AutomotiveTechnologiein Bavaria

+e-Car

GLOBAL PARTNER

„Vorsprung durch Technik” thrives on inno-

vative ideas: the ideas of our employees

and of our suppliers. Many innovations

from Audi would not have been possible

without good cooperation with our part-

ners over many years. This is why we

search all over the world for the most

innovative startups and suppliers to team

up with and turn ideas into reality.

With issues like alternative drive systems

and digitization, the automobile is currently

undergoing the biggest transition in its

history. We want to actively advance these

trends and be the first to bring innovative

solutions to the market. To do this, we

must create and procure the right techno-

logies. It is increasingly important for us to

work closely with our partners from the

very earliest stages of development.

We want to be the preferred customer of

our suppliers. This is why the Volkswagen

Group initiated “Future Automotive

Supply Tracks” (FAST), an exclusive sup-

plier program, this spring. The goal is to

work with FAST suppliers to bring inno-

vations to market more quickly and to

cooperate with them at our international

sites as well. We therefore provide our

partners with insight into the new models

and sites we are considering. This provides

them with especially high planning relia-

bility, transparency and commitment.

FAST qualifying is currently underway and

we will be selecting partners for the pro-

gram until midyear. I am confident that

these will also include suppliers from

Bavaria. After all, Bavaria is a highly inno-

vative location for technology. Many sup-

pliers with superior technological know-

how are headquartered here.

I am also certain that in the future, success

will go to those who have the best part-

ners at their side. For this reason, we are

strategically integrating selected suppliers

today as a way to set the course for to-

morrow. We are working together to secure

the future of individual mobility with

innovation.

Dr. Bernd Martens

Member of theBoard of Management of AUDI AG,

Procurement

Dear readers,

The function for piloted driving intraffic jams, which Audi is currentlydeveloping, builds on the Audiadaptive cruise control systemincluding congestion assistance. Inthe future, the congestion assistantwill provide support to the driver inslow-moving traffic on express-ways, taking over the steering be-tween 0 and 65 km/h (40.4 mph)and also automatically acceleratingand braking. When the system rea-ches its limits, such as when thetraffic jam dissolves or at the end ofa divided highway, it will promptthe driver to take over the wheelagain. Should he not do so, thesystem will bring the car into a stateof minimum risk, that is to say to astandstill.An important sensorics compo-nent is the radar system. Just asdoes the current adaptive cruisecontrol with stop&go function, itwill monitor the area ahead of thecar A video camera with a wideangle of aperture detects the lanemarkings as well as pedestriansand objects, such as other vehiclesand guard rails. Up to twelve

ultrasonic sensors monitor thecar‘s perimeter.A new addition to the sensor port-folio is the laser scanner, which de-livers highly precise data at a distanceof up to 80 meters (262.5 ft). Everysecond, its laser diode emits nearly100,000 infrared light pulses invisibleto the human eye. The controllercomputes a highly detailed peri-meter profile from the light re-flections. The laser scanner coversa 145-degree field on four levels. Thelaser scanner has great strengths:

thanks to its wide opening angle, itwill very quickly detect cars mergingin ahead. It is also fully functional inthe dark and detect any kind ofobjects, even ones such as fencespresenting a regular pattern or ones,such as white walls, that have no vis-ible structure.

Parking maneuvers in tight situ-ations are unpleasant – conven-tional parking spaces or narrowgarages often make it difficult for

Piloteddriving

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Audi pioneered piloted driving and has repeatedly documented technical progress in spectaculardemonstrations. A TTS without a driver grooved the brand‘s four rings into the surface of a saltlake and sped up Pikes Peak in drift mode without a driver. On a race track, an RS7 Sportback withan empty driver‘s seat drove at the limit of driving dynamics. Audi has demonstrated the nextsteps in piloted driving on public roads as well. The most recent highlight is a piloted journey span-ning two day under real-life traffic circumstances on the highway from the West Coast all theway to Las Vegas.

Taking the fun of driving to a new dimension

Audi A7 Sportback piloted driving concept

Piloted driving and parking

Piloted driving in traffic jams

Today‘s driver assistance systemsmostly are managed by discretecontrollers. In the future, Audiwill deploy a centralized domainarchitecture in which all availablesensor information converges in acentral driver assistance controller(zFAS). This computes a com-prehensive model of the car‘sperimeter which is then served toall assistance and all piloted driv-ing systems.The zFAS board uses cutting-edge multi-core processorswhich taken together achieve aprocessing power equal to that ofthe entire electronical architec-ture of a well-equipped medium-segment automobile The newboard currently is about the sizeof a tablet PC, but its form factoris set to shrink further. Its modu-lar concept means the board isflexibly scalable and thus pro-tected against obsolescence. Audiwill introduce the central driverassistance control module to pro-duction along with the systemsfor piloted driving before the endof this decade.Interaction with Audi connectenables Audi‘s piloted cars togather information while driving.The data generated by the zFASis routed to an IT backend in the

the car has reached its final po-sition. On reaching its parkingposition, the system will shutdown the engine, secure the caragainst unintentional motion andprovide the driver with a confir-mation message. Leaving thegarage or parking space is just assimple.Audi first demonstrated fullyfunctional piloted parking ingarages at 2013 CES. This in-volved dropping off a car at theentrance and using a smartphoneto send it to its parking space. Anapp enabled the driver to retrieveit later or to select a time atwhich to pick up the car at thegarage‘s exit.

Piloted driving

the driver to get in and out of thecar. Audi‘s “parking pilot” systemenables a drivers to get out of thecar and park it remotely using theradio key fob or a smartphone.The system uses twelve ultra-sound sensors, four top-viewcameras and a laser scanner tomonitor the car‘s perimeter,securing the parking process withmultiple redundancy.As soon as the perimeter sensorsdetect a suitable parking space orgarage, the parking pilot willoffer the piloted parking functionto the driver. If the driver thengets out of the car, all he or sheneeds to do is to press the keyfob or the corresponding buttonon the smartphone to initiate theprocess, the driver retaining re-sponsibility for the entire parkingprocess until the car comes to asafe and complete stop.The system requires the key tobe in the immediate vicinity ofthe car, thus ensuring that thedriver is close enough to the carto assess the situation at anytime. If the car‘s onboard sensorsdetect obstacles in the car‘s path,the system will interrupt theparking process until the obstaclehas been removed. The systemwill lock the car‘s doors at thebeginning of the parking processand maintain them locked until

Audi Park Assist

Central driver assistance control unit (zFAS)

Functional centerpiece:the driver assistance master

control unit (zFAS)

Cloud via the mobile phone net-work, using LTE where available.In the backend, the data is pro-cessed using machine learningand artificial intelligence algorithmsand then transmitted back to thecar. The car thus continuouslyexpands its ability to master com-plex situation. Every situationAudi‘s piloted cars experience addsto their intelligence.

