehicle sustainability strategy, Ford created the Explorer America concept that debuted at the 2008 North American International Auto Show.
The Explorer America concept delivers an approximately 20 to 30 percent fuel-economy improvement – depending on engine selection – while providing room for six and their gear, along with moderate towing and off-roading capabilities.
The concept aims to highlight a number of innovations tied to Ford’s systems approach, including:
A powertrain lineup that includes a 4-cylinder 2-liter engine with EcoBoost technology delivering 275 hp and 280 lb.-ft. of torque or, as a premium engine, a 3.5-liter V-6 delivering about 340 hp. Depending on engine selection, fuel-efficiency will improve by 20 to 30 percent versus today’s V-6 or V-8 Explorer
Migration from current body-on-frame to unibody construction, reducing weight and delivering superior driving dynamics
A fuel-efficient 6-speed transmission with auto shift control, allowing the driver to select and hold a lower gear with just the turn of a dial when conditions warrant it
A weight reduction of 150 pounds for the V-6 version thanks to its downsized – yet superior performing – engine, as well as more lightweight materials, suspension and chassis components
Fuel-saving electric power assisted steering (EPAS) and other engine actions that deliver a fuel savings benefit of about 5 percent. Between 80 to 90 percent of Ford, Lincoln and Mercury vehicles will have EPAS by 2012
Aerodynamic and other parasitic improvements that add up to a 5 percent fuel economy gain
Schaeffler’s electromechanical steering system with ball screw drive
Schaeffler’s electromechanical steering system with ball screw drive
Modern, elelectromechanical steering systems offer drivers optimized steering feel and save up to three percent in fuel compared with conventional hydraulic systems. Schaeffler KG has developed a high-precision ball screw drive, whose performance density is exactly matched to the high demands of this type of steering system. With this product, the company is expanding its range by a subassembly that has since recently been in use in the new Tiguan from Volkswagen AG.
Ball screw drives are used to transform rotary motion into linear motion through a direct coupling between drive element and output element. In the Tiguan, the ball nut is driven by a servomotor that is linked with the screw drive via a belt. Due to the low internal friction of the ball screw drive, the driver can directly feel the low-frequency changes on the wheel when driving on asphalt that are important for the drive feel.
For applications in other vehicles, the ball screw drive can be modified in such a way that the steering characteristics and steering feel for the driver vary depending on the customer’s wishes.
27% fuel savings projected as 2/4-stroke research prototype engine completes initial testing
Ricardo and a consortium of automotive partners today announced the completion of an advanced prototype research programme based on the highly innovative 2/4SIGHT engine concept. This gasoline engine concept uses novel combustion, boosting, control and valve actuation technologies to enable automatic and seamless switching between two- and four-stroke operation, with the aim of delivering significant performance and fuel economy improvements through aggressive downsizing
The 2/4SIGHT engine concept uses a direct injection gasoline combustion system in which the design of intake and exhaust ports, combined with appropriate changes in boost supply, fuel injection, ignition and valve timing, enable operation both in two-stroke and four-stroke modes. An advanced control system coupled with flexible valve actuation manages driver demands and coordinates operation of the boost system, valves and fuel injection equipment at an individual cylinder level. This enables smooth transitions between two- and four-stroke operation without torque interruption in both transient and constant torque conditions.
The research prototype engine is based on a single bank of a 2.1 litre V6, which in 6 cylinder 2/4SIGHT configuration is intended to deliver levels of performance and driveability more usually associated with a 3-4 litre V8 gasoline engine. In order to enable the project team to assess control strategies in a completely unrestricted manner, an electro-hydraulic valve (EHV) actuation system was used for the prototype development rig. The air handling system of the 2/4SIGHT concept is based on two-stage boosting and intercooling using a Rotrex supercharger and Honeywell turbocharger. For simplicity in the initial test bed prototype configuration however, boosting is provided by an external compressed air supply. The engine control system of the prototype is a DENSO rapid prototyping system working with DENSO gasoline direct injection and ignition components. The prototype engine was built at the Ricardo Shoreham Technical Centre and installed for testing at the Sir Harry Ricardo Laboratories of the University of Brighton.
Development test results
The simulation results indicate that vehicle acceleration performance, including launch from rest, can be maintained with a 2.0 litre V6 2/4SIGHT gasoline engine replacing the 3.5 litre baseline powerplant. This would deliver fuel savings of 27% over the New European Drive Cycle (NEDC) and would reduce the vehicle CO2 emissions of the baseline from 260 g/km to 190 g/km.
