Q2 2013 pdf - Automotive Industries

Transcription

Vol. 192 • Issue 2
Auto giants spark
FCEV development
ai-online.com • autoindustry.us • peace
Green logistics
reduce carbon footprint
Connecting the
urbanSWARM
Formula E hits
the road (quietly)
Connected platforms to
infotainment automotive
Vehicle automation
under the spotlight
SUBSCRIBE • RENEW visit ai.com.ai
Eric Riyahi, Executive VP and Chief Operating Officer at Parrot
Parrot works at combining its automotive know-how with the
Android Apps framework in order to offer the most relevant
automotive connected infotainment open platform. Page 34
contents
AUTOMOTIVE INDUSTRIES (ISSN 1099-4130)
Volume 192 Number 2. July 2013
Published Quarterly by Automotive Industries Ltd . Issue date: Q2 2013
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contents
Smartphones a game-changer........................................................................................................ 4
100 million Gal/r biodiesel unit fires up 2014.................................................................................... 6
UK: a nascent market or the dumping ground of Europe?............................................................... 8
M2M, Internet of Things & Big Data............................................................................................... 10
Adcole - Measuring every camshaft on the production line............................................................ 12
GAZ - GAZelle leaps ahead of its competition................................................................................ 16
Steel continues to provide backbone of auto industry.................................................................... 17
Novelis - Spearheading the use of aluminium technology in the S-Class........................................ 18
Innovation driving Mercedes-Benz................................................................................................. 20
Making eCall work for your Business............................................................................................. 24
Collaboration fuels innovation at Ford............................................................................................ 26
Harman - Connecting the urbanSWARM....................................................................................... 28
CES - Bigger auto presence for CES 2014.................................................................................... 30
Parrot – Connected platforms for infotainment automotive............................................................. 34
Vehicle automation under the spotlight.......................................................................................... 36
TomTom - Mapping the integration between navigation and “endless features”.............................. 38
Nokia - Speeding up evolution of the connected car...................................................................... 40
Melexis - Optical controls to replace touchscreens........................................................................ 42
Formula E hits the road (quietly)..................................................................................................... 44
Three auto giants join hands over three continents to develop FCEV systems................................ 46
Solvay - New coatings needed for catalyst suppliers..................................................................... 50
LiqTech - Retrofitting to meet Euro 6 standards............................................................................. 52
Thailand on road to 3 million units a year....................................................................................... 54
DHL - Green Logistics help reduce auto industry carbon footprint................................................. 57
Connecting agreements for single e-mobility charging plug........................................................... 58
CD-adapco – 3D simulation holds key to competitiveness for Indian CV market............................ 60
Morocco - Morocco fuels automotive investment with incentives and skills.................................... 62
Seegrid - Robots improving materials handling efficiencies while reducing costs............................ 64
Geico - Developing the right mix for greener paint shops............................................................... 66
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LEGAL DOCUMENT • STSTEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION • UNITED STATES POSTAL SERVICE
1. Publication Title: Automotive Industries • 2. Publication number: 1099-4130 • 3. Filing Date: 09-25-2012 • 4. Issue Frequency: Quarterly
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18. Known Bondholders: None • 19. Blank • 20. Publication: Automotive Industries • 21. Issue Date for data: 2nd Qtr 2012 • 22.Extent and Nature of Circulation
Ave copies each issue
No. copies Issue Published
During preceeding 12 months
nearest to filing Date
a. Total Number of copies
18076
14244
b. Legimate paid and/or requested (By mail and outside mail)
b1. Individual paid/requested mail Subs as Stated on PS Form 3541
8229 5957
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7451
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4433
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90
d3. Non-requested copies other USPS mail classes
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5778
4523
f. TOTAL DISTRIBUTION
15104
11974
g. Copies not Distributed
2972
2270
h. TOTAL 18076
14244
i. Percent Paid or Requested circulation
61.75%
62.23%
I certify that all the information furnished on this form is true and complete. AUTOMOTIVE INDUSTRIES • John Larkin, Publisher
2 to read full version of AI stories go to www.ai-online.com
the global stage for innovation
Smartphones
a game-changer
intro
One of the truisms that business consultants like to use when working with their client to
scan the competitive landscape is to try and identify the competitor – be it a company or a
technology which does not yet exist.
This was particularly trendy in the 1990’s when the impact of the
Internet first started to be felt. At that time it was common cause that
services like travel agents would feel the impact. Online purchasing
also started making its mark towards the middle of the decade with
the opening of the first Amazon store in 1995. Less than 20 years
later malls and shops are closing due to a lack of customers. Gazing
into its crystal ball, the Centre for Retail Research predicts that in the
United Kingdom the share of online retail sales will rise from 12.7%
(2012) to 21.5% by 2018 or the end of the decade. Today we have
a name for it - “disruptive technology”.
What is proving to be even more disruptive is the conversion
of two technologies – GSM for mobile communications and the
Internet. One of the first motor execs to recognize that the
industry was not immune to the disruptive forces of
information technology was Paul Mascarenas,
Ford Chief Technical Officer and Vice
President Ford Research and Innovation.
Speaking in 2011 at the celebration of
Editor, Ed Richardson
the 60th anniversary of the founding of
Ford’s research hub in Dearborn, Michigan,
he said “it is also time to accelerate and
embrace new forms of collaboration outside the
automotive realm that will help us create not only
better transportation, but a better world.”
The message coming through loud and clear in this and
previous editions of Automotive Industries is that the people
“outside the automotive realm” that OEMs are getting closest to
are the vendors of Smartphones – which totally blur the boundaries
between the Internet and mobile communication. This includes
Apple, Android and Microsoft operating systems.
Juniper Research, which is based in Hampshire, United
Kingdom, predicts that most vehicles will have Smartphone
integration by 2016. That is less than the product lifespan of many
of the top-selling models in our showrooms today. Juniper says
Ford has led the way with its Microsoft-based Sync system, which
one of the first to integrate advanced smartphone functionality like
voice recognition in non-luxury vehicles. General Motors goes one
further by making OnStar For My Vehicle (FMV), that brings its
navigation, traffic, safety and other services available to drivers of
non-GM vehicles.
GM is now moving down the value chain by using Smartphone
technology to provide advanced functionality available on its least
expensive models through an optional stereo system. The
2013 Chevrolet Spark, for example, offers a stereo
upgrade with a large touchscreen that is an
extension of the user’s paired Smartphone.
Nokia, one of the pioneers of cellphone
technology, has introduced a new
brand – “HERE” – to support OEMs
to give the Generation Y buyers the
connected car functionality they
expect. The Smartphone is integrated
into the vehicle as a combination of
communication device, music store,
GPS and information guide.
Because all this information is by its
nature fully portable the Smartphone is
making it possible for OEMs to rethink the
ownership model altogether. “Mobility” and
“car sharing” are new words in our lexicon –
much like “Internet” at the start of the 1990’s. This
not future-speak. BWW already offers “DriveNow Car On
Demand,” a Smartphone-based collaboration between the OEM
and Sixt which provides car sharing services in several European
and North American cities.
It is this new concept around ownership combined with
Smartphone technology which could well be the key to unlocking
the potential of electric vehicles. AI
AUTOMOTIVE INDUSTRIES and Rutgers, the State University of New Jersey, have put together a digital
library of back issues of AI from the early 1900’s (high res and low res) of approximately 230,000 images
of the print publication. This archive, which documents the birth of the auto industry to the present, is
available to AI subscribers. Go to AI’s homepage www.ai.com and click on the “AI Library” link or visit
www.ai-online.com/100YearLibrary
HARMAN´s new, fully connected, scalable infotainment platforms
offer a whole new level of driver satisfaction, providing state-ofthe-art technology across all vehicle segments and – together with
the HARMAN Cloud Platform – a wide range of innovative services.
A new dimension of in-car sound experience makes infotainment
even more enjoyable
For more Information:
http://www.harmaninnovation.com/dashboard/
Ai insider
“
Developers of the technology believe
that changing over existing refineries will
be easier and less expensive than for
many of the other proposed new fuels.
”
100 million Gal/yr
biodiesel unit fires
up in 2014
INSPIRING MOBILITY
Some 100 million gallons of biodiesel a year is expected to
flow out of a refinery built as a partnership between ENI
petroleum, which has 85 refineries worldwide and UOP,
one of the world’s largest providers of refining technology
and hardware, they will be using technology developed by
Ensyn Technologies of Montreal Canada.
First production will be at ENI’s Venice, Italy refinery. UOP
indicated in 2012 that the plan is to produce 800 million gal/yr by
2017 for the U.S market and another 800 million gal/yr off-shore.
Key qualities of the new fuel are GHG emissions reduced 80% vs.
petroleum and cetane of 80.
Developers of the technology believe that changing over existing
refineries will be easier and less expensive than for many of the
other proposed new fuels. In a report dated November, 2012, UOP
and ENI announced plans to start production of RTP(rapid thermal
processing) diesel fuel initially at ENI’S Venice, Italy refinery at the
rate of 100 million/gal/yr. Although the report was made available
in November 2012, it was not widely circulated until recently. Data
in the report indicates the RTP process was initially developed by
Ensyn Technologies, Montreal,
The Ensyn RTP (rapid thermal process) diesel fuel is derived
from pulverized organic material rapidly heated by the RTP process
by mixing at 500°C with special sand which is said to produce a
crude oil in less than two seconds. After the sand is separated, the
crude bio oil is refined followed by hydroprocessing to increase its
cetane level. Used as motor fuel, the RTP fuel is said to produce
exhaust GHG emissions levels nearly 80% less than petroleum.
The near term Euro requirement is to cut average GHG CO2 from
all energy sources by 20% as of 2020.
Ensyn Technologies is said to have established relations with
other firms (besides UOP and ENI). Its history of more than 30
years of research and development for the petroleum industry
expands its customer base well beyond that of UOP and ENI,
and we can expect more refineries using the same technology
in the near future. The technology is expected to be used in the
future to make gasoline and JetA, with the added advantage of
low GHG emissions.
Unavailable for this report is logistical information about
gathering, processing, transporting and cost of the organic raw
material which will surely be sourced from different parts of the
world. In order to keep pace with the huge quantities of organic
raw material needed, all aspects of plant growth and yield will
take on new importance. It will also be noticed that what the RTP
system achieves in less than two seconds is about the same as
organic conversion to petroleum in the ground for thousands or
millions of years. AI
Ai Insider Bob Brooks is a member of the
Society of Automotive Engineers, and long-time
automotive technology journalist specializing
in powertrains and fuels.
PHOTO GILLES DEFAIX
By: Bob Brooks
“SOLVAY is a major global chemical player, providing added-value products and high-performance solutions in key markets
including consumer goods, construction, automotive, energy, water and environment and electronics.
SOLVAY is strongly committed to sustainable development with a clear focus on innovation and operation excellence and is a
long-standing partner of the automotive industry. With unique expertise in polymer materials, inorganic chemistry and catalytic
processes, our strength in innovation is a constant source of inspiration helping to meet the new challenge of sustainable
mobility: our silicas make tires more energy-efficient, while our engineering plastics and specialty polymers lighten the weight
of vehicles. We also develop key materials based on our rare earths that reduce polluting emissions from mobile sources.”
Solutions to preserve
natural resources
and limit CO2 emissions
Enabling emission
control systems
for better air quality
Materials &
competencies
for enhanced safety
market trends
UK: a nascent market
or the dumping ground
of Europe
By: Andrew Jackson
Parrot Connected Infotainment Solutions
Worldwide
TV Tuner
Media sharing
& AV sync
Wi-Fi
Transcoding
Video player
Ethernet
networking
ADAS Video
processing
With falling employment, stagnation throughout Europe’s major economies and low consumer
confidence there is small wonder that new car sales continue to be nothing short of a bloodbath
across Europe. In light of this fact the United Kingdom has registered 14 months of growth in new
registrations, which begs the question of whether it is sustainable or not?
Despite positive news that the market grew 1.7% year-onyear in April, Europe is still contracting; overall new registrations
declined 7.1% in the first four months of 2013 to hit 4,026,946
units, which to put into context on a like-for-like basis means we
are currently presiding over a car market that is operating at a
level not seen since the 1980s. Therefore it is unsurprising that
European car manufacturers have been struggling. Luxury brands
have so far managed to offset revenue declines in Europe with
significant gains in growth markets such as China and India, whilst
budget brands have found favour throughout Europe in both
growth and mature economies with those customers’ growing,
and declining, disposable income.
However those hit the hardest, much like Europe’s population,
are those manufacturers that occupy the middle-ground manufacturers whose business models revolve around selling high
volumes at lower margins; such as GM and Ford. Looking at these
two companies GM lost US$175 m and Ford US$462 m in Q1
2013. Furthermore, the situation is showing signs of contagion to
brands previously withstanding the economic headwinds, such as
Daimler, which recently issued cautionary notices about its ability
to reach its annual targets.
It begs the question how car manufacturers can sustain the
imbalance between production and sales, especially in the toxic
climate of blinkered political resistance to plant closures and
a fear from manufacturers that if Europe’s economy begins to
recover, the removal of capacity will result in the inability to satiate
future demand. It is here that the UK’s recent success gains a
European significance. When comparing the macroeconomic
indicators of the UK to the rest of Europe there is very little in the
way of exceptional behaviour, for example, growth in all the KPIs
associated with measuring economic health are comparable.
This therefore begs the question of why new registrations have
performed so well over such a sustained period of time. It is at this
point that the spectre of the UK car market being used as a dumping
ground for Europe’s car manufacturers begins to crystallise. By isolating
the controls to right-hand drive (thus protecting mainland Europe from
any “leakage”) and flooding the UK market, manufacturers are able to
offload produce and protect the residual value of their products in all
other European nations with their left-hand drive format. The effect on
residual value in the UK is disguised by the provision of finance deals
which focus the attention of the buyer on the monthly price rather than
the overall saving over an outright purchase: thus retaining the integrity
of the sticker-price on the forecourt.
Manufacturers’ motive aside, the UK economy is still in relative
stagnation with real adjusted gross disposable income per
household lagging behind similarly-sized European economies.
Therefore the provision of cheap financing, much like the surge in
sub-prime auto lending in the US, has played a key role in sustaining
this new registration growth. Since 2009 the percentage of private
new vehicles financed by personal contract purchase (PCP)
schemes had risen from 33% to 47% by the end of 2011. Since
then PCPs had grown a further 8% to hit 55% by the year-end
of 2012. Furthermore, recent figures released by the Finance and
Leasing Association (FLA) demonstrate that the number of new
cars bought and financed in Q1 2013 via this method increased
by 22% over the same period in 2012.
Therefore it comes as no surprise that the current crop of PCP
schemes now offer such competitive deals that customers are able
to acquire a brand-new vehicle and, should they choose to return the
car at the end of the contract, still save money over the conventional
purchase of a cheaper “nearly-new” version when considering
depreciation, and if sold after the same period of ownership.
Ultimately it is hard to reconcile that flooding one nation with
subsidised produce, no matter how good a deal it is for the
consumer, is a sustainable business model. Manufacturers are
banking on economic revival in the short-term to offset the disposal
of overcapacity; however this is akin to betting on the river card
in a game of automotive poker. One fears that ultimately it will do
nothing other than harm future business when contracts end, and
a surge of vehicles hit the used car market, forcing motor vehicle
values into a downward spiral.
The fact of the matter is that for the European automotive
industry to survive it has to downsize and address its perennial
overcapacity, much like how the US industry has had to do. The
consequences for those who continue to over-produce and undersell will be a fate far worse than restructuring. AI
Andrew is the Head of Analytics at Glass’s Information Services; with 80 years of history it is
the UKs most venerated automotive research company and part of the EurotaxGlass group.
He possesses significant industry knowledge and understanding of the Global automotive sector
from aspects including business, engineering, vehicle retailing and consumer perspectives. He
holds a master’s degree in chemistry and a doctorate in materials chemistry.
Available as the following Android-based solutions:
• Ironbox, an electronic control unit
• New Infotainment System, a head unit
• RSE, Rear Seat Entertainment systems
• R-TV Box, the set-top box for automotive infotainment
Parrot and the Parrot logo are registered trademarks of PARROT SA.
Android is a trademark of Google Inc.
Wi-Fi® is a registered trademark of the Wi-Fi Alliance.
www.ParrotOEM.com
“
The car and mobile industries have
to work increasingly closely to make the
connected car a reality.
M2M, IoT & Big Data
THE WORLD STANDARD
”
Camshaft and Crankshaft
Measurements
M2M, Internet of
Things & Big Data
By: Matt Hatton – Director, Machina Research
The connected car market is on the cusp of rapid growth, but major hurdles remain. That is the key
finding from the Connected Car Industry 2013 report published in June by Telefonica Digital.
While connected aftermarket devices and factory fit solutions
such as GM’s On Star have been available for many years, the last
two years has seen a crystallization of many OEMs connected car
strategies that should see connectivity as increasingly the norm
for new vehicles from 2015. Machina Research forecasts that by
2022 there will be 700 million connected cars and a further 1.1
billion connected aftermarket devices globally. However, much
work still remains to be done if the automotive industry is to hit
those targets.
The first challenge is the disconnect between mobile and
automotive industry lifecycles. The car and mobile industries
have to work increasingly closely to make the connected car
a reality. In the short term this is causing a little friction due to
the very different heritages of the two sectors. The automotive
sector is a century-old, well-established global business with
multi-year lifecycles, while the mobile sector is something of a
young upstart, typically with a national or regional outlook and
very rapid turnover in new products and services. While the
mobile industry is keen to learn the lessons from the automotive
sector in terms of provide a more robust and global service,
there is also much that the auto sector can learn from mobile,
particularly in terms of generating revenue from a long-term
relationship with their customer.
Automotive OEMS are prepared for regulation such as eCall,
but they would hope to do more than just meet the mandate.
While OEMs will fight for their preferred options, there is no doubt
that they will meet the regulatory requirements. However, in many
cases, top-down imposed mandates encourage OEMs to only do
what is necessary to meet their obligations rather than leveraging
the opportunity to create something bigger.
Built-in versus brought-in connectivity continues to divide
OEMs. The oldest debate in the Connected Car world is whether
connectivity should be provided via an embedded (‘built-in’)
modem, or via handset tethering (‘brought-in’). Both approaches
have merits but Machina Research expects that ultimately a dual
approach will dominate.
The Connected Car will lead to many forms of disruption in the
automotive sector. The very essence of the automotive industry
is potentially changed by connectivity. The one-off transactional
business model that has characterized the automotive sector
since inception is potentially threatened by, for instance, shared
ownership schemes from companies such as Zipcar. OEMs need
to evolve to become providers of transportation, as with the
BMW/Sixt joint venture DriveNow, rather than simply sellers of
automobiles. One small example is how the interaction with the
customer at the dealership is evolving. There is now much more
of an imperative, and burden, on the dealer to educate the driver
on all the connected features in the vehicle, rather than just hand
them the keys.
About the report
The Connected Car Industry 2013 report was published in June
2013. It included interviews with connected cars experts at eight
automotive OEMs as well as forecasts and analysis of the sector
from Machina Research. http://websrvc.net/2013/telefonica/
Telefonica%20Digital_Connected_Car2013_Full_
Report_English.pdf. The full version of the study
is available to OEM members of the Connected
Cars Thought Leadership Network. For further
information on participating in the CCTLN,
contact [email protected]. AI
www.adcole.com
ADCOLE CORPORATION
669 Forest Street,
Marlborough, MA 01752
U.S.A.
Tel: 1-508-485-9100
Fax: 1-508-481-6142
[email protected]
[email protected]
AEROSPACE DIVISION
669 Forest Street,
Marlborough, MA 01752
U.S.A.
Tel: 1-508-485-9100
Fax: 1-508-481-6142
[email protected]
ADCOLE US
40 Engelwood Drive, Suite G
Lake Orion, MI 48359
Tel: 1/248/4754457
Fax: 1/248/4754460
ADCOLE GmbH
Am Stadion 6
45659 Recklinghausen
Germany
Tel: 49-2361-91960
Fax: 49-2361-16076
[email protected]
ADCOLE FAR EAST CO.
EBUCHI building 1F
3-24-13, Minamioi,Shinagawa,
Tokyo,140-0013 Japan
Tel: +81-3-5471-7710
[email protected]
ADCOLE MEASURING EQUIPMENT
(Shanghai) CO., LTD.
