Q4 2010

Vol. 189 • Issue 4

MOST150 integration

urban

development research

GM Vehicle

ai-online.com • autoindustry.us • peace

Automotive open system Architecture

(AUTOSAR) emergency

freight solutions

Electrification

GM’s Britta Gross chevrolet’s Doug Parks and

Automotive IVI development

Iso’s Secretary-General,

Rob Steele

SUBSCRIBE • RENEW visit ai.com.ai

Massimo Mannori, general manager at INTECS.

Revolution and not just evolution is needed in automotive electronics and this is happening through model-basedengineering, AUTOSAR, and ISO/DIS 26262. Page 12

contents

AUTOMOTIVE INDUSTRIES (ISSN 1099-4130) Volume 189 Number 4

Published Quarterly by Automotive Industries Ltd • Issue date: Q4 2010 3859 Shannon Run, Versailles, KY 40383. Subscription rates are $168 North America, Rest of the World (Airmail) Periodical postage paid at: Versailles, KY 40383 and at additional mailing offices Copyright AUTOMOTIVE INDUSTRIES LTD Canadian Publication Mail Agreement # 41301520. Return Undeliverable Canadian Addresses to: P.O. Box 122, Niagara Falls, ON, L2E 6S8, Canada POSTMASTER: send address changes to Automotive Industries PO Box 1510, Versailles, KY 40383, USA Automotive Industries is published by: Automotive Industries Ltd. Publisher: John Larkin [email protected] +1 313 262 5702 (IP 5101888888) Editor: Ed Richardson [email protected] • +27 (0) 41 582 3750 Editing: Claire Warneke [email protected] • +27 (0) 41 582 3750 Editing: Michelle Hardy-Berrington [email protected] • +27 (0) 41 582 3750 Circulation Management: Dave Sweeney [email protected] +1 859 879 8420 Finance: Ben Adler FCA [email protected] +44 (0) 20 8458 7130 Business Development - Asia Pacific: Yogesh Rudra [email protected] +91 9810 440 916 Press Releases and Advertising Enquiries: Enquiries should be sent to the AI Team via the contact details below STEVE BARCLAY Engineering & Design Press Releases and Advertising Enquiries [email protected] +91 8800 839 040 (IP 5101888999) NICK PALMEN Engineering & Design Press Releases and Advertising Enquiries [email protected] +44 (0) 20 8764 9696 (IP 5101401836) JAMES HILTON Shows Press Releases and Advertising Enquiries [email protected] +44 (0) 1142 811 014 CLINTON WRIGHT Environmental Technologies Press Releases and Advertising Enquiries [email protected] +44 (0) 7852 722 602 JON KNOX Fuels & Future Fuels Press Releases and Advertising Enquiries [email protected] +34 (0) 690 276 463 ALAN TRAN Vehicle Systems - Interior Press Releases and Advertising Enquiries [email protected] + 44 20 3129 8361 (IP 5101401831) ROB WHITE Vehicle Systems - Exterior Press Releases and Advertising Enquiries [email protected] +44 (0) 20 8202 3770 (IP 5101401833) RON CHARLES Innovation & Sustainable Development [email protected] +44 (0) 79 303 84026 MICHAEL STEWART Vehicle Systems - Electrical/Electronic Press Releases and Advertising Enquiries [email protected] +44 (0) 7853 499 350 ELVIS PAYNE Head of Sports Division [email protected] + 44 7824 975 718 Layout: GIA: [email protected] Subscriptions: [email protected] Renew Subscriptions from “SUBSCRIBE/RENEW” link at www.autoindustry.us • www.ai-online.com PRINTED IN THE USA

contents

Need to design for two worlds...................................................................................................... 6 Electric vehicles still missing a spark in 2011?............................................................................... 8 Outlook for new fuels and engines ............................................................................................. 10 AUTOSAR – AUTOSAR release 4.0 speeds up design................................................................ 12 Intecs – Powering the automotive electronics revolution.............................................................. 16 Inchron – The quest for bug-free software and hardware architecture.......................................... 18 GenIVI – GenIVI Alliance crosses into Asia................................................................................... 20 Telemotive – A small package meeting big expectations.............................................................. 24 MOST Co – connecting all five major fields.................................................................................. 26 GM Vehicle Electrification – Volt is changing the way General Motors works................................ 30 Canadian Lithium – Lithium-ion batteries hold the power............................................................. 34 Johaneberg Science Park – Science Park caters for new and existing technology businesses..... 36 Swedish Hybrid – Working towards making EVs a viable alternative............................................ 38 Federal Mogul – Trusted aftermarket products a boon for struggling consumers......................... 40 ISO – Standards a prerequisite for the automotive supply chain.................................................. 41 Haltermann – Growing demand for test fuels............................................................................... 42 D-I-F – Starting with engine design to meet emission targets...................................................... 44 LiqTech – Retrofitting diesel particulate filters to reduce warranty claims...................................... 46 Punch Powertrain – Gearing up for growth in CVT demand......................................................... 48 Priority Logistics – Time critical freight service keeps wheels rolling............................................. 50 CEFC – Canton Fair brings in effective buyers in downturn.......................................................... 52 Parrot OEM – Smartphones – making the right call..................................................................... 54

LEGAL DOCUMENT • STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION • UNITED STATES POSTAL SERVICE 1. Publication Title: Automotive Industries • 2. Publication number: 1099-4130 • 3. Filing Date: 09-30-2010 • 4. Issue Frequency: Quarterly 5. Number of issues published annually: 4 • 6. Annual Subscription Price: $88.00 • 7. Address: 3859 Shannon Run, Versailles, KY 40383 8. Headquaters address: Automotive Industries, Ground Floor, Unity House, 4 Accommodation Road, London NW11 8ED, United Kingdom 9. Publisher: John Larkin, Automotive Industries, Ground Floor, Unity House, 4 Accommodation Road, London NW11 8ED, United Kingdom Editor: Ed Richardson, Automotive Industries, Ground Floor, Unity House, 4 Accommodation Road, London NW11 8ED, United Kingdom Mgr Editor: John Larkin, Automotive Industries, Ground Floor, Unity House, 4 Accommodation Road, London NW11 8ED, United Kingdom 10. Owner: John Larkin, Automotive Industries, Ground Floor, Unity House, 4 Accommodation Road, London NW11 8ED, United Kingdom 11. Known Bondholders: None • 12. Blank • 13. Publication: Automotive Industries • 14. Issue Date for data: 2nd Qtr 2010 15. Extent and Nature of Circulation Ave copies each issue No. copies Issue Published During preceeding 12 months nearest to filing Date a. Total Number of copies 22817 20969 b. Legimate paid and/or requested (By mail and outside mail) b1. Individual paid/requested mailSubs as Stated on PS Form 3541 10952 11183 b2. Copies requested by Employers for Distribution To Employees Name/Position sataed on PS3541 b3. Sales through Delers/Carriers Outside USPS b4. Requested copies other USPS mail classes 427 440 c. TOTAL PAID/REQUESTED Circulation 11379 11623 d. Nonrequested Distribution d1. Nonrequested copies stated on PS3541 3172 4194 d2. Sales through Delers/Carriers Outside USPS d3. Non-requested copies other USPS mail classes 3234 1543 e. TOTAL NONREQUESTED DISTRIBUTION 6406 5737 f. TOTAL DISTRIBUTION 17785 17360 g. Copies not Distributed 5032 3609 h. TOTAL 22817 20969 i. Percent Paid/requested circulation 64.0% 67.0% I certify that all the information furnished on this form is true and complete. • AUTOMOTIVE INDUSTRIES • John Larkin, Publisher

2 to read full version of AI stories go to www.ai-online.com

需要为二个世界设计

6

电动车仍然错过在 2011 年的火花？

8

新的燃料和引擎的外型

10

AUTOSAR - AUTOSAR 发行 4.0 加速设计

12

Intecs -供给汽车电子学革命动力

15

Inchron -对无虫软件和硬件结构的搜寻

18

GenIVI - GenIVI 联盟进入亚洲

20

Telemotive -不负大期望的小包装

24

最共同-连接全部五个主要领域

26

GM 车电化-伏特改变通用汽车工作方式

30

加拿大锂-锂离子电池拥有权力

34

需要为二个世界设计

6

Johaneberg 科学园-科学园顾及新和现有的技术企业

36

电动车仍然错过在 2011 年的火花？

8

瑞典 Hybrid-使 EVs 成為一个可行的选择

38

新的燃料和引擎的外型

10

联邦大人物-被信任的零件市场产品成為困境消费者的一种恩赐

40

AUTOSAR - AUTOSAR 发行 4.0 加速设计

12

ISO -一个前提对于汽车供应链标准

41

需要为二个世界设计 Intecs -供给汽车电子学革命动力

6 15

Haltermann -对测试燃料的扩大需求

42

电动车仍然错过在 2011 年的火花？ Inchron -对无虫软件和硬件结构的搜寻

8 18

D-I-F -开始以引擎设计实现放射目标

44

新的燃料和引擎的外型 GenIVI - GenIVI 联盟进入亚洲

10 20

LiqTech -翻新颗粒柴油过滤器减少索賠要求

46

AUTOSAR-不负大期望的小包装 - AUTOSAR 发行 4.0 加速设计 Telemotive

12 24

Punch Powertrain –加強 CVT 成长需求

48

Intecs -供给汽车电子学革命动力最共同-连接全部五个主要领域

15 26

优先权后勤学-保持運轉重要货运业务

50

Inchron -对无虫软件和硬件结构的搜寻 GM 车电化-伏特改变通用汽车工作方式

18 30

CEFC –廣交會增加有效的买家

52

GenIVI - GenIVI 联盟进入亚洲加拿大锂-锂离子电池拥有权力

20 34

鹦鹉 OEM - Smartphones –打正确的电话

54

Telemotive 科学园-科学园顾及新和现有的技术企业 -不负大期望的小包装 Johaneberg

24 36

最共同-连接全部五个主要领域瑞典 Hybrid-使 EVs 成為一个可行的选择

26 38

GM 车电化-伏特改变通用汽车工作方式联邦大人物-被信任的零件市场产品成為困境消费者的一种恩赐

30 40

加拿大锂-锂离子电池拥有权力 ISO -一个前提对于汽车供应链标准

34 41

Johaneberg-对测试燃料的扩大需求科学园-科学园顾及新和现有的技术企业 Haltermann

36 42

瑞典 -开始以引擎设计实现放射目标 Hybrid-使 EVs 成為一个可行的选择 D-I-F

38 44

联邦大人物-被信任的零件市场产品成為困境消费者的一种恩赐 LiqTech -翻新颗粒柴油过滤器减少索賠要求

40 46

ISO -一个前提对于汽车供应链标准 Punch Powertrain –加強 CVT 成长需求

41 48

Haltermann -对测试燃料的扩大需求优先权后勤学-保持運轉重要货运业务

42 50

D-I-F –廣交會增加有效的买家 -开始以引擎设计实现放射目标 CEFC

44 52

LiqTech 鹦鹉 OEM-翻新颗粒柴油过滤器减少索賠要求 - Smartphones –打正确的电话

46 54

Punch Powertrain –加強 CVT 成长需求

48

优先权后勤学-保持運轉重要货运业务

50

CEFC –廣交會增加有效的买家

52

鹦鹉 OEM - Smartphones –打正确的电话

54


Need to design for two worlds

intro

One of the many joys of editing Automotive Industries is sitting down and writing this column once all the copy is in, has been checked, and we are about to print. It is only at this point that the character and theme of the edition becomes apparent. Reading through the copy in this edition, I was struck by how complex the motor vehicle has become. At the customer end, mechanics have to also be software technicians in order to keep the vehicles on the road, while at the front end, vehicle designers are faced with the challenges of converging streams of information technology. Seems to me it was not that long ago that it was only computer geeks and journalists who spoke about the meeting of the metaphysical in the form of data with the physical in the form of human beings or machines. Wonderful stuff if you are a designer. The borders are being expanded all the time, and not only in the design of the vehicle. Propulsion is fast moving from fossil fuels to electric power (ok, often generated by fossil fuels) to the perhaps more interesting biofuels – we are now talking about second,

Editor, Ed Richardson third and fourth-generation biofuels, none of which are based on food crops. Whatever powers the vehicles, the challenge is to make them more power efficient, safer, and recyclable – combined with the equivalent of a home theatre system and more thrown in for good measure. Good news - if you are the proud owner of a new car in a post-industrial society where the roads are paved, the potholes filled in (mostly, anyway), and there is a friendly roadside support team which can reconfigure and reboot the software under an hour away. Oh, and you replace your vehicle every five years or so, before the electronics frizzle up and die. Not so great if you are in the majority, where roads are awful, fuel iffy, technicians scarce, and your vehicle is expected to

last 14 years or more. I am writing from South Africa – a pretty advanced third-world country. Let’s start with the basics. We do not have the new-generation fuels needed by the latest engines. Even if we do start importing or refining the fuels in the future, there is no guarantee that they will be available throughout the country, or that fuel stations in our neighboring states will be able to offer them – severely limiting the range of the new vehicle. As readers know, fuels in places like India, China and parts of South America are even more suspect. Simply put, many of the latest-generation “world” engines will break if they do not have the right fuel. Which brings us to the very real challenge of keeping the vehicles going. Having travelled extensively in Southern Africa over the past year or so, I know that franchised dealers and modern workshops are few and far between. There is no reason to suspect that the situation is any different in the rural areas of Brazil, Argentina, Mexico, Paraguay, India, China, Vietnam or Russia – all of which represent major existing or potential markets. Indian, Chinese and to some extent Korean OEMs have recognized the need for two streams of technology – one for the post-industrial world, and the other for developing nations. That is not to say we have to go back to a flat four carburetorfed Kent engine and minimal electronics. We motorists in the developing world want safety, comfort and fuel efficiency as much as those on the paved roads of Europe or the United States. We will buy vehicles which offer that and the lowest running costs – as measured by the overall cost of ownership, which includes the speed with which a vehicle can be repaired and put back on the road. Competitively-prices spares, components designed to be fixed rather than replaced, and ease of maintenance are all part of the equation. To that must be added clearance from the bottom of the vehicle to the ground – to cope with inevitable corrugated and untarred roads. Western OEMs, which are powering themselves out of one of their biggest crises to date, could be left in the dust if they ignore the needs of the new markets. AI

AUTOMOTIVE INDUSTRIES and Rutgers, the State University of New Jersey, have put together a digital library of back issues of AI from the early 1900’s (high res and low res) of approximately 230,000 images of the print publication. This archive, which documents the birth of the auto industry to the present, is available to AI subscribers. Go to AI’s homepage www.ai.com and click on the “AI Library” link or visit www.ai-online.com/100YearLibrary


Electric vehicles still missing a spark in 2011?

market trends

By: Andrew Jackson, automotive analyst at Datamonitor

As technology companies break boundaries and governments push their green agendas, automotive manufacturers still struggle to absorb electric vehicles (EVs) into their future portfolios. There are currently three standards of EVs backed by the industry: battery-electric (e.g. Nissan Leaf), hybrid-electric (e.g. Toyota Prius), and range extenders (e.g. GM’s Volt). Despite using different technologies, these EVs all share a markedly higher price tag than petrol or diesel engined cars, an aspect that manufacturers struggle to justify to potential buyers. At first glance, consumers notice the obvious benefits such as lower running costs and environmental friendliness. However, this doesn’t mitigate the price premiums that these vehicles carry. In addition, many consumers’ lack of trust in the technology must be allayed through greater transparency by vehicle makers. Generations have grown up with gasoline and diesel cars and a strong sense of reliability has been embedded in the public psyche. Anything different is often viewed with suspicion. Manufacturers therefore need to strengthen their marketing campaigns to communicate the benefits of EV vehicles, such as comparable or lower maintenance costs, reliability and robust aftercare/warranties. Sales of hybrids in the US dropped by approximately 7.5% in 2010 in the wake of the global financial crisis. However, as fuel prices are poised to increase past the US$4.00 per gallon mark in 2011, the behavior of new vehicle buyers may create an upswing in demand for the latest crop of EVs. This consumer behavior was last seen in 2007/08 when SUV sales decreased and EV sales accelerated. The increase in EV sales is expected to be more sustainable in 2011 thanks to a number of key differences in today’s market. Firstly, the number of manufacturers now proactively developing or selling electric vehicles is larger than ever before. Toyota, Honda, Chevrolet and Nissan can be considered as the vanguard of mainstream manufacturers with high-profile products on sale, while 2011 will witness many more joining the party, such as Mitsubishi, Smart, Peugeot, Citroen, Renault, Tata and Ford. With a larger collective market presence comes the ability to catch the attention of the notoriously fickle consumer. Government backing will also be key in 2011 as more and more countries offer financial incentives to entice motorists into showrooms. For example, the UK is offering a tax rebate of up to £5,000 off the cost of a plug-in hybrid from January 2011. Similar schemes are being introduced across Europe, the Asia-Pacific and the US.

