AutomotiveTechnologyin Bavaria

WITH SPECIAL

SECTION E-CAR

PROFILES

PORTRAITS

PERSPECTIVES

MagazinesFuture Technologies in Bavaria

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GreetingUlf Berkenhagen, AUDI AG

7

AdvertBAYERN INTERNATIONAL

6

Advertmedia mind GmbH & Co. KG

2. CP

Editorial 3

Carbo e-Therm 16

Electrically heated high-tech coating for an

upcoming genertation of applications

Authors: Dr. Walter Schütz, Tomas MeinenFutureCarbon GmbH

Network ofAutomotive Excellence

18

Network of Automotive Excellence – NoAE

Author: Dipl.-Kfm. H. KöpplingerNoAE

Tool clamping systems 20

HSK-T – unmatched in quality and accuray

Author: Hubert SykoraOTT-JAKOB Spanntechnik GmbH

Bavarian ResearchFoundation

8

The Bavarian Research Foundation

Author: Dorothea Leonhardt, Haed of Division ManageressBavarian Research Foundation

Hybrid Drives 22

Hybrid Drives

Authors: Dipl.-Ing. Gregor HabersbrunnerProf. Dr.-Ing. Georg WachtmeisterLehrstuhl für Verbrennungskraftmaschinen, TU München

Protective rights 11

Ensuring technological lead in the

automotive industry

Author: Jens Christian Koch, Patent attorneyGrünecker, Kinkeldey, Stockmair & Schwanhäusser

LightweightDesign

12

Lighter without compromising on performance

Author: Peter Gresch, Vice-PresidentBrose Fahrzeugteile GmbH & Co.

Ta

ble

of

co

nte

nts

GFiENGINEERING AND CONSULTING

30

step1 – a project like no other

Author: Frank GeigerGFi Gesellschaft für technische Ingenieurleistungen

Fraunhofer E-ConceptCar Typ 0

34

Fraunhofer electric car puts new technologies

to the test

Authors: Dipl.-Ing. Patrick Heinrich, Dipl.-Ing. Falk Langer,Dipl.-Ing. Dirk Eilers, Fraunhofer Institute ESK

SCHERDEL Group 26

SIMENT GmbH – simulation

in the SCHERDELGroupAuthor: Georg Hannig, Graduate in physicsSCHERDEL Gruppe, SIMENT GmbH

GIGATRONIK 25

Automotive electronics and

Information Technology

Author: Dr.-Ing. Edwin TscheschlokGIGATRONIK Ingolstadt GmbH

Charging station for E-vehiclesn 36

Charging the future – Rhode & Schwarz Teisnach

offers revolutionary design to the world of

E-Charging

Author: Thorsten Frieb-Preis, Rohde & Schwarz, Teisnach

Carbon Composites 28

The future potential of carbon composites in

the field of lightweight construction

Author: Prof: Dr.-Ing. Klaus Drechsler, TechnicalUniversity of Munich, Chait of „Carbon Composites“

SPECIAL SECTIONE-CAR

31

AdvertAudi AG, Ingolstadt

4. CP

Electro Mobility 32

AUDI AG: driveline strategy for the future –

electric mobility as an integrated concept

Contact: Eric FelberAUDI AG, Ingolstadt

(o) – a little letter with a great impact andpresence.It stands at the end of auto and the beginning ofoptimism and so is a synonym for the past andthe future. The past with its unpleasant implications hasbeen overcome. The future would like to bringnew creative power to all researchers, develo-pers and handlers in the field of automobiles.

“Automobiltechnologie in Bayern” (Automobiletechnology in Bavaria) contributes to this byanswering important questions such as:

Which networks and clusters can be used forlasting success?In which way can the Bavarian ResearchFoundation be of help in the implementationof technological ideas?Where are functionality and costs to be opti-mised in the area of development?Where does “intelligent lightweight construc-tion” offer decisive advantages in large-scaleproduction?What effects does HSK-T have on quality andprecision?How does drive strategy look for the future? Which new developments geared especiallytowards electric cars are necessary in order forthem to be tested in a real vehicle?How is context sensitive energy prediction tobe reached along with the correspondingrange prediction?