AMT Technology Center
1F, Bldg. #36, 485 North Fu Te
Road, Shanghai Waigaoqiao F.T.Z.
200131, P.R. China
Tel: 86-21-5868 2809
Fax: 86-21-5868 2803
Close-up of the
Adcole 1310 measuring
system in action.
innovation
Risk Free Automation
Catalog Pricing =
You know what you get and
what it costs.
Installs in Hours =
Measuring every camshaft
on the production line
Immediate ROI.
By: Lenny Case
Increasingly stringent regulations governing emissions
combined with the need to save costs by reducing waste
and rework have created the need for high-speed measuring
equipment capable of measuring every part to the closest
tolerances possible.
In response to this need Adcole Corporation, which designs
and manufactures specialized machines for measuring engine
components, has introduced an upgraded gage for robot-fed 100%
automotive camshaft inspection that has a new programmable
headstock with 100 mm travel. Capable of handling changeovers
automatically, the gage measures 10 or more parameters including
radius, profile, taper, crown, timing angle, diameter, velocity,
acceleration, run-out, roundness and concentricity. Providing
The Adcole Model 1310 Camshaft Gage.
0.1 micron resolution per data point, and 3,600 data points per
revolution, the gage can process up to 200 parts-per-hour.
Automotive Industries (AI) asked Brook Reece, Vice
President of Adcole Corporation, what the reasoning was
behind the development of the Adcole 1310 High-Speed
Camshaft Gage.
Brook Reece: Government regulations now require Corporate
Average Fuel Economy (CAFÉ) in USA to reach 54.5 mpg by 2025,
which is approximately double the existing regulation. Similarly,
tailpipe emissions will need to be reduced by 80% by 2017. This
puts significant pressure on new engine designs which impact
camshaft technology. Therefore, we are seeing new complex
camshafts with six cam lobes per cylinder. For this reason, we
designed a new 19 mm wide measuring head which can handle
the new spacing requirements.
AI: How will it impact your automotive customers?
Brook Reece: Our automotive OEM customers make
long production runs of intake and exhaust camshafts. The
new generation is designed for making such part changeovers
automatically. In the case of the camshaft component suppliers,
the new generation can be set up for a new camshaft part number
in minutes thanks to a new quick disconnect and placement
system design. We also offer a fully programmable measuring
head placement system. Component suppliers require such
flexibility to optimize their capacity utilization.
AI: Tell us a little about the Adcole 1310 and the role it has
played in your company’s product portfolio over the years.
Brook Reece: This measuring machine model put Adcole
equipment into automotive production lines around the world.
It was a natural expansion of our customers’ needs for faster
measuring results. This model measures 100% of the camshaft
production with accuracy and repeatability matching the wellknown Adcole audit gages.
AI: How does your R&D reflect the changing priorities of
the automotive sector?
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J. Brooks Reece, Vice President of the Gaging Division, Adcole Corporation, and (Right) Stephen Corrado, Vice President
of Engineering, Adcole Corporation admire the design of Adcole’s next generation Model 1310 camshaft gage.
Brook Reece: Over the years, Adcole has continued to refine
its machine designs to increase accuracy and speed. Camshaft
chatter can now be measured on the factory floor gage. This is
remarkable accuracy measured in nanometers.
AI: What is Adcole’s strategy in the growing clamor for
green vehicles?
Brook Reece: Our strategy is to give our customers a
technical edge in minimizing scrap for a resource restricted future
and maximizing the production of good parts that represent the
design intent of the OEM’s which fulfill engine power specifications,
as well as, fuel economy, and tailpipe emissions regulations.
AI: How do you see your automotive business growing in
the next few years?
Brook Reece: We anticipate a significant increase in our
business based on the dramatic increase in light vehicles and
trucks on the roads in China, India, Russia, and Brazil in the near
future. In China alone, they will add 300 million vehicles to their
roads in the next 15 years or so.
Automotive Industries then asked Stephen Corrado,
Vice President of Engineering, Adcole Corporation, what
customer reaction has been to the upgraded Adcole 1310.
Steve Corrado: In the few months since it was introduced
Adcole has taken orders for six of the gages. Our customers are
very pleased with the design improvements. I anticipate favorable
responses once the machines get installed.
AI: What kind of R&D inputs went into the new 1310?
Steve Corrado: About two years ago a customer asked
Adcole to measure a new design camshaft with lobes and journals
that were very tightly packed. Our Model 1310 could not measure
all the lobes and journals at the same time due to the size of
our measuring transducers. We figured a way to measure the
camshaft with what we had, but the customer stated they did not
like our solution and asked us to make a smaller transducer. We
worked on this new design for a year or so to reduce the width of
our current transducer by 50%.
AI: Tell us a little about the other recent upgraded models
such as the Adcole Model 911 Camshaft Gage.
Steve Corrado: Adcole is working on improvements to
the electronics on all of our current models. The purpose of the
electronic improvements is to incorporate newer technology that
is not in danger of being rendered obsolete.
AI: How important is the research and product
development department in the overall scheme at Adcole?
Steve Corrado: Having a productive R&D department is
critical to the future business at Adcole. The automotive industry
is in constant flux, and as a result Adcole needs to be prepared
to meet these changing inspection needs of our customers. The
only way to do that is to invest time and money into developing the
needed tools to satisfy our customer requirements.
AI: What role do customers play in product development
– can you give us some examples of how suggestions from
clients were incorporated into products?
Steve Corrado: I gave one example above with the narrow
transducer on the Model 1310 Gen 3. Another example is the
optical measuring option we designed for measuring the fillets
on crankshafts. A customer asked for a method of determining if
the crank pin fillets had been rolled or not. This required a special
optical measuring device that was incorporated into our Model
1200. A more current example is on our Model 1000 surface
finish gage. This gage currently uses a skidded probe for making
measurements. Customers are asking for a skidless design to
meet a European standard. It is in our R&D plans.
AI: How do you see your automotive business growing in
the next few years?
Steve Corrado: The Asian markets, specifically China and
India are booming automobile markets. Those economies are
growing at a very high rate and auto consumption is going along
with it. A large portion of our sales are in those regions. Forecasts
show a steady increase in auto sales worldwide. Adcole fully
expects to benefit from that increase. AI
EVs in line in front of the DIN offices in Berlin (Photo: Kruppa)
Well on the road to
sustainable mobility
DIN, the German Institute of Standardization, is a driving force in the development of the international standards that will help create and shape the complex
system in which electromobility can achieve global market success. The traditional strengths of standardization in defining interoperability, type variety
reduction, safety levels and quality criteria must be brought to bear as early as
possible, not only across all industries, but also across national borders.
Given the range of interests involved – not only industry (automotive, electrical,
mechanical and civil engineering, energy and information technology), but also
the state (environment and consumer safety issues), science and research, the
degree of coordination required is a great challenge. To meet this challenge,
DIN has established a dedicated Electromobility Office as a central, neutral
contact point for all aspects of electromobility standardization. It supports and
structures the entire process, with the aim of introducing technical standardization within the international context as early as possible.
www.e-mobility.din.de
DIN GermaN INstItute for staNDarDIzatIoN
am DIN-Platz · BurGGrafeNstrasse 6 · 10787 BerlIN · GermaNy
PhoNe: +49 30 2601-1111 · fax: +49 30 2601-1115 · e-maIl: [email protected] · www.DIN.De
innovation
GAZelle leaps
ahead of its competition
Press-hardened
steel production
methods are
needed to provide
the flowing lines
of designs such as
this Opel Cascada
in concept stage.
By: Esther Francis
Russia’s automotive industry was given a significant boost in February this year with the launch of the production of the
Chevrolet Aveo at the Gorky Automobile Plant, (GAZ) plant. Situated in Nizhny Novgorod, Russia, the plant is the second
largest in Europe and is owned by the Russian diversified conglomerate Basic Element. GAZ has strategic partnerships
with various auto manufacturers including General Motors, Volkswagen and Daimler. Total investments in joint projects
are about half a billion Euros.
Automotive Industries asked Bo Inge Andersson,
President and CEO of GAZ Group and what makes
Russia a good option for automotive OEMs.
Andersson: Analysts expect that Russia will eventually
become the largest car market in Europe. In addition to
the market, the driving factors for OEMs include expansion
opportunities and a predictable business environment. This
is supported by Russia’s accession to the World Trade
Organization (WTO) and measures taken by the Russian
Government to encourage localization of foreign-brand
vehicles in Russia.
AI: Are you focusing on the domestic market or
export markets?
Andersson: Our main sales markets include Russia and the
Commonwealth of Independent States (CIS). Our share in the
commercial vehicles market in Russia is about 50% and about
45% in the Ukraine and Belarus. We export about 13% of our
LCVs to the CIS and elsewhere, and we have plans for
export expansion.
Bo Inge Andersson,
President and CEO
of GAZ Group
AI: What about manufacturing outside of
Russia?
Andersson: Last year we opened a LCV facility in Turkey.
It is the first production facility of Russian light commercial vehicles
outside the CIS and developing countries. By the end of 2013 we
plan to open 16 dealerships (one in each region of Turkey) and 32
service stations (in all cities where over 500,000 people live). Our
operations in Turkey will serve as a basis for export expansion into
the neighboring countries.
AI: How does GAZ avoid conflict of interest when
producing vehicles for competing OEMs?
Andersson: These vehicles belong to different product
segments: light commercial vehicles for Daimler and passenger
cars for General Motors and Volkswagen. Production of cars for
Volkswagen and GM is set up in different facilities. There are also
two separate teams, including managers and production workers.
Training is also organized differently.
AI: What about auto components?
Andersson: Historically Russian automotive companies were
vertically integrated with all components produced in-house. Three
years ago EE divided our automotive components business into
three segments depending on our competences and business
significance. Our strongest competences axles, suspension modules
and stampings are used mainly for in-house needs. We also produce
iron castings, forgings, wheels, exhaust systems, springs and tooling.
We are strong here, but do not rule out the possibility of developing
this segment with partners. Our third segment is one which we
are prepared to sell. It is only about 10% of the total automotive
component business revenue and includes production of clutches,
braking and fuel systems. As for the scale of our whole automotive
component business, it’s about 4% of the group’s total revenue.
AI: What are you concentrating on the GAZelle?
Andersson: We made a decision to move away from passenger
cars into the commercial segments in the crisis period of 20082009 when our Volga Siber project turned out to be lossmaking. We now hold about 50% in the light commercial
vehicle segment, 58% in the medium-duty trucks
segment and 65% in the bus segment.
AI: Tell us a little about the GAZelleBUSINESS model.
Andersson: When I came to GAZ in 2009
my main task was to recover the company
from crisis. One of the measures we took was
to upgrade our core product – the GAZelle light
commercial vehicle. We asked our customers
what they wanted, and upgraded the vehicle to meet
their needs. Thanks to streamlined production and a
new quality system the vehicle had only a slight increase in
cost – about US$800. We expected we would sell 60% of the new
GAZelle and 40% of the old one. In the end, the new GAZelle fully
replace the old model.
AI: How do you compete with lower cost manufacturing
destinations?
Andersson: GAZelle is the most affordable commercial
vehicle in Russia. What is more important is our developed service
network. The same goes for spare parts. We have the most
developed service network (about 250 stations) and the most
developed network of spare parts shops (about 1,200 outlets)
in Russia. Moreover, we offer a wide range of specialty vehicles
on the GAZelle platform: box vans and refrigerator vans, dump
trucks, tow trucks, fuel and food tanks, hydraulic hoists, firefighting vehicles, school buses and ambulances. AI
innovation
Steel continues to provide
backbone of auto industry
By: Ed Richardson
Steel producers are rising to the challenges posed by
aluminum and composites by developing lightweight
solutions through innovative processing technologies.
But, the producers face a number of challenges, including the
EU energy and environmental targets and the ongoing increase in
raw material prices. These challenges – and the solutions – came
under the spotlight at the Automotive Steels 2013 conference
hosted by the International Quality and Productivity Center (IQPC)
between June 19 and June 21 in Dusseldorf, Germany.
Automotive Steels 2013 explored the evolution of steel
sheet characteristics and also looked at new applications
for high and ultra-high strength alloys. Speakers included
specialists from Opel, Peugeot Citroen, Outokumpu Nirosta,
Benteler, voestalpine Stahl, Tata Steel Europe and ArcelorMittal
Automotive Europe. There were also discussions future steel
concepts for chassis design.
Automotive Industries (AI) asked Martin Weisenburger,
Leader ITDC MEP-Steel Quality and Technical Application
at Adam Opel (responsible for purchasing 800,000 tons of
steel a year) what he sees as the dominant trend in steel
forming for automotive use.
Weisenburger: The industry – and particularly the German
manufacturers – is moving to a high content of press-hardened
steel. In Germany up to 45% of the body is formed from press-
hardened steel. Japanese manufacturers are also starting to use
this material. The advantages of the material is that it has very
high strength, and you can use it for complicated forming. The
disadvantages are the long cycle time and high energy use.
AI: What are the implications for the automotive industry?
Weisenburger: Press-hardened steel can be much thinner and
therefore lighter than conventional rolled steel. That means that
the 2015 European regulations in terms of CO2 emissions are very
achievable. But, when you have to come down to 95 grams per
kilometer in 2020, there will have to be a greater move to aluminum
unless there are breakthroughs in steel alloys.
AI: What are the main trends?
Weisenburger: We will see more press-hardened steel
and manganese-hardened steels. There are some very promising
developments in manganese steels. The challenge is to avoid delay
fractures. There are also problems with aluminum, so no one material
holds all the answers. What we as OEMs are looking for is solutions
that are easy to handle from a mass production perspective.
AI: What is the future for automotive steel?
Weisenburger: Our focus in the auto industry is to put the
right material in the right part and application. My feeling is that
steel will continue to provide the base for mass production. The
body in white will remain steel, with increasing use of aluminum in
the hang-on parts. AI
Breakdown of steel types in the car of the future, as predicted
by the American Steel Market Development Institute.
How the American Steel Market Development Institute sees the
future use of steel in passenger car. The vehicle is made up of
97% High-Strength (HSS) and Advanced High-Strength Steels
(AHSS) of which nearly 50% reach into GigaPascal strengths.
Automotive I n d u s t r i e s 17
innovation
Spearheading the use
of aluminum technology
in the S-Class
LEFT: Novelis has
increased the
percentage of scrap
in its alloys in order
to help OEMs green
their products.
By: Nick Palmen
RIGHT: With Ac-200 RW
components can be
welded using higherspeed remote welding
methods used for
steel panels.
When introducing the redesigned flagship 2014 Mercedes-Benz S-Class, the OEM said the design revolved around three
engineering priorities: Intelligent Drive; Efficient Technology; and the Essence of Luxury. Mercedes defines the Essence
of Luxury as “perfection to the last detail. The S-Class is not just a technological spearhead for Mercedes-Benz but for
automotive development as a whole,” says Mercedes-Benz in its promotional material. One of the technologies the S-Class is
spearheading is the use of aluminum. It is built on a hybrid aluminum body shell and formed with aluminum outer body panels.
Automotive Industries (AI) asked Roland Harings, Novelis
Vice President for global automotive, what the company’s
role had been in the development of the new MercedesBenz S-Class.
Harings: Novelis supplies aluminum solutions for all the hangon parts of the new Mercedes-Benz S-Class. For the critical
outer hang-on panels such as hood and door outers
and fender, Novelis is supplying its Ac-170 PX alloy,
which was especially designed for the automotive
Roland Harings,
Novelis Vice President
for global automotive.
industry for complex hemming requirements. For
the hood inners multifaceted requirements like
high formability, good hemming characteristics and
pedestrian safety are achieved with Novelis’ Ac-118, a
highly formable alloy for inner applications. The achievement of
a high pedestrian safety through Ac-118 is especially significant
since safety is Mercedes-Benz’ top priority. The company is
setting new standards with the S-Class with an entirely new range
of extraordinary safety features.
AI: And in terms of innovation?
Harings: One of the latest Novelis’ innovations applied in the
new Mercedes-Benz S-Class is the remote weldable alloy Ac200 RW, which is a unique multi-layer aluminum sheet product
based on Novelis Fusion™. This breakthrough remote weldable
alloy delivers a solution to the industry’s long-time challenge of
joining aluminum in automotive production. With Ac-200
RW customers can weld without using filler material,
which is typically required in welding conventional
sheet. This improves customers’ welding
speeds. Components can be welded using
higher-speed remote welding methods used
for steel panels. (Improves welding speed
three-fold (from 5m/min to 15m/min)) Ac-200
RW also offers car manufacturers significantly
greater design flexibility by allowing them weld
one-side components instead of using a C frame
(where limited space is a problem) and therefore,
makes assembly easier. This remote laser welding
technique can lower customers’ joining costs similar
to the level of the costs for joining steel, while still delivering
the benefits of lightweight aluminum. (Reduces customer joining
cost from €1/m (conventional aluminum) to €0.3/m.) Novelis is
the only supplier to provide a multi-layer aluminum sheet product
for remote laser welding and the only supplier of a fast-welding
The Mercedes-Benz S-Class.
aluminum solution developed specifically to meet automotive
industry production needs.
AI: Can you tell us about your co-operation with
ThyssenKrupp Tailored Blanks?
Harings: In cooperation with ThyssenKrupp Tailored Blanks
Novelis has developed Tailored Aluminum Blanks. With this
innovative technology, individual aluminum sheets of different
grades, thicknesses and coatings can be joined to produce
customized stamping blanks used by car makers for the production
of lightweight body parts such as doors and hoods, and structural
components including cross members and longitudinal members.
The targeted use of materials in the tailored blanks allows for the
elimination of reinforcements and overlapping joints that would
otherwise be required, thus saving material, reducing total weight
and cutting cost. The gains in process efficiency and the reduction
in vehicle weight will further contribute to reduced CO2 emissions
for car manufacturers. Tailored aluminum blanks can also
contribute to improved crash performance through the selective
use of high-strength aluminum alloys.
Tailored aluminum blanks extend the possibilities for advanced
and economical lightweight solutions in vehicles. Material expertise
with aluminum and know-how in tailoring of lightweight solutions
are coming together in a unique way to provide this cost-effective
technology on a global scale.
AI: What are you expansion plans for the future?
Harings: Demand for aluminum sheet for Body in White is
rising by about 25% on average per year globally, not just in North
America. Novelis is investing US$200 million to add 200,000
metric tons of annual capacity for automotive sheet in our Oswego,
NY plant. Additionally, we are investing US$100 million to add
120,000 metric tons of automotive sheet capacity in Changzhou,
China. To meet our global commitment to increase the amount of
recycled metal input Novelis is expanding its recycling capabilities
worldwide, including a new recycling operation in Nachterstedt,
Germany. The new facility is currently being constructed adjacent
to the company’s existing aluminum rolling mill and will annually
recycle up to 400,000 metric tons of aluminum, including
automotive sheet, annually to help feed the Novelis manufacturing
operations across Europe.
AI: How do you determine Novelis’ global footprint?
Harings: Novelis is the world leading producer of aluminum flat
rolled products for the automotive industry and constantly bringing
new levels of weight reduction, innovation and sustainability to the
market. With a global market share of more than 50%, Novelis
holds a very strong supplier position with all major equipment
manufactures and auto makers.
Through Novelis’ strong global presence and availability, the
company serves the individual needs of customers in key markets
in Asia, Europe and North America. In addition to our global
expansions to respond to the escalating demand for automotive
sheet, Novelis has opened its first Chinese offices in Shanghai and
has put in place a Global Automotive Organization to reinforce our
commitment and service to automotive customers.
AI: What are your recycling targets and what efforts do
you make to achieve them?
Harings: The company’s goal is to dramatically increase
the recycled content of its products across its global operations
to 80% by 2020. Not only did we make a substantial step
towards our goal of 80% recycled content in our products
with an increase of 6% (from 33% to 39%), but we also
achieved reductions in our four primary environmental targets.
In addition, we began investments totaling approximately
$1.4 billion in operational expansions and increased recycling
capacity needed to help both meet expected demands in
the aluminum market and fulfill our recycling target. This is a
challenging target particularly for automotive due to the long
life of vehicles. It’s absolutely something we are working on
from an innovation perspective. Novelis works to include
agreements to buy back scrap metal not used during the
stamping process and facilitate closed loop recycling. Jaguar
is an example of a customer with this arrangement.