Innovative selling techniques are also being employed. The retail price of Renault’s 2011Fluence EV will be 20,000 Euros after incentives. This price does not include the battery which is rather rented to the customer, reducing the showroom price to a diesel equivalent. Despite these positive developments, it does not yet indicate the arrival of the age of the electric vehicle. Range anxiety is still a key concern for motorists, as well as the cost of replacement traction batteries outside of warranty. Manufacturers are improving ranges with technology, and manufacturers believe that economy of scale will reduce the cost of batteries in the long-term. However, the latter issue will only be effective on the proviso that battery technology and material prices remain relatively constant, allowing for economies of scale to be maximized. This seems unlikely given that companies such as Robert Bosch have stated that competitive battery technology with energy density comparable to the likes of gas or diesel will not be available for at least the next 10 years. Furthermore, advances made in conventional-fuel technology are combating those made in battery technology, (e.g. VW’s ‘bluemotion’ range and Fiat’s 500 ‘twinair’) which are eligible for incentives and tax breaks, such as the congestion charge exemption in the London. Heading into 2011, many questions remain over charging points as industry argues over who will own and be responsible for these stations. A number of candidates have been shortlisted, including independent networks and equipment makers. However, the final assessment may come down to both timing and investment capital, which the University of California believes could reach $320billion over the next couple of decades. Moreover, recharging is still a lengthy process, taking hours rather than minutes to refill a depleted battery. Datamonitor forecasts that the global hybrid and EV car parc will reach 5.8 million by 2015. This represents 0.6% of the global car parc, and a meager increase of 0.1% from 0.5% today, as the continued increase in both diesel and petrol cars will offset any EV’s share increase. That said, petrol-free driving will become a more engaging alternative and 2011 could represent the end of the beginning of the EVs fight for acceptance. Costs have to fall, charging time reduced, the visibility of EVs on the road increased, and this won’t happen overnight. So despite increasing oil prices, tax incentives and an upswing in growth (in Europe hybrid and EV parc is expected to grow at 28% pa over the next five years) a mass exodus from the internal combustion engine is not likely just yet. AI

About Andrew Jackson: With a research background spanning seven years, Andrew has worked in the scientific, chemical and automotive research sectors. Andrew has significant industry knowledge and has an understanding of the automotive sector from all aspects, including the business, engineering and consumer perspectives. He holds a master’s degree in chemistry and a doctorate in materials chemistry.


Outlook for new fuels and engines

Ai insider

By Bob Brooks 2011 is shaping up as a critical year for gaining clarity on the outlook for algae bio fuel and new IC (internal combustion) and EV (electric or semi-electric) powertrains. Algal-based fuel is widely considered one of the best opportunities for volume domestic carbon neutral drop-in fuel source that can be refined and distributed by the existing infrastructure and used in existing land, sea and air vehicles. Algae fuel would retain foreign exchange and US jobs. The current position of the US DOE (Department of Energy) is that “no commercial entity today can produce algae biofuel at a cost competitive with petroleum fuels”. The DOE has issued a Request For Information (De-FOA-00004666) to gather all available information on algae production. In addition, the US National Research Council has called for the formation of a national committee to review the algal fuel production outlook. What the studies are expected to determine is the real cost of oil, which includes refining, distribution, marketing and taxes, as well as credits, depletion allowances, tax advantages and effective subsidies amounting to billions of dollars granted to the oil industry. There is another large cost – US military operations to protect long oil supply lines stretching into foreign countries. Another aspect to consider is that efforts to produce biofuels for aircraft and military uses are already moving forward quickly, driven by the need for fuel security and carbon emissions reductions. Oil prices have also started climbing again. Investors have seen the potential. Algae pioneer, Martek Biosciences was recently bought for US$1-billion by the giant Dutch firm, Royal DSM. Technological advances include the discovery and demonstration by Montana State University of a way to double algae oil production in half the time using low-cost sodium bicarbonate in ponds or bioreactors. Even without sodium bicarbonate, private venture developers of algae oil processes estimate the overall cost could be as low as $50/ barrel. The question is time. Virtually all major oil companies have announced plans to develop algal oil systems, but collectively say up to 10 more years of research may be needed. This is seen by some as oil industry reluctance to change, and may explain government’s decision to get algae facts on the table. Also worth mentioning are recent new natural gas discoveries. CNG (compressed natural gas) is an excellent cost-effective fuel. However, the cost of very high pressure fuel tanks (up to 10,000 lb pressure) and the need for specialized fueling systems limit CNG to use by fleets able to refuel at expensive facilities. The same is true for liquid natural gas, which requires insulated tanks.

Powertrains Two examples of new powertrain technology are the remarkable Mazda Skytech G (gasoline) and D (diesel) engines. The gasoline version’s compression ratio is 14:1 - made possible by unique exhaust extraction, cooled EGR and other advances the firm believes will have fuel efficiency, making it competitive with some of the popular hybrid systems - but at lower cost. First uses are expected in 2011. Equally advanced is the Mazda D version, with a low compression ratio (for diesels) of 14:1 . Mazda says the D engine will have better fuel efficiency than current diesels and meet stringent emission standards without need for NOx exhaust after-treatment, and with a permanent particulate (PM) catalyst that requires no servicing. Another new engine is Fiat’s Multiair, an intake valve system with fully variable timing and lift. Transonic Combustion of Camarillo, CA, is introducing a critical fuel injection (i.e., fuel heated to 700F and injected at 200bar) engine which can run on gasoline, diesel or mixtures with greater efficiency and lower emissions. Another dynamic system is the Eco Motors two cycle diesel engine with two pistons per cylinder. Half of the engine is totally shut down during light load operation. Other IC engine enhancements include direct injection, turbocharged downsizing, energy saving electrical vs. belt driven components, stop-start, and new transmissions. As for hybrid and full EV passenger cars, there is a boatload of questions, including: • What is the underlying strategy of the US Government’s investment in EVs? • Will motorists like them? • What are total carbon emissions from EVs and their power plant electric sources, and how do these compare with new technologies and fuels? • When will subsidies, loans and grants for EVs be on an even basis with other vehicles? • When will fuel taxes be applied to EVs on an equal vehicle weight basis, and what will the tax rate be? • What is the realistic outlook for cost and supply of special materials needed for EV battery and electric systems? • What will it cost to upgrade the electric grid to meet EV needs? • How many car makers plan to enter the EV market with the expectation of continued high levels of public subsidy? The studies by DOE and a committee of the National Academies will be welcomed by everyone concerned. AI

AI Insider Bob Brooks is a member of the Society of Automotive Engineers and long-time automotive technology journalist specializing in powertrains and fuels.


innovation

AUTOSAR release 4.0 speeds up design By: Lenny Case

Members of the AUTomotive Open System Architecture (AUTOSAR) Development Partnership presented their methods and solutions for an open, standardized software architecture at a joint booth at the electronica 2010 held from November 9 to 12 in Munich, Germany. At the centre of the AUTOSAR presentation was the Release 4.0, launched in December 2009, - which marked the end of phase two. Release 4.0 contains a large number of technical and functional improvements to functional safety, architecture, communication stack, methodology and templates, and application interfaces. A major focus of the development partnership was on maturing methodology and templates. Some of the upgrades in Release 4.0 included the harmonization

Stefan Bunzel, spokesperson for AUTOSAR

of ECU configuration parameters, the enhancements on measurements and calibration, the rework of the ECU Resource Template as well as the further alignment with the Field Bus Exchange Format or FIBEX standard. According to Stefan Bunzel, spokesperson for the AUTOSAR Partnership, AUTOSAR’s Release 4.0 facilitates the faster design and development of vehicle electronics. As the basic architecture of Release 4.0 is a logical development of the well-established architecture of Release 3.x, AUTOSAR-based applications will easily migrate to the new release while benefiting from new concepts like memory partitioning, or enhancements on the communication stack, like support for the FlexRay ISO Transport Protocol. AUTOSAR has selected about 50 technical concepts which will be developed and incorporated in the Release 4.1 until the end of

2012. This selective enhancement aims at achieving backwards compatibility with former releases. The AUTOSAR partnership was founded in 2003/2004 by the BMW Group, Bosch, Continental, DaimlerChrysler, Ford, GM, PSA, Siemens VDO, Toyota and Volkswagen to develop an open, standardized software architecture for the automotive industry. The growing importance of AUTOSAR is proven by its growing global prominence. “More and more companies worldwide recognize that AUTOSAR is the key technology regarding infrastructure software for automotive systems. The results and the success of the second Open Conference in Tokyo in May 2010 proved that AUTOSAR has been gaining momentum in Asia, particularly in Japan. The event fully underlined its motto of AUTOSAR as a global standard,” says Bunzel. This global prominence was confirmed in October 2010, when Indian firm KPIT Cummins Infosystems announced the availability of a software package based on the Herstellerinitiative Software recommendation for Scalable AUTOSAR Stack supporting 16 bit AUTOSAR R3.1 Solution. There has been significant growth in the need for standardization of automotive software because of an increase of ECUs in cars. However, programs became too large for the standardized hardware components, and OEMs requested a solution with a smaller memory requirement, like the 16bit microcontroller. AUTOSAR meets these requirements by optimizing the code size according to recommended guidelines by HIS. Automotive Industries (AI) caught up with Stefan Bunzel, spokesperson of the AUTOSAR Partnership, and asked how successful electronica 2010 was from an AUTOSAR perspective. Bunzel: electronica has established its position as an important meeting point for the global electronics industry. The high number of international visitors and exhibitors confirmed the leading character of this trade fair.


Joint booth.

AI: What were some of the features of the AUTOSAR standard that were highlighted at the trade fair? Bunzel: Besides electromobility, one of the most important topics was automobile electronics. Many of our members showcased their latest advancements in the management of increasing electrics/electronics (E/E) and software complexity. AI: Why is it important for the AUTOSAR Partnership to take part in such fairs? Bunzel: Automotive conference fairs like the well-established electronica enable our members to advance the exchange of ideas with each other and to present developments of new products and tools. AI: What are some of the new features of Release 4.1? Bunzel: Multicore systems are one of the main topics in ECU development, and AUTOSAR will therefore address these challenges by enhancing the support for multi-core systems. The introduction of features for efficient energy management is an important topic, while functional safety remains important for AUTOSAR. The automotive industry answered the challenge of functional safety by developing the standard ISO DIS 26262, which aims to avoid these risks by providing feasible requirements and processes. AUTOSAR is already selectively enhancing the standard, which means that about 50 new technical concepts are jointly worked out and will be implemented in AUTOSAR Release 4.1 by the end of 2012. AI: What is your opinion of the growing international interest in the AUTOSAR standard? Bunzel: The automotive industry has recognized that a technological breakthrough is required to master the growing complexity of automotive electronic architecture. All major OEMs and ECU suppliers have AUTOSAR on their roadmap. AUTOSAR enables the development of systems with increased complexity at reasonable costs while maintaining high quality, e.g. new driver assistance systems, safety systems, and systems for electromobility.

AI: What are some of the products developing from this international interest that further bolsters support for AUTOSAR? Bunzel: The AUTOSAR scope includes all vehicle domains focusing on body, power train and chassis domains first. Release 4.0 contains a large set of application interfaces, which are standardised by AUTOSAR for pedestrian safety as well as Human Machine Interface (HMI). AUTOSAR is the basis for new functions, increasing the speed of their introduction and enabling the development of systems with increased complexity at reasonable costs with high quality.

“

AUTOSAR is already selectively enhancing the standard which means that about 50 new technical concepts are jointly worked out and will be implemented in AUTOSAR Release 4.1 by end of 2012.