Do concepts exist for the charging point of thefuture in the world of electric ‚petrol stations‘?

Life without a car is unimaginable! Accompanyus on our journey away from oil and into thearea of electromobility.

Walter FürstManaging Director

You can also find this publication on theinternet at www.media-mind.info

Editorial

Aut(o)ptimism

Masthead:

Publisher: media mind GmbH & Co. KG Volkartstr. 7780636 Munich/GermanyPhone: +49(0)89 / 23 55 57-3Telefax: +49(0)89 / 23 55 57-47ISDN (MAC): +49(0)89 / 23 55 57-59E-mail: mail@media-mind.infowww.media-mind.info

Managing director: Walter Fürst, Jürgen Bauernschmitt

Design + DTP: Jürgen Bauernschmitt

Prepress: media mind GmbH & Co. KG

Responsible editor: Ilse Schallwegg

Published annually: 1 x annually

Printed by: Druckerei Diet, Buchenberg

© 2010/2011 by media mind GmbH & Co. KGNo part of this magazine may be stored, copied or reproduced without the written consent of the editorial office

economic and quality requi-

rements as purchasing in

this country.

We need to combine the

potential of Germany as

an industrial base with

production locations all

over the world. This ulti-

mately enables us to bring

attractive, top-quality pro-

ducts onto the market at

competitive cost. To

achieve this, strong sup-

pliers are essential – both

now and in the future.”

Ulf Berkenhagen

Member of the Board ofManagement of AUDI AG

Purchasing

Audi is a company that feels

and exhibits a strong sense

of responsibility and com-

mitment toward its German

home and the employees

who work there. “German

engineering” continues to

be admired all over the

world. But “made in Ger-

many” alone would lead us

into a dead end. We need

to ensure that it is still pos-

sible to manufacture goods

profitably in our country.

This makes it essential to

keep expanding our inter-

national outlook. Even so,

outsourcing abroad is not an

end in itself, but rather is

subject to the same clear

Internationalism is a crucial

economic factor for a com-

pany like Audi. Internatio-

nalization and globalization

are aspects of great impor-

tance to Audi – especially

for the Purchasing division.

And one of Audi‘s strengths

lies in being able to act

within the framework of a

worldwide group of com-

panies.

Because a global manufactu-

ring network also requires a

global supplier environ-

ment, we want to acquire

the world’s best and strong-

est suppliers for ourselves.

This benefits both a com-

pany and its partners.

7

Greeting

“With their excellent results theBavarian Research Foundation hasmade a significant contribution toBavaria‘s successful technology policy.Via targeted sponsoring of researchthey make it possible for companies,together with universities and re-search establishments, to make theirtechnological ideas and the transfor-mation of these ideas into innovationsa reality.” With this statement, PrimeMinister Horst Seehofer high-lights the significance that theBavarian Research Foundation hasin the network of the innovation-friendly climes of Bavaria. Startingout with the idea of reinvestingprofit made from the Free State ofBavaria‘s economic investmentsinto economic research, this non-profit-making foundation wasfounded in 1990 as an instrumentwhich could strengthen the high-tech location of Bavaria in world-wide competition, in the sphere ofnew technologies, via the efficientand flexible sponsoring of applica-tion-oriented research. This idea became a recipe for suc-cess: From the moment its spon-sorship began in 1991 up until theend of 2009, the Bavarian Re-search Foundation has paid subsidiesamounting to €435 million foraround 560 projects, which havegenerated a total volume in theregion of €970 million. This showsthat for every Euro that the

Bavarian Research Foundationuses for research projects in thesphere of high technology, morethan one Euro is made by theBavarian economy for invest-ments in the region‘s future. Inaccordance with the law regardingthe formation of the BavarianResearch Foundation, the founda-tion has the purpose of: 1. sponsoring, complementary to

regional research promotionsvia additional means or usingdifferent methods, university ornon-university research pro-jects, which are significant forthe scientific and technologicaldevelopment of Bavaria or theBavarian economy or the con-servation of nature in accordan-ce with articles 131 and 141 ofthe Constitution, and

2. sponsoring the rapid use ofscientific knowledge via theeconomy.