AI: What are the new trends on the horizon and what will
they bring to multi-materials body structures?
Harings: We believe that the future for automotive is a multimaterial design. Given the unique properties of aluminum—
particularly in sustainability, light weighting, high performance and
durability, we see a major growth trend in the use of aluminum
in particular. Materials such as aluminum, steel, plastics and
magnesium not only need to co-exist but need to work together
in vehicle design. Multi-material joining and forming are areas
that will continue to grow in importance in the future. Much
progress has been made to date, with more to come. So what
will the automobile of the future look like? It will be lighter, safer
and greener. To get there, the materials status quo will give way
to a changing mix of old and new materials and aluminum will
continue to grow in vehicle applications. AI
“
We have a chance to launch the
world’s first affordable, mass-market fuel
cell electric vehicles as early as 2017.
innovation
”
Innovation driving
Mercedes-Benz
By: Nick Palmen
Carl Benz, one of the two founders of Mercedes-Benz, said
“the love of inventing never dies”. That ethos has helped
drive the company since 1886 when Benz was awarded
German patent number 37435 for a three-wheeled, selfpropelled “Motorwagen”.
Automotive Industries (AI) asked Prof Dr. Thomas Weber,
Member of the Board of Management, Group Research &
Mercedes-Benz Cars Development, what he sees as the
major automotive challenges for the company today.
Weber: First of all, we always view challenges as opportunities.
And our current biggest opportunity is the roll out of our new compact
class family starting with the B, A and now with the CLA-class, soon
followed by our new GLA. This product offensive - introducing 13 new
models worldwide by 2020 – shows how we are attacking the market
across our whole portfolio. With the new E-class with its new power
trains such as hybrids and 119gr CO2 conventional engines and not
least the all new S-class - that we will also offer as a plugin hybrid next year - we believe we can maintain the
appeal of Mercedes-Benz and go a big step ahead
on the way to “Green and Safety Leadership”.
Prof Dr. Thomas Weber,
Member of the Board of Management,
Group Research & Mercedes-Benz
Cars Development.
AI: What is the new E-class offering in
terms of safety and design?
Weber: We are raising the benchmark once
again – in terms of safety, drive technology and
design. The front-end is completely redesigned, with new
headlamps featuring a single lens covering all functional elements.
The E-Class Saloon and Estate are also available for the first
time with two different faces – featuring the classic star on the
bonnet or the sports car radiator grille with centrally positioned
star. New technologies include powerful and efficient BlueDIRECT
four-cylinder engines with pioneering injection technology, and
trailblazing assistance systems as part of “Mercedes-Benz
Intelligent Drive”.
AI: How do you transfer the success of the CLS to the
new compact executive CLA class?
Weber: We created the segment of the four-door coupe with
the first CLS. Our competitors are now following in this direction,
as we have already launched the second generation of the CLS.
The CLA interprets this emotional concept for the midsized
segment and it will give us additional growth opportunities in
Europe, and even more so in the US. Our American customers are
very happy that such a vehicle will be available for under $30,000.
The technical concept, its emotional design combined with its
functionality, performance and price form a unique offer that the
customers are looking for.
AI: What is Daimler’s role in driving new vehicle
technology and safety standards?
Weber: Our three main strategies are going green - zero
emission, going safe, and going autonomous. Going green - 50%
of our budget is focused on this kind of technology,
not only on powertrain and transmission but also
aerodynamics. With the CLA we set a new world
record in aerodynamics for series production
automobiles (Cd value: 0.22). Let’s not forget
the A 45 AMG 265 kW (360 hp) which is a
benchmark in efficiency and performance.
I think we are well prepared for the future
with going green, as well as going safe,
and the “Intelligent Drive” package which
is a precursor to going autonomous.
AI: What is the potential of the new
“Intelligent Drive” safety systems?
Weber: Whereas before assistance
systems could be clearly classified under the
categories of comfort or safety, the boundaries
are more fluid today. For us, “Intelligent Drive” is
the combination of comfort and safety by intelligent
interlinking of sensors and systems to create a new dimension
of motoring. A decade ago, technologies that are taken for granted
today were regarded by many as just wishful thinking. For that reason,
I am certain that we will keep getting closer and closer to the notion
of autonomous driving.
By no means do we wish to take over control from the driver,
however. Instead, the aim is to relieve motorists when driving is
more of a burden than a pleasure – on the monotonous daily
commute, for example, or in stop-and-go traffic. From a purely
A Material
Advantage
Automotive engineers around the world are striving to meet stringent
environmental standards while maintaining the vehicle performance
and personality their customers demand. Novelis aluminium delivers
the material advantage needed to thrive in this challenging
marketplace. Our advanced alloys and lightweighting technology mean
the difference between compromise and distinction for your brand.
Not just aluminium, Novelis Aluminium.™
novelis.com/auto
An entire M2M ecosystem on a module
Powerful, robust and reliable in-vehicle connectivity for automotive applications.
The BAS PLUS and PRE-SAFE brake features have been augmented by the incorporation of a pedestrian detection function.
technical standpoint, that’s already possible now to a certain
extent. The new S-Class is equipped with systems to do the
same in complex traffic situations as well. In this way, comfort and
safety systems merge together into a new dimension of motoring,
opening up brand new prospects.
The intelligent assistance systems of the future will be able to
analyze increasingly complex situations and recognize potential
dangers with the aid of improved environment sensor systems even
more accurately than at present. Amalgamating the algorithms that
extract their data from the further improved radar sensors and the
new stereo camera is also crucial for the new functions. We call
this “sensor fusion”. The new Brake Assist system BAS PLUS with
Cross-Traffic Assist, for instance, is now also able to detect cross
traffic and pedestrians for the first time. And PRE-SAFE® PLUS can
trigger precautionary measures when there is a risk of a collision
from the rear. Figuratively speaking, the next S-Class won’t just have
eyes at the front; it will have 360-degree all-round vision.
AI: What is Daimler’s electric vehicle strategy?
Weber: As we are not expecting one single technology as a silver
bullet for sustainable mobility, we are setting out to provide tailor-made
solutions to suit all customer requirements and are going in different
directions not only pure electric, but also plug-ins and fuel cell next to
hybrids and highly efficient internal combustion engines. Our electric
vehicles have high efficiency and lower levels of noise pollution than
conventionally powered vehicles while offering the same amount of
safety and spaciousness – and providing no end of driving pleasure.
With currently nine vehicle models, our range of locally emission-free
vehicles is unique in the automotive industry. I think our smart fortwo
electric drive, for example, will be most successful in urban areas. The
B-class comes next as an all- electric vehicle of Mercedes-Benz. And
with the SLS Electric Drive we proof how fascinating electric mobility
can be. Long-term, I’m convinced that the hydrogen fuel cell is the
only technology that will enable emission-free driving long distances.
AI: In 2012 you launched Mercedes-Benz eCall. How do
you incorporate eCall technology in the latest version of
COMAND Online multimedia system?
Weber: We launched eCall three years ahead of the planned
obligatory date set by the European Commission. The MercedesBenz emergency call system is standard in the latest version of the
COMAND Online multimedia system. Except for possible mobile
phone charges, the Mercedes-Benz emergency call service is
completely free to Mercedes-Benz customers. The service is now
available in 19 European countries.
AI: What is your approach to innovation?
Weber: We are always innovating, and I will do everything
possible to keep it this way. But it is not our approach to invent
everything in-house. With our partners from the scientific community,
institutes, and of course strong suppliers, from conventional suppliers
to, for example, Google, we always intend to look outside the box.
Moreover, we have a global research network with hubs around the
world in China, USA, India and, of course, Germany.
AI: What are your expectations for the new alliance with
Ford and Nissan?
Weber: I consider this a very important milestone for the fuel
cell technology. With it we can bundle volume. We can reduce
development cost and divide them between the three parties. We
have the chance to launch the world’s first affordable, mass-market
fuel cell electric vehicles as early as 2017. This collaboration will help
define global specifications and component standards. It will also
send a clear message to suppliers and the industry to encourage
the further development of hydrogen infrastructure worldwide. AI
Powerful Multicore Processor.
Dedicated application processing.
Built-in GNSS.
Open Application Framework.
Including off-the-shelf eCall and
location libraries.
Seamless Integration
with AirVantage™ M2M Cloud.
Mercedes-Benz E-Class: A new element is the expansion
of the BlueDIRECT petrol engine family with the addition
of a four-cylinder petrol engine with spray-guided direct
injection, based on the same trend-setting technology
used in the latest generation of six and eight cylinder
engines from Mercedes-Benz. Its technology package
includes fast-acting piezo injectors for multiple injection,
quick multi-spark ignition, turbocharging, fully variable
camshaft adjustment on the inlet and exhaust side.
Deployment and management
via the Cloud.
www.sierrawireless.com/NextGenModules
©2013 Sierra Wireless Sierra Wireless, AirPrime, AirVantage, and the red wave design are trademarks of Sierra Wireless.
Other registered trademarks that appear are the property of the respective owners.
One of the challenges facing OEMs is
ensuring that eCall works across borders
and in remote locations.
innovation
Making eCall work
for your Business
By: Olivier Pauzet, Sierra Wireless
eCall is designed to facilitate fast reaction to emergencies.
Get ready for eCall. Like it or not, the pan-European cellular
the complexity of cellular technology, and particularly the testing
emergency system for vehicles, and its Russian counterpart
effort required. When building a GPS solution, for example,
ERA-Glonass, will be mandatory in the next few years.
a manufacturer may assume that the technology will behave
There are excellent public safety reasons why governments
basically the same way in almost any location because GPS is a
are pushing for emergency call capabilities in every new car
relatively fixed, stable technology. Alternatively, cellular is a “living”
on the road: As much as 50% faster emergency response
network that is constantly changing. Every country has its own
times, reduced auto accident fatalities, and estimated
mobile network operators (MNOs), each of whom may have slightly
savings of billions of euros annually.
different implementations of their cellular networks, even when
The EU has been piloting eCall for several years,
supporting the same cellular technology. And, of course,
and most in the industry expect it to
cars don’t stay in one place. They frequently cross
become mandatory for all new
borders and pass from one mobile network to
type approved vehicles by the
the next — handoffs that can be technically
end of 2015. ERA-Glonass,
quite challenging.
the Russian version of eCall is
There are specific strategies
coming even sooner, with all new
that can be applied to address
cars sold in Russia required to have
these issues and the many
cellular emergency call systems by January
others that suppliers will come
2015. Some auto manufacturers and first-tier
across in an automotive environment.
suppliers are not thrilled about being required to
To benefit from them, however, suppliers
add eCall to new vehicles — having to invest significant
need to work with cellular partners that have
resources to implement a technology for which they see no
expertise in the automotive industry and ample
real business benefit. But, the proponents of the system The heart of an real-world experience overcoming the unique
believe this perspective is shortsighted. The reality is that eCall system. technological challenges of this market.
eCall technology can serve as an entry point into telematics
Expectation of Higher Quality
— and a platform for a wide range of remote and in-vehicle services
Another area where vehicle connectivity is vastly different
that create real value and differentiation. To comply with eCall and
from other cellular solutions is the degree of quality and reliability
ERA-Glonass requirements - much less to capitalize on the larger
that automotive solutions demand. Just building a solution that
telematics opportunity - OEMs and suppliers need to overcome a
can withstand the environment under the hood – hot, dirty,
variety of technical and operational hurdles.
constantly vibrating – for many years and many thousands of
Underestimating Complexity
miles is a significant challenge. Meeting the rigorous reliability
One of the common mistakes auto manufacturers make when
requirements of an automotive safety system on which lives may
implementing connectivity for the first time is simply underestimating
literally depend is another.
Automotive cellular systems also carry very different user
expectations. If your mobile phone is acting up, you’re accustomed
to turning it off and on again to fix the problem. If you get off an
airplane, you expect to wait a minute while your phone connects to
the network. If you’re using a technology system in a €40,000 car,
however – especially an emergency safety system – you expect it
to work correctly and immediately every time.
Using high-quality cellular components is not enough to
assure this level of quality and reliability; just as important is the
way these components are integrated with the vehicle, and the
software and protocols employed. Once again, it is essential
to work with suppliers that have extensive experience with
cellular and automotive, and use solutions designed and tested
specifically for vehicles.
Managing Costs
Other challenges associated with in-vehicle cellular solutions,
are the costs and time involved in development. Typically, much
of this effort is devoted to basic integration – assembling a cellular
module, application processor, GPS/Glonass, and the controller
area network (CAN) interface with the vehicle into a telematics
control unit (TCU) architecture – and thoroughly testing it.
To reduce the costs and timelines associated with this
effort suppliers should look for pre-integrated cellular
solutions that provide all of these components in a prebuilt,
pre-tested architecture.
Ongoing Maintenance
Finally, manufacturers and suppliers need to consider how
in-vehicle cellular solutions will be maintained over the life of the
vehicle. Remote over-the-air (OTA) management of cellular devices
is not a new concept, but the reality is that connecting millions
of cars to a back-end system is a very different challenge to
connecting other types of cellular devices.
Automotive companies need secure, robust OTA management
solutions to accomplish this. They should look for proven systems
that already support millions of devices in the field. They should
also consider using cellular suppliers that offer not merely the
ability to update devices, but an advanced cloud infrastructure to
perform those updates for the auto manufacturer over the life of
the solution.
Capitalizing on Telematics
Once you’ve navigated all of these pitfalls, what’s the upside for
your business, apart from complying with regulatory mandates?
If you recognize eCall and ERA-Glonass for what they are – a
foundation for more advanced telematics services – quite a lot.
Suppliers can build a variety of compelling, high-value services
on top of the cellular eCall platform. Possibilities include:
• Remote door lock/unlock from a cell phone (OnStar’s most
popular feature)
• Remote start and seat heater activation
• Vehicle tracking
• Applications to monitor driving patterns and fuel efficiency
• Pay-as-you-drive insurance
• Real-time localized navigation updates (for example, current
parking spaces available at the mall)
These are just a few of the possibilities. And while some may
seem like minor conveniences, the reality is that these are the
kind of features that wow prospective buyers when they visit
the showroom, and provide real differentiation between brands.
It’s important to keep these factors in mind when planning your
eCall solution. You can choose to do the minimum required to
comply with the mandate, and for the lowest possible cost. But
recognize that once you build connectivity into a vehicle, there are
far more interesting – and profitable – possibilities. And if you’re
not capitalizing on them, your competitors probably are. AI
innovation
Ford engineers are using 3D mapping in what is believed to be the technology’s
first application in the auto industry to better analyze rear axle parts of F-Series
pickups during assembly, leading to a smoother, quieter ride for drivers of Ford
trucks. Similar to Google Earth, which uses three-dimensional imaging to map
the world, Ford’s photogrammetric pattern reader (PPR) uses a pair of digital
cameras to combine photos of the axle gears into a series of 3D pictures that are
compared against an ideal computer model of the gears.
Collaboration fuels
innovation at Ford
Ford’s decision to collaborate with “automotive outsiders”
is paying off as the marketing and development of
new products becomes increasingly data driven. Paul
Mascarenas, Ford Chief Technical Officer and Vice President
Ford Research and Innovation created the platform in 2011
at the celebration of the 60th anniversary of the founding of
Ford’s research hub in Dearborn, Michigan.
He said “Traditional collaboration with automotive partners and
suppliers may be what we are used to and comfortable with –
and we want those ties to get even stronger – but it is also time
to accelerate and embrace new forms of collaboration
outside the automotive realm that will help us create
not only better transportation, but a better world.”
In January 2013 at the International CES the
Paul Mascarenas, Ford Chief
Technical Officer and Vice President Ford
Research and Innovation.
company launched the Ford Developer Program,
which makes the SYNC® AppLink™ application
programming interface (API) available for the creation of
smartphone apps that can be controlled by voice inside the car.
While AppLink is available in Ford vehicles now, OpenXC is
focused on the future as an open-source hardware and software
platform developed by Ford Research and Innovation to unleash
the power of the open-source hacker community to explore
what can be done with vehicle data. The OpenXC kit includes a
vehicle interface module based on the popular Arduino platform
that developers can use to read data from the vehicle’s internal
communications network, including real-time access to the vehicle
sensors, GPS receiver and vehicle speed. The hardware module
is connected to a Smartphone or tablet. “Through the OpenXC
platform, we are paving the way for new opportunities that will help
us prepare for the future of transportation where the automobile,
mobile networks and the Internet cloud come together in ways
never before imagined,” said Venkatesh Prasad, senior technical
leader of Open Innovation for Ford Research and Innovation.
Modern computing and communications systems are not only
WE ENGINEER
Optical Sensors
For The Sustainable Future
By: Ed Richardson
quickly changing consumer expectations in people’s everyday
lives, but are driving innovation in the automotive industry at an
incredible pace in preparation for the future. “Ford was founded
on the innovative spirit of Henry Ford, and the opportunity today
to reinvent the driving experience excites us just as it probably
would have him. Technology is enabling Ford to bring a new
level of awareness and intelligence that will dramatically enhance
our customers’ time behind the wheel,” said Mascarenas when
introducing the new Ford Fusion.
With more than 145 actuators, 4716 signals, and 74 sensors
including radar, sonar, cameras, accelerometers, temperature
and even rain sensors, the 2013 Fusion can monitor the
perimeter around the car and see into places that
are not readily visible from the driver’s seat. These
sensors produce more than 25 gigabytes of data
per hour, which is analyzed by more than 70 onboard computers.
“So far we’ve just scratched the surface
of what is possible,” said Mascarenas. “In the
Fusion, we have sensors and actuators that
act independently as part of the assist features.
The next phase, currently in research, involves
sensor fusion, where engineers learn how to more
comprehensively characterize the environment by
blending multiple signals, and add externally available
information through cloud connectivity.” AI
Engineering is Our Passion
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Tech-users predict new levels of smartphone and car integration as the key development in vehicle communications
technology - with suggestions ranging from iPad integration to being able to order takeaway food while in traffic.
We Engineer
The Sustainable Future.
Connecting the
urbanSWARM
innovation
By: Nick Palmen
HARMAN showing the way in a Rinspeed microMAX.
Platform solutions that enable automakers to add
smartphone connectivity into every vehicle and deliver carcentric Apps and services through the Android platform
were showcased by global audio and infotainment group
HARMAN at the spring Geneva Motor Show.
Alongside premium infotainment technologies that combine
augmented navigation with gesture control, high speed networking
and brilliant graphics, HARMAN also demonstrated QuantumLogic
Surround 3D, the automotive industry’s first three-dimensional
surround sound experience based on QuantumLogic technology.
Automotive Industries (AI) asked Michael Mauser,
Harman Executive Vice President and Co-President,
Infotainment and Lifestyle how the company’s cloud
platform could revolutionize Megacity transport.
Mauser: The electric driven “microMAX” vehicle developed
in cooperation between HARMAN and Rinspeed utilizes
HARMAN’s Cloud Platform and key infotainment
technologies to revolutionize city transport with the
vision of an “urbanSWARM” mobility concept.
Michael Mauser, HARMAN
Executive Vice President and
Co-President, Infotainment
and Lifestyle.
This vision is based on our Cloud Platform
where we are combining the mobility concept
for what we call an “urbanSWARM” community. It
integrates “connected car” features which will allow
easy access to navigation functions in real time. Using the
information from all vehicles connected to the swarm, the system
can modify the routes dynamically to account for current traffic.
To amplify the driving experience, the “swarm” vehicle incorporates
a special App which constantly updates all road users who are looking
for transportation options and are part of the selected community
access to the concept. Being connected to the cloud, the interactive
system displays information about routes, destinations, travelling
speeds and occupancy of all vehicles - creating an efficient, flexible
and convenient transport system with maximum capacity - without
wait times, without prior planning and without detours.
AI: At Geneva you presented Quantum Logic Surround
3D, the first true three-dimensional surround sound. What
does it bring in terms of experience to the customer?
Mauser: Right now every car has the same problem. Cars
are very small spaces. But, we want to provide the consumer
with an immersive experience that sounds like they are in a big,
natural, live environment. Quantum Logic Surround 3D helps us
achieve this goal. It makes the car feel bigger. It’s a completely
new experience, and very different from what was done in the
past. It makes the car feel bigger.
AI: Is it all about software?
Mauser: Software is a critical component, but the key is
HARMAN’s deep technical understanding of acoustics and
systems integration into the car. The location and design of the
loudspeakers, the acoustic tuning of the system, and the SW
algorithm all work together to create an optimal sound.
