With you every step of the way.

At Lubrizol we are an innovative specialty chemical company with three defining objectives. To stimulate
new ideas that create new opportunities. To enable differentiation by providing you with the most advanced
additive technologies. To create value for your business through our support, knowledge, and service.
It all adds up to measurable success for you, our customer. Lubrizol is with you every step of the way.

www.lubrizol.com
© 2008 All rights reserved.

aeix.hotims.com/22868-397
Where Do I Go for Automotive Products? OMEGA, of Course!
Shop online at omega.com ® omega.com
Your single source for process measurement and control products! off-the-shelf
automotive
ELC Graphic Panels Starts at **SGD-1.5/120-LY11 Starts at products
For PLCs $ 184 49
$
ship within
Pkg of 10
24 hours
S
Precision
STRAIN GAGES
- 1 -Axis
ELC-GP02 General Purpose

$1 ea
OMEGAFLEX® Starts at F2020 Series Sold in
Polyurethane $ 14 Pkg of 100

FHARRDEBOEUN!D
Tubing 100 ft Elements

MANUFACTUREDIN
By
OMEGA OOK
HANDB
OMEGAFILM®
TYUTH95 Flat Profile
Series PT100 RTD Elements
TM

Industrial INFRARED Visit Starts at Universal Verbalizer Converts

Thermometer/Transmitter omega.com/
OS550A
$245 Process Signals to Speech *OS530E Series
**HHM290 INFRARED Thermometer
*PATENTED Starts at
MANUFACTUREDIN
By
$295
OMEGA SUPERMETER ®

DMM/INFRARED TM
Thermometer
MANUFACTUREDIN
By

Economical Laboratory-Grade Visit OMEGA

omega.com/
Benchtop es
WTM-1000
1 5 0 d e g r e !”
WIND TUNNEL “ nh ei t
Fahre
*UV1000
Starts at
$239

Anemometer Sold Separately

MANUFACTUREDIN
By
OMEGA � 4" Diameter Internal Test Chamber
� Accommodates Either Hot-Wire or Vane-Type Anemometers
� Accuracy of ±1% of Setting *PATENTED

International Phone: Shop Online: Shop Online at

203-359-1660 omega.com/409AE3 No. *PATENTED
Covered by U.S. and
International patents and
International Fax: **Designed and Manufactured for OMEGA pending applications

203-359-7700 Over 100,000 Products Online!

www.omega.com www.omega.ca www.omegaeng.nl www.omegaeng.cz www.omega.fr www.omega.de www.omega.com www.omega.co.uk

info@omega.com info@omega.ca sales@omegaeng.nl info@omegashop.cz sales@omega.fr info@omega.de espanol@omega.com sales@omega.co.uk
Cover Art: Based on an Original Norman Rockwell illustration © The Curtis Publishing Company © COPYRIGHT 2009 OMEGA ENGINEERING INC. ALL RIGHTS RESERVED.
aeix.hotims.com/22868-201
POWERED WITH ELECTRICITY, GAS,
AND AUTOMATICALLY-GENERATED CODE.

THAT’S MODEL-BASED DESIGN.

To create a two-mode hybrid

powertrain, engineers at GM
used models to continuously
verify their design, test prototypes,
and automatically generate the
embedded code.
The result: a breakthrough HEV,
delivered on time.
To learn more, visit
mathworks.com/mbd

©2008 The MathWorks, Inc.

Accelerating the pace of engineering and science

aeix.hotims.com/22868-202
 contents

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

Features

18 Diesel or gasoline hybrids? 50 Smooth riding ahead 62 Innovating toward profitable

As the global financial crisis deepens,
companies must hone their R&D programs
and attempt to choose winning technologies,
with the European OEMs, in particular,
debating their hybrid strategies.
30 Engine upgrade
With displacements headed downward but
output expectations undiminished, evolving
sensor technologies and strategies are helping
to give a boost to engine performance,
efficiency, and emissions.
Integration and continuous development are
the key words as chassis dynamics head into
this century’s second decade.
54 Building in smarter materials
Technologies that can automatically respond
to changing conditions are expected to show
up increasingly in future automobiles.
58 Meeting the challenge of
mechatronics
Traditionally separate engineering disciplines
may not be capable of handling the intelligent
vehicle of today. Can an extended vision of
model-based design help?
sustainability
This year’s SAE World Congress theme,
“Racing to Green Mobility,” aims to help the
auto industry ensure the survival of the
planet—as well as its own long-term success.
66 2009 AEI Tech Awards
The editors of Automotive Engineering
International highlight some of the more
innovative new products and technologies on
display by suppliers at the SAE 2009 World
Congress, based on the latest information
provided by exhibiting companies.
68 What’s New at SAE 2009
AEI continues its preview coverage of the
products, services, and technologies to be
displayed this month at the SAE 2009 World
Congress in Detroit.

aei-online.org aei APRIL 2009 3

 From hybrid traction inverters to Power-Pro power distribution modules
and high-voltage PowerPro-Max junction boxes, Arens is driving the development
of power management technology required by today’s rapidly
expanding hybrid vehicle market.

Arens is North America’s leading producer Arens power inverters are available
of HEV drivetrain components and systems, in DC to DC, or DC to AC configurations up to
providing traction inverters with capacities 25kw with either single or three phase output
up to 500kw. in 120, 208 or 240 Volt.

Arens has developed a series of Arens also produces a wide range

intelligent power distribution modules of high-voltage junction boxes for
for today’s complex vehicle electrical routing power throughout hybrid
systems. These units use state-of-the-art vehicles, using CAN technology
digital electronics to improve both power to communicate with various
distribution and management. vehicle electrical systems.

Arens is designing and producing automotive-

hardened traction inverters for the passenger
car market. With production volume capacity
and output capacities ranging from 30kw to
150kw, Arens is becoming a key supplier
to the hybrid automotive market.

If you are developing a hybrid vehicle or HEV component systems, you need to talk to Arens
about your power management requirements. Visit www.arens.com and see the future in
power management technology for today’s and tomorrow’s hybrid vehicles.

Technology • Knowledge • Experience

Arens Controls Company, L.L.C. | Phone: 847.844.4700 | www.arens.com

aeix.hotims.com/22868-204
 contents
Department highlights What’s online
6 Editorial
Testing
40 Customized test rigs used for in-development
technology
@ aei-online.org
8 Focus Simulation Top articles of the month
42 Efficient tools and processes deliver smooth 1. Souriau makes new racecar connections | Motorsports
10 Global Vehicles 2009 Ram launch 2. EU sets long-term climate and energy goals |
Interiors Regulations/Standards
43 TRW’s active head restraint shortens 3. Bac2 the future for fuel-cell materials | Materials
4. Volvo gets press shop tooling aid from Corus |
response time
Manufacturing
Body 5. Innovative design on a budget | Design
44 A Tier 1 body-trim supplier is born 6. PSA, Bosch team on hybrids | Powertrain
Chassis 7. BMW Z4 gets folding hardtop | Vehicles
45 ‘By-wire’ boosts hybrid vehicle dynamics 8. Antonov answers Chinese desire for automatics |
Emerging Markets
Manufacturing 9. GM Holden to build Delta car line | Vehicles
47 DiMora deploys pattern-less casting technology 10. Simulation tools for in-cylinder combustion
Design development | Simulation
49 Johnson Controls’ concept highlights
cabin design
10 Iosis Max points to future Ford C-segment MAV Webcasts
12 5 Series Concept GT: BMW’s big hatchback?
12 Shape of a future British-built Nissan? 68 Product Briefs
14 Aston Martin unveils Lagonda Concept
14 Citroën DS concept to become reality in 2010
74 Companies Mentioned
16 Rolls-Royce shows ‘small’ model
16 Hyundai concept debuts future powertrain
technology 75 Regulations & Standards
17 Kia Number 3 on sale this year? 75 Merits of California greenhouse-gas rule debated Experts debate electric car future
17 Pop-up aerodynamic roof solution from Rinspeed The future of electric cars will be the subject of a discussion with
Compact Power’s CEO Prabhakar Patil, Magna International’s
76 Insiders & Insights CTO Ted Robertson, Ford’s Director of Sustainable Mobility
34 Technology Report Technologies and Hybrid Vehicle Programs Nancy Gioia, and
76 Scott Harrison: Azure Dynamics ripe for
Coulomb Technologies’ CEO Richard Lowenthal during SAE’s
Powertrain innovation
next Telephone/Webcast. Titled “Keys to the Electric Car Future:
34 MCE-5 VCRi engine offers high output in
Batteries, Drivetrain & Infrastructure,” it will be May 7 from
small package
78 Ad Index 11:30 a.m. to 1:30 p.m. ET and examine current and emerging
36 Lotus begins tests on VCR two-stroke
electric-vehicle technologies as well as solutions to obstacles
Energy/Environment facing plug-in hybrid and battery-electric vehicle manufacture.
38 A hard look at batteries
This webinar has been organized and will be moderated by
Electronics 80 The Big Picture
Bradley Berman, Editor of HybridCars.com. Information:
38 New consortium focuses on infotainment 80 Opel/Vauxhall Insignia www.sae.org/tele-webcasts/electric-car.
software
40 SuperSpeed USB on tap for cars?
Decoding EPA part 1065
“Decoding EPA Part 1065: Engine Testing Procedures,” a free
interactive webcast on May 19 at noon ET, offers insight into
how the 1065 regulation will affect your engine testing regimen
and, therefore, your compliance to it. The regulation revises the
Audited by
procedures for testing most categories of non-road engines, as
well as heavy-duty highway engines, and includes a number of
Automotive Engineering International, (ISSN 1543-849X), April 2009, Volume 117, Number 4 is published 12 times a year by new tests and test conditions that must be implemented. During
SAE International and printed in Brimfield, OH. Annual print subscription for SAE members: first subscription, $20 included in this 60-minute webcast, you will learn about equivalency
dues; additional single copies, $26 each North America, $31 each overseas. Prices for nonmember subscriptions are $135 North
America, $237 overseas. Periodical postage paid at Warrendale, PA, and additional mailing offices. POSTMASTER: Please return
formulae and how many of your current tests may be
form 3579 to Automotive Engineering International, 400 Commonwealth Dr., Warrendale, PA 15096. SAE is not responsible for appropriate for part 1065. Speakers are Michael Akard,
the accuracy of information in the editorial, articles, and advertising sections of this publication. Readers should independently Analytical Product Specialist, Horiba Instruments, and Rick
evaluate the accuracy of any statement in the editorial, articles, and advertising sections of this publication that are important to
him/her and rely on his/her independent evaluation. For permission to reproduce articles in quantity, contact customersales@sae. Rooney, Engineering Supervisor–Analytical Systems, Horiba
org, and for use in other media, contact aei@sae.org. Claims for missing issues of the magazine must be submitted within a six- Automotive Test Systems. Information: www.sae.org/mags/aei/
month time frame of the claimed issue’s publication date. Copyright © 2009 by SAE International®. The Automotive Engineering
International title is registered in the U.S. Patent and Trademark Office, and Automotive Engineering International is indexed and webcasts.htm.
abstracted in the SAE Global Mobility Database®.

aei-online.org aei APRIL 2009 5

 editorial
Thomas J. Drozda
Director of Publications
thomasdrozda@sae.org Extending range
Kevin Jost
Editorial Director
and content
Jean L. Broge In March, President Obama announced Hybrid plans and
Senior Editor
two major programs intended to drive technology develop-
Lindsay Brooke
Senior Editor development of next-generation hybrid ment are moving so quickly that we have
Patrick Ponticel and electric vehicles in the U.S. As part of decided to supplement this month’s fea-
Assistant Editor
the American Recovery and Reinvestment ture with extended online content. At AEI
Ryan Gehm
Assistant Editor Act, the U.S. Department of Energy is Online, you can read about the role of
Matt Monaghan commencing two competitive solicita- hybrid technology in heavy trucks (see
Assistant Editor
tions involving up to $2 billion in federal www.sae.org/mags/aei/5958) and in
Matthew Newton
Assistant Editor funding for cost-shared agreements re- China’s fast-growing car industry (/6135).
lated to the manufacturing of advanced Heavy vehicles on urban delivery and
Kami Buchholz
Detroit Editor batteries and related electric drive com- collection routes, as well as buses, are
Stuart Birch ponents, as well as up to $400 million for perhaps some of the more obvious ben-
European Editor
transportation electrification demonstra- eficiaries of hybrid power systems, where
Jack Yamaguchi
Asian Editor tion and deployment projects. the continual stop/start driving cycles
Contributors The Obama Administration hopes that offer many opportunities to recover and
Steven Ashley, Stephen Barlas, Dan Carney, Peter Chang,
Jörg Christoffel, Terry Costlow, Harry Evans, John Kendall, the investments will not only contribute recycle braking energy, we report.
Bruce Morey, Paul Weissler, Mark Wilkinson, Peter Wright,
to the reduction of petroleum use and Although distribution trucks and urban
Jenny Hessler, Jennifer Shuttleworth, Linda Trego
greenhouse gas emissions, but also ad- buses were the focus of attention at last
Wayne Silvonic vance the country’s economic recovery, year’s IAA Show in Hanover, Germany,
Art Director
energy security, and environmental sus- Mercedes-Benz displayed a concept
Tim Matisko
Senior Designer tainability. The end goal is to have 1 mil- Axor long-haul hybrid truck developed
Brian Fell lion plug-in and extended-range hybrid with Eaton, said to be the first time that
Senior Designer
vehicles on U.S. roads by 2015. a prototype hybrid long-haul truck had
Ryan Pristow
Senior Designer The initiatives come as fuel prices have been shown.
William L. Schall dropped nearly 50% off their highs of In China, we report online that the
Graphic Artist
just a few months ago and U.S. consumer Beijing Olympics last year saw a total 80
Scott Sward tastes slowly migrate back to larger, less hybrid and alternative-fuel vehicles on
Publisher, Periodicals & Electronic Media
efficient vehicles. Add to that an econo- public demonstration as ordinary taxis
Lisa Arrigo
Custom Electronic Products Editor my in turmoil with consumers unwilling and transport for Olympic officials. The
Marcie L. Hineman to part with their hard-earned money on Olympic hybrid car program had been
Global Field Sales Manager
hineman@sae.org big-ticket purchases. So clearly the presi- the first stage in a far-reaching plan to
dent and other energy-efficiency advo- gradually introduce China’s people to
Carolyn A. Taylor the concept of energy savings and more
Marketing Manager cates face an uphill battle.
carolt@sae.org As the U.S. financial crisis has spread environmentally friendly vehicles. And
Jodie Mohnkern globally, all automotive companies are late in 2008, one of China’s newest car
Circulation and Mail List Manager
mohnkern@sae.org finding that they must hone their R&D manufacturers, BYD of Shenzhen, an-
programs and attempt to choose winning nounced the world’s first production
AEI Offices
400 Commonwealth Drive technologies. In this issue’s “Diesel or plug-in hybrid car.
Warrendale, PA 15096-0001, U.S.A.
Web: www.aei-online.org gasoline hybrids?” feature, we cover how To keep up on the fast-moving world
European OEM startegies, in particular, of hybrid and other vehicle engineering
Editorial developments, visit our website at aei-
Phone: 724-772-8509 are evolving.
Fax: 724-776-9765 There will almost certainly be a need online.org or sae.org/mags/aei. And to
E-mail: aei@sae.org
to pursue more than one hybrid solution, get the latest technology news delivered
Advertising but chasing “many” looks like a luxury directly to your e-mail box, be sure to
Display–Linda Risch
Classified/Web–Debby Catalano that will be way beyond the financial sur- sign up for one or more of our new
Phone: 888-875-3976
vival kit of any one automaker. Of all the Technology eNewsletters, including the
724-772-4086 (Outside U.S. & Canada)
Fax: 724-776-3087 possible solutions, passenger-car hybrids newest on hybrid and electric vehicles.
E-mail: customersales@sae.org
can divide and subdivide from micro to
Subscriptions full electric assistance, from gasoline to
Phone: 877-606-7323
724-776-4970 (Outside U.S. & Canada) diesel and other fuels for their combus-
Fax: 724-776-0790 Kevin Jost
E-mail: customerservice@sae.org
tion-engine component. Editorial Director

6 APRIL 2009 aei aei-online.org

 to
When it comes to automotive RF and EMC testing, one size amplifier does not
fit all. But one company has everything you need for everything you're testing. AR
has high, mid & low power amps for whole vehicle, subsystem, component and
interoperability testing. And AR amps have the performance, dependability and
quality to cut any testing job down to size. Now we’re creating amps with
“subampability,” the ability to add power as needed.
With over three decades in automotive testing, AR is the number one source for everything from amplifiers and power-
matched accessories to complete test systems. AR’s TGAR systems for automotive transient testing adapt to changing test
specs. Our RF Conducted Immunity test system tests to automotive specs with an unmatched level of reliability, flexibility
and ease of use. Everything we do makes testing easier, more accurate and more cost-effective.
For any EMC/RF test on any part of any vehicle, AR is the perfect fit.
AR supplies a multitude of unique RF solutions to companies around the world – including the major automobile
manufacturers. Our limitless support network is second to none, and everything we sell is backed by the most
comprehensive warranty in the industry.
To learn more, visit www.ar-worldwide.com or call us at 215-723-8181.
Visit us at SAE 2009 World Congress – April 20-23, ISO 9001:2000
Cobo Center, Detroit, MI, Booth #900 Certified

rf/microwave instrumentation
Other ar divisions: modular rf • receiver systems • ar europe
USA 215-723-8181. For an applications engineer, call 800-933-8181.
In Europe, call ar United Kingdom 441-908-282766 • ar France 33-1-47-91-75-30 • emv GmbH 89-614-1710 • ar Benelux 31-172-423-000

aeix.hotims.com/22868-207 Copyright © 2008 AR. The orange stripe on AR products is Reg. U.S. Pat. & TM. Off.
 focus
SAE International
‘We’re changing the world
Board of Directors
with technology’—Bill Gates
Officers
The other day while waiting for a con- digital videos of
James E. Smith, Ph.D.
2009 President necting flight at Washington Dulles speakers’ presenta-
Thomas W. Ryan III International Airport, I was updating my tions and panel dis-
2008 President
Facebook profile when I received a cussions, along with downloadable pre-
Charla K. Wise
Vice President - Aerospace Twitter message on my phone from a sentation files. For the SAE World
Jacqueline A. Dedo friend who wanted me to see a new vid- Congress, all presentations from the three
Vice President - Automotive
eo on YouTube about an amazing new, technology theaters will be offered virtu-
Richard E. Kleine
Vice President - Commercial Vehicle self-driven vehicle. Being short on time, I ally. That is nearly 40 h of digital video
Terence J. Rhoades downloaded the video onto my iPod to featuring industry experts talking about
Treasurer watch while on the plane and quickly powertrain, energy, electronics, and high-
Carol A. Story
Assistant Treasurer finished a blog posting before catching level, strategic business issues.
David L. Schutt my flight home. In the coming months, other SAE
Executive Vice President With communication and information International events—including the SAE
and Chief Operating Officer
at our fingertips at all times, regardless of AeroTech Congress and Exhibition and the
Directors where we are, the question I have been SAE Commercial Vehicle Engineering
Aravind S. Bharadwaj pondering is how do we, as mobility en- Congress and Exhibition—will use this
Gregory W. Davis gineering professionals, best use these technology. The SAE 2009 Hybrid Vehicle
Mazen Hammoud technologies? Technologies Symposium, held in February,
Hal M. Heule
I believe there are several answers to is already available in the Virtual
Laura Hitchcock
that question. For starters, we must be Conference Center at www.sae.org/hybrid.
Andris Lacis
Ronald D. Matthews
bold. We must charge forward and use Of course, we still want you to attend
Cuneyt L. Oge this technology with the pioneering spirit the events in person and experience the
Douglas Patton by which it was created. But we must ex- meetings firsthand; but if you cannot, the
Mark L. Pedrazzi ercise some caution. Adjectives like “new” Virtual Conferences will take you there.
Nicholas K. Petek and “cool” don’t necessarily translate to It is an exciting time, but not a time to
Mark Pope “effective.” Also, we must consider the rest on our laurels. With each advance in
Brian R. Richardson
applications. Sure, we know the social technology comes a time when that tech-
Victor E. Saucedo
uses of these services, but what about the nology inevitably could seem outdated.
Gregory E. Saunders
Ahmed A. Soliman
professional and business applications? That is not a label we want to see here at
David Stout These are the types of questions we SAE International.
Leonard Tedesco ponder each day at SAE International. More new technologies are on the
We possess a tremendous amount of rel- way from SAE International; more ways
SAE Publications Board evant technical and educational informa- to help increase member value; more
Michael D. Madley - Chairman
tion. But how do we best provide this ways to provide solutions for today’s mo-
Nicholas P. Cernansky
Andrew J. Jeffers
information to our members and custom- bility engineers. We look forward to pro-
Daniel R. Kapellen ers? The answer is: in a variety of ways, viding them to you.
Douglas Patton which is what the modern engineering Until then, stay connected and keep
Mark L. Pedrazzi professional demands. your profiles updated.
This month, SAE International holds its As always, I welcome your feedback
SAE Section, Group,
and Affiliate Activities signature automotive event, the SAE and constructive input to this topic and
SAE International has 86 sections and World Congress. Those who attend in any other issues on your mind. Please feel
groups located in the United States,
Canada, Mexico, Taiwan, Russia, Belarus, person benefit from executive panel dis- free to e-mail me at focus@sae.org.
Egypt, Hong Kong, Romania, Italy, Malaysia, cussions and timely technical sessions
Ukraine, and Israel. Also, SAE affiliates
operate in the United Kingdom, Brazil, that speak to the most germane issues
and India. affecting mobility engineering.
A complete listing, along with their
respective officers, can be found at www. But what about those busy profession-
sae.org/sections/sectlist.htm.
Additional information regarding a
als who cannot attend in person; how do
particular section or group is available from they get much of that same information?
SAE Headquarters, Membership and Section
Programs, by contacting Sections@sae.org. One way is virtually.
In recent months, SAE International David L. Schutt
has rolled out its new Virtual Conference SAE Executive Vice President
Center, which enables users to access and Chief Operating Officer

8 APRIL 2009 aei aei-online.org

aeix.hotims.com/22868-209
 global vehicles
global
vehicles
Edited by Kevin Jost
Iosis Max points to future Ford C-segment MAV
The Iosis Max became the third European Ford
concept car to carry the Iosis name at the 2009
Geneva Motor Show. An­d just as the original
concept became the Mondeo and the Iosis X
became the Kuga multi-activity vehicle (MAV,
or compact SUV) last year, the Iosis Max con-
cept gave a glimpse of how Ford could develop
its kinetic design language for a possible
C-segment MAV.
Ford’s Iosis Max concept features a 1.6-L EcoBoost engine, automatic engine stop/start, and
Powershift automated transmission.
The Iosis Max has sliding rear doors and B-pillarless construction. Skeletal seats suspended from
the center console and a touch screen control panel are featured inside.
10 APRIL 2009 aei
It was about more than design, too. The
concept was also a showcase for Ford’s global
EcoBoost gasoline engine family, scheduled to
appear next year. An automatic stop/start sys-
tem with regenerative charging is perhaps inevi-
table for any future product with an internal-
combustion engine, and Iosis Max had that,
too, as well as Ford’s Powershift dual-clutch
automated transmission, already an offer in the
current Focus and C-Max model lines.
Ford reckons on fuel consumption reduc-
tions of 5 to 15% for the automatic stop/start
inclusion and a further 1 to 2% for the regen-
erative braking system.
The chosen EcoBoost engine for the concept
is Ford’s 1.6-L 180-PS (132-kW) four-cylinder
gasoline engine. By using turbocharging and
direct injection, Ford says it can deliver a 20%
reduction in fuel consumption compared with a
larger capacity gasoline engine of the same
output. Other features will include variable valve
timing on both inlet and exhaust cams, also
part of the efficiency-improvement package.
The concept showed new features including
sliding rear doors, which meet with frameless
front doors without a B-pillar. The car features
the trapezoidal lower grille that has become
part of the Ford kinetic design language. For
the Iosis Max, it includes three horizontal
chrome-rimmed bars to distinguish it from
current Ford models.
The C-pillars, which Ford describes as a
“flying buttress” design, act as spoilers chan-
neling airflow across the tailgate glass to im-
prove aerodynamic flow. Crowning the tailgate
glass is a full-width spoiler. The tailgate itself is
a two-piece design, not to provide a choice of
sedan trunk or hatchback rear access but to
ensure that the tailgate can be opened in con-
fined spaces.
The interior adopts a four-seat layout, fol-
lowing the trend for a center console that runs
the length of the cabin. In the case of the Iosis
Max, the console is a structural element sup-
porting all four seats, giving them the appear-
ance of floating in the interior. The seat con-
struction consists of a lightweight carbon-fiber
skeleton with nylon mesh insert panels.
The dashboard center panel is finished with
a smooth Plexiglas surface, which acts as a
touch-screen display similar to those of the
latest mobile phones.
Apart from the aerodynamic design, the
Iosis Max uses lightweight materials to reduce
weight, active cooling ducts that are closed
when not required, and narrow tires to help
improve efficiency.
John Kendall
aei-online.org
 If It Moves... Chances are It Moves with
®

MACPRIME® steel bars help our world move.

Just like other Gerdau MACSTEEL® brand products
these bars all are transformed into some critical
moving part or assembly that makes things
move…cars, crossovers, trucks, farm equipment, Steel Bars Cut to
Your Specifications
construction equipment, etc. If it moves there is
a good chance it moves with MACPRIME.

MACPRIME bars are precut to your exact

dimensional specifications and packaged to
fit your manufacturing process. Convenience,
precise length tolerances, accurate gram
weight tolerances and end squareness all 1.800.876.7833 www.gerdaumacsteel.com
verified with automatic computerized inspection.
Gerdau MACSTEEL experts will help you realize CERTIFIED
the full advantage of these value added precut ISO/TS 16949: 2002
ISO 14001
specialty bars. Call us for more information.
aeix.hotims.com/22868-211
 global vehicles
5 Series Concept GT: BMW’s big hatchback?
Hatchbacks take a large slice of the European market, dominating the
volume sectors. But shift up in size to large cars and there is a marked
shift to sedans. Volume manufacturers have dabbled with large hatch-
backs, but few can claim success.
So it was surprising to see the BMW Concept 5 Series Gran Turismo
at Geneva—the company’s take on the large hatchback. BMW is no
stranger to hatchbacks; there was the 1960s 2000 Touring and more
recently the 2008 X6, from which the Concept draws a few influences.
The Concept 5 Series GT sits on a 3070-mm (120.9-in) wheelbase.
The car offers a slightly raised seating position for its four occu-
pants—574 mm (22.6 in) from the ground for front occupants—a height
falling between those of the X6 and 5 Series sedan.
The coupe body
design of BMW’s 5
Series Concept GT
incorporates a split
tailgate, offering
sedan or hatchback
flexibility.
Individual rear seats of the 5 Series Concept GT are
separated by the cabin-length center console and
feature electric adjustment.
A split tailgate adds versatility, calling on a design feature seen on the
Skoda Superb last year. With the top section closed, the lower section
opens like a conventional decklid. A removable partition wall keeps cabin
occupants separate from the outside world.
How much trunk space is available depends on the position of the
individual electrically adjustable rear seats, which slide back and forth
through 100 mm (3.9 in). With the rear seats in the regular position,
BMW claims that rear legroom matches the 7 Series sedan with almost
as much headroom as the X5, while providing 430 L (15.2 ft³) of trunk
space. Shift them forward and trunk space grows to 570 L (20.1 ft³)
while rear legroom matches a 5 Series sedan. Fold down the partition
wall that separates the cabin and trunk, then fold the rear seats and it
will open up 1650 L (58.3 ft³) of trunk space accessed with the complete
tailgate raised.
The center console runs the length of the cabin separating the rear
seats, while above, a panoramic glass roof of similar length lightens the
interior. The dashboard features a black-panel instrument display and
central 10.2-in control display.
Front and rear doors feature frameless windows, whose aluminum
body surrounds are milled from one unit, says BMW. LED lamps are used
for the daytime running light corona rings around the headlights for the
first time on a BMW.
John Kendall
12 APRIL 2009 aei
Shape of a future British-built Nissan?
Concept or preview? That was the question posed by Nissan in displaying
the Qazana concept at the 2009 Geneva Motor Show. Nissan has al-
ready stated that a small crossover model will be built at its Sunderland
plant in the U.K. to replace the Micra, and there was a strong hint that
we should expect the production model to be Qazana-based.
Since the company also revealed its NV200 minivan in production
form at Geneva, Qazana buyers might expect a much more conservative
design for the production model, if the NV200 is a suitable yardstick.
The NV200 concept has been shown extensively at European shows,
and the finished item is a more conservative design. Perhaps that is not a
surprise for a vehicle that will be Nissan’s replacement European small
light commercial vehicle.
For the Qazana, the focus was firmly on the design. Apart from a
reference to all-wheel drive, Nissan was not talking driveline.
The concept is the work of Nissan Design Europe based in London.
According to Atsushi Maeda, Studio Chief Designer, the design team
“realized this image with the motif of a modern-day beach buggy and
four-seat motorbike.” The Qazana sits on a wheelbase of 2530 mm
(99.6 in) and measures 4060 mm (159.8 in) long, 1570 mm (61.8 in) tall,
and 1780 mm (70.1 in) wide with short overhangs front and rear.
The Nissan Qazana
compact crossover
concept is inspired
by beach buggies
and motorcycles.
Newspress
The Qazana control panel
features a touch screen to
control a range of functions.
Taking another design cue from the Nissan Navara King Cab pickup,
the Qazana’s two-door appearance conceals rear-hinged rear doors and
no B-pillar. The doors are all electrically operated, and the rear side doors
can only be operated when the front doors are open. The result provides
better access to the rear seats than a more conventional design.
Above the doors, the cant rails are more or less straight, while the
roof contains a pair of slender glass inserts running the length of the
roof to admit more ambient light. Daytime running lights are mounted
high on the wings with headlamps set into the deep front fender.
Although the front grille echoes the design of the current Nissan
range, the one-piece acrylic molding is a dummy grille, and cooling air is
admitted through the dark molding below the bumper containing a
number of large holes. Transparent acrylic moldings are used for the
door mirrors.
Inside, lightweight carbon fiber is used for the seat structure, visible
in places through the leather covering. A mesh fabric is used for the
center section of the seatbacks. Like other Geneva concepts, the
Qazana’s seats are suspended from the center console. A large central
touch screen carries a range of information from navigation to the four-
wheel-drive system and air-conditioning.
John Kendall
aei-online.org
Printed with permission of BMW AG

ZF technology –
the intelligent choice.
Because our transmission, chassis,
and steering systems significantly
reduce fuel consumption and
CO2 emissions.

www.zf.com

New developments such as our 8-speed automatic transmission, dual clutch transmission, and hybrid mod-
ules and systems offer advanced, fuel-efficient driveline solutions, while our electric power steering systems
and lightweight chassis components and systems improve handling and reduce weight. But it doesn’t stop
there. With ZF products, you’ll also experience superior driving dynamics, safety and comfort. So next time
you’re buying a car, there doesn’t have to be a trade-off between economy and performance.