”

- Stefan Bunzel, spokesperson for AUTOSAR AI: How would you rate the progress of AUTOSAR this year since you took over as spokesperson? Bunzel: One of the highlights was the attendance at the second AUTOSAR Open Conference in Tokyo. The conference has proven that AUTOSAR is playing the leading role in software technology in the international automotive industry. AUTOSAR has gained momentum in its application in series projects with many members and partners. Many vehicles with AUTOSAR technology are already on the road. Several OEMs have started the development of high volume vehicle platforms which apply AUTOSAR at most of their ECUs. This is in addition to many AUTOSAR series projects at suppliers and tool providers. AI


innovation

Powering the automotive electronics revolution By: Lenny Case

With 50% of breakdowns and 70% of differentiating features occurring in software technology, software facilitation has become a critical issue for the auto industry. INTECS, one of the leading European firms in the design and implementation of high tech electronic systems for the automotive, aerospace, transportation, defense and telecommunications industries, has responded to the need by offering electronic control unit (ECU) software development, validation and process and safety consulting for applications from engine control to electrical braking and body computers to dashboards. The software components are designed and implemented according to the applicable automotive recommendations and reference standards. Founded in 1974, INTECS is an associate member of the GENIVI Alliance, a premium member of AUTOSAR, as well as a Massimo Mannori, general manager at INTECS.

leader in Automotive SPICE. The latter launched an initiative to work with major auto manufacturers to develop a common framework for the assessment of suppliers in the automotive industry, called the Automotive SPICE Process Assessment Model. AUTOSAR is a partnership of automotive OEMs, Tier1 suppliers and tool vendors whose objective is to create and establish open standards for automotive E/E architectures that will provide a basic infrastructure for all application domains. INTECS also provides process consulting to its customers which are bombarded by dozens of Automotive SPICE assessments as the race for automotive standards for software increases. This includes CMMI and Automotive SPICE process improvement, integrated safety processes, quality management and software engineering concepts and tools. INTECS has increased its investment in automotive technology, using some of its model-based expertise from the space and avionics domains. “This is because the automotive industry needs a deeper ‘industrialization’ in order to reach more flexibility and faster ‘cycle-time’. Staged testing is key and we are bringing all

our excellence in Verification & Validation, whether it be model-inthe-loop, software-in-the-loop or hardware-in-the-loop setting. We are also expanding our competence on more CASE tools in order to create a strong competitive advantage for us and our clients,” says Massimo Mannori, general manager at INTECS. Automotive Industries (AI) asked Mannori how the positioning of INTECS as a hub for automotive electronic equipment validation was working. Mannori: We believe our strategy is paying off. Automotive is the most demanding industry on electronics due to four major driving forces: innovation, complexity, cost and time-to-market. Therefore, revolution and not just evolution is needed in automotive electronics, and this is happening through Model-based-engineering, AUTOSAR, and ISO/DIS 26262. Mastering all that, INTECS is emerging as a key facilitator across the whole development lifecycle and specifically on validation and assessments. We validate the process at OEMs and Tier1s across Europe in all types of road vehicles. We run project design reviews on behalf of OEMs, in order to check quality, safety and timelines. We validate Tier1 products at system and software level, in both traditional and model-in-the-loop approach. We also master all major tools and frameworks and develop our own debugging products. AI: What are some of the issues that need to be addressed in this sector? Mannori: AUTOSAR, as a standard architecture, is the main driver of the value chain deconstruction that the OEMs are actively seeking. This way they may develop their own software, re-use it across many models, as well as buy modules from Tier1 that can re-use (and re-sell) those modules across many OEMs. Softwareas-a-product is part of the revolution taking place in the automotive industry. But that comes of course with a tough liability issue. Conformance Testing Authority and Suite for Basic Software (BSW) is slowly being put in place, but that’s really only the beginning; the real challenge will be doing that for the application, i.e. for the Software Components (SWC) and their models. AI: How does INTECS deal with the challenges of hardreal-time software systems and their dependability?


LEFT: Navigation system in the Fiat 500 – this type of integration is creating new challenges for designers. BELOW: AutoLinQ brings internet based services and apps into commercial vehicles. Mannori: We apply dedicated lifecycle processes and consider real time impact from requirements, from engineering and software architectural design up to system testing on the target in real operational conditions. We look with interest at AUTOSAR real-time upgrade pushed by ATESST and EAST-ADL2 and also to compositionality. This is a key issue for AUTOSAR, and INTECS is addressing it as prime of CHESS, a pan-European ARTEMIS project, where we consider how non-functional requirements like real-time and safety constraints of a component, say a SWC, may or may not be preserved in the “composed” system. AI: Similarly, how do you manage to meet the demand for dependable safety critical systems? Mannori: We rely on our Avionics/levelA and Railway/SIL4 heritage on system-level hazard, fault-tree and FMECA analysis. We adopt robust architectural solutions like 2oo3 voting and diversity as well as techniques like protective programming and code/requirements coverage. INTECS is also a leader in formal methods and model checking; however, as always in electronics, the most important factor is a sound and robust safety process. We are already mastering the new ISO/DIS 26262 and may add that support tools like Medini Analyze from Berlin-based iKV are also extremely helpful in targeting zero-recalls and zero-faults in future “computers-on-wheels”. AI: What are some of the challenges in automotive software today? Mannori: Unfortunately, there are already some AUTOSAR back-compatibility issues and the most complete version, AUTOSAR 4.0, is still not widely used. That means that the Basic Software modules market is still not “liquid”, and that modules/tools, due to cost and technological complexity, tend to be an obstacle rather than a facilitator. However difficult the new business model of software-as-a-product may seem, OEMs will keep pushing it and the open ARTOP framework could be of some help. Another specific challenge is the consumer electronics in the Infotainment area, where the automotive industry has been lagging. The industry is now accelerating this technology; and in the future we will see the whole spectrum of solutions, from the mobile-phone-only to the docking station with protocol interface (e.g. TomTom in Fiat500), to a built-in solution with GENIVI as open middleware and Android (e.g. Continental AutoLinQ) as open application ecosystem. Having said that, we believe that

it is vital to have controllable and maintainable “Automotivegrade” systems in this area that cannot be totally detached by the other electronics systems in the car, aside from flexibility and upgradeability. AI: What are some of the new technologies INTECS is working on currently? Mannori: We are focusing our efforts on the “deconstructed” AUTOSAR architecture which will be more flexible, but also harder to debug. We have developed an ad-hoc host tool, “DLT Analyzer”, together with its run-time counterpart, designed to collect and analyze log and trace information from an AUTOSARbased vehicle. The tool will be useful both for R&D and postsales departments. Our “DLT Analyzer” will support verbose and non-verbose mode, run-time configurations, TCP-IP, CAN, UDS services, FIBEX standard and various graphical plug-ins. DLT Analyzer is available for the ARTOP framework as an Eclipe plugin. We are also working at our own “Conformance Testing Suite” in order to support Basic Software qualification but also to work side by side with OEMs and Tier1s in the development and acceptance of their Software Components. Verification and validation across the whole ECU stack is INTECS core business and we believe we are building something really innovative. Last but not least, we are working on some interesting micro controller abstraction layers (MCALs), and we are also investigating multi-core based solutions for powertrain and safety-critical applications. AI

Automotive I n d u s t r i e s

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innovation

The quest for bug-free software and hardware architecture

One of the biggest challenges for system developers and engineers is to assess the real-time behavior of their systems and networks in the face of increasing complexity – and the earlier this is done in the design cycle, the better. “Today’s automobiles have a number of interconnected systems which rely on each other for functionality. There are a number of factors that determine if the systems work together. What if the infotainment system affects the performance of the anti-lock brakes, or the timing of the airbag deployment? Automobile manufacturers and suppliers must understand the interactions and validate the functionality, timing and safety of their systems or face redesign and safety issues,” says Ralf Münzenberger, one of the founders of German-based embedded system design specialist INCHRON. With clients like Audi, BMW, Continental Automotive, Daimler, General Motors, Johnson Controls, Robert Bosch and Volkswagen, the company’s best-known products are chronSIM and chronVAL. chronSIM helps predict real-time behavior in the early architecture phases, resulting in “robust architectures and making it easier to debug code later”. chronVAL is a real-time analysis

Ralf Münzenberger, founder and managing director professional services, INCHRON.

tool which enables designers to validate the worst case response times and real-time performance of distributed embedded systems using mathematical analysis methods. Automotive Industries spoke to Matthias Dörfel, founder and managing director R&D and Münzenberger. AI: Tell us about INCHRON’s strategy to be a leader in the development of real-time critical software for embedded systems and networks.

By: Jon Knox

Dörfel: When we founded the company in 2003, we were sure that increasing complexity in embedded systems would sooner or later lead to a growing need for solutions to master the dynamic behavior of those systems. Starting as researchers at University Erlangen-Nuremberg and building on this expertise with Venture Capital investments, we have developed a variety of powerful technologies to master the different aspects of dynamic behavior in embedded systems. These developments are based on a solid IP strategy to secure our freedom to operate and support our competitive position. Münzenberger: While in the beginning our strategy was driven by the technology developments and the IP strategy, we clearly see now that our experience with respect to processes, methodologies and tools is an asset just as important as our IP base. Customers are interested in complete solutions and that is what we can provide with our unique combination of tools and know-how. AI: What changes you have seen and expect to see in the development of automotive systems? Münzenberger: It may sound like a stereotype, but the major changes we have been seeing in the past and expect to see in the future are related to the explosion of complexity. This complexity arises not only on the product side, but on the development ecosystem as well. There is a definite trend towards higher integration of ECU (Electronic Control Units), and the integration of software modules of multiple vendors including the OEM. The only way to master this complexity and to manage risk early instead of dealing with problems late in the development process is to establish processes, methodologies and tool-chains that address those challenges. Our customers appreciate our unique combination of tools and know how in the area of dynamic real-time behavior. Dörfel: From a product perspective, there are two aspects that we focus on. One is to constantly extend the capabilities and usability of our tool-suite. The ability to simulate and analyze multi-core architectures is an example but there are


“

At the end of the day all parties involved benefit from shorter time to market and reduced cost of quality.

”

Dr. Ralf Münzenberger, founder and managing director professional services, INCHRON.

many more. In addition, we put a lot of effort in integrating our tools into larger tool-chains and providing interfaces – for example, for AUTOSAR. AI: Tell us about how INCHRON’s solutions are helping automotive system engineers and architects. Münzenberger: Let me give you an example of a German OEM. In the past, they discovered timing errors rather late in the development process. Using our testing tools, they were able to find these errors that occurred only sporadically. Now that they are facing the complexity issues in both technology and collaboration, they have decided to use our solutions from project start and even before in the bidding phase. We have just started to establish processes and methodologies that ensure a proactive management of real-time risks from the beginning. This leads to a change that will benefit all parties involved. When we did the first project with several suppliers in the bidding phase of a domain ECU, the suppliers were skeptical. Very soon, however, they realized that they benefit as well from clearer requirements and specifications. We are proud to say that we have initiated that development that now ignited interest at other OEMs. At the end of the day all parties involved benefit from shorter time to market and reduced cost of quality. AI: What role has INCHRON played in the AUTOSAR partnership? Dörfel: When we decided to apply for premium membership in AUTOSAR, we were determined to provide know how in an area that had been neglected to some extent. We have been actively engaged in the timing workgroup and the architecture workgroup since early 2009. Obviously, that engagement has an impact on our product solutions as well. The same applies for our activities in the TIMMO project (TIMing MOdel). Münzenberger: From a project perspective, it is vital to keep the edge in customer needs. That’s why we engage our professional services engineers in the AUTOSAR workgroups and in TIMMO.

AI: Tell us about the work INCHRON has done and is planning to do with IBM in developing tools and products for the automotive industry? Dörfel: Our cooperation with IBM Rational is an example where we develop integrations that cover various steps in the development process. Having an integration with DOORS is an attractive option for a lot of our customers. Model-based SW development in

Matthias Dörfel, founder and managing director R&D of INCHRON.

combination with Rational’s Rhapsody or quality management with Rational’s Quality Manager are other issues that we work on with IBM. With OSLC, IBM provides an open standard used in the jazz platform that makes our lives and even more customer’s lives in integration a lot easier. AI: In July this year, INCHRON and ESG Elektroniksystem und Logistik, an engineering service provider for electronics and IT systems, signed a partner agreement. What do you hope to achieve from this partnership? Münzenberger: It is the balanced combination of processes, methodologies and tools that ensure the success of electronics development. We just talked about AUTOSAR. Standards like SPICE, CMMI or ISO 26262 are just as important to ensure the level of quality that customers and regulatory institutions require. ESG provides a substantial scope in that area. ESG – and its customers - benefit from our know-how in the area of dynamic real-time behavior. We benefit from being integrated into a solution package that covers the big picture. AI


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innovation

GENIVI Alliance crosses into Asia By: Lenny Case

Eastern OEMs have started joining the GENIVI Alliance, with the Hyundai Motor Company of Korea being the first to become a core member. The GENIVI Alliance is an automotive and consumer electronics industry association driving the development and adoption of an open in-vehicle infotainment or IVI reference platform. Hyundai is the first Korean OEM to join GENIVI. “The addition of Hyundai marks a milestone for GENIVI as we continue our expansion into Asia. GENIVI’s continued success hinges on the contribution of OEMs of the caliber of Hyundai and we look forward to working with them as we continue to improve the GENIVI Alliance

Graham Smethurst, president and spokesman of the GENIVI Alliance and general manager, infotainment and communications systems at the BMW Group. platform,” says Graham Smethurst, president of the GENIVI Alliance. Huyundai was followed by two more OEMs with Eastern ties. In October, Jaguar Land Rover and SAIC Motor Passenger Vehicle Company joined the Alliance, bringing the number of OEM members to eight. Jaguar Land Rover is part of Tata Motors, India’s largest automobile company. The SAIC Motor Corporation (previously the Shanghai Automotive Company Ltd) is the leading manufacturer of passenger vehicles and mini-vehicles and boasts the biggest sales volume in China today. “Jaguar Land Rover is attracted to GENIVI’s fundamental philosophy of sharing the costs and time commitment of developing the non-differentiating layers of the IVI stack across the industry while creating a flexible platform that optimizes differentiation

opportunities for OEMs and suppliers alike,” says Bob Joyce, group engineering director, Jaguar Land Rover. “We believe that the GENIVI Alliance is the key industry force driving the rapid, open source development of future IVI reference platforms,” says HAO Fei, E&E global director of SAIC Motor Passenger Vehicle Co. The GENIVI Alliance released the first version of the Alliance Platform to its members just nine months after launching. The platform was publicly demonstrated for the first time at the Consumer Electronics Show (CES) in Las Vegas in January 2010. The Alliance celebrated its first anniversary in March 2010, the same month that Microprocessor IP vendor, ARM was elected to the board. Joining the alliance in 2010 during the second all-member meeting in Germany, were nine other companies from industries ranging from consumer electronics to automotive. These include AISIN AW CO, Altran Praxis, Ericpol Telecom, NAV N GO KFT, NetLogic Microsystems, NVIDIA, Sirius XM, STMicroelectronics and Telemotive. Among the topics discussed at the second all-member GENIVI meeting were the planned features for the second GENIVI Alliance platform release and support for the second semiconductor architecture (ARM-based). The Alliance gave its first live demonstration of its multi-architecture middleware platform at CES 2011 in Las Vegas in January, 2011. The platform, described as the Apollo baseline, supports two hardware implementations. One implementation is running on the Intel InVehicle Infotainment Reference Design with Intel Atom Processor E6xx and the other on Texas Instruments’ ARM Cortex-A8 powered BeagleBoard with an automotive carrier card. Demonstrations were held in the Visteon stand – an indication of the support GENIVI enjoys from its members. “GENIVI’s performance in the first year has exceeded expectations, thanks to


“

For many members, GENIVI continues to be a voyage

of discovery, but feedback from all quarters overwhelmingly confirms the logic behind the community-based standardization of the non-differentiating elements of the IVI stack.