Together with the foundationcommittee, basic principles of thepolicies on sponsorship were drawnup, which guarantee the efficientrealisation of this goal and satisfythe demands of modern innova-tion management:

Each project, each research net-work must be jointly supportedby scientists and economists.

Economic partners must bringtheir own corresponding contri-bution to the project.

The project must be innovativeand be clearly related to techno-logy.

The focal point of the allocationof resources can be found in thearea of application-oriented,pre-competitive research anddevelopment; later economicpotential must be evident.

TheBavarianResearch Foundation

8

Ba

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n R

ese

arc

h F

ou

nd

atio

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Sponsoring research - Intensitying transferof knowledge - Creating innovations

Left: Vehicle dynamics: virtual assessment of different in-wheel systems in simulationmodels.Right: In-wheel system: chassis integration in the wheel (Example)

idea. In addition, the amplitude oftopic areas makes it possible tocarry out important interdiscipli-nary research projects. At thesame time, the bottom-up princi-ple practised by the foundationhas been preserved over the years:The initiative comes from resear-chers and scientists at universitiesor from companies. Their ideasgenerally find their way to thefoundation in the form of sket-ches. With the support of thefoundation‘s office, these becomeapplications worthy of appraisal,which end up in future-orientedsponsorship projects.Speed and flexibility are the avow-ed goal of the Bavarian ResearchFoundation. More than half of theprojects only take about half ayear from the sketch phase to theentry of the application, throughthe intensive assessment andapplication procedure, up to thegranting of sponsorship.Applications are made in electro-nic or written form (Applicationforms are available at www.for-schungsstiftung.de) and are revisedin an objective procedure. Here,consultants from outside of Bava-ria are called in, who give theirprofessional opinion to the de-partments responsible.The foundation committee makesa decision based on this prelimi-nary work: Seven excellent repre-sentatives from the Bavarian fieldsof economy and science belong tothe Scientific Advisory Committee,which advises the foundation onmatters regarding research andtechnology. Based on the asses-

clear-cut technological problem isto be worked on by at least onepartner from the area of econo-mics and another from the area ofscience. In addition, each year, upto two new research networks aresponsored. Research networkshandle a significant “generaltopic” which is at the forefront ofscientific and technological devel-opment. They are characterisedby a large number of members,several research establishmentsand a multitude of companies ofall different sizes; a clearly inter-disciplinary nature and their ownorganisational structure are stan-dard. The individual sub-projectsof the networks should create asynergy effect through their net-working and develop a true addedvalue. These networks are spon-sored with up to €2.5 million and,together with the required in-dustrial participation, have a pro-ject volume of around €5 million.With their sponsorship program-me “High technology for the 21st

century”, the Bavarian ResearchFoundation has been notified bythe European Union. Its focalpoints can be seen in the areas ofLife Sciences, Information andCommunication Technology,Microsystems Technology, Mate-rials Science, in the areas of Ener-gy and the Environment, Mecha-tronics, Nanotechnology and Pro-cess and Production Techniques.Belonging to a specific area oftechnology is not a decisive factorin the granting of sponsorship. Inthe foreground are the level ofinnovation and the quality of an

9Bavarian Research Foundation

Sponsorship is limited to atimeframe, starting with aninnovative idea, up to the crea-tion of a laboratory prototype ora functional model.

The duration of the project hasa deadline; the period of spon-sorship is generally three years.

Institutional sponsorship is ex-cluded.

Those entitled to apply arecompanies based in Bavaria,Bavarian universities and theirmembers, as well as non-univer-sity research institutes. Particu-lar attention is given to SMEs.

The progress of the project is tobe documented via factualreports and proof of costs is tobe provided.