AI: From an integration perspective, what is the
preferred solution?
Mauser: We have had different feedback from the OEMs.
Some want to use QLS 3D as a unique selling point for the next
cars. They want it to be prominent, so the customer can show
it off. On the other side we have different customers that want
to have it integrated / invisible, focused on the overall sonic
improvement and sensation.
We have all the experience and the expertise
in-house to do both. One of the key elements
here is the need to identify the right places for
the speakers long before the first physical
prototype of the car or the system is built
because it is at this stage where we
have the freedom to optimally style and
position the speakers. As soon as we
get the very first mechanical CAD model
from our customer we can simulate the
dispersion of sound, make sound quality
measurements and determine where to
place the speakers. During the phase when
our customer is designing the body-in-white
we are already helping them finding the perfect
position and even planning the perfect structure. It is
this holistic engineering approach, supporting our customers
during the complete development cycle of a car that is ultimately
safeguarding this unique QLS 3D listening experience.
AI: What are the benefits of your Entry-Level
Connected Radio?
Mauser: In addition to supporting a range of external user
devices, including USB, SD, MP3 players including iPod, and a
wide range of Smartphones, consumers can easily connect their
Smartphones with the head unit in-vehicle. The head unit then uses
the driver’s preferred navigation App straight from the phone. It
also offers clear benefits to automakers: At the same cost of basic
radio OEMs can add Smartphone connectivity to their systems. In
addition, OEMs can integrate access to HARMAN’s AHA Radio,
the first interactive platform that organizes web-based content into
personalized, live and on-demand radio stations that consumers
can access anywhere. Connected Radio also offers turn-byturn navigation via a Smartphone App, with spoken and visual
instructions, and hands-free phoning via Bluetooth.
AI: Let’s talk about HARMAN’s App-centric infotainment
platform. What OS do you use and what are its key functions?
Mauser: We are using Android for Automotive operating
system to bring car-centric apps and services safely into the car.
And to ensure best performance and stability, we combine this
flexible eco-system with the proven QNX operating system. This
guarantees the best of two worlds – flexibility and extensibility on
one hand, and automotive-grade reliability on the other. Of course,
our Automotive Android system also works with Apple Products.
The system accommodates both iPod and Siri integration.
The HARMAN App-centric infotainment platform helps drivers
connect to their digital worlds – the home, the office, friends and
the cloud – in ways that are easy, fun, personalized and intuitive. It
is easy for drivers to access content on their iPods, Smartphones
and iPads by providing wired and wireless interfaces that are
optimized for the driving environment. This includes media and
applications that are running on consumer mobile devices, as well
as those connecting via cloud-based services like Siri and Google
Voice Search. To protect the vehicle bus and other critical features,
HARMAN has created a virtualized platform where the core and
car-centric apps and services run on the proven QNX OS, and the
User Interface and downloaded applications run in the Android for
Automotive environment.
AI: What are HARMAN’s solutions for tomorrow’s
premium infotainment system?
Mauser: Last year we started with an interactive head-up
display with augmented navigation, touch-free gesture controls
and the latest connectivity options. The concept is based around
a “multi-display” Infotainment System where the in-dash center
console, instrumentation cluster and head-up display are fully
integrated. The new premium infotainment platform offers richer
safety functions, assistance and connectivity features. It’s the next
logical step for us to take. The automotive sector is moving to
Harman QLS3D Roof speaker.
ever greater in-car connectivity and multimedia, and we are ideally
positioned to make this technology part of the smart, responsive
control systems in an advanced head-up display.
AI: How does HARMAN Cloud Platform enable automakers
to future-proof their cars for tomorrow’s internet?
Mauser: The latest HCP product “Insight” running on the
HARMAN Cloud Platform enables OEMs to get a car insight, i.e. to
see how their car performs, as well as to run remote diagnostics.
Furthermore HCP enables OEMs to capture in-depth intelligence
on how their vehicles are being used in the field. What kind of
connectivity are the drivers using? Are they using Bluetooth, USB,
do they use CD or DVD? Based on this functionality and with the
strength of the cloud we just use one simple interface for either
AHA or other applications. We are highly flexible and can add
content without changing hardware. The key is not only to help
OEMs to future-proof their car, but also to bring OEMs closer to
their customers (drivers).
AI: What is next for HARMAN?
Mauser: We announced the launch of the new Infotainment
Services unit. In the future we are going to have our traditional
business in which we are market leader, and we will also be in an
aftermarket application service business. We have a challenging
target in front of us. In combination with AHA and “Insight” we can
open a HARMAN or white label Apps store. This is a new business
segment for us which includes aftermarket products for hardware
upgrades. Why should a five year old BMW which is still a nice car
not have connectivity?
With that functionality and the new business unit we are
looking at other channels and possibilities. We have 15 million
cars equipped with our systems on the road, alone and we are
trying to tap into other markets with this kind of functionality and
connectivity. What we are also aiming at now is rolling out services
for functionality through the cloud. AI
A HARMAN heads up display keeps the driver’s eyes on the road.
innovation
Bigger auto presence for CES 2014
By: James Hilton
Expect the bar to be raised again at the 2014 International
CES®, which will showcase the latest technological
innovations to thousands of professionals and government
leaders from over 150 countries around the world.
Produced by the Consumer Electronics Association (CEA)®, the
annual event will be held from January 7-10, 2014 in Las Vegas,
USA, and will build on the success of the 2013 expo.
Automotive Industries (AI) asked Gary Shapiro, president
and CEO of CEA what auto trends are reflected at the expo.
Shapiro: Today’s consumers are vastly different than from just
a decade ago. For one, auto buyers today are less focused on
horsepower and more on connectivity. Aftermarket brand names
matter, as does the ability to connect seamlessly with portable
devices. Electric cars are also becoming more visible at CES.
AI: How feasible is universal automotive touchscreen
infotainment?
Shapiro: I am not convinced that every consumer
wants touch screens. The marketplace is a
CEA President and
CEO Gary Shapiro at
the 2013 CES.
wonderful determinant of whether any technology
can and should be universal. Indeed, Ford is adding
physical controls back into vehicles. One important
enabling technology is – ironically – better voice controls.
While knobs, buttons and dials make sense in many applications,
voice control can also make automotive infotainment enjoyable,
seamless and safe.
AI: How soon do you see such a feature becoming reality?
Shapiro: This is a function of improvements in technology,
consumer comfort and market demand. Ford demonstrated
early on that tightly integrated technology can influence
purchasing decisions. Now, as Smartphone penetration in U.S.
households approaches 60%, consumers are more accustomed
to touchscreens, and have an expectation that their Smartphone
and vehicle will speak the same language.
AI: What are some of the challenges facing automotive
electronics?
Shapiro: Simplicity, including a great user interface with
consistent results, is likely the most important factor. While we
have accepted standards for car-to-device connectivity like
Bluetooth and USB, devices at the operating system level don’t
always respond to commands naturally and easily.
AI: What trend have you seen in the audio video/pdxpower density digital automotive amplifiers showcased
at CES?
Shapiro: Referring specifically to CEA member Alpine
Electronics’ line of PDX Power Density Digital Amplifiers, the
interesting story here is the miniaturization of technology
happening across product categories. Where space is
at a premium small size can be a major benefit to
auto audio system builders. Alpine figured out
how to deliver in an extremely small package.
AI: How do you see automotive
electronics optimizing the connected
driver experience?
Shapiro: Possible strategies include: go
for a completely integrated system; develop
unique proprietary features or a compelling look
and feel; to future-proof a car by making it easy
to host new devices and features; link in with a
well-known brand like Apple or Sony and /or even
a broadband provider like AT&T or Verizon or a search
engine like Google and benefit from their branding and/or
unique services; compete on ease of use or price and provide a
simpler feature set. Others may package in a free level of services.
Couple any of these strategies with the ability for the user to talk
to their devices using natural language, instead of an awkward,
device-specific syntax, and success is possible. The most
important consideration for any company is to consider safety and
develop products and services which keep consumers connected
but allow them not to feel they bought an obsolete product the
next day. This argues in favor of embracing aftermarket products.
TOmTOm AUTOmOTIVE
Connected Navigation System
STaTE-OF-THE-aRT
High-tech safety sensors on display.
AI asked Karen Chupka, senior VP of International CES
and Corporate Business Strategy, CEA, how big the 2014
International CES is expected to be.
Chupka: We are expecting some 150,000 attendees from
150 different countries to do business at the world’s leading
innovation event. Our show floor will likely come in around 1.9
million net square feet of exhibit space again, which is on par with
the last few years.
AI: Tell us a little about the green aspect of the 2014 event.
Chupka: We will continue to recycle more than 80,000 square
feet of magnetic and vinyl banners – more than 20,000 pounds
of magnetic material alone. We will collect all discarded
publications and show collateral with a goal to surpass
last year’s collection of 50,000 pounds. All of our
Karen Chupka, senior VP of
International CES and Corporate
Business Strategy, CEA.
interior show signs will be produced with an ecofriendly Falon-board material. We hope to increase the
reuse/recycle rate of solid waste generated at the show
beyond last year’s high of 75%. All exhibit floor aisles, TechZones,
registration areas and booth packages will be outfitted with recyclable
carpet. We offer booth packages with recyclable panels and graphics
printed in soy ink. Our new registration system will enable us to cut
back on the number of badges printed. Pre-registrants will receive
confirmation codes and use those codes to print badges when they
arrive in Las Vegas.
Last January, CEA gave two $50,000 donations to local Las
Vegas organizations: Green Chips and the Las Vegas Convention
and Visitors Authority (LVCVA). The LVCVA will install several
electric vehicle charging stations at the Las Vegas Convention
Center. Green Chips plans to use its donation to support a solar
installation project at the iconic “Welcome to Fabulous Las Vegas”
sign on Las Vegas Boulevard.
EaSY TO iNTEGRaTE
CEA President and CEO Gary Shapiro (left) joins FCC
Chairman Julius Genachowski for a candid conversation
about Chairman Genachowski’s tenure at and vision for
the FCC at the 2013 International CES.
AI: What are some of the CES Innovation Awards that
have been given for automotive infotainment/electronics?
Chupka: We have three different categories to highlight the
best in automotive electronics: In-Vehicle Navigation Control
Telematics, In-Vehicle Audio/Video and In-Vehicle Accessories.
Our Best of Innovations Honoree title was awarded to Phoenix
gold for its ACX600.5 in the A/V category and Sony Electronics
was honored for its XAV-701HD Smartphone Connected AV
Receiver for In-Vehicle Accessories.
AI: How important is the automotive sector to the
International CES and why?
Chupka: The automobile is just as important as
an environment for the consumers as the home is.
CEA industry forecasts predict sales of factoryinstalled vehicle technologies will increase by more
than 11% in 2013 to nearly $8.7 billion. Last
year we had a record number of automotive
manufacturers, with stands covering more than
100,000 square feet, up 5% on the 2012 show.
Among the 110 automotive tech companies
at the 2013 were OEMs Audi, Chrysler, Ford,
General Motors, Hyundai, Kia, Lexus and Subaru.
AI: What will be important at the 2014 event
as far as automotive electronics are concerned?
Chupka: Expect to see an expansion in the way of
connected infotainment systems that deliver a seamless, safe
and secure experience to drivers and vehicle occupants. We also
expect more driver-assistance features, including autonomous
systems like adaptive cruise-control to make the driving task safer
and more enjoyable. Driverless car technology is another arena
making progressive strides.
AI: What global impact does the event have and why?
Chupka: Our member company involvement ensures that
the International CES continues to meet the needs of the everchanging CE industry. Last year 36,206 attendees came to CES
from outside of the United States. Some 20,000 new products
are launched at CES every year as our show continues to provide
a place for everyone (and every industry) that is part of the global
consumer electronics business community. AI
HAROLD GODDIJN
CEO TOMTOM
‘When it comes to creating a unique in-vehicle
infotainment system, TomTom is the ideal
partner for Car Manufacturers and System
Vendors. We offer an independent set of open,
off-the-shelf and easy-to-integrate, NDS-based
Connected Navigation System components.’
auTOMOTiVE.TOMTOM.COM
OFF-THE-SHELF
MODuLaR
Connected platforms for
infotainment automotive
innovation
By: James Hilton
Making the Android framework suitable for automotive
applications is currently a hot topic among car
manufacturers.
Android has gained undisputed leadership in the Smartphone
universe. It is an open platform which enables the community of
applications developers to collaborate on a single implementation
of a shared product. This collaboration has led to a large
applications ecosystem that is unmatched by any other product
or device in the world today.
Automotive Industries (AI) asked Eric Riyahi, Executive
VP and Chief Operating Officer at Parrot whether he believes
that Android is the right choice for infotainment systems.
Riyahi: The infotainment platform is one of the key factors for car
purchase. Either the OEM and technology supplier have developed
a strong partnership over many years on a given platform, as it is the
case of certain premium car brands, or the OEM can take a shortcut
to advanced infotainment with the implementations of the Android
platform adapted to the car environment.
AI: What do you mean by an Android platform adapted to
the car environment?
Riyahi: On the one hand, an automotive infotainment platform
should include fundamental features such as voice recognition, media
management, digital signal processing and tuners, that are Parrot’s
longtime-proven know-how and that was recently strengthened with
the acquisition of DiBcom (Digital TV and Radio solutions). On the
other hand, Android is an open platform which enables the community
of applications developers to collaborate on a single implementation
of a shared product. This collaboration has led to a large applications
ecosystem that is unmatched by any other product or device in the
world today. Parrot works at combining its automotive know-how
Examples of HMI customizations allowed by the Android framework.
with the Android Apps framework in order to offer the most relevant
automotive connected infotainment open platform.
AI: How do you envision such a connected infotainment
open platform?
Riyahi: An open platform should aim at reducing engineering
costs and time-to-market without compromising reliability. It rests
on the following elements:
• A large community of applications developers
• A shared framework: here we are talking about the Android
SDK (software development kit) which is widely available.
• A systems integrator: its task is to ensure the overall relevance
and compatibility of all the Apps and libraries involved in the
said infotainment platform.
The ultimate goal is shortening development time for
infotainment features. This entails the combining of automotive
software libraries, 3rd party applications and Android applications
while coordinating with HMI specialists - under the responsibility of
a strong system integrator.
AI: What are the different types of Apps and libraries to
combine in your vision of an open platform?
Riyahi: In order to leverage Android in an automotive environment
certain libraries have to be implemented. Examples of such libraries
are Voice Recognition, Bluetooth, Digital Signal Processing for handsfree acoustics (Acoustic Echo Cancellation and Noise Reduction)
and support for Media connectivity and tuners. It is important that
these replacement software libraries be proven automotive software
libraries which can be trusted to meet automotive quality standards
for reliability, compatibility, and security. Other libraries can be sourced
from partners that have both Android and automotive strategies.
These partners understand automotive requirements in regards to
Examples of applications usable in an automotive connectivity platform.
reliability, performance and maintenance. The Apps they develop can
run on the Android environment with automotive standards. Examples
of Android Apps using libraries that meet automotive standards are:
navigation, Internet radio, and media playing.
In addition, certain types of Apps native in the Android OS, can
be used directly « As is », such as Google Maps, Weather, Points
of Interest (POI) search, etc. These are Apps the end customer
is familiar with and they are often already used in the vehicle via
an Android Smartphone. It would not make sense to consume
time and money to develop them from scratch for the automotive
environment. The end user would have the possibility to remove
those Apps and replace them by more recent alternatives. Another
advantage of Android is the flexibility and ease of creating a custom
HMI. Each vehicle OEM can create a look and feel which is unique,
well-suited to its brand image, and adapted to in-vehicle usage
with minimized driver distraction. The Android framework allows a
custom HMI to be created with a development environment that
is already familiar to a wide community of developers. The vehicle
OEM has access to a vast variety of HMI partners to choose from.
There is significant leadership involved in combining proven
automotive software libraries, 3rd party Apps and native Android
Apps while coordinating with HMI specialists. This requires a
strong system integrator to set up partnerships and coordinate all
hardware and software suppliers on a given project. This is where
Parrot’s expertise comes into play to ensure the best performance
and reliability for the overall project.
AI: In which form factors will Parrot implement its
strategy for Android-based open infotainment platforms?
Riyahi: Parrot offers a range of Infotainment products in a
different form factor. For example, a standalone box or it can take
the shape of a head unit, either with or without a center console.
Besides, this platform is also applicable to rear seat entertainment.
AI: How does Parrot’s strategy for Android-based open
infotainment apply to Rear Seat Entertainment (RSE)?
Riyahi: In Parrot’s vision of a connected RSE system,
passengers enjoy a vast array of Apps, such as social networking,
games or video playing on a headrest-mounted Android-powered
unit. These units can interact with each other and the head unit
over UPnP by Wi-Fi or Ethernet. Such networking can be managed
through the “R-TV Box”. This unit is the automotive equivalent of a
set-top box, acting as a mobile modem with 3G/LTE access, and
as a router distributing data connectivity to devices in the vehicle.
Moreover, it doubles up as a TV tuner, forwarding live programs to
the mobile devices and RSE units over Wi-Fi.
AI: Where will your technology be displayed soon?
Riyahi: Come meet us at the Parrot booths during the
various upcoming Telematics Update shows and the 2014 CES
in Las Vegas. The Parrot team will be glad to give you demos of
our latest solutions. AI
Automotive Libraries
H
Strategic Android Partners
with Automotive Strategy
M
<< As Is >> Apps
Android Project collaboration
OEM
Schematics of an infotainment open platform project
leveraging the Android framework.
Range of Parrot solutions for connected infotainment
System
integrator
I
Traffic Jam Assist is
among the technologies
Ford Motor Company
is researching and
developing to help
address future mobility
challenges and prevent
“global gridlock”.
innovation
Vehicle automation
under the spotlight
By: Ed Richardson
Industry thought leaders and experts have met to help
the automotive industry to manage the growing system
complexity within increasingly automated and connected
vehicles at a conference on Advanced Vehicle Dynamics
and Driver Assistance Systems hosted by the International
Quality and Productivity Centre (IQPC) from June 17 to 19 in
Wiesbaden, Germany.
Applications such as Lane Departure Warning (LDW)
and Lane Keeping Support (LKS), object detection
and verification to support and improve sensorbased functions like Adaptive Cruise Control
Matthias Brucke manager
of Automotive Nordwest,
an Industry cluster in the
Northwest of Germany.
(ACC) and the Emergency Braking System (EBS),
Forward Collision Warning (FCW) as well as driver
drowsiness detection lead to new challenges for
vehicle dynamics, according to the organizers.
Automotive Industries (AI) asked Matthias Brucke
(manager of Automotive Nordwest, an Industry cluster
in the Northwest of Germany) what he sees as the main
stumbling blocks preventing the introduction of cars which
can operate on an autopilot-like system.
Brucke: The technology is not new - the first autonomous car
was developed in Braunschweig in the 1960’s. Today the whole
city is a test platform for autonomous driving. But, in order to see
these on our roads we need to change societal attitudes and
legislation. The integration of autonomous vehicles in regular traffic
where you have different generations of vehicles is the challenge.
Autonomous cars need to communicate with each other in order
to manage the space between the vehicles. For that all the vehicles
need to be connected through the same technology. That is why it
is important that OEMs and Tier Suppliers collaborate globally on
the development of this technology.
AI: What are the legal challenges?
Brucke: The problem is liability. If something goes wrong,
who is liable – the OEM, the supplier of the system or the driver?
The question is at what point does the system hand control back
to a human being – and is the driver ready to take control when
that happens? We see the same in the aviation industry, where
aircraft systems may not be left unattended even though modern
planes are capable of flying themselves.
AI: What would make legislators turn their
attention to these challenges?
Brucke: First is the congestion on our
roads. Governments across Europe do not
have the money to invest in infrastructure.
But, we can increase traffic volumes and
throughput if we convert the roads to
managed road space through some kind
of traffic control. Automated systems will
allow authorities to maximize the flow
and volumes on existing infrastructure.
Autonomous systems will also increase
productivity if people can use their car as a
working space on their way to the office.
AI: What about electric vehicles?