In conjunction with CES, Audiwill demonstrate the advancedcapabilities of its future technolo-gies for piloted driving. Thebrand will be organizing a long-range journey involving the AudiA7 piloted driving concept com-pleting a piloted voyage fromStanford in Silicon Valley toCES at Las Vegas. Participatingjournalists received appropriatetraining a few weeks ahead of theevent at Volkswagen‘s testingtrack in Arizona. Drivers will taketurns on the trip from the WestCoast to Las Vegas. A profes-sional test driver from Audi willbe sitting in the front passengerseat to provide added safety.The journey is an event jointlyorganized by Volkswagen‘s Elec-tronics Research Laboratory(ERL), Volkswagen Group re-search and development and Audi.It consists of two day-long stages.

Bakersfield, California, will serveas a midway stop. The journeywill see the Audi A7 piloted driv-ing concept covering a distanceof more than 550 miles (roundabout 900 kilometers).The system deployed in the A7Sportback represents the mostrecent level of technology and iscapable of assisting a driver evenin higher speed ranges. The car iscapable of managing lane changesand overtaking, it can also auto-matically accelerate and brake.Before switching to the lane onthe left or – as is permissible inthe United States – on the right,the system will align the car‘sspeed with that of surroundingvehicles. If it determines that

distance and available time aresufficient, it will initiate a swiftand assured change of lanes.This experimental vehicle usesvarious series and close-to-seriessensors. The long-range radarsensors that are part of the adap-tive cruise control (ACC) andAudi side assist (ASA) systemsmonitor the area ahead of the carand behind it. Two mid-rangeradar sensors at the front andrear, oriented left and right, com-plement the 360-degree sur-round vision. Laser scanners withclose-to-series technology areinstalled in the singleframe grilleand in the rear apron. They pro-vide redundant information tofacilitate fine-tuning of static anddynamic objects during piloteddriving.A high-resolution 3D videocamera, a prototype of the upcom-ing device generation made byAudi‘s partner Mobile Eye, looksahead across a wide angle. Foursmall cameras at the front, therear and in the side mirrors ob-serve the car‘s perimeter. Navi-gational data provides generalorientation.For safety reasons, when thesystem comes up against its limits– In urban areas, say – it willprompt the driver to press twokeys on the multifunction steer-ing wheel. This returns the driv-

2015: Silicon Valley – Las Vegas

Piloted driving

550 mile piloted drive from Silicon Valley to Las Vegas

Long-distance test drive successfully completed: Audi A7 Sportback piloted drivingconcept arrives in Las Vegas following 560 mile drive piloted driving concept

er to active control of the car‘slongitudinal and lateral motion.The prompt is issued in due timebefore the car reaches the rele-vant zone.Several warning signals act to-gether in these cases: coloredLEDs in the windshield base,messages in the driver informa-tion system and in a special dis-play, the Central Status Indicator(CSI) and an acoustic prompt totake control. If the driver shouldignore all these warnings, thesystem will activate the hazardflashers and bring the car into astatus of minimum risk, in thiscase, standstill in its current lane.

Piloted driving can be extremelydynamic and thrilling, for exampleAudi‘s demonstration drive onHockenheimring speedway in thefall of 2014. At the season‘s finale ofthe German Touring Car Masters(DTM), the Audi RS7 piloted driv-ing concept completed a lap atracing speed without a driver pre-sent. Its designers named the car“Bobby,” a tribute to ex-Audi driverRobert William “Bobby” Unserwho won at Pikes Peak, Colorado, in1986.The 412 kW (560 hp) Audi RS7piloted driving concept used in thisdemonstration had specificationsbroadly identical with series produc-tion. However, the car automatically

controlled its electromechanical powersteering, its brakes, its throttle valveand the eight-speed Tiptronic auto-matic gearboxes feeding the powerto the mechanical quattro drive.This experimental vehicle used spe-cially corrected GPS signals fororientation on the 4.6 kilometer (2.9mi) track with its 17 turns. Accuratedown to a centimeter, these differ-ential GPS data were transmitted tothe vehicle via automotive-standard

WLAN and redundantly via high-frequency radio. In parallel, a rapidimage-processing software con-stantly matched current 3D cameraimages with image information storedonboard.Comprehensive networking andultraprecise control of all systemsrelevant for driving allowed Audi‘sengineers to drive this technologycarrier to the limits of vehicle dy-namics. The world‘s sportiest pilo-ted driving car completed its lap at

Hockenheim following an extreme-ly precise racing line, going fullthrottle on the straightaways, accu-rately braking ahead of curves, allwith exact steering and perfectlymeasured accelerator actuation at theend of a curve. Deceleration forcesexceeded 1.3 g, while lateral accel-eration in curves was up to 1.1 g.Top speed was 240 km/h (149.1mph), while lap time was just overtwo minutes, or about what it wouldbe with a professional race driver atthe wheel.

Audi is rapidly expanding its com-petence in piloted driving in theUSA. In Florida, the brand be-came the first vehicle manufacturerto be granted a testing license forpiloted driving in this state. In thesummer of 2014, the brand wasonce again the world‘s first auto-mobile maker to conduct a publictest with government representativesand journalist on Lee Roy SelmonExpressway outside Tampa, Flori-da. In fall, the company obtainedthe first testing license under newregulations in California.

In 2012, Audi became first auto-mobile maker to receive permis-sion to operate piloted drivingcars in public traffic from author-ities in the US state of Nevada.In January 2013 and 2014, Audiunveiled new systems for piloteddriving in traffic jams and forpiloted parking at the Interna-tional Consumer Electronics Show(CES) in Las Vegas.

2014: piloted drivingin Florida and California

2013: Nevada and Las Vegaspioneer piloted driving

2014: Hockenheimring

Piloted driving

Contact:

Udo Rügheimer

AUDI AGCommunication technology andinnovations

Telephone: +49 841 89-92441eMail: udo.ruegheimer@audi.de

Audi piloted driving @ the limit - Audi RS7 piloted driving concept andAudi RS7 Sportback

Audi RS7 piloted driving concept"Bobby"

The EU regulations for CO2

emissions are still hanging like thesword of Damocles over the auto-motive industry. By 2021, CO2

emissions must be reduced to 95 g/km.Otherwise, carmakers risk penal-ties of 95 euros for each gram thatexceeds this threshold. In this con-text, the vehicle weight is pivotal tomeeting these requirements.A weight reduction of 100 kgrepresents fuel savings of between0.3 to 0.5 liters for every 100 kmdriven and reduces CO2 emissionsby between eight and eleven gramsper kilometer. However, economic constraintsalso play a major role in thenecessity to reduce weight. Over-ly expensive materials and highlycomplex production processeswould drive up vehicle prices.

These aspects already definesome of the key parameters fordeveloping an innovative doorsystem: it must be significantlylighter than current moduleswithout costing much more andcomply with current safety stand-ards. This raises the bar for crashsafety in particular.