Driveline and Chassis Technology

aeix.hotims.com/22868-213
 global vehicles
Aston Martin unveils Lagonda Concept
Concept cars can cause many reactions at an international motor show,
varying from admiration to disbelief. Aston Martin’s Lagonda Concept,
revealed at the Geneva Motor Show, managed to inspire both.
Based on a Mercedes-Benz GL platform, but with a 6.0-L V12
Aston Martin engine, the all-wheel-drive vehicle, which revives the
Lagonda brand name, is designed particularly for some of the more
challenging road environments in the world, including South America,
India, and China, as well as for metropolitan Europe but not essentially
for urban use.
Described by Aston Martin boss Dr. Ulrich Bez as a “four-seat inter-
national cruiser and avant-garde luxury car,” the bluff-fronted concept
has a commanding presence with high waistline and letter-box rear win-
Aston Martin’s Lagonda Concept uses a Mercedes-Benz GL platform
but has an Aston Martin V12 engine.
dow, cues from the V12 LG6 Lagonda of the late 1930s. It is a serious
project that could reach production in 2012-13.
Design Director Marek Reichman underlined the concept’s clear delin-
eation between cabin, shoulder line, and flanks. The car has a very large
front grille, in keeping with current marque identity philosophy but also
reflecting 1920s and 1930s designs. It sits on 22-in wheels, which accen-
tuate its high ground clearance. “We are still very much in the concep-
tual stage,” stressed Bez, who added that hybrid, diesel, and flex-fuel
technology could be part of the mechanical elements of a production
version. A possible price range would be about $215,000 to $290,000.
Aston Martin is still planning to introduce its four-door Rapide; the two
cars will be distinctly different, fitting different market niches.
Founded in 1899, Lagonda became part of Aston Martin in 1947.
The name was used for a 1993 concept created by Ghia Design in 1993
and for two low-volume products a year later.
Aston Martin also took along its new DBS Volante (convertible ver-
sion of the DBS coupe) to Geneva, together with the latest Vantage ver-
sion, the V12, based on the V8 Vantage. Its 6.0-L V12 engine produces
380 kW (509 hp) and 570 N·m (420 lb·ft). Top speed is 305 km/h (190
mph) and 0-100 km/h (0-62 mph) acceleration time is 4.2 s.
Stuart Birch
14 APRIL 2009 aei
Citroën DS concept to become reality in 2010
Citroën’s DS Inside concept, revealed in a darkened side room in the
Citroën booth at the 2009 Geneva Motor Show, generated an age-
related split among potential buyers polled in France, according to a
Citroën source. Those old enough to remember Citroën’s iconic DS may
have thought the new concept was shamelessly riding on the DS coat-
tails, but younger respondents thought the DS reference was to
Nintendo’s handheld video-game console.
Newspress
DS Inside concept hints at future Citroën design. The DS3, based on the
DS Inside, will be launched in early 2010.
Citroën has tried to avoid the issue by suggesting that DS stands for
Different Spirit, OK until you try it in French. And Citroën was only
showing the outside of the Inside; we will have to wait before we can
see the interior.
Nonetheless, the concept is the shape of things to come. The DS
Inside is based on the smallest of the DS concepts, the DS3, due for
launch early next year. The design team was headed up by British de-
signer Mark Lloyd. There is something of the Mini about its appearance,
emphasized by the two-tone color scheme featuring a vivid pink roof
and matching door mirrors.
The production DS will not replace an existing model but is part of
the company’s new “Créative Technologie” philosophy, which is destined
to produce a new Citroën model every ­six months for the next three
years. Citroën promises two further DS models, code-named DS4 and
DS5, to follow.
Besides the DS Inside, Citroën also announced a Euro 5-compliant 150-
PS (110-kW) diesel engine, which will be available in the C4 Picasso com-
pact multipurpose vehicle range from May 2009. A diesel particulate filter
will be standard equipment. The engine will drive through a six-speed au-
tomated transmission with quoted carbon dioxide emissions of 152 g/km.
John Kendall
aei-online.org
 Let Our Innovative Team of
Experts Help You Solve Your
Next Hybrid Testing Challenge
Visit Us at SAE World Congress Booth #1401

800.346.7422 | www.horiba.com aeix.hotims.com/22868-215

Explore the future Automotive Test Systems | Process & Environmental | Medical | Semiconductor | Scientific
 global vehicles
Rolls-Royce shows ‘small’ model
Rolls-Royce unveiled the 200EX experimental car at the 2009 Geneva
Motor Show, which the BMW subsidiary described as a design study for
a contemporary four-door saloon that shows the direction for RR4, a
new model series from Rolls-Royce due for production in 2010. The
200EX follows on from the 2006 101EX, which set the scene for the
Phantom Coupe launched in 2008.
The same group of designers and engineers, under Chief Designer
Ian Cameron, is responsible for the 200EX. Their design brief was simply
“to create a modern, lithe, and dynamic Rolls-Royce that bears all the
hallmarks of the great cars that have gone before it: effortless perfor-
mance, unparalleled refinement, exquisite quality, and confident de-
sign.” Ian Cameron described the 200EX as “a touring saloon with more
than a little panache and perhaps more bravado than one might have
expected from a Rolls-Royce Motor Car.”
Newspress
Forthcoming Rolls Royce “RR4,” due in 2010, is likely to draw heavily
on the 200EX Experimental Car.
Despite the modern interpretation, 200EX carries many design fea-
tures that mark it out as a Rolls-Royce—such as the elevated prow, the
long bonnet with short front overhang, and raked A-pillars. The car car-
ries the rear-hinged rear doors, first seen on the Phantom too, which
Rolls-Royce claims gives the widest rear access in the car industry. The
doors open to 83˚.
LED headlamps flank the modern interpretation of the Rolls-Royce
grille. “We wanted this to be less reminiscent of the traditional
‘Parthenon’ style and more like a jet intake,” said Cameron.
There are plenty of traditional features in the interior such as the
violin-key switches, eyeball air vents, and black steering wheel, which
itself incorporates a number of violin keys and a roller-ball control. The
interior is finished in natural grain Crème Light leather, with Cornsilk
carpets, cashmere blend headliner, and Santos Palissander wood veneer.
The 200EX is 5399 mm (212.6 in) long, 1948 mm (76.7 in) wide,
1550 mm (61.0 in) tall, and built on a 3295-mm (129.7-in) wheelbase. In
other words, it is small by Rolls-Royce standards.
Tires are 255/45 R 20 tires at the front and 285/40 R 20 at the rear.
Drivetrain details released were limited to the engine; it is a V12.
John Kendall
16 APRIL 2009 aei
Hyundai concept debuts future powertrain
technology
Hyundai’s design studio in Rüsselsheim, Germany, was the source of the
Ix-onic compact SUV concept on display at the 2009 Geneva Motor
Show. The five-seat design, measuring 4400 mm (173.2 in) long, 1850
mm (72.8 in) wide, and 1650 mm (65.0 in) tall, is slightly larger than a
European C-segment hatchback and is said to offer the on-road driving
dynamics and off-road ability of an SUV.
Newspress
Hyundai’s European designers based in Germany shaped the Ix-onic
concept.
The Ix-onic offered the first sight of Hyundai’s 1.6-L four-cylinder
engine with turbocharging and gasoline direct injection, delivering maxi-
mum power of 170 PS (125 kW). Combined with idle stop and go, a
six-speed dual-clutch automated transmission, and drive to all four
wheels through an “intelligent” transmission system, the Ix-onic emits a
claimed 149 g/km of carbon dioxide on the EU combined test cycle.
External design features include a rear window constructed from
Lexan plastic developed in cooperation with SABIC Innovative Plastics.
Hyundai says this has enabled designers to give the rear window a much
more 3-D shape. Integrated spoilers on each side of the rear window are
designed to reduce aerodynamic drag. The composite window also in-
corporates the roof spoiler in the top section.
Other features include LED daytime running lights. Part of the display
moves downward automatically when the dipped beam headlamps are
switched on.
Inside, an X-shaped visual theme is repeated throughout the cabin.
The floor is covered with an ice blue ribbed carpet, the ice blue reflected
in the trim seams. Fabric with a greater focus on breathability is used for
the seat center panels. A blind-spot-warning light is incorporated in the
rearview mirror.
John Kendall
aei-online.org

Kia Number 3 on sale this year?
The Kia Number 3 Compact multipurpose ve-
hicle concept unveiled at the 2009 Geneva
Motor Show presented the future face of all Kia
models, which will combine the radiator grille,
headlamps, and brand logo, as seen on the
Number 3 concept, in varying sizes to suit the
particular model. Developed at Kia’s Design
Centre Europe in Frankfurt under Chief Designer
Gregory Guillaume, it also gave an impression of
how a particular forthcoming Kia model, due
for launch later this year, might appear.
Newspress
Frankfurt-designed Kia Number 3 maps out
the frontal treatment for future Kia models.
Number 3 sits on a 2615-mm (103.0-in)
wheelbase and measures 1760 mm (69.3 in)
wide and 1600 mm (63.0 in) tall, providing
the car with a relatively long wheelbase and
short overhangs. At the front, the white con-
tour line on the front grille panel is illumi-
nated when the engine is turned on. Details
extend to the tires, which include a snow
crystal tread pattern.
Inside, Number 3 provides seating for five.
A central control unit gives access of the navi-
gation, audio, air-conditioning, and Internet
connections to the driver and front passenger
at the turn and push of a button.
Echoing other Geneva concepts, Number
3 features a full-length panorama glass roof,
which continues to the rear spoiler. A diago-
nal roof support helps to reinforce the roof
section.
To help prevent dazzle, a sun visor,
equipped with a solar sensor, automatically
moves the visor to shield the driver from direct
sunlight.
The seats are upholstered in a water-repel-
lent textile finished in a matte gold color. The
rear seats can be adjusted independently or
folded down.
John Kendall
aei-online.org
global vehicles
Pop-up aerodynamic roof solution from Rinspeed
Swiss automotive design and engi-
neering company Rinspeed can be
relied upon to reveal a quirky con-
cept at any Geneva Motor Show,
and this year was no exception.
It has come up with the
iChange, claimed to be the world’s
first car with a body that adapts to
the number of passengers on board.
Rinspeed boss Frank M.
Rinderknecht believes the adaptive The roof of Rinspeed’s iChange concept can be raised or
lowered at the rear by 150 mm (5.9 in). It has been designed
body is right for a changing auto to improve aerodynamics if only the driver is on board.
industry: “It is clear that only those
companies will survive that have innovative an-
swers for the demands of a new automotive era.”
The zero-emissions vehicle (ZEV) electric
iChange is certainly innovative and can morph
from single-seater (driver in a central position) to
three-seater (two rear passenger seats), said the
ebullient Rinderknecht: “At the push of a button,
the rear end of the teardrop-shaped car magically
pops up.”
In fact, the rear of the passenger “bubble”
rises by about 150 mm (5.9 in) driven by an elec-
tromechanical system and supported by a pair of
gas struts. Two cables are used to close it. The
idea behind this nifty trick is to take every op-
portunity to achieve improved aerodynamics,
allowing an optimum Cd when only the driver is
on board. Rinderknecht says the comparative Cd
figures have not been measured: “It is more im-
portant for the thought and the vision than the
absolute figures.”
The entire adaptive roof section tilts forward
to allow passenger entry to the car.
Built by engineering services company Esoro,
An electromechanical system raises the
the concept has a curb weight of some 1050 kg rear of the roof of the three-seat Rinspeed
(2315 lb). Its electric motor produces 153 kW iChange.
and is powered by lithium-ion batteries available
in two stack configurations, for short- or long-
haul driving.
Performance figures include a claimed top speed in single occupant aerodynamic mode of 220
km/h (137 mph) with 0-100 km/h (0-62 mph) acceleration in just over 4 s. Power is transmitted via
a six-speed preselector gearbox adapted from the Subaru WRX.
Siemens’ central research department supplied integration technology for the motor, electron-
ics, and battery interface. Eberspächer developed an iChange-specific heating system suitable for
a ZEV. Solar panels on the top and sides of the concept’s roof provide HVAC power when required.
Weight savings was a design target from the outset, and the car has custom-made forged alloy
wheels by AEZ, shod with Pirelli P Zero tires with aerodynamic shrouds.
The car’s navigation system includes an energy-saving route guidance system.
The Swiss Federal Ministry of Energy (Bundesamt für Energie) is s­upporting the iChange
project.
Esoro develops fiber-reinforced components from initial conception to preproduction levels.
Nonlinear, strong orthotropic FEA and crash simulation are part of its work, which includes its
E-LFT production technology for Weber Automotive. It is described by the company as making
large-scale production of high-strength and lightweight composite parts affordable.
E-LFT composite parts weigh more than 30% less than comparable steel parts, stated Esoro.
The tailgate of the production Smart ForTwo represents the first series production application of
E-LFT.
The company is now developing a new process called Melt Embossing for the production of
high-end thermoplastic component parts with low initial investment for structural and semi-struc-
tural applications.
Stuart Birch
aei APRIL 2009 17
Diesel or
Diesel or gasoline hybrids?

gasoline
hybrids?

Land Rover is developing its ERAD (electric rear axle drive)

for use with a hybrid diesel system.

Time is running out for the auto in-

As the global financial crisis
deepens, companies must hone
their R&D programs and attempt
to choose winning technologies,
with the European OEMs, in
particular, debating their hybrid
strategies.
by Stuart Birch
dustry’s uncertainty on the matter of future powertrains. As
the global financial crisis continues to tighten, senior execu-
tives’ stock phrase that “many possible solutions are being
considered, researched, and developed” may no longer be vi-
able. There will almost certainly be a need to pursue more
than one solution, but chasing “many” looks like a luxury that
will be way beyond the financial survival kit.
Confident decisions have to be made because, for most
manufacturers, money is no longer available for multiple-
choice answers to the single but very tough question of what
powertrain technology to back as the credit-crunch virus
spreads to become a technology crunch.
Of all the possible solutions in the frame, hybrids remain
prominent as they gain market momentum, but even they
divide and subdivide between micro and full, gasoline and
diesel.
“OEMs are now concentrating very hard on where they can
put their powertrain R&D money as they realize that they can
no longer support every possible solution and must narrow
their focus,” said Andy Eastlake, Head of Laboratories at
Millbrook Proving Ground, one of the most comprehensive
of its type in the world. “At Millbrook, we are seeing OEM
programs cut or delayed; companies will have to make deci-
sions as they focus on new products to meet CO2 legislation in
a declining market. There is great caution.”
While the gasoline-hybrid versus diesel-hybrid debate con-
tinues, satellite issues still circle it, including internal-combus-
tion (IC) engines burning biofuel, CNG (compressed natural

18 APRIL 2009 aei aei-online.org


Millbrook’s Andy Eastlake
said that OEMs are now
concentrating hard on where
to place their R&D money.
gas), and liquid petroleum gas, while
homogeneous-charge compression-igni-
tion convergence engines such as
Mercedes-Benz’s DiesOtto remain
somewhere over the time and budget
horizon.
Aftermarket hybrid technology
There is also the possibility of hybrid
aftermarket solutions. In the U.K.,
Millbrook, Cranfield University, the
Advanced Lead-Acid Battery
Consortium, Provector, and The
Electrical Power Group, a spinoff of
Oxford University, are collaborating on
a manually switchable retrofit hybrid
system for front-wheel-drive cars, hav-
ing the rear axle electrically driven on
demand. The work is funded by the UK
Energy Saving Trust.
Eastlake makes the point that, ide-
ally, any hybrid system should remain
relatively simple to achieve an early
cost/benefit ratio and return. Also, as
hybrids become highly sophisticated,
ancillary systems, too, become complex
and expensive. He noted that one little-
considered aspect of sophisticated
hybrids is the effect on the nonrunning
IC engine when the vehicle is being
operated in electric mode over a poor
road surface and subject to shaking and
vibration.
Seriously diesel
European companies that are taking
diesel-hybrid technology very seriously
include Land Rover, PSA Peugeot
Citroën, Volkswagen, and Mercedes-
Benz. The applications span all-wheel-
drive, off-road, and sedan models, with
aei-online.org
a conviction that the CO2 and fuel-con-
sumption advantages of diesel are so
marked that despite the higher unit cost
of an engine and NVH challenges, the
technology provides the efficiency fig-
ures that end users expect and future
legislation requires.
Land Rover is adamant that the die-
sel hybrid is the right approach for its
vehicle range and cites its LRX concept
as making the point. The company be-
lieves that a production vehicle of the
type would be able to return a CO2 fig-
ure of 120 g/km and a NEDC (New
European Driving Cycle) combined fuel
consumption of 4.7 L/100 km.
The company’s initial move into pro-
duction diesel hybrids has already be-
gun, with a stop-start system on the
2.2-L Freelander 2TD4_e, which it
claims as the world’s first intelligent
stop-start SUV. Compared with the con-
ventional diesel Freelander, consump-
tion is improved by 12% in the com-
bined cycle. CO2 figures are down 8%,
from 194 to 179 g/km.
Particular challenges were to reduce
shake during shutdown. This was
achieved by precise control of throttle
opening and fuel ramp-down, together
with switching off the alternator to re-
duce engine load.
Another change made to the regular
mechanical systems of the Freelander is
a new polyetheretheketone friction con-
trol plate for the dual-mass flywheel.
The LRX concept indicates Land
Rover’s design and technology
direction for future hybrids.
Powertrain | Energy
Feature
Land Rover has stated that it has
very extensive diesel hybrid plans.
“The next milestone on our route map
is a belt-ISG [integrated starter-genera-
tor] micro hybrid,” said Murray
Dietsch, Director of Land Rover
Programs. “It will be used in conjunc-
tion with supercapacitors.”
Land Rover is working with the UK
Technology Strategy Board on several
hybrid and other green technologies.
These include the plug-in range-extend-
ed hybrid vehicle (REHV); the kinetic
hybrid (with a flywheel energy-recovery
system); and the series hybrid, powered
full-time by battery electric drive. The
vehicle would have a small three-cylin-
der IC engine driving a generator to
recharge the battery.
The target for the REHV is to reduce
CO2 emissions on the NEDC combined
cycle by better than 35% and produce a
zero-emissions range of at least 12 mi
(19 km). In reality, this would mean CO2
emissions below 140 g/km on a future
Range Rover and less than 100 g/km on
a Freelander-size vehicle.
A further objective is to develop a
parallel hybrid drive compatible with a
fully capable off-road 4 x 4 system. This
is Land Rover’s diesel ERAD (electric
rear axle drive) hybrid concept, facilitat-
ing running in electric mode only in
all-wheel drive. It would be modular
and scaleable.
Of course, advances in battery tech-
aei APRIL 2009 19
 Diesel or gasoline hybrids?
Distribution of power: VW is developing a diesel hybrid Golf via its TwinDrive program.
nology and capability remain high on
the “need to achieve” list of every man-
ufacturer of hybrid products. While
nickel metal-hydride (NiMH) batteries
are competent by today’s standards,
recharging is a lengthy business. Lith-
ium-ion (Li-ion) batteries are lighter,
have a greater energy density, and offer
benefits in terms of rapid absorption of
the charge from regenerative braking.
The energy-to-weight ratio is high; Land
Rover quotes 2500 W·h/kg compared
with 1400 W·h/kg for a NiMH, with 2.5
times more useable energy per kilo.
Prologue to the diesel story
PSA Peugeot Citroën is also planning a
diesel hybrid with drive to all four
wheels. The IC engine will drive the
20 APRIL 2009 aei
Peugeot plans to launch the diesel
hybrid 3008 for 2011 production.
front wheels, an electric motor the rears.
Peugeot’s Prologue Hybrid 4 cross-
over—codenamed T84—concept with
2.0-L HDi diesel engine was seen at last
October’s Paris Motor Show and is ex-
pected to reach production for MY2011
as the 3008. PSA is also looking to
achieve a 35% reduction in CO2 and fuel
consumption, compared with a similar
vehicle with a conventional powertrain.
The T84’s maximum torque delivery
is 300 N·m (221 lb·ft) at the front wheels
and 200 N·m (148 lb·ft) at the rear.
Claimed fuel consumption is 4.1 L/100
km and CO2 emissions an exceptionally
low 109 g/km in the NEDC combined
cycle.
Eric Breton, PSA Peugeot Citroën’s
Director of Hybrid Electric Technology
Programs, regards the choice of diesel
for a hybrid system as a matter of com-
mon sense. “A diesel hybrid reduces
CO2 emissions by 50% compared with a
gasoline engine. Gasoline hybrids are
hardly better than the best diesels in this
respect. A diesel hybrid will produce
30-35% less CO2 than a diesel engine—
so environmentally, diesel is the best
choice. But perhaps the most convincing
argument is the combined strength of
the diesel engine on the open road and
on the motorway, with the advantages
of electric power in urban areas.”
Stop starting in 1994
Although production micro hybrid sys-
tems might be regarded as a relatively
recent technology, Volkswagen intro-
duced one on the diesel Golf Ecomatic
for MY1994, reducing NOx by 25%. The
current Passat BlueMotion incorporates
a development of that technology.
VW is another company that is focus-
ing on diesel hybrid potential. Its Golf
TwinDrive, with a new 1.5-L TDI IC en-
gine, electric drive, and a DSG (dual-
clutch) transmission, is being fleet-tested
in Berlin. VW decided that the limited
range—just a few kilometers—in ZEV
electric-drive mode of some hybrids
eroded their practicality, so the
TwinDrive has been designed to achieve
an average of about 50 km (31 mi).
“While the e-motor of a typical hy-
brid model just supplements the com-
bustion engine, the exact opposite is
true of the TwinDrive,” said Prof.
Martin Winterkorn, VW Group
Chairman.
As well as cost and NVH issues, the
limiting factor for diesel hybrids for cars
is engine size. Small diesels may not be
ideal candidates for the technology, and
achieving satisfactory quality levels—
particularly in stop-start operation—for
large diesel-engined hybrid systems in
high-end sedans can be challenging.
That is why Mercedes-Benz, which
has espoused the diesel hybrid, per se, is
launching its first production hybrid
this year with a gasoline engine. The
S400 BlueHYBRID will have a 3.5-L V6.
Mercedes is set to claim it as the world’s
most economical luxury sedan with a
gasoline engine, returning 7.9 L/100 km
for the NEDC combined cycle and CO2
emissions of 190 g/km.
The S400’s IC engine produces 205
kW (275 hp), while its electric motor
generates 15 kW and step-off torque of
aei-online.org
aeix.hotims.com/22868-221
 Diesel or gasoline hybrids?

Hybrid luxury is scheduled to

be delivered by Mercedes-
Benz this year via the S400
BlueHYBRID.

160 N·m (118 lb·ft). The car will have another claimed first for
a production car: a high-voltage lithium-ion battery. The
car’s systems include a stop-start function and brake energy
regeneration.
Mercedes will also launch the gasoline ML450
BlueHYBRID SUV this year, and following its application to
the Smart, stop-start is being fitted to several versions of the
A- and B-Class.
But Mercedes specialists agree that it is clean diesel hybrids
that potentially present the greatest fuel savings. The Vision
GLK BlueTEC Hybrid with the company’s new OM651 2.2-L
four-cylinder diesel has a combined IC/electric motor torque
output of 560 N·m (413 lb·ft) and a combined fuel consump-
tion of 5.9 L/100 km.
Also significant is the DiesOtto-powered Mercedes F700
research hybrid that combines 175-kW (235-hp) IC engine out-
put with a 15-kW electric motor for a maximum torque of 400
N·m (295 lb·ft), combined fuel consumption of 5.3 L/100 km,
and emissions of 127 g/km. “It is difficult to find a Mercedes-Benz S-Class customer who does not
ask when a hybrid can be bought,” said Daimler boss Dieter Zetsche.
The Zetsche view
Daimler AG boss Dr. Dieter Zetsche, though, cautions for a leave any of those fields untouched. It is an unprecedented
pragmatic approach to new powertrain technologies. “There is challenge to be ahead in all those fields at the same time.”
no such thing as a silver bullet,” he told AEI. “I would love to And that is precisely the predicament in which so many
have a breakthrough technology where we focus all our re- companies now find themselves. Mercedes’ has an annual re-
sources and push like hell and be the first ahead of the whole search budget of about €3 billion, with the whole Daimler
industry. Unfortunately, it is like a puzzle with many pieces; a group’s research budget reaching €5 billion. As the world’s
combination of all those technologies that will lead us to financial crisis continues, these are figures about which most
where we have to go. And we have to go through the entire manufacturers can only dream.
energy management of the vehicle. And even within the security-tight walls of Mercedes-Benz
“Then you have to go for electrification, beginning with research centers, such budgets must be under constant re-
stop-start, progressing through hybrids, and ending up with a view—a fact that will concentrate minds very much more
ZEV with battery-energy storage or a hydrogen tank and fuel- sharply on deciding likely winners and losers in the power-
cell creation of electricity.” train stakes. aei
Zetsche said that, initially, Mercedes thought that the hy-
brid concept might be some sort of marketing tool, “but now What’s online To read more about the latest hybrid
it is difficult to find an S-Class customer who does not ask
when a hybrid can be bought. I do not think that companies
@ aei-online.org technology, see AEI feature articles on trucks
at www.sae.org/mags/aei/5958 and on
developments in China at /6135.
like us could survive short, mid, or long term if we were to

22 APRIL 2009 aei aei-online.org

Working hard to improve fuel efficiency and lower emissions?

SPAL IS
READY TO
GIVE YOU
A HAND

BRUSHLESS MOTOR
FANS & BLOWERS Waterproof Brushless
Sealed, Lightweight, High Efficiency
Hybrid, Electric, Fuel Cells: key words for the future of transportation. All new vehicle techno-
logies and upcoming emission regulations worldwide (EURO 6, US TIER 2) are leading to more
demanding requirements for the onboard electric and electronic components in HVAC, Po-
wertrain Cooling and Battery thermal management systems. Lower weight, Lower NVH, higher
efficiency and lower power consumption are just some of the key advantage that SPAL’s new
range of advanced Sealed Brushless fan and blowers can bring to the vehicle.

SPAL is ready to provide customers with an extensive range of high performance DC and advan-
ced sealed Brushless products specifically designed to respond to the new demands in vehicle
ventilation and cooling. SPAL offers unique co-design capabilities to realise products which can
meet the most challenging customer requirements.
No Worries!
Advanced Brushless Products feature:
• Low Power Consumption
• Low Weight
• Low NVH
• Electronic Controls with on-board Diagnostics
• Motor with Integrated Signal and Power Electronics
• 100% waterproof (IP68) OUTSTANDI NG TECHNOLOGY
• Safe design for total protection
• High resistance to vibration aeix.hotims.com/22868-223 SPAL AUTOMOTIVE:
Via Per Carpi, 26/B • 42015 Correggio • Italy
• Very long life in all operating conditions Ph: +39 0522 731311 • oem@spal.it • www.spal.com
A winning
A winning iQ
iQ
A conch shell on wheels?
The bodyshell of Toyota’s
tiny iQ was influenced by
a ubiquitous marine
creature.
SAE members voted Toyota’s new microcar
the Best Engineered Vehicle for 2009. The iQ
shows its smarts with brilliant packaging,
city-friendly efficiency, and superb overall
execution.
by Jack Yamaguchi and Lindsay Brooke
Remarkably, the new iQ is 31 in
(787 mm) shorter overall than
Toyota’s B-segment Yaris.
Drag coefficient is less
than 0.30 Cd.
24 APRIL 2009 aei
What a difference
makes in SAE International’s annual
Best Engineered Vehicle (BEV) award
a year
voting. Last year SAE members gave the
top BEV honors to GM’s Chevrolet
Tahoe and GMC Yukon and their clever
two-mode hybrid powertrain. This year,
however, members shifted their interest
to the opposite end of the vehicle spec-
trum. They awarded the BEV to
Toyota’s new iQ—a diminutive “micro
premium” four-seat car that almost ap-
pears capable of fitting into a full-size
SUV’s cargo area with room to spare.
The iQ is a lesson in ultra-efficient
vehicle packaging and superb overall
execution. Its exterior dimensions put it
squarely in Europe’s A segment. But its
performance is superior to Toyota’s own
B-segment Yaris, and its quality and
attention to detail rival that of many
midsize D-segment offerings—all from
a vehicle with an overall length shorter
than 3.0 m (9.8 ft).
SAE’s annual BEV award, now in its
ninth year, is the industry’s only prod-
uct award based on peer voting within
the automotive engineering profes-
sion—in this case, SAE’s 110,000-strong
global membership. SAE members reg-
ister their votes for the BEV in an online
voting process that applies standard
engineering criteria such as technical
innovation, mass and package efficien-
cy, the human-machine interface, per-
formance and fuel efficiency, bill-of-ma-
terials reuse, cost, and other competitive
metrics. There is only one category and
no limitation on vehicle retail price.
“Engineers increasingly are focusing
on greater overall vehicle efficiency
within new-product development,”
noted SAE Editorial Director Kevin
Jost, after reviewing the ’09 BEV bal-
lots. “We expect Toyota’s iQ to be
widely benchmarked because it repre-
sents the current state of the art in
small-car innovation.”
As this year’s favorite of SAE mem-
bers, the new iQ topped a formidable
field of technology-heavy BEV contend-
ers, including Nissan’s GT-R supercar,
the BMW 7 Series, Honda’s hot-selling
Fit, the Hyundai Genesis sedan,
Citroën’s C5, the Volkswagen Golf,
Lotus’s Evora, and the muscular
aei-online.org
 Vehicle
Feature

To optimize interior space utilization,

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

Pontiac G8. Leading the runners-up ballots for ’09 were the
stylish Opel Insignia sedan and Ford’s stalwart and much-
improved F-150 (see sidebars).
Five key enablers
The iQ program was kicked off in late 2003 by engineers in-
volved with Toyota’s hybrid vehicle program. “We came to
the conclusion that, in order to ensure a sustainable future,
there was a need for a radical change in vehicle packaging,”
recalled Vice Chairman Kazuo Okamoto, who was in charge
of the company’s vehicle R&D at the time of the iQ’s 2008
Geneva Motor Show unveiling.
Forty-six year old Hiroshi Nakajima was the iQ’s Chief
Engineer. He joined Toyota in 1987 upon finishing graduate
study in Engineering Research at Kyoto University. Nakajima
was first assigned to the manufacturing engineering division.
In 1993, he moved to body engineering, mainly designing ex-
terior and interior components for a variety of models includ-
ing the Yaris and Lexus RX.
Officially, the first letter of the iQ’s name stands for indi-
viduality, while at the same time expressing innovation and
intelligence. The capital Q stands for quality. It also connotes
cube in shape and a cue to new value and lifestyle. To
Nakajima, however, the nameplate represents Toyota’s aim “to
disprove the conventional fallacy of vehicle size hierarchy that
small must be basic.”
A new, dedicated front-wheel-drive platform underpins the
iQ. Remarkably, the car’s 2985-mm (117.5-in) overall length is
Toyota iQ Supplier Highlights
Advics Foundation brake hardware
Aisin Transmissions
Bosch Common-rail diesel direct injection

What SAE members Bridgestone Tires

said about the Toyota iQ Daihatsu Gasoline and diesel engines
“A unique fusion of new thinking/design, and packaging a
large car into a small one.” Denso HVAC
Eberspächer Auxiliary heater for northern markets
“Toyota engineers reach the aim of making a true four-seat
car in 3 m of length.” KYB Rear hydraulic shock absorbers