Brucke: E-mobility is driving a societal change from
the concept of owning a car to owning access to a car. Fossilfueled vehicles will benefit from the technology needed to support
electric vehicles, which is a separate eco-system that requires
connectivity, telematics and Internet access. The electric car
needs to be supported by a complex ICT infrastructure – such as
integrated GPS for route management, and on-road monitoring.
We can easily use this technology in conventionally powered
autonomous vehicles. We are also seeing it in the change of
the concept of car ownership. OEMs like BMW, Mercedes and
Volkswagen are introducing the concept of rental of the use of a
car rather than ownership.
AI: So, will we have autonomous cars by 2025?
Brucke: It will definitely be available - because people will
want this feature, and are willing to pay for it. Autonomous driving
is driven from a technological point of view by the engineer and
also answers societal needs. AI
driving
tomorrow
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“
Car manufacturers cannot continue
to apply the same recipes if they want
innovation
”
to stay competitive”.
Mapping the integration between
navigation and “endless features”
By: Jon Knox
Dutch firm TomTom is known globally for creating the PND
(Portable Navigation Device) category, now a pillar of the
CE landscape.
The company’s entry into the Automotive Industry followed a
2007 acquisition of a team of 90+ engineers from Siemens VDO,
followed by Tele Atlas which had supplied maps to the automotive
industry for years. Although a relatively recent player in this field,
TomTom already boasts some renowned clients including Renault,
Mazda, the Fiat group, but also BMW North America. Since 2009,
it has sold more than 2.5 million in-dash navigation systems.
In recent years, TomTom has developed a new field of expertise
in real time traffic information, which has also sparked a lot of
interest with Car Manufacturers.
At this year’s Geneva Motor Show, TomTom
announced it would in future be delivering its traffic
information service to Daimler and to Toyota
Jan-Maarten de Vries, Vice President
Product Management & Marketing
Automotive, TomTom.
Motors Europe. In addition to providing traffic
information, TomTom Automotive delivers preintegrated, connected navigation systems, as was the
case with Fiat and the new Uconnect infotainment system
shown at the 2013 Geneva Motor Show.
Automotive Industries (AI) asked Jan-Maarten de
Vries, Vice President Product Management & Marketing
Automotive, TomTom what challenges and opportunities
he sees for TomTom as an Automotive supplier in today’s
market place.
De Vries: The features lists traditional suppliers need to
cover are basically endless. User expectations are driven by the
CE industry and more precisely by their Smartphone experience.
There is a fundamental issue in the speed of innovation vs. the
speed of the automotive industry – the conclusion is that car
manufacturers cannot continue to apply the same recipes if they
want to stay competitive. We believe there is thus a need for a
modular approach where each component of the navigation
system (maps, navigation software, real-time services) can be
proposed off the shelf in a standard way.
In terms of opportunities, OEMs recognize the growing
importance of the end-user experience in relation to with the
car’s infotainment system, and that it is becoming an important
purchase factor along with the more traditional reasons to choose
a car (comfort, fuel efficiency, exterior design). Navigation is playing
and will continue to play a fundamental role in driving the usage of
that screen. Ultimately, infotainment systems will sell cars – or not.
AI: What makes TomTom successful?
De Vries: TomTom Automotive is unique in the sense that we
are able to deliver all the components of a Connected Navigation
System (CNS) on par with the very latest Consumer
Electronics in terms of features all under one roof.
We were able to isolate these components
by de-constructing a PND to create a set of
standardized modular assets that we supply
to the automotive industry (OEMs and Tier 1
suppliers) in stand-alone or pre-integrated
configurations.
AI: Can you tell us more about these
components?
De Vries: Firstly, it starts with a good,
navigable map. TomTom is one of the
few global digital map making companies.
Coverage, freshness, accuracy, feature set are
critical attributes for car manufacturers. We add to
this the strength of our large community of TomTom users
(20+ millions devices on the road globally!), which provides active
and passive feedback to us and ultimately helps us keep map data
fresh and accurate.
Secondly, our navigation software. We have developed a brand
new generation of TomTom navigation software which will first be
installed in new PND GO series, which were announced in April.
This innovative software stack will ultimately be used by all divisions
of the company (Automotive, Mobile, PND). Routing is usually a
compromise between speed of calculation and accuracy, but with
our new software, we have found a way to make route calculation
both the fastest and most accurate according to our internal tests.
We confidently wait for test results from journalists and end-users.
Besides the routing engine we have also made this navigation
software more flexible. It can run on any operating system
Connecting the vehicle to the cloud.
An active screen and system goes beyond maps – showing
updates on roadworks and traffic jams.
(QNX, Android, iOS, Genivi etc) and also on almost any hardware
configuration, thus making it even easier for car manufacturers to
adapt it to their architecture. Finally, we have de-coupled the routing
logic from the UI layer – meaning that we can skin, or even totally recreate the navigation UI without modifying the routing algorithms. This
offers great opportunities for branding and differentiation.
Thirdly, connected services: there we need to make a distinction
between the services produced by TomTom such as Traffic which
was recently adopted by Daimler and Toyota, or our Speed Cam
and Local Search services; and services that we can aggregate
from third-party - such as weather or fuel prices.
Each component in itself follows industry standards, but the
real advantage of working with TomTom is that each component
improves the others: our Traffic information enables us to detect maps
changes, or even new roads being built, because it relies on a number
of probes. The huge database of speed profiles we have collected
over the years allow us to know the average speed being driven on
any road segment at any time of the day is also a key component in
TomTom’s ability to deliver the industry’s most precise ETA.
AI: Besides “a-la-carte” shopping, what do these
components bring to car manufacturers, and to end-users?
De Vries: We think we can improve all sides of the traditional
project management triangle: we reduce integration costs for
the OEM, since our components are fit-for-use and can be preintegrated by us. The correlation is a shorter time to market, since
integration takes both money and time.
Finally, we are able to deliver Smartphone-like functionalities
that will fulfill the end-user’s expectations, while adhering to the
very stringent automotive quality requirements: we are unique in
that we leverage our large user base to pre-validate our products
and services with real people who drive in real-life conditions and
report real issues to us. Our products are market tested, which
gives us great confidence in what we propose to the industry.
AI: Where do you see the navigation business going in
the future?
De Vries: At the start of TomTom’s success story, it was all
about bringing people from A to B, when you don’t know where
B is. The early success of TomTom was based on our capacity to
bring a very innovative technology to the masses. We made this
technology so intuitive and easy to use that our PND devices ship
without a user manual in the box!
In today’s world, this guiding need still exists but its relative
importance is decreasing: many users drive to commute, and
thus already know the way to work and the possible alternatives.
Increasingly, what customers are asking for is daily relevance – it
is the capacity for the system to deliver the right information or
service exactly when the user needs it, depending on his situation,
in a way that will not distract the driver.
Another trend is the cross-platform journey. Customers expect a
seamless experience, whichever device they are using for their navigation related needs. We are working on some scenarios and products
that involve smart routing, of course, but also off board pre-trip planning, traffic avoidance on known commute, real-time rich local search
en route, last-mile guidance, companion app etc. One of the first products on our roadmap that will change the way people think about guidance will be our Commuter device, which was presented in April 2013
in Amsterdam and will be available in stores later in 2013.
At TomTom we think that connected navigation will become a
ubiquitous product, just like anti-locking brakes became the norm
many years ago. We work towards delivering the best possible
navigation experience to our end-users and we are confident we
are on the right path to do so. AI
NavCloud, a server-based application, implements a data
service to store, maintain and share personal navigation
application data ‘in the cloud’. Such data includes current
destination, favourite destinations and routes. This is
done in an application-independent and map-independent
format to enable interoperation between the user’s
different connected navigation clients, such as their PND,
smartphone, laptop and in-dash device.
innovation
Worldwide
TV Tuner
City streets through the eye
of the HERE city viewfinder.
Media sharing
& AV sync
Wi-Fi
Transcoding
Video player
Ethernet
networking
ADAS Video
processing
Speeding up evolution
of the connected car
By: Ed Richardson
A “location cloud” that delivers maps and location
experiences across more screens and operating systems
and unified under the “HERE” brand was introduced
by Nokia at the Connected Cars 2013 summit held in
Amsterdam in June 2013.
“At HERE we believe that a connected car is part of creating
a holistic connected driving experience that keeps drivers safe
yet connected, while allowing them to communicate and enjoy
entertainment too,” says Pino Bonetti, Social Media Manager for
HERE, on Nokia Conversations, the official Nokia blog.
In 2012 Floris van de Klashorst, Vice President Connected Car
for HERE, pointed out that many of the elements for a connected car were already a reality. Nokia is working with
Ford on the Evos Concept, which was unveiled at
Derrick Kuzak, Ford’s
group vice president of Global
Product Development.
the Frankfurt Auto Show in 2011. The hybrid car uses
SYNC® technology to connect drivers with a cloud of
information. “The intention is not to convert the vehicle into
a Smartphone, but to provide drivers with a personalized and useful
connection to the outside world within the vehicle context,” explains
Derrick Kuzak, Ford’s group vice president of Global Product Development. The Evos learns a person’s driving habits and automatically adjusts steering, handling and other functions. It also knows the driver’s
commute details, as well as what to do when they get in the car, such
as playing a style of music or tuning into a radio station.
Automotive Industries (AI) asked Van de Klashorst how
urbanization has changed the roles of the car and driver.
Van de Klashorst: By 2050, 75% of the world’s population
will live in cities. This creates congestion, pollution and traffic incidents
as city infrastructure struggles to keep pace with growth. For many
urban dwellers that means the car is no longer a status symbol, but a
just–in-time service that adjusts to commuting conditions.
AI: As congestion and pollution are on the increase in
cities how do you see driving patterns changing?
Van de Klashorst: People are opting for alternatives like car
sharing, electric vehicles and public transportation. Connected
cars play a major role in collecting, processing and delivering
useful location data to help people combat these issues.
AI: Tell us how HERE will help people plan journeys
more effectively.
Van de Klashorst: At HERE we stay firmly focused on
the driver by creating both standalone products and services for
smart devices and in working with automotive partners to design
in-car solutions. For example, people can plan trips at home on a
tablet. They can take that information with them syncing across
their devices. When they are in transit they will be able to
get updates on the latest traffic conditions or an alert
that a speed limit has changed in their route.
AI: What impact do you see HERE
having on connected cars?
Van de Klashorst: Connectivity in cars
improves everything about the driving experience.
It allows us to create driving experiences that are
personal, relevant and always fresh regardless of
whether they use their own car, rent or lease.
AI: What makes Nokia’s data gathering and
processing for people and businesses different?
Van de Klashorst: We collect from both the
physical and the online worlds, including 20 billion probe points
and 141 million routing requests each month. Data collection and
analysis of data allows us to create better routes, better maps and
better experiences to help people navigate their lives.
AI: How important is this?
Van de Klashorst: This is an extremely important space
for drivers, car companies and for us. At HERE we’re are using
all of our assets across the globe to make the next generation of
connected cars a reality in both the developed and developing
world. Our Nokia heritage and acquisition of NAVTEQ gives us a
more than 25-year head start in building high quality maps.
AI: What is the future for connected cars?
Van de Klashorst: While autonomous driving will take years
to become reality, connected cars are already a reality. We are
working closely with automakers to create connected solutions for
the car that bring exciting new experiences to consumers. AI
www.ParrotOEM.com
Inside the new Melexis
production facility in
Ieper, Belgium.
innovation
Optical controls to
replace touchscreens
Rapid advances in the design and manufacture of
integrated circuits (ICs) are seeing advances where it is
becoming more cost-effective to replace touch screens
with gesture controls.
One of the leaders in the field is Belgian firm Melexis, which
manufactures mixed signal semiconductors, sensor ICs, and
programmable sensor IC systems. Their systems are found in
nearly all automobile brands worldwide. Melexis is involved in
many cutting edge new development areas such as: Human
Machine Interface (HMI) and gesture recognition sensors,
automotive CMOS cameras, an integrated LIN microcontroller
family, 360-degree position sensors, programmable digital Hall
Effect sensors, sensorless, brushless DC motor drivers, Near
Field Communication (NFC) vehicle access ICs and many
others. “Micro-machined silicon technology coupled
with Melexis mixed signal design has yielded
infrared thermometers and pressure sensors
that have opened new opportunities for our
Françoise Chombar,
CEO of Melexis.
customers in leading edge systems for cars,
appliances, industrial machinery and consumer
goods,” says Peter Riendeau, Global Marketing
Communications Manager at Melexis.
In order to meet demand, Melexis has doubled the
capacity at its Ieper facility in Belgium.
In March 2013, Melexis released a product family designed
for easy implementation of robust optical proximity and gesture
detection systems into automotive environments. Automotive
HMIs need to be intuitive and safe to use, while new car buyers
expect functions and features like Smartphone and media
integration. Optical proximity and gesture detection enable a more
intuitive HMI experience. Typical challenges for such systems
are cost, sunlight robustness, electro-magnetic interference and
By: Lenny Case
mechanical integration constraints, while supporting multiple
OEM configurations. Melexis’ MLX75030 and MLX75031 optical
gesture and proximity sensing ICs address these challenges using
the company’s proprietary integrated ambient light suppression,
proven electro-magnetic compliance and flexible system
architecture. The highly compact MLX75030 and MLX75031
feature two simultaneously operating light measurement channels
which can detect the active optical reflection from a target. The
innovative ambient light suppression mechanism makes these
channels highly tolerant to background light interference. Two
additional channels are available to measure ambient light. In the same month Melexis introduced a new programmable
Digital Hall effect sensor with superior functionality and performance.
The MLX92232 features EEPROM memory allowing reprogrammable magnetic switching thresholds including
hysteresis. It can easily be programmed to meet any
Hall Effect switch or latch specification for direct
replacement of previous generation or competing
Hall Effect sensors. The MLX92232 can be
used to replace many inventory SKUs resulting
in leaner manufacturing processes, reduced
quality conformance expenses and lower
inventory carrying costs. A novel 32 bit unique
ID code in each sensor gives lifetime traceability.
Automotive Industries (AI) asked
Françoise Chombar, CEO of Melexis, to
what she attributed the company’s first
quarter results for 2013 which saw sales up
6% cent from the previous corresponding year to
reach nearly 62 million EUR.
Chombar: Despite the difficult economic climate Melexis
has managed to witness double digit growth over the last fiscal
year. This is mainly due to our focus on the relatively strong
automotive sector, which now represents 84% of total revenue.
Our automotive business expanded by 11.9% during the 2012
fiscal year - outpacing the global automotive semiconductor
market by two percentage points. This is mainly because of our
introduction of a large number of product innovations serving the
automotive sector, with 15 new releases chalked up in 2012 -
Control through gestures is expected
to replace touch screens.
including the next generation of Triaxis Hall Effect position sensors,
a MEMs-based monolithic relative pressure sensor, several BLDC
motor driver ICs, a LIN-based RGB LED control ASSP and a multielement infrared array.
AI: How do you see Melexis evolving over the next few years?
Chombar: The automotive semiconductor market is likely to
remain vibrant over the coming years. Global light vehicle production
is forecast to rise steadily, and the semiconductor content in cars
will continue to increase. ZVEI (ZentralverbandElektrotechnik- und
Elektronikindustrie), the German central association of electrical
engineering and electronics does not expect any cessation in
this trend before we reach 2030. The growth will be largely driven
by the increased demand for ICs supporting greener, safer cars.
Melexis’ evolutionary path is influenced greatly by these factors.
The ever- growing Asian automotive market will also be an
important contributor to how our company develops.
AI: Tell us a little about Melexis’ recent expansion of its
production capabilities? Why was it necessary?
Chombar: It is through state-of-the-art production and testing
that the company can realize innovative, high performance devices.
We have invested heavily in these areas over the last year, with 10
million Euro spent on improving our test capacity and a further six
million Euro going into the upgrading of our manufacturing facilities
in Leper (which opened April 2013). The latter added 5,000 more
square meters to the size of our operations at this site, doubling
production capabilities.
AI: Tell us a little about Melexis’ 20-plus years of
automotive experience – how does this helped your clients?
Chombar: The automotive electronics sector is not like other
sectors, such as consumer electronics. Here the development
timeframes are much longer and OEMs need to build relationships
with their suppliers over many years, so that a deeper understanding
of their ongoing needs can be cultivated. A semiconductor
supplier cannot simply decide one day that they are going to
move into the automotive business. There are major financial and
technical barriers to entry that need to be overcome, as well as
compliance with stringent industry standards. The decades of
service that we have given to our automotive clients provide them
with the assurance they need that their next generation models
A programmable Melexis EEPROM.
will be supported by innovative Melexis technology. We work in
accordance with the highest of specifications. This requires our
organization to set up routines that drive out variance and ensure
we deliver exceptional quality levels consistently.
AI: How has Melexis helped in progression of human
machine interface (HMI) technology and what further must
be done in this field?
Chombar: The need for vehicle occupants to be able to
quickly and easily control or gain access to information from
navigation, comfort, entertainment and safety systems is leading
to implementation of smarter, more intuitive HMIs. Opticallybased proximity sensing systems, such as those based on our
MLX7503x series of sensor ICs, will allow car manufacturers
to add greater functional dimensions to touch-enabled HMIs.
Simple gestures can be distinguished so tasks can be completed
without any risk of driver distraction. In the future it is possible that,
once this technology has been fully established, manufacturers
might start to adopt an all-optical approach to HMIs with higher
performance optical implementations replacing costly multitouch touchscreens.
AI: Please tell us a little about your vision for Melexis’
automotive business – what role do you see your company
playing in putting greener vehicles on to our roads?
Chombar: Melexis products are engineered to help bring
about a sustainable future. Some 80% of the new product launches
we made over the last year can be considered to be “green”. To
meet the emission and energy reduction targets now being set by
international bodies, innovative semiconductor technology will need
to be developed. Melexis, through its ICs, will have an important
role to play. Reduction in fuel consumption and the lowering of
carbon emissions will result directly from improvements in sensing
and actuator technologies. Sophisticated sensor ICs will improve
injection systems so that less fuel is needed. Advanced interface
ICs for pressure sensors will allow better emission controls to be
implemented. Use of superior bus networking ICs will translate
into weight reductions in the wire harnesses of vehicles, while
microcontroller products, such as our sensor-less BLDC motor
drivers will prove critical in hybrid and electric vehicles as well as
stop/start systems. AI
innovation
Formula E
hits the road (quietly)
Rome will be the first European city to host the FIA Formula
E Championship in 2014. The Italian capital becomes the
second city in the world to welcome the FIA Formula E
Championship following Rio de Janeiro’s announcement in
August last year that it would host the first Formula E race.
In total, the 2014 inaugural Championship will feature 10 urban races.
FEH has already received interest from a large number of cities to host
the ‘E-Prix’. Jean Todt, FIA President, said in a press conference in
December: “The contrast between this innovative motorsport series
and the rich ancient history of Rome is one I am sure the public and the
media will be intrigued and enriched by.”
Formula E Holdings has signed an agreement with the
FIA to promote the new Formula E Championship
featuring Formula cars powered exclusively
by electric energy. Alejandro Agag, CEO of
Formula E Holdings said: “Clean urban
mobility and sustainability are a priority for
Alejandro Agag, CEO
of Formula E Holdings.
our Championship, and Formula E wants
to become a showcase for these advances
through an entertaining and all-inclusive
spectacle. We are thankful to the Rome City
Mayor and authorities for their enthusiastic welcome
and support.”
In late 2012 FEH announced the purchase of 42 Formula E cars
from the newly-formed company, Spark Racing Technology (SRT).
The cars will be used in the Formula E Championship inaugural race
in 2014. SRT, led by Frédéric Vasseur, had announced that it had
reached an agreement with McLaren Electronic Systems to design
and construct the powertrain for the first Formula E car.
Commenting on the purchase, Agag said: “The high caliber of the
respective manufacturers, SRT and McLaren Electronic Systems,
has great relevance for our Championship and also shows their
commitment to innovation, excellence and technology.”
Formula E has declared itself as an ‘open’ championship. It has
been working to encourage other car designers and constructors
to build a Formula E car. The FIA technical regulations, to be
A chariot for a modern-day
warrior – Formula E outside
the Colosseum in Rome.
By: James Hilton
published soon for the championship, will set the framework for
making such submissions possible.
Agag added: “We, as the promoter, are focusing our efforts to
ensure racing venues will demonstrate the potential of Formula E
cars to spectators. Formula E wants to show that electric cars are
fast, reliable and safe. Our mission is to establish electric cars as
a real option for people’s daily lives, one that will make our cities
cleaner and more liveable.”