From the moment of applicationto the end of the project, thefoundation expects there to beintensive cooperation betweenthe partners of the project. Con-tributions from the economy,generally at least 50% of the pro-ject costs, is a clear sign for thefoundation, that the participatingcompanies are convinced of thequality and benefit of the scienti-fic monitoring and that projectsare entered into with the aim ofcreating added value. Beyond theassociated technology transfer,corporate ways of thinking areestablished during the universityresearch process and young scien-tists gain an insight into economicdemands. In order to fulfil thepurpose of their foundation, around€20 million a year is made avail-able to the Bavarian ResearchFoundation. With this they areable to grant means for around 35to 45 new individual projectsevery year from the most variedareas of technology, wherebyeach project moves a sum ofsponsorship money of between€200,000 and 1 million Euros. A

Left: installed experimental set-up (at the BMW plant in Dingolfing)Right: Reconstructed dent (Height: 12ìm, diameter: 6 mm, section 20x20 mm)

sment of experts from outside ofBavaria, the Scientific AdvisoryCommittee gives recommendati-ons to the individual research pro-jects or research networks. TheFoundation Management Board,which consists of one representa-tive each from the Bavarian StateChancellery and the Departmentsof Economy, Science and Finance,makes its decisions based on therecommendations of the ScientificAdvisory Committee and in agre-ement with the foundation coun-cil on the granting of funds forthe individual research projects.In addition the Foundation Boardconducts the business of the day-to-day management of the foun-dation. The board is supported byPresidents, its office and themanageress.The foundation council establishesthe basic principles of the founda-tion‘s policies and the workingschedule. It decides upon thebudget and decrees guidelinesregarding the awarding of subsi-dies. With a vote in favour, thefoundation council is responsiblefor the final decision on the spon-sorship of the individual projects.The chairman of the foundationcouncil is the Minister-Presidentof Bavaria; also on the council arethe ministers for the economy,infrastructures, traffic and techno-logy and science and research, aswell as the minister for financeand two representatives each from

the Bavarian parliament, Economyand Science.Currently, in the area of Car andmachine building, the multifacetedBavarian Research Foundationproves to be particularly profita-ble. From new materials and sen-sor systems to mechatronics andinnovative processing and produc-tion technology, the foundationhas supported a multitude of suc-cessful cooperative research pro-jects and has continuously spon-sored new research projects. Over50 individual projects and severalresearch networks can be found inthis area. In the recent past, the spectrumhas ranged from optimised logisticsprocesses for efficient car production,intelligent passenger protection invehicles, high-quality light-weightseat components, procedures forheat recuperation in commercialvehicles, integrated shock absorbers,chassis / gear integration in thewheel to geometry and surface testson unpainted building components,as well as fast 3D shape capture ofreflective surfaces, to a great num-ber of motor optimisation tests.(steering, CO2, particle), optimi-sation of vehicle power supplies andseamlessly integrated data logging.The focal points, energy and en-vironment, are more and morewidely reflected in the orientationof these research proposals. Thereis also an increasing demand in theapplications regarding the entire

area of electromobility. Furtherdetails on the individual projectsare available via a project finder onthe foundation‘s homepage: http://www.forschungsstiftung.de/index.php/Foerderprojekte.html.With the flexible financing ofinnovative research projects, car-ried out in cooperation with thedepartments of Science and Eco-nomy, the Bavarian ResearchFoundation guarantees an impor-tant contribution to the transferof knowledge and the strength-ening of this home of technologyand research: Bavaria.

10 Bavarian Research Foundation

Left:With Crash impact Sound Sensing, deformations of the vehicle can be detected and the safety system for the crash vehicle can be activatedeven more effectively and rapidly.Right: In the event of an even more dangerous side crash:With Crash Impact Sound sensing Side, the plausibility process in the airbag controlunit can be sped up. Performance can be increased in the long-term via peripheral impact sound satellites

Author:Dorothea Leonhardt

Head ofDivision Manageress

Contact:

Bavarian Research Foundation

Prinzregentenstraße 780538 München/GermanyPhone 089 / 2102 86-3forschungsstiftung@bfs.bayern.dewww.forschungsstiftung.de

Pressure satellite

ECU Lateral acceleration

Acceleration sensors (-satellites)