“Originality, size, economy, handling, price, friendly with the NSK Steering column
environment, high technology—the iQ should be delivered Showa Front MacPherson struts; steering gear
all around the world! It’s a great car!”
Sumitomo Wiring harness (60%)
Toyota Boshoku Seating systems
Yazaki Electrical relays; fuse box; wiring harness (40%)

aei-online.org aei APRIL 2009 25

 A winning iQ
Chief Engineer Hiroshi Nakajima’s primary bogey with the
iQ program was “to disprove the conventional fallacy of
vehicle size hierarchy that small must be basic.”
800 mm (31.5 in) shorter than the B-segment Yaris. The iQ is
1680 mm (66.1 in) wide, 1500 mm (59 in) tall, and rides on a
2000-mm (78.7-in) wheelbase. Curb weight of the 1.0-L gaso-
line-engined model is about 900 kg (1984 lb).
Despite its tiny exterior, the iQ can accommodate four 170-
cm (66.9-in) -tall people. Nakajima observed with candor,
“With myself—185 cm tall, sitting behind the wheel, I don’t
expect a fourth adult to fit in behind me, a small child maybe.
On the other side of the cabin, however, two Nakajimas can sit
in reasonable comfort. I would personally call this car a
3.5-seater.”
The distance between the passenger-side IP face and the
rear-seat hip-point is about the same as the new (larger) Fiat
500 and BMW‘s Mini, according to Nakajima. He cited five
The Denso HVAC unit was purpose-designed for the iQ. It may be
the world’s smallest of its kind in a passenger vehicle.
26 APRIL 2009 aei
enablers for the iQ’s impressive package efficiency.
First, the drivetrain has an “inverted” final drive/differen-
tial unit positioned ahead of the transverse engine-transmis-
sion axis instead of the ubiquitous rear position. This arrange-
ment pushes the front wheels to the extreme corners of the car.
The accelerator pedal position is closer to the front bumper
face by 120 mm (4.7 in).
“Apply this to a Yaris and you would have gotten an addi-
tional 120 mm of room lengthwise,” noted Nakajima.
Second, to maximize space utilization, steering gear and
linkage are positioned higher than the norm, at mid-height of
the front suspension struts, with a central gear takeoff.
The third enabler is the flat composite-plastic 32-L (8.4-gal)
fuel tank placed under the front-seat floor area. This allows
the rear wheels to be located forward.
Fourth, the front seatback is thinner by 40 mm (1.6 in) ver-
sus the Yaris’s, providing extra knee space to the rear-seat oc-
cupant. The seat employs a conventional urethane foam cush-
ion and has an integral head-restraint. Seats are supplied by
Toyota kieretsu seating specialist Toyota Boshoku.
The iQ front-passenger seat’s fore-and-aft adjustment range
is an extraordinarily long 290 mm (11.4 in). It provides 50 mm
(1.9 in) more stroke than the driver’s seat, facilitating ingress
and egress as well as seating flexibility. The rear seatbacks are
50:50 split and can be folded flat, enlarging luggage space
from an attaché-case size to a 250-L (8.8-ft3) volume, capable of
taking two sets of golf clubs. No spare wheel is carried, leav-
ing room for a shallow hidden storage bin under the floor.
The fifth enabler, and by far the most significant in terms of
space saving, according to Nakajima, is the HVAC unit devel-
oped and supplied by Denso. It is the smallest HVAC of any
used in Toyota vehicles, occupying a 33.5-L (1.18-ft3) volume
versus the Yaris HVAC unit’s 42 L (1.48 ft3). The basic design
of the iQ’s system is used in both left- and right-hand drive
models, with a blower placed in the upper part of the unit in-
stead of the usual passenger foot area.
The iQ’s seating positions are unique for Toyota passenger
vehicles, in that the fronts are pushed outward from the car’s
centerline, and the rear pair placed inward. The distance be-
tween the front-seat hip points is 710 mm (28 in) versus the
Yaris’s 660 mm (26 in), and Toyota’s C-segment Auris’s 705
mm (27.7 in). Wider spacing between the front seats allows
side-by-side placement of the shift and parking-brake levers.
The rear part of the console is eliminated for rear passengers
to stretch their legs.
Nakajima is proud of the iQ’s NVH qualities. He said the
interior noise bogey was a European D-segment vehicle, add-
ing that the iQ’s passengers can carry on normal conversation
volume levels through the car’s speed range. The windshield
is a sound-insulating type used in Toyota’s luxury cars.
Because of the short distance that separates occupants from
the rear wheels, more sound absorption materials are applied
to critical body parts in the rear. Also, of the iQ’s three engine
mounts, the right-side mount is a fluid-filled type, damping
noise and vibrations from the powertrain.
Safety first: rear-end airbag
The iQ exterior design was inspired by a conch shell—“Truly
nature’s beautiful and geometric creation,” described
Nakajima. “Our designers digitized their surfaces and sec-
aei-online.org

tions, applying their marvelous findings to the car’s exterior.”
He pointed out that a long inverted triangular bulge on
each corner of the front and rear bumpers are called “protec-
tors,” but their true function is to smooth airflow. Nakajima
said the car’s drag coefficient is less than 0.30 Cd.
Inside, the Vee-shaped center console was inspired by a
manta ray, and the theme is repeated with other interior trim.
HVAC controls and display are placed on the center console
face in the standard version, with audio control performed by
a steering-wheel spoke-mounted switch. An optional GPS
navigation system is mounted in a specific taller Vee console.
A single swiveling map lamp is another rational and func-
tional item in the interior.
The iQ’s body is a conventional welded-steel unibody with
high high-tensile steel content—24.9% by mass in the upper
body and about 60.8% by mass in the underbody structure.
The front side frame members run straight, thanks to the iQ’s
unique powertrain configuration that push the wheels further
to the front, versus more conventionally kinked front rails ne-
cessitated to provide adequate steering lock in a transverse-
engine vehicle. The straight side rails are advantageous in
structural stiffness and impact-crash-energy absorption.
Crashworthiness was another serious development objec-
tive, Nakajima asserted. “Because of the car’s very short
length, we used the front-suspension carrying frame as an en-
ergy-absorbing member as well as the [car] frame. It is a
multi-layer structure designed to absorb energy.”
The iQ is equipped with nine airbags. Since the front-seat
occupants are more outboard than normal, the side airbags are
Slight bulges on the front and rear
bumper corners serve as aerodynamic
enhancements.
aei-online.org
Vehicle
Feature
larger and protect upper and lower torsos. The asymmetrical
dashboard, with the passenger side further forward than the
driver’s, leaves no room for a knee airbag. Toyota’s safety en-
gineers devised a unique thigh airbag that inflates on frontal
crashes and lifts up and holds the passenger in place.
As for mandatory rear-end collision evaluation, Toyota
used an opposing crash vehicle in the two-ton weight catego-
ry running into the iQ’s backend to ensure a survival space.
Additionally, the car is equipped with a standard rear-end
airbag, the first of its kind, housed in the top opening area and
deploying downward in case of rear-end collision.
99 g/km CO2
The iQ’s powertrain for the Japanese market is the 1KR-FE
three-cylinder DOHC gasoline engine displacing 1.0 L , mated
to Toyota’s electronically controlled steel-push-belt Super-
CVT. Daihatsu, the Toyota-owned small- and mini-car special-
ist, designed and supplies the engine equipped with intake-
side VVT-i. Its rated output is 68 PS JIS (50 kW; 67 hp) at 6000
rpm and 90 N·m (66 lb·ft) at 4800 rpm. A floor console-mount-
ed switch engages ECO mode, moderating throttle opening
and maintaining higher transmission ratios for optimum fuel
economy.
Toyota claims a Japanese urban 10/15-mode fuel consump-
tion of 23 km/L, and on a slightly more real-life JC08 mode, 21
km/L, the latter equating to about 50 mpg.
For Europe-market iQs, Toyota offers two engine choices:
the gasoline 1KR-FE 1.0-L triple with a five-speed manual
transmission, or an updated type 1ND-TV common-rail, inline
Inspired by the manta ray, the iQ’s minimalist
central console has only HVAC controls. Audio
control is by a steering-wheel push button
and IP display. The flat-bottom steering wheel
facilitates entry and exit. Side-by-side shifter
and parking brake leave rear foot space.
aei APRIL 2009 27
 A winning iQ
Second place: Opel/Vauxhall Insignia
General Motors made a big splash last summer when it unveiled the
2009 Opel/Vauxhall Insignia sedan at the British International Motor
Show. A five-door Sports Tourer wagon version followed at the Paris
show. The aesthetically bold new Insignia replaces the lackluster Vectra
and moves GM Europe’s D-segment flagship into decidedly premium
territory.
While its exterior form influenced by the GTC concept has been
widely lauded within the design community, it is the overall execution of
Insignia and GM’s use of the new Global Epsilon architecture that clearly
has SAE members singing the car’s praise.
“Most of the [2009 BEV] candidate vehicles are well-engineered
based off of existing platforms and providing balanced performance,
fuel economy, handling, safety, etc.,” wrote one engineer. “I believe the
Opel Insignia does it the best, while being very visually attractive and at
a mainstream cost.”
Produced in Russelsheim, the Insignia is available in front- and all-
wheel-drive versions. The sedan measures 4830 mm (190.1 in) long over-
all—about 220 mm (8.7 in) longer than the Vectra. It is also 150 kg (330
lb) heavier. The new model rides on a 2737-mm (107.8-in) wheelbase.
Insignia’s long technology list includes a Front Camera System (FCS)
that can read and memorize road signs; a lane-departure-warning sys-
tem; and a new generation of adaptive lighting with nine settings to
meet specific road conditions. Engineers also focused on reducing aero-
dynamic drag, their efforts resulting in 0.27 Cd on the standard Insignia,
0.26 Cd on the Sports Tourer. This was achieved by adding an under-
body panel to minimize turbulence, a closed-off grill, redesigned outside
mirrors, and a 10-mm (0.4-in) lower ride height.
Insignia is offered with nine engine choices—five gasoline and four
diesel ranging from 82 to 194 kW (110 to 260 hp), all certified to Euro
5 emission standards. The gasoline engines reflect GM Europe’s strategy
of downsized cylinder displacements with forced induction. For exam-
ple, the new 2.0-L with direct injection is equipped with a twin-scroll
turbocharger. It generates 162 kW (220 hp) at 5300 rpm. Peak torque
of 350 N·m (258 lb·ft) is on tap between 2000-4000 rpm. Average con-
sumption (MVEG) with manual transmission in the Sports Tourer is 8.9
L/100 km. The largest gasoline engine is the 2.8-L turbocharged V6,
which produces 194 kW (260 hp).
The lowest CO2 emitter among the Insignia diesel models is the
ecoFlex. It combines a 160-hp (119-kW) 2.0-L turbodiesel four with
reduced aerodynamic drag to trim fuel consumption and reduce CO2
emissions to below 140 g/km. On the high end, the new 2.0-L CDTI
BiTurbo diesel features two-stage turbocharging and closed-loop cylin-
der pressure control to minimize engine-out emissions. Pressure sensors
integrated in the glow plugs measure combustion pressures as high as
180 bar (2610 psi) in each individual cylinder up to 300,000 times per
minute, within a claimed accuracy of 98%.
Insignia’s optional Adaptive 4x4 system equipped with electronic
limited slip differential uses sensor inputs from the ESP, steering shaft,
and accelerator pedal and a Haldex hydraulic rear clutch to continu-
ously adjust drive torque between the front and rear axles as conditions
require. Additional chassis smarts are provided by an optional FlexRide
mechatronic chassis system. It is claimed to improve vehicle stability and
provides real-time, electronically controlled damping via three driver-
selected driving modes.
28 APRIL 2009 aei
four-cylinder turbodiesel displacing 1.36 L. The diesel em-
ploys a 1600-bar (23.2-ksi) piezo injector system, a rare feature
in small-displacement diesels. It is rated at 66 kW (88.5 hp) at
3400 rpm and 190 N·m (140 lb·ft) at 2000 rpm. The engine is
mated to a new six-speed manual transmission with greatly
improved shift feel and reduced internal friction.
Either engine satisfies Euro 4 emissions standards. The gas-
oline engine version is Toyota’s CO2 emissions champion with
a 99 g/km number, Nakajima proclaimed. The diesel model is
really a performance car with an outstanding torque-to-vehi-
cle-weight ratio. Its CO2 emission level is about on par with
the Prius at 106 g/km, according to an engineer.
All iQ models are equipped with equal-length driveshafts
from the forward-mounted final drive.
Nakajima stressed his team’s goal for the iQ’s vehicle dy-
namics: “Combine low- and mid-speed agility and high-speed
stability.”
The car’s packaging is unique on such a short wheelbase. A
quick 15.3:1 steering ratio and ample lock ensure agility. Its
turning radius, curb to curb, is only 3.9 m (12.8 ft). And it is
said to be much more maneuverable than another ultra-short
car, the Smart Fortwo.
For stability, Toyota engineers explored and refined the
car’s roll-understeer characteristics. A caster angle of 8.3° is
about twice as acute as that of the Yaris.
A young chassis engineer told AEI during the iQ’s intro-
duction that the front MacPherson strut and rear twist-beam
suspension are damped by sturdy twin-tube shock absorbers,
the front pair by Showa and the rear by KYB.
“Superior structural stiffness was our target,” the engineer
said. “The front shock absorber’s inner rod diameter is about
the same as the Lexus RX’s.”
The iQ’s steering is by a column-mounted, electronically
Opel Insignia Supplier Highlights
Behr CRFM
Bosch Common-rail diesel injection; gasoline DI including ECUs; various engine
sensors; DVD800 navigation system; body control module
Bridgestone Turanza and Potenza tires
Continental Gauge cluster, displays; airbag ECU and sensors; electric park brake;
inertial measurement unit (sensor cluster); brake booster, wheel speed
sensor; fuel injectors; knock, cooling, external temp sensors
Cooper-Standard Brake lines, fuel and brake bundles; vacuum brake booster lines; dynamic
Automotive seals
Delphi Hydraulic steering gears, MagnaSteer; hoses and reservoirs; HVAC
module, fixed compressor; electrical/electronic distribution (except ECM
harness); ultrasonic and inclination sensor and sounder
Eberspächer Startup catalytic converter for 2.8-L gasoline V6; underfloor cat for 2.0-
and 2.8-L gasoline engines
Ficosa Auto-transmission shifter trim; surge tank; window-regulator and door-
latch cable
Hella Headlamps; combination rear lamps; 3rd stop lamp; seat memory system;
pedal sensor; front camera (for traffic sign recognition, lane departure
warning); headlamp cleaning device
Mitsubishi Electric Starter motor for HFV6 and FAMB engines
TI Automotive Fuel tank top lines, fuel lines
ZF Clutch; dual mass flywheel; continuous damping control; FlexRide
ZF Lenksysteme Steering column, I-shaft
aei-online.org

controlled, electric-power-assisted rack-and-pinion
system. It is built up with a Showa steering gear and
NSK column. As noted, the assembly is mounted
high for space utilization.
The gasoline-powered model’s brake system
comprises front 14-in (356-mm) ventilated discs
and rear 180-mm (7-in) diameter drum brakes, sup-
plied by Advics, an Aisin affliate. Toyota’s vehicle
stability control (VSC) system is standard as well as
EBD and ABS. For Europe, rear disc brakes are
specified with the diesel model and are optional
with the gasoline version. Advics also supplies that
brake system.
The Japanese model is fitted with Bridgestone’s
Ecopia low-rolling-resistance tires of 165/65R15 size.
The European model may likely use the brand’s
B250 tire that employs “Donut” construction.
The iQ is manufactured in the Takaoka factory,
the home of Yaris, Corolla, and Scion xD. Because of
its unique size and proportion, Nakajima said that
no other factory could accommodate the car.
Currently, there is no plan to either sell or build the
iQ in the U.S., although the company has been gaug-
ing customer interest. aei
Ford F-150 Supplier Highlights
Behr Radiator and condenser for all engine families
Bosch Electronic stability control system; AdvanceTrac, engine
control unit; hydraulic solenoid and control unit for
auto transmission; fuel injectors; oxygen sensor
Cooper-Standard Fuel tank bundle, transmission oil cooler lines;
Automotive chassis fuel bundle, brake line assemblies; thermal
management system; radiator hose and heater hose
assemblies; engine emission tubes; engine and
transmission mounts, brackets; static and dynamic
sealing; various belts and trim
Continental Sync module; smart power distribution junction box;
driver seat module; passive antitheft system; brake
booster; wheel speed sensors; powertrain control
module; electronic throttle body
Dana Ladder frame (dual-sourced with Magna)
Delphi Advanced steering column; fuel delivery modules,
purge valves; window lift and multifunction switches;
electronic throttle body for 4.6-L 2-V V8
Federal-Mogul Intake and exhaust seats for the 4.6-L; exhaust seats
for the 5.4-L; pistons for the 4.6-L 2-V and 3-V V8s
Ficosa Door latch cable
GKN Driveline Electronic limited slip differential
Hella 3rd stop lamp; interior lighting; seat memory system;
fuel tank/pump control unit; rain and light sensors
Magna Ladder frame (dual-sourced with Dana)
Meridian Automotive Magnesium radiator aperture
Material Sciences Sound-damping steel panels
Multimatic Tailgate step system
Tenneco Automotive Exhaust muffler
TI Automotive Brake lines
Yazaki North America All wiring; power distribution box
aei-online.org
Vehicle
Feature
Third place: Ford F-150
“It’s a truck that keeps on improving on past design and safety features, and of-
fering great useful options,” summarized one SAE member about Ford’s 2009
F-150. Other BEV voters who preferred the F-150 noted the new truck’s signifi-
cantly improved fuel efficiency—a top engineering priority of Chief Engineer Matt
O’Leary and his 1000-strong development team on the P415 program.
Indeed, the F-150’s SFE (superior fuel efficiency) package delivers an EPA-
rated 15 mpg city/21 mpg highway—best-in-class among full-size pickups, while
still providing 7500-lb (3402-kg) towing capability. Talk about giving truck buyers
the best of both worlds. SFE combines the base 4.6-L three-valve V8, 6R80 six-
speed automatic, 3.15:1 final drive ratio, 18-in aluminum wheels, and low-roll-
ing-resistance tires.
The package, which is available on SuperCrew XL and XLT short-bed 4x2
models, also benefits from a 6% reduction in aerodynamic drag. Ford claims the
new truck’s 0.403 Cd is the lowest in the segment. Average fuel economy across
the ’09 F-150 model range is 8-12% greater than in 2007. In development for
MY2011 are two new engine options: a 3.5-L EcoBoost turbocharged gasoline
V6 and 4.4-L turbodiesel V8.
Ford’s F-series engineering group knows its business and its customers as well
as any vehicle development organization in the world. Even though the ’09 F-150
was considered an “evolutionary” step forward, O’Leary noted in an AEI inter-
view the many challenges of combining rugged style, superior utility and payload
with improved aerodynamics, and incorporating many new customer-delight fea-
tures while minimizing mass and cost. Passenger-car engineers often cannot ap-
preciate the sheer build complexity of American pickups; O’Leary noted that ex-
tensive interviews with truck owners and Ford dealers enabled the P415 team to
reduce build complexity from approximately two billion combinations on the pre-
vious F-150 to “just” 10 million on the 2009 model.
That significant achievement, along with major mid-program engineering
changes (including new sheetmetal), kept O’Leary’s team going at a grueling pace.
In the process they exceeded newly raised internal quality targets while reducing
the number of physical prototypes by 40% through greater use of virtual tools.
Cost and mass savings were also realized in P415’s new chassis and body
structure. The steel ladder frame, dual-sourced from Dana and Magna, is 25 lb
(11.3 kg) lighter and 10% stiffer in torsion compared with the previous (P221)
frame. This was achieved using hydroformed rails in the fully-boxed frame’s front
section, and high-strength (HSS) and ultra-high-strength alloys in the center sec-
tion and crossmembers. The rear two-thirds of the frame is HSS, O’Leary said.
Other lightweighting techniques include a cast-magnesium radiator support
aperture from Meridian Automotive, hydroformed-steel square tubing in the
cab structure, new lightweight steel seat structures developed by Ford’s in-house
seat engineering team, and rigorous mass-reduction targets on all interior plastic
components.
Ford engineers claim that the chassis and structural mass savings offset mass
gained through new standard features such as larger cabs and cargo boxes, side-
curtain airbags, power running boards, industry-exclusive Multimatic-sourced
tailgate step, retractable box-side steps, stowable bed extender, optional backup
camera, various NVH reduction treatments, and a cargo management system.
Despite adding literally a truckload of features, the ’09 F-150 is approximately
100 lb (45 kg) lighter than the equivalent ’08 model.
aei APRIL 2009 29
Engine
upgrade

With displacements
headed downward but
output expectations
undiminished, evolving
sensor technologies
and strategies are
helping to give a boost
to engine performance, Improved sensors let General
Motors’ 3.6-L V6 employ direct
efficiency, and injection and variable valve
timing to improve efficiency.
emissions.
by Terry Costlow
E ngine designers have been challenged to deliver
more power with less engine displacement while also saving
fuel and reducing emissions. Foremost among the tools they
are using are the sensors that provide input for electronic con-
trol units.
There has been huge growth in sensing over the past few
years as engine designers attempt to boost engine power with-
out altering any other parameters. Given the wide range of
engine sensing technologies used today, the increase in sensor
usage is hard to quantify. But it is significant.
“It depends on the technology you’re using, but we’ve
probably seen a 25% increase in sensors,” said Ken Kridner,
Engine Management System Manager at General Motors.
“When you get into cam phasing and cylinder deactivation,
you see a significant increase in the number of sensors.”
In pressure-sensing alone, growth should average 6% an-
nually over the next five years, according to iSuppli Senior
Analyst Richard Dixon. That means shipments will hit nearly
200 million by 2013.

30 APRIL 2009 aei aei-online.org

 Electronics | Powertrain
Feature

Denso’s cam-crank sensor has

Many of the sensors used to provide
more input are microelectromechanical
systems (MEMS). These solid-state parts
measure a range of parameters.
Sometimes, MEMS sensors improve
performance over alternatives; other
times they make it possible to develop
new systems. To do that, sensors are
getting smaller, faster, and more precise.
Features such as variable valve tim-
ing, cylinder deactivation, and gasoline
direct injection all rely on sensors that
provide accurate information that is up-
dated at high speeds. The components
measure temperature, pressure, position,
and a range of other parameters that let
engines run at very high precision.
Hybrid systems have their own set of
sensors, independent from their related
gasoline engines. However, even the
simplest hybrid systems can impact en-
gine sensors. In start-stop systems,
crank sensors must include a reverse
detection function.
“Sometimes when the vehicle rolls
back, the crank will change positions, so
the crank sensor needs to see how much
it’s rolled back so the engine can have a
seamless start,” said Dan Sweeny,
Powertrain Engineering Director at
Denso.
evolved to address the needs of
start-stop engines.
Focusing on accuracy
Sensors let engineers more precisely
control every aspect of engine activity,
helping these designers tweak existing
systems and add new functions. Minor
improvements in a few basic operations
such as fuel injection can together add
up to a solid improvement.
Coupled with new functions such as
variable valve timing and cylinder deac-
tivation, these electronic systems will be

Sensors move into a virtual world

It has usually been the rule that monitoring another parameter
meant adding another sensor. The advent of virtual sensing has
changed that.
Clever engineers are increasingly using input from a couple sen-
sors to monitor a third parameter. That saves component costs and
complexity, adding only the code needed to determine the additional
parameter.
This technique is already seeing use in production. For example,
the first E85 vehicles had an ethanol sensor, but General Motors
has largely eliminated that part.
“The majority of E85 vehicles have virtual ethanol sensors,” said
Ken Kridner, Engine Management System Manager at GM. “We look
at the air/fuel mix and detect it based on the oxygen sensor.”
Many virtual-sensing applications are in critical aspects of vehicle
operation. Ethanol sensing impacts both fuel consumption and emis-
sions. Other sensors are being used to virtually monitor other aspects
of emissions control.
Increasingly, exhaust stream components such as NOx (oxides of
nitrogen) and CO (carbon monoxide) may be predicted using sensors
in others parts of the system. Virtual sensing is also being used to
yield more information on oil properties.
“By referencing a lookup table resident in the EEPROM of a pres-
sure transducer, we may be able to determine oil temperature rela-
tive to a specific lubricant when we know the media’s pressure,” said
Steve Smith, Transportation Sales Director at Custom Sensors &
Technologies. Sometimes, these virtual-sensing systems must cross-
reference engine speed (rpm) and barometric pressure, which deter- GM’s 3.6-L engine uses
an oxygen sensor to
mines the altitude of the vehicle, he added. determine the level of
Terry Costlow ethanol in fuel.

aei-online.org aei APRIL 2009 31

 Engine upgrade

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

bution,” Kridner said. “There’s a lot of

design effort up front so you optimize
the system.”
Advanced electronics now make it
viable to use different technologies.
Conventional Hall Effect sensors were
used in turbos for years, but they are
now being displaced as alternatives pro-
vide improved performance at effective
price points.
For example, contactless inductive
sensors provide more accuracy in turbos
even when temperatures rise. That gives
critical elements in the drive to meet systems, where sensors could often be them an edge over Hall Effect sensors,
new fuel efficiency standards. added fairly late in the development which “drift” when they get hot.
Deploying these sensors in systems that process. “The more precisely the turbo system
set new levels of accuracy is no simple “With something like a crankshaft- can control airflow to the engine, the
task. position sensor, which is critical input, better the fuel economy,” said Mark
The sensors must be included early accuracy is very important because you Brainard, Vice President of Program
in the design. That’s a shift from past need to control the spark and fuel distri- Management for Hella Electronics
Corp. “Small imprecisions can lead to
large losses in fuel economy.”
Advances in hardware are not the
Inside job: sensors move into cylinders only factors in improved performance.
One way to get the utmost in precision is to place sensors right in the middle of the Engineers are making big strides in soft-
activity they are observing. That is simple for jobs like airflow, but it is extremely difficult
ware, using it to adjust for changes in
when engineers want to place sensors deep inside the engine.
These sensors are small silicon chips, which is both good and bad. Small size makes
temperature, time, and other param-
it easier to embed them in cylinders. But silicon is fragile, so it has to be protected from eters that alter sensor performance.
high temperatures and harsh materials like gasoline. “There are effects that can delay the
Those are big challenges slowing the adoption of in-cylinder sensing, which will response of a sensor or alter its accu-
provide exacting detail on engine operation. The sensor provides a feedback loop on racy,” Kridner said. “We can adjust for
the combustion process, which positively impacts both emissions and efficiency,” said that in software.”
Kristoff Coddens, Sensor Business Unit Manager at Melexis. Software can also be used to enhance
Along with size and ruggedness, sensors for this application must be fast enough to the performance of sensors that have a
follow combustion-process dynamics. They are already seeing use in diesels, where sen- long track record and the low cost usu-
sors are integrated into glow plugs. There is optimism that they will migrate to gasoline
ally associated with long timeframes.
before long.
“Cylinder-pressure sensing is likely to become a mainstream technology in the near
Modern programming techniques and
future,” Coddens said. “It is currently being offered on high-end auto-combustion en- improved tools make it possible to do
gines with glow plugs. The next step will be to offer the sensor as a standalone device more filtering and compensation, effec-
on gasoline engines.” tively improving accuracy.
This probably will not occur overnight. Observers note that it will be a while before “Lambda sensors have been in use
this new advance is proven effective enough for widespread use. for decades already,” said Kristoff
“It looks like the Holy Grail, in cylinder pressure and temperature sensors, [both] Coddens, Sensor Business Unit
becoming a reality outside the lab,” said Dave Monk, Automotive Sensors Product Manager at Melexis. “More sophisti-
Manager at Freescale Semiconductor. “The industry’s looking at parts that may see cated control algorithms and improve-
use in five to seven years.”
ments in the sensor performance lead to
Some note that, to improve ruggedness, engineers may have to turn to silicon-on-
insulator, silicon gallium arsenide, or other alternatives. “In-cylinder sensors may not
more efficient and cleaner engines.”
even be the same type of material; they may be something besides silicon to get to the Though there is a trend to higher
temperature needed and to meet corrosion levels,” Monk said. accuracy, automotive engineers always
Terry Costlow
need to balance their goals of improving
performance with the need to keep costs
down. In newer applications, perfor-

32 APRIL 2009 aei aei-online.org

 Electronics | Powertrain
Feature

Accuracy and cost will always be tradeoffs

in sensors, said Freescale’s Dave Monk.