Cross Traffic Alert with Blind Spot Monitoring System from Ford
Blind Spot Monitoring System
Backing out of a crowded spot in a bustling parking lot, or into street traffic, can be difficult. Drivers sometimes inch their way out with limited visibility on either side, counting on cross traffic to see their vehicle.
Ford’s new Cross Traffic Alert feature will assist drivers in backing up by warning drivers of impending traffic while backing out. The feature works in conjunction with Ford’s radar-based Blind Spot Monitoring System, utilizing this system’s two multiple beam radar modules, which are packaged in the rear quarter panels – one per side. The radar identifies when a vehicle enters the defined blind spot zone and illuminates an indicator light on the corresponding sideview mirror providing a warning that a vehicle is approaching.
Cross Traffic Alert uses the radar when in reverse to pick up moving objects within a 65-foot range from either the left or right side of the vehicle. The radar also works when backing out of angled parking spaces because its view is wider than just strictly sensing traffic coming at a 90-degree angle. Conventional systems have limited sideways effectiveness. When cross traffic is approaching, two warnings are given: an indicator lights up in the corresponding outside mirror and an audible alert is sounded.
The Blind Spot Mirror and Cross Traffic Alert with Blind Spot Monitoring System will join a portfolio of vehicle parking and back-up aids presently offered by Ford, including the Reverse Sensing System and the Rear View Camera.
New Guide to Valve Trains for Internal Combustion Engines
Schaeffler's ValveTrains guide
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.
Ford’s push to develop the Blind Spot Mirror and migrate it across its lineup is a direct response to customer research, reports Kelly Kohlstrand with Ford’s Advanced Product Marketing and Technology Planning team. “We seek to plan new features that address unmet customer needs,” says Kohlstrand. “Customers told us that visibility is important to them and that they specifically desired a more effective outside rearview mirror.”
Early drive clinics conducted by Ford show that the Blind Spot Mirror connects with customers -- nearly 76 percent of the participants said the mirror improves their confidence while driving. In addition, the learning curve or adjustment to the function of the spotter mirror was minimal.
The Blind Spot Mirror is a consumer-friendly, affordable blind spot solution that consists of an outside rearview mirror designed with a secondary convex spotter in the top outer corner, which is aimed exclusively at the driver's blind spot. When traffic enters the driver’s blind spot on either side of the vehicle, it is visible in the secondary convex mirror, thus alerting the driver of potential danger.
Ford’s Blind Spot Mirror provides a seamless, more appealing solution than present aftermarket offerings, as it uses one continuous glass surface and is robust to the elements. Because the factory spotter mirror is uniquely and specifically designed for the vehicle – car or truck – it provides an optimized field of view.
Using ethanol as a diesel base: New research consortium launched by IFP
Last spring, IFP launched a consortium baptized E4D (Ethanol For Diesel). Its purpose is to study the feasibility and the potential of using ethanol for the formulation of diesel fuels. For the period 2007-2009 the consortium is made up of industrial players from various countries (O2Diesel, Petrobras, Renault, Total and Volvo Powertrain). Additional partners may join at any time.
Drawing on IFP's expertise and that of all the partners involved, the consortium will focus on the impact of using this type of fuel on the combustion process, along with the optimization of engine behavior in terms of both performance and emissions of regulated and unregulated pollutants. E4D's work will lead to the construction of a solid experimental database, which may represent the first step towards the direct introduction of ethanol into diesel technology.
By diversifying the types of biofuels that can be used in the gas oil pool, this solution may, in the short term, help restore the balance between the Diesel fuel and gasoline offer, particularly in the current context of the significant dieselization of the European market. It would also lead to a reduction in both CO2 emissions and reliance on fossil resources.
Mercedes-Benz S 400 BlueHYBRID with lithium-ion battery
Daimler AG will be one of the world’s first manufacturers to have succeeded in adapting lithium-ion technology to the demanding requirements of automotive applications. Until now, the technology has been used primarily in consumer electronics. The new battery will be used in the series-production S 400 BlueHYBRID beginning next year.
The engineers’ success is above all a result of the Daimler-developed integration of the lithium-ion battery into the vehicle’s climate control system. This ensures that the battery always works at optimal system temperatures of between 15 and 35°C, which in turn makes it possible for the battery to provide long service life and maximum performance.