”

Graham Smethurst, president and spokesman of the GENIVI Alliance and general manager, infotainment and communications systems at the BMW Group.

the cooperation and efforts of our member companies. The short development time for the first GENIVI platform version and the CES demonstrations serve as tangible proof that GENIVI’s approach will deliver on its promise of shortening product development cycles and reducing costs while maintaining high quality and supporting product differentiation. Our industry needs GENIVI now more than ever,” says Smethurst. GENIVI’s strategic initiatives set in 2009 were to accelerate the development and implementation of the fully connected vehicle for infotainment applications. In addition, the alliance promised to deliver a platform consisting of standardized middleware, application layer interfaces and frameworks and extend open source community innovations to support the automotive domain. The forum also promised to engage developers to deliver compliant implementations and sponsor technical, marketing, and compliance programs. The benefits of the GENIVI platform, says the alliance, are that it speeds time-to-market, accelerates the pace at which new and compelling automotive applications are developed, dramatically reduces development costs, provides code transparency, broadens options for integrating and customizing solutions and increases IVI interchangeability across vehicle makes and models thus growing the entire IVI ecosystem. “I expect GENIVI to enable a re-profiling of who does what within the value chain. By opening up, both technically and commercially, it will enable increased competition by creating alternatives. This is essential if we are to stay on par with the consumer sector. For example, by making the GENIVI reference implementation available in open source, new and existing developers will be able to create new and exciting features that they are then able to offer to automakers and Tier Ones for commercialization on the basis of a consistent platform. GENIVI is unique in having eliminated all single point dependencies in the value chain for the delivery of an infotainment product. The close alignment of the GENIVI platform to the consumer ecosystem and the increased choices during product development will move the IVI industry away from its proprietary origins,” said Smethurst in an earlier interview with Automotive Industries.

Automotive Industries asked Smethurst to share some of the major achievements of the GENIVI Alliance during its first year. Smethurst: In addition to the obvious examples of GENIVIv1.0 delivery and rapid membership growth, GENIVI has placed the topic of open source firmly on the agenda for automotive IVI development, and triggered the industry transformation that it was created to achieve. The momentum achieved in the first year has already resulted in product nominations. The focus resulting from product development is further enhancing and accelerating the activities already underway within numerous alliance development teams. AI: What is the significance of Hyundai becoming a core member? Smethurst: The automakers in GENIVI are key to creating the market pull required for GENIVI´s continued global success. A partner like Hyundai introduces GENIVI into a new and important region and, with their help, we will ensure that the platform develops to meet the needs of that market. AI: What is GENIVI’s strategy in Asia? Smethurst: Twenty-eight per cent of GENIVI members are located in Asia. To enable their effective contribution, the alliance is piloting regional development teams. This initiative is intended to reduce the impact of time differences and potential language barriers whilst enabling local groups to collaborate under the guidance of the GENIVI technical council. AI: What kind of feedback have you received over the past year from OEMs, developers and the IVI sector? Smethurst: GENIVI is enabling a fundamental change in approach to IVI development. For many members, GENIVI continues to be a voyage of discovery, but feedback from all quarters overwhelmingly confirms the logic behind the communitybased standardization of the non-differentiating elements of the IVI stack. Members are clearly coming to terms with the benefits of open source and showing increased understanding of what it means and how to operate effectively within the new approach. AI


innovation

A small package meeting big expectations By: Lenny Case

German firm Telemotive AG has come a long way from its inception over a decade ago in a small Munich apartment. Today, the company is a leader in the area of complex networked bus systems for the automotive industry, such as LIN, CAN, FlexRay, MOST, Ethernet and Bluetooth. Since the beginning of 2010, Telemotive has been a core member of the GENIVI Alliance. The company is also an associate member of the FlexRay consortium as well as the MOST cooperation. Telemotive offers Intel Atom based GENIVI compliant development boards and will soon offer an ARM-based development board as well. Both boards will provide the newest vehicle bus systems, like MOST150. For the testing and diagnostics of GENIVI IVI compliant electronic control units (ECUs), Telemotive offers the logging of AUTOSAR DLT using its multi-data logger blue PiraT. The company has many years of experience in the development of embedded systems like the multi-data logger blue PiraT, as well as OEM-specific ECUs. “GENIVI will completely change the play rules in the infotainment sector. As a developing service provider with extensive expert assessment in Linux as well as infotainment, we see ourselves as a possible partner for this segment,” says Markus Stolz, marketing and distribution director of Telemotive. Peter Kersten, director of development and human resources at Telemotive AG, adds: “When we led the first talks with the GENIVI alliance, the synergies immediately struck us: In hardware – ARM and INTEL controller – as well as in the area of software. Telemotive disposes of long-standing experience with own automotive capable hardware based on embedded Linux. Our participation in a project like GENIVI is very motivating for our teams.” Telemotive’s bluePiraT data logger is capable of logging MOST150 control-status, MDP and MEP (MOST Ethernet Packets) messages. Selective logging is possible due to the integrated

filter mechanisms. The blue PiraT MOST150 logger provides one MOST150, 2 CAN as well as 4 serial ports (RS232, RS422). All other well-proven features like synchronous timestamps, power management and full automotive compliance remain in place, as well as the possibility to cascade multiple loggers and expand the functionality through licensing.

Telemotive says that despite its minimal size and very easy operation, the blue PiraT still meets the ever increasing requirements of the market.


An example for a client-specific solution is the ‘MOST150_ INCAR’ project for Audi. A MOST150 reference system, developed by Telemotive for the car, verified the MOST150 bus system under vehicle-like conditions, like voltage drops, temperature stress and wakeup/ sleep cycles. Using the new MOST150 vehicle bus, the ECUs communicated with each other in a real vehicle environment. Every ECU has a customisable use case and can be used to verify the MOST communication.

An example for a client-specific solution is the ‘MOST150_ INCAR’ project for Audi. A MOST150 reference system, developed by Telemotive for the car, verified the MOST150 bus system under vehicle-like conditions, like voltage drops, temperature stress and wakeup/sleep cycles. Using the new MOST150 vehicle bus, the ECUs communicated with each other in a real vehicle environment. Every ECU has a customizable use case and can be used to verify the MOST communication. Telemotive says that despite its minimal size and very easy operation, the blue PiraT still meets the ever increasing requirements of the market.

“Since we have extensive expertise on how a Tier 1 company works and how an OEM works, we can provide the link between these two worlds. The Tier 1 executive is mainly focused on his product and the cost of it. The OEM executive has to look at the total car and the field quality for the end user,” explained Markus Fischer, project management & engineering consulting, South West at Telemotive AG in an earlier interview to AI.

Telemotive feels that the MOST50 technology used for the transmission of multimedia data in the vehicle enjoys a growing demand from car manufacturers. Beside the bandwidth of 50 MBit/s, one advantage of MOST50 is also the transfer option over unshielded twisted pair wires. MOST50 offers the option of retaining the existing wiring and assembly processes and eliminating the need to switch to fiber optics. The blue PiraT detects even persistent sporadic errors in the test vehicle as well as in the laboratory and to provide the data necessary for the error analysis. Since 2009, the product range of the Telemotive blue PiraT also contains a multi bus data logger for MOST150 beside the MOST25 loggers. The assortment of MOST50 variants is now completed. The blue PiraT is available in different variants with up to 10 CAN, 4 LIN, 2 FlexRay, 4 serial and 4 Ethernet interfaces. All models offer a power management, simple operation and an automotivesuitability in addition to minimum product size. From the initial four people who set up Telemotive (Peter Kersten, Markus Fischer, Franz Diller and Markus Stolz), the company currently has 280 highly qualified employees which Telemotive says gives it its competitive edge. It is a great source of pride to the company that it has been recognized as one of the best employers in Germany for three years running by the Great Place to Work® Institute. According to the 2010 survey, the company stood at 15th place among the best 100 employers in Germany. “Our biggest challenge will be to develop the company so that our customers still get a Telemotive service. Not a ‘rental’ engineer who doesn’t identify with his work, customer and Telemotive. Many OEMs ask us how we cultivated our spirit. This is the biggest challenge. When you look at the frustrations people have at their work, you can see how much potential you have for motivation and innovation,” explained Markus Stolz to AI in an earlier interview. Telemotive’s customer base includes the world’s leading names among domestic and international automotive manufacturers and suppliers. The company’s products are represented not only in Europe, but also in the USA, Japan, South Africa, Brazil, and other countries. The company ensures proximity to their customers via their offices in Mühlhausen in Täle, München, Stuttgart/Sindelfingen and Ingolstadt. AI


25

MOST – connecting all five major fields

innovation

By: Lenny Case

In-vehicle use of the MOST standard is reaching critical mass, with over 100 models on the road fitted with MOST technology. The newest standard, MOST150, meets the requirements not only for the traditional areas of entertainment and information, but also for the new domains of mobile connectivity, connected services and driver assistance – meeting the needs of the five major areas of in-car use. “Today, MOST150 offers the technology and the audio/video capability for next generation automotive infotainment features and devices as well as new features like Internet access devices, video processing units, and many more. The MOST150 Technology is ready for production and various car makers have already started implementing MOST Technology in their first series projects, Christian Thiel, spokesperson for the MOST Cooperation

including Audi and Daimler,” said Christian Thiel, spokesperson for the MOST Cooperation in an earlier interview to AI. The MOST Cooperation was founded in 1998 to standardize MOST Technology as a global standard for multimedia networking and now consists of 16 international vehicle manufacturers and more than 60 key component suppliers. Audi, BMW, Daimler, HARMAN and SMSC are its core partners and constitute its steering committee. It’s success also rides on its associate partners such as GM, the Hyundai Kia Automotive Group, the Toyota Motor Corporation, the PSA Group, the Ford Motor Company and Alpine. Automotive Industries (AI) asked Thiel what the goals of the November conference in Korea were. Thiel: MOST Cooperation’s Interconnectivity Conference Asia in South Korea was designed to demonstrate to the Asian automotive industry that MOST Technology is ready for extended multimedia and information applications in the vehicle. MOST150 now serves the five major fields of in-car use by meeting the requirements for the traditional areas of entertainment and information as well as the

emerging domains of mobile connectivity, connected services and driver assistance. In the accompanying exhibition, MOST showed that it supports star, daisy-chain, tree and other topologies, as well as different physical layers: plastic optical fibers (POF), COAX based electrical physical layer as well as shielded (STP) and unshielded twisted pair (UTP) of copper wires. MOST150 also represents a physical layer for Ethernet with its new Ethernet channel that runs parallel with all other communication channels provided by MOST. The Ethernet channel transmits unmodified Ethernet frames so that software stacks and applications from the consumer and IT domains can be seamlessly integrated into automobiles. TCP/IP stacks and other Ethernet protocols can communicate over MOST without any changes. AI: To what extent are MOST standards globally accepted? Thiel: With the acceptance of MOST Technology reaching 100 car models on the road today, MOST has become a worldwide de facto standard of the automotive industry. After its initial start in Europe nine years ago, Asian carmakers presented their first vehicles with MOST in 2007 and today there are over 20 models manufactured by Asian automakers with MOST built in. Since MOST Technology is designed to be environmentally sustainable with reduced weight and electromagnetic interference, it has been adopted in more than ten hybrid vehicles to date. The plastic optical fiber (POF) chosen ten years ago suits the requirements of hybrid and electrical power trains very well. The use of MOST Technology is expanding rapidly from the premium range to the high-volume, medium-sized vehicle market worldwide. Currently, MOST is adopted in approximately 12% of vehicles manufactured worldwide. Its traditional and new adopters represent almost 50% of current global light vehicle production. AI: How would you rate the success of MOST150 and why? Thiel: Adoption of automotive infrastructure technologies takes many years. For example, it has taken CAN about 20 years to find its way in nearly all cars produced worldwide. The key success factor is that MOST has been developed and optimized for the car industry.


Connectivity through the MOST “car ring”. Infotainment applications in cars place very different demands on the network infrastructure than traditional data applications that are dominant in consumer applications. The new generation MOST150 offers unique advantages as a speed upgrade through consistent development of the existing transmission technology, including an increase in bandwidth, an Ethernet channel for the transmission of IP data, isochronous streaming for the transmission of video streams, packet data transmission, synchronous streaming for transmitting multichannel audio, and a control channel to transmit real-time control commands to peripheral devices. MOST150 provides all the communication mechanisms over one interface. Because of these unbeatable advantages, the Volkswagen group, for example, has decided to introduce MOST150 throughout their range of vehicles starting with the new Audi A3 series. AI: What are some of the challenges facing the MOST Cooperation in its standardization roadmap for Asia? Thiel: MOST has actually been very successful in Asia. Just like in Europe, it required a couple of market leaders to start adopting it, but once it became established and the necessary infrastructure was in place at Tier 1 suppliers, it spread to other car makers quickly, in terms of automotive timeframes for product development. The initial challenges were overcome before Toyota and Hyundai adopted the technology. AI: What are some of the different issues that Asian auto-makers and suppliers have raised with the MOST Cooperation? Thiel: Whereas MOST25 Technology – based on optical data transmission using optical fibers – has established itself in the Korean market, the Japanese market in particular prefers MOST50, the second generation of the multimedia standard. The most significant additional features of MOST50 are that it allows electrical implementations instead of using POF and enables data transmission over copper wires while meeting the stringent automotive electromagnetic compatibility requirements. To cope with the harsh environment in the vehicle – in particular with regard to the electromagnetic properties of the electrical physical transmission medium – numerous measures were implemented in the development of this second MOST generation. Both emit levels of radiation and have in-built immunity against electromagnetic interference in a way that allows the use of automotive applications technology without having to shield the cables. The measures

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extend to all levels of the ISO/OSI layer model. On the level of the physical transmission medium, cost-efficient transformers for decoupling are used as a means of wiring up the network controller. The catalyst for Asian manufacturers planning to take MOST50 onboard was the option of retaining their existing wiring and assembly processes – eliminating the need to switch to fiber optics. Also MOST150 enables both, optical and electrical physical layers.

Most150 Does It: The five in-car entertainment and information systems connected by MOST150. AI: What are some of the issues regarding flexibility that the organization is working on ironing out? Thiel: The current structure is very flexible and the cooperation has adapted to its members’ needs over time. We have always focused on developing aspects of the technology that car makers need for their next series of cars. The members of the MOST Cooperation have access to all the specifications that are developed and we welcome anybody that wants to join the organization. AI

to read full version of AI stories go to www.ai-online.com

innovation

Volt is changing the way General Motors works

By: Ed Richardson

General Motors is emerging as a world leader in green vehicle technology. In the market-place, the Volt is the flagship of what is expected to be a new generation of vehicles powered by a combination of electric and hybrid technologies. What the Volt also signals is a new culture within GM – one which sees it supporting green initiatives both in the United States

Chevrolet Volt Global Vehicle Line executive Doug Parks.

and the rest of the world. One of these is the EcoCAR challenge for university engineering students across North America to re-engineer a 2009 Saturn VUE - provided by GM - to achieve improved fuel efficiency and reduce emissions while retaining the vehicle’s performance and consumer appeal. EcoCAR was established by the U.S. Department of Energy (DOE) and General Motors (GM). It is also sponsored by the Government of Canada, and the California Air Resources Board. GM Canada has entered into a five-year, $10.5-million partnership with Waterloo-based

General Motors director Global Energy Systems and Infrastructure Commercialization Britta Gross.