Technical protective rights, such aspatents and utility models, havebecome increasingly important inrecent years. They ensure the tech-nological lead and thus the successof an enterprise. In the field of the automotive sup-plier industry there are, however,also voices that, in view of the oftennot unproblematic distribution ofpower between suppliers and carmanufacturers, argue that protectiverights are not worth the trouble orare of no use. As will be explained inthe following, this objection is un-founded.It cannot be denied that theremay be constellations which, due tothe power relations between sup-pliers and car manufacturers, makeit difficult to enforce protectiverights. However, even under suchdisadvantageous constellations, thesupplier is in a much better positionwith protective rights than without. Protective rights can hinder compe-titors who are not within the imme-diate sphere of influence of the carmanufacturer. Protective rightsdocument one’s own technologicallead. The searches and examinationproceedings conducted by the pa-tent offices provide well-foundedinformation indicating whetherone‘s own activities may infringe theprotective rights of a third party.Development requests are frequent-ly assigned to several competitors atthe same time. The often restrictedproblem specifications of such devel-opment requests may lead to similarresults. Only those who apply for aprotective right for their results in

good time will be able to securethemselves a decisive lead and provethat they are the creator of theseresults. Protective rights often openthe doors to negotiations with com-petitors or customers, no matterwhether these negotiations concernlicensing or the mutual utilization oftechnologies. Those who do notprotect their own developments areoften left empty-handed and fre-quently miss chances.Sceptics often base their argumentson the costs entailed by protectiverights. However, a comparison bet-ween the costs entailed by a patentapplication and the financial invest-ment required for the developmentof a new product shows that thesecosts are negligible. Moreover, pro-tective rights may avoid costs. This isoften only realized when protectiverights are asserted against one’s ownenterprise. It will then turn out thatthe resultant costs are many timeshigher than the costs for one’s ownprotective right applications wouldhave been. For warding off protec-tive rights, comprehensive legalexaminations and, in many cases,intricate searches and investigationsare required. In addition, it maybecome necessary to institute time-consuming and cost-intensive oppo-sition proceedings and legal actions.If the litigation cannot be settledthrough an amicable settlement orthe grant of a licence and if one losesthe case as an infringer of protectiverights, the follow-up costs may beimmense. Due to the fact that theprotective right owner is entitled toinjunctive relief, one’s own produc-

tion and the fulfilment of supplycontracts is jeopardized. In addition,the owner of the protective rights isentitled to claims for damagesagainst the infringer of the protec-tive rights. The long-lasting, linge-ring uncertainty about the result ofsuch disputes impedes the conclu-sion of further contracts.The protective right owner is alwaysin the more comfortable position.Whereas the infringer of the pro-tective rights is confronted withacute risks concerning his own pro-duction and the fulfilment of supplycontracts, the protective right owneressentially only risks his own protec-tive right and thus has much less tolose. In the final analysis, an enterprisethat is successfully operating in themarket cannot do without an elabo-rate protective right strategy basedon long-term considerations. Not toprotect one’s own technical develop-ments would be negligent and jeo-pardizes the existence of an enter-prise in the long run.

Ensuringtechnological lead in the automotive

industry

11

Pro

tect

ive

rig

hts

Author:

Grünecker, Kinkeldey,Stockmair & Schwanhäusser

Leopoldstr. 480802 München/GermanyPhone: 0049-89-21 23 50Fax: 0049-89 22 02 87E-mail: koch@grunecker.dewww.grunecker.com

Jens Christian KochPatent attorney

In view of the increasing pressure onprices and the multitude of optionsavailable for new models, the modu-

lar design plays a significant role inthe automobile industry. In thevehicle door, stringent mechanicalrequirements have to be reconciledwith increasing functionality and thenecessary reduction in weight.

Brose is considered the inventor ofthe modular door. Over the past20 years, the door system withwet/dry side separation has becomeestablished as the technical stan-dard: all principal door functionsare combined within a singlesystem on a module carrier to forma pre-tested and ready-to-fit unitwhich is delivered just-in-sequenceto the automobile manufacturers’assembly line. Having producedmore than 120 million doorsystems, Brose is the most ex-perienced manufacturer in seriesproduction and is world marketleader in this product area.Which material provides the mostbenefit for the OEM and the grea-test efficiency in the specific pro-ject? These are the deciding criteriawhen selecting material for themodule carrier. The supplier there-fore keeps the necessary resourcesand processes for the development,manufacture and supply of thevarious door system designs tohand.