mance may win out, but in more mature

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

The more the merrier

Though engineers want more and more
input, they do not want more and more
sensor packages. As with most aspects
of electronics, there is a push to inte-
grate multiple sensors in a single pack-
age, a technique commonly called sen-
sor fusion.
“We’re trying to combine as many as
possible into one component,” Kridner
said. “If you need to understand the
pressure and temperature of a fluid,
you’d like to combine both sensors into
one device to reduce space.”
Though it is quite common to com-
bine sensors for measuring parameters
such as temperature and pressure, that
combination is not always the best way
to go. Discrete components sometimes
offer more flexibility and lower costs.
“Although it is attractive from a con- Freescale offers an array of sensors so
ceptual standpoint, there are quite some engine designers can monitor a range
hurdles for a large-scale adoption of of parameters.
sensor fusion. The associated network-
ing costs often outweigh the cost of a 
standalone sensor,” Coddens said. power, also makes it simpler to improve there are some applications where logic
precision. The processor can analyze the devices will not fit. There are also areas
Smarter packages input and prepare digital data so the where logic chips cannot be used.
A growing number of companies are controller is working with precise infor- “Exhaust sensors operate in very-
adding a bit of intelligence to packages. mation. Adding these chips is one of the high-temperature environments. At
Adding even a small amount of process- critical steps that let engineers add new around 150°C, the transistors stop work-
ing power brings a number of benefits. functions. ing,” Sweeny said. MEMS sensors are
One is that network wiring can be used. “For variable valve timing, we use a also made of silicon, but they do not
“We want to use more smart sensors magnetoresistive element with an IC have transistors, so they are more heat
to reduce the number of wires,” Kridner integrated in the sensor,” Sweeny said. resistant. aei
said. “By increasing intelligence on a “That gives you more precision. When
sensor, we can combine two or three you put the chip that does the analysis
wires.” close to the source, you don’t lose as
This intelligence, often an ASIC (ap- much.”
plication-specific integrated circuit) Typically, adding intelligence does
with a minimal amount of processing not alter the package size. However,

aei-online.org aei APRIL 2009 33

 technology report
technology
report
Powertrain
MCE-5 VCRi engine offers high output in small package
MCE-5 Development, based
in France, displayed a
Peugeot 407 in the Green
Pavilion at the Geneva Show
powered by an engine
equipped with its variable-
compression-ratio four-stroke
engine technology, which the
company calls VCRi (Variable
Compression Ratio, intelli-
gent).
Figures provided by the
company suggest that, from
VCRi can vary the compression ratio from 6.0:1 to 15.0:1 by raising and lowering the
drive piston in the cylinder bore.
34 APRIL 2009 aei
the 1484-cm³ gasoline engine,
equipped with two-stage tur-
bocharging, variable valv­e tim-
ing, and a compression ratio
that can be varied between
6.0:1 and 15.0:1, maximum
power output is 217 hp (160
kW) between 4000 and 5000
rpm and maximum torque 420
N·m (310 lb·ft) at 1500 rpm.
The compression ratio can be
varied independently for each
cylinder.
In European testing, the
company quotes combined-
cycle fuel consumption of 6.7
L/100 km and has a target of
less than 6.0 L/100 km for
2010, when the system will
be applied to a direct-injection
gasoline engine.
The technology was in-
vented by Vianney Rabhi, cur-
rently head of strategy and
development at the company.
“It is based on a gear trans-
mission system,” Rabhi ex-
plained to AEI. “Normally you
have a piston, a rod, and a
crankshaft. Here we have a
piston, two racks, a wheel, a
rod, and a crankshaft, so you
have three new parts in the
engine.” Rabhi also claims
that the system reduces inter-
nal friction.
The engine will support
HCCI strategies. “HCCI and all
lean-burn strategies are
served,” said Rabhi. “The
brake specific fuel consump-
tion (BSFC) map has to be
considered as an intermediate
one because we work on the
combustion chamber at the
moment. We have improve-
ments to make in the com-
bustion chamber geometry.”
The variable-valve-timing
system reduces the valve over-
lap in high-compression mode
because less overlap is need-
ed, said Mr. Rabhi. It also re-
moves the potential for con-
tact between valves and the
piston crown. But as Mr.
Rabhi pointed out, the ideal
situation would be to provide
variable valve lift, but such a
system is not yet available for
the VCRi system.
Compression is varied by
altering the height of a sec-
ondary piston, which moves
vertically in a chamber parallel
to the drive piston. The height
is altered hydraulically. The
secondary piston is attached
to a rack, which engages the
teeth of a gearwheel whose
pivot point is the “small end,”
attached to the top bearing of
the connecting rod. Gear
teeth on the opposite side of
the wheel engage on a sec-
ond rack attached to the bot-
aei-online.org
 technology report
The essential
components of the
VCRi system include
the large gear wheel
and the two racks
which can alter the
height of the drive
piston to vary the
compression ratio.
tom of the drive piston. This
rack has a finer rack on its
opposite face, which engages
a small gear wheel; the rack
moves up and down against
the small gear wheel transmit-
ting the piston’s motion to the
crankshaft via the large gear-
wheel and connecting rod. As
the secondary piston moves
down, the large gearwheel
pivots around the small end,
causing the drive piston to rise
in the bore, raising the com-
pression ratio. As the second-
aei-online.org
Airport
ary piston moves up, the drive
piston is lowered in the bore
and the compression ratio is
reduced.
MCE-5 Development has
over 60 technical partners and
expects investment in research
and development to exceed
€44 million in 2009.
John Kendall
11:
take off 20
Ready for rn ati o n al
in B ra n d e nburg Inte
Berl
Mobility for the 21st century.
The development of innovative mobility solutions
has a long tradition in the Berlin-Brandenburg capital
region. Leading companies in the automotive and
aerospace industries as well as in railway techno-
logies, telematics and logistics are active here.
Bombardier, Rolls Royce, Daimler and many related
network suppliers – all profit from the strategic
proximity to decision-makers and markets, low costs,
above average productivity levels and an outstan-
ding infrastructure. More value for your investment.
Your contact to the region:
www.berlin-partner.de
www.zab-brandenburg.de
www.businesslocationcenter.de/mobilitaet
THE GERMAN C APITAL REGION
MORE VALUE FOR YOUR INVESTMENT
aeix.hotims.com/22868-235
 technology report
Powertrain
Lotus begins tests on VCR two-stroke
Lotus unveiled its latest
Omnivore prototype engine at
Geneva, a turbocharged, vari-
able-compression, wet sump,
two-stroke unit designed to
improve engine efficiency
while operating on a range of
renewable or gasoline fuels.
Lotus is about to commission
the testing program. The
Omnivore draws on experi-
ence from an earlier Lotus
project.
The monoblock eliminates
a separate cylin­der head. “The
Omnivore is a piston-ported
two-stroke with a modified
exhaust valve,” Jamie Turner,
Chief Engineer of Powertrain
Research at Lotus told AEI.
The engine uses the Orbital
FlexDI direct-injection system,
using compressed air to inject
the fuel. “That is entirely vali-
The Lotus Omnivore test
engine has the potential
to improve efficiency using
renewable fuels by varying
the compression ratio.
36 APRIL 2009 aei
dated and in mass production
in outboard engines, so it’s
every bit as durable and reli-
able as you would need in an
automotive engine,” contin-
ued Turner.
The monoblock comprises
the transfer ports arranged at
the bottom, the exhaust
charge trapping valve, and the
“puck,” which is the key to
the variable compression ratio
(VCR). Without the valvetrain
at the top of the engine, the
mechanism can move the
puck up and down at the top
of the cylinder, thereby vary-
ing the compression ratio. The
puck can hold both injector
and spark plug, although the
test variant on display had the
injector positioned to one
side.
“The puck can be driven in
and out very simply via the sim-
ple mechanism on the top,” said
Turner. “The mechanism has an
eccentric arrangement that just
moves the puck up and down
under a stepper motor control.”
The system designed so far is
made from proprietary compo-
nents, explained Turner. “We
wanted to have the authority to
move the puck against full cylin-
der pressure. That probably
won’t be needed in a produc-
tion version, so everything
would be very slimmed down,
and in actual fact you could get
all the VCR mechanism onto
something the same height as
anything else on the engine. So
we would expect the engine to
be slightly lower than a four-
stroke.”
The VCR two-stroke allows
the gas exchange to be moved
away from the head, said
Turner. “The puck doesn’t
move cyclically, but it can be
moved across a very big
range. Theoretically, the en-
gine can vary the compression
ratio between 8.0:1 to nearly
50.0:1.
“The two-stroke is the so-
lution people reach for when
they need high fuel economy,
because the friction is a lot
lower,” continued Turner.
“With a spark-ignition engine,
fundamentally you have to
control the air mass entering
the cylinder as well as the fuel
mass; the two stroke doesn’t
suffer from throttling loss.
What you need to have with a
two-stroke is a means of con-
trolling its emissions well
enough because it cannot run
stoichiometrically; it cannot
run a three-way catalyst be-
cause you have excess air. You
can have a catalyst to control
CO and HC, but you can’t
have a catalyst to control NOx
as easily, so you want to gen-
erate as little as possible even
if you have NOx aftertreat-
ment. So you run it essentially
in HCCI (homogenous charge
compression ignition) mode.”
The charge trapping valve
is a mechanism that continu-
ously varies the opening point
of the valve, explained Turner.
“We can control the closing
point via this mechanism and
that allows us to trap more or
less exhaust gas in the cylin-
der, so we trap the retained
heat and residuals in the cylin-
der with a controllable mech-
anism. That will influence the
compression ratio, but the
point here is that we have a
completely independent, very
wide range compression ratio
adjustment. Theoretically, we
should get low NOx.”
The project is really about
aei-online.org
 technology report
Omnivore monoblock shows the open
cylinder bore where the variable compression
ratio puck is fitted. The injector is fitted top
right.
improving the combustion and getting
better thermal efficiency, overlaid with
renewable alcohol fuels, added Turner.
“You can get better efficiency on the al-
cohol fuels now because you’ve got con-
trol of the one thing you’d like to change
anyway. So theoretically you can increase
the proportion of vehicle miles traveled
on an alternative fuel, which of course
helps to displace fossil carbon.”
Lotus is running the Omnivore pro-
gram in collaboration with Queen’s
University Belfast and Orbital Corp. of
Australia. Sponsorship has been made
available through the UK Government
Renewable Materials LINK program.
John Kendall
aeix.hotims.com/22868-237
aei-online.org
AVL Turbo Hybrid: Clear advantages in high fuel
efficiency, cost reduction and outstanding driving fun
Due to legislative, social, environmental and economic reasons, fuel consumption
and CO2 emissions are the key challenges for the automotive industry on the road to
sustainability. For all vehicle classes, this has to be achieved but there has to be focus
upon customers expectations regarding drivability and fun to drive. If two vehicles show
similar fuel consumption, in most cases the one which offers more fun to drive & comfort
will be purchased.
A detailed analysis of the fuel economy potential offered by hybridization of a gasoline
engine shows that shifting of operating points of the engine is one main effect. The
“classical” hybrid functions (regenerative braking, stop/start) have less potential but
can be gained only by a hybrid system. Consequently the overall powertrain has to be
optimized in order to achieve maximum fuel efficiency.
Downsizing of the engine with turbo-charging and down-speeding by wide ratio spread
and optimized final drive ratio leads to a tremendous increase in fuel efficiency. The impact
on drivability due to these measures is compensated or even over-compensated by the
additional usage of an electric drive. In order to maintain sufficient battery charge, to allow
the torque support from the e-drive, AVL has developed and patented a unique strategy
to guarantee sufficient battery charge. Energy needed for support at low engine speeds
is gained back at higher speeds by using the over-boost capability of the turbo-charged
combustion engine. Also under full load conditions a charging of the battery is possible,
resulting in the Turbo-Hybrid.
AVL developed the Turbo-Hybrid powertrain in a BMW 3-series demonstrator vehicle in
cooperation with Bosch and LUK. In comparison to a reference vehicle, a fuel consumption
reduction in the New European Driving Cycle of 10% has been demonstrated with an
improvement in the overall driving performance and fun to drive. The strategy of recharging
the battery through engine over-boost operation has been successfully demonstrated on
the test track and in real life operation. There is also an overall lower drive train cost and
a better cost benefit ratio compared to other hybrid systems, through minor engine cost
increase and reduced costs for the electric components.
AVL Contacts:
US EU
Jerry Klarr Klaus-Peter Zeyen
Director, Hybrid Applications Product Manager Hybrid & Electric
Email: Jerry.Klarr@AVL.com Vehicles
Email: Klaus-peter.zeyen@AVL.com
www.avl.com/turbohybrid
aei APRIL 2009 37
 technology report
Energy/Environment
A hard look at batteries
The battle for better battery
technology is far from over,
and one of the central chal-
lenges now is to achieve man-
ufacturing consistency.
“When you have 120 cells,
each has to perform to the
required level,” said Neville
Jackson, Group Technology
Director of Ricardo. “If one
goes down, it could ruin the
pack. But at present, battery
manufacturers struggle to get
repeatable, consistent perfor-
mance and quality in a vol-
ume product suitable to pow-
er electric cars.”
Jackson said the problem
centers on detail differences
between batteries, how they
are manufactured, and the
chemistries involved. “There is
a struggle to get repeatable,
consistent performance and
quality in volume production.
To achieve that consistency
requires large investment—
and that leads to a more ex-
pensive product,” he said.
The challenge of electric
cars is one of the areas being
tackled at Ricardo’s newly es-
tablished Battery Systems
Development Center in
Detroit and at the Sir Harry
Ricardo Innovation &
Sustainable Transport Centre,
Shoreham Technical Centre,
U.K., the latter of which is
part of a $9 million invest-
ment by the company in the
R&D of clean, sustainable
transport and associated tech-
nologies. Globally, Ricardo is
investing more than $40 mil-
lion in a rolling three-year pro-
gram at its international tech-
nical centers.
The new Detroit facility will
enable the company to test
and develop batteries under
more arduous conditions than
would be possible via in-vehi-
cle testing. Work there will
also focus on improving the
38 APRIL 2009 aei
Ricardo CEO Dave Shemmans explains the operation of a highly
efficient micro-combined heat and power system based on a Stirling
Engine to HRH The Duke of York at the opening of the Sir Harry
Ricardo Innovation & Sustainable Transport Centre.
The Battery Systems Development
Center in Detroit is the focal point of
Ricardo’s design, analysis, simulation,
and integration of advanced high-
power battery packs and their
electronic management systems.
effectiveness of the develop-
ment cycle for new battery-
based technologies, innova-
tions, and products. The facil-
ity, said Ricardo Inc. President
Dean Harlow, will be “among
the industry’s most complete
battery development and sys-
tem integration facilities,
working with a wide range of
customers from cell suppliers
to the Tier 1s and OEMs on
battery systems for hybrid and
electric vehicles.”
The Center is the focal
point of Ricardo’s design,
analysis, simulation, and inte-
gration of advanced high-
power battery packs and their
electronic management sys-
tems. Combined with the
company’s expertise in the
development of electronic
controls, hybrid transmissions,
Electronics
New
consortium
focuses on
infotainment
software
Efforts to unify software inter-
faces and reduce costs continue
to gain steam. The latest effort
focuses on infotainment, using
open-source software tech-
niques supported by a number
of major vendors.
The GENIVI Alliance was
formed to develop an open-
source in-vehicle infotainment
(IVI) reference platform. Major
automotive, consumer electron-
ics, communications, and appli-
cation development companies
hope to reduce time to market
and total cost of ownership.
Founding members are BMW
Group, Delphi, General
Motors, Intel, Magneti
Marelli, PSA Peugeot Citroën,
Visteon, and Wind River. They
are collaborating to create a
common software architecture
that is scalable across product
and vehicle systems, it gives
lines and generations.
Ricardo the capability of pro-
That could shorten automo-
viding fully integrated, turn-
tive develo­pment cycles, bring-
key battery systems, the com-
ing them closer to the life cycle
pany says.
of consumer devices. A related
But despite possible bat-
goal is to accelerate the imple-
tery and electric-vehicle tech-
mentation of telematics and
nology advances, Group
connected services.
Technology Director Jackson
If the alliance effort proves
feels that pure-electric ve-
successful, it will make open-
hicles will be limited to city
source software a critical factor
use and will not likely offer a
in head-unit designs. Those
transport solution for general
head units need to interact with
use. “Those with city vehicles
a mix of rapidly-changing con-
will probably need more than
sumer products like MP3 play-
just an electric car,” he said.
ers. They must also handle tele-
“So the question remains: Do
matics connections that are like-
we have more vehicles with
ly to change continuously over
different utilities or an all-utili-
the lifetime of the vehicle.
ty vehicle that has variable
Consortium members feel
uses—and is, therefore, a
that Linux is a solid software
compromise?”
base for their adaptable soft-
Stuart Birch
ware. That could mark a turning
point for the open-source oper-
aei-online.org
 technology report

ating system, which has got- Linux may become

ten much interest from the the base for
infotainment
auto industry but so far seen systems from
little in production. Delphi and other
The GENIVI reference de- GENIVI consortium
members.
sign consists of Linux-based
core services, middleware, and
open application layer inter-
faces. This platform provides a
base for automakers and sup-
pliers to add differentiated
products and services that in-
clude music, news, Internet
and multimedia, interactive
navigation, and telephony.
“Having a common refer-
ence platform will be critical
for the greater auto ecosys-
tem in developing innovative
and sophisticated in-car enter-
tainment applications,” said
Hans-Georg Frischkorn, The first technical deliver- this summer. This reference
Executive Director of Global able, a prototype that uses implementation will be made
Electrical Systems, Controls Intel’s Atom processor and available as open source code.
and Software at GM. Wind River Linux, will be out Terry Costlow
Auto_Auto_Eng_WFT_0409_7x4.875:Layout 1 3/19/09 3:12 PM Page 1

MULT I-AXIS W HE E L F ORCE T RAN SDUCE R

A Force To Be Reckoned With…

PCB® Series 5400 Multi-Axis Wheel Force Transducer is a rugged one-piece sensor that delivers highly
accurate road load data measurement and superior performance in a durable water-resistant package.
Other benefits include:
� Up to 8x faster and easier to mount, setup, align, and calibrate compared

to other transducers in the market

� Maximum operating temperature of +150 °C (+302 °F)

� Superior thermal compensation of 0.005% FS/ °C (0.003% FS/ °F)

� Exclusive application of fastener technology to achieve

robust clamp load and assembly

� Cost-effective universal hub adapter option for
© 2009 PCB Group, Inc. PCB and ICP are registered trademarks of PCB Group, Inc.

alternating between European, USA, and military wheels

Ideal for Road Load Data Acquisition; biaxial wheel

test systems; and the development of stability control,
brake systems, suspensions, and tires.
Series 5400

PCB Automotive Sensors Division

Toll-Free in USA 888-684-0014 � 24-hour SensorLine 716-684-0001 SM

E-mail automotivesales@pcb.com � www.pcb.com

ISO 9001 Certified � A2LA Accredited to ISO 17025 � AS9100 Certified

aeix.hotims.com/22868-239
aei-online.org aei APRIL 2009 39
 technology report
Electronics
SuperSpeed USB on tap for cars?
The USB interface is being
rapidly adopted by automak-
ers who like its universality,
but the consumer interface is
about to change. A faster ver-
sion is moving into produc-
tion, underscoring the diffi-
culty of matching automotive
design cycles with rapidly
changing consumer technolo-
gies.
As files get larger, Super­Speed USB moves them faster.
The USB Implementers
Forum has completed an up-
grade called SuperSpeed USB,
which moves data at 5 Gbits/s.
That is well above the 480
Mbits/s for the High Speed
USB links now in widespread
use. First silicon for the stan-
dard, completed in November,
should ship in the third quar-
ter.
The advance comes just as
automakers are deploying the
standard, which now ships in
2 billion per year quantities, to
connect consumer products to
vehicles. iSuppli Corp. pre-
dicts that a third of all avail-
able vehicle models will offer
USB interface options this
year, up from 16% in 2008.
However, the emergence
of SuperSpeed USB will force
automakers to decide wheth-
er to design-in a very high-
performance version that is
more costly or employ the
40 APRIL 2009 aei
commodity standard now and
then migrate when advances
throughout the consumer in-
dustry create more demand
for SuperSpeed USB.
Proponents say the latter
course may be best.
“The design phase for au-
tomakers is long,” said Jeff
Ravenscroft, President of the
USB Implementers Forum. “It
may make sense for some of
them to go directly to
SuperSpeed.”
The new spec could be
particularly attractive to con-
sumers who want to bring
video or lots of audio into a
vehicle. The time savings are
minor for files smaller than a
gigabyte, but they become
increasingly better as volumes
rise.
“When you bring some-
thing into a car, having high
data rates for video or audio
lets you play or simply move
files quickly,” Ravenscroft
said. “Downloading a 5-GB
movie using USB 2.0 takes 14
to 15 min. With SuperSpeed,
it will take 16 or 17 s.”
The trend toward high-
definition video will also cre-
ate more demand for a high-
speed connection for portable
products. As navigation sys-
tems, video games, and mov-
ies all migrate to more realistic
images, consumers will be
bringing larger files into ve-
hicles.
“Today, automotive screens
are good, but they’re low reso-
lution,” Ravenscroft said.
“Going forward five years,
people are going to want high-
definition content, especially
for rear-seat entertainment.”
SuperSpeed USB has ben-
efits beyond its basic speed
enhancement. It communi-
cates bidirectionally at the
peak rate, effectively doubling
throughput in the few in-
stances when there is heavy
data flow going in both direc-
tions.
“We’ve added five wires:
two transmit, two receive,
and one ground,” Ravenscroft
said.
It also reduces power con-
sumption to take some pres-
sure off the vehicle’s electrical
system. The host waits for
slave devices to tell it they
have data to deliver. When
there is no communication,
devices can conserve power in
sleep modes. That is more
efficient than with current
versions that require the host
to poll all USB devices every
cycle.
Terry Costlow
Testing
Customized
test rigs
used for in-
development
technology
A suspension supplier took the
customization route to obtain a
comprehensive apparatus for
testing and verifying in-develop-
ment technology for passenger
vehicles.
“The typical shock absorber
dynamometer rig is capable of
only displacing the damper. In
our active air systems, the
damper and the variable spring
rate air suspension is a single
unit. Our system incorporates
the controls to make adjust-
ments to the air system pres-
sures on-the-fly while evaluating
the damper,” explained Brian
Saylor, Manager of
ArvinMeritor’s Vehicle
Dynamics Technology Center.
Because ArvinMeritor’s Active
Air Suspension (AAS) system is
unlike anything on the market
today, “there has never been
anything designed to test and
develop this sort of product,”
said Saylor, who adds that the
test rig’s custom controls “allow
us to test an infinitely variable
spring rate easily.”
A component test bench can
run the AAS module without the
presence of the electronic con-
trol unit, and it can control pres-
sures within the air spring and
piston based on force and pres-
sure. An external input into the
spring module can be generated
via load or displacement.
“The test bench and support-
ing equipment is capable of
measuring the response time of
all components in the system
and the system itself. Response
rates are as fast as 80 ms for full
inflation, and the response rate
for partial adjustments is even
quicker. In addition, batch tests
aei-online.org
 technology report

The ArvinMeritor-designed Active Air Suspension test bench is ArvinMeritor’s Jim Keane stands near an adaptive damping flow test
designed to measure pressure and spring-rate response times under bench that tests adaptive damper valves at various flow rates for
a variety of load and input conditions to determine performance performance characteristics and durability.
characteristics.

can be run to generate design ArvinMeritor. two years. End of 2008 test- on select vehicle-specific ap-
of experiments data,” noted Testing and development ing involves “validating dura- plications to meet the start of
Jeff Lloyd, Advanced Chassis work on the AAS system has bility, all-weather perfor- production requirement of
Engineering Team Leader for been under way for about mance, and NVH performance 2011,” said Lloyd.

READY IF
YOU ARE
TM4 delivers electric
drivetrains for electric and
hybrid vehicle manufacturers.
Clean, affordable and highly
efficient, the company’s
advanced permanent magnet
electric motors, coupled
with power-dense electronic
inverters and control software,
can be adapted to optimize
• Electric hybrid system
the performance of automotive
• Integrated motor and generator
applications while lowering
• Series/parallel modes
overall integrating costs. TM4 • High speed electric motor through 4-way clutch
has the skills and resources • Brushless permanent magnet technology • Unique and compact design
to assist you throughout • High specific power (4.6 kW/kg)
the vehicle integration of the • High efficiency over driving cycle
electric traction system. We • Compact design
can also supply you in volume. • Matching power inverter and controls

COME VISIT US!

SAE World Congress (booth # 1054)

aeix.hotims.com/22868-241
aei-online.org aei APRIL 2009 41
 technology report
ArvinMeritor also devel-
oped a customized testing rig
for its adaptive damping tech-
nology. “For valve develop-
ment, we wanted a flow
bench that could be operated
bi-directionally so we could
evaluate compression and
rebound in the same test set-
up. It was important to be
able to measure accurately
high flow rates up to 80 L/min
and low flow rates less than 2
L/min. In addition, we wanted
the ability to have servo-con-
trol over the valve environ-
ment via pressure and flow
control so we could properly
characterize and evaluate the
valve performance over a
wide range of parameters,”
explained Jim Keane,
Advanced Chassis Engineering
Team Leader for ArvinMeritor.
The supplier’s Adaptive
Damping technology goes
into production in early 2009
for an off-highway seat sus-
pension application. Testing
for adaptive damping, AAS,
and other advanced products
is done at ArvinMeritor’s
Vehicle Dynamics Technology
Center in Troy, MI. “We look
at our testing capabilities as
an advantage over other com-
panies,” said Saylor.
Developing customized
test rigs for advanced prod-
ucts is definitely common at
ArvinMeritor. “For products
that are unique to the testing
environment, we will start
with a rig that is close and
make the necessary modifica-
tions. If nothing is close, then
we can design the test rig
100% to fit our needs,” said
Saylor.
Kami Buchholz
42 APRIL 2009 aei
Simulation
Efficient tools and processes deliver
smooth 2009 Ram launch
Despite troubled times, engi-
neers are more dedicated than
ever to designing and launch-
ing new vehicles efficiently
with high quality. Maybe the
2009 Dodge Ram 1500 pro-
gram has some lessons to of-
fer. As one of the most impor-
tant programs in the Dodge
lineup, the pressure was high.
It launched on time and with
better quality than programs
of similar size, according to
the current chief engineer.
How did they do it?
What helped were new
tools added to the basic The on-schedule manufacturing launch of the all-new 2009 Dodge
Chrysler Development Ram at the Warren Truck Assembly Plant went smoothly with
System (CDS) repertoire. This comparatively fewer engineering changes, meeting cost and technical
targets.
included complete adoption
of CATIA V5 along with ex- vehicle. Occurring about a Dassault. “The
year before launch, problems Knowledgeware capabilities
tensive use of Knowledge
Based Engineering (KBE) tools. with these prototypes can and the design automation
mean disastrous missed capabilities [were recognized]
Limiting the complexity of the
architecture was also impor- schedules and cost overruns if as a huge productivity en-
expensive hard tools need to hancer.” KBE as a project was
tant, a key lesson in today’s
challenging environment. be changed. Speaking from first instituted about a decade
his over 25 years of experi- ago in the body engineering
The 2009 Ram was the
first program designed entirely ence, Cairns notes that using groups. While the framework
CAD in general, and all de- is supplied by Dassault, it is
on CATIA V5 from Dassault
Systèmes. “Although CATIA signs created from the same the knowledge stored that is
CAD system in particular, sim- the key enabler for efficiency,
V5 has been around for a
while, this was the first pro- plifies everything. “It used to according to Cairns.
take us months just to sort Cairns believes the KBE
gram that used it for all de-
signs, even those from our out the design mistakes, quite tools contributed to a disci-
frankly. Those [problems] are plined, quality execution on
suppliers,” said Michael
Cairns, current Chief Engineer gone because the models tell the 2009 Ram. Describing one
the story.” automatic template technol-
for the Ram product line.
“This decision without ques- As well as adopting CATIA ogy as morphing, they are
V5, Chrysler also invested able to take an existing com-
tion [helped us meet] our
timeline as well as improve heavily in the Knowledgeware plex model—such as a body-
KBE tool supplied by Dassault. side aperture, door, door trim,
efficiency.” To him, the more
comprehensive solid model Chrysler uses it to standardize and window glass—and make
how engineers meet today’s a design change to one part
base in V5 made CAE, such as
FEA, more efficient. The result myriad of regulatory and mar- that transforms the entire sys-
was a well-integrated design. ket demands while incorpo- tem. This includes regenerat-
“When we built our first ‘skin’ rating best practices in design. ing finite-element meshes.
prototypes, everything fit to- “Chrysler started working “Without question [this con-
gether,” said Cairns. Skin pro- with Dassault’s CATIA V5 very tributed to a faster, more ef-
totypes are typically built after early, and KBE was a corner- ficient] program. The body-
all parts are released by engi- stone of their strategy,” said side [design] especially,” said
neering. They are used to test Bob Brinchek, Automotive Cairns. He describes this as
the design intent of the entire Marketing Manager for especially useful for the Ram
aei-online.org
 technology report

pickup, with its standard cab, Interiors

crew cab, regular cab, and
quad cab variants. “While
oversimplifying a bit, it is al-
most as simple as ‘hitting a
button’ to reflect one change
in all four models. It resulted
in a huge savings in design
work while improving qual-
ity.” KBE also contributes to
standardization and common-
ality of parts across platforms.
Finally, a key decision in
the program was to limit com-
plexity. Limiting options re-
duces product combinations,
thereby reducing design and
testing. Manufacturing likes it
because it reduces cost in the
assembly plant. Cairns com-
pares the build/option com-
plexity in body style, weight,
and powertrain permutations
of the 2009 Ram 1500 as
roughly comparable to the
Toyota Tundra and approxi-
mately four times less than
similar offerings from General
Motors or Ford. “The ‘09
Ram program benefited di-
rectly from not having to en-
gineer and qualify as many
build combinations, reducing
overall workload,” said
Cairns. “The lowered build
TRW’s
active head
restraint
shortens
The blending of advanced engineering simulations with human response
insight and passion offers a way to deliver new vehicle programs
more efficiently. (Dassault Systemes) time
combos led to less last-minute problems], suppliers were se- Head restraints were one of
changes, which helped the lected on time and came the first passive safety systems
team focus on launching, through with their designs, in 1969, but they’re now be-
rather than product changes, our finances were on track. coming a tool for automakers
during the critical final We met our launch date with that employ active safety sys-
months prior to V1 [the quality vehicles.” tems. TRW Automotive is
launch of product].” Though process and tools entering this growing market
So how well did it come are important, the personal with a head-restraint system
together at the end? A useful touch cannot be underesti- said to be faster and less com-
metric for comparison is the mated. “While a structured plicated than competitors’.
number of late engineering process like CDS and tools like Conventional head re-
changes required. These are KBE are important, I don’t straints have reduced the inci-
changes required after a part want to underestimate the dence of whiplash, but they’re
is released and supposedly passion that is required to often not adjusted properly to
frozen. “Compared to other execute a program well,” ex- reduce injury during rear-end
programs of a similar magni- plained Cairns. “You can have collisions. In recent years, a
tude, we had half the number the best process in the world, number of companies have
of late engineering design but if you don’t have people begun offering restraints that
changes,” claimed Cairns. with passion behind it, it does move forward during acci-
“Really, this program was on not work.” dents to better stabilize the
track the whole way. We met Bruce Morey passenger’s head.
every gate [with containable

We move the automotive world!

With precision drive train components SEISSENSCHMIDT
will meet your chassis demands for innovation
and reliability.

As a global development partner to

Corporation
the automotive industry, we design
and produce performance critical
components in our state of the art SEISSENSCHMIDT Corporation
forging and machining facilities. 659 South US-23
From blank forgings to ready-to-fit Postal Box 297
Harrisville, Michigan 48740, USA
components, SEISSENSCHMIDT has
Phone: +1 248 275 18 72
the experience to meet your most Fax: +1 989 764 59 05
demanding application. u.schaffluetzel@seissenschmidt.com
www.seissenschmidt.com
Innovative solutions. Engineered for the future.