The main advantages offered by the newly developed lithium-ion battery are its very compact dimensions and its far superior performance compared to conventional nickel-metal hydride batteries. The power/volume ratio of the entire battery is 1,900 watts per liter (W/L). What’s more, the battery stands out by virtue of its high ampere-hour efficiency, long service life, and great reliability, even at very low temperatures. Its high level of safety is the equal of that provided by today’s auto batteries. Lithium-ion batteries are ideally suited for use in hybrid vehicles to help reducing fuel consumption and thus also CO2 emissions. At the same time, the Daimler engineers are investigating to what degree this technology can be applied to other vehicle concepts, such as electric and fuel cell-powered cars.
The S 400 BlueHYBRID consumes only 7.9 liters of gasoline per 100 km in the NEDC. This results in very low CO2 emissions of only 190 grams per kilometer, a very low value for this vehicle class and power class, making the S 400 BlueHYBRID the world’s most economical luxury sedan - unrivaled by any gasoline, diesel, or hybrid drive system offered by any competitor.
And S 400 BlueHYBRID drivers will still enjoy impressive performance: combined with the hybrid module, the maximum output is 220 kW/299 hp, and the corresponding maximum torque is 375 Nm. The S 400 BlueHYBRID accelerates from zero to 100 km/h in 7.3 seconds on its way to an electronically limited top speed of 250 km/h.
Even more potential is offered by the combination of clean BlueTec diesel technology with a hybrid module, a duo that is featured in the S 300 BlueTec HYBRID, for example.
The new Michelin Energy Saver tyre for the Peugeot 308 reduces CO2 emissions by almost 4 grams per kilometre
Michelin is equipping the recently unveiled Peugeot 308 with tyres from its new Energy Saver range. Michelin has long been involved with Peugeot in developing innovations for the manufacturer’s new models, and the partnership has enabled Michelin to make a significant contribution to the car’s energy balance. With a reduction in rolling resistance of 20% compared to the market average, it reduces the amount of energy needed propel the car along the road and thus delivers superior fuel efficiency.
The tyre manufacturer’s technological solution generates fuel savings of nearly 0.2 litres per 100 kilometres in combined cycle driving, resulting in a reduction in CO2 emissions of nearly 4 grams per kilometre. This represents around a one tonne reduction of CO2 emitted into the atmosphere over the entire life of the vehicle. By comparison, that same amount would take 40 trees, one year to absorb.
Michelin’s goal is not only to make the Peugeot 308 more energy efficient but also to deliver superior grip and safety performance as well as the longest tyre life in the market. The result is a high-tech tyre for the 308 that is part of the new Michelin Energy Saver range, which will be launched onto the general replacement market early in 2008.
The Peugeot 308 1.6 HDi 90 and 110 hp versions sold in Europe which are equipped with 15 or 16-inch wheels, will be fitted with Michelin Energy Saver tyres.
Dassault Systèmes Announces Abaqus BioRID II Crash Dummy Model from SIMULIA
Dassault Systèmes (DS), a world leader in 3D and Product Lifecycle Management (PLM) solutions, has announced the release of the Abaqus BioRID II (Biofidelic Rear Impact Dummy II) from SIMULIA, the Dassault Systèmes brand for realistic simulation. SIMULIA’s 3D BioRID II dummy model is used by the automotive industry during the design phase of seats and head restraints to assess and reduce the risk of neck injuries resulting from rear-end vehicle collisions.
According to the Insurance Institute for Highway Safety (IIHS), whiplash injuries sustained in rear-end collisions account for approximately $8.5 billion in insurance claims annually. The new Abaqus BioRID II has been developed and validated in cooperation with the German Association for Research in Automobile Technology (FAT). The dummy model, in combination with the physical BioRID II crash test dummy, is used by automotive OEMs and suppliers to evaluate the realistic performance of complete seats (cushion and backrest), including head restraint systems designed to minimize whiplash injuries.
"Realistic simulation is proving to be ever more critical in the development of our seating systems to address market requirements and satisfy regulatory issues,” states Laurent Guerin, simulation methods manager, Automotive Seating Product Group, Faurecia. “The Abaqus BioRID II model is providing very accurate predictions and correlation against physical test results, and we are incorporating its usage as an integral part of our product development process. Such simulation capabilities enhance Faurecia’s efficiency and effectiveness in designing and manufacturing seats and head restraints that can reduce whiplash injuries in rear impact crashes.”
“The new Abaqus BioRID II model is an important component in the expansion of our automotive safety simulation solutions,” notes Marc Schrank, director of crashworthiness and occupant safety for SIMULIA. “Accurate and robust safety simulation solutions are a key factor in delivering Abaqus Unified FEA technology, which enables automotive OEMs and suppliers to leverage the power of realistic simulation and its associated intellectual property across multiple engineering disciplines.”