Maplesoft, and a multidisciplinary research team at the University of Waterloo to solve some of the challenges of powertrain management, control systems, battery health monitoring, thermal management, and safety in electric vehicles. In the Far East, General Motors hosted the “Drive to 2030”: Sustainable Urban Mobility Forum series in conjunction with World Expo 2010 Shanghai. The series was created to define challenges

for future urban transportation, and develop a roadmap for sustainable mobility. It brought GM engineers and designers closer to the counterparts in China, which already has the world’s largest electric vehicle fleet. The company is looking beyond vehicle sales, and moving into the community. Chevrolet, GM’s largest brand, has announced it will invest $40 million in eight million tons of carbon offsets — equivalent of roughly a year’s worth of driving the cars it will sell in 2011. The projects it is expected to support include providing energy-efficient technology such as smart energy sensors and solar panels to schools, supporting wind farms and solar projects, and capturing methane from community landfills to deliver clean energy to the grid and improve local air quality and safety. Automotive Industries (AI) asked Britta Gross, the director of Global Energy Systems and Infrastructure Commercialization for General Motors, whether power grids would cope with the increased demand. Gross: There’s plenty of power available on the overall grid and electric vehicles will likely improve the overall efficiency of the grid since they will most likely be charged during the night when electricity demand is at its lowest... thereby optimizing the utilities’ use of existing equipment that otherwise sits idle during the night. Utilities are in the business of providing reliable service of electricity into our homes and places of work and their job is to address whatever needs arise. Utilities had similar challenges in the 1970’s when home air conditioners were growing at a rapid pace and they are meeting the same challenges today with lower cost plasma TVs. With the help of our 50+ utility partners and EPRI, we have designed a better Volt that includes some charging features that work to optimize consumer charging patterns (such as our charge by Departure Time feature). Utilities and charging installers just need to deal with the inherent variability of age of homes, age of electrical wiring in the homes, desire for 120V vs. 240V, how many other loads the house already supports, etc.


Oil spill booms to be recycled for Volt

General Motors president Europe, Nick Reilly, introduces the Opel Ampera electric vehicle with extended range during a rehearsal at the 2010 Geneva Auto Show. This is why we have partnered with SPX. SPX will provide onestop shopping for our Volt customers. SPX will sell a variety of home charging stations and manage all aspects of installation for Volt owners, including the home survey, installation permitting, Department of Energy and utility coordination, and identification of available programs and incentives for reduced charging rates. AI asked Doug Parks, Chevrolet Volt Global Vehicle Line Executive, to estimate what the demand for electric vehicles (EVs) is likely to be. Parks: It is very difficult to speculate on the number of EVs we will see in the future and industry forecasts seem unreliable. GM plans to produce 15,000 Chevy Volts in calendar year 2011 and we’ll increase that to 45,000 in 2012. We are planning for future production scenarios and will remain flexible in the future so we can respond to market demands. The Detroit-Hamtramck plant, where the Volt is produced, is capable of further expansion if and when required. In late 2011, the Volt will be exported to Europe as a Chevrolet Volt and Opel Ampera. The Volt will also be exported to China. AI

Students from Mississippi State University placed first at the 2010 EcoCAR: The NeXt Challenge, beating 15 other schools by designing and building an exceptional biodiesel extended-range electric vehicle.

An example of how the Volt has changed the thinking and culture of the General Motors group is a decision to recycle the booms used to absorb oil from the Gulf oil spill along 100 miles of the Alabama and Louisiana coasts and recycle them into parts to be used in the new car. “Creative recycling is one extension of GM’s overall strategy to reduce its environmental impact,” said Mike Robinson, GM vice president of Environment, Energy and Safety policy. “We reuse and recycle material byproducts at our 76 landfill-free facilities every day. This is a good example of using this expertise and applying it to a greater magnitude.” GM estimates it will net about 100,000 pounds of plastic resin from recycling the booms, which it will then use to make air deflectors for the Volt’s radiator. The amount of recycled plastic from the booms will be enough to supply parts for the entire estimated first year of Volt production, according to the company. The parts, which deflect air around the vehicle’s radiator, are comprised of 25% boom material and 25% recycled tires from GM’s Milford Proving Ground vehicle test facility. The remaining is a mixture of post-consumer recycled plastics and other polymers. “This was purely a matter of helping out,” John Bradburn, manager of GM’s waste-reduction efforts, said in a statement. “If sent to a landfill, these materials would have taken hundreds of years to begin to break down and we didn’t want to see the spill further impact the environment. We knew we could identify a beneficial reuse of this material given our experience.” GM is dedicated to reducing its waste and pollutants, and recycles materials at every state of the product lifecycle. It uses recycled and renewable materials in its cars and trucks, which are at least 85% recyclable. Used tires, old plastic bottles, denim and nylon carpet are all redirected from landfills and reused in select GM vehicles. GM facilities worldwide recycle 90% of the waste they generate. The automaker recently announced more than half of its worldwide facilities are now landfill-free – all manufacturing waste is recycled or used to create energy. GM employees focus first on decreasing the amount of waste generated, and then work to recycle the unavoidable waste. In 2010, GM recycled or reused 2.5 million tons of waste materials at its plants worldwide – enough to fill 6.8 million extended-cab pickup trucks that, if parked end-to-end, would stretch around the world. Through this annual recycling rate, it is estimated that GM has eliminated 8.4 million metric tons of carbon dioxide equivalent (CO2e) emissions from entering the atmosphere. AI


32

Lithium-ion batteries hold the power

innovation

By: Jon Knox

Lithium-ion batteries have become the rechargeable battery of choice for the makers of cell phones, laptop computers, shavers, power tools, and hybrid cars. But the true game changer is the global demand for environmentally friendly plug-in electric cars. The lithium-ion battery’s advantages over its nearest competitor include its energy density, about three times that of its nickel metal hydride counterpart. Its weight-to-power ratio delivers three times the energy, with a longer life, faster re-charge, and no ‘memory’ effect. It can be charged with any level of current charge and operates in freezing temperatures up to -60°C (-76°F), according to the Canada Lithium Corporation. The company completed its pilot plant flotation, roasting and hydrometallurgical processing in late

Peter Secker, president and CEO of Canada Lithium. 2010 and was particularly pleased with the low levels of impurities, especially those of chlorine, sodium and magnesium. Canada Lithium, which describes itself as a “clean tech” mine developer, is undertaking a feasibility study of its Quebec Lithium Project near Val d’Or. This could lead to the construction of an open pit mine and processing plant capable of producing 43 million pounds of battery-grade lithium carbonate per year by late 2012. The demand for lithium is currently on the rise as more hybrids and electric vehicles opt for lithium ion batteries. For example, the Toyota Prius is set to feature lithium ion batteries in 2011 in the introduction of the Prius Minivan. The lithium ion batteries will replace the conventional zinc acid batteries, resulting in a decrease in weight that will enable a lighter, quicker Prius. Automotive Industries asked Peter Secker, president and CEO of Canada Lithium, where the demand is coming from. Secker: Most North Americans are aware of the two early entrants into the electric vehicle (EV) market, the Nissan Leaf and the

Chevy Volt. But, in fact, just about every car maker in North America, Europe and Asia has an EV either in late-concept, development or even the assembly-line stage. In our view, the EV/hybrid industry is only in its infancy, and as it gets bigger, we will be there to supply a hungry EV market with battery-grade lithium carbonate. AI: What are some of the latest developments in lithiumion batteries for the automotive sector? Secker: The latest developments are around increasing buyer interest and demonstrating the advantages of EVs. Various alternate formulations continue to be explored, but nothing so far has surpassed the safety, weight and energy output of the lithium ion. The biggest challenge is the cost, which is expected to reduce once larger volumes are manufactured with more automated production systems. AI: What role do you expect Canada Lithium to play? Secker: By late 2012, our mine and processing plant should be producing about 43 million pounds of battery-grade lithium carbonate per annum, fulfilling a key role as a secure Canadian source for battery makers around the world. AI: Tell us about Canada Lithium’s mining prospects in Quebec. Secker: We have published a reserve figure that would satisfy our production requirements for at least 15 years. But we have also demonstrated that there may be a much larger mineral resource on the property, creating opportunity for expansion down the road. Quebec is viewed internationally as a mining-friendly jurisdiction, largely because of a positive government environment. AI: There were safety concerns a few years ago when lithium-ion laptop batteries exploded. How have these issues been dealt with? Secker: The incidence of battery-related occurrences has been absolutely miniscule compared with the vast number of electronic devices with lithium-ion batteries. I don’t think safety concerns are much of an issue at all. AI

ABOVE: Lithium Rock from the Canada Lithium mine. LEFT: Core samples from the Canada Lithium deposit.


innovation

An architect’s view of the Johanneberg Science Park.

Science Park caters for new and existing technology businesses

By: Steve Barclay

Johanneberg Science Park which was opened by the Foundation Chalmers University of Technology along with the City of Gothenburg in December 2009, consists of more than 80 high-tech companies employing over 700 people. The Johanneberg Science Park is designed as an international meeting place for companies and institutes in the sectors of technology, sustainable energy, material technologies and nanotechnology. The park is expected to be an engine of growth for research and development as well as provide jobs to the regular flow of engineering graduates. It is estimated that over 1,000 engineering graduates or their equivalent and 300 post-graduates enter the job market every year in the region. It is the third technology park in the Swedish city of Gothenburg, adding to the Lindholmen Science Park and the Sahlgrenska Science Park. Gothenburg has the largest harbor in Scandinavia,

It is estimated that over 1,000 engineering graduates or their equivalent and 300 post-graduates enter the job market every year in the Scandinavian region.

which has helped attract investors in various industries including automotive, ICT, petro chemistry, life sciences and biomedicine. The Gothenburg region is ranked 16 out of 145 in terms of the World Knowledge Competitiveness Index 2008. According to Mats Bergh, CEO of the Johanneberg Science Park, the park first focused on areas that concern community planning, including the development of urban environments, materials science and energy technology, or transportation and communication issues. Bergh was the one and only employee at the park at its inception. The idea was to hire people for the science park from industry or academia who would run all the major development projects for a specific time. “The company does not conduct its own research, but instead is tasked with establishing partnerships with knowledge-intensive companies, research institutes, universities and colleges. Even the City of Gothenburg may be involved in a unique way,” said the Johanneberg Science Park AB in a press release last year. Johanneberg Science Park has a distinct advantage in its location in Chalmers Science Park, with plenty of room in the immediate vicinity for other companies and organizations wishing to establish themselves in the area. Mats Bergh’s hope is that both small specialist companies and big corporations like Volvo, SKF and ABB will set up in Johanneberg Science Park - not only by establishing their own operations there, but also by getting involved in the programs and instruction at Chalmers and maybe even at the University of Gothenburg. “This would increase interest in technology among the students while simultaneously giving the companies greater opportunities for scouting. We also want to highlight research. This is important for creating more diversified trade and industry in the region. Imagine if a new company the size of Volvo could grow from here? I want to find a way to provide extra assistance to young and growing companies,” says Bergh.


An aerial view of a model of the Chalmers University complex. The Johanneberg Science Park works closely with the Lindholmen Science Park and Sahlgrenska Science Park and hopes to also cooperate with technology parks in Borås, Skövde and Trollhättan. The focus of the latest science park is firmly on creating new jobs. “In the first stage, from now until 2014, the goal is to create 1,500 new jobs in trade and industry. Over the long term, these figures will rise to 5,000-10,000. Lindholmen had a goal of ten thousand jobs and they’re already almost there, despite the recession,“ says Bergh. Automotive Industries (AI) asked Bergh to tell us why Johanneberg Science Park focuses on the development of urban environments, materials science and energy technology, transportation and communication issues? Bergh: We will primarily focus on these areas because they are defined, on a national level, as strategic development areas and also in alignment with the subjects that Chalmers University of Technology has chosen as profile areas at Campus Johanneberg. AI: How many companies have set up shop in the one year since the Johanneberg Science Park opened? Bergh: Today about 700 people in about 80 high-tech companies are working in the science park. AI: How many automotive companies do you have in the science park? Bergh: Volvo Technology AB, Powercell and Chalmers Industriteknik. AI: What makes the Johanneberg Science Park a good location for automotive companies? Bergh: From a technical point of view, it is the proximity to the combination of advanced automotive and energy research and education and it’s connection to hybrid technology. We also put future transportation solutions in the context of urban development.

AI: Tell us about the kind of work that has or will be done in the fields of electric vehicles and hybrid technologies in the Johanneberg Science Park. Bergh: Together with Lindholmen Science Park, we have opportunities for developing future transport concepts and demonstrators. We will work closely with industry to develop suitable technologies for community development. To implement electrified vehicles in society, we need to go through the hybrid phase in order to deploy these technologies in a reasonable timeframe. AI: Quite a few automotive companies have set up operations in the Lindholmen Science Park – what edge does Johanneberg Science Park have over Lindholmen? Bergh: Johanneberg Science Park will put the vehicle technologies developed at Lindholmen Science Park into a broader context in the sense of community development. We will also address technology issues not yet covered by the activities at Lindholmen Science Park. Johanneberg Science Park is also located more or less at the heart of Chalmers, meaning a closer connection to substantial science and technology research within energy and community development. AI: Tell us about the relationship between your park and the engineering and science institutes/universities in the region – how do you hope to see these relationships evolve? Bergh: We have well established and close relations with universities and research institutes in the region. To be a driving force in efforts to establish cooperation between society, industry and academia, it is essential to continually work together and participate in activities with universities and institutes. We also aim at creating close relations with science and technology parks abroad since the opportunities to implement new technologies on various markets are quite different and we need to have local market knowledge. AI


37

innovation

“

Our research focuses on finding the best hybrid electric or electric drive line combined with the energy storage. - Lennart Josefsson, director of the Swedish Hybrid Vehicle Centre (SHC),

”