12

Lightw

eightDesign

Electromobility is the talk of the global automotive industry. Whether or not the new driveswill catch on as quickly as expected, is a controversial subject among experts. One thingis certain, though, lightweight design is "in" and, more than ever before, it constitutes animportant competitive factor. However tomorrow's car may be propelled, it must be light-weight to keep energy consumption to a minimum and still be safe and comfortable to drive.Suppliers' innovative ingenuity is required precisely for these reasons.Development activities at Brose have long focused on optimizing consumption by reducingweight and improving energy efficiency – in all product areas. New materials and productionprocedures along with the increased integration of functions in door, closure and seatsystems have enabled the international automotive supplier to reduce the weight of itssystems and components by 30 to 50%; simultaneously increasing functionality, withoutlowering standards of safety and comfort.

By using new materials and techniques as well as the increased integration of functionsin door, closure and seat systems, Brose has succeeded in reducing the weight of itssystems and components considerably over the past ten years

Door systems:formed parts with

maximum integrationof functions

Lighterwithout compromisingon performance

Weight reduction over the past 10 years

terial design – up to five kilogramsin weight per vehicle can be savedby using highly integrated plasticdoor systems. At the same time,the plastic door system fulfills allinternational safety requirements inside crash tests.

In line with the maxim “less ismore”, the Unilatch® is a milestonein the design of side door latches.It is currently the smallest latch onthe market, requiring 60% lessinstallation space compared tocommercially available closuresystems and it provides weightsavings of up to 1 kilogram pervehicle. Thanks to a far-reachingcommon-part strategy and modularstructure, it can be adapted tocustomer requirements easily, inte-grated into any door and allowsautomakers a high degree of free-dom in design as far as the car bodyis concerned. Haptic and acousticfeedback has been optimized andthe unlocking time is 25 milli-seconds. For comparison: commerci-ally available latches currentlyrequire 40 milliseconds.As with the side door locks, Brosehas also considerably reduced theweight of the liftgate latch: bydispensing with the transmissionunit, a weight saving of 30% can beachieved with the new generation

fixing elements for cable and othercomponents can be integrated inthe module carrier of the plasticdoor system.With this in mind, and to increaseadded value, Brose invested in afully automated injection moldingsystem with in-line compoundingprocess as well as in the corres-ponding material research. Withthin walls around 1.8 mm thick,injection molding allows far greaterfreedom in design and for the inte-gration of components than otherprocessing methods. Fitted withthe Brose Unilatch® side door lockand a lighter window regulator drive– just half the weight of the stan-dard component due to a new ma-

The high-end lightweight designcontains an aluminum inner doorpanel as well as a magnesium win-dow frame and is used in luxurysports cars. At around 25 % lighterthan comparable doors of this kind,the door structure is among thelightest on the market. The con-cept is based on the principle of themodular door with wet/dry sideseparation. It is the most sophisti-cated door of its kind to date,featuring not only window regu-lator, loudspeaker, crash sensors,electronics and wire harness, butalso visible elements such as glass,cover panel, frame and trim stripsas part of the door system, all thisrequiring particularly high-preci-sion work.

Long glass fiber reinforced poly-propylene is another materialwhich, in contrast to steel, providesa significant weight advantage andallows a maximum integration offunctions. Using this material inlarge-scale production also provi-des new potential for saving weightand costs: window regulator rails,inner handle, loudspeaker frame,

13Lightweight Design

Fitted with the new Brose Unilatch® side door lock and the reduced-weight windowregulator, up to 5 kilograms in weight per vehicle can be saved by using highly integratedBrose plastic door systems

The new latch design for side doors sets standards regarding size, weight, cost and com-fort; on the left, the previous generation; on the right, the Unilatch®

Plastic carrier plate outof long glass fiber reinforcedpolypropylene:weight saving of 5 kilograms

The Brose Unilatch® :ingeniously simple –

simply ingenious

Aluminum lightweightstructure in the door:

a question of precision

of closure systems against conven-tional technology, along with acousticadvantages.