The Abaqus BioRID II model takes advantage of unique Abaqus technology to represent the complex neck and spine construction of the physical BioRID II dummy. This state-of-the-art technology enables accurate, yet computationally efficient, simulation of the accelerations and loads occurring in the spine, neck, and head during a rear-end collision.
The German Association for Research in Automobile Technology promotes scientific research of automobile performance, safety, materials, and efficiency. Member companies in the working group for crash and occupant safety simulation include Audi, BMW, CRH, Daimler, JCI, Karmann, Keiper, Opel, Porsche, and Volkswagen.
Specialty chemicals group LANXESS AG has been awarded the much sought-after certification from the Arbeitsgemeinschaft Qualitätsmanagement Biodiesel e.V. (AGQM) for its new biodiesel stabilizer Baynox plus. In a six-month practical study, the premium product proved its effectiveness and showed no interaction with other additives. Even at a dose of 100 ppm, which corresponds to just 100 grams per ton of biodiesel, Baynox plus increased the stability of the environmentally friendly fuel considerably and extended its storage capability significantly.
Baynox plus is ideal in particular for biodiesel made from vegetable oils containing a large quantity of polyunsaturated fatty acids. This stabilizer was developed by LANXESS to supplement Baynox, previously the only biodiesel stabilizer to be approved by the German mineral oil providers. Baynox plus is designed to reliably stabilize and extend the storage life of highly oxidation-sensitive biodiesels made from soybean, sunflower and even jatropha oil.
If the plant’s natural antioxidant, vitamin E, is not present in sufficient quantities, the resulting environmentally friendly fuel can oxidize and go rancid just like vegetable oils. When this happens, free fatty acids and polymers form in the biodiesel, which can lead to corrosion and deposits in the engine. Baynox, the butylated hydroxytoluene (BHT) from LANXESS, has been awarded “no harm” status by the German mineral oil industry. This shows that the biodiesel stabilizer can be used to enhance the shelf life of pure biodiesel and B5 blends with mineral diesel. “Our products are of a consistently high quality, do not contain sulfur or nitrogen, and combust without leaving residues in the engine,” says Dr. Axel Ingendoh, the developer of biodiesel stabilizers.
“Although last year saw a drop in the market demand for biodiesel in Germany due to the tax placed on pure biodiesel, with some manufacturers even having to cut down on overcapacities, worldwide demand for biodiesel remained high,” says Ralf Krüger, head of Marketing for Chlorotoluenes & Derivatives in the Basic Chemicals business unit, adding: “We anticipate sustained strong market growth for the global Baynox business in the next few years. In the near future, biodiesel will be made from “non-edible oils” instead of edible vegetable oils, which will boost our market growth considerably. This development will offer great potential for Baynox plus.” As Ingendoh explains: “Biodiesel made from non-edible oils, such as jatropha from India and Africa and karanja from China, is very sensitive to oxidation, which means that it will not have a sufficiently long storage capability without our highly effective stabilizer Baynox plus.”
Continental Steps Up Engineering on Elelectromechanical Brakes
The Chassis & Safety Division of the international automotive supplier Continental AG will integrate its expertise in the series production of conventional brakes and elelectromechanical combi brakes with the new innovative approaches adopted by VDO Automotive AG which Continental recently acquired. By pooling engineering know-how, the plan is to step up development activities ranging from elelectromechanical brake ready for series production to a fully dry brake.
Continental is convinced of the future for elelectromechanical brake calipers. Their universal electronic interface makes them ideally suited for an integration into a global chassis control system, both on hybrid systems with dry brakes on the rear axle only and also with fully electronic braking systems.
Continental's first step will be to bring the electrohydraulic combi brake (EHC) to series production readiness. The EHC combines hydraulic front axle wheel brakes with fully-electric wheel brakes on the rear axle. The second step is then to apply dry brakes on the front axle as well. In parallel with this, Continental is putting the self-amplification of the dry brake on the front axle to close analysis. Only extensive testing will decide whether a wedge or a spindle design will satisfy the requirements for series production, cost effectiveness and safety.
"By combining the technical expertise of both teams of engineers, we can now focus on optimizing the friction brake and the front axle actuator, on perfecting a combination of mechanics and electronics so as to develop an elelectromechanical brake which will be a permanent market feature", said Michael Zydek, head of Systems Development at the Electronic Brake Systems Business Unit. "Cost optimization, robustness, weight and how such a brake can be applied in practice, are all matters which must be thoroughly investigated if we want to go into successful series production. We are now in an excellent position and I am convinced that we will extend our market lead in dry brakes even further."