In an effort to meet thesechallenging requirements, Brose’sengineers in development thor-oughly tested different materialsand concluded that thermoplasticcomposite consisting of a contin-uous glass fiber reinforced poly-propylene matrix is the materialwith the greatest potential. Com-pared to current plastic door sys-

tems, the thermoplastic compositemodules are 40 percent lighter.The carrier plate consists of glassfabric reinforced polypropylenecombined with functional ele-ments made of the same materialwith glass fiber reinforcement.Consequently, the componentwall thickness is just 0.5 mm. Al-though the glass fiber reinforcedthermoplastic composite alsoholds some minor disadvantagescompared to the carbon fiber vari-ant regarding bending stiffnessand tensile strength, the pricecomparison speaks for itself.Intensive tests have shown thatthe material properties are morethan adequate for the intendedweight reduction of 350 to 500grams compared to the currentstandard.

Plug ‘n‘ Playfor doors!

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Brose helps their customers reach their ambitious weight-saving goals and focuses oncomponents made of innovative lightweight materials such as a glass-fabric reinforcedpolypropylene matrix, for instance. The company plans to use this thermoplastic compo-site, among other applications, for door systems. Intensive tests and validations havebeen carried out to meet the comprehensive requirements profile and ensure smoothhigh-volume production.

Door systems madeof thermoplastic composite:

around 40 percent lighter

Affordable lightweight design for high-volume manufacturing: the heated mat of glass fabric reinforced polypropylene (thermoplasticcomposite) is thermoformed into shape in the injection-molding machine while the functional elements of glass fiber reinforced poly-propylene are injection-molded

safety. The new material even pro-vides additional benefits in crashtests: the use of glass fabric increas-es the impact resistance comparedto glass fiber reinforced materials.Thus, more energy can be ab-sorbed in the event of a car accident,and fracture failures almost elimi-nated. The modules made of ther-moplastic composite scored evenbetter than current door systems inintensive impact resistance tests,absorbing between three to fourtimes more energy. Furthermore,the components neither chip norsplinter.What's more, by providing plentyof design potential for the high-pre-cision shaping of the wall thickness,fiber orientation and layer structure,additional strength-relevant func-tions can be transferred to the mod-ule: where more strength is re-quired, the material can be reinfor-ced or the fiber orientation adjusted;in all other places the carrier plateremains ultra-thin.

and injection-molding. A pre-punched, heated mat of glassfabric reinforced polypropylene isthermoformed into shape whilethe functional elements of glassfiber reinforced polypropyleneare injection-molded. In this con-text, it was crucial that Brose suc-ceeded in maintaining almost thesame cycle time for the thermo-plastic composite and traditionalinjection-molding process to en-sure the door module’s suitabilityfor high-volume production.

Brose's specialists also initiated aseries of tests and complex simula-tions to bring the production pro-cess to series production level. Thedraping process in particular, that isthe forming of the thermoplasticcomposite parts, had to be analyzedin detail since every change to thefiber angle also affects the fiberproperties, which could be crucialin the event of an accident. Adjusting the fiber orientation incrash-relevant areas ensures im-proved strain-to-failure and hence

One of the OEMs’ core require-ments of future door systems isthe Plug 'n' Play feature: it mustbe possible to implement one-to-one package space definitions andtechnical specifications of currentseries production standards. Thismeans that component parts suchas wire harness, window regula-tors and control units can be easi-ly integrated into the thermopla-stic composite door system. Inaddition, it must also be possibleto actively influence noise pro-duced by the window regulator orsuppress undesired vibrationsemanating from audio loudspeak-ers, for example.

Thanks to a new process flow,series production is also uncom-plicated since the thermoplasticcomposite door systems aremanufactured in a single step,similar to the traditional injectionmolding process. The best part:the one-shot process combinesseveral production steps in oneprocess, namely thermoforming

Door systems

Multiple testsand simulations

Production similar totraditional injection

molding process

Also true for future door systems: it must be possible to implement one-to-one packagespace definitions and technical specifications of current series production standards

Brose Fahrzeugteile GmbH & Co.Kommanditgesellschaft, Coburg

Ketschendorfer Straße 38-5096450 CoburgTel: 09561/21-5765Fax: 09561/21-1704www.brose.com

ContactChristian.Hoessbacher@brose.com

Turnover 2014About 5.2 billion euro

ClientsAbout 80 automotive manufactures andmore than 30 suppliers

Employees 2014More than 23,000

Michael Thienel

AdvancedDevelopmentDoor Systems

Author

Basically, requirement manage-ment methods are used today inevery business-either consciouslyor unconsciously. After all, thecustomers’ requirements on aproduct or service have to bemet. Apparently companies cansuccessfully survive on the marketwithout ever explicitly dealingwith the issue of requirementsmanagement. Under certain fac-tors, however, this attitude canalso prove to be a fallacy and canmake target-oriented and struc-tured requirements managementindispensable. This fact is becom-ing increasingly recognized, sothat ultimately the issue hasacquired the necessary signifi-cance in most companies.

When considering the necessityof using requirements manage-ment methods, it is helpful toregard its primary aim as the„creation of a common under-standing regarding the object ofdevelopment between all the par-ties concerned (stakeholders)“.It is thus clear that two factors aredecisive for the use of structuredmethod of requirements manage-ment: on the one hand the num-

ber of stakeholders and on theother the complexity of the objectof development.

The table on the following pagelists some methods of require-ments management and showshow they depend on the relevanceof the two factors mentionedabove.This table, however, must not begeneralized in any way. There-fore, it does not indicate that amethod is inappropriate in a parti-cular constellation of factors. Rather,

the table gives an indication as towhen a method gains importance.

Many projects usually start small, inother words, with a limited numberof people involved in developmentand with a relatively simple object ofdevelopment. Even if the number ofstakeholders and the complexity ofthe object of development increaseover time, sometimes investment instructured requirements manage-ment methods appears to be un-necessary. This is unfortunately oftenthe opinion of even experienced

Methodicalrequirements

management

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The ESG experts take on the operational and conceptual requirements management

in product development and offer support and consulting services

Factors for the use ofrequirements

management methods

Methods, processes, andtools in requirements

management dependingon the factors

Methods, tools andprocesses in requirements

management –an investment in the future

Prerequisite for efficient and successfuldevelopment in the automotive sector

How much requirementsmanagement does a com-

pany – my company – need?

determine, specify, model, andreview requirements are thereforeindispensable in their developmentdepartments today.ESG has supported this develop-ment for many years in a widevariety of projects of well-knownOEMs. Our experts design andimplement process, method andtool-based solutions in requirementsengineering. ESG takes on theoperational and conceptual require-ments management in productdevelopment and offers supportand consulting services.

trical/electronic systems in theautomotive sector, which have be-come increasingly complex overthe decades, at the same time as thenumber of development engineersinvolved has grown.After sometimes massive qualityproblems and an associated explo-sion of costs in this area since theend of the 1990s, requirementsmanagement has overcome initialacceptance problems and has nowfound it its way to almost all auto-mobile manufacturers. Structuredmethods that, among other things,

developers. Since they usually wit-nessed the beginning of the devel-opment, the requirement manage-ment methods do not seem ne-cessary to them.Occurring deficits in requirementsmanagement become apparentonly slowly and over time, forexample, when experienced devel-opers leave the project. Errors pileup that are caused by changes tothe object of development, andmaintainability becomes increa-singly problematic. A good prac-tical example here is the elec-

Requirements management

Author:

ESG Elektroniksystem-und Logistik-GmbH

Frankfurter Ring 211D-80807 MünchenPhone: +49 (89) 92 16 - 2619Fax: +49 (89) 92 16 - 16 2619E-Mail: Stefan.Fichtinger@esg.de

Stefan Fichtinger

Senior ConsultantAnforderungs- undTestmanagementDivision Automotive

Table 1: Necessity of requirement management methods depending on the factors "stakeholder number" and "complexity of the

object of development"

ESG. Engineering in the fast lane.