A T R U S T E D PA R T N E R T O T H E A U T O M O T I V E I N D U S T R Y

aeix.hotims.com/22868-243
aei-online.org aei APRIL 2009 43
 technology report
TRW’s active head
restraint triggers in
less than 10 ms.
This movement lets seat
designers put the restraint far
enough away from the driver’s
or passenger’s head to be
comfortable while still mini-
mizing the amount of head
movement. Automakers are
increasingly deploying them,
partially in response to man-
dates from agencies and orga-
nizations including NHTSA,
the Insurance Institute for
Highway Safety, and
Europe’s New Car
Assessment Program.
TRW Vehicle Safety
Systems Inc. is the latest en-
trant, unveiling an electrome-
chanical system that it claims
is faster, lighter, and simpler
than units now on the mar-
ket. TRW predicts that electro-
mechanical systems will see
more use than electronic
ones, largely because elec-
tronic systems use small pyro-
technics to move the restraint
so they must be taken to deal-
ers after deployment.
Most electromechanical
systems use solenoids to trig-
ger springs that move the re-
straint. These springs can eas-
ily be reset, usually by car
owners. As more systems hit
the market, response time will
be a key differentiator.
“Our system is five to ten
milliseconds faster, which is a
lot given that the whole event
is only 50 to 60 milliseconds,”
said Charlie Steffens, Safety
Systems Technology Director
at TRW Occupant Safety
Systems. The full time period
is comparable to airbag de-
ployment, he noted.
44 APRIL 2009 aei
Body
A Tier 1 body-trim
supplier is born
The Geneva Motor Show was grilles, body side moldings,
the launchpad for a new au- trim—any decorative or de-
tomotive supplier: SRG sign-based features on a ve-
Global. The company has hicle,” explained Jon
grown out of the trim opera- DeGaynor, Vice President of
tions of Guardian Business Development and
Automotive and Siegel- Strategy for SRG Global.
That sequence begins
Robert Automotive, follow- Other business includes archi-
when crash sensors are acti-
vated and send a signal,
which typically takes 10 to 15
ms. Then the solenoid is trig-
gered, which generally takes
10 to 20 ms, depending on
the system.
“We trigger in seven to
eight milliseconds,” Steffens
said. The actual movement of
the head restraint consumes
the remaining 30 to 40 ms.
TRW’s proprietary design
incorporates techniques used
Lexus
in the basic seatbelt latches.
That mechanism is employed
after the solenoid is triggered
and a spring extends the
module.
“When the head hits the
module and tries to push it
back, the mechanism locks
into position, much like lock- SRG Global specializes in chrome-finished plastic trim such as grilles.
ing a seatbelt in place,”
Steffens said.
ing Guardian’s acquisition of tectural glass and coatings.
Once the accident is over,
Siegel-Robert. The company employs
drivers can reset the unit so
The new company, which around 4000 people world-
they don’t have to lean for-
includes Guardian’s European wide, including some 3100 in
ward during the drive home,
trim operation, previously its six U.S. manufacturing
Steffens mused. Drivers can
known as Lab Radio, special- plants and technical centers.
click a lever and then squeeze
izes in producing chrome- Western Europe and China
the components back into
finished plastics, including are represented with two op-
place without using much
brushed chrome and nickel, erational centers and one
muscle, he added.
for vehicle body trim. A Tier 1 technical center in Spain and
TRW’s system also has few-
supplier to most OEMs around an operational and technical
er components than compet-
the world, SRG Global is also center in China, and the com-
ing offerings. TRW’s unit has
a Tier 2 suppler to some of pany has engineering and
16 parts including fasteners,
the largest automotive suppli- sales offices in Yokohama and
while most competitors have
ers. Its products include Nagoya, Japan. Future growth
around 25, Steffens said. It
greenhouse systems, body is planned for Mexico in 2010,
weighs about nine pounds
side systems, front- and rear- to supplement U.S. produc-
less than competitive seat-
end systems, as well as inte- tion, as well as further growth
integrated, passive head-re-
rior assemblies and ornamen- in China and Central
straint systems.
tation. Europe—a plant is scheduled
Terry Costlow
“We do high-value-added to open in Poland in April
coatings on plastic parts—
aei-online.org
 technology report

2010.
“Part of bringing this to-
gether gives us the critical
mass with customers like
Toyota, with Asian and
European customers. We have
a critical mass with sales and
also the engineering capabili-
ties to offer support in any
region of the world,”
DeGaynor told AEI.
How is SRG Global looking
at future developments?
Production processes, durabil-
Chassis
‘By-wire’ boosts hybrid vehicle dynamics
Due to consumers’ increased
environmental awareness and
rising gas prices, the market
for hybrid-electric vehicles
(HEVs) has grown immensely
over the past 10 years. Hybrid
technology is viewed as an
important step toward a more
Examples for the Use of Regenerative vs. Friction Braking
Situation
Strong deceleration
(emergency braking)
Batteries full, high SOC
Moderate speed (20-80 km/h; 12-50
mph), moderate deceleration
Low speed (especially around zero)
High speed, low deceleration
High speed, moderate to high
deceleration
weight of 1200 kg (2645 lb), work when the engine stops.
which is true for virtually all This would be the case when
hybrids in production today. a HEV comes to a stop, or
As the combustion engine more importantly when it’s
typically powers braking and propelled only by the electric
steering systems through hy- motors.
draulics or vacuum in conven- Therefore, alternative pow-
tional vehicles, they would not er assistance is required that
Friction Regenerative Reason
x Friction brakes can be controlled more effectively
improving stopping distance and yaw stability
x Batteries cannot take any additional charge
x Batteries can take charge and power; no safety hazard
x Electric braking torque is difficult to control at low speeds
(jerkiness and/or vehicle might even move backwards
after standstill)
x Batteries can take charge and power; no safety hazard
x x Batteries cannot take all the power that results from
deceleration and speed

sustainable use of the auto-

mobile, but so far has mostly
INDUSTRIAL MICROHYDRAULICS

been understood as a power-

ity, and environmental pro-
cesses are all issues the com-
pany is evaluating.
“We’re working on a fully
green plating process,” said
DeGaynor. “Secondly is find-
ing ways to get beyond wet
chemistry, looking at vapor
deposition or other dry chem-
istry processes to give the
same feature functions and
also to improve the durability
of the vehicle. Our drivers are
mass production, alternative
materials for design flexibility,
as well as design features like
different colors.”
John Kendall
aei-online.org
train topic that mainly touches
the engine, transmission, and Smallest Shuttle
Valves
energy storage.
Other vehicle systems re-
quire some fundamental ad-
aptations as well. Chassis sys-
tems and vehicle dynamics,
for example, are directly influ-
enced by the powertrain con-
cept, and need to be consid-
ered carefully as safety and
comfort characteristics can
change significantly compared
to a conventional vehicle.
Superior Performance, Compact Size
Specific braking and steer-
ing systems need to be inte- • Simple One-Piece Construction
grated into a hybrid concept
to maximize the benefit of • No O-rings or Threads
features like electric driving or • Slips into a Drilled Hole
regenerative braking.
Accomplishing this goal basi- • Press to Lock and Seal
cally requires electrically as-
• Pre-tested for Bubble-Tight Leakage
sisted systems that use “by-
wire” technology.
Electric driving and engine Innovation in Miniature The Lee Company
start/stop have a significant 2 Pettipaug Road
impact on chassis systems. Westbrook, CT 06498
sorvillon@theleeco.com
Usually steering and braking Tel: 800-533-7584
systems are power-assisted on
all vehicles exceeding a curb
aeix.hotims.com/22868-245
See us at SAE, Booth #1217
AutoEng_LEEShutValve.indd 1 aei APRIL 45 AM
2009 11:15
3/9/09
 technology report
By-wire technology is a key enabler for safe and
comfortable hybrid-electric vehicles, according
to BMW engineers. Shown are the company’s
X6 and 7 Series ActiveHybrid concept vehicles.
works independently from the
combustion engine.
Electrically assisted chassis
systems are ideal, because the
hybrid system already requires
a powerful electric infrastruc-
ture.
The most fundamental
change for chassis systems is
necessary because regenera-
tive braking needs to be inte-
grated into the conventional
friction braking system. A hy-
brid vehicle does not have
regenerative braking instead
of, but rather in addition to,
friction brakes. Depending on
the situation, regenerative
braking is applied exclusively,
together with friction brakes,
or not at all.
A decoupled braking sys-
tem becomes necessary to
apply substantial braking
torque (i.e., when regenera-
tive braking alone can yield
deceleration of more than 0.1
EM = Electric motor
CE = Combustion engine
CPU = Central processing unit (i.e.,
brake controller)
ay = Lateral acceleration
ABS = Antilock braking system
MRGN = Regenerative braking torque
SOC = State of charge
T = Temperature
vx = Longitudinal velocity
Concept of a decoupled braking
system with adaptation of
regenerative/friction braking and
all-wheel drive according to vehicle
dynamics (secondary shifting).
Primary shifting would only control
regenerative (red dash) and friction
(blue) braking so that the total brake
torque always equals the driver’s
input.
46 APRIL 2009 aei
g). That way the driver does
not notice any difference
whether regenerative braking
is applied or not, and the re-
covery of motion energy can
be maximized. Since there is
no fixed connection between
brake pedal and friction
brakes in this case, the brake
controller needs to ensure
CPU
ay
ABS… secondary
MRGN shifting
SOC
T primary
vx shifting
C powertrain becomes more
that the total brake torque
(friction plus regenerative
braking) always equals the
driver’s input.
Such a system layout uses
many aspects of by-wire tech-
nology. For example, electro-
hydraulic and electro-mechan-
ic systems include solutions
+
EM CE
that feature the driver input
(i.e., brake pedal) not being
directly connected to the
wheel brakes and a controller
applying the respective brake
output.
Regenerative braking also
has some interaction with the
suspension. While longitudinal
tire forces from friction brak-
ing are compensated by the
suspension (anti-dive), regen-
erative braking forces are
compensated by the drivetrain
(anti-squat). If anti-dive and
anti-squat characteristics dif-
fer too much, the resulting
change in body pitch might
compromise ride comfort as
the brake controller shifts be-
tween regenerative and fric-
tion braking.
To avoid these implications,
the suspension should be de-
signed with similar anti-dive
and anti-squat characteristics,
or the shifting between fric-
tion and regenerative braking
should be performed slowly
enough so change in pitch
happens without jerkiness.
This example shows that pure-
ly mechanical chassis compo-
nents also need to be consid-
ered for a HEV to accomplish
the ride quality of a conven-
tional vehicle.
System complexity usually
does not have a direct impact
on vehicle dynamics or chassis
systems, but there are some
indirect implications. As the
complex with additional elec-
tric machines, energy storage,
and controls, weight is added
to the vehicle.
aei-online.org

Increased weight impacts
safety and comfort aspects
such as braking performance,
handling characteristics, and
vehicle body motion. As a
result, stopping distance
might increase because the
tires carry more vertical load
without increasing maximum
longitudinal forces by the
same rate. The same applies
to lateral tire forces so that
impeded lateral tire perfor-
mance limits maximum lateral
acceleration and handling
qualities. Additionally, a high-
er body (sprung) mass increas-
es body displacements such as
roll, pitch, and heave, which
has a negative impact on
safety and comfort.
Adapting tires, springs,
dampers, and antiroll bars
according to the increased
vehicle weight can easily miti-
gate some of those implica-
tions; but increased weight
cannot be compensated for
completely. That is why some
compromises in vehicle dy-
namics are conceptual for a
hybrid compared to a conven-
tional vehicle.
There are three main as-
pects in vehicle dynamics that
need to be considered: safety,
comfort, and controls. When a
HEV is derived through rede-
sign of a conventional vehicle
in particular, these aspects
need to be regarded carefully:
• Safety—yaw stability,
handling, and braking perfor-
mance should not be affected
by the interactions of the hy-
brid system with powertrain
and braking systems
• Comfort—roll, pitch, and
vertical motion should not be
affected by the changes due
to the hybrid system
• Controls—driver/passen-
gers should not notice any
changes in steering or braking
characteristics when hybrid
controls interact with power-
train or braking systems.
As the most important fea-
tures of a HEV are electric
aei-online.org
technology report
driving, engine start/stop, Manufacturing
boost, and regenerative brak-
ing, these aspects need to be
observed more closely to eval-
DiMora deploys pattern-
uate their impact on vehicle less casting technology
dynamics. And regenerative
DiMora Motorcar Co. in lion sport luxury sedan. By
braking, in particular, is un-
January took another step signing ProMetal RCT LLC,
precedented in the field of
toward producing its $2 mil- an Ex One company, as its
vehicle dynamics given the
characteristic of using two
relatively diverse braking op-
tions in one vehicle.
To ensure yaw and braking
characteristics similar to a
conventional vehicle, the re-
spective controller needs to
limit regenerative braking to
low and moderate lateral ac-
celeration, suspend regenera-
tive braking at the latest upon
the intervention of vehicle
dynamics control systems, and
control the center clutch or
variable transmission of an
all-wheel-drive system de- Like the future DiMora Volcano engine, this Ford manifold casting was
pending on the actual use of produced by ProMetal RCT directly from a CAD file, without patterns
or fixturing.
regenerative braking.
The implications for safety,
comfort, and controls show
that a detailed integration of
hybrid architecture, driveline
concept, vehicle dynamics O-Flex has developed a new energy absorber that
controls, and suspension is meets the requirements for EURO NCAP Pedestrian
necessary. A decoupled brak- Protection and US Federal front bumper Standards.
ing system that controls fric-
tion and regenerative braking NCAP Requirements
simultaneously is a key com- Acceleration < 150 G: PASS
ponent for such a concept. Bending Angle <15°: PASS
It appears that hybrid and Shear Disp. < 6mm: PASS
by-wire technologies comple-
ment each other perfectly as
they use the same electric
power architecture and ben-
efit equally from electric chas-
sis systems. Hence, an inte-
grated approach of those two
advanced technologies in-
creases powertrain efficiency Low cost - 100% Recyclable
while maintaining vehicle Proven results - Production ready!
safety on a high level.
This article is based on SAE technical
paper 2009-01-0442 by Sven A. O-Flex is your single source solution provider for impact
Beiker, formerly of BMW Hybrid protection. Whether it's interior head, side impact or
Technology Corp., and Renate C. pedestrian bumper and barrier impact protection
we have the energy solution for you!
Vachenauer, BMW Group. The paper
will be presented at 11:00 a.m. on
Wednesday, April 22, in Room O3-45
of Cobo Center as part of the Vehicle
"We stand out!"
1531 Sarah Court, Murfreesboro TN 37129
Dynamics and Simulation session at the
www.oflex.com phone (615) 898-1910
SAE 2009 World Congress.
aeix.hotims.com/22868-247
aei APRIL 2009 47
 technology report
Pattern-less casting from
ProMetal RCT is being used to
build low-volume production
engines for the $2 million Natalia
luxury sport sedan from DiMora
Motorcar Co.
latest technology partner, it
secured a method for produc-
ing castings for the 1200-hp
(895-kW) Volcano V16 engine
that will power the Natalia
SLS 2. An integrated product
and process team will use the
ProMetal digital 3-D printing
technology to produce engine
castings without the need for
patterns or tooling.
ProMetal’s rapid casting
technology (RCT) is an addi-
tive-manufacturing process
that automatically builds sand
molds and cores directly from
CAD data. Bypassing the need
for patterns, the print head
builds layers of silica sand that
are chemically bound for co-
hesion.
“These materials are ex-
actly what some foundries
use,” explained Dan Maas,
Director of Business
Development for ProMetal. “I
like to emphasize that this is
rapid manufacturing, since
the alloys that are poured are
exactly the same alloys cur-
rently used in foundry pro-
cesses.”
The technology obviates
the need for parting lines,
draft angles, and undercuts,
Maa­s said. “Design features
48 APRIL 2009 aei
used today [with this process]
include nested cores, spiral
vents, volute shapes, and inte-
gration of multiple compo-
nents, in-situ cores, and
unique rigging geometry to
minimize turbulence.”
The DiMora program
builds on the success ProMetal
has had delivering three S-15
RCT machines to Ford­Motor
Co., which uses them to build
prototype engines. The
ProMetal S-15 machine deliv-
ers a maximum build envelope
of 59 x 29 x 27 in (1499 x 737
x 686 mm) with a surface res-
olution of ±0.012 in (0.305
mm).
“Many times, we segment
the casting to produce parts
larger than we can print,”
said Maas. He noted that the
contents of an entire job box
is produced in about 48 h.
While providing many ad-
vantages, the S-15 is currently
a low-volume solution.
Depending on the application,
the break-even point for
choosing RCT over a tradi-
tional patterned method is a
volume of pieces in the hun-
dreds. “Complexity really
drives the break-even point,”
said Maas. More complex
parts would be more cost-
effective using RCT.
The system seems to be a
good fit for the Volcano en-
gine. “This technology is at
the forefront of digital addi-
tive manufacturing for the
production of complex 3D
shapes,” said DiMora
Motorcar Founder Alfred
DiMora. “During the design
process, being able to accom-
plish in a few hours what
used to take days allows you
to refine your design through
additional iterations.
Eliminating patterns and tool-
ing saves time and reduces
waste, making the entire pro-
cess faster, cheaper, and
greener. The size of the cast-
ing boxes is another thing
that attracted us to their tech-
nology.” DiMora noted that
the company expects to build
75 Volcano engines for the
Natalia program and an ad-
ditional 100 engines for the
boat and marine market.
The digital nature of
ProMetal RCT’s process may
be just as important as its oth-
er advantages. DiMora, the
sole owner of DiMora
Motorcar, intends to build a
new automotive business
model. ProMetal joins more
than 50 technology partners
that are sharing their technol-
ogy with DiMora, both to help
build the Natalia and expand
their own development. The
Natalia may only be the first
car DiMora produces. Once it
proves its basic technology,
look for a mass-market car to
follow, according to DiMora.
Digital data is a key en-
abler in this new business
model. “[Digital design data]
eliminates overhead and al-
lows me to share quickly and
easily with my partners,” said
DiMora. “For example, I just
send a CAD file to ProMetal
and tell them to build it. We
look at any problems over the
Internet and over Skype. I am
taking Silicon Valley, merging
it with Detroit, and calling it
the new Detroit.”
The company is two and a
half years into a five-year de-
velopment program for the
Natalia. It expects to start dy-
namometer testing of the
Volcano in about eight
months. Simultaneously, the
company will also test four
engines on a track in test ve-
hicles.
Bruce Morey
aei-online.org

Design
Johnson Controls’ concept highlights cabin design
Some of the advanced tech-
nologies showcased in a con-
cept interior unveiled by
Johnson Controls at the
2009 North American
International Auto Show are
said by the company to be
production-viable.
The interior of the re3
shines a spotlight on surfaces
minus the usual concealments.
“You actually see the exposed
natural material,” said Johnson
Controls’ Danny Larsen, who
led the design team for the
re3 project. “By not covering
that with a cover stock, which
is typically done in production,
we have a mass reduction of
the surfaces using the fibro-
wood panels of 30%.”
In a production applica-
tion, the natural material fi-
browood would need a pro-
tective coating. “We have two
different viable alternatives
that we can use for coating
the fibrowood to help protect
it from scratching and from
staining, as well as to help re-
duce the amount of sun fade
over time. We’re probably mid-
way through the development
process as it relates to UV sta-
bilization,” said Larsen.
The seats use a leather
alternative that is made from
an oil derivative. “It is more
environmentally friendly ver-
sus a traditional leather,”
Larsen said. Johnson Controls’
re3 features a conversational
seating design. The front pas-
senger seat (which has a thin-
profile seatback) can slide to
the rear-seat area and virtually
occupy that space since the
slim-profile 60/40-rear seat
can fold up.
“When the [front passen-
ger] seat is in the rear-most
position, it creates a triangular
footprint for the remaining
three seats, and that allows
for a few scenarios. For in-
aei-online.org
technology report
stance, parents can tend to a
child in the rear seat much
more easily and safely, or three
adults can sit comfortably and
interact with each other with-
out the typical barrier between
the first and second [seating]
rows,” said Michael Warsaw,
Johnson Controls Vice
President-Design and
Marketing in North America.
Infotainment controls are
accessed via an extended clus-
ter composed of two separate
reconfigurable displays: a 4.3-
in center cluster screen and an
outboard-mounted 7-in dis-
play; the latter uses capaci- Johnson Controls’s interior concept re3 is a plug-in hybrid electric car
tive-touch technology. that stows its 96 lithium-ion cells (each producing 22 A·h) between the
front seats.
Johnson Controls is supply-
ing dual instrument cluster
displays in the 2010 Ford
Fusion and Mercury Milan
hybrid sedans, but those dis-
plays do not have a capaci-
tive-touch interface. “The
content represented in this
[re3] extended cluster is based
around our connectivity port-
folio, Mobile Device Gateway,
hands-free speech interface,
Music Management, and
Mobile Commerce,” ex-
plained Rodger Eich, Johnson
Controls Studio Manager-
Electronics Design Studio.
Johnson Controls, in part- The re3 Ecospace instrument panel, made of a thermoplastic/
nership with Visa, tapped metal structure, equates to a 26% weight savings compared to a
technologies to enable “se- conventional instrument panel.
cure financial transactions
from your vehicle,” said happen,” said Epstein. hybrid instrument panel struc-
Marni Epstein, Johnson The re3 also features the ture—means the total instru-
Controls Electronics Ecospace instrument panel mental panel storage volume
Marketing Manager. By plac- structure. “We don’t have a is 150% greater than on an
ing a Visa credit card or a traditional center stack. And average vehicle in this seg-
wallet containing a Visa cred- because the radio controls ment. As a feature in this new
it card on the vehicle’s em- were displaced into the ex- storage space, we’ve imple-
bedded card reader, the re3’s tended cluster, and the HVAC mented our Mobile
Mobile Commerce system controls were put into the Commerce system and our
facilitates onboard buying seat wing, it creates a new Mobile Device Gateway,
of goods and services. “The storage opportunity within which allows interfacing with
system is not storing the the driver’s reach. And that, any consumer handheld de-
data, and only when you combined with the Ecospace vice over a standard USB
approve the financial technology—which uses a port,” said Larsen.
transaction will it actually thermo-molded plastic/metal Kami Buchholz
aei APRIL 2009 49
Smooth
riding ahead
Integration and continuous
development are the key
words as chassis dynamics
head into this
century’s second
decade.
by Harry Evans
The chassis began life as a simple
frame on which to mount the primary
components. But over the decades, as
handling, comfort, and safety have be-
come more important, the complexity
of the chassis—now unibody rather
than body-on-frame for most cars—has
increased with developments in tech-
nology.
More systems, from electric steering
to accident avoidance, are working to-
gether to maintain ride quality and in-
crease vehicle functionality. And at the
same time, OE chassis engineers are
working together with their key suppli-
ers to ensure a well-integrated end
product that meets or exceeds perfor-
mance targets. Because as with other
areas of the vehicle, continuous devel-
opment must be a driving force if an
automaker’s new products are to suc-
ceed in a difficult marketplace.
50 APRIL 2009 aei
Platform optimization
Audi has revised the A4 platform for
the Q5 model to a new modular chassis
architecture with a longer wheelbase
and wider track, and added a four-set-
ting ride-control system that controls
the adaptive suspension, steering,
transmission shift points, and engine
responsiveness through altering the fuel
feed. The four settings are comfort,
automatic, dynamic, and individual,
the latter allowing a
customized profile.
The Cadillac CTS rear suspension comes with
magnetorheological (MR) technology on the
CTS-V model, allowing almost instantaneous
stiffening or softening of
the ride to meet road conditions.
The new Audi Q5 uses aluminum
extensively in the suspension
components, allowing for less unsprung
weight. The compact trapezoidal-link
rear suspension enables a low cargo load
floor.
The system is also available on other
Audi vehicles, such as the new A5
Cabriolet. The convertible boasts a per-
fect distribution of axle loads, stemming
from the location of the front axle far
forward in the front section. The front-
wheel-drive A5 manages this by
mounting the differential in front of the
clutch or torque converter.
The Cabriolet’s redesigned chassis
has a front five-link axle, bolted to the
body to maximize rigidity. The rear-
wheel suspension is supported by a
trapezoidal-link axle. Parts of both the
front and rear suspension are made of
aluminum, part of Audi’s ongoing quest
for reduced mass. The A5 also offers in-
tegrated adaptive ride, steering, and ve-
hicle stabilization programs, providing
comfort and safety.
The 2010 Lincoln MKS, Ford Taurus,
and Taurus SHO will share a common
D-platform suspension architecture and
components with significant changes
compared to the current platform. These
include slightly improved geometry,
cast lower control arms at the front in-
stead of stamped, and new upper strut
mounts that can have different lateral
rates. All D-platform vehicles in 2010
will share one architecture and one
common set of parts; originally the
aei-online.org

Taurus and the Taurus X (SHO), al-
though part of the D-platform, which is
Ford’s evolution of the Volvo S80 plat-
form, had different levels of compo-
nents to the Lincoln and the Ford Flex.
For 2010, Ford will take advantage of
economies of scale to maintain cost
structure, and improve driving dynam-
ics through revised geometry, stiffer
knuckles, and stiffer lower control arms.
The rear suspension will have new
mount tuning, new shock tuning, and 1°
of negative camber in the rear to im-
prove vehicle responsiveness and elimi-
nate any front to rear phase lag to bal-
ance front and rear, similar to BMW and
Infiniti.
While shared platforms are common,
Cadillac has introduced a new SRX
crossover model that does not share the
Theta platform with GM’s other simi-
larly sized crossovers. Rather, a new
platform, which shares some of the ele-
ments and architectures, was developed
around the electronic limited-slip differ-
entials, which enable cross-wheel drive.
The SRX may eventually get the
magnetic ride control currently in use
on the 2009 CTS-V and the Escalade
Platinum Edition. The CTS-V does share
the chassis with the 2008 CTS, which
architecturally was planned to accept
V-specific components when it was de-
veloped.
“We made some track changes to the
car, and we coupled that with the mag-
netic ride control suspension; that’s re-
ally the key differentiation from a chas-
sis standpoint,” said Edmund Piatek,
Cadillac CTS-V Program Manager.
Next-gen variable damping
Cadillac has always been GM’s flagship
brand, so it is no wonder that the CTS-V
sports the most advanced chassis tech-
nology GM has to offer. The car features
the latest generation of magnetorheo-
logical (MR) suspension, a Delphi pro-
prietary system first introduced on the
2002 STS. This ”2.0” version brings sig-
nificant changes: the piston design gives
greater bandwidth between softest and
firmest settings, while fluid changes in
the damper improve response time even
further.
Similar to many other high-end cars,
variable suspension modes are available
on the CTS-V: tour and sport. Cadillac
engineers have used the changes in the
MR system to decouple the two settings.
aei-online.org
While tour mode is suppler and sport
mode is designed for maximum traction
and body control, the software of the
latest MR suspension permits removal
of the linkage between the two modes.
Previous versions were scaled or para-
metrically linked, so running over a
bump in sport mode would always be
harsher than a bump in tour mode.
The next generation will have the
ride matched to the road settings thanks
to software changes and anticipatory
controls that use sensors on the LAN
(local area network) system, such as in-
ertial sensors, yaw rate, steering wheel
angle, brake position, and throttle con-
trols, to anticipate what control needs to
be at each corner of the car and adjust
each individually.
The active MR suspension is also
integrated with the stability control sys-
tems. If there is a stability activation at
one corner and the brake is going to
help to steer the car, which would cause
that corner to dip, the MR system can
stiffen that corner as well as the oppo-
site corner to keep the body flatter and
minimize the transient weight distribu-
tion change during that event.
“The systems are integrated and
working together, all transparent to the
driver but maximizing capability of the
car,” said Piatek.
Ferrari, Audi, Acura, Chevrolet’s
Corvette, and Holden are just a few ex-
amples of other installations of Delphi’s
MagneRide system.
Ford is quietly working on a variable
suspension and damping system, but
details are not yet available. As Ford
CEO Alan Mulally announced, global
platforms will be shared for financial
savings, thus upcoming European plat-
forms coming to the U.S. will maintain
optimized McPherson struts and mul-
tilink rear suspension.
Rubber meets the road
Chassis engineers for new-vehicle pro-
grams must work closely with their tire
suppliers to ensure proper integration
and performance. That was indeed the
case with the CTS-V team and its tire
This Michelin Pilot Sport PS2 was designed specifically
for use on the 2009 Cadillac CTS-V through cooperation
between the two companies. The tread patterns have
been optimized to meet the specifications required by
the high-performance sedan.
Chassis
Feature
supplier, Michelin. Together they devel-
oped the Pilot Sport PS2 tires, 255 x 40 x
19 in front and 285 x 35 x 19 in the rear,
specifically for the car.
Michelin also worked with the
Corvette team on the ZR1 to develop
special run-flat tires for that application.
Both vehicles targeted extreme per-
formance levels, and tuning tends to
focus on understanding details of differ-
ent subsystems, such as tires and trac-
tion control. To obtain the most from
these systems, they have to be devel-
oped together, but at the same time, the
electronics must be robust from a soft-
ware and parametric standpoint to vari-
ations so that a set of aftermarket or
snow tires will not lead to a degradation
of performance.
“All systems are still highly inte-
grated without dramatic changes in
character of the car. We want perfection
from a standpoint of integration and
still want the systems to be robust to
variations,” said Piatek.
John Church, OE Project Engineer at
Michelin, worked on the CTS-V pro-
gram. “We came from the initial meet-
ings having a clear direction and a well-
defined project as to what performances
they were looking for. We started with
performance—what level of lap time
and focused on a car that is high perfor-
mance on the track but well-mannered
and behaved for the street,” he recalled.
“The magnetic ride brought a lot to the
car that didn’t impact the tire, so areas
where the tire would have had to pro-
vide more comfort, the chassis is now
dealing with that, and the tire can be
aei APRIL 2009 51
 Smooth riding ahead
stretched toward higher performance.”
Nevertheless, the pressure falls on
the tire manufacturer to provide for the
OEM. “Most programs come up with
five to six tire submissions to tune the
tire along with balancing all the attri-
butes of the car,” said Bruce Arnold,
Ford Chassis Engineer. “A short check-
list has over 100 parameters that we
specify to the tire supplier regarding
wet/dry traction, noise, and rolling re-
sistance, all incorporated into the very
intricate tire models.”
Ford uses Adams Software for han-
dling simulations, the results of which
make up the lists of requirements to the
tire companies.
Body-on-frame trucks on
The body-on-frame Cadillac Escalade
series appears likely to remain as such,
using technology such as MR damping
to counter the less-refined ride and han-
dling inherent in body-on-frame con-
struction. “Body-on-frame does a good
job of doing what it sets out to do, and
we’re not seeing it change much. The
magnetic ride controls body motion, but
we’re not seeing much advanced tech-
nology in the SUV class,” said David
Caldwell, Cadillac Communications
Manager.
Chevrolet and GMC are also plan-
ning to stay with the body-on-frame
setup for their trucks to maintain
strength levels. “For a smaller vehicle,
you could get away with a unibody
structure, but if you still want load-car-
rying capability with a full-size truck,
you have to stay with body-on-frame,”
said Mark Grueneich, Development
Engineer, GM Truck Chassis Controls.
52 APRIL 2009 aei
The Chevrolet Tahoe is
available with a two-mode
damping system that adjusts
automatically based on
inputs from several sensors.
The aftermarket truck-body business
uses chassis cab models, and despite the
economy, sales of commercial trucks are
holding their own. The body-on-frame
architecture is vital for that industry,
although aftermarket engineering
comes in once the vehicle design is com-
pleted.
Chevrolet and GMC full-size trucks
are using multilink rear suspension and
coil-over front suspension, a tried-and-
true method. The multilink rear has two
spring and damper systems: variable
rate springs with passive dampers in
rear on the standard models, while pre-
mium models get lower-rate springs
with air-over rear shocks that are a two-
mode, real-time Z55 damping system by
Delphi. This setup gives a soft or firm
ride by using electronics in shocks, with
inputs based on chassis sensors on the
rear track arms and the front upper con-
trol arms. This system is also connected
to the ABS and uses the same inputs
and wiring harness as the MR system
on the Escalade, just with a different
controller and shocks.
XFE (Xtra Fuel Economy) versions of
the 2009 Chevrolet Silverado, Chevrolet
The 2009 Ford F-150 boasts a new chassis, which
while not a departure from the layout of the
previous model, has undergone changes to
improve traction and ride characteristics.
Tahoe, GMC Sierra, and GMC Yukon
were altered for improved aerodynam-
ics and mass reduction. Since the rear
trim was lowered, the shock tuning was
changed to adjust for the spring rate of
the tires, springs, and mass differences
on the corners.
While GM is planning continual re-
finement of their current full-size plat-
form, Ford recently redesigned its most
popular truck. The 2009 F-150 is remain-
ing a body-on-frame setup, but it gets
an entirely new chassis, with every sus-
pension and frame component altered
on the new model. The rear suspension
has lengthened leaf springs, giving 30%
improved windup stiffness without in-
creasing the vertical rate of the rear sus-
pension. A lesser pinion angle helped
the driveline to allow more torque to the
rear wheels without powerhop.
“Customers in [the full-sized truck]
segment expect a pickup truck to be a
car with an open box on the back, and
so our customers no longer will accept
that it’s a rough ride because it’s a pick-
up truck,” Arnold asserted. The Ford
F-150 retained the Hotchkiss leaf spring
rear end, although it was heavily opti-
mized, and it also has retuned shocks
and tire constructions.
Towing capabilities are key for the
truck market, and Chrysler’s 2009
Dodge Ram made a more radical de-
parture from the usually unchanging
suspension layout by changing to rear
coil springs. This move improved the
ride comfort, although the towing ca-
pacity dropped to roughly 2000 lb (910
kg) below comparable Ford and GM
products. aei
aei-online.org
Fortron PPS. ®

Performance That Goes To Extremes.