With its expertise in drives, elec-tronics and sensor systems, Brosehas teamed up with Plastic Omni-um, market leader in plastic liftgate,to provide a lightweight variantbased on a solid plastic structure.Besides the advantages of increasedpotential for integrating functionsand greater freedom of design, aweight saving of 4 to 6 kilogramsagainst steel liftgates is achieved.The low weight allows a new driveconcept with well-balanced kine-matics to be used, enabling theelectrically powered liftgate to bemoved by just one spindle drive.This is integrated out of sight inthe spoiler area. Besides the acous-tic advantages provided, it alsoreduces the risk of injury becausethere are no moveable elementslike drive units or gas struts in thecritical area between liftgate andbody.Consequently, passive safety isincreased and is further supple-

mented by a contact-free capacitiveanti-trap system. This recognizesobstructions and stops the closingprocess short of the obstruction.Thanks to the electromagnetictransparency of the plastics used,the sensors for the capacitive anti-trap system as well as the antennaecan be integrated invisibly. Theplastic liftgates fulfill stringentsafety requirements like theFMVSS 301 high-speed crash testor the RCAR low-speed crash testfor insurance classification. They

are delivered to the OEM linesfully equipped for the specificvehicles, ready-to-fit, paint-sprayedand pre-tested.

For over 40 years, Brose has beendeveloping and producing ad-juster systems for vehicle seats.Today, the company suppliesmore than 6.5 million seat struc-tures and a further 13 millioncomponents from 8 plants tosome 40 automakers and seatmanufacturers per year. Brosedisposes of expert knowledge andexperience in the developmentand production of all mechanical,electric and electronic compo-nents. This ensures the rigorousfurther development of individualcomponents under considerationof the overall system.Innovative production processesand new materials enable weightsavings in complex seat structures,too, while still ensuring a highstandard of safety and comfort.Both seat structure and individualcomponents are the focus for fur-ther development. An example ofthis is the new generation of 4-pinadjuster motors with neodymiummagnets; they are not only signifi-cantly smaller but also 30 % lighterthan conventional drives. As theonly supplier on the market,

14 Lightweight Design

Solid plastic structure: its low weight allows the liftgate to be moved by a singlespindle drive

The weight-optimized design and the use of neodymium magnets make the newgeneration of adjuster motors (B) some 30-50% lighter than conventional models (A)

Liftgate withplastic functional carrier:

all from one source

Seat structures:intelligent combination

of materials

Brose has developed individualmotors with the respective per-formance categories for eachplane of adjustment. Up to 12motors are incorporated in com-fort seats, resulting in a savingspotential of over 1 kilogram perseat. These small drives make it possi-ble in future for power seat struc-tures to be in the same weightclass as manual ones.Neodymium motors contribute toreducing weight not only onaccount of their low weight butalso their significantly more com-pact design: these smaller, lighterdrives can be positioned in theseat structure in such a way thatthe heavier power transmissionelements like, for example, cou-pling rods, can be dispensed with.With a seat concept bringing atotal of about 4 kilograms lessweight on the scales than a com-parable seat structure on the mar-ket, Brose again proves its exper-tise in lightweight design. Thematerial mix is decisive here: newjoining techniques such as ad-hesive bonding, laser or friction

welding allow an intelligent com-bination of materials within theseat structure like high-strengthsteel or plastics and aluminum.Since the cost factor has to beconsidered in all activities, especi-ally new types of high-strengthsteel are most likely to be used inlarge-scale production.Depending on how much impor-tance a customer attaches to light-weight design, materials otherthan steel can be used in seatstructures allowing the utilizationof more efficient structural com-ponents for seat pan and backrest.The folding function of a rear seatto provide more cargo space, forexample, can be replaced by a plas-tic module with a weight savingagainst steel of 1.5 kilograms.Today, Brose's product range ena-bles the company to reduce avehicle's weight by up to 20 kilo-grams and lower energy con-sumption significantly. Light-weight designs for door and seatsystems using new materials andprocesses contribute to this, as dobrushless drives for engine cool-ing, climate control, power steering

or dual clutch transmissions. In all,this reduces CO2 emissions bysome 17 g/km.