As your partner for complex electronics and IT systems we are wor-king at top speed on the automotive future. Our technologicalexpertise and special customer focus enables us to deliver tailoredand intelligent system solutions for the mobility of tomorrow. ESGis an engineering partner, process expertise provider, technologyconsultant and IT expert all in one.

In order to guarantee maximum customer benefits and optimalproject implementation, we have set up eight Competence Clusterswithin the ESG Automotive Division which focus on the followingtopics:

ADAS & Embedded Software, HMI & Infotainment, Connected Car,Training & Learning Solutions, Diagnostics, Process Management,eMobility and Test & Integration.

Together we are putting the future on the road.

NoAE is a free, open initiative forthe mobility sectors and theircooperation partners. The startingpoint was ten years ago with theautomobile and supplier indus-tries. This led to the developmentof an international and cross-com-pany expert network.The objective is the exchange ofideas on

strategicorganizational andtechnological

questions and challenges for thecompany within and beyond thesectors.

NoAE was founded in 2002 by well-known personalities of the automo-tive branch and with the collabo-ration of the European Commission.The ever increasing market de-mands for cross-sector solutionslead to necessary adjustments inthe network.

In the Spring of 2014, the Audifactory and Network of Automo-

tive Excellence (NoAE) createdthe FutureCityFactory Initiative.Invited to the Kickoff-Event onApril 28, 2014 were 140 expertsfrom the industry, science andmunicipalities, who discussed thetasks of the future with regard toliving, working and production inthe City of the Future.As a result of the feedback from par-ticipants as well as from the discus-sions in the following months, in par-ticular with municipalities and pro-

Network of

Automotive Excellence:

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The Cross-Sector Network

FutureCityFactory –Project Launch 2014

ject partners, the project developedtwo main focal points, which are tobe implemented the same as theprocedure for the initiative “Trans-forming Ideas Into Projects”

The successful launch of Industry4.0 is only possible with the coop-eration of various partners andinterdisciplinary technologies: The challenges along the valuechain must be identified and thefirst use cases defined:During customer workshops, thedemands are analysed and solu-tions are provided in terms of ECOSystems, i.e. constructing indi-vidual modules into solutions.

Business parks, commercial andtechnology parks, city districts,

new settlements and the reuse ofold industry and military sites areespecially suitable for starting themobility and energy transition in aspecific location as well as for im-plementing it into concrete, inte-grated projects.

The decisive factor for successwithin the scope of district devel-opment is interlinking IT infra-structure, energy and mobilityinto integrated solutions for in-dustry, trade and municipalities.

The system technical district com-mitment begins with the bundling ofindividual innovations, solutions ortechnologies into ECO systems.

The merging of these ECOsystems to integral district solu-tions results in significant resour-ce savings (time, money) and thereduction of risks.

Network of Automotive Excellence

Contact:

ewf institute NoAE

Dipl.-Kfm. H. Köpplinger

Becker-Gundahl-Strasse 19D 81479 Munich – GermanyPhone: +49 (89) 7489-9669Mobile: +49 (170) 52 77 666E-mail: h.koepplinger@ewf-institute.comwww.noae.com

Additional Information in the internet

Platform for FutureCityFactorywww.future-city-factory.de

Social Networkshttps://www.xing.com/de/communi-ties/groups/future-city-factory-64df-1005233

Industry 4.0:Implementation

in ECO Systems

Working and Living inDistricts: Implementation

in ECO Systems

❱OSSIUS & PARTNER

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Light emitting diodes (LEDs) arebeing used more and more in carsthanks to their numerous advan-tages. Their small size in particularis of great interest to car manufac-turers because it opens up a widerange of design options. Headlightdesigners, for example, are limitedonly by their own imagination.The arrangements of LEDs ondaylight running lights that looklike eyes complete with eyebrowsare a familiar sight on our roads.From design to functionality. InOctober 2014, Osram Opto Semi-conductors presented the proto-type of a new LED designed to beused in headlights. Its luminance isthree time greater than that of itspredecessor. This opens up thepossibility of creating extremelycompact headlights because thereflectors and lenses can be mademuch smaller. Adaptive lightingsolutions are also playing an impor-tant role in forward lighting. In theBMBF-sponsored µAFS project,the Regensburg-based high-techcompany is developing a new classof energy-efficient adaptive LED

front lighting systems togetherwith its partners Daimler, Hella,Osram Specialty Lighting, Infineonand the IZM and IAF FraunhoferInstitutes. In autumn last year thepartners presented the importantfirst milestone, a new type of LEDchip that has not one but a stagger-ing 256 light points.Greater and greater importance isbeing attached to safety systems incars, such as pre-crash sensors foravoiding collisions and driver moni-toring systems for preventing criti-cal situations arising because offatigue or lack of attention. Suchsystems require fast-response sen-sors and high-performance infraredlight sources or IR lasers that canflood the relevant areas with invisi-ble light even over large distances.Depending on the particular appli-

cation, wavelengths of 850 nm or940 nm are used, which the humaneye can barely see and whichtherefore do not dazzle or detract.LEDs and laser diodes enablehigh-quality head-up displays to bedeveloped which will be able toproject important information, suchas navigation instructions or pic-tures of the area in front of thevehicle captured by a video camera,directly onto the windshield, there-by making driving even safer. www.osram-os.com

Osram Opto Semiconductors:an innovation driver

in automotive lighting

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Press contact:

Marion ReichlTel.: +49 941 850 1693Email: marion.reichl@osram-os.com

Technical Information:

Tel. +49 941 850 1700Email: support@osram-os.comSales contact: www.osram-os.com/appsint/os_distributors-search/

Advanced optical semiconductors forheadlights and safety systemsOsram Opto Semiconductors is a leading player in opto-electronic semiconductorsthanks to its unique know-how. For more than 40 years this high-tech company hasbeen developing and producing state-of-the-art light emitting diodes, laser diodes andsensors that meet the highest quality standards for use in vehicle lighting (includinginfrared light) and optical sensor systems in cars. As the world‘s number one in auto-motive lighting, Osram bases its success on constant innovation leading to suchproducts as adaptive headlights and head-up displays, and makes use of close partner-ships with other companies and research institutes to deliver these innovations.