Takes the heat up to 240°C.
Has no known solvent up to 200°C.
The toughest design challenges demand extraordinary performance.
For components that can reduce weight, drive down costs and perform in
extreme environments, Fortron PPS from Ticona delivers… and then some.
n High continuous use temperature (160°C to 240°C)
n Short-term temperature resistance up to 270°C
n Broad chemical resistance – including automotive/aircraft fuels
and fluids, strong acids and bases (pH 2 to 12) – even at
elevated temperatures
n Superior dimensional stability (low shrink, CTE)
n Excellent creep resistance, especially at elevated temperatures
n Virtually no moisture absorption (~0.02%)
n Potential weight savings up to 50% vs. metals

Global performance. Global product. Global solutions.

At Ticona, we’re much more than advanced materials. We provide total solutions
with global reach, local resources, design and application development support,
and deep technical knowledge.

It’s what you expect from the world leader in PPS.

From automotive to aerospace – and everything in between – design for cost
and high performance. Design with Fortron PPS.

To learn more about the benefits and

cost savings potential of Fortron PPS, visit
www.ticona.com/fortronpps
or call 1.800.833.4882

Ticona Engineering Polymers

8040 Dixie Highway
Florence, KY, USA 41042

© 2009 Ticona
Except as otherwise noted, trademarks are owned by Ticona or its affiliates.
Fortron is a registered trademark of Fortron Industries LLC.
Ticona is a business of Celanese Corporation.
aeix.hotims.com/22868-253
Building in
smarter materials

Technologies that can automatically respond

to changing conditions are expected to
show up increasingly in future automobiles.
by Steven Ashley

Finding your car in the parking lot with a dented door panel gener-
ally means a trip to the body shop and a hefty bill. But imagine simply driving home
and fixing the damage with a bathroom hair dryer. If the door panel were made of a
shape memory alloy (SMA) or polymer—types of “smart materials” that return to
their original “memorized” forms when heat is applied—such easy DIY repairs
would be possible.
Talk about bouncing back from adversity.
Although such a scenario, if truly practical, is probably a decade or more away,
the overall concept is sound. The ability of smart materials and technologies to ac-
complish useful tasks almost of themselves has enticed many materials scientists
and automotive engineers to pursue their development for a variety of applications.
Within the next few years, for example, some vehicles will feature components
such as air dam louvers and interior grab handles that will use SMAs to move them-
selves without motors. Self-healing exterior coatings and elastomeric weather-strip-
ping components may also start to become common.
Longer term, self-adjusting active vibration dampers and self-tightening fasteners
could find their way into automobiles.

Smart is as smart does

To date, more than 100,000 patents for smart materials have been issued worldwide,
according to Andrzej Pawlak, New Business Development Technology Manager for
parts supplier Delphi, and the filing rate has doubled in the past decade. “Smart
materials,” he noted, “are the fastest-growing segment in sensors and actuators for
energy conversion in the auto industry.”
But even though auto engineers have known about these substances for years,
commercial introduction has been slowed by the obstacles that often impede the
adoption of new technology: uncompetitive costs, reliability issues, and supply
shortfalls as well as “not-invented-here” skepticism. More and more smart materi-
als, however, are starting to approach viable costs at volume-production quantities
for auto application, say proponents.
“Strictly speaking, smart materials and technologies encompass systems that
sense and respond to changing environmental conditions,” explained Carl Telford, a

54 APRIL 2009 aei aei-online.org


materials engineer who works as a technology analyst for SRI
Consulting Business Intelligence (SRIC-BI). “It’s an area with
a lot of promise but one with quite a lot of hype as well. Many
technologies and materials are called smart, but as purists
point out, they’re not actually intelligent; they just behave in a
clever manner.”
Smart materials, Telford continued, has become a catch-all
phrase that also includes many “fringe” materials that merely
exploit some inherent characteristic in a constructive way.
Many car makers, for instance, are considering employing
thermoelectric materials that directly convert heat into elec-
tricity to recover energy from the waste heat of hot engine ex-
hausts. “Is that really smart in the sense of the definition?” he
asks. “Not really, but people often place it in that category
nonetheless.”
Whatever one’s definition, smart materials are diverse.
Many types are so-called field-dependent solids that undergo
dimensional change (strain) in response to electric or magnetic
fields. These substances include piezoelectric ceramics (such
as lead zirconate titanate) and plastics (such as polyvinylidene
fluoride and polyimide) as well as magnetostrictive materials
(such as terbium dysprosium iron, or Terfenol-D). Others are
shape memory alloys and plastics, and magnetorheological
(MR) fluids, whose viscosity rises in response to an applied
magnetic field, among many others.
“A lot of technologies are already used in cars that the man
on the street would not recognize as smart materials,” Telford
said. Some common-rail diesel engines, for example, feature
fuel-injection systems with piezoelectric actuators that deliver
precise quantities of fuel to the cylinders, which helps them
meet emissions regulations. Active suspension systems that
employ MR fluids are marketed by Delphi and Lord in the
aei-online.org
Materials
Feature
This Mazda RX-9
hybrid concept
vehicle, the brainchild
of James Owen Design
in Portland, OR,
features Michelin EAP
smart tires in which
electroactive polymers
(EAPs) vary the tread
pattern with voltage.
Smart rubber donuts
inside the tires morph
from flat and smooth
to knobby and grippy,
or even ride high on
their centers for ultra-
low rolling resistance.
MagneRide system, which is available as an option on
General Motors models, and Ferraris as well. And smart glass
made of electrochromic glazing materials, which does not to-
tally satisfy the strict definition, are widely used in auto-dim-
ming rearview mirrors.
SMAs in action
The auto industry, Telford asserted, is on the verge of a sub-
stantial increase in the amount of smart materials that it uses.
In the near and farther future, he sees significantly greater ap-
plication in the areas of actuation, vibration control, smart fas-
teners, torque transfer, haptics and steering systems, light and
heat control, self-repairing coatings and components, and
smart tires.
Among the organizations that are pursuing SMA actuators
for automotive use are Centro Ricerche Fiat and GM Research
and Development. “Consider all the components that we
might want to move in a car,” said Alan I. Taub, Executive
Director for Science at GM R&D. The list includes door latches,
windows, locks, releases, windshield wipers, and fluid
sprayers.
“Traditionally, we move things using motors, cables, levers,
or other actuators,” Taub said. “Now we can do so just by
heating up our improved nickel-titanium shape memory alloy,
which will let us replace a conventional actuator at lower cost
and lower weight, with fewer parts and less expenditure of
energy. In fact, it often allows us to package a motive device in
components that we couldn’t fit a motor into.”
Taub explained that GM’s SMA has been treated in a spe-
cial way so that it can reliably transform its shape at a well-
controlled temperature over a million times. Company re-
searchers have demonstrated the ability of the nickel-titanium
aei APRIL 2009 55
 Building in smarter materials

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

metal to open and close radiator louvers dynamically, and to
deploy a rear air spoiler or an interior grab handle when acti-
vated by electrical resistance heating, but Taub indicated that
GM will soon introduce “several applications that are much
more sophisticated.” He expects these devices to appear on
GM vehicles by 2012.
Other experts seem more skeptical about the prospects for
these SMAs. “We keep up on all the new smart materials,”
stated Matthew Zaluzec, Manager of Materials Science and
Nanotech at Ford Research and Advanced Engineering. “The
nickel-titanium SMA materials, for example, are certainly at-
tractive for some actuation uses, and the necessary reliability
seems to be there. But we’re still waiting for somebody to put
it into production. If they do, we’ll tip our hats, but so far we
don’t see it in a near-term application.”
Ford researchers have likewise been keeping an eye on
electroactive polymers, which could find use as both actuators
and sensors. A spin-off of SRI International, Artificial Muscle
Inc., is the leading supplier of these smart substances. But
again, Ford questions their utility in the short term. “An
Artificial Muscle representative came into our labs and dem-
onstrated their technology. It’s certainly interesting, but we
have not found an application for them.”
Ah, the possibilities
Another notable potential application for smart actuation ma-
terials in cars is adaptive seatbelts, said Lara Minor, Principal
Engineer at Honda R&D Americas. With Honda funding,
Marcelo Dapino, a mechanical engineer at Ohio State
University, is studying the use of these substances to monitor
the loading force and rate on a seatbelt, and then automati-
cally adjust the D-ring friction and belt tension for optimal
restraint. In one scheme, the longitudinal friction of a sliding
belt would be controlled with piezo-driven ultrasonic vibra-
tions that alter its velocity. The approach could provide for
better safety, reduced mass, as well as a simpler and more

56 APRIL 2009 aei aei-online.org


General Motors is developing a
range of prototype components
that employ improved nickel-
titanium shape-memory-alloy
wires to create movement in
small spaces. Although GM has
demonstrated SMA-actuated
devices such as grille louvers
(top), interior grab handles
(left), and air dams, it expects
to introduce more sophisticated
applications later this year.
flexible design, Dapino said.
In the next 20 years or so, asserted SRIC-BI’s Telford, “we
see evolution of shape-memory materials into smart structures
and components made of smart plastics and polymer-fiber
composites that could warp themselves” when stimulated. In
fact, work on such morphing structures has already begun. In
2007, ThyssenKrupp incorporated SMA parts in a steering
column that was designed to change shape instantly in a crash
to boost passenger safety.
Recent progress in devices that use piezoelectric and mag-
netostrictive materials to sense and control the vibration of
helicopter rotor assemblies could soon translate into active
vibration dampers, or automated fatigue and wear monitors
for ground vehicles. Honda is supporting work by Lizhi Sun,
an engineer at the University of California–Irvine, who
hopes to develop magnetically activated dampers that may
one day be employed in shock absorbers, bushings, and en-
gine mounts.
His high-efficiency magnetostrictive colloidal dampers are
based on particles of Terfenol-D, silica, and n-alkyl chlorosi-
lane that are dispersed in an oily suspension of ferrous nano-
particles. The particles align along field lines when exposed to
a magnetic field, thus resisting viscous flow.
The development of smart fasteners that incorporate
SMAs, currently used mostly in electronics applications, could
transfer to the car business. A self-healing bolt with a washer
made of a “heat-to-recover” SMA could enable for rapid disas-
sembly for repairs or at the end of use, said Daniel J. Inman,
an engineer at Virginia Polytechnic Institute and State
University. Inman and his colleagues have for several years
aei-online.org
Materials
Feature
Seatbelt motion
Piezo
Base
Piezo ultrasonic vibrations
A prototype adaptive seatbelt tension mechanism developed by
Ohio State engineers uses ultrasonic piezoactuators to alter the
sliding friction on a belt in real time amidst a crash. With support
from Honda, the OSU team also hopes to sense the initial impact
forces with nanofiber sensors embedded in the belt webbing.
A new self-healing, supramolecular rubber invented by researchers
Francois Tournilhac and Ludwik Leibler of ESPCI/CNRS mends itself
when the torn ends are touched together. As tensile tests here
show, the reformed bonds hold. Synthetic smart elastomers could
find use in resilient, self-fixing automotive weather-stripping and
other parts.
worked on a self-tightening bolt system in which “a microchip
monitors bolt tension. If it senses any loosening, resistance-
heating activates an SMA washer, which expands and tightens
up the bolt,” he explained.
Torque transfer technology is another area of possible fu-
ture use of smart materials. Lord, for example, markets me-
chanical transmission clutches that replace standard clutch-
plate systems with MR fluid technology that provide greater
wear-resistance and long-term reliability. One of its current
products is a radiator fan clutch. Although some engineers
have contemplated using similar schemes in automotive trans-
missions, most experts agree that considerable development
would be required to make such systems practical.
Smart materials may in addition someday find their way
into steering and haptic (touch) systems, Telford noted. Lord
worked with the Swedish boat manufacturer Volvo Penta on
a haptic feedback system for an automated, steer-by-wire
helming system that reduces steering effort. “It provides force
feedback to the pilot,” he said. If these marine devices are suc-
cessful, “we may see similar opportunities emerge in automo-
tive steering systems.”
Industry observers expect that engineers will opt to use
more and more smart materials in new car designs as their
performance improves, costs drop, and availability increases.
After all, it is only the smart thing to do. aei
aei APRIL 2009 57
Meeting the
Meeting the challenge of mechatronics

challenge of
mechatronics
Traditionally separate Encompassing mechanical, electrical,
engineering disciplines electronic, and software engineering,
mechatronics is a philosophy taking on
may not be capable greater importance, most notably in the
of handling the engineering of hybrid systems.
Optimizing fuel economy, safety, and
intelligent vehicle the total driving experience requires
of today. Can an linking engines, transmissions, or sus-
pension systems through controls and
extended vision software. Put simply, cars need to be
of model-based intelligent to compete.
“I think of mechatronics as mechani-
design help? cal systems controlled by intelligent
by Bruce Morey electronics,” said Bruce Jenkins, a prin-
cipal with Ora Research.
The electronic nervous system, key
to mechatronics, is growing in complex-
ity. In response, many advocate aggres-
sive use of model-based design.
“Automotive electronic engineers
have a more complex task than most
other electronic engineers. They develop
chips, use them to create PCBs, and inte-
grate software. Then, they assemble
subsystems into unique capabilities,
such as braking or power distribution,”
explained Wally Rhines, CEO of Mentor
Graphics.
Chip makers once faced a similar
challenge. As chips grew from tens of
transistors to a billion in just four de-
cades, verification became a problem.
Brute-force testing of a simple 32-bit
comparator would require more than
600,000 years, according to Rhines.
“What they did is apply model-driven
development over a spectrum of design
abstractions. At higher abstraction, veri-

Engineering today’s vehicle requires an integrated approach between mechanical,

electrical, electronic, and software engineers.

58 APRIL 2009 aei aei-online.org


Teamcenter Mechatronics Data Model enables a single environment that supports a common
bill of materials within different engineering domains, rather than connecting each in a
point-to-point manner.
fication is more efficient earlier in the
design process.”
For an additional example, Rhines
points to wire-harness design. OEMs
are responsible for systems design.
Detailed design rests with Tier 1 suppli-
ers. Mechanical, electrical, and elec-
tronic engineers need to collaborate to
create a wire harness that functions,
meets weight targets, and packages in
the vehicle.
“Model-driven development already
meets these challenges [of wire-harness
design],” Rhines said, pointing to model-
ing tools such as Mentor Graphics’
Volcano Network Architect and
SystemVision. Mentor also recently an-
nounced the release of the Capital
Architect tool for optimizing the physical
architecture of vehicle electrical distribu-
tion systems. However, at present, they
are local optimizations, not intended for
the whole vehicle, according to Rhines.
“There is tremendous opportunity to
find globally optimized solutions—
across all disciplines—for a given ve-
hicle and its in-vehicle software func-
tionality,” said Rhines.
Unifying the disciplines
Extending model-based design to com-
plete vehicle behavior is exactly what
LMS International is doing, according
to Nick Orand, Director of Simulation
Business Development. LMS’ Imagine.
lab product integrates physics to simu-
late hydraulic, mechanical, or electrical
aei-online.org
functions as well as software and
controls.
“The combined dynamic is not a sim-
ple addition,” said Orand. “OEMs need
a CAE tool to develop the right specifi-
cations to flow down, either across dis-
ciplines or to suppliers. If they do not,
then when the parts are assembled into
the vehicle, undesirable system interac-
tions could occur.”
LMS International’s Imagine.lab product emphasizes model-based design of entire vehicle
systems to optimize particular attributes.
Simulation
Feature
Orand describes Imagine.lab as a
simplified, lumped parameter model for
simulating an entire vehicle platform.
The simplified approach globalizes the
essential behaviors a vehicle engineer
needs. Just as importantly, according to
Orand, it runs on today’s computers.
While integrating global vehicle ac-
tions, Orand stresses that LMS’ tool re-
mains dedicated to specific applications.
“Designing braking systems is different
than fuel-injection systems and requires
a [different tool environment].”
Simplification, such as wizards and im-
proved graphical user interfaces, is just
as vital as capturing global complex
behaviors.
“For this to grow, it cannot be a tool
only for R&D groups and Ph.D’s,” said
Orand. He sees their continuing chal-
lenge is in capturing ever more com-
plexity, combining more physical phe-
nomenon with control system models,
and maintaining this “local” usability.
On a broader scale, another chal-
lenge he sees is bringing together the
design and development cycles for elec-
tronics and software with the physical,
mechanical systems that they control.
“Today, a simplistic mechanical design
is used to design a control system,” ex-
plained Orand. “Once a real system is
built, say a transmission, the control
system is installed and then calibrated
aei APRIL 2009 59
 Meeting the challenge of mechatronics

is in need of CASE. There are predic-

According to IBM Automotive, requirements engineering has an even greater impact on
business success than the BOM management: If a company builds products based on the
wrong requirements, it does not matter how well the BOM is managed.
and adjusted through physical testing. It
is a very lengthy process, and that inte-
gration comes late in the product devel-
opment cycle.”
Although he admits techniques such
as hardware-in-the-loop are bringing
those cycles together earlier, “bridging
the gap between controls and [physical]
design is still ahead of us.”
Meeting requirements
Brett Hillhouse, Automotive Industry
Systems Executive for IBM Rational,
offers another emphasis to mechatron-
ics. For him, managing product require-
ments is the key and forms the heart of
the Model Driven Systems
Development (MDSD) methodology.
Knowing what to test, simulate, or
design starts with requirements. “Those
requirements need to be engineered, not
managed,” said Hillhouse.
Requirements management has long
been in computer-aided software engi-
neering (CASE).
With each new generation of car or
truck containing millions more lines of
code, the automotive industry certainly
tions that an average car may contain 10
million lines of code by 2010.
The problem is more than software.
“If requirements are only managed on
software, and are not managed over the
entire vehicle—including mechanical,
electric, electronic, hydraulic, etc.—than
the end result of product development
is more than uncertain,” said Hillhouse.
“Requirements engineering is the start-
ing point for MDSD.”
Hillhouse advocates the use of
SysML as a modeling language because
it supports using models as the primary
product of the process, facilitating com-
munication, and managing complexity
through abstraction. He noted that a
graphical language that integrates well
with SysML supports the AUTOSAR
standard.
While acknowledging that the bill of
material (BOM), the traditional heart of
product definition in the automotive
world, is important, he believes active
requirements engineering is the next
evolution. IBM Telelogic DOORS and
Telelogic Rhapsody together with IBM
best practices are building the founda-
tion for this forthcoming wave of
MDSD, according to the company.
Recognizing the need for a unified
data sharing platform, Siemens PLM

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

60 APRIL 2009 aei aei-online.org

 Simulation
Feature

The people crunch and CAE

“The wealth of simulation technology we have today is hampered by
a lack of trained personnel,” said Bruce Jenkins of Ora Research.
Despite downsizing, there appears to be a shortage of skilled people
needed to advance automotive innovation.
“One of the challenges is attracting talent to an industry with chal-
lenges of its own. How do we get the right kinds of software and
electrical engineers into the automotive industry? If you look at the
amount of software alone predicted by the automotive world, there
are not enough engineers coming out of college in the next 20 years
to write it. Not with the current level of productivity. A 10-times im-
provement in productivity is going to be required,” said Brett Hillhouse,
Automotive Industry Systems Executive for IBM Rational. “A software-
intensive company in Europe was able to achieve that 10-times increase
in productivity, using a model-based approach.”
The automotive world may need not only an improved process but
also a shift in type of engineer. “An automotive engineer is becoming a
controls engineer,” explained Nick Orand of LMS International.
“Having the system vision and the correct, critical assumptions on sys-
tem simplifications—these are critical skills for the system engineer.”
Bruce Morey

Engineers trained in mechatronics skills may be

facing a bottleneck.

Software evolved its Teamcenter prod-
uct-data-management offering to in-
clude a Mechatronics Data Model. The
best way to bring the different disci-
plines required for true mechatronics
together is through integrated BOM
management, according to Dave Taylor,
Senior Director of Automotive Industry
for Siemens PLM.
While managing complexity by re-
ducing it may be a strategy, Taylor sees
it differently. “Automotive companies
need to manage complexity of function-
ality because, quite frankly, increased
functionality is how they are going to be
competitive,” he said. “We tie these dif-
ferent domains through a tightly inte-
grated common source of knowledge
enabling improved and continuous in-
teractions and concurrent engineering
rather than wait for phased gate
interactions.”
The Teamcenter Mechatronics Data
Model supports common industry stan-
dards to facilitate transfer between elec-
tronic CAD, mechanical CAD, electrical
design and analysis, system modeling,
and bus analysis. Standards include
STEP AP 210, 212, 214, 233, PLM XML,
and JT. Future plans include PDX and
RosettaNet.
Requirements are as essential as the
BOM. “Requirements need to be allo-
cated out through the BOM,” said
Taylor. “This way, they are visible to
those that are working on the individual
parts and systems in the vehicle. Today,
that does not happen very often.
Requirements management is often a
manual process today—or maybe in a
stand-alone system. Our goal is to help
companies manage those requirements,
and allocate them out to the BOM.”
Managing service requirements, the
other end of the product development
spectrum, is just as important as control
software becomes the central player in
vehicles.
Ford, collaborating with Siemens,
developed the In-Vehicle Software (IVS)
system through Teamcenter to isolate
troubles with a vehicle. By tracking soft-
ware loads to a vehicle through IVS, the
system enables downloading of soft-
ware-only fixes through the dealership.
No physical hardware is swapped,
shipped, or stored. If a dealership dis-
covers a problem it cannot resolve, IVS
facilitates contacting the responsible
engineer and uploading a fix. Ford esti-
mates that after three years, IVS has
saved the company $100 million in war-
ranty costs. aei

aei-online.org aei APRIL 2009 61

 Innovating toward profitable sustainability
Innovating toward
profitable sustainability
Honda’s recent FCX Clarity, which generates its own electricity from hydrogen gas
stored under pressure, is an example of the growing electrification of the
automobile, a key part of the industry’s drive toward reduced carbon dioxide
emissions and better “green mobility,” the theme of this year’s SAE World Congress.
This year’s SAE World I n today’s car business, green is the
new black. More than a mere fashion
Congress theme, trend, being green—that is, meeting the
“Racing to Green thorny challenge posed by the car’s key
role in climate change—not only could
Mobility,” aims to help pull the auto industry out of the
help the auto red, but guarantee its very survival in
the long run. Such is the heady—even
industry ensure the Hydra-headed—issue that top experts
survival of the from all over the globe will consider in a
series of panel discussions that are
planet—as well as scheduled for late this month at the SAE
its own long-term 2009 World Congress in Detroit.
The participants hope that sharing
success. their best thinking on the manifold as-
by Steven Ashley pects of “green mobility” will help spur
the industry to better address the threat
of global warming. This human-caused
conundrum is surely ripe for solution,
if only the full innovation and creativity
of engineers and other leaders can be
brought to bear on it. But even as the
industry attacks this problem, the ve-
hicles it produces must remain attrac-
tive to consumers and affordable. The
organizers hope that the panelists’
dialogue will provoke useful discussion
and encourage the attendees to pass
on any strategic, theoretical, or concep-
tual insights they gain to the rest of
the industry.
62 APRIL 2009 aei
Industry practitioners, agency ad-
ministrators, government policy-mak-
ers, and university specialists will dis-
cuss a range of timely subjects related to
green mobility during the panel ses-
sions. It is no surprise that high on the
agenda will be near-term and future
powertrain solutions, including ad-
vanced internal-combustion engines,
hybrid and electric propulsion systems,
and promising technologies such as gas-
oline direct injection, homogeneous
charge compression ignition (HCCI),
and next-generation electrochemical
batteries. Alternative fuels will be con-
sidered in sessions such as “Energy:
Field to Wheel,” and others focusing on
next-generation technology including
cellulosic biofuels and coal-to-liquids
processes. Another panel will discuss
the contentious topic of “Green Safety.”
Difficult, big-picture concerns such as
“Does Green Matter in a Try-to-Survive
Market?” and “Green Mobility—The
Long View” are on the program.
High mileage, low carbon
The new 35-mpg federal Corporate
Average Fuel Economy (CAFE) regula-
tions that are to become effective by
2015 pose a tough hurdle for carmakers.
aei-online.org

Downsized gasoline engines that match the performance of their
larger predecessors but with better fuel economy is a recent auto
industry trend, said Gerhard Schmidt, Ford Chief Technology
Officer, a panelist at the upcoming SAE World Congress. The 1.6-L
180-PS (132-kW) EcoBoost engine in Ford of Europe’s IosisMAX
concept uses direct injection and turbocharging to make up for the
size difference.
It is unclear which technologies will be implemented in suf-
ficient volumes to attain the mandated goal. Even less obvious
is the type of vehicles that will be on the road after 2015, when
greenhouse gas (GHG) emission limits will be severe.
One of the panelists, Gerhard Schmidt, Chief Technology
Officer and Vice President for Research and Advanced
Engineering at Ford, is well placed to envision what may be in
store for the vehicle fleet. “Companies have to be prepared
with a range of propulsion systems that could work in all sce-
narios in all price ranges,” he warned. Such decisions require
that “we accurately gauge how much money it will cost to
achieve what percentage improvement in fuel economy.”
To meet latest CAFE limits, Schmidt expects most firms to
downsize their gasoline engines, replacing them with smaller-
aei-online.org
Events | Energy/Environment
Feature
displacement designs that achieve equivalent performance
using turbocharging, direct injection, and other systems. “V8s
will become V6s, V6s I4s, and so forth,” he said. Clean diesels
will meanwhile find greater use outside the U.S., in Europe
and Asia, but their higher costs could slow deployment.
“India is 70% diesel,” he noted, but it remains to be seen
whether that nation is ready to purchase clean diesels.
Schmidt added that more work needs to be done to perfect
diesel exhaust aftertreatment technology.
The industry will continue to make substantial progress
toward the electrification of the powertrain, he said, with vari-
ous flavors of hybrids gaining market share. An entire World
Congress session is devoted to analyzing “Which Hybrid
Concepts Will Rise to the Top?” Plug-in hybrids, he said, offer
potential advantages in cutting GHG and taking pressure off
utilities by feeding the grid, but await improved batteries and
a widespread recharging infrastructure to achieve significant
inroads. But Schmidt questions any true societal benefit from
this course if most electricity is still generated mainly by coal-
fired power plants.
Farther out, Schmidt noted that “interest in hydrogen fuel
cells seems to be slowing down a little lately.” Besides techno-
logical and cost issues, he added, “industry and government
have to collaborate to develop a cost-effective hydrogen-refu-
eling infrastructure.”
Whatever propulsion systems arise, lightweight structures
will also be required to boost fuel mileage, he said. “We’ll
need to spend more resources to develop lightweight struc-
tures that do the job, but we won’t necessarily need expensive
and exotic materials such as carbon composites to succeed,”
the Ford exec believes. “Middle measures,” such as better en-
gineering to place just enough material exactly where it is
needed as well as greater use of high-strength steel, alumi-
num, and magnesium, may be able to do the trick.
Cloudy crystal ball
Another panelist, John Haywood, a mechanical engineer at
MIT, will arrive armed with insights he and his colleagues
gained when they prepared an industry report released last
year titled “On the Road in 2035.”
“We assessed the opportunities that will emerge in auto-
motive technology and fuels as we move along in time,” he
explained. The team analyzed the performance of new and
improved engines, tried to make reasonable assumptions re-
garding trends such as the likelihood of vehicle size and
weight reduction, and then estimated the deployment rate of
each propulsion technology. ”Next we tried to determine the
types of fuel and how much the fleet would use as time pro-
gressed. Using those estimates, we predicted the fuel con-
sumption situation in the U.S. and the resulting release of
greenhouse gases.”
According to the MIT projections, fuel consumption tends
to rise, levels off, and then comes down over the next quarter
century. Petroleum supplies, reported Haywood, will not
keep up with the demand, but in time they will be supple-
mented by biofuels, coal to liquids, oil shale, tar sands, and
other alternatives.
The group agreed with much of the propulsion scenario
proposed by Schmidt, finding, however, “that the time scales
of change are large.” This result is especially true for the
more-advanced technologies. “There’s likely to be a long
aei APRIL 2009 63
 Innovating toward profitable sustainability

Clean diesel engines,

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

pause before all-electric and hydrogen fuel-cell cars hit the large vehicle, it bounces off like a billiard ball.” He pointed
road in any numbers,” Haywood stated. out that even such an improvement has ramifications: “In an
In general, “We concluded that if we work really hard, we oblique impact, a Smart could spin like a top, so more secure
can make these changes,” he said. “It won’t be easy, but it’s seatbelt technology—such as four-point or inflatable belts—
just about feasible.” Haywood expects progress by adopting might be needed to ward off neck injuries.”
new technology and substituting with alternative fuels, but he
warns that the industry “will not be able to keep escalating Paradigm changers
performance and vehicle size as it has been doing at the ex- Achieving green mobility will necessitate some radical think-
pense of other factors. And there will probably have to be ing and probably some tough behavioral changes. The task of
some serious behavioral and lifestyle changes on the part of the panel titled “Green Mobility—The Long View” will be to
the owners/drivers.” examine the feasibility of potentially game-changing transport
technologies and infrastructures that lie on the far horizon as
Green safety well as new concepts of sustainable personal mobility.
Is “green safety” a non sequitur? That is the ques-
tion that moderator Joseph Kanianthra, President
of Active Safety Engineering LLC, will toss to his
panel. “It’s conventional wisdom that fuel econo-
my compromises safety,” said the former
Associate Administrator for Vehicle Safety
Research at the National Highway Traffic Safety
Administration (NHTSA). “Reducing vehicle
weight to improve fuel economy means less safe-
ty, so being greener incurs a penalty in crash safe-
ty.” This argument was often used in the past to
beat back federally mandated mileage standards.
“The problem with that thinking,” Kanianthra
continued, “is that it may be possible to prevent
most crashes from occurring altogether, and be-
yond that, new, integrated technologies have be-
come much better at protecting occupants, so we
have a chance to improve car safety while reduc-
ing weight.”
Vehicle weight does not necessarily determine Green and safe are not mutually incompatible, claims Joseph Kanianthra, a Congress
safety, he said, as shown by Daimler’s Smart panelist who until recently was Associate Administrator for Vehicle Safety Research
ForTwo, which received good safety ratings de- at NHTSA. He points out that the Smart ForTwo is a small, fuel-efficient car that
nevertheless gets good federal crash-safety ratings. The two-seater’s secret is a stiff
spite being small. “The engineers built a stiff cage but lightweight safety-cage structure inside.
structure into the Smart, so that even if it hits a