FEH plans to make four cars available to each of the 10 teams.
In addition, one will be used as the official test car and a second
one for the FIA crash tests. Should a team build and develop
its own car, the remaining Spark Cars will be used for
roadshows and other racing activities.
The team led by Frédéric Vasseur built the Frenchdesigned Formulec car, the first electric Formula
car to be built. FEH acquired the Formulec technology and integrated the team into the FEH
structure, showing its commitment to cutting
edge electronic technology.
As the first electric Formula racing car using high performance lithium batteries, the
experience with the Formulec prototype will
serve as a basis for the new Spark cars and
for other potential interested constructors. Vasseur worked with Eric Barbaroux (FEH Chief
Operating Officer and co-founder of Formulec)
and Pierre Gosselin (FEH CEO Special Advisor and
co-founder of Formulec) in the team that developed the
Formulec EF01 prototype electric racing car in 2008. Also behind the project is amateur racing driver Lord Drayson, a former UK
science minister, and whose business Drayson Racing Technologies,
is a pioneer of green racing.
Automotive Industries (AI) asked Agag what impact he
sees Formula E racing having on the racing world.
Agag: First and foremost we want to create exciting and
competitive racing with real competition between cars and drivers,
where the best technology and the best pilot will win. We want to
create a show for all ages, focusing on the younger generations
and families, and appealing to a new type of motorsport fan.
AI: How do you see the sport impacting the popularity of
electric vehicles?
Agag: We want people to believe in electric cars. One of the
biggest problems EVs face is image. Many people think electric
Line drawing of one of the 42 Formula E cars purchased
from Spark Racing Technology (SRT).
vehicles won’t work for them or will be too slow. People don’t
know the truth and we want to show everyone what electric cars
can really do. Motorsport also needs to be much more relevant to
the challenges currently facing the car industry. It needs to lead
this and to help shape perceptions of what is cool and exciting.
AI: What kind of impact do you see Formula E having on
research and development?
Agag: We want Formula E to become a framework for R&D and
to accelerate the early adoption of this technology into everyday
electric vehicles. Battery life and efficiency of electric engines are
two fields in which many global corporations are investing vast
resources. Technological breakthroughs in these fields will take the
electric car to a different level. We would like to become the testing
ground for those advances.
AI: Tell us about the other cities apart from Rio de Janeiro
and Rome which have shown interest in hosting the race.
Agag: The overall response from cities across the world has
been overwhelming. Since launching in August 2012, we’ve
received formal interest from 23 cities across five continents.
In 2014 we intend to host 10 races. We recently announced
eight of the cities on the preliminary calendar with those being
London, Los Angeles, Miami, Beijing, Putrajaya and Buenos Aires
alongside Rome and Rio de Janeiro, with two to be announced.
The final calendar will be presented to the FIA for its approval at
the September 2013 World Motor Sport Council.
AI: Why have these cities chosen to be venues for the
Formula E championship?
Agag: The reasoning varies from city to city. In the case of Los
Angeles, for example, where we recently staged a launch event,
we were very impressed with their burgeoning electric vehicle
infrastructure and the work being done by the mayor and the
Los Angeles Department for Water and Power. To date they have
installed 121 public electric vehicle charging stations, streamlined
the permitting process necessary to upgrade electrical panels in
homes and businesses, and issued rebates for in-home electric
charger equipment and installation fees…and in a city they call the
car capital of the world!
AI: Tell us a little about the cars that will be taking part in
the Formula E 2014.
Agag: The Formula E cars will be single seaters with amazing
acceleration, capable of speeds of more than 220kph and
0-100kph in under three seconds the only difference is that they
will be powered solely by electric energy. The cars are being built
by Spark Racing Technology (SRT), headed by Frédéric Vasseur,
using a chassis from Dallara and a powertrain designed and built
by McLaren with Michelin providing the tyres. People also often
ask about the sound they will make. This will be new and futuristic
and is one of Formula E’s key features.
AI: Why did the FIA decide to keep the championship ‘open’
in terms of the cars being developed for the championship?
Agag: At Formula E we want to encourage car designers
and constructors to build their own cars and to develop new
technology as the championship progresses. The only way to do
this is to make it an open championship so any car homologated
as Formula E by the FIA will be permitted to race. It was unrealistic
to achieve this in the first season so we have introduced a common
car to begin with which features the most advanced technology
currently in use in electric Formula cars. AI
Proving that all drivers of high powered cars – electric or otherwise – love a donut.
Asymmetric DPF
innovation
better engine performance
Three auto giants join hands
over three continents to develop
FCEV systems
In order to help our customers to improve the fuel efficiency and meeting the particulate
number emissions limits we have now released a new Silicon Carbide DPF.
• Thinner walls for lower backpressure keeping the thermal and
mechanical durability of silicon carbide.
• Increased ash storage capacity and filtration surface area.
• Lower CO2 emissions and better fuel economy.
By: Tony Tickner
In January 2013, Daimler, Ford Motor Company and Nissan
Motor Co. (through its alliance with Renault) signed a
unique three-way agreement for the joint development of
common hydrogen fuel cell system.
The goal of the collaboration is to jointly develop a common fuel
cell electric vehicles or FCEV system while reducing investment costs
associated with the engineering of the technology, and deriving
efficiencies through economies of scale. It will help to launch the
world’s first affordable, mass-market FCEVs as early as 2017.
Together, Daimler, Ford and Nissan have more than 60 years
and more than 10 million km of experience developing FCEVs.
The partners plan to develop a common fuel cell stack and fuel cell
system that can be used by each company for differentiated and
separately branded FCEVs.
“We are convinced that fuel cell vehicles will play a central role
for zero-emission mobility in the future,” said Prof Thomas
Weber, Member of the Board of Management of
Daimler, Group Research & Mercedes-Benz Cars
Takuya Hasegawa, Senior
Innovation Researcher at the
Nissan Research Center.
Development. “Working together will significantly
help speed this technology to market at a more
affordable cost to our customers,” added Raj Nair,
group vice president, Global Product Development,
Ford Motor Company. “The resulting solution will be better
than any one company working alone.”
Automotive Industries (AI) asked Takuya Hasegawa,
Senior Innovation Researcher at the Nissan Research
Center, what developments and solutions of fuel cell
systems have the most potential to lower emission and the
consumption of fossil fuel.
Hasegawa: There is no emission from the tail pipe of fuel cell
systems. In terms of emission and the consumption of fossil fuel, it is
rather related to hydrogen production/delivery not fuel cell systems.
AI: What are better, lighter and smarter materials and
components to improve fuel cell systems and which saving
potentials exist?
Hasegawa: The fuel cell efficiency is determined by the electrochemical reaction and the fluid dynamics. Catalysts and a gas
diffusion layer (GDL) are the typical components. Development is
focusing on the GDL.
AI: How does Nissan address the challenges of fuel
consumption while maximizing the functionality, durability
and reliability?
Hasegawa: In terms of fuel consumption, over voltages need to
be managed carefully. For durability and reliability, well-designed
software which allows us to use “the safe window’ is
important. At the same time, many efforts of material
improvement are underway to widen the safe
window and reduce the fuel cell system cost. In
terms of the functionality, everything is at the
level of commercialization. In other words, it is
almost similar to ICEVs.
AI: How does the on-board hydrogen
storage system have on the chassis
design of the car?
Hasegawa: Only a high pressure H2
tank is feasible from a practical point of
view. While the shape cannot be as flexible as
gasoline tanks, greater flexibility will be available
in future.
AI: How do you evaluate the outlook and
expectations concerning automotive fuel cells as a
clean and safe transport solution?
Hasegawa: Hydrogen is very safe, and H2 is by its nature clean.
It can be produced using renewable electricity. However, special and
careful efforts need to be paid to facilitate the birth of FCEV industry.
We will focus on these in our market development workshops.
Industriparken 22 C ,
DK- 2750 Ballerup,
Denmark [email protected]
Ford is the world’s first automaker to deliver dedicated
hydrogen internal combustion engine (H2 ICE) powered
vehicles to commercial customers. Pictured here, the Ford
H2 ICE E-450 shuttle bus carries 30kg of hydrogen and can
transport passengers with nearly zero emissions.
The fuel cell system of the Mercedes-Benz B-Class F-CELL
(above) compared to the current development status (below). The significantly more compact dimensions will mean
that the future fuel cell system can be accommodated in
the engine compartment of a conventional vehicle.
Fueling the cells
AI asked Fabio Ferrari, CEO of Symbio FCell whether the
hydrogen solution is more than “zero emissions”.
Ferrari: When considering the perceived value from end users,
the driving pleasure is clearly augmented. Quietness, torque performance, ease of use, acceleration and road holding, pure
air… these are all clear benefits to end users. Fuel cell
vehicles are nothing but electric vehicles with much
Fabio Ferrari,
CEO of Symbio
FCell.
longer range than batteries, and with fast refueling.
In other words, all the benefits of electrification compared to petrol engines, without the drawbacks of batteries. As far as professional users are concerned - notably
for last mile urban delivery - the FCEV solution is compliant with
professional cycle usages, while allowing access to city centers at night
because it’s silent, as well as to zones forbidden to polluting vehicles.
AI: What is the operational impact on the end user?
Ferrari: FCEVs can be refueled in four to five minutes, just like
your legacy petrol-based car. But there is the chicken and egg question
– vehicles and refueling stations. We believe starting with private fleets
and extending to public infrastructure is the right approach. It de-risks
investments. The good thing with this hydrogen story is: no operational
impact on the end user.
AI: How do you manage the total cost of ownership?
Ferrari: It is no secret that, with mass production, there is no
difference in TCO between various power trains. But, as we have
clearly seen in some specific conditions - especially the last mile
delivery - FCEV vehicles can be competitive with diesel-based
solutions, at a production rate of less than 10 000 fuel cell kits a
year. The real consumption of a utility delivery van down-town, is
11 liters per 100 km, with a vehicle that is normally given five liters
NDEC. This changes the whole paradigm. As far as consumer
vehicles are concerned, we need mass production to see ICE and
FCEV TCOs converging. H2 Mobility initiatives in Germany, UK,
Denmark, Switzerland and now France aim at solving
the chicken and egg issue.
AI: What about the long-term availability
of hydrogen?
Ferrari: The real question is rather: how
do you want this hydrogen produced?
How do you make it CO2-free as much
as possible? Of course, the real benefit
for everyone is to get rid of hydrocarbon
sources such as gas, and produce CO2free hydrogen from water electrolysis using
renewable energy or bio-gas. This way, you
also contribute to make renewable profitable,
because you store intermittent energy by
changing the energy vector (from electricity to
hydrogen)… and you value the energy against fossil
fuels, not against electric kilowatts. By-product hydrogen
is also massively available. Ultimately, we will produce hydrogen
from garbage water with specialized batteries (3G bioprocess),
with no tier energy but solely with solar energy. AI
The Nissan Terra concept vehicle powered by
a hydrogen fuel cell.
innovation
New coatings needed for
catalyst suppliers to keep up with stricter
regulations and latest powertrains
By: Nick Palmen
Catalyst technology is rapidly developing and evolving in order to meet a number of
challenges posed by regulations, engine configurations, different driving conditions and
market needs and the availability of Rare Earths materials.
Automotive Industries (AI) asked Arnaud Wisnia, Global
Business Director, Catalysis General Manager, Europe for
Solvay Rare Earth Systems, how Solvay sees the challenges.
Wisnia: The biggest challenge is the increasingly strict
regulations. We have the Euro 6 regulations coming in place
in Europe, Euro 4 and Euro 5 in China and India. There is an
Increasing pressure and impact on the design, regulation and
development of the systems for emissions control. Another
big challenge is the control of costs in the face of high
inflation in the price of many components and
Arnaud Wisnia Global Business
Director, Catalysis General
Manager, Europe for Solvay
Rare Earth Systems.
development systems. Due to the regulations
we see the cost of systems spiraling – for diesel in
particular. The third important challenge is the security
supply of critical material – Rare Earths.
AI: How are you meeting the challenges?
Wisnia: We have several new product ranges. For the
gasoline, OPTALYS™ is a new generation of our zirconiumrich material. Another is a range of purpose-designed alumina
products. The objective is to increase material performance to
pass stringent regulation without the need to increase supply.
In the case of emerging markets we are globalizing production,
while still producing raw materials in our plants in La Rochelle
(France) and Cincinnati (US). We opened two new plants in the
last two years – in Japan and China. This is to position ourselves
to serve the emerging markets to the expected standards and
to supplement our two existing lines in the EU and US for the
next 5-10 years.
The other challenge is securing Rare Earth supplies. We
have a strategic supply partnership in China where we work
with CHINALCO and outside of China we are strategic
partner of Tantalus. We are also developing sourcing
partnerships with other players both for light and
heavy Rare Earths.
AI: Diesel v Gasoline, how is Solvay
positioned in the market?
Wisnia: Compared to our competitors,
we probably have the broadest range
of materials. Our materials improve
performance and reliability of diesel
emission control systems to tackle the
particulates in conjunction with diesel
particulate filters and to reduce the NOx
with the NOx storage and SCR catalysts. At
the same time we are constantly improving
our materials for the Gasoline emissions
control. Another strength is that we have
independent supply chains for China and the rest
of the world.
AI: How do you see the diesel market developing?
Wisnia: The market is really driven by the availability of
fuel and the output of the oil refineries. There is very well
established diesel market in Europe, while there are historical
challenges in the US for passenger cars. This is still very
dynamic market with the introduction of Euro 6 and post Euro
6 regulations. We have a number of new developments in
India where diesel vehicles are consistently taking a bigger
market share due to a diesel taxes policy. In Russia, South
For the EURO6 and beyond diesel emissions regulations,
OEMs are playing with technologies and exhaust systems
layouts to improve fuel efficiency while tackling NOx and
particulate emissions: example of the Blue HDI EURO6
from PSA Peugeot Citroën SA, combining high efficient
combustion engine and SCR Catalysts upstream of the
diesel particulates filter
A focus on the Blue HDI EURO6 exhaust line from PSA
Peugeot Citroën SA, showing the SCR catalyst in up-stream
position of the Diesel Particulate Filter: this exhaust layout
allows to get 2 to 4% CO2 reduction compared with EURO5
engines, to comply with the EURO6 emissions standard and
to get the fastest DPF regeneration thanks to the use of fuel
additive for optimization of the complete system layout.
America and China diesel vehicles are making inroads in the
commercial vehicle, pick-up and SUV segments.
AI: What challenges do the new engine and powertrain
technologies present to Solvay?
Wisnia: Gasoline direct injection is the big trend in the gasoline
market. This is really a good thing from CO2 emissions focus, but a
challenge for the particulate emissions as recently seen with Euro
6 as standard in Europe. This is a new market for us and our
customers, the catalyst manufacturers. A second important trend
is the increasing number of dual fuel engines - biofuel engines,
and gas engines using the same exhaust configuration, which
means that the design to be much more versatile to adapt to these
different conditions. For example, the catalyst design for the start/
stop system has to be adapted to different countries because in
some places you will never get the temperature needed to perform
the normal catalyst function.
AI: What solutions are you working on at present?
Wisnia: A new generation of mixed oxides which we started to
introduce last year with the objective of optimizing sulfur resistance
and thermal stability. For some customers we have increased
the thermal stability range. For others we have increased the
performance flexibility using the same technology.
The second one is based on acidic alumina/zirconia or alumina/
silica - these materials provide stability together with minimum
sulfation possibility. This is pretty important in the commercial market
where the fuel quality is an issue. We are introducing materials for
NOx storage and SCR catalysts for diesel markets. In the field of
SCR catalysts materials, we promote Non-Zeolitic Acidic Zirconia
materials that are very efficient and thermal stable catalysts.
And finally, we have fuel additive to assist diesel particulate filters
regeneration during cold vehicle operations - EOLYS. We supply an
injection system to adapt this additive to engines as a retrofit solution.
A: On what level do you co-operate with OEMs?
Wisnia: Our work is not directly with the OEMs, but with
the catalyst manufacturers where we are clearly positioned
as a materials supplier. Our objective is to supply the right
materials to ensure our customers remain competitive. We
tailor our materials to meet the specific needs of our customers.
Where we have some cooperation with OEMs is for diesel
fuel additives. In that case we supply both the materials and
the injection system to deliver the fuel additive into the diesel
fuel. The objective is not only to assist the diesel particulate
filter regeneration, but also to protect the fuel injection system
during the vehicle operation under fuel quality issues: Eolys
PowerFlex® was launched in the European market in 2010 and
will be implemented in the emerging markets soon.
AI: What innovations do you see in the gasoline and
diesel hybrid segments?
Wisnia: There are number of challenges with the hybrid
engine, particularly the temperature profile, and the on/off period.
We have a range of materials that are specifically suited to the
gasoline hybrid engine which we have commercialized for OEMs
like Toyota. We have a lead in the hybrid market and are working
closely with all of our catalyst customers in the hybrid segment
which is offering a lot of potential.
AI: How do you maintain your leadership in the field?
Wisnia: We have specialized R&D centers to take advantage
of skills and also proximity to the customers in different regions.
Our R&D network consists of two centers in Europe, one in
US, and two in Asia. We believe that the direct contact with the
customer is the best way to develop the materials they need.
Since we became part of the Solvay group we also started to work
with Solvay R&D to identify cross-fertilization opportunities. To give
you a couple of examples: Solvay is a large player in strontium and
barium which are two important elements for alumina. Solvay has
a large presence in specialty polymers and we started to look at
the ways to use the materials in our fuel additive systems. Also
Solvay is an investor in a company that is looking at ammonia
storage, which will help us strengthen our position in the SCR
catalyst systems for diesel applications. AI
The new asymmetric
design from Liqtech
International with increased
ash storage capacity.
innovation
Retrofitting to meet
Euro 6 standards
By: Lenny Case
Euro 1 to Euro 5 diesel engines can now be retrofitted
with filtration systems that meet Euro 6 standards using
technology developed by LiqTech.
The US-listed company has its headquarters in Denmark. Over
the past 11 years it has develop into a leader in the use of silicon
carbide or SiC to make high performance, high value liquid and
gaseous filtration products. The company’s portfolio of catalyzed
DPFs (cDPF) is based on its proprietary washcoat technology and
metal oxide composition.
The coating can be optimized for low soot
combustion temperature, catering for low and
high NO2 levels. High NO2 ratios are required
for optimal function in an SCR system.
Finn Helmer, LiqTech
Chief Executive Officer.
For retrofitting Liqtech recommends zone
coatings which make it possible to balance
regeneration and NO2 performance according to
the specific requirements of the region in which the
vehicle is being used.
The company’s flexible production facility based in Copenhagen
allows it to make customer specific formulations for specialized
applications for both OEM as well as the retrofit markets. The
company hopes to use this model to give it the platform to expand
its catalyst production in North America and Korea.
LiqTech says it is focused on working in partnership with
customers, coating suppliers and industry experts to help develop
smaller, cost effective systems for the industry that keep back
pressures low while cutting down on the size and complexity of
the systems currently in the market. Some of the steps LiqTech
has taken to achieve this include developing filters with higher
porosity, adding high filtration membrane technology to filters
with high porosity, and improving the production process that
minimizes customer warranty losses when regeneration
fails to occur.
Automotive Industries (AI) asked newlyappointed Chief Executive Officer Finn
Helmer to share his vision for LiqTech.
Helmer: I want LiqTech to strengthen
its position as a flexible manufacturer
of Silicon carbide particle filters. By
constantly developing our filters we
want to be able to offer to the market
both the latest filter technology and
the highest quality. Being a medium
size company we also want to grow
our flexibility and shorten our delivery
times. We are at the same time preparing
for high volume production as the market is
growing, and there is a demand for flexibility
as well as volume capability. We also understand
the importance of on-time delivery, and gear our
production to ensure this.
AI: How do you see your previous experience helping you
to achieve your goals for LiqTech?
Helmer: I have over the years been involved in more than 50
start-ups, two of which grew to a revenue of more than 100 mill
dollars a year. I believe LiqTech have a similar potential, and to me
Filtration systems can be customized for
specific applications.
The new asymmetric array by Liqtech International with
increased ash storage capacity.
it will be an honor to help facilitate this, working together with our
eager and motivated employees.
AI: What are LiqTech’s automotive capabilities?