ABOUT OSRAM OPTO SEMICONDUCTORS

OSRAM, with its headquarters in Munich, is one of thetwo leading lighting manufacturers in the world. Itssubsidiary, OSRAM Opto Semiconductors GmbH inRegensburg (Germany), offers its customers solutionsbased on semiconductor technology for lighting, sensorand visualization applications. OSRAM Opto Semiconduc-tors has production sites in Regensburg (Germany),Penang (Malaysia) and Wuxi (China). Its headquarters forNorth America is in Sunnyvale (USA). Its headquarters forthe Asia region is in Hong Kong. OSRAM Opto Semi-conductors also has sales offices throughout the world.For more information go to www.osram-os.com.

The automotive industry convincestheir customers with enthusiasmand innovation. The most inno-vative automakers are from Ger-many and those are important forthe industry’s growth enginebecause they lead to a significantcustomer benefit. „Be innovativeor die“ this evergreen-sentenceof management literature has lostnone of its validity.

OTT-JAKOB as the leading globalmanufacturer of tool clampingunits, faces up to the challengesof the future and develops tech-nology that offers new perspec-tives for users of modern ma-chine tools to work with highestproductivity and manufacturequality products which contributeto the enthusiasm of customers.If a tool interface, the turret of alathe as a major carrier of the toolcutting edges, became obsolete itneeds good ideas and partners toinitiate a change.

The use of a variety of alternativesolutions for clamping tools in-stalled at users and manufacturersshows alike that it is urgent topromote an innovation that allowsstandardization in the tooling-turret and at the same time con-sider all current requirements.

OTT-JAKOB, as the leading manu-facturer of tool clamping tech-nology, strikes on this goal. To-gether with the WZL, RWTHAachen and other project part-ners, a research project was

initiated, target a new, unifiedtool interface in lathes.

In two years of intensive researchand development, the new PTIinterface (Polygonal TurningInterface) was created, whichmeets all the requirements of themarket in aspects of economy,precision and innovation and isnow preparing to replace con-ventional, often outdated or in-efficient solutions.

In practice, very different toolsare used on turret disks: One-piece turning tools, adapters fortool holder, modular toolingsystems and power tools. Thisvariety of tool types requires dif-ferent demands on the toolclamping system. The new inter-face thus should cover all possiblerequirement profiles.

The detailed requirements are ahigh torsional and bending stiff-

ness, a superior repeatability andthe ability to preset the cuttingedge outside the machine. Thefact that a highly productivemanufacturing with the highestprecision and quality and theutmost efficiency and flexibilitymust be possible is obvious. Driventools require beyond that a largeshaft diameter of the interface, sothat a high torque power can betransferred to the tools.

Another important point is thecompact dimensions to obtain suf-ficient working space for equip-ment manufacturers and thus toexpand the processing options forthe workpiece.

The ultimate objective of theproject group is a standardizationof the new PTI interface. It isimportant to take into accountthe respective market conditions.In particular, it should be pos-sible to include other interfaces,

Enthusiasm fortomorrow’s

Technologies

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With the Ott-JAKOB Chip-Control-Sensor-System it is possible to measure each dirt

between the tool holder and the spindle nose which is bigger than 0,01 mm.

Thereby you can guarantee a permanent high class production

user-friendly because the func-tions of clamping and releasingthe tools are possible with littleeffort.

Especially in the production ofsmall batch series using turningmilling center, tool changingtimes are a very important effi-ciency criterion. If there is nofully automatic tool changer pos-sible, manual tool change must bepossible quickly and withoutmuch effort with precision +process reliability. This is regard-less whether the tool interfacesHSK-T or a version of PSC(Capto) is used. Clamp yourtools with a PTI turret in future,and you will be excited about thehigh product quality.

The research project REVOSITwas launched on January 1st 2013with the first section. From 2015the Sub-section 3 starts asREVOSIT 2 with the companiesMIMATIC, SAUTER, WEIS-SER and OTT-JAKOB underthe leadership of WZL-Aachen.This is supported by an extendedgroup of experts with the goal towin the market and customers, as

collets and the clamping cone weare able to achieve high forcesdespite large tolerances of theclamping grooves in the tool.The release and ejection of thetools is ensured with an eccentricbolt.

Both tool clamping systems offercompact design and are very

Tool clamping units

in order that the customer exist-ing tool technology can be used.

At AMB 2014, OTT-JAKOB showedthat with the right tool carriers itis possible to use HSK- and PSC-Capto™-tools. The new systemmust be flexible for the quickchange and, of course, moreeconomical than tool clampingsystems currently used.

The PTI-turret plate is equippedwith side holes which serve onthe one hand the operating partsfor a clamping system and if thissystem is not installed you canactuate through these holes thequick-change systems of HSKand PSC (Capto™ tools).

The tools with manual tool clamp-ing systems of OTT-JAKOB areoperated with an Allen wrench.For HSK-tools the pullback forceis produced by a Archimedeanclamping bolt. This achieves aconstant tension force of theHSK tools.

In PSC-Capto™ tools the inser-tion force is achieved by springforce. With the geometry of the

A regularly measurement of the pull in force guaranteed

a safe process of machining

This new turret model shows a PTI Interface. Efficiency, precision and innovation

distinguish this technology

Speciale-Car

While the German market reactsstill hesitant, Norway shows uswhat the trends in the automotiveindustry are. Here electric carshave a market share of 13% innew registrations, and rising.However, this new technologyreveals major challenges in termsof lightweight construction. Onlythe consequent material savingcan lower energy consumptionand extend the range of the EV`s. Due to more sophisticated mate-rials plastic is becoming increas-ingly important as a metal re-placement. This is made possibleby high-performance polyamidessuch as long-glass & carbon fibre.In terms of material propertiesplastics are in no way inferior toaluminium, particularly becausewith new additives the service lifehas been increased and cycletimes have been reduced duringproduction. As increasing

throughput and decreasing mate-rial consumption go hand in handwith low production costs newplastics are even more economical.In order to go to limits of materi-al usage a mature design that issuitable for plastics is essential.acad engineering provides this &can fall back on 24 years of experi-ence in the field of automotiveinterior. Thanks to a well thoughtout process chain and high plasticKnowhow we create innovative &trend-setting results. In order tominimize the development riskand to identify potential vulnera-bilities acad counts on the FEManalysis as preliminary step to theprototype phase.Good prototypes save cash. Crashtests, installation tests and func-tional tests are very demandingfor the parts. They should beserial quality in the original mate-rial but still be flexible to changes.

With a standard procedure theserequirements can not be fulfilled.Due to a specially developed toolsystem acad prototyping copeswith the balancing act. The highsegmentation is a decisive advan-tage, especially for very complexparts. Also geometry changes arepossible in a fast and cost-effec-tive manner. Because risks can beminimized in advance the gainedexperiences are an advantage atlatest when series tools are made.