64 APRIL 2009 aei aei-online.org


Sebastian Thrun, one of the participants in the upcoming Congress
session on “Green Mobility—The Long View,” led the development
of a pair of autonomous vehicles that had great success in two
recent DARPA Grand Challenges. The Stanford Racing Team entered
2007’s Urban Challenge with “Junior,” a driverless 2006 Volkswagen
Passat, which finished in second place.
One of this panel session’s members, Sebastian Thrun, the
Stanford University computer scientist who led the develop-
ment of a pair of autonomous vehicles that had great success
in two recent Defense Advanced Research Projects Agency
(DARPA) Grand Challenges, offers a series of provocative
ideas, many of which have been considered previously, but
which bear another scrutiny. “When people think about green
mobility, they often focus somewhat superficially on energy
consumption in terms of fuels, propulsion systems, and effi-
ciencies, but maybe it’s time to take a wider view of the way
in which what we do affects overall energy use.” In many
cases, he asserts, factors that determine energy use are not
obvious.
For example, many auto executives claim that 30% of a cur-
rent car’s weight is related to maintaining passenger safety,
said Thrun. “If that’s true, it means that the same fraction of a
aei-online.org
Events | Energy/Environment
Feature
vehicle’s total energy use is consumed moving safety equip-
ment around, since mass is the number one determinant of
energy use,” he said. Approximately 30% of car-based energy
is equivalent to 5% of domestic U.S. consumption—“more
than that which is produced by drilling on the Alaskan shore.”
Perhaps, a switch to “European-type” engineering stan-
dards should be considered whereby a car design needs to
provide comprehensive safety only to seatbelt-wearing occu-
pants, which would provide a way to shave a vehicle’s energy
consumption, suggested Thrun. “Right now, the American car
incorporates heavy safety systems and stiff body structures
that absorb crash energy and restrain the intrusion of engines
and other large objects into the interior compartment to pro-
tect passengers who don’t wear seatbelts.”
In addition, he advocates research to develop and install
the technology needed to perform vehicle drafting and con-
voying to save energy. Tests at the University of California–
Berkeley and elsewhere indicate, Thrun reported, that a trail-
ing vehicle can boost its fuel economy by about one-fifth by
driving less than 10 m (33 ft) behind a truck (depending on
speed and so forth). “Maybe we should enable more car con-
voying by engineering the necessary advanced sensors and
control systems, precision GPS, vehicle-to-vehicle (V2V) com-
munications, and road infrastructure.”
And rather than spending more on expensive mass-transit
systems, which are energy- and cost-inefficient because buses,
subways, and trains continue to run even when they are emp-
ty, he suggests “we employ vehicle convoying to create effi-
cient transport that feels a lot like and offers the benefits of
mass transit, but in which everyone retains their own private,
customized space and the ability to travel as you wish after
your car leaves the convoy.
“Nothing of what I’m suggesting,” Thrun said, “would
restrict people’s driving; such developments would augment
human driving. With a little thought, we can do better.” aei
Stanford’s Thrun wonders if we should not pursue
advanced green transportation concepts such as
convoying—the ability to form a closely packed line of
vehicles that operates as one—to save the need to build
more highways. Along with onboard sensors and precision
GPS, communications systems such as General Motors’
vehicle-to-vehicle technology, which is based on low-cost,
chip-based sets (inset), could enable such innovations.
aei APRIL 2009 65
 9009 AEI Tech Awards
The editors of Automotive Engineering International highlight some of the more innovative new
products and technologies on display by suppliers at the SAE 2009 World Congress, based on the
latest information provided by exhibiting companies.
Plastics to fuel
Natural State Research (NSR)
has developed a formula to create
liquid fuel from most types of
plastic waste. The process turns
approximately 95% of the plastic
into liquid fuel, while the remain-
ing 5% can be used as a substi-
tute for coal with a higher ther-
mal unit value. The fuel produced
is suitable for use in cars, trucks,
buses, trains, and heavy equip-
ment. NSR technology does not
create greenhouse gas emissions
and reduces plastic at overbur-
dened landfills, thereby achieving
a balance between energy, eco-
nomics, engineering, and environ-
mental efficiencies, according to
the company. The formula will
enable OEMs to reduce costs
while stabilizing the U.S. market
by establishing a more permanent
and predictable resource for fuel.
For more information, visit booth 960
66 APRIL 2009 aei
Hot-stamped tailor-welded blanks
With its first application in a production car,
ThyssenKrupp Steel’s hot-stamped tailor-welded
blanks are used in the B-pillars, rear side members,
and tunnel reinforcements of the Audi A5 coupe
and the new A4. This technology is used mainly in
the production of crash-relevant components. In
addition to rear and front members, typical applica-
tions are bumpers or roof rail reinforcements. With Test platform
the hot stamping process, a manganese-boron-alloy The HyHIL by D2T, in partnership
steel designed specially for the process is first heated with IFP, Renault, the
to 880 to 950°C (1616 to 1742°F) in a furnace, then Laboratoire de Génie Élec-
stamped into a component, and cooled very quickly in the die at a rate trique de Grenoble, and LMS
of more than 30 K/s (54 R/s). The high blank temperature during stamp- Imagine, is a virtual hybrid test
ing ensures forming behavior, and the subsequent rapid cooling results
platform that uses a suite of ge-
in an extremely hard microstructure in the material. This produces a neric tools to reproduce and as-
tensile strength of around 1500 MPa (217,560 psi). sess the complex architectures of
For more information, visit booth 1155
hybrid vehicles. The physical mod-
eling of the components is done
Silicon-carbide DPF on the LMS Imagine.Lab AMESim
Saint-Gobain’s silicon-carbide (SiC) die-
simulation platform. Piloting of
sel particulate filter (DPF) features high
the powertrain test bench and
porosity. The SG4 offers SiC robustness
model execution are based on the
that provides high thermal stability, se-
real-time functionalities of D2T’s
vere regeneration, and corrosion resis-
MORPHEE 2 test bench supervisor.
tance. With 60% porosity and narrow
Supported by the Mov’eo com-
pore size distribution, the company’s
petitiveness cluster and FUI Fund,
microstructure is designed specifically to
HyHIL has validated three hybrid
accommodate high washcoat loading
architectures: pure thermal mode,
with low impact on backpressure.
with simulation of an alternator-
Designed for DeNOx function integration
starter; stop and start mode, with
onto DPF substrate, the SG4 takes ad-
simulation of the engine’s fre-
vantage of highly conductive SiC and
quent stop-start phases; and hy-
narrow pore size distribution. This cata-
brid mode, with simulation of
lytic function integration allows additional packaging benefit and down-
electric propulsion, energy recov-
sizing potential for the full exhaust system. The SG4 is available with
ery during deceleration phases,
Saint Gobain’s asymmetric cell design and offers fuel-economy-optimized
and battery recharging. These
technology due to low backpressure, high soot loading operability, and
architectures have been tested
increased regeneration interval. Cell density is available up to 300 cpsi.
over the course of several stan-
Saint-Gobain’s assembling design and manufacturing process allow pro-
dard driving cycles using an en-
duction of substrates for any geometry and shape.
ergy supervisor developed by IFP.
For more information, visit booth 1013
For more information, visit booth 527
aei-online.org
Gaseous-fuel control unit
A gaseous-fuel slave control unit
from IAV provides the means for
upgrading gasoline concepts to run
on gaseous fuels quickly and cost-
effectively without having to modify
the existing engine control unit. This Connector charge
system, which is composed of the Yazaki has teamed with the SAE
control unit, the gaseous-fuel com- J1772 Working Group to define a
ponent set, the master control unit, standard connector interface for
and the gasoline components, charging the batteries of plug-in
makes it possible to meet the cur- electric vehicles from the utility Hybrid battery
rent and future requirements of emissions legislation. Large-scale mass grid. Design features for the con- test system
production of the slave control unit is scheduled to start at production nector include a compact size; A hybrid vehicle battery test sys-
partner MGH in the spring. In the system, the original engine control crush-proof design; support of up tem from Sakor Technologies is
unit works with the slave control unit. The signals for actuating the gas- to a 70-A charge rate; and safe, energy-efficient and can perform
oline injectors are first fed to the control unit for the gaseous-fuel drive. touch-proof contacts. The con- various performance and durabil-
A high-precision analysis unit processes the signals and computes the nector was designed for more ity cycling, including complex
necessary adjustments—i.e., the optimum gaseous-fuel injection times, than 10,000 insertion cycles. profiles and road load simulations.
which, depending on operating point, may differ from the values for gas- Yazaki supplies high-voltage prod- Features include a high-efficiency,
oline operation. The system electronics use the sensor values from the ucts for many hybrid vehicles on line-regenerative dc power
original engine management system as well as additional parameters the road around the world and source. During discharge modes,
such as pressure and temperature in the gas rail. Because the original and offers improved material se- absorbed power is regenerated
gasoline calibration is left unchanged, manufacturers can use the same lection, component integration, back to the ac mains to improve
gaseous-fu­el slave control unit for different engine versions. size reduction, and enhanced efficiency. Driven by a DynoLAB
For more information, visit booth 1354 designs for manufacturability. EM controller, the system can
For more information, visit booth 1307 automate performance, durability,
and continuous cycling opera-
tions, including full road load
Map and positioning engine strategy for map-enhanced driver assistance systems simulation, and it can test com-
A map and positioning engine (MPE) strategy from Navteq offers im-
plete hybrid drivelines and subsys-
proved map-enhanced driver assistance systems (ADAS) to all vehicles,
tems with or without actual bat-
including those without a navigation system. The solution accelerates the
teries in circuit. The system is
development of ADAS applications embedded directly in a vehicle’s CAN
available with voltages of up to
bus or electronic sensor. The MPE map contains ADAS geometry and
1000 V dc and ranges in size from
ADAS attributes with a reduced file size, permitting broader vehicle adop-
±200 to ±2400 A continuous.
tion. A recommended MPE specification outlines deployment of the GPS, For more information, visit booth 1322
microprocessor, memory, and all required software to predict information,
search, and interpret attributes on the road. The design is small enough to be implemented on a circuit board
or distributed in the electronics architecture of the vehicle. It is always on and does not require a stored naviga-
tion route.
For more information, visit booth 1020
Integrated development tool chain for hybrids, EVs
An integrated devel-
Door seal sensor system opment tool chain for
The Tactilus door seal sen- hybrid and electric
sor system from Sensor vehicle applications
Products analyzes contact from dSpace includes
pressure between the seal prototyping systems;
of a door and the rubber ECU autocoding soft-
seal of a vehicle. Using ware; hardware-in-
piezoresistive sensors, the the-loop testing sys-
pressure-mapping system tems for electrical
displays detailed pictures drive simulation; real-
and statistical data instantly through its user-friendly Microsoft time automotive simulation models for simulating electric components
Windows-based software. Proper placement and construction of seals such as battery, loads, electric motors, controllers, and inverters; ECU cali-
have an effect on wind noise, waterproofing, vibration, fuel efficiency, bration systems; and engineering and consulting services. Prototyping
and air quality. Through the system, the fit and pressure uniformity of systems improve control designs without manual programming to opti-
the door seal can be verified, and surface defects, abrasion marks, and mize fuel consumption and reduce emissions. Autocoding software facili-
voids can be quickly exposed. All data can be recorded for future use tates the development and implementation of control systems. Simulators
and is available in a variety of graphical and statistical formats. A manu- create a virtual, real-time environment to run test scenarios, while models
facturer may find it necessary to make changes to the door seal or the display the real-time simulation of a vehicle’s electrical system.
actual body of the vehicle. Featuring portability, the system is also fully Measurement, calibration, and diagnostic tasks all can be performed with
customizable. the same tool using the system.
For more information, visit booth 514 For more information, visit booth 901

aei-online.org aei APRIL 2009 67

 product briefs
product
briefs
Edited by Matthew Newton
What’s New at SAE 2009
AEI continues its preview coverage of the products, services, and technologies to be displayed this
month at the SAE 2009 World Congress in Detroit.
Induction heating
systems
InductoScan systems from
Inductoheat feature a modular
design that provides flexibility for
a range of power supplies, con-
trols, and components to be inte-
grated onto a common base. The
units can be customized to per-
form heat-treating applications
such as scan, single-shot, lift/
rotate, pick and place, rotary in-
dex, and linear transfer. Several
systems are equipped with two
independent power supplies, thus
allowing each spindle to provide
completely different operations or
precise power control of identical
operations. An upgraded control
package features Allen Bradley
Compact Logix/SERCOS Drive
controls to eliminate the need for
calibration, home switching, and
servo homing routines. A
Windows XP PC-based human-
machine interface with color
graphics and program storage is
interfaced to the machine’s pro-
grammable logic controller.
For more information, visit booth 855
Rotary torque sensor
PCB Automotive Sensors’
5300D Torkdisc inline rotary
torque sensor systems were de-
signed for test applications requir-
ing a rotary torque transducer
with limited axial space. The
transducer converts torque signals
into a high-speed digital represen-
68 APRIL 2009 aei
tation and then transmits the data
to a noncontacting loop, without
risk of noise or data corruption. A
remote receiver converts the data
to an analog output voltage and a
serial digital output. Series 5300D
incorporates dual analog outputs
to provide both static and dy-
namic torque measurement capa-
bility and features dc bandwidth
to 8500 Hz. Units are suitable for
automotive engine, powertrain,
and chassis dynamometer testing
for improved performance, emis-
sions, and fuel economy.
For more information, visit booth 1101
Test platform
The HyHIL by D2T, in partnership
with IFP, Renault, the
Laboratoire de Génie Élec-
trique de Grenoble, and LMS
Imagine, is a virtual hybrid test
platform that uses a suite of ge-
neric tools to reproduce and as-
sess the complex architectures of
hybrid vehicles. The physical mod-
eling of the components is done
on the LMS Imagine.Lab AMESim
simulation platform. Piloting of
the powertrain test bench and
model execution are based on the
real-time functionalities of D2T’s
MORPHEE 2 test bench supervisor.
Supported by the Mov’eo com-
petitiveness cluster and FUI Fund,
HyHIL has validated three hybrid
architectures: pure thermal mode,
with simulation of an alternator-
starter; stop and start mode, with
simulation of the engine’s fre-
quent stop-start phases; and hy-
brid mode, with simulation of
electric propulsion, energy recov-
ery during deceleration phases, 3-D printing
and battery recharging. These Process solutions provider Dasi
architectures have been tested Solutions has teamed with
over the course of several stan- Objet Geometries on the
dard driving cycles using an en- Alaris30 desktop rapid-prototyp-
ergy supervisor developed by IFP. ing 3-D printing machine, which
For more information, visit booth 527 delivers a combination of detailed
models in a compact system to
decrease design cycles. Objet’s
PolyJet and PolyJet matrix tech-
nology provide a complete 3-D
printing solution for rapid-proto-
typing applications, and Objet
Studio Software ensures that
models print accurately. The
Alaris30 uses PolyJet Polymer
Jetting technology to print thin
Steering measurement
layers that harden immediately
system with UV light, improving handling
The drift-pull steering measure-
without powder or assembly.
ment system from Sensor
Engineers can improve production
Developments allows vehicle
from art to part without the ne-
manufacturers to accurately mea-
cessity of outsourcing to rapid-
sure the effects of drift pull
prototype service bureaus.
caused by wheel alignment errors.
For more information, visit booth 610
With this sensor system, operators
can measure and record drift-pull
torque and angle, allowing them
to determine whether the vehicle
has been properly aligned prior to
its shipment to auto dealerships.
The system features integrated
torque and angle measurement
with a quick attachment to the
vehicle’s steering wheel. A USB-
compatible connection powers
and acquires the data from the Shuttle valve
sensor and turns a laptop com- IMH 8-mm (0.315-in) shuttle
puter into a portable data-acquisi- valves from The Lee Company
tion system. feature a compact, nondetented,
For more information, visit booth 514
aei-online.org

selective design and improved
flow capacity over existing mod-
els. The compact 6 gal/min (23 L/
min) shuttle valves are 16 mm
(0.63 in) long and are suitable for
auxiliary functions such as hydrau-
lically released, spring-applied
brakes and load-sensing applica-
tions. Valves also solve hydraulic
isolation problems in manifolds
and feature consistent long-term
performance. The cartridge-style
valve is constructed entirely of
stainless steel and installs into a
drilled hole, eliminating the need
for threads, O-rings, or in-house
designs.
For more information, visit booth 431
Generator systems
The TGAR transient generator
system from AR RF­/Microwave
Instrumentation p ­ rovides the
flexibility to adapt to varied and
ever-changing specifications for
automotive conductive immunity
testing. With a base current rating
of 100 A, the user-friendly system
can handle most of the widely
diverse specifications that cur-
rently exist, yet it is capable of
generating custom pulses. The
company also offers a second
lower-cost TGAR system with a
base current rating of 32 A.
TGAR systems feature a built-in
oscilloscope that allows for easy
pulse verification and self-calibra-
tion; pulse verification and system
calibration data included in the
DUT test report; and LabView-
based software and built-in arbi-
trary waveform generators that
allow users to create custom
waveforms. Software updates will
be easily handled via download-
able files from the website with-
out the need for a hardware up-
grade. The system also includes
built-in auxiliary power supply,
aei-online.org
embedde­d computer with pre-
loaded operating software, key-
board, and LCD monitor.
For more information, visit booth 900
Silicon-carbide DPF
Saint-Gobain’s silicon-carbide
(SiC) diesel particulate filter (DPF)
features high porosity. The SG4
offers SiC robustness that pro-
vides high thermal stability, severe
regeneration, and corrosion resis-
tance. With 60% porosity and
narrow pore size distribution, the
company’s microstructure is de-
signed specifically to accommo-
date high washcoat loading with
low impact on backpressure.
Designed for DeNOx function
integration onto DPF substrate,
the SG4 takes advantage of high-
ly conductive SiC and narrow pore
size distribution. This catalytic
function integration allows addi-
tional packaging benefit and
downsizing potential for the full
exhaust system. The SG4 is avail-
able with Saint Gobain’s asym-
metric cell design and offers fuel-
economy-optimized technology
due to low backpressure, high
soot loading operability, and in-
creased regeneration interval. Cell
density is available up to 300 cpsi.
Saint-Gobain’s assembling design
and manufacturing process allow
production of substrates for any
geometry and shape.
For more information, visit booth 1013
Diagnostic tester
The Indigo diagnostic tester from
Vector CANtech provides a quick
overview of vehicle status and
uncomplicated access to diagnos-
tic data. It features simple menu-
ing that proves to be helpful dur-
ing test drives, allowing users to
product briefs
without a navigation system. The
solution accelerates the develop-
complete their diagnostic tasks ment of ADAS applications em-
with a minimum number of com- bedded directly in a vehicle’s CAN
mands. The device, which essen- bus or electronic sensor. The MPE
tially configures itself, offers a map contains ADAS geometry
use-case-driven perspective of and ADAS attributes with a re-
diagnostics without having to duced file size, permitting broader
address the details of the complex vehicle adoption. A recommended
diagnostic protocols. Users can MPE specification outlines deploy-
execute diagnostic tasks in elec- ment of the GPS, microprocessor,
tronic control unit development memory, and all required software
without having in-depth knowl- to predict information, search,
edge of these protocols. Indigo and interpret attributes on the
guides users in solving their tasks: road. The design is small enough
to be implemented on a circuit
it quickly works toward a solu-
board or distributed in the elec-
tion, beginning with various total
tronics architecture of the vehicle.
vehicle views and progressing to
It is always on and does not re-
specific detailed views. Indigo is
quire a stored navigation route.
parameterized via ODX or
For more information, visit booth 1020
CANdela data. The distinction
between configuration mode and
Plastics to fuel
diagnostic mode ensures that the
Natural State Research (NSR)
configured project and settings
has developed a formula to create
are not changed inadvertently.
For more information, visit booth 1131 liquid fuel from most types of
plastic waste. The process turns
Enhanced driver approximately 95% of the plastic
assistance into liquid fuel, while the remain-
ing 5% can be used as a substi-
A map and positioning engine
tute for coal with a higher ther-
(MPE) strategy from Navteq of-
mal unit value. The fuel produced
fers improved map-enhanced
is suitable for use in cars, trucks,
driver assistance systems (ADAS)
buses, trains, and heavy equip-
to all vehicles, including those
Pressure Transducers: High Performance, Economical
OMEGA’s PX309 Series
Employing the latest aerospace silicon
technology, the PX309 Series pressure
transducers from OMEGA® deliver
superior accuracy at competitive
prices. These tranducers offer a choice
of absolute pressures from 5 to 300
psi, gage pressures from 1 to 10,000
psi, and 3 output ranges, 0 to 100 mV, 0 to 5 Vdc, and 4 to 20 mA, which makes them
compatible with most process-control equipment. All stainless steel construction pro-
vides the durability needed for industrial applications. The transducers use the latest
semiconductor sensor technology. Pressure ranges 50 psi and below plus all absolute
pressure ranges use a high stability semiconductor pressure sensor isolated via a fluid
filled stainless steel diaphragm system. Pressure ranges 100 psi and above use high
accuracy silicon strain gages molecularly bonded to a stainless steel diaphragm. Both
systems provide a rugged sensor with high accuracy and excellent long term
Info@omegadyne.com
http://www.omegadyne.com/ppt/prod.html?ref=PX309-100MV&flag=1
aei APRIL 2009 69
 product briefs
ment. NSR technology does not
create greenhouse gas emissions
and reduces plastic at overbur-
dened landfills, thereby achieving
a balance between energy, eco-
nomics, engineering, and environ-
mental efficiencies, according to
the company. The formula will
enable OEMs to reduce costs
while stabilizing the U.S. market
by establishing a more permanent
and predictable resource for fuel.
For more information, visit booth 960
Development tools
An integrated development tool
chain for hybrid and electric ve-
hicle applications from dSpace
includes prototyping systems; ECU
autocoding software; hardware-in-
the-loop testing systems for elec-
tric-drive simulation; real-time
automotive simulation models for
simulating electric components
such as battery, loads, electric mo-
tors, controllers, and inverters;
ECU calibration systems; and engi-
neering and consulting services.
Prototyping systems improve con-
trol designs without manual pro-
gramming to optimize fuel con-
sumption and reduce emissions.
Autocoding software facilitates the
development and implementation
of control systems. Simulators
create a virtual, real-time environ-
ment to run test scenarios, while
models display the real-time simu-
lation of a vehicle’s electrical sys-
tem. Measurement, calibration,
and diagnostic tasks all can be
performed with the same tool
using the system.
For more information, visit booth 901
70 APRIL 2009 aei
Human-machine
interface development
DiSTI Corp.’s GL Studio 4.0 soft-
ware upgrade offers greater ease
of use and productivity for the
developer, higher performance of
the deployed application, and
better overall value to the cus-
tomer. This release features a re-
architected GL Studio developer
interface based on customer feed-
back and prevailing user-interface
design trends. In addition to the
interface upgrades, GL Studio 4.0
includes more than 30 generic
instruments covering a variety of
application types from speedom-
eters to keypads and nearly 300
common user-interface texture
elements. This content, coupled
with a new tutorial that illustrates
how to develop advanced 3-D
graphical interface designs, deliv-
ers an out-of-the-box user experi-
ence, according to the company.
GL Studio is now being used by
manufacturers of automobiles,
aircraft, and space vehicles for
uses ranging from prototyping to
embedded safety-critical displays.
For more information, visit booth 927
Brushless motor
The SBL300 from SPAL USA is a
completely sealed brushless motor
designed to suit a variety of air
movement needs. Available in
both axial and centrifugal blower
configurations, the low-mass
SBL300 features IP68-certified
dustproof/waterproof construc-
tion and integrated power and
signal electronics. The high-effi-
ciency motor also offers a low-
inertia inner rotor, reduced axial
dimensions, low noise, and resis-
tance to vibration and harshness
levels. Fully customizable for OEM
programs, the SPAL motor incor-
porates smart soft start—a re-
duced in-rush current that pro-
tects a stalled/resisted fan. The
brushless design reduces the
number of wear components over
brushed technology to deliver
long-lasting motor life and to
provide automatic power de-rat-
ing to guarantee performance in
over-temperature operating con-
ditions. Designed to meet the
highest engineering standards for
both performance and durability,
the SBL300 is recommended for
automotive, bus, off-highway,
and truck applications.
For more information, visit booth 1055
Cable and wire carrier
Kabletrax Worldwide’s F.I.T.
(Flexible Installation Tape) cable
routing system allows flexible,
cost-effective organization and
rout­ing of wires and cables in a
wide variety of on-vehicle applica-
tions. Offering efficiency and time
savings, the lightweight and flat
F.I.T. can be easily installed and
used in a variety of static or mov-
ing applications, such as routing
cables to entertainment consoles
or under multifunction powered
vehicle seats. Due to its construc-
tion and manufacturing process,
F.I.T. systems can be cost-effec-
tively custom-designed and man-
ufactured in a wide variety of
application-specific colors, materi-
als, and configurations.
For more information, visit booth 1030
Distance control assist
technology
The distance control assist (DCA)
system from Nissan North
America determines a driver’s
following distance as well as the
relative speed of both vehicles
using a radar sensor installed in
the front bumper. When a vehicle
approaches close to the front
vehicle and the accelerator is not
engaged, the system activates the
brakes to decelerate smoothly. If
the accelerator is engaged, the
acceleration actuator is activated
through a push-back mechanism
to help the driver release the ped-
al. When the vehicle ahead slows
down or brakes, requiring the
driver behind to brake, the system
alerts the driver through message
and audio warnings and pushes
back the accelerator to help the
driver switch to the brakes. The
DCA debuted on the 2009
Infiniti FX.
For more information, visit booths 641
and 2155
High-strength
magnesium sheet
technology
Thixomat­’s NanoMag technology
is an environmentally friendly
process for the production and
marketing of high-strength, light-
weight magnesium sheet with
nanometer microstructures. The
process, developed with the
Department of Material Science
and Engineering at the
University of Michigan and
under the sponsorship of the
National Science Foundation,
offers advantages in material int­
egrity and cost savings. The foun-
dation of the technology is the
Thixomolding Thermal Mechanical
Process. Thixomolding is the injec-
tion molding of magnesium al-
loys. The NanoMag process results
in a stronger, more reliable, more
formable, and lighter-weight
magnesium sheet with properties
similar to steel and with a compa-
rable strength-to-density ratio as
that of steel but at one-fourth the
weight. Substituting the lighter-
aei-online.org

weight magnesium sheet for alu-
minum and other materials re-
duces vehicle fuel consumption as
well as offers greater personal
protection in military applications.
In addition, it can be used as a
base material for manufacture of
fuel cells and electronic products.
For more information, visit booth 1223
Honda R&D Technical
Review
The April edition of Honda R&D
Technical Review includes a spe-
cial focus on fuel-cell vehicles and
the Honda Insight. The 246-
page, soft-bound book includes
33 articles and papers on the
newest technology initiatives from
Honda Motor Co. Ltd. Featured in
the color publication are various
aspects of the FCX Clarity: style
and design, fuel-cell powertrain
and new fuel-cell stack, electric
shift system, heated and cooled
seats, and PDU. Honda R&D
Technical Review is available at
the SAE Store at the 2009 SAE
World Congress as well as at
www.sae.org.
For more information, visit booth 2101
Transmission
development software
IAV, in cooperation with the
University of Chemnitz, has
developed a software package
suited for transmission system
engineers. The Transmission
Synthesis program asks questions
about transverse or longitudinal;
planetary automatic, dual-clutch,
aei-online.org
or hybrid; the number of gears
desired; the overall ratio spread;
and the required shift elements. If
hybrid, questions address the
required level of regenerative
braking and accelerative boosting,
as well as the necessity of a
geared neutral. With this type of
information, the program can
quickly calculate and evaluate all
permutations for the optimum
layout of the gear­train with the
least number of torque-transfer
components, the simplest shift
logic, and the optimum energy-
transfer efficiencies obtainable
with the resulting transmission
architecture design. According to
IAV, Transmission Synthesis saves
users time, complexity, and cost
on transmission development.
For more information, visit booth 1354
Closed-loop
impregnation system
Ultraseal’s closed-loop, effluent-
free impregnation system reduces
the effluent associated with con-
ventional impregnation systems
by 99%. The recyclable sealants
are recovered during the cold-
wash process and returned to the
autoclave for reuse. This system
provides the benefits of reduced
sealant usage, decreased effluent
production, and reduced freshwa-
ter usage. The hot-cure effluent is
also recycled by pumping solution
from the hot-cure tank to a distil-
lation unit, where the hot-cure
water is purified. This clean water
is then returned to the cure tank
for reuse. A specialized chemical
is dosed into the system to ensure
that the distillation process is kept
clean. The highly concentrated
waste (usually less than 1% by
volume) is collected separately for
subsequent disposal. This hot-
cure recycling: results in water
savings by not having to replace
the tank volume on a regular ba-
sis; provides energy savings due
to not having to reheat the re-
placement water; results in efflu-
ent savings due to reduction of
the effluent stream by up to 99%;
and creates manufacturing sav-
ings by not having to stop the
product briefs
machine and lose production
while changing the water.
For more information, visit booth 1654
Multicore cables
Leoni Cable’s Adascar multicore
automotive cables include prod-
ucts geared to six areas of appli-
cation, with materials and cables
designed to the customer’s speci-
Combined sensor
fications. Safety cables include
package
airbag, belt, precrash, early warn-
The e-Sensing product line from
ing and closing systems, pinch
DTS includes the 6DX combined
protection, chassis safety, and
sensor package, which incorpo-
distance controllers. Comfort ca-
rates three linear accelerometers
bles encompass categories such
and three angular rate sensors in a
as roof, seat, heating, ventilation
single, compact package that is 28
and climate control, and parking
mm (1.1 in) square and 17 mm
assist. Power cables are used for
(0.67 in) high. The six channels of
applications including lighting and
output provide the data to calcu-
cabling systems, electrical installa-
late an acceleration vector and
tion wiring, and engine compart-
track its orientation in space with
ments. Control cables include
time and, with the appropriate
sensors for rain, weight and oc-
post-processing calculations, plot
cupant recognition, fill level,
the kinematic motion of a test
lambda probe, and applications
piece in three-dimensional space.
with capacity and inductivity re-
The ruggedized unit is designed for
quirements. Truck cables feature
high-speed impact environments
the connection cable between
and has a 6000-g shock rating. The
tractor and trailer or semitrailer,
built-in connectors make the unit
lighting and cabling systems, and
especially durable where cable
cables with ADR approval. Lastly,
damage does not retire the entire
wheel sensor cables include ABS/
sensor package. Applications in
ESP sensor cables, active body
vehicle testing include crash im-
control, and brake wear indicator.
pacts, rollover, suspension, and ride
For more information, visit booth 1125
and handling. Other applications
include testing of off-road and
GF-5 website Japanese
construction vehicles, motorcycles,
marine, motorsports, and human
translation
Lubrizol’s GF-5.com website pro-
motion measurement.
For more information, visit booth 1314
vides real-time information on the
aeix.hotims.com/22868-271
aei APRIL 2009 71
 product briefs
proposed ILSAC GF-5 specifica-
tion; a Japanese version of the
site is now available. This site will
help Japanese customers be suc-
cessful in preparation for the
commercialization of GF-5, which
is expected to be prevalent in
Japan for MY2011 vehicles.
JAMA (Japanese Automotive
Manufacturers Association) is a
key member of ILSAC, the
International Lubricant
Standardization and Approval
Committee, which in collabora-
tion with oil industry organiza-
tions, is developing GF-5. The
www.sae.org/tele-webcasts/electric-car
TELEPHONE/WEBCAST
ONE FEE + ONE CONNECTION = UNLIMITED PARTICIPANTS
72 APRIL 2009 aei
website will provide users with
key areas of information including
an animated timeline that high-
lights the steps required by the
industry to take the specification
from initial concept to commer-
cialization, recent news and up-
coming events, explanation of
GF-5, information about the in-
dustry and process, and table
indication of testing required and
status of each test.
For more information, visit booths 743
and 749
Wheel-force transducer signal conditioning and calibra-
PCB Automotive Sensors offers tion circuitry. Suitable for heavy
Series 5400 wheel-force transduc- braking tests, the sensors also
ers for road load data acquisition. calibrate and adjust biaxial wheel
Designed to mount between the test machines and perform prod-
vehicle hub and wheel rim, the uct development of stability con-
rugged, one-piece, water-resistant trol, suspension, and tires. Units
units feature accurate measure- are available in aluminum, stain-
ments and are available in a vari- less steel, and titanium. They ac-
ety of sizes for on- and off-road cept modified rims to mount a
vehicles. Units can be fitted with range of tire sizes, wheel diam-
either slip ring or telemetry signal eters, and offsets.
transmission and offer onboard For more information, visit booth 1101
Keys to the Electric Car Future:
Batteries, Drivetrain & Infrastructure Telephone/Webcast
May 7, 2009 - 11:30 a.m. - 1:30 p.m. ET via Telephone/Web
Topics this SAE/AEI Telephone/Webcast will address include:
• Current and emerging electric vehicle • Networks of smart electric recharging stations
technologies • The critical integration of technology
• Solutions for vehicle manufacture • Drivetrains (with specific vehicle case studies)
• Developments in battery technologies
Featuring Experts from the Industry:
Bradley Berman, (Telephone/Webcast Organizer and Moderator),
Editor, HybridCars.com
Prabhakar Patil, Chief Executive Officer, Compact Power, Inc.
J.E. “Ted” Robertson, Chief Technology Officer & EVP of New Product Creation,
Magna International Inc.
Nancy L. Gioia, Director, Sustainable Mobility Technologies and Hybrid Vehicle
Programs, Ford Motor Company
Richard Lowenthal, Chief Executive Officer, Coulomb Technologies, Inc.
Sponsored By:
Produced by the SAE Sponsored By:
Continuing Professional
Development Group in
association with:
P90264
aei-online.org
 Purchase this
Headline
calendar online at
http://www.sae.org/
technical/books/
AEICALENDAR2009