Working towards making EVs a more viable alternative By: Steve Barclay

The Swedish Hybrid Vehicle Centre (SHC), established in 2007 by Sweden’s Energy Agency (Energimyndigheten) with three Swedish universities and six Swedish companies, has started around 15 research projects and employed 40 researchers since inception. Examples of current projects include energy management of hybrid vehicles considering routes traveled, diagnosis of hybrid systems, vehicles with autonomous wheels, and the development of electric motors operating with integrated charging. The SHC has also started studying drivelines based on an electric motor combined with a small additional energy source, or range extender; as well as the demand for power of auxiliary systems in hybrid vehicles. A major challenge for the hybrid electric and electric vehicles is the development of energy storage with sufficient capacity, thus giving a vehicle a sufficiently large operating range. Work with lithium-based batteries is ongoing at several places throughout the world as it is seen as the next generation of batteries for hybrid vehicles and electric vehicles. “SHC believes there is a paradigm shift to electricity as the primary propulsion source, mainly because of the much higher efficiency for the drive line. This shift is hindered by the limited capacity (or rather capacity/weight) of the energy storage, batteries and maybe also partly by the high development costs. Our research focuses on finding the best hybrid electric or electric drive line combined with the energy storage. I think this development can be faster, but it is limited by physical laws for energy transfer in Li-ion batteries (i.e. they cannot be much better in terms of energy/weight ratio), and also the very high development costs,” explained Lennart Josefsson, director of the SHC in an earlier interview to AI. One of the biggest challenges facing hybrid electric vehicles is getting them to run for a reasonable time before recharging options are available for drivers. “We are working on an EUproject to demonstrate the functionality of range extenders,

with ‘small’ secondary engines – ordinary internal combustion or Wankel engines. The idea is to find solutions where the savings on batteries for a pure electrical vehicle is larger than the additional cost for the secondary propulsion unit. At the same time, the range extender must meet other conditions, such as space availability and low vibration compared to a pure electric drive line,” says Josefsson. At SHC, a number of projects focus on finding material combinations that will improve energy output and safety of the battery cell. SHC is also starting new projects on models for life assessments of batteries based on extensive testing of battery systems and on the temperature control of battery systems. In January 2011, during the North American International Auto Show held in Detroit, Volvo President and CEO Stefan Jacoby unveiled a crash-tested C30 Electric designed with Ener1’s EnerDel battery. The car on display was tested at Volvo Cars’ crash test laboratory in Sweden in December 2010 with a fully charged EnerDel lithium-ion battery and was subjected to a 40mph offset frontal collision with a barrier. The test produced the results expected by the companies’ engineers. The front deformed and distributed the crash and both the batteries and the cables, which are part of the electric system, remained intact after the collision. “Our tests show it is vital to separate the batteries from the electric car’s crumple zones to make it as safe as a conventional car. We are the first car maker to show the world what a truly safe electric car looks like after a collision with high-speed impact,” said Jacoby said at a press conference. In 2007, the SHC was granted 3.5 million Euros for the initial four years which ended in December 2010. The SHC is likely to get a mandate to continue for the next six years. The universities in the partnership include Chalmers University of Technology, which is where the SHC is located, the Royal Institute of Technology and the Lund Institute of Technology. The companies involved are AB Volvo, Volvo Car Corporation, Saab Automobile AB, GM Powertrain Sweden AB, Scania CV AB and BAE Systems Hagglunds AB. AI


Trusted aftermarket products a boon for struggling consumers

innovation

By: James Hilton The experts in powertrain, chassis and safety technologies, Federal Mogul Corporation, reinvigorated their aftermarket division late last year with the appointment of Paul Johnson as vice president, North America, global aftermarket. Johnson has work experience in aftersales, product management, business development and finance at ACDelco and General Motors, and led the establishment of the automotive parts procurement center in Shanghai, China. “We are excited to have Paul join the Federal-Mogul team. He is an accomplished professional with experience in successfully growing a large and complex aftermarket business. His leadership will be invaluable as we continue to grow the Federal-Mogul portfolio in a rapidly changing marketplace,” says Jay Burkhart, senior vice president, global aftermarket at Federal Mogul. In addition to Johnson’s appointment, Federal Mogul has added new functions and responsibilities to the North American sales and marketing organization, including category insight and analysis; customer transaction services; and customer supply chain planning.

James Burkhart, senior vicepresident, global aftermarket, Federal-Mogul Corporation

Federal-Mogul has an aftermarket network that spans the globe across the US, Europe and Asia, with products sold under a variety of brands which include AE® engine products, ANCO® wipers, Champion® spark plugs and wipers, Fel-Pro® gaskets, Ferodo® brake pads, Glyco® bearings, Goetze® piston rings, MOOG® chassis products, National® wheel-end components, Nural® pistons, Payen® gaskets, Sealed Power® engine products and Wagner® brake and lighting products. In order to further boost its aftermarket products, Federal Mogul launched its Smart Choice™ trade and consumer campaign in May 2010 to enforce the message that using longer lasting, better performing premium replacement products for the consumer’s current vehicle is a better alternative to buying a new vehicle. A few months ago, Federal Mogul launched a website, www. TQBrakes.mobi, designed for smart phones and other mobile devices. Using this site, customers can determine the correct Wagner® ThermoQuiet® brake pads and shoes for nearly any popular foreign or domestic vehicle. This website is the latest addition to Federal Mogul’s other e-catalogues www.GetChampion. mobi and www.GetANCO.mobi.

Automotive Industries spoke to Jay Burkhart, senior vice-president, global aftermarket at Federal Mogul. AI: Tell us about the recent changes in Federal Mogul’s aftermarket business and what impact you expect the new positions to have on the company’s aftermarket business. Burkhart: We have appointed Paul Johnson as vice president, North America, global aftermarket, and have added new functions in category insight and analysis; customer transaction services; and customer supply chain planning. Much of what we are introducing is built around the concept of collaboration. Through our category analysis and consumer insight group we will work with the customer to group appropriate product lines together and manage them as a strategic business unit. We will work closer with the customer on demand planning to ensure we are providing world class customer service levels. AI: What are some of the new technologies for the aftermarket that Federal Mogul is planning to launch in 2011? Burkhart: We have plans to grow our product portfolio in 2011 through new products as well as through line extensions. A distinct advantage we have at Federal-Mogul is the strength of our brands. For example, Champion is an iconic brand known throughout the world and we will be launching new routine service products under the famous Champion bow-tie logo. MOOG is another trusted brand, and we will expand its offering in the steering and suspension category, allowing more customers to enjoy the problem solving benefits engineered into its offering. Another segment of the market where we will launch new offerings is in the mid-range product segment. As the economic downturn has created a heightened sensitivity for price, we will introduce new products in this market segment in a few critical product categories. AI: Tell us about your Smart Choice™ campaign and how effective it has been. Burkhart: We have had great success with the Smart Choice campaign. As the economy took a downturn, we talked to consumers across the country about their views on vehicle repair and maintenance. What was reinforced is that they planned to hold onto their vehicles for a long time; or, in their words, “until the wheels fall off.” With that being the case, the smart choice for these vehicle owners is to choose parts that are specifically designed for their vehicle, improve vehicle performance, keep the vehicle on the road longer and most importantly, provide a safer and more reliable vehicle. The campaign was recognized by our peers with various awards, and the feedback from our customers was equally as positive. AI


innovation

Standards a prerequisite for the automotive supply chain

A uniform quality standard is imperative for automotive suppliers with manufacturing locations across a vast geographical area. ISO (the International Organization for Standardization) has developed more than 700 standards for the automotive sector. ISO is the publisher of the technical specification ISO/TS 16949, which has become the global benchmark for quality management by automotive suppliers of production and aftermarket parts. Like the earlier editions, the revised version of ISO/TS 16949:2009 develops a quality management system that emphasizes defect prevention and the reduction of variation and waste in the supply chain. It also includes detailed, sector-specific requirements for employee competence, awareness and training, design and development, production and service provision, control of monitoring and measuring devices, and measurement, analysis and improvement. ISO was formed in 1947 as a developer of voluntary International Standards and is based in Geneva, Switzerland. The popularity of ISO

Rob Steele, ISO Secretary-General

standards is partly due to its consideration of emerging trends and needs in sectors. Automotive Industries spoke to Rob Steele, ISO Secretary-General. AI: Why is ISO/TS 16949 the most widely used quality specification by automotive suppliers? Steele: Before ISO/TS 16949 was developed, multiple national automotive quality standards were in use, in addition to the quality specifications required by the major manufacturers. The supplier could also have customers outside the sector who require ISO 9001 certified suppliers, creating different standards or even different specifications for the same base component of product. Multiple standards also meant multiple audits for supplier organizations, all of which created redundancy and inefficiency for vehicle manufacturers and their suppliers. The solution to the problem was to replace the multiplicity of standards, and the inconvenience and inefficiency of multiple audits, by harmonizing quality requirements on ISO 9001 model which, with sector-specific additions, became ISO/TS 16949. AI: Tell us about how ISO works with the automotive industry and national trade bodies to develop ISO/TS 16949. Steele: The technical committees that develop ISO standards comprise national delegations of industry experts, regulators, consumer representatives, scientific experts and other stakeholders.

By: James Hilton

ISO/TC 176 is made up of representatives appointed by 81 ISO national members and a further 25 ISO member countries who observe the work. TC 176’s partner for ISO/TS 16949 is the International Automotive Task Force (IATF), which brings to the table a strong consensus on the needs of the sector from manufacturers and national trade bodies. AI: What are some of the most important standards created for this sector? Steele: The focus of this work is ISO/TC 22 which has so far developed 724 standards. These standards address basics such as wheels, braking systems and road holding ability, as well as crash protection, child restraint systems and ergonomics. Many aim to improve compatibility, interchangeability and safety, or to provide the requirements for harmonized test procedures for evaluating performance. AI: What are some of the upcoming ISO standards for the automotive industry? What areas in the industry are prioritized in terms of creating standards? Steele: Functional safety will be covered by ISO 26262 which will provide global guidelines for the safe design of electronic/ electrical systems. ISO 15007, which deals with the measurement of driver visual behavior, is now being updated to take account of new technologies, particularly eye trackers. The already published three-part ISO/ TS 22239 on child seat presence and orientation detection systems is especially important. ISO 6469 will ensure the safe handling of battery electric vehicles and hybrid electric vehicles, covering safety from electric hazards, on-board rechargeable energy store systems, and protection against failures. Also under development is ISO 12405, which provides test specifications for lithium-Ion traction battery systems. ISO 15118 focuses on the interface between electric vehicles and the grid, including communication links and protocols. AI

The ISO Central Secretariat in Geneva.


41

Growing demand for test fuels

innovation

By: Lenny Case

There is more than branding and semantics to the change of the name, Haltermann Products Test and Reference Fuels, to Haltermann Solutions – with the company continuing to be North America’s leading manufacturer of test and reference fuels for the automotive industry. The new name shifts the Texan company’s identity from being simply a supplier of specialist fuels to one that offers total product and service solutions. “This is a reflection of our recent diversification efforts. We are more than just a test and reference fuel supplier to many of our customers, as we

Wayne Petersen, president and general manager of Haltermann Solutions.

provide solutions for any company which has special, unique or demanding fuel requirements. For example, we now sell fuels and propellants for use in the aerospace industry as well as the aviation market, both of which have demanding requirements and unique formulations,” said Wayne Petersen, president and general manager of Haltermann Solutions in an interview with AI. The legal entity has not changed, and the company remains a division of Johann Haltermann. The Houston, Texas-based Haltermann Solutions has over 50 years of experience in providing solutions to engine and part manufacturers, test laboratories, government entities, gas and oil additives manufacturers, and aerospace and aviation companies that require complex gasoline and diesel test fuel. Haltermann procures and blends a variety of refinery streams along with specialty chemical and other hydrocarbon products to achieve the often demanding specifications requested by its customers. The company has three facilities in Michigan: one as a terminal to produce high-volume, inventoried fuels; the second for specialized, custom smaller quantity fuels, and the third for storage of finished drummed fuels. Similarly in Texas, Haltermann has three sites for its San Antonio based customers and others in the region. According to Haltermann Solutions, having multiple sites, each with unique capabilities, has given the company the ability to respond quickly to customer demands. “We select the assets needed to manufacture a specific fuel based on customer locale, required volume, fuel type and logistics

requirements. Our other divisions’ capabilities for custom chemical processing include large scale distillation, fractional distillation, reactive distillation, fixed-bed hydrogenation, oligomerization, esterfication and transesterfication reactions, aldol condensations and isobutylene reactions. These capabilities allow us to manufacture unique feed stocks in-house, when required,” says the company. It also manufactures solvents such as Acetonitrile, Diacetone Alcohol, Haltanol, Hexylene Glycol, Isopropyl Acetone, Isoproply Alcohol, Methyl Isobutyl Carbinol, Methyl Isobutyl Ketone, and Propylene Glycol Monomethyl Ether Acetate. Automotive Industries (AI) asked Petersen what changes became evident at Haltermann Solutions after the name change? Petersen: To be honest, change was well underway at Haltermann Solutions before our name changed. We have made significant investments in both people and systems over the past few years to enable us to consistently, reliably and quickly deliver “solutions” to our customers. I think the change to our name is just another step in our journey of what we are trying to be - more of a total “solutions” provider, whether that solution is a product, technical answer or a service. A change that may not be obvious to our existing customers is our deliberate expansion to serve other test fuel markets. Anyone visiting our new web site, www.haltermannsolutions.com, will notice that we serve many more markets than just “automotive”. While this may be a surprise to many of our customers, there is a great deal of similarity in the process in which test fuels are developed, regardless of the market needing the test fuel. This puts Haltermann in an ideal position to also serve the complexities required by these markets. These markets represent a deliberate area of emphasis for our company going forward. AI: Will the new identity help Haltermann with future growth? Petersen: Absolutely. There is a European company that has our previous name which confused our customers. But our new identity has changed that, and our new website provides a unique and useful portal for those searching for products. We have now listed all of the markets we serve, so that customers will see that we can serve their specialty fuel needs. AI: What gives Haltermann Solutions’ test and reference fuels an edge over competitors? Petersen: We believe we excel in all service areas. First, we have 50 years of specialty fuel formulation experience which is a must for the demanding fuel requirements of our customers. Next, we like


LEFT: A fuel station in Fanya, China – fuels in this region contain components not used or typically found in North America such as methanol or MMT. Petersen: A significant challenge that has resulted from the recent economic downturn and corporate restructurings is the tremendous pressure on our customers to optimize their R&D processes with limited resources. Haltermann Solutions has responded by continuing to look for ways to reduce our manufacturing costs and pass these cost savings back to our customers. For example, in 2010 we were able to identify a different asset in our popular fuel, HF0580, which resulted in cost savings of over $1.50 per gallon. We passed the entire saving back to our customers in the form of a price reduction. Another challenge is if new fuels such as E-15 or E-20 may not be able to be used in older model cars. Finally, the automotive industry is moving toward higher pressures in common rail diesel engines that will require fuels with cetane levels of 50 and higher. This may not be possible with current petroleum diesel, and may present opportunities for higher cetane blend stocks like hydrogenated vegetable oils that are then cracked to give required C-8 to C-10 fractions. Haltermann Solutions stands ready to serve our customers in any way we can to supply these new fuel requirements for their testing and evaluations. AI to think we are a relational and highly responsive company. Whether from sales, customer service or technical service and development, our employees are motivated to provide prompt, personal and responsive service. Finally, our manufacturing model provides us a great deal of flexibility when responding to our customers’ needs. AI: Please give us an example of how automotive companies have used your fuels. Petersen: Our customers use our fuels in a wide variety of applications. One example is to model fuels for automobiles in particular regions, such as China. These fuels contain components not used or typically found in North America such as methanol or MMT. Haltermann has successfully formulated these fuels for our customers so they can complete their comprehensive vehicle testing with confidence. AI: What opportunities do you see in the transportation sector? Petersen: Pressure will continue on OEMs to produce cleaner and more environmentally friendly vehicles using next generation alternative and renewable fuels such as algae biodiesel, cellulosic ethanol, bio-butanol and the like. A great deal of this is already mandated in the Renewable Fuel Standard 2 (RFS2). This will require fuel testing on fuels with increasingly higher renewable content. There will also be more stringent standards to reduce NOx, sulfur emission and CO2 for every mile logged by a vehicle. Finally, there will be a need for higher fuel densities. AI: What are some of the challenges facing your industry and how do you see Haltermann Solutions meeting these challenges?