Plastics inautomotive engineering – Lighter, more economical,

more sustainable

aca

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acad groupFabrikstraße 1a91560 Heilsbronn (Mrf)Phone: +49 (0) 9872 5298E-Mail: kontakt@acad-group.dewww.acad-group.de

Dipl.-Ing.Alexander Kalusche

CEO

Author:

acad engineeringdriven by evolution

Express injection moulding partsin original serial qualityHigh testing capability Early product confirmationvery complex parts with variousdirections of remoulding

acad prototypingdriven by improvement

24 years development experiencewith important OEMsFocus on automotive interiorCost-oriented developmentFunctional models

acad prototyping: Express injection moulding prototypes in original serial materials

The Audi Q7 e-tron quattro is thefirst plug-in hybrid car in the worldto combine a six-cylinder dieselengine with quattro drive. With asystem output of 275 kW (373 hp)and 700 Nm (516.3 lb-ft) systemtorque, it accelerates from 0 to 100km/h (62.1 mph) in just 6.0 seconds,and continues up to a top speed of225 km/h (139.8 mph). Accordingto the relevant standard for plug-inhybrid vehicles, however, the largeSUV needs no more than 1.7 liters(138.4 US mpg) of fuel in theNEDC cycle (46 g CO2 per km(80.5 g/mi)). This value too setsnew standards.Like all Audi hybrid models, the Q7e-tron quattro has also been de-signed as a parallel hybrid. The 3.0TDI, a highly efficient latest-gener-ation V6 diesel engine, delivers 190kW (258 hp) of power and 600 Nm(442.5 lb-ft) of torque. Active enginemounts – a world first for a dieselengine – eliminate unwanted vibra-tions through selective counter pulses.The disk-shaped electric motor pro-vides 94 kW and 350 Nm (258.1 lb-ft)of torque. Together with a decoupl-er, it is integrated into the eight-speed tiptronic. The automatic trans-mission is outstanding for its highefficiency and low weight. Thequattro permanent all-wheel drive,

also compact and lightweight,transmits power to all fourwheels. During fast cornering, itscenter differential works closelywith the wheel-selective torquecontrol system, an intelligentsoftware feature.

The lithium-ion battery consists of168 high-quality battery cells and isfluid-cooled. With a capacity of17.3 kWh, it allows a 56 kilometer(34.8 mi) range in electric mode –another record in the segment. Thetotal range with the TDI engine is1,410 kilometers (876.1 mi).

Another efficiency component isthe standard thermal manage-ment system with integrated heatpump, specially developed for theQ7 e-tron quattro. This makes itpossible for the waste heat fromthe electrical drive componentsto be made available to the interi-or of the Q7 e-tron quattro. Audiis the first manufacturer world-wide to introduce this technologyin series production in a plug-inhybrid and is thus setting newstandards in the areas of interiorcomfort, climate control efficiencyand range in EV mode. As wellas heating up the interior morequickly, the customer also bene-fits from a far-reaching electric

The newAudi Q7 e-tron 3.0 TDI

quattro

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• First diesel plug-in hybrid with quattro drive in its segment• Best value in the segment: up to 56 kilometers (34.8 mi) electric range• Maximum efficiency with hybrid management

Great class, minimal emissions

Audi Q7 e-tron 3.0 TDI quattro, side view left

56 kilometer (34.8 mi)electric range: best value

in the segment

influence the degree of recupera-tion by operating the shift paddleson the steering wheel. The majo-rity of all brake applications ineveryday use also occur via theelectric motor. In the event ofmoderate or sharper decelera-tion, the hydraulic brakes comeinto play.The standard MMI navigationplus is closely integrated in thehybrid management system inthe Audi Q7 e-tron quattro.Based on the navigation data andreal-time traffic information, themost fuel-efficient choice of fourmodes can be calculated alongthe route to the destination assoon as the car is started, evenfor long distances. The predictiveefficiency assistant facilitates aforward-looking hybrid strategy,and is another new and break-through technology from Audi.During driving, the predictiveefficiency assistant supplies highlyprecise information on the nearsurroundings – creating a detailedpicture of up to three kilometers(1.9 mi) ahead along the routefrom the navigation and cameradata as well as from the radarinformation. On approachingtraffic signs with speed limits,town signs, bends, traffic circlesand intersections, the systemvisually signals to the driver torelease the accelerator pedal. Atthe same time, the active accel-erator pulses once against the soleof his or her foot.

The new Audi Q7 e-tron quattrois a long-distance car with greatsporting talent and yet suitablefor everyday use. The new elec-tromechanical power steering ishighly efficient as well as sensi-tive. The five-link wheel suspen-sions, also newly developed, onthe front and rear axles are light-er by 60 kilograms (132.3 lb)compared with the predecessor

energy, and charges the batteryin battery charge mode.The large SUV generally startsin electric mode. To activate theTDI, the driver has to pressdown on the active acceleratorpedal (another innovation fromAudi) beyond a certain point ofresistance, which depends on therequirements of the hybridmanagement system. A pressurepoint must also be overcome forboosting, in which case both theengine and motor work together.When the hybrid mode is activeand the eight-speed tiptronicwith integrated electric motor isin shift position D, the Audi Q7e-tron quattro changes to coast-ing mode once the driver takeshis foot off the accelerator. TheTDI and electric motor are thendeactivated. Should the Audi Q7e-tron quattro approach a slowervehicle ahead or a traffic circle orthe city limit, the coasting modeends in favor of controlled regen-erative deceleration. To detectthe traffic situation ahead, thedata from MMI navigation plus,the front camera and (if adaptivecruise control is on board) theradar sensors are used.When driving in shift position Sand in the battery charge mode,energy recovery begins as soonas the driver releases the acceler-ator. The driver can progressively

Audi Q7 e-tron 3.0 TDI quattro

driving experience. The new two-phase charging technology installedin the new Q7 e-tron quattroallows charging with up to 7.2 kWof power. Depending on the in-frastructure (appropriate high-performance industrial socket) andthe charging cable, full chargingof the battery takes about two-and-a-half hours. A power charg-ing cable is standard equipment.Audi offers its customers anoptional package of e-tron servic-es. They range from changeoverto renewably generated electrici-ty (Audi Energy) to installationand customer service. A conveni-ent solution is also provided bythe standard e-tron services inthe Audi connect portfolio, forcontrolling functions like charg-ing and air conditioning viasmartphone.