Helmer: We have flexible production capacity, and can
manufacture and deliver smaller and medium size series fast. On
the other hand we see a growing demand for volume, and are
preparing for this. Our production capacity at the moment is big
enough for a medium- sized OEM contract.
AI: What are your objectives when it comes to the
company’s range of catalytic coatings and related solutions?
Helmer: We want to be at the leading edge of the technology,
so we can offer the customers a reliable solution with the latest
catalytic coatings you can find on the market. An example is our
first asymmetric filter, which can lower the reverse pressure by
more than 20 % .
We have developed a 150 cpsi silicon carbide diesel particulate
filter (DPF) for high soot loading applications which are designed
for passive emission control systems.
LiqTech filters specializes in applications with low heat exhaust.
The 150 cpsi range can cut warranty claims when passively
regenerated filters are subject to long periods of low power. In
addition to its durability in difficult operating conditions, the new
150 cpsi DPF has been designed to catch the smaller diesel
particles produce by Euro 3, 4 and 5 diesel engines, and has been
verified to filter in excess of 99% of nanoparticles.
AI: What is LiqTech’s vision of the future of optimized
emission control?
Helmer: I hope that European Union (EU) will enforce EU norm
6 as a standard for all vehicles, without differentiating between
old and new vehicles. I do find it ironic that the original legislation
forced manufactures to reduce the size of particles to the point
where they are now a threat to health. The filter technology is so
good that you can retrofit an old diesel engine from EU norm 1
(year 2000) with a filter and make it so clean that it will easy meet
the EU norm 6.
AI: How do you see LiqTech’s manufacturing facilities
expanding globally?
Helmer: Our strategy is to manufacture where the demand
is, so if there are sufficient volumes we will set up facilities where
they are needed.
AI: Will the Copenhagen pattern be followed in North
America and Asia?
Helmer: Well the production in North America is running as
planned and the US marked is served direct from our facility in
Minneapolis. So you can say that the strategy seems to work in
this case. AI
FINN HELMER: Announcing the appointment of Finn Helmer as the new chief executive officer of Liqtech, the
company’s chairman Aldo Petersen said “we are extremely pleased that Finn Helmer, a proven leader, has
agreed to accept the role as CEO of LiqTech. Over the course of more than 40 years Finn has demonstrated
his talent for leading and growing companies into meaningfully larger and more profitable entities.
“His record of notable successes includes his role as CEO of GIGA A/S, a small company in the NKT Group. When he
joined GIGA as its seventh employee, it had limited capital, was not profitable and had revenue of less than $1 million.
In less than five years, GIGA employed 100 people, was generating revenues and pre-tax profit of $135 million and $73
million, respectfully. In 2000 Intel (USA) acquired GIGA for $1.25 billion.” AI
innovation
“
We are ready to raise the level to be
recognized as the Motor Show of ASEAN
nations, and show why we have been number
one in this region for over three decades.
”
Thailand on road to
3 million units a year
By: James Hilton
The 34th Bangkok International Motor Show which was
held from March 25th to April 7th 2103, reflected Thailand’s
automotive industry’s positive outlook.
Having broken the two million units a year mark for the first
time, the country’s motor vehicle production rose by nearly
37% (from February 2012 to February 2013) with vehicle
shipments up over 22%. Domestic car sales rose by over
42%. At the show itself exhibitors sold around 40,000 cars. A
total of 34 car and nine motorcycle brands participated in the
event, along with manufacturers of car accessories and
parts. Sixteen new vehicles were launched and 10
prototypes showcased at the event.
Dr Prachin Eamlumnow,
President of Grand Prix
International.
The organizers of the Bangkok International
Motor Show, Grand Prix International, made this
year’s theme “Street Fashion”. According to the show
organizers, automotive design is based on ergonomic design that
helps improve the comfort level of humans. It takes a combination
of the fine arts and industrial design and transportation design to
create an automobile.
Dr Prachin Eamlumnow, President of Grand Prix International, says
he was not surprised by the quick recovery of the Thai auto industry
after the flooding in the second half of 2012. A Thai auto industry crisis
every five to seven years is, he says, “normal”. Past crises have been
caused by tax measures, political conflict, natural disaster and foreign
currency exchange problems. “Foreign automotive companies that
have invested in Thailand, and especially the Japanese automakers,
know the resilience of the Thai people very well, and invest in our
country without hesitation. At present many Japanese companies
consider Thailand to offer a strategic point for exports to ASEAN
countries and the rest of the world,” he says.
But, he cautions, there are challenges ahead. The withdrawal of
the tax rebate for first-time car buyers is affecting sales. In
response, OEMs have introduced “exciting marketing
plans and business strategies to boost their sales,”
including the launch of new models.
Looking ahead, Eamlumnow says the
market in 2013 has been affected by the
floods, with manufacturers still catching up
on back orders. A clearer picture of the
trends will emerge in 2014. He is confident
that growth will continue as the industry
will be supported by the government’s
target of reaching sales of three million
units by 2017. This will be guided by a
new master plan devised by the Thailand
Automotive Institute (TAI), which steered the
country towards production capacity of two million
eco-cars a year.
“For the new master plan we have to include Myanmar. Having
reopened the country to foreign investment the economy is
growing very fast. We need to see what types of vehicle Thailand
can supply to that market. We must analyze it carefully. Another
important issue we need to focus in to develop skilled workers
to support new production processes that will use automation
systems or robots much more on the production line”.
Green logistics help
reduce auto industry
carbon footprint
innovation
By: Ester Francis
Demand remains strong for high-end vehicles such as
Bentley in the ASEAN countries.
The Mercedes-Benz Concept Style Coupe.
The Bangkok International Motor Show – “the pride of our
nation” – will have a greater impact on Thailand’s position in the
ASEAN auto manufacturing sector over the next three years as the
ASEAN Economic Community (AEC) takes shape. “We will host
the Organisation Internationale des Constructeurs d’Automobiles
(OICA) congress that will be attended by representatives from
40 countries at the 34th Bangkok International Motor Show in
March next year. We are ready to raise the level to be
recognized as the Motor Show of ASEAN nations,
and show why we have been number one in this
region for over three decades”.
AI: How do you see the BIMS growing as Thailand
continues to increase its presence as a major automotive
player in the ASEAN region?
Komolmis: I am proud to say that the BIMS has always
been the trend setter. Our theme and concept for each year has
been well-thought and I always make sure that we reflect the
automotive trend and technologies for the next few years. We
never stop developing. This year all carmakers responded
to the concept of “The Street of Automotive Fashion”,
because they see it as a future as well. Also, our
show is known for its world-class standard with
the World’s top Motor Show visitors
AI: What are some of the recent
investments that have continued to
power the Thai auto industry?
Komolmis: The market is getting more
and more competitive. No carmaker wants
to lose market share, so they want to retain
manufacturing volumes while driving sales
through marketing strategies that work. The
main activities in the Thai auto industry this year
focus on the different ways of implementing public
relations programs and offering customers greater
choice. Apart from the competitive price in the market,
carmakers will export more. For example, Isuzu will change the
ratio for domestic sales and exports to 50/50 instead of 60/40
from last year. It is very clear that many more investments will
come and they will choose Thailand as the government’s 10-year
vision is that Thailand will continue to increase its competence
in manufacturing cars. We will move Thai auto industry standard
to world-class standard, aiming to be bigger and greater while
keeping the industry as eco-friendly as possible. AI
Jaturont Komolmis, Senior Vice
President and Chief Director,
special activities department of
Grand Prix International.
Automotive Industries (AI) asked Jaturont
Komolmis, Senior Vice President and Chief
Director, special activities department of Grand Prix
International how successful the 2013 show was.
Komolmis: One cannot judge the success by the total sales,
which were down. I focus on the development of the market. This
was not the year for eco cars. First car-buyer support was also not
available this year. But, the market for middle-class and luxury cars
grew. The sales of cars priced at more than 700,000 Thai Baht
(US$23,000) increased more than 10% this year. All carmakers
are happy with the results and their sales.
Global mail and logistics major Deutsche Post DHL is
focusing on three major links in the supply chain in order to
help the auto industry reduce its overall carbon footprint –
inbound to manufacturing services, in-plant and production
logistics and the aftermarket.
Automotive Industries (AI) asked Fathi Tlatli President
Global Sector Automotive DHL Customers Solutions &
Innovation, how DHL is helping the industry to go green.
Tlatli: There are more and more small cars that use less CO2
with all kinds of new technologies being put in place. Every launch
requires thousands of components that need to be delivered, as
well as prototypes and marketing material. In this environment
where the logistics spend can range from €1 million to €20 million
there are numerous opportunities for specialists.
DHL has implemented several initiatives within the scope of
its GoGreen climate protection program. These include pilot
projects on hybrid or electric vehicles, network optimization, fleet
modernization and efficient driving campaigns. DHL also
provides solutions for more CO2 efficient supply chains
for its customers, including emission optimization
strategies and CO2 neutral shipping options.
AI: What about the electric and hybrid
sectors?
Tlatli: Electric and hybrid vehicles are an
exciting new business. We started two years
ago with Renault, and we quickly realized
how much there is to learn. Regulation around
battery shipment is complex and changing.
AI: What do you see for emerging
markets?
Tlatli: We are looking to enhance our presence in
markets like Brazil, Mexico, China, Thailand, South Africa,
Russia and Turkey - and to develop more local partnerships there.
We are working more with new champions from the emerging
markets, manufacturers like Tata and Geely.
AI: What is the potential electric and hybrid vehicles in
these markets?
Tlatli: The Chinese government plans to have 500,000
electric cars, trucks and buses on the country’s roads by 2015
and five million by 2020 when electric cars could account for 7%
of new cars sales there.
AI: What do you believe makes DHL’s automotive
solutions stand out?
Tlatli: We leverage solutions across customers geographically
and across customers with similar requirements to create
economies of scope and scale. DHL’s worldwide presence and
ability to leverage existing solutions and best practices from other
regions or customers is a key strength and differentiator. Up to
now our Inbound to Manufacturing and Lead Logistic Provider
solutions have tended to be tailor-made for each new customer,
but the automotive team has identified ways to leverage them
across customers. A segmented approach (passenger vehicles,
commercial vehicles, component manufacturers, tires) allows
DHL to more readily leverage best practices for similar needs in
different areas of the supply chain, such as a strong inbound to
manufacturing solution in central Europe for a leading manufacturer
that can be adapted for other areas or companies.
AI: How do you see Russia and China emerging as
automotive hubs?
Tlatli: The market in China is outgrowing supply. As volumes
get bigger that affects the reliability of the service provider and the
quality of the service you get. The challenge is availability of vehicles,
of skilled people, of visibility in systems. But the people there are very
impressive, providing high quality service.
China is a huge market and many people live in enormous
cities in the middle of the country, so a lot of vehicle buyers are
in the west. The shift westwards affects producers too.
The government offers incentives to produce there,
though the infrastructure is not as good as along
Fathi Tlatli President Global
Sector Automotive DHL Customers
Solutions & Innovation.
the coast. The workforce there is less expensive than
in Shanghai, management costs are close to those in
Western Europe.
We are also supporting OEMs in Russia and the former Eastern
Europe. DHL is developing rail routes to bring vehicles to Europe
via Russia. Combining road and rail optimizes fuel costs. Russia is
a big country with huge opportunities and if the financial forecasts
are correct, the country has a good economic future. It’s become
a buzzing automotive center.
AI: How have manufacturers from emerging markets
such as Geely and Tata Motors changed the face of the
automotive manufacturing scenario?
Tlatli: Many Asian companies have acquired leading global
producers and turned into international players almost overnight.
China’s Geely recently acquired Volvo cars, and Indian Tata bought
Jaguar Land Rover. Both are now important customers for DHL.
We have further enhanced our support teams for these valued
customers, not only where their headquarters are but also where
they have key operations in the world. AI
A Type 2 socket port in the
Renault Zoe electric car.
innovation
Connecting agreements for single
e-mobility charging plug
By: Jon Knox
Representatives of German and Italian Standardization Bodies
and experts of German and Italian industry have reached a
breakthrough compromise on a common proposal to the
European Committee for Electrotechnical Standardization
(CENELEC) as a step towards standardizing charging plugs
for the electric vehicle charging infrastructure.
The agreement is an important step towards achieving the
single e-mobility charging infrastructure as required by the
European Commission. The compromise foresees using the Type
2 socket outlet with an optional shutter for the electric vehicle
charging infrastructure. The Type 2 plug was introduced into the
international standardization process as early as 2009. It supports
both single- and three-phase charging and enables far
greater powered charging and shorter charging times
than the couplers used in Japan and the United
States, which only support single-phase charging.
Dr. Torsten Bahke, Chairman of
the Executive Board of the German
Institute of Standardization (DIN)
plugging in an electric vehicle.
The availability of a single safe and efficient
charging infrastructure enabling electric cars to
be charged whatever their make and no matter
where they are located is vital for the breakthrough of
electromobility in Europe and the world in general.
The option of using a shutter takes into account specific
concerns in Italy and some other countries, and the special
market requirements there. Compatibility with the Type 2 socket
outlet that does not have this shutter - as used in the majority of
European countries - is catered for in the agreement.
Over recent months Italian and German experts from
standardization and industry have been working intensively to
harmonize requirements for the different types of charging plug and
charging modes according to the standards EN 62196-2:2012 and
EN 61851-1. Important points of discussion were the mechanical
shutter used in some countries (including Italy) in combination
with the socket outlet for charging, and the specific requirements
regarding the charging infrastructure for lightweight vehicles. For
charging these lightweight vehicles, which include scooters and three
or four-wheeled vehicles, it was also agreed to propose that the Type
3a socket outlet may be used either with or without a shutter.
The European Standards EN 62196-1:2012 and EN 621962:2012 published in 2012 by the European Committee for
Electrotechnical Standardization (CENELEC) already describe
plugs, socket-outlets, vehicle connectors and vehicle inlets for
electric vehicles, but did not set a single standardized charging
solution for the whole of Europe.
Automotive Industries (AI) asked Dr. Torsten Bahke,
Chairman of the Executive Board of the German Institute
of Standardization (DIN) in Berlin what impact the new
standards for charging plugs will have on the electric
vehicle market.
Bahke: The announcement by the EU
Commission in January this year that an
AC and DC charging system based on
the standardized type 2 system is to be
implemented in Europe will boost not
only customer confidence but also that
of investors in the electric vehicle market.
This will have a positive effect, not only
on infrastructure development and on
the visibility and the commercial rollout
of electric cars, but will also facilitate the
creation of attractive business models.
AI: Tell us a little about version 2.0a of the
latest German Standardization Roadmap for
Electromobility.
Bahke: The roadmap, available in English and German,
was drawn up by the Standardization Working Group of the
German National Platform for Electromobility, established
in 2010 by the German government. It gives an overview of
the current standardization landscape, considers the different
systems, identifies a number of gaps where work needs to
be done and finally makes a number of recommendations,
weighted for urgency. These recommendations are of clear
international relevance as almost all standardization work in
the electromobility area is undertaken at international level.
Version 2.0a of the roadmap, which was published in May
2013, also reviews the present implementation status of all
recommendations made hitherto.
A Type 2 socket port in the Renault Zoe electric car.
All marques are moving towards electric drive options.
AI: How has this roadmap impacted Germany’s and
indeed Europe’s efforts to promote electromobility?
Bahke: The roadmap has had an impact at both the national
and the international level. It serves as a point of reference for
all stakeholders in this area as a document in which the most
urgent issues that need to be taken up by industry and science
are defined. These issues are of global relevance and its
international character has been duly recognized by the European
standardization organizations as well as by experts in China, the
USA and other countries. As the first national roadmap to be
published, it gave a strong impulse to other countries to draw up
similar roadmaps and strategies of their own. The next step will
be to coordinate the salient points of these strategies in order to
achieve a globally harmonized understanding as to how the rollout
of electric vehicles may best be achieved.
AI: How receptive are automotive manufacturers and infrastructure and service providers to efforts towards standardization of charging of vehicles, billing and payment issues.
Bahke: Irrespective of the different approaches under
discussion at international level, the role of standardization as an
enabler in the implementation of electromobility has gained wide
acceptance in all branches in the last few years. The standardization
of interfaces, particularly, is considered to be of prime importance,
and good progress has already been made in this direction. As
examples we may cite the standards for the connector and for the
communication between EVs and grid, both of which involved long
and hard discussions of the respective merits of the different national
approaches. Other important standardization projects concern
vehicle safety and energy storage. A basic requirement of industry
is that the systems we are developing now are upwardly compatible
for the integration of future technologies. This demand can be met
by standardization, which allows the development of the necessary
framework conditions without limiting technological innovation.
AI: DIN has been trying to promote electromobility
standardization in other regions – such as China – how
successful have these efforts been?
Bahke: In line with the needs of German industry, DIN is very
active at international level in maintaining existing co-operations and
creating new ones. The successful introduction of electromobility
largely depends on Europe, USA, China, Japan and Korea working
together to establish international harmonization. The GermanChinese Working Group on electromobility, established in 2011, is
an excellent example as to how experts of two countries can be
brought together to pool their expertise. To strengthen cooperative
ties with the USA, we will be adding our support to the coming
negotiations on the Transatlantic Free Trade Agreement.
AI: What in your mind is the biggest challenge for global
harmonization for electric vehicle charging, and how do you
think these can be surmounted?
Bahke: Talking about electromobility means talking about a
very heterogeneous field with a large number of different players
from different branches. Bringing together all these players and
their different ideas at national and particularly at international level
is probably the biggest challenge. Communication, co-operation
and the willingness to find a consensus are the key elements in
meeting this challenge and in creating – step by step – a systematic
“
One of the success factors for
electromobility is the progress that can be
achieved in R&D, especially as regards the
energy storage system.
”
approach for the rollout of electromobility. Using the instruments of
standardization addresses all these key elements, which is why it
remains vital to successful market implementation.
AI: What are your predictions about the growth of
electromobility?
Bahke: One of the success factors for electromobility is the
progress that can be achieved in R&D, especially as regards the
energy storage system. In this context, a decisive success factor
will be how fast the results of R&D can be introduced into actual
products, how fast inventions can be turned into innovations.
The development of normative specifications can help facilitate
this process by making R&D results publicly available quickly and
by creating a basis for further standardization. In 2014, several
manufacturers will be launching new electric vehicles on the market,
and the charging infrastructure will also be expanding, which means
there will be a significantly higher visibility for these vehicles and
increasing acceptance by potential customers. Thus, in the longer
term, electric vehicles will certainly become an economically and
ecologically attractive option, especially in urban areas. AI
3D simulation holds key
to competitiveness for growing
innovation
Indian CV market
The commercial vehicle segment of the Indian automobile
industry has shown great recovery after global economic crisis.
It is forecast that sales in the light commercial vehicle (LCV)
goods carrier segment will show the biggest growth - of around
20% a year from 2013 to 2015. After the economic downturn the
commercial vehicle (CV) sector grew by 36% in 2010, and 32% in
2011. The goods carrier segment continues to dominate the CV
market, with an approximate share of 88% in 2011. The domestic
market accounts for 90% of the total commercial vehicle sales, but
exports are growing.
Automotive Industries (AI) asked Nathan MacDonald,
President of CD-adapco, India how three dimensional (3D)
modeling can revolutionize the Indian CV industry.
MacDonald: 3D numerical simulation can
revolutionize the Indian CV Industry when simulation
Nathan MacDonald,
President of CD-adapco.
is fully utilized in the design and development of
products. Currently CAD tools & CAE simulation tools
are not aligned to facilitate timely 3D numerical simulation.
This has limited the number of simulations in the design phase and therefore simulation is often used in a limited fashion or as a
diagnostic tool. In response CD-adapco has developed robust and
powerful solutions to deal with the entire workflow in a single GUI.
Our solutions allow for world-class automation of workflow and
consistency of results which can now be used to influence design.
AI: How best can 3D numerical simulation raise the
competitiveness of the Indian CV industry?
MacDonald: By properly adopting and implementing robust
simulation workflows that provide timely and intuitive inputs. If
this is done, the optimization of components, sub-systems and
full systems can be achieved. The net effect is: Reduced costs,
improved reliability, quicker to market with new products. This
in turn will create a loyal customer base and ultimately build the
stature of the “brand”.
AI: Why are you confident about growth in the Indian market?