“Green Crude” produced by Sapphire Energy is an example of the new generation of biofuels. Sapphire Energy describes its “Green Crude” as a “renewable crude oil that is a result of our proprietary process of turning sunlight, CO2, and algae into green oils to be refined into fuel”.


43

Starting with engine design to meet emission targets

innovation

By: Lenny Case

DIF - Die Ideenfabrik (the idea factory) emission solutions

Stricter emission regulations around the world are testing the capabilities and creativity of development engineers and designers. One of the leaders in design, simulation and testing is German firm DIF - Die Ideenfabrik GmbH (the idea factory). The company’s focus is on the design and development of combustion engines, emission reduction and power-train systems. It provides a range of engineering services, which starts from developing the idea, taking it to the concept phase, and then to prototyping and handover into series production. DIF uses

Bernd Danckert, chairman and CEO of DIF - Die Ideenfabrik GmbH the latest simulation, engineering and testing techniques. The key activities are concept and product development, analysis/simulation, 3D & 2D design, quality management engineering, production engineering, power train integration and field engineering. Together with different partners, such as EMITEC (in the case of the emission reduction systems), innovative turn-key solutions for the future are delivered. DIF was earlier known as Makon Engineering. In 2009, the company changed its name to DIF. Makon had 30-years of experience in developing assembly lines, special purpose machinery, plant equipment, as well as automation systems in South Germany. The company was taken over by Bernd Danckert in mid-2007, and renamed DIF Die Ideenfabrik GmbH in 2009. It is building a new test center in Friedrichshafen on the Lake of Constance in Southern Germany. The center will focus on power trains – engine and transmission - and emission reduction solutions for industrial combustion engines for ships, railway locomotives, trucks and special vehicles.

Once completed, it will have five fully equipped test benches up to 2MW for complete power train systems. There are plans to increase this number to 10 in the future. Automotive Industries (AI) asked Bernd Danckert, chairman and CEO of DIF to tell us about the after-treatment or post-combustion devices the company is working on. Danckert: DIF is currently working with EMITEC on SCR systems to reduce nitrogen oxides in the exhaust gas of industrial diesel engines. These systems are individually adapted to our customers’ needs, and have an optimum efficiency for the individual installations. DIF is using trend-setting SCR system components from EMITEC (EMITEC NoNOx technology in combination with EMITEC metal SCR catalysts). We can adapt this technology at a reasonable price to the cramped engine room conditions of special vehicles such as leisure yachts. For applications where particle reduction is needed, DIF supplies SCR systems in combination with diesel particulate filter systems. For active regeneration systems we normally prefer HC dosing units together with oxidation catalysts – but also passive regenerated partial flow filters (such as EMITEC PM-Metalit) can be excellently integrated into SCR systems - it depends on the customer’s and the legal requirements. For modern diesel engines with power ratings above 560kW especially for off-highway applications SCR technology is sufficient and preferred. AI: You are integrating complete power trains as well? Danckert: DIF recommends the best layout for the engine when a power train is being integrated into a vehicle. We normally start with a complex product analysis, and select the optimum overall system for the special application like engine, propulsion and after treatment system for the vehicle. If needed, DIF will optimize and re-engineer the power train. Today’s power trains run with partially oversized engines. Therefore, one of the first jobs is


Project example: Nimbus 365 Coupé with a Volvo Penta D6-370 IPS in the Lake of Constance. 75% NOx reduction with Ringkat SCR-system and 60% particulate reduction with integrated PM-Metalit. normally a down-sizing. This reduces the weight of the powertrain and therefore improves fuel efficiency. There are benefits on the emission side as well, as both engine and exhaust temperatures are higher. AI: What is your normal method of operation? Danckert: We start by analyzing the customer’s product, or – if the product is still under development – a comparable model that is already available. Using these results, we can select the optimum parts for the power train. We sometimes also optimize or reengineer some parts in order to get the best compromise in every part: performance, economy and ecology. We prefer SCR systems for heavy, expensive industrial diesel engines. It makes them far more fuel efficient and robust. In many cases, we can do without the particulate trap – which lowers the back pressure and increases the reliability of the system. AI: What about exhaust gas recirculation systems? Danckert: We believe that a low PM combustion process can be realized with pure internal exhaust gas recirculation for engines with 560 kW and above to reach US EPA Tier 4 emission limits. When it comes to engines with power ratings below 560kW, an external EGR system might eventually be necessary with moderate EGR rates for high dynamic requirements. This is to put the NOx engine out emissions towards 4 g/kWh. NOx values are further reduced in a SCR system with ~90% conversion rate to comply with Tier 4 limits. Our goal is to have simple engines with high pressure injection, optimized turbo charging and - if possible without an EGR system for better reliability. AI: How has DIF helped OEMs meet the NOx control schemes under the US EPA 2010 limits? Danckert: DIF helped marine and construction equipment manufacturers to meet US EPA 2010 limits through the development of a wide range of highly efficient SCR after-treatment systems, which are affordable for, e.g. single yacht owners. These projects often started by considering and correcting the inner engine emissions before finally developing the appropriate SCR system. DIF sets a high value on fully exploiting the available opportunities for optimizing the combustion processes.

AI: What is the future of diesel emissions control? Danckert: The future of diesel emission control should be based on SCR systems that allow fuel efficient engines with a modern combustion process based on high injection pressures and optimum turbo charging in order to provide the necessary amount of oxygen. This offers some potential for lowering the CO2 emissions. For special applications, ammonia instead of DEF might be possible, since the systems are more efficient regarding the volume to evaporate in the exhaust system and to store ammonia water solution on board the vehicle. AI: What are you working on at present? Danckert: We are developing airless SCR systems with DEF nozzles that inject a fine spray in the inner part of the exhaust line. Besides this, we are working on systems for thermo management within the exhaust line - especially for marine applications in order to get higher after-treatment efficiencies especially in the sector where diesel particulate filters can be avoided. Much work is spent on innovative SCR dosing configurations that lead to higher conversion rates of 95% and higher. These techniques are currently in the development process. Beside these techniques, we are currently developing a new design method in cooperation with the University of Stuttgart. We are developing a so-called design language for the computer-supported development of exhaust aftertreatment systems, for realizing far lower turn-over times in the development cycles and therefore a real competitive advantage. We believe that innovative development tools made by their potential users, used and back-checked day by day at work give us a great advantage for complex system engineering in future power-train systems including the after treatment and the necessary components. Our special capabilities in design analysis and testing gives DIF a great advantage for the huge challenges, particularly in the area of special on/off highway and marine vehicles with their high complexity and hundreds of different variants, which will soon need to comply with new emission legislation. AI


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innovation

Retrofitting diesel particulate filters to reduce warranty claims By: Lenny Case

Warranty claims can be reduced through the retrofitting of new diesel particulate filters designed for low-heat applications. Developed by Danish firm Liqtech, the 150 cpsi silicon carbide diesel particulate filters (DPF) for high soot loading applications, are designed for passive emission control systems. Liqtech filters specializes in applications with low heat exhaust, and says its 150 cpsi range can cut warranty claims when passively regenerated filters are subject to long periods of low power. In addition to its

Lasse Andreassen, LiqTech CEO.

durability in difficult operating conditions, the new 150 cpsi DPF has been designed to catch the smaller diesel particles produce by Euro 3, 4 and 5 diesel engines and has been verified to filter in excess of 99% of nanoparticles. LiqTech was founded nearly a decade ago and manufactures silicon carbide diesel particulate filters that use vapor phase sintering to allow a high soot load capacity and temperature resistance for higher than 1,100°C. This capacity is between 10 to 18 grams of soot per liter. LiqTech filters are used in catalyzed passive, electric, and burner emission systems targeted at Tier III applications, filtering more than 99% of particulate matter.

LiqTech’s initial mission statement was to design liquid and gas honey comb wall flow filters. In 2002 the company started selling silicon carbide DPFs in Europe and in 2004 in North America. In 2005 LiqTech NA opened a plant in Minnesota, USA, to serve the North American market. The company has thousands of its DPFs on the road, with a significant percentage operating for over 250,000 miles, it says. LiqTech products are sold in 15 countries around the world, exporting 50% of its products from its Denmark and North America plants. Liqtech facilities are ISO 9000-2008 certified with complete quality management systems in place. The company has employed a flexible design and manufacturing system that can customize systems for customer requirements. Continuous product improvements have lowered product costs by over 20% over the last three years by localized manufacturing facilities in Europe and North America and minimizing freight costs. The company says that its markets have grown rapidly over the last four years as it sells its products to the retrofit markets in North America, Europe and Asia Automotive Industries asked Lasse Andreassen, LiqTech CEO, what range of DPFs the company produces. Andreassen: Liqtech filters are available for all sizes of diesel engines, from one inch to 15 inches in diameter and of lengths from three inches to 20 inches; in addition to those for square, race track and ellipse shapes. Filters are available in 90 cpsi, 150 cpsi, 180 cpsi and 250 cpsi configurations. The 90 cpsi


DPFs have the highest soot loading capability and are typically used in retrofit application and in systems that use electric and burner regeneration methods. 150 cpsi filters, with a soot load capacity of 11-12 grams of soot load per liter, are typically used in applications with passive regeneration, or in applications where the DPF is catalyzed for passive regeneration; with an active backup system. AI: What are Liqtech’s automotive capabilities and what are your company’s objectives in this sector? Andreassen: Our main business today is serving the retrofit system manufacturers and exhaust manufactures. This market is still expected to continue to grow for another decade, especially in the non-road market. The marine environment is also looking for solutions that benefits filters of silicon carbide. We are also constantly working with customers to develop state-of-the-art systems that will be the preferred choice for the OEM market. AI: What is Liqtech’s expertise in automotive diesel particulate filters? Andreassen: LiqTech filters have been approved in over 25 certified emission systems in Europe and North America. LiqTech’s

main competences today are manufacturing honeycomb structures in porous SiC with emphasis on durability, flexibility, cost price and high customer satisfaction. AI: What is Liqtech’s vision of the future of optimized emission control? Andreassen: LiqTech is focused on working in partnership with customers, coating suppliers and industry experts to help develop smaller, cost effective systems for the industry that keep back pressures low while cutting down on the size and complexity of the systems currently in the market. Some of the steps Liqtech is currently taking include developing filters with higher porosity, adding high filtration membrane technology to filters with high porosity, and improving the production process that minimizes customer warranty losses when regeneration fails to occur. AI: Tell us about your company’s tagline – ‘Keeps the Sky Blue’ – how does Liqtech keep this motto alive? Andreassen: It’s fulfilling to know that you contribute to reducing carbon emissions which provides cleaner air, and a bluer sky. AI

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LiqTech filters have been approved in over 25 certified emission systems in Europe and North America.

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Our new hybrid powertrain is using SR (switched reluctance) technology, where we connect the electric power directly to the final drive to avoid any loss caused by the transmission.

innovation

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- Cor van Otterloo, CEO of Punch Powertrain

Gearing up for growth in CVT demand By: Alan Tran

Demand is growing for Continuously Variable Transmissions (CVTs) for both vehicles designed for city traffic and those powered by batteries or a hybrid combination, according to Punch Powertrain. A CVT is said to anticipate the driver’s needs (e.g. more or less power), and tailors its near-infinite ratios accordingly. By adapting the transmission ratio to the torque curve of the engine, the CVT thus delivers optimized engine performance and responsiveness. Founded by DAF in 1972, the company is among the technology leaders with the launch of the legendary Variomatic, which is the forerunner to the current CVTs. The company has built on this expertise, focusing on the development of CVTs, hybrid powertrains and variators, as well as the flexible production of pulleys and hydraulic steering units. The Punch Powertrain CVT is designed for front-wheel drive vehicles with transverse engines. It is claimed to set new standards in comfort and driving dynamics through the mid-range torque band in particular. The company has also developed a hybrid powertrain based on the VT2 for B and C segment passenger cars. It has a 30kW integrated electric motor, a 3kWh lithium iron phosphate battery pack, coupled with a 1.5 liter, four-cylinder gasoline engine (77kW – 144Nm). It is plug-in ready, and offers a 25% cent fuel efficiency gain. The company says that performance is equal to a 2.8 liter gasoline engine. The VT2 has an external ratio and clutch control, while an optional oil pump for full and plug-in hybrids further optimizes the efficiency of the CVT and enables the car to drive purely on electricity for more than 10 miles. Automotive Industries (AI) asked Cor van Otterloo, CEO of Punch Powertrain, what the market potential is for CVTs. Van Otterloo: Our target market is A, B and C-segment vehicles worldwide. We strongly believe that smaller cars with an

engine displacement from 0.8 liter up to 2.0 liters will dominate the market. Total demand for CVT is estimated to be 7.5 million units by 2016. Our CVT is state of the art, and we are the only CVT manufacturer that is completely independent and not linked to any OEM. AI: Tell us about the new hybrid powertrain that Punch Powertrain has developed – what kind of customer feedback have you received? Van Otterloo: Our new hybrid powertrain is using SR (switched reluctance) technology, where we connect the electric power directly to the final drive to avoid any loss caused by the transmission. This brings an additional saving of around 8%, which counts twice - both in EV driving mode, and in regenerating mode. We are unique with this concept. The additional advantage is that the length of the powertrain is not increased, so there is no need to change anything on the chassis or crash box of the vehicle. This is highly appreciated by our customers. AI: How popular has your VT2 been? Please tell us a bit about how the VT2 was developed and how your new hybrid powertrain was developed. Van Otterloo: The fact that we are doubling our sales every year tells enough on the popularity of our VT2. For the development of the hybrid, we listened carefully to our customers who are asking for a solution that is affordable to the end customer without all kinds of government incentives, that fits in existing bodies, and has a CO2 reduction of at least 25%. AI: Tell us about your marketing strategy that has helped your company become one of the top three CVT manufacturers in the world. Van Otterloo: We focused on the growing markets first. This explains our focus on Asia. We have a no-nonsense approach towards our customers, giving them full service, education and training of their dealer network.


PUNCH Powertrain is an independent O.E.M. developer and manufacturer of continuously variable transmissions (CVT) and electrical and hybrid powertrains for passenger cars.

In developing the new generation CVT and hybrid powertrains optimum performance, Punch says the combination of minimum fuel consumption, low emissions and driving pleasure is key.