The hybrid management systemcontrols the operating states ofthe Audi Q7 e-tron quattro intel-ligently, flexibly and with highefficiency. The driver can choosebetween four modes. The EVmode prioritizes electric driving,while in hybrid mode hybridmanagement decides on the typeof drive for the most part freely.In battery hold mode, the systemstores the available electrical

Audi Q7 e-tron TDI quattro, drivetrain - hybrid components

New technologies:top comfort and sporty

handling

Maximum efficiency:hybrid management

model, and greatly contributes tothe high driving dynamics. Thelowered center of gravity alsoplays an essential role here.Even the basic version of the largeSUV rolls along gently andsmoothly, while comfort is furtherenhanced by the optional adap-tive air suspension with controlleddamping.The driver can regulate the modeof operation via the standardAudi drive select dynamic han-dling system. It offers up to sevenmodes and integrates furthertechnical components such as thesteering, accelerator and automa-tic transmission.As an all-rounder for leisure,family, sports and business, theAudi Q7 e-tron quattro alsoeffortlessly masters easy terrain.A tilt angle display, hill descentcontrol, an off- road mode forthe Electronic Stabilization Con-trol (ESC) and off-road naviga-tion are standard.

The Audi Q7 e-tron quattro hasthe most spacious interior in itssegment. The three rear seats haveadjustable backrests and can bemoved fore/aft as desired. Thelithium-ion battery is accommo-dated in a space-saving way: The

luggage compartment has a capacityof 890 liters (31.4 cu ft) in its basicconfiguration, with a maximum of2,075 liters (73.3 cu ft). An electri-cally operated tailgate is standard.Design elements like the wrap-around – the long arc around thedriver and front passenger – thetrim strips and the panel of airvents emphasize the generosity ofthe interior. The two-part trimareas allow many individual combi-nations; the range of upholstery isof luxury-class standard. Numerousmaterials from the elegant Audidesign selection are new to the Qfamily. The workmanship makes nocompromises – typical Audi.

A highlight in the Q7 e-tron isthe standard Audi virtual cockpit –the fully digital instrument clusterwith its 12.3-inch diagonal pres-ents all the important informationin fascinating graphics of brilliantquality. The driver can retrievedifferent levels of information, in-cluding specific e-tron displayssuch as the power meter.The large display makes it possi-ble to switch to a conventionaltachometer or to display it simul-taneously with the power meter.In addition, the instrument clusterdepicts the displays for the energyflow, the range (with numbers andgraphs) and the charge level of thebattery.Audi also uses the latest technolo-gy from consumer electronics inthe area of infotainment. Its mainelement is the second-generationmodular infotainment platform,which utilizes the enormous com-puting power of the Tegra 30 gra-phics chip from NVIDIA. Opera-tion is by voice, with the multi-function steering wheel or withthe completely newly developedMMI terminal, the MMI touch-pad. On request, Audi will inte-grate the MMI all-in-touch, thetouchpad with haptic feedback.Audi has added specific items to

Elegant design andtop quality: the interior

State of the art:operation and displays

Audi Q7 e-tron 3.0 TDI quattro

Audi Q7 e-tron TDI quattro, cockpit

Audi Q7 e-tron 3.0 TDI quattro, vehicle operation

infotainment for displays in elec-tric mode. Consumption statisticsare available, for example, alongwith a graphic display of the elec-tric range in the navigation map.Charging as well as the prelimi-nary air conditioning can also betime-controlled and adapted tothe customer‘s requirements, suchas departure time, so as to saveresources and costs.The standard Audi connect com-ponent links the Q7 e-tronquattro to the internet using the fastLTE standard – another uniqueselling point of the large SUV.Passengers can surf and email withtheir mobile devices via the Wi-Fihotspot, while the driver can makeuse of numerous new online ser-vices and apps in the car.The additional elements are alsohighly attractive – the Audi tab-let, which serves as Rear SeatEntertainment, the 3D soundsystems from Bose and Bang &Olufsen and the new Audi phonebox that inductively charges cellphones.

The Audi Q7 e-tron quattrocomes with the standard equip-ment of a top model. Its specialfeatures include the Audi virtual

cockpit, MMI navigation plus,predictive efficiency assistant and19-inch wheels. The automaticair conditioning is also a tailoredsolution. It operates in unisonwith a heat pump that utilizes thewaste heat of the electrical drivecomponents for the thermalmanagement. As an importantefficiency element, it is anothergreat innovation in the Audi Q7e-tron quattro, heating up theinterior faster at low temperatu-res, for example, to extend theelectric range by up to 20 percent.

The new Audi Q7 e-tron quattroalso sets standards in assistancesystems. New, for example, arecollision avoidance assist, turnassist, cross-traffic assist and trailerassist. The adaptive cruise controlincluding traffic jam assist takesover the steering from the driveron well-paved roads at speeds ofup to 65 km/h (40.4 mph) if thetraffic is slow-moving. In combi-nation with the predictive effi-ciency assistant, speed is automa-tically adjusted when enteringbuilt-up areas and to observespeed limits as well as on bendsand at intersections, once againusing the coasting mode.The Audi Q7 e-tron quattro willarrive at dealers in Germany inthe spring of 2016.

The equipment:typically top of the line

Audi Q7 e-tron 3.0 TDI quattro

Audi Q7 e-tron 3.0 TDI quattro, interior

Audi Q7 e-tron 3.0 TDI quattro, drivetrain

Contact:

Stefanie Höcker

Audi AGCommunication productand technology

Telephone: +49 841 89-38053E-Mail: stefanie.hoecker@audi.de

FTE automotive –Innovation

drives

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The FTE automotive Group is your competent partner in the sector of development and production

of drive train and brake system applications for the automotive industry.The company is located in

all important continents and one of the leading OE-suppliers for passenger cars and commercial

vehicles worldwide.

With the development and production of hydraulic clutch and brake systems,FTE automotive helps

increase safety and comfort in vehicles.We assume a high level of responsibility for the functionality,

quality and reliability of our products. We have more than 60 years of experience to ensure a

successful future.

certified according to the stand-ards in the automotive industryand are subject to continuous fur-ther development.High quality and durability char-acterize the demands of ourcustomers with regard to ourproducts and processes. The qua-lity of our benefits and our prod-ucts is an absolute requirementor a trusting relationship with ourcustomers, for stability and forthe long-term safeguarding ofour company.

pure driving pleasure at a high level.In competition, it is not the bigfirms that assert themselves overthe small firms in the long term,but the fast who stand their groundagainst the slow. Innovativeproduct developments and pro-gram extensions are thereforecharacteristic of FTE automotive.The aim is always to be faster,more flexible, and better than thecompetition.

Our organization, our processes,and our management system are

Contact:

FTE automotive

Antje HaaseHead of Corporate Communication

Andreas-Humann-Str. 2D-96106 Ebern Phone: 0049 9531813667Fax: (0 95 31) 815 36 67www.fte.de

Lubrication Oil Pump - Intelligent mate-

rial choice for cost and weight benefits

Qualityas a basic Requirement

Our products are the result of inten-sive research and development work.In close collaboration with leadingvehicle manufacturers, we are contin-uously developing new technicallyand economically trend-settingsystem solutions for brakes andhydraulic clutch actuations.To meet this challenge, FTEautomotive places great emphasison having highly qualified em-ployees. Our engineers find newways of making driving evenmore comfortable and safe – for

Gear Shift Actuator Module:

Innovative technology with several

features and simplified assembly

Research and Development

The market of vehicle

replacement parts is a

competitive one

According to statistics of the Kraft-fahrt-Bundesamt (German FederalMotor Transport Authority), onJanuary 1st 2015 the vehicle fleet inGermany alone amounted to 60.4million vehicles with an average ageof 9.0 years. In other words, theaverage car in Germany has reachedan age where it needs to be servicedand repaired on a regular basis.Especially the demand for visibleautomotive replacement parts, suchas car doors, bonnets, bumpers,headlights, windscreens and wings(hereinafter spare parts) – with anestimated market volume of € 13 bnwithin the EU - continues to behigh.