MacDonald: CD-adapco India has experienced an average
year-on-year growth of 50% over the past three years and is on
track for a fourth year of similar growth. I know where this growth
is coming from: I see our clients innovating. I see clients using our
solutions to create better, cleaner, more efficient, longer lasting
products that their customers want locally and abroad.
AI: How would you describe CD-adapco’s journey in India?
MacDonald: CD-adapco initially began conducting business in
India via a reseller in 2005. In 2007 CD-adapco India was opened in
By: Ed Richardson
response to the needs of our clients. From a team of three operating
from a small office in Bangalore our ranks have grown to more than
50, with offices in Bangalore and Pune, and a new one in Chennai.
AI: What helps you to understand the local market’s
needs as an international company?
MacDonald: I have personally lived here with my family for
three years, and have learned invaluable lessons about local
needs as well as local resources and talent. We understand India
because we have our “boots on the ground,” to use a military
term. Quarterly meetings with senior management in New York
or London give me a platform to articulate the local needs and to
offer resources to the rest of our organization.
AI: What trends do you see emerging in the
future of Indian vehicle industry?
MacDonald: I qualify my answer by first
confessing that I do not have a crystal ball. I am
of the opinion that the Indian vehicle industry
will emerge as a force in the exporting of its
products, especially in the South East Asia,
African and Middle Eastern markets. Indian
OEMs are developing the local expertise to
develop and produce products that meet the
higher emissions standards of the EU and US
markets, this will help open those markets in a more
substantive manner as well.
AI: What were your personal highlights from the
2nd Annual India Commercial Vehicle Summit 2013?
MacDonald: It is always interesting to keep our finger on
pulse by meeting people from outside our immediate circle
of influence. Events such as these are great prospecting
environments at which we can engage with people from outside
of the traditional simulation application areas. AI
2013
,
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3
INA
Nov. 1
I · CH
GHA
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S
Further information:
Messe Essen GmbH
Phone: +49 201 72 44-727 · Fax: +49 201 72 44-435
E-Mail: [email protected] · www.reifen-china.com
Components can be extensively tested through 3 D
simulation tools before prototyping and production.
China United Rubber Corporation
Phone: +86 10 5865 0277 · Fax: +86 10 5865 0288
E-Mail: [email protected] · www.reifenchina.com
“
Morocco is developing its position in the
innovation
automotive sector through a focus on technology
intensity activities, such as engineering, plastics
”
processing industry and lighting system.
Morocco fuels automotive
investment with incentives and skills
Morocco is focusing on skills development to support the
auto industry in the country.
By: Michael Stewart
Morocco is investing heavily in skills training, incentives,
and purpose-designed infrastructure for the auto industry
as part of its strategy to attract “export-driven” investors
to the country.
The success of the country in attracting investors has
transformed it from a low-cost investment destination to a
competitive “best cost” destination. Foreign direct investment
flows to Morocco grew between 2011 and 2012. The country
attracted 8% of the total private equity investment in Africa during
that period. Interest in the country by investors is expected to
grow. In March 2013, the European Union and Morocco started
negotiations for a Deep and Comprehensive Free
Trade Agreement (DCFTA). Morocco is the first
Mediterranean country to negotiate a DCFTA with
the EU that includes investment.
Ahmed Fassi Fihri, investment
promotion manager and acting
general manager of the Moroccan
Investment Development Agency.
A U.S.-Morocco Free Trade Agreement has
led to more than a tripling of bilateral trade and
roughly a tripling of both the stock and annual flow
of U.S. investment to Morocco. In the World Bank’s
2012 “Doing Business” report, Morocco gained twenty
spots, rising from 114th to 94th. To facilitate foreign investment,
the government has created a number of Regional Investment
Centers (CRI) to minimize and accelerate administrative
procedures. Investments in excess of 200 million MAD (US$26
million) are, in addition, referred to a special ministerial committee
chaired by the Prime Minister.
Morocco’s 1995 Investment Charter applies to both foreign and
Moroccan investors, with foreign exchange provisions favoring foreign
investors. Foreign investment is permitted in nearly every sector.
On the front of the grid for automotive investment is Renault.
The company’s Somaca plant produced 60,000 cars in 2012
under the Renault and Dacia brand names. In April it started
making a new version of the low-cost Dacia Sandero compact.
Dacia is the Romanian unit of Renault. The French car maker also
has a US$785 million assembly plant near the port of Tangier,
which is gearing up to produce 400,000 vehicles a year – mainly
for the export market.
Automotive Industries (AI) asked Ahmed Fassi Fihri,
investment promotion manager and acting general
manager of the Moroccan Investment Development Agency
what Morocco’s strengths are as an automotive destination
compared to other developing countries.
Fihri: Morocco automotive cluster’s value proposition is
offering highly competitive production conditions and a unique
investment environment. In fact, the average wage in
Morocco is very competitive compared to Europe.
Morocco’s automotive value proposition is based
on three main pillars. First of all, the government
has dedicated three new generation industrial
zones to the automotive sector, located in
different parts of Morocco (Casablanca,
Kenitra and Tangier).
Second, four automotive training
institutes have been put in place in order to
fill the human resources needs in the sector.
They aim to train more than 70,000 people
in the automotive sector between 2009 and
2015. To enhance this issue, the government
has set up a training aid scheme which can cover
up to 3,000 euro per employee a year.
Thirdly, an attractive set of incentives has been set up to
boost investments in the sector. This set offers an exemption from
corporate taxes during the five first years in the automotive free
zones, state subsidies up to 30% of professional building costs
and 15% of equipment costs for machinery investment.
On the other hand, thanks to free trade agreements signed
with several countries (USA, Turkey and Arab Countries,
European Union (EU)) Morocco allows duty-free access to a
consumer market of a billion people representing more than 60%
of world GDP. Morocco’s proximity to the European market (14
km separating Morocco from Spain) is an opportunity to serve this
strategic market within a few days of transit. One should note that
that more than 4.7 million light vehicles are produced every year
and within two days from Morocco. Finally, the local market is also
The Renault plant in Somaca, Morocco, has created
sufficient volumes to support investment by Tier suppliers.
Inside the Renault plant in Somaca, Morocco.
considered to be a real opportunity for automotive companies.
Over the medium term, vehicle production will quadruple between
2012 and 2015, with respectively 120 000 units to 500 000
expected in 2015. All these factors make from Morocco the most
competitive automotive cluster in North Africa. Morocco’s strong
macro-economic fundamentals are also one of the main strengths
of the Moroccan automotive sector. Over the last decade, GDP
growth has been stable (around 4.5%) and inflation has been
controlled below 2%.
AI: How have previous investments impacted current
interest in Morocco’s automotive sector?
Fihri: Morocco has built a dynamic automotive ecosystem,
with over 200 companies. The employment has increased by 133%
between 2006 and 2012 to reach more than 70,000 employees.
In the meantime, automotive exports rose by 83% between 2009
and 2012 to reach 2.4 billion euro. The local integration rate is
currently around 45% and is expected to reach 70% by 2020.
Moreover, Morocco is developing its position in the automotive
sector through a focus on technology-intense activities, such as
engineering, plastics processing industry and lighting systems.
More specifically, Renault’s plant, the most important automotive
investment in Morocco of 1 billion euros, has created 4,000 jobs
since 2011 and expects to reach 6,000 by 2015. By 2015, its
production will reach more than 400,000 cars per year. Around
90% of these cars are exported to the European market.
AI: Tell us a little about the Tier 2 and 3 companies that
have built up Morocco’s automotive reputation along with
bigger manufacturers.
Fihri: The Renault plant has encouraged the development
of Tier 1 and Tier 2 companies in Morocco. Indeed, this number
had doubled today to reach 200 companies. Consequently, Tier
1 and Tier 2 growth has allowed the expansion of Tier 3 as well.
The Renault plant’s capacity will reach 340 000 units a year to
achieve 400 000 in 2015, with a production of 1 340 vehicles
a day. This expansion will certainly boost and encourage other
Tier 2 and Tier 3 firms to establish their branches in Morocco.
In parallel, as the local integration rate is rising, Moroccan
production is expecting to grow in Tier 2 and Tier 3 segments
as well. Morocco hosts some of the biggest Tier 1 and Tier 2
enterprises, such as Yazaki, Polydesign, Schlemmer, Proinsur
and Saint Gobain, to name but a few. AI
innovation
Robots improving
materials handling efficiencies
while reducing costs
The Seegrid driverless GT10 Tow Tractor reduces labor
costs, improves safety, and increases productivity.
Cart provided by Trilogiq USA.
By: James Hilton
Robots – which have taken over most production lines – are now moving onto the floor as
the automotive industry adopts creative solutions to challenging situations.
An industry already operating under onerous regulatory
compliance requirements and tight supply chain margins can illafford to lose the productivity of a machine through the absence
of a worker. Machines – particularly those operated by lower-level
workers – can be found standing idle in plants around the world on
any given day as the benchmark absenteeism rate for the Automotive
Industry is 1.77% as calculated by Incident Days / Exposed Days.
Automated forklift operations have helped companies like
Freightliner Custom Chassis to reduce costs and improve
efficiencies. “Our materials department was able to show a labor
cost savings of up to four hours per day for each Seegrid robot.
So basically we are now saving around eight hours of labor
cost per day just from the use of the robots. Our safety benefits
were also a key contributor to our decision to become forklift
free. Seegrid provides extremely reliable technology
that greatly reduces our chances of any
safety concerns from arising,” says Timmy
Mcabee, Materials Support Technician, at
Freightliner Custom Chassis.
Anthony Horbal, CEO of
Seegrid Corporation
Extensive modifications to the working
area are not needed when introducing
robots. Daimler Trucks North America
opted for Seegrid Corporation’s robotic
industrial trucks and its patented vision-guided
WalkThruThenWork® technology to deploy the
robots. The benefits included cutting waiting time for
parts by 22%, decreased parts-to-line time from one hour to 25
minutes, a 98% reduction in inventory deficits, and a reduced
need for runners and non-dedicated labor resources.
“We were looking for an AGV but didn’t want the wire guides,
magnets, and lasers that usually come with it. We needed flexibility
to be able to change the routes easily and frequently and industrial
robots do that for us. We use industrial robots to continually
supply parts to our assembly stations. We love the versatility of
the Seegrid robots — we are able to simply change and perform
multiple routes for our first and second shifts and do a completely
different route for our third shift — just that flexibility alone provides
us with real value,” says Donnie Dixon, Supervisor of Materials
Control, Daimler Trucks.
Seegrid’s driverless GT10 and GT3 tow tractors automate the
movement of flatbed cars, trains, or carts. WalkThruThenThenWork®
and RideThruThenWork® technology allow for efficient and flexible
operation without infrastructure modifications. Operators train a
Seegrid robotic industrial truck by walking or driving the unit through
a desired route. During this process, the robot takes 360 degree
images of the facility and builds 3D vision maps for future
navigation. Once the training is complete, the route
is entered into the keypad, and the robot goes to
work immediately.
Materials handling costs are also reduced by the introduction of robots.
AISIN USA Manufacturing, which
makes high-quality automotive components and systems, needed an
adaptable and flexible solution for everchanging floor and facility layouts.
Robots have enabled AISIN to move
team members into more value-added
jobs. “The robots help the employees work
more efficiently in the manufacturing area.
Team members even provide suggestions on
how to improve our lean process with the use
of robots,” says Mark Hamilton, Transportation/
Logistics Specialist, AISIN USA Manufacturing.
“Seegrid robots greatly reduce cycle time in getting
components parts to the manufacturing area from the receiving
dock. The robots also help in moving finished goods from the order
pulling areas in shipping to the shipping docks,” he says.
In 2012 Seegrid appointed Anthony Horbal, a respected
entrepreneur and business leader as chief executive officer to
grow the company’s robotic industrial leadership. “Seegrid is
uniquely positioned to capture significant market share in the
global material handling industry. These robotic industrial trucks
best address the concerns of every CEO and CFO – business
efficiency and increasing productivity,” says Horbal.
Automotive Industries (AI) asked Horbal and John Hayes,
Vice President of U.S. Sales and Marketing for Seegrid
Corporation to share the company’s views on
automotive market trends and new products.
AI: What is the future of materials
handling in automotive manufacturing
operations?
Horbal: Business in the automotive
industry is picking up and we have
noticed automotive manufacturing
companies are being tasked to do
more with less. These businesses
must continually improve efficiency and
productivity without adding labor. In
an effort to cut operating costs, many
automotive manufacturing plants are
evolving to a fork truck free operation. With
the fork truck operator accounting for nearly
70% of the operating cost over the vehicle
life, it is clear companies must deploy automation
solutions to stay competitive and reduce costs.
AI: How do you see the materials handling as a business
growing in the future?
Hayes: The materials handling industry is steadily growing
each year, and is the backbone of the global supply chain. The
goods produced in manufacturing and distribution facilities
must move efficiently and safely. In a survey conducted by
the Material Handling Industry (MHI), industry professionals
noted cost savings, improved efficiencies and accuracy/speed
are the most important operational factors driving automation
investments. Without automation businesses are unable to do
more with less. MHI also noted 74% of survey respondents
plan on considering automation for their operations. Industrial
Truck Association President, Jeff Rufener, predicts that by
2025 fully automated and guided vehicles will account for 50%
of industrial truck sales.
AI: What trends are you seeing in the automotive
industry?
Hayes: Many automotive manufacturers have implemented
supermarkets or mini-stores throughout their facilities. Placing
supermarkets near work cells reduces the amount of
travel made by water spiders and material handling
vehicles. When automation is added to a
supermarket kitting application, higher delivery
frequency occurs. We also see plants
John Hayes, Vice President
of U.S. Sales and Marketing for
Seegrid Corporation
experiencing small variability peaks resulting
in lower capacity requirements and lower
inventory levels. Automation allows automotive
manufactures to have a higher response rate to
adaptability. Legacy automation systems, which require
fixed transport, are not ideal for supermarket kitting because this
type of application requires flexibility. Utilizing flexible automation
in supermarket kitting is key because it reduces high upfront costs
and risk involved with fixed automation.
AI: What is Seegrid’s automotive product portfolio for the
next generation of automated robotic handling vehicles?
Horbal: Seegrid is currently developing an automated walkie
stacker and plans to launch the vision-guided GWS35 walkie
stacker in 2014. It will be used to move palletized or racked loads,
along with carts or any other load that requires horizontal handling.
The walkie stacker will allow customers to manually take goods off
multiple levels, like conveyors and platforms and transport them
automatically to a warehouse for storage or shipping. AI
innovation
Developing the
right mix for greener
paint shops
“
We have already
reduced CO2 emissions
by 35%, which shows
us that we are on the
right path.
By: Jon Knox
A great challenge for the automotive industry is to find paint-shop solutions that cut costs,
lower energy usage and are more eco-friendly all while maintaining superior quality and
competitive cost per body.
One of the leaders in the field is the Italy-based Geico Taikisha
Group. Its new Pardis Innovation Centre is targeted to introduce a
“self-sufficient” paint shop by June 16, 2020. The Pardis Innovation
Centre houses Geico’s new prototypes such as J-Jump, J-Flex,
Amir booth, a new liquid booth Hydrospin-plus, Dryspin scrubber,
E3 booth and ovens, and Dryflex. The Innovation Centre seeks to
develop innovative and concrete technological solutions for the
automotive paintshop.
According to Geico, paint-shops consume around 70%
of electrical energy and 80% of heat energy used in vehicle
production. Painting a vehicle body produces about 235 kg
of CO2, and this is only when considering electric/heating and
refrigeration consumptions. In addition, the energy consumption
of a paint-shop processing around 300,000 jobs/year is about
250 GWh. This is equivalent to the power needed by a city of
50,000 inhabitants. The concept of a self-sufficient paint shop
aims at cutting the energy used in regular paint shops. This project
is being undertaken by Geico’s Pardis division, which is dedicated
to finding more eco-friendly and energy-smart solutions.
An Interactive Engineering Laboratory – IEL – installed at
Pardis Innovation Centre models on a one-to-one scale new
plant technology by creating an immersive reality that allows reengineering of the plant in real time in order to tailor it to meet the
customer’s requirements.
Just recently Avtovaz awarded Geico Taikisha Group a new
complete paint shop for its plant in Togliattigrad, Russia. This was
confirmed right after the completion of a previous paint shop, which
was commissioned in 2010. “It is a true honor for us to be selected by
Avtovaz and receive another confirmation of Renault Nissan Alliance’s
trust in Geico’s technology for one of the biggest plants in the world
both in terms of production capacity and overall area covered”, said Ali
Reza Arabnia, Chairman, President & CEO of Geico Taikisha Group.
The new paint shop, which is designed to handle an annual
capacity of 300,000 passenger cars, is part of an important
automotive facility which produces about one million cars a year
over 90 miles of production lines. For Geico it marks a great step
during its 50 year celebrations this year.
Geico Taikisha, is one of the largest multinational specialists
in original coating plants for the automotive industry. Founded
in 1963, it has been providing turnkey projects for the world’s
leading automotive brands including Renault, Hyundai, Honda,
Mitsubishi, General Motors, KIA, Tata Motors, MAN Force Trucks,
Fiat, Avtovaz, Ford, Qoros, and many others.
At the turn of this century, and in response to changes in the auto
manufacturing sector, Geico decided to position itself into a global
supplier focussed on complete paint plants. In 2006 the company secured the rights to world exclusive use of Haden’s intellectual properties, and in August 2008 Geico Group acquired its registered patents,
trademarks and references as the sole owner.
In 2006 Geico also launched the allGeicoProject, an international
network of partner companies which offers Geico-Haden’s
technology and services to worldwide customers. In September
2008 Geico initiated a world meeting – Geico Global Convention.
All partners attended with the purpose of creating a compact and
Where new ideas are born: Laura’s Garden of Thoughts at the new Geico Takisha headquarters.
”
Geico Takisha has reduced energy consumption by more
than 55% with its modern paint shop technology.
Bodies in white being processed on J-Jump line.
J-Flex rotating dipping system.
close group able to face the complex challenges of the automotive
market in a methodical and passionate way to deliver a unique
value to its customers.
In May 2011 the natural evolution of the allGeicoProject led
Geico to sign an important alliance agreement with the Japanese
turnkey paint shop giant Taikisha.
In 2009, Geico started work on the Pardis Innovation
Centre R&D facility. Its primary aim is to test prototypes for new
technologies with a focus on cutting energy consumption while
offering total flexibility to customers. The company inaugurated
its new headquarters and Pardis Innovation Centre, which is now
Geico Taikisha Global Technology Centre.
Geico works closely with its customers to identify the needs
of the industry. “As a tool, the concept of ‘Experiment Day’ has
been put in action with several customers since its inception.
During these Experiment Days – after the visit of the center and the
consequent evaluation of what is seen - various ‘brainstorming’
meetings take place by which we determine what are our
customers’ critical issues in the coming years and assign teams to
reach the adequate solutions,” says the company.
Automotive Industries (AI) asked Arabnia what progress had
been made in the development of a self-sufficient paint shop.
Arabnia: Quite amazing. We began our project of “Energy
Independence Day” in 2005 where the benchmark was 900 Kw
per body energy consumption. Today we are at 425, that exceeds
the target of 55% reduction.
AI: How close are we to a zero-emission paint shop?
Arabnia: We have already reduced CO2 emissions by 35%,
which shows us that we are on the right path.
AI: How would you rate the success of the Pardis
Innovation Centre?
Arabnia: By far more than we expected. The “Experiment
Days” with global customers have given us an incredible
opportunity to understand their needs in order to develop
perceivable, measurable, and applicable and innovative solutions.
AI: How does your company customize solutions
according to a customer’s requirements?
Arabnia: Every customer has its own peculiarities due to
many dynamics. We understand that, and so we listen actively and
effectively to what they have to say about our proposed solutions,
which we then adapt to meet the specific requirements of the client.
AI: What are the trends in technology?
Arabnia: In the case of new technologies, we see keen
interest by our customers in the E3 booths and ovens, as are the
new versions of rotating dipping conveyors, such as J-Max.
AI: What are you doing to encourage innovation?
Arabnia: The most exciting part of our new center is the wellbeing area called “Laura’s Garden of Thoughts”. This is a 2,000
sqm location dedicated to our employees where they can meditate
on innovative ideas, as well as regenerative thoughts. AI
Worldwide
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Q2 2013 pdf - Automotive Industries

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