AI: How does your approach differ in Asia compared to other regions? Van Otterloo: We have no specific approach for Asia. However, we have chosen to act as a local company in the region. This means that we work with an excellent Chinese staff in Asia, serving our customers in their own language and culture. AI: Punch Powertrain faced a rough year in 2009. How did the company manage to overcome the recession and other problems? Van Otterloo: This was a painful period for us. We were just at the production ramp up of the first customers and in need of working capital to finance the supply lines, when the financial crises hit the world and also our mother company

Punch International. We had to start looking for alternative funding, which we found in three new shareholders. We went through tremendous cost cutting in that period to survive. Nevertheless, we and our employees never lost faith in our future. AI: What are your company’s plans for 2011 in terms of product launches and gaining new customers? Van Otterloo: Our target for 2011 is to increase the amount of customers from 12 to 15 this year. Parallel to our hybrid powertrain we will launch a full EV powertrain with a 60 kW electric motor and all necessary controls, suitable for B and C segment cars. Also the VT2+ will be launched, giving a 6% better efficiency compared to the VT2. AI

Funding fuels Punch Powertrain growth Millions of Euros have been invested in Punch Powertrain since it was bought in 2006 from ZF by Punch International. A 30% share of Punch Powertrain was sold to investment company Limburg (LRM) in 2009. This was increased to 100% in 2010. LRM facilitated a €24-million joint investment in Punch Powertrain by Gimv Buyouts & Growth Belgium (€18-million) and Capricorn Venture Partners of Belgium (€6-million) in April 2010. Punch Powertrain has raised another €30-million in bank credits to sustain its growth. “We are very proud that new investors like Gimv and Capricorn join LRM as shareholders. This additional capital allows Punch Powertrain to realize its ambitious growth plan in the years to come, through a solid expansion of production capacity, as well as the launch of innovative drivetrains for vehicles,” says Cor van Otterloo, CEO of

Punch Powertrain. The investment companies’ interest rose from the product portfolio of Punch Powertrain. The company is one of the top three manufacturers of CVTs, and is a major player in the Asian automotive market. Its client list includes Asian OEMs Proton, BYD, Greatwall, Haïma, CMC, Southeast and Geely (which acquired Volvo). In addition to CVTs, the company is using this funding to develop a whole generation of drivetrains for hybrid and electric cars. Capacity at the company’s production plant in Sint-Truiden, Belgium, has been increased to 240,000 sets of key components a year. They are assembled in a new Chinese plant, which has a design capacity of 450,000 CVTs a year on three production lines. The company has ISO/TS 16949:2002 certification. AI


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Time critical freight service keeps wheels rolling

innovation

By: Lenny Case

The automotive industry is highly vulnerable to time delays caused by freight and transport problems over long supply chains. This can lead to the loss of millions of dollars if assembly lines are shut down or if products are not delivered to customers. Priority Freight is an international emergency freight solutions management specialist which helps companies manage such risks. The family-run company was established in 1996 in Dover, England, and serves a range of time-critical industries such as automotive, aerospace, energy support and defense. Priority Freight says manufacturers are increasingly seeking the reassurance of emergency response services based on a formalized relationship with known personnel. Should an incident

Andrew Austin, chief executive officer of Priority Freight.

occur, a solution can be instigated immediately based on a firm understanding of the manufacturer‘s own business and unique supply chain. The company’s position as a leading one-stop for emergency freight solutions was recognized when Jaguar Land Rover, part of Tata Motors, awarded a contract to Priority Freight for the provision of emergency freight solutions in early 2010. Priority Freight says it was chosen by JLR for its strengths in the areas of linguistic capability, 24-hour operation, visibility, traceability, ongoing customer support and security.

Priority Freight on the road.

Priority Freight’s effectiveness was proven soon after the contract was signed, when British airspace was closed after the Icelandic volcano eruption. Priority Freight immediately adapted its worldwide network, utilizing areas not affected by the ash, by chartering an Ilyushin 76 aircraft. The company successfully controlled the rigors and complexities of communicating between the various parties, such as the logistics of varying quantities of products from the involved suppliers and OEMS, in a situation that was changing hour-by-hour. Despite the potential threat of shutdown for three UK manufacturing plants, Jaguar Land Rover was able to sustain its increasing sales volumes (global year-on-year sales were up by 12% in April 2010) during this challenging time. “What we were most proud of was being able to prove to Jaguar Land Rover the real benefit of us focusing on the premium sector rather than giving all of the business to one operator,” says Neal Williams, managing director of Priority Freight. The company has significant numbers of multi-lingual staff based in its European offices and a network of over 600 strategically located partner companies that can collect from virtually any global location on the same day, usually in under two hours. Some of the other critical projects Priority Freight has recently undertaken include the urgent shipment of 51 tons of car parts for a production line from Canada to the United Kingdom. The goods needed to be collected and delivered within five days of request. Priority Freight provided a solution by scheduling air cargo and air charter providers, using flights with scheduled airlines to meet the delivery deadline. The company then organized road transport in Canada and the UK to and from airports and delivered the goods intact and on time. Priority Freight’s rates were significantly cheaper than the nearest competitor, according to the company. Similarly, a major French Tier I automotive supplier asked Priority Freight to move four cartons of automotive parts from its factory in Northern France to Curitiba, Brazil. “The safest and most cost effective way to avoid a costly line stoppage at the OEM in Brazil was to arrange an on-board courier. A multi-lingual office team member with vast international travel experience, who could also deal with virtually any potential issue en-route was selected to accompany the freight. All flights and train tickets had been booked - including internal flights within Brazil, all customs procedures arranged and agents in Sao Paulo were ready to assist with connecting flights to the destination 450 km south of Sao Paolo. Loading on Friday morning, the courier personally delivered the parts to the factory the next day – and production was not affected.


The Priority Freight headquarters in Dover Automotive Industries (AI) spoke to Andrew Austin, chief executive officer, and Neal Williams, managing director, of Priority Freight. AI: How much of your business is automotive? Austin: We are a significant player in the automotive market and find it to be a dynamic and challenging environment to operate in. The size of this logistics environment, plus the willingness of most of those involved in the industry to consider a range of responses to their logistical issues, means that this is the dominant market that we are involved in. AI: What are the supply chain logistics systems involved in the auto industry, and what are your company’s automotive OEM and Tier I capabilities? Austin: The complexity of the global automotive supply chain is such that it means that Priority Freight is involved in many aspects of logistical services, everything from scheduled routes to dedicated transport, and all modes of transport – by sea, land, or air. We also perform personalized services including specific air charters of hand-carried consignments, depending on the solutions designed. We work with all major OEMs and Tier 1 suppliers, and are intrinsically familiar with the industry, its requirements, and the various nuances of the automotive sector. AI: What integrated logistics services and time-critical express transport services do you use for the automotive industry? Austin: On a daily basis, we “knit” together solutions using a variety of modes in order to provide an integrated solution to the customer’s issue. This can involve collection and delivery by van, trucks of various weight capacities, air-freight or aircharter by aircraft or helicopter, and short- and deep-sea shipping routes. With an extensive network of suppliers, all major eventualities can be resolved.

AI: Are you planning to increase Priority Freight’s global footprint? Williams: We are planning to increase our presence in a number of markets, as witnessed by the recent opening of offices in both Germany and Russia. We are particularly excited about emerging opportunities in Asia. Further locations are planned for Europe to increase our presence, and to fulfill customer demand, AI: What are the challenges of doing business in developing countries? Williams: There are many challenges in working in developing countries, including taut and complex supply chains due to distances involved, cultural differences, and the maturity of support operations in those locations. Additionally, experienced personnel have to be

Neal Williams, managing director of Priority Freight.

seconded to the various new locations, to supervise the establishment of indigenous manufacturing sites. Priority Freight is regularly called upon to help resolve such issues relating to the supporting supply chain. AI: What has gone into the development of Priority Freight’s network of associates around the world? Williams: Apart from a considerable investment in time and money, much focus has been on introducing the Priority Freight culture into the new operations, to ensure that a consistency of service to our customers is achieved, to the benefit of a long-term relationship in the various locations in which we operate. AI


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Canton Fair brings in effective buyers in downturn

innovation

By: Alan Tran

The 109th session of the China Import and Export Fair, also known as the Canton Fair, will start on April 15, 2011. The first phase will be held from April 15 to 19 and the second phase from May 1 to 5, 2011. The Canton Fair is held biannually in Guangzhou, China, every spring and autumn. The first Canton Fair was held 53 years ago in 1957 and has grown to be the largest exhibition in China covering a gamut of industries, including the vehicles and the vehicle spare parts sector. The Canton Fair acts as a facilitator between international and Chinese businesses at many levels including economic and technical co-operations and exchanges, commodity inspection, insurance, transportation, advertising, consultation, and more.

Canton Fair exhibition venue at night

The 108th Session of the Canton Fair in November 2010 attracted 200,612 overseas buyers from 208 countries and regions around the world. The number of buyers from the European Union and the United States significantly increased from the previous year, with European visitors increasing by 23% to a total of 41,735 buyers. Declines in numbers were seen in Asian buyers (109,536 down 7.8%), the Americas (28,879 down 1.61%), Oceania (6,180 down 11.25%) and Africa (14,282 down 12.64%). “The 108th session’s buyers were mostly from Hong Kong SAR (26,935), the United States (11,725), Taiwan Province (8,737), Iran (6,829) and Russia (6,598). Among the total buyers, the number of repeat buyers reached 135,403, accounting for 67.5% of the total. The number of new buyers reached 65,209, accounting for 32.5% of the total overseas buyers,” says Liu Jianjun, vice secretarygeneral and spokesperson of the Canton Fair. According to Liu Jianjun’s analysis, despite the drop in buyer attendance, business turnover registered a slight increase, showing that the proportion of effective buyers relatively increased in the 108th session. Market differentiation also shows that different countries have experienced different conditions in the recovery of domestic markets. The foundation of world economic recovery has, therefore, not been consolidated and the future remains uncertain. Liu Jianjun says that with the impact of the

rising price of raw materials and appreciation of RMB, the pressure of bargaining for export enterprises increases greatly. The fairs’ organizers strongly implement measures for the protection of Intellectual Property Rights (IPR) during exhibitions to fight the selling of counterfeit and shoddy goods. The Ministry of Commerce holds the Canton Fair IPR protection meeting which enhances the companies’ awareness of IPR protection. Of 884 complaints in the last session, 544 of them were identified as suspected cases of infringement. This is the same level as the previous session, although the amount of complaints regarding copyright and alleged copyright infringement decreased by 50%. “Notably, the number of successfully defended companies in patent cases increased by 62%, reflecting that the awareness of IPR protection among foreign trade enterprises has enhanced, and they can reliably use the national laws, Canton Fair IPR protection regulations and other legal means to protect their legitimate rights and interests,” say the Canton Fair’s organizers. The recent sessions of the Canton Fair have seen improvements in facilities, such as an increased capacity in the international pavilion. A newly established Brand Zone showcased a number of hightechnology products and energy saving exhibits from European and American companies. In the vehicle spare parts section, products such as engines, cooling, lubricants, transmission parts, steering and brake parts, vehicle dashboard parts, and automotive electric equipment were highlighted. In addition to the physical exhibition of the Canton Fair is the online version – the Canton Fair Online. Both the actual as well as the online version of the fair help boost exports as well as imports. “At present, the Canton Fair embraces new development opportunities. China Foreign Trade Centre, the organizer of the Canton Fair, will implement the guiding principles of “specialization, marketization, legalization, industrialization, and internationalization” by strengthening its efforts to invite buyers, promote the International Pavilion of the Canton Fair, adjust the organization structure, and improve the Canton Fair’s service. To promote the economic and trade development and cooperation between China and the outside world, we will foster a better environment and create more business opportunities to develop the Canton Fair to be a world class exhibition,” said Wang Zhiping, secretary-general of the China Import and Export Fair in a press release. AI


innovation innovation

Smartphones – making the right call By:James JamesHilton Hilton By:

With worldwide sales rising from 178 million units in 2009 to 478 million in 2014, smartphones are becoming the new standard in the mobile phone market. Customers rely on their smartphones for location-based services that help them in their everyday lives. Customers also have become accustomed to customizing their phones by installing their favorite apps for productivity, entertainment and social networking. This spectacular change in market mix and customer behavior led Parrot, a reference supplier in connectivity solutions for the automotive world, to create a new module, FC6100, designed for the OEM industry, aimed at integrating smartphone features in the vehicle environment. Automotive Industries (AI) spoke with Parrot’s executive vice president, Eric Riyahi, to learn more about the FC6100 and asked him how the FC6100 had evolved from the previous CK5xxx modules generation. Riyahi: The CK5xxx series has been adopted by many Tier 1 companies for vehicle manufacturers worldwide, in both mass markets and premium segments. Today, the FC6100 includes all the CK5xxx generation’s existing features such as handsfree telephony, multimedia connectivity, best-in-class acoustics and voice recognition. The FC6100 enhances these features by

introducing a framework based on Android along with continuous Internet connectivity. This combination allows features such as Internet radio, point of interest (POIs) management, off-board navigation, and other apps customers rely on in their everyday lives. The FC6100 brings together Parrot’s knowledge in automotive connectivity software libraries and the booming use of mobile Internet access based on Android. AI: What in-vehicle infotainment experience can customers expect thanks to the FC6100? Riyahi: Customers can expect to use their FC6100-powered unit the way they use their smartphone for productivity and entertainment, e.g. road maps, internet radio, weather, internet browsing, navigation, messaging and traffic information. New apps will be integrated depending on customer demand. In theory all Android marketplace apps can be integrated as long they have been validated by the car maker. The end user will have access to these apps through the car maker’s app store. AI: What are the key factors of success for this module? Riyahi: Parrot contends that connectivity is a commodity. The FC6100 is a platform targeting innovative mass-market vehicles. It is meant to be used by the main equipment manufacturers to

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Customers can expect to use their FC6100powered unit the way they use their smartphone for productivity and entertainment.

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aUdIo streaMIng

Internet radIo Maps

hands-free telephony

dUn-pan

3.0 MUltI-profIle

speaker-Independent voIce recognItIon

MessagIng weather

wIfI access poInt

traffIc Info

3g+

BrowsIng

playlIst ManageMent

UsB

apple devIces ManageMent

Mass storage ManageMent

navIgatIon

The FC6100’s software libraries

drastically reduce time-to-market and engineering costs. Customers can customize their products based on FC6100, an open-source platform, by implementing their own HMI, Androidcompatible apps and use cases. The platform will come with a standard suite of apps and connectivity solutions. Equipment manufacturers will develop their specific use cases and will not have to spend time and money developing alreadyexisting and widely-used features. AI: What’s next in Parrot OEM’s quest to provide ongoing connectivity in automobiles? Riyahi: Parrot launched a groundbreaking entertainment device in 2010, the AR.Drone. This mass-market quadricopter has helped spread the use of augmented reality by implementing video software processing in combination with realtime wireless feeds from on-board cameras. On the OEM side, Parrot will bring this technology in automotive mass market. One could imagine the possibilities of transforming the surrounding environment into synthesized information for the driver.

speed caMeras

Examples of apps running on FC6100

AI: How is the FC6100 currently being publicized for customers and future prospects? Riyahi: It’s been publicized in live demos, along with the AR Drone and a whole range of automotive solutions at CES Las Vegas 2011. A website dedicated to the FC6100 has been created, http://fc6100.parrotoem.com, which offers detailed information on the fields of expertise applied in the composition of the FC6100, the software libraries being used, compatible applications and its integration in the car environment. The site also features explanatory video content. Apart from the website and the CES Las Vegas 2011, the next opportunity to see a live demo will be at Telematics Detroit on 8th & 9th June 2011, held at The Rock Financial Showplace, Novi, Michigan, USA. AI

Find out more online at http://fc6100.parrotoem.com.

Automotive AutomotiveI nI ndduus st rt ir ei es s

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