Renault Z.E. Concept

This month’s Renault is furthering its CO2 emissions reduction
sponsor strategy with the development of electric vehicles,
which will lead to low-volume production from
2011. Its Z.E. (Zero Emission) Concept is based on
the new Renault Kangoo be bop. The electric
drivetrain features a 50-kW (continuous) 70-kW
(peak), 226-N·m electric motor and a lithium-ion
www.lear.com
battery pack. To extend the vehicle’s electric range,
the company went all-out to minimize energy
consumption, including the employment of heat-
reflective paint, insulating acid green-tinted glass,
and bodywork that comprises two insulating
panels with a sandwich of air.

aei-online.org aei MARCH 2007 1

 companies
mentioned
Company Page

Active Safety Engineering......................................... 64
Acura........................................................................ 51
Adams Software........................................................ 52
Advanced Lead-Acid Battery Consortium.................. 19
Advics....................................................................... 29
AEZ ........................................................................... 17
Aisin.......................................................................... 29
Allen Bradley............................................................. 68
Alliance of Automobile Manufacturers...................... 75
AR RF/Microwave Instrumentation........................... 69
Artificial Muscle........................................................ 56
ArvinMeritor............................................................. 40
Aston Martin............................................................. 14
AT&T......................................................................... 76
Audi.............................................................. 50, 51, 66
Azure Dynamics........................................................ 76
BMW......................................12, 16, 24, 26, 38, 46, 51
Bridgestone............................................................... 29
BYD............................................................................. 6
Cadillac..................................................................... 51
CARB......................................................................... 75
Centro Ricerche Fiat.................................................. 55
Chevrolet............................................................ 24, 51
Chrysler............................................................... 42, 52
Citroën................................................................ 14, 24
Cobasys..................................................................... 77
Cranfield University................................................... 19
Custom Sensors & Technologies................................ 31
D2T ..................................................................... 66, 68
Daihatsu.................................................................... 27
Daimler............................................................... 22, 64
Dana......................................................................... 29
DARPA...................................................................... 65
Dasi Solutions........................................................... 68
Dassault Systèmes.................................................... 42
Delco......................................................................... 76
Delphi........................................................... 38, 51, 54
Denso.................................................................. 26, 31
DiMora Motorcar...................................................... 47
DiSTI Corp................................................................. 70
Dodge................................................................. 42, 52
dSpace................................................................ 67, 70
DTS ........................................................................... 71
Eaton.......................................................................... 6
Eberspächer.............................................................. 17
EPA ..................................................................... 29, 75
Esoro......................................................................... 17
ESPCI/CNRS............................................................... 57
Ex One...................................................................... 47
FedEx........................................................................ 76
Ferrari................................................................. 51, 55
Fiat ........................................................................... 26
Fisher Scientific......................................................... 76
Ford.................10, 25, 29, 43, 48, 49, 50, 56, 61, 63, 77
Freescale Semiconductor..................................... 32, 33
General Motors.... 24, 28, 30, 31, 38, 43, 51, 55, 76, 80
GENIVI Alliance......................................................... 38
GMC................................................................... 24, 52
Guardian Automotive................................................ 44
Haldex....................................................................... 28
Hayes Lemmerz......................................................... 76
Hella Electronics........................................................ 32
Holden...................................................................... 51
Honda........................................................... 24, 56, 71
Hyundai............................................................... 16, 24
IAV ..................................................................... 67, 71
IBM Rational....................................................... 60, 61
IFP....................................................................... 66, 68
Inductoheat............................................................... 68
Infiniti................................................................. 51, 70
Insurance Institute for Highway Safety..................... 44
Intel.......................................................................... 38
iSuppli................................................................. 30, 40
JAMA (Japanese Automotive
Manufacturers Association)................................ 72
James Owen Design.................................................. 55
JCI-Saft...................................................................... 77
Johnson Controls...................................................... 49
Kabletrax Worldwide................................................. 70
Kia............................................................................ 17
KYB........................................................................... 28
Kyoto University........................................................ 25
Laboratoire de Génie Électrique de Grenoble...... 66, 68
Lab Radio.................................................................. 44
Land Rover................................................................ 19
Leoni Cable............................................................... 71
Lexus......................................................................... 25
Lincoln...................................................................... 50
LMS Imagine....................................................... 66, 68
LMS International............................................... 59, 61
Lord........................................................................... 55
Lotus................................................................... 24, 36
Lubrizol..................................................................... 71
Magna...................................................................... 29
Magneti Marelli........................................................ 38
Mazda....................................................................... 55
MCE-5 Development................................................. 34
Melexis..................................................................... 32
Mentor Graphics....................................................... 58
Mercedes-Benz............................................... 6, 14, 19
Mercury..................................................................... 49
Meridian Automotive................................................ 29
MGH......................................................................... 67
Michelin.............................................................. 51, 55
SABIC Innovative Plastics.......................................... 16
SAE International.....................8, 24, 28, 29, 62, 67, 71
Saft ........................................................................... 77
Saint-Gobain....................................................... 66, 69
Sakor Technologies.................................................... 67
Scion......................................................................... 29
Sensor Developments................................................ 68
Sensor Products........................................................ 67
Showa................................................................. 28, 29
Siegel-Robert Automotive......................................... 44
Siemens.................................................................... 17
Siemens PLM Software............................................. 60
Skoda........................................................................ 12
Smart............................................................ 17, 28, 64
Solectria.................................................................... 76
SPAL USA.................................................................. 70
SRG Global................................................................ 44
SRI Consulting Business Intelligence......................... 55
SRI International....................................................... 56
Stanford University................................................... 65
Subaru...................................................................... 17
Swiss Federal Ministry of Energy............................... 17
The Electrical Power Group....................................... 19
The Lee Company...................................................... 68
Thixomat................................................................... 70
ThyssenKrupp............................................................ 57
ThyssenKrupp Steel................................................... 66
Toyota........................................................... 24, 43, 45
Toyota Boshoku........................................................ 26
TRW Automotive....................................................... 43
UK Energy Saving Trust............................................. 19
UK Technology Strategy Board.................................. 19
Ultraseal................................................................... 71
University of California–Berkeley.............................. 65
University of California–Irvine................................... 57
University of Chemnitz.............................................. 71
University of Michigan.............................................. 70
USB Implementers Forum.......................................... 40

tech-lit file
Microsoft................................................................... 67
Mini.......................................................................... 26
Millbrook Proving Ground......................................... 18
MIT ..................................................................... 63, 76
Multimatic................................................................ 29
National Science Foundation..................................... 70
Receive FREE literature from featured suppliers using Natural State Research....................................... 66, 69
the web address listed below company photo. Navteq................................................................ 67, 69
New Car Assessment Program.................................. 44
To advertise your company’s literature, NHTSA................................................................ 44, 64
Nintendo................................................................... 14
call 888-875-3976 or 1-724-772-4086. Nissan........................................................... 12, 24, 70
NSK........................................................................... 29
Stainless Steel Objet Geometries...................................................... 68
Ohio State University................................................ 56
for Diesel Exhaust Opel.............................................................. 25, 28, 80
U.S. Department of Energy.......................................... 6
U.S. Department of Transportation............................ 75
U.S. Postal Service..................................................... 76
Utilimaster................................................................ 77
Vauxhall.............................................................. 28, 80
Vector CANtech......................................................... 69
Virginia Polytechnic Institute and State University.... 57
Visa........................................................................... 49
Visteon...................................................................... 38
Volkswagen......................................................... 19, 24
Volvo......................................................................... 51
Volvo Penta............................................................... 57
Weber Automotive.................................................... 17
Wind River................................................................ 38
Yazaki....................................................................... 67

Fluid Tanks Ora Research....................................................... 58, 61

Orbital....................................................................... 36
DEF or Urea tanks will be standard for Oxford University...................................................... 19
U.S. diesel vehicles made after 1.1.10, PCB Automotive Sensors..................................... 68, 72
due to EPA regulations reducing Pennsylvania Dept. of Transportation........................ 76
nitrogen oxide from diesel exhaust. Peugeot............................................................... 20, 34
Urea is corrosive to mild carbon steel Pirelli......................................................................... 17
and non-ferrous materials such as Pontiac...................................................................... 25
aluminum and zinc. Urea tanks also
ProMetal RCT............................................................ 47
need to be “climate controlled.” For the
Provector................................................................... 19
corrosion resistance of stainless steel
— and cost-efficiency — Outokumpu’s PSA Peugeot Citroën........................................... 19, 38
high-strength, low-alloy duplex, Purolator Courier...................................................... 76
LDX 2101®, stainless steel is a perfect Queen’s University Belfast........................................ 37
urea tank material. Renault............................................................... 66, 68
Activating Your Ideas Ricardo...................................................................... 38
In Stainless Steel for Diesel Exhaust Fluid Tanks
Contact Elisabeth.Torsner@ Rinspeed................................................................... 17
Outokumpu.com or call Rolls-Royce............................................................... 16
aeix.hotims.com/22868-274
1.800.349.0023.

74 APRIL 2009 aei aei-online.org


Merits of California greenhouse-gas rule debated
The March 5 EPA hearing on California’s
request to be able to set the first green-
house-gas (GHG) tailpipe emissions stan-
dards in the U.S. showcased the domestic
industry’s engineering advances over the
past half decade. Even Fran Pavley, a
Democratic State Senator in California, in
an interview with AEI before the hear-
ings, metaphorically tipped her hat to
Detroit saying the industry “has moved in
the right direction” in terms of technolo-
gies for better fuel economy. Pavley wrote
the law passed by the California legisla-
ture in 2001 requiring a reduction in GHG
emissions of 30% by 2016. The California
Air Resources Board (CARB) approved a
regulation in 2004 dictating the steps
carmakers would have to take starting in
MY2009.
Pavley was among the California envi-
ronmental heavyweights who came to
Crystal City, VA, to testify at the standing-
room-only EPA public hearing. California
has to meet certain conditions before the
EPA can grant it a GHG emissions waiver
based on the Clean Air Act. Stephen
Johnson, the EPA Administrator at the
end of the Bush administration, denied
the waiver request in January 2008.
On January 21, 2009, CARB
Chairwoman Mary Nichols wrote to EPA
Administrator Lisa Jackson asking her to
reconsider Johnson’s denial. Jackson, with
President Obama’s approval, agreed and
scheduled the March 5 hearing.
In an interview prior to the hearing,
Tom Cackette, Chief Deputy Executive
Officer for CARB, said auto manufactur-
ers will be able to meet the California
standard without any problem. If the cur-
rent nationwide fleet of cars and light
trucks emitted GHG at 2016 California
levels, the fleet-wide average fuel econo-
my would be 33.8 mpg (it would be
higher, 35.7 mpg, in California because
the ratio of cars to trucks there is closer
to 70:30 versus 60:40 nationwide).
“The automakers can absolutely meet
the California standard,” Cackette said in
his interview with AEI.
aei-online.org
regulations
& standards
Edited by Patrick Ponticel
Charlie Territo, a spokesman for
the Alliance of Automobile
Manufacturers, essentially agreed with
Cackette. He said the CAFE standards the
U.S. Department of Transportation is
likely to adopt differ only “negligibly”
from the California GHG standard in
terms of effect on fuel economy.
Territo explained that California’s stan-
dard is troublesome because of its poten-
tial impact on auto sales in different
states. “The structure and framework as
it applies to compliance on a state-by-
state level creates some real difficulties,”
he said. Dealers in states that adopt the
GHG standard will have to sell fewer
heavy vehicles and more lighter ones;
thus, a consumer in a regulated state
searching for a heavier vehicle will have
more incentive to cross border into an
unregulated neighboring state where au-
tomakers face no limit on how many
heavy vehicles they can sell. Thirteen
states and the District of Columbia have
passed laws adopting the California GHG
standard, which they will impose if and
when the EPA grants California a waiver.
Territo said the problem could be
solved by the U.S. adopting one national
standard for GHG emissions and fuel California State Sen. Fran Pavley is the author
economy. That approach was endorsed of California’s greenhouse-gas-emissions law.
by Democratic Sen. Carl Levin of
Michigan. He argued that GHG emissions
are not unique to California. Therefore, ant helps considerably to reduce GHG
the state cannot claim that those emis- emissions but does nothing to improve
sions pose an “extraordinary and compel- fuel economy. Use of a diesel engine can
ling” case for a Clean Air Act waiver. “A lead to a 35% increase in fuel economy
ton of carbon emitted in California is the in some models, Cackette said, but only a
same as a ton of carbon emitted in any 20% gain in GHG emissions reduction.
other state,” Levin said. California would have no problem
President Obama seems to endorse with one national automotive standard
the “one national standard” concept. But addressing both GHG and fuel economy.
neither Obama nor anyone else has talk- “If it would satisfy our needs, we don’t
ed about what that standard might look need two standards,” Cackette said. But
like. when asked whether CARB might ease its
Cackette acknowledged that tech- GHG emissions standard as part of a
nologies aimed at reducing GHG emis- compromise, he had a one-word answer:
sions do not always help as much in im- “No.”
proving fuel economy. For example, sub- Stephen Barlas
stituting cleaner air-conditioning refriger-
aei APRIL 2009 75
 insiders & insights
insiders &
insights
Edited by Lindsay Brooke
Ripe for innovation
Azure Dynamics’ CEO Scott Harrison explains how his company has
captured the medium-duty hybrid vehicle market.
When Scott Harrison talks about his com-
pany’s hybrid propulsion system delivering
a 40% improvement in fuel efficiency,
he’s not dreaming. Nor is he speculating
about something that only exists in CAD
data. His words are based on real-world
experience in hundreds of vehicles in daily
fleet service. Hundreds more are slated
for 2009 delivery.
“Our value proposition is this: Fuel
costs are going to go higher and the reg-
ulatory environment is going to get
tougher,” explained Harrison, the CEO of
Azure Dynamics, maker of hybrid and
electric propulsion systems for medium-
duty commercial vehicles. “We can show
30% reductions in greenhouse gas emis-
sions and maintenance costs, compared
with conventional trucks.”
Harrison credits his
strong work ethic and
love of technology to
his father, who was a
GM machine technician.
76 APRIL 2009 aei
While scores of start-up companies are and the Pennsylvania Department of
hoping to break into the hybrid and EV Transportation also operate AZD-
spaces, Azure Dynamics (AZD) has been powered fleets. For the past six years the
there for 12 years. The Vancouver-based U.S. Postal Service has operated 40
company was spun off from a British vans powered by AZD’s pure-electric
Columbia electric utility R&D project in “Force Drive” drivetrain in Manhattan.
1997. Along the way it acquired EV spe- Fleet service managers have reported
cialist Solectria—itself an MIT progeny. vehicle uptime averaging 96%. The hy-
AZD has more than 100 engineers and brids’ regenerative brakes have greatly
technical staff at facilities in Vancouver, extended foundation brake life. And be-
Boston (where it manufactures power cause they launch on battery power, cus-
electronics and electric drives), and the tomers are also realizing longer starter-
Detroit suburb of Oak Park, which is motor life.
Harrison’s headquarters and AZD’s pro- AZD also has begun selling an electri-
duction engineering base. fied system known as LEEP, which allows
When AZD entered the commercializa- specialized vehicles to function as a mo-
tion stage a few years ago, company bile power generator.
leaders decided to focus solely on the Hybrid sales in 2007 and 2008 were
medium-duty (Class 3 through 6) sector. roughly $3 million each year, Harrison
Harrison describes it as noted, and financial analysts’ reports
“ripe for innovation.” have been bullish on AZD’s growth pros-
Delivery vans, airport pects, particularly given aggressive new
shuttle buses, and vo- fuel efficiency and emissions policies
cational-use vehicles coming into play in the U.S. Currently,
represent about 8% of fleet operators in the U.S. benefit from a
the total vehicle miles 10% tax incentive for vehicles proven to
driven in cities, but deliver a minimum 30% fuel efficiency
they’re responsible for improvement, as the AZD powertrain
25% of the mobile does.
emissions—most of Harrison is an E/E whose 18 years in
which are while idling, the auto industry began at GM’s Delco
he noted. Chassis Division. His career includes posi-
tions at Fisher Scientific and a group
Growth by presidency at Hayes Lemmerz before
LEEPs and joining AZD. He believes the market,
bounds rather than regulations, will ultimately
Purolator Courier drive AZD’s book of business.
Ltd. in Canada collabo- He said AZD’s powertrain, called the
rated with AZD on pro- Balanced Hybrid Drive, adds about
totype testing in 2003. $30,000 to the cost of a standard gaso-
Purolator has since line-V8 chassis. With gas at $3 a gallon,
purchased 155 hybrid the payback to buyers through fuel-cost
vans (19 diesel, the savings takes approximately 4½ years,
he said, given the typical 20,000 mi
rest gasoline engines)
for daily fleet use and (32,200 km) annual vehicle use. When
has ordered more than fuel prices rise to $4 per gallon, the pay-
200 units for 2009 back drops to about three years. Vehicles
delivery. FedEx, AT&T, in AZD’s target markets typically remain
aei-online.org

AZD’s parallel hybrid powertrain
architecture currently
features NiMH battery packs.
The company has a Li-ion
development partnership with
JCI-Saft and is developing plug-in
hybrid solutions as well as pure
EV systems.
in service for 10 to 12 years.
When it was ready for production,
AZD partnered with Ford, which provides
its ubiquitous E-Series chassis for hybrid-
ization. “As industry veterans, we under-
stand the importance of getting our tech-
nologies on the right platforms,” Harrison
explained. Ford has a 50% share in medi-
um-duty trucks in North America.
Collaborating with Ford
As Ford’s hybrid “upfitter,” AZD ships its
powertrain set, including its proprietary
dc/dc converter, power electronics, trac-
tion motor, and a liquid-cooled Cobasys
nickel-metal hydride (NiMH) battery pack,
to medium-truck specialist Utilimaster,
which assembles the system into Ford’s
E-Series chassis. From Utilimaster, the
chassis goes to a body builder.
The AZD package includes an auxiliary
cooling system and auxiliary electric pow-
er steering and brakes for use when the
internal-combustion engine is off. The
system’s integrated starter-generator
starts the engine when battery state of
charge drops to a minimum level and,
along with the regen brakes, recharges
the battery as the vehicle is moving.
“We’re the hybrid systems integrator,”
said Harrison. “We have a manufacturing
engineer on site at Utilimaster and we
have a quality control plan. The beauty is,
aei-online.org
insiders & insights
it doesn’t take a lot of
cash from Azure to set
up this supply chain.
We can ramp up rapidly
and efficiently. And
from the end customer’s
viewpoint, this is how
they’ve been ordering
their vehicles for
decades.”
Harrison chuckles at
the suggestion that
AZD is serving as Ford’s
hybrid engineering
group for medium
trucks. “But that’s a
great way of describing Delivery vans are a key market for AZD, due to their urban duty cycles.
it,” he said. “People
outside the industry
wonder why everything can’t be a hybrid lithium battery chemistry. Last January the
immediately, but it takes enormous re- company announced a strategic partner-
sources, and Ford’s focusing where the ship with JCI-Saft for supply of Li-ion
volume is—passenger cars. With the new technology. Harrison said lithium will al-
CAFE, they don’t have the resources to low AZD to reduce systems weight, de-
focus on trucks too. So it opens up an velop plug-in hybrid systems, and im-
opportunity for our company.” prove the payback equation with the aim
Ford has warranty responsibility on the of a three-year payback.
vehicle chassis, and AZD covers the hybrid “Our breakeven where we start gener-
system.The nonbinding relationship en- ating cash is roughly $100 million—that’s
ables AZD to sell its hybrid powertrains to about 3000 vehicles per year,” he noted.
other OEMs. “We’ve got work to do, but it’s not a
Like the rest of the mobility industry, high hurdle.”
AZD expects great things from upcoming Lindsay Brooke
aei APRIL 2009 77
 ad
index
Two Ways to Get Product Info
Inquire Online: reader.sae.org/aei
from Automotive Engineering
International Advertisers
Advertiser Circle Page Website
Arens Control Co LLC.................................204...................4....................... aei.hotims.com/22868-204 1. Go to reader.sae.org/aei
One click connects you to any advertiser’s website, or
AR RF/Microwave Instrumentation............207...................7....................... aei.hotims.com/22868-207 use the site to request product information from the
advertiser.
Avl List GmbH............................................237..................37...................... aei.hotims.com/22868-237
2. Go directly to the company’s website listed in the
Berlin Partner GmbH..................................235..................35...................... aei.hotims.com/22868-235
advertiser index.

Free Subscription to AEI

Dana Automotive Systems Group...............399..............Cover 4.................. aei.hotims.com/22868-399
Go to: www.submag.com/sub/au
dSPACE Inc.................................................398..............Cover 3.................. aei.hotims.com/22868-398

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

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

advertising sales
Advertising Sales Advertising Sales AEI
North America International Management
The Lee Company.......................................245..................45...................... aei.hotims.com/22868-245
Corporate Central & Eastern Europe Publisher, Periodicals &
Account Managers (Austria, Czech Republic, Electronic Media
Robert Kuzawinski Germany, Hungary, Poland, Scott Sward
The Lubrizol Corporation............................397..............Cover 2.................. aei.hotims.com/22868-397 Switzerland)
v: 1-248-273-4094 v: 1.610.399.5279
f: 1.248.273.4082 Sven Anacker f: 610.465.8711
bobk@sae.org Ralf Gerbracht ssward@sae.org
MACSTEEL.................................................211..................11...................... aei.hotims.com/22868-211 v: 49.202.27169.17
Terri L. Stange f: 49.202.27169.20
Global Field
v: 1-847-304-8151 mail@InterMediaPartners.de
Sales Manager
f: 1.847.304.8157
The MathWorks..........................................202...................2....................... aei.hotims.com/22868-202 tstange@sae.org China, Hong Kong, Marcie L. Hineman
v: 1.724.772.4074
Taiwan f: 1.724.776.3087
Great Lakes Annie Chin - Hong Kong hineman@sae.org
O-Flex Automotive Inc................................247..................47...................... aei.hotims.com/22868-247 (MI, Toledo metro, Ontario) v: 852.2369.8788
Steve Rhodes f: 852.2869.5919
Recruitment
v: 1.248.273.4086 annie@ringier.com.hk
f: 1.248.273.4082 Sales Manager
Omega Engineering Inc..............................201...................1....................... aei.hotims.com/22868-201 srhodes@sae.org Martha Schanno
Christina Wong -
Shanghai v: 1.724.772.7155
Midwest v: 86.21.6289.5533 f: 1.724.776.3087
Outokumpu Stainless.................................274..................74...................... aei.hotims.com/22868-274 f: 86.21.6247.4855 mschanno@sae.org
(IA, IL, IN, KS, Manitoba, MN,
MO, MT, ND, NE, SD, WI) cwong@ringiertrade.com
Chris Kennedy
v: 1.847.498.4520 Kelly Wong – Taiwan
PCB Piezotronics Inc - Automotive v: 886.4.2329.7318
f: 1-847-498-5911 Customer
Sensors Division......................................239..................39...................... aei.hotims.com/22868-239 chris@didierandbroderick.com f: 886.4.2310.7167
kwong@ringier.com.hk Sales & Support
Northeast Print Advertising
Japan
Seissenschmidt AG.....................................243..................43...................... aei.hotims.com/22868-243 (CT, DC, DE, MA, MD, ME, NH, Coordinator
NJ, NY, E. PA, Quebec, RI, VA, VT) Eiji Yoshikawa
v: 81.3.3327.5756 Linda Risch
Bob Nelson v: 1.724.772.4039
f: 81.3.3322.7933
SPAL Automotive S.r.l.................................223..................23...................... aei.hotims.com/22868-223 Denis O’Malley f: 1.724.776.3087
callems@world.odn.ne.jp
Bob Fox advertising@sae.org
v: 1.203.356.9694
f: 1.203.356.9695 South Korea
The Timken Company.................................221..................21...................... aei.hotims.com/22868-221 sales@nelsonmiller.com
Classified / Recruitment /
Young J. Baek
v: 82.2.2273.4818
Online Coordinator
Southeast or 82.2.2273.4819 Debby Catalano
f: 82.2.2273.4866 v: 1.724.772.4014
Ticona Engineering Polymers.....................253..................53...................... aei.hotims.com/22868-253 (AL, FL, GA, KY, MS, NC, OH,
ymedia@ymedia.co.kr f: 1.724.776.3087
SC, TN, West PA, WV)
eMedia@sae.org
Doug Shymoniak
v: 1.724.772.4081 Western Europe
TM4 Inc......................................................241..................41...................... aei.hotims.com/22868-241 f: 1.724.776-3087 (Belgium, Denmark, Finland,
shymoniak@sae.org France, Ireland, Israel, Italy,
Netherlands, Norway, Spain,
Southwest Sweden, Turkey,
Umicore Autocat USA Inc...........................209...................9....................... aei.hotims.com/22868-209 United Kingdom)
and West Coast
Richard Rozelaar
(Alberta CAN, AK, AR, AZ, British v: 44.20.7834.7676
Columbia CAN, CA CO, ID, LA,
ZF Friedrichshafen AG................................213..................13...................... aei.hotims.com/22868-213 Mexico, NM, NV, OK, OR, TX,
f: 44.20.7973.0076
media@alaincharles.com
UT, WA)
SAE International
v. 724-772-7521
f. 724-776-3087
advertising@sae.org

78 APRIL 2009 aei aei-online.org

 Announcing,
SAE International
Journals
Designed for information sharing, visibility & greater
recognition of authored papers

Mobility technology experts now have a new environment in which

to present and promote scholarship. SAE’s annual, peer-reviewed
collection of the best technical papers/research in ground vehicle
and aerospace engineering technology will be presented in
seven topic-specific journal titles.
E Internationa
SA ND
U
l
ED By partnering with HighWire Press, a division of
FO
Stanford University Libraries and host to 71 of the
200 most frequently-cited journals, SAE Journals
✽ ✽
will adopt the universally accepted format for
paper citation and be available in print and online.
J The new online format takes advantage of
A
NU 05
AR Y 19 HighWire’s rich linking systems thereby facilitating
academic research, discovery, and citation of SAE
technical papers—increasing authors’ eligibility for
inclusion in the scientific community’s various indexes.
For more details, to purchase, or to learn of the information-sharing
features afforded the online journals that provide for greater paper
recognition, visit www.sae.org/journals.

Consider authorship of an SAE technical paper... and be

considered by the worldwide scientific community.

P90262
 testing & simulation Opel/Vauxhall Insignia
General Motors Europe’s D-segment flagship, this year’s
runner-up for AEI’s Best Engineered Vehicle (see feature in
the big this issue), is moving into decidedly premium territory, with
picture a focus on technical innovation. Insignia’s long technology
list includes a camera system that can read road signs, lane-
Edited by Kevin Jost departure warning, new-generation adaptive lighting, and
optional adaptive 4 x 4 and FlexRide systems. Insignia is
offered in Europe with nine engine choices. The gasoline
engines reflect GM Europe’s strategy of downsized cylinder
displacements with forced induction. The diesel ecoFlex
model combines a turbodiesel four-cylinder with reduced
aerodynamic drag to trim fuel consumption and reduce CO2
emissions to below 140 g/km.

Opel Eye: The innovative

camera system from Hella
provides info for traffic-sign
recognition (for speed limit,
no-passing signs, etc.) and
lane-departure warning.

FlexRide: The ZF-supplied

Aerodynamics: Engineers focused on
reducing drag, their efforts resulting
in 0.27 Cd on the standard Insignia,
0.26 Cd on the Sports Tourer wag-
on. Low-drag highlights include an
underbody panel to minimize turbu-
lence, a closed-off grille, and rede-
signed outside mirrors.
SolarReflect windshield: A thin metallic-
oxide film between the laminated glass
panels reflects the sunlight’s nonvisible
IR rays and reduces vehicle interior
temperature by up to 10°C (18°F).
Dark-tinted heat-absorbing glazing in
the rear adds to the car’s protection.
mechatronic chassis sys-
tem adaptively adjusts a
number of parameters,
including damper stiff-
ness, accelerator pedal
response, steering effort,
and ESP intervention.
Adaptive 4 x 4: The Haldex hydraulic
rear clutch unit continuously adjusts
and optimizes drive torque distribution
between the front and rear axles. A
performance-enhancing electronic
limited-slip differential is optional.

AFL: Adaptive Forward Lighting from Hella uses

bi-xenon headlamps to provide nine lighting Ergonomics: The Aktion Gesunder
functions covering town, pedestrian, country Rücken e.V. (Action for Healthy
road, highway, adverse weather, static corner- Backs, known as AGR) has given
ing, dynamic curve, LED daytime running, and the sport seats an ergonomic ex-
high-beam assistant. cellence seal of approval.

80 APRIL 2009 aei aei-online.org

System Architecture Rapid Prototyping ECU Autocoding HIL Testing ECU Calibration

System Architecture Rapid Prototyping ECU Autocoding HIL Testing ECU Calibration

System Architecture Rapid Prototyping ECU Autocoding HIL Testing ECU Calibration

System Architecture Rapid Prototyping ECU Autocoding HIL Testing ECU Calibration

System Architecture Rapid Prototyping ECU Autocoding HIL Testing ECU Calibration

System Architecture Rapid Prototyping ECU Autocoding HIL Testing ECU Calibration

System Architecture Rapid Prototyping ECU Autocoding HIL Testing ECU Calibration

System Architecture Rapid Prototyping ECU Autocoding HIL Testing ECU Calibration

Visit dSPACE at SAE World Congress

April 20-23, 2009
Cobo Center, Detroit
Booth 901

aeix.hotims.com/22868-398
PROVING PERFORMANCE. Dana is well-positioned for fuel-cell component and sub-system manufacturing and
development. With four support centers in Asia, Europe, and North America, and 25 stack programs worldwide, Dana
plates have produced 50 megawatts of power. Helping generate this fuel-cell power is a unique composite material
that is compression molded into ultra-thin, ultra-parallel separator plates at a realized manufacturing rate of hundreds
of thousands annually. So, if you want a proven fuel-cell partner, visit www.dana.com/fuelcells.

© 2008 Dana Limited

aeix.hotims.com/22868-399