Such spare parts which are intendedto restore the original appearance ofa vehicle, e.g. after an accident, mustnecessarily have the same shape - i.e.design - as the “original parts” - inorder to be a perfect fit. In designlaw they are called “must match”parts. These spare parts are tradedon the so-called “secondary market”,which is generally/basically independ-ent of the preceding “new vehiclemarket”.

Monopolization of the secon-

dary market for spare parts

by design protection?

Do customers inevitably need tobuy such spare parts, e.g. after an

accident, from the original manu-facturer or is it also allowable forthird-party suppliers to offer anddistribute such spare parts on thesecondary market in accordancewith the principles of free compe-tition? The question of whetherthis secondary market for spareparts can be monopolized bymeans of design protection ispolitically highly controversial anddifferently regulated within theEU, to the detriment of all parties.

What is protected by design

law?

Design law protects the outwardappearance of a product for amaximum protection period of 25years. A registered design givesthe right holder the exclusive rightto use the design and to preventthird-parties from using it withouthis consent. In case of designinfringement, the right holder has,besides the “classic” claim forinjunctive relief, further claims,e.g., for removal, compensation,recall and destruction of the un-lawfully produced goods. Designprotection constitutes a monopo-ly for a specified period of time.However, the time restriction ondesign protection to a maximumof 25 years is no consolation,especially for medium-sized manu-facturers of spare parts who intendto produce and distribute design-protected spare parts, for examplein Germany, as the average age of

vehicles in Germany is – as statedabove – 9 years. After 25 years,most of the cars will already havebeen scrapped and therefore nolonger need any spare parts.Design protection exists both onthe European level (Communitydesign as a unitary EU design) andon the national level (e.g. as Italiandesign, French design, Germandesign, etc.). The different designprotection systems exist parallel toeach other and are in principleindependent of each other.

EU design law is uniformly regu-lated in the Council Regulation onCommunity Designs (CommunityDesign Regulation (CDR) whichis directly applicable in all 28 EUMember States. The nationaldesign laws, on the other hand, arenot fully harmonized. In order tocreate legal certainty and tostrengthen the European internalmarket, the national legislation ondesign protection is to be harmo-nized by the so-called Communi-ty Designs Directive which therespective Member States need toimplement at the national level.

As a conclusion it can be said that bymeans of design law (on the Euro-pean Community or the nationallevel) the secondary market for spareparts can in principle be monopo-lized for a maximum duration of 25years. Whether this is also political-ly intended is another question.

Design protectionfor vehicle repair parts

in the EU?

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A legal patchwork!

Prospect:

The current legal uncertainty -which is unsatisfactory for every-one concerned – will remain forthe time being. In view of thecomplex legal situation it is advis-able to consult specialized attor-neys before promoting or distri-buting replacement parts or tuningparts for vehicles in Germany,since they may be protected by apatent or a design registration.

‚Repairs Clause‘ to limit

design protection - a solution

at the European level?

Article 110 of the Council Regula-tion on Community Designs(CDR) contains a limitation forCommunity designs. Spare parts,such as fenders, can in principle bestill protected as Community de-signs. The right holder, however,cannot take legal steps against theuse of his registered design pro-vided that this design is used by athird-party for the purpose ofrepair to restore the vehicle‘soriginal appearance. For nationaldesigns within the EU there is nocomparable harmonized repairsclause.

What is the situation

in Germany?

In Germany, the situation is – insimplified form – the following:

Community Designs: Despite anexisting EU design registrationthere is no design protection forspare parts provided they arenecessary to restore the vehicle‘souter appearance. The situation isdifferent regarding tuning-partswhich are not inteded to restorethe outer appearance of thevehicle (such as a wheel rim, cf.Higher Regional Court Stuttgart,decision of September 11, 2014,Case No. 2 U 46/14).

National German Designs: Whenthe infringement of a Germandesign patent is asserted, the“repairs clause” of Art. 110 CDRcannot be applied, neither direct-ly nor analogously. As the Ger-man legislator deliberately hasnot introduced a comparable pro-vision, a gap in legal protectionvis-à-vis Community law must beaccepted (cf. Higher RegionalCourt Stuttgart, decision of Sep-tember 11, 2014, Case No. 2 U46/14 and Regional Court Dussel-dorf, decision of November 28,2013, Case No. 14 c O 304/12 U).However, in Germany a so-called

self-commitment of the carmanufacturers exists with theguarantee not to impede compe-tition in the retail sector and notto challenge the market share ofindependent garages and freeparts trade, by not assertingclaims based on industrial propertyrights, so that a comfortablecoexistence of the market partici-pants is not compromised. Isthere in fact a repairs clause inGermany after all? No.

In the meantime, first court deci-sions exist which classify thisself-commitment as a mere lob-byists‘ declaration and thereforedo not ascribe any binding legaleffect to it (cf. Regional CourtDusseldorf, decision of Novem-ber 11, 2013, Case No. 14 c O304/12 U). As far as spare parts orreplacement parts are also patent-ed products involving a technicalinvention, the rights of the patentholder also need to be consid-ered, who is generally solely au-thorized to manufacture patentedproducts. However, patent pro-tection does not cover the author-ized use by the buyer. This alsoincludes, besides putting into ser-vice, measures for maintainingand restoring their usability pro-vided that the authorized use ofthe patented vehicle componentshas been cancelled due to wear ordamage.

According to the case law of theSupreme Court, in order todistinguish between an admissiblerepair and an inadmissible newproduction, on the one hand, theinterests of the patent owner inthe unimpeded exploitation of hisinvention, and the buyer‘s inter-ests in the unimpeded use of hisacquisition, on the other hand,must be weighed against eachother. The replacement of wearparts which is usually to beexpected during the lifetime ofthe device, speaks for an author-ized use.

Design protection

Authors:

Vossius & PartnerSiebertstr. 3D-81675 MünchenPhone +49 89 41304-0Fax +49 89 41304-400E-mail:kretschmar@vossiusandpartner.comwww.vossiusandpartner.com

Vossius & PartnerSiebertstr. 3D-81675 MünchenPhone +49 89 41304-0Fax +49 89 41304-430E-mail: pitz@vossiusandpartner.comwww.vossiusandpartner.com

Dr. Johann Pitz

Attorney-at-LawPatent disputesand Patent Litigation

Paul Kretschmar,LL.M.

Attorney-at-LawTrademark, Designand Competitive Law