15Lightweight Design

Brose Fahrzeugteile GmbH & Co.Kommanditgesellschaft, Coburg

Ketschendorfer Straße 38-5096450 Coburg/GermanyPhone 09561/21-0Fax 09561/21-1429www.brose.com

ContactUte.Danner@brose.com

Turnover 20092.6 billion euro

CustomersOEMs and automotive suppliers

Employees 200914,200

Brose demonstrates its expertise in lightweight design with its seatconcept: a combination of materials out of TWIP steel, plastic andaluminum makes the seat structure around 4 kg lighter than com-parable seats on the market

If the folding function of a rear seat is replaced by a plasticmodule, its weight can be reduced by about 1.5 kilograms

Author:Peter Gresch

The author, Peter Gresch, is Executive Vice-President ofDevelopment andElectronics with the Brose Group.

Carbo e-Therm is a high-effi-ciency, electrically heated coatingdeveloped especially for operationon non-hazardous low voltage(e.g. 12 or 24 V). Carbo e-Thermconsists of a dispersion on anacrylate or silicone base and spe-cial carbon additives to producevery high electric conductivity. Itis suitable for purposes in whichtemperatures can reach as much as250 °C. An outstanding feature of Carboe-Therm is its excellent ease ofapplication and flexibility of use.This heated coating can beapplied to a whole variety of sur-faces and materials such as metals,plastics, gypsum board and con-crete. The strong points of Carboe-Therm show in particular whenyou are confronted with the kindof complicated surface geometriesfound in mold making, and imple-mentation of conventional heatingsolutions involves considerablecost and effort.Carbo e-Therm can be applied invery different ways. Manual appli-cation techniques are suitable,such as squeegeeing, rolling andspraying, as are industrial proces-ses with automatic printing orcoating plant.

Unlike conventional heatingsystems, heat is radiated evenlyfrom the heated surface withoutproducing undesirable local hotspots, as illustrated in Fig. 1.Carbo e-Therm heating layersare powered by means of metalcontact strips normally concealedby the layer. The required tempe-ratures are then simply controlledby current regulation.Compared to conventional resis-tance heating elements, heatingsystems based on Carbo e-Thermare also very cost-attractive, doingaway with the need for extra car-rier materials such as polyimidefilm, and thus any kind of finis-hing to match the form of theresistance tracks and the carriermaterial.Carbo e-Therm is used for avariety of purposes. In the auto-mobile industry, for instance, sur-face heating systems are imple-

mented for integration in doorpanels, in a roof lining or dash-board. In mechanical and plantengineering Carbo e-Therm is inmany cases an excellent alterna-tive to conventional heatingsystems where technical heat isneeded. In the building industry itforms the basis for new kinds ofwall and floor heating. In sanita-tion Carbo e-Therm serves to eli-minate thermal bridges and thuscondensation and mold. There aremany other applications in aero-space, the isothermalization ofinstrumentation and panel heatingin a cabin for example, or in windfarms, where much importanceattaches to the de-icing of rotorblades. Carbo e-Therm is just asdiverse in its use in the wholefield of commercial transport –from construction site vehiclesthrough trucks to buses and rail-ways – to heat cabs, de-ice roofs,avoid condensation in electricalsystems, etc.Carbo e-Therm goes a long way:one liter suffices to coat a surfaceof up to 4 sqm. Coats dry in amatter of minutes and can alreadybe painted. Heated coatings withCarbo e-Therm are highly rug-ged mechanically, exhibit goodpermanent elasticity, and ex-

Electrically heatedhigh-tech coating for an

upcoming generationof applications

16

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In Carbo e-Therm the innovative company FutureCarbon, at home in Bayreuth/Germany, has devised a heated coating based on carbon nanomaterials that canbe applied as simply as paint to very different surfaces and geometries, showingthe way to extremely high-efficiency, low-volt heating systems.

Fig. 1:Heat distribution of Carbo e-Thermheating layer (left) versus conventionalheating element (right)

Carbo e-Therm

old buildings, to dry brickworkand masonry or keep it dry, inter-rupt thermal bridges, prevent theformation of condensation andmold.

FutureCarbon specializes in thedevelopment and manufacture ofcarbon nanomaterials and theirrefinement to create what are cal-led carbon supercomposites, pri-mary products for further indu-strial processing. Carbon super-composites are combinations ofmaterials that unfold the specialcharacteristics of carbon nano-materials in the macroscopicworld of real applications. All ofour materials are manufactured onan industrial scale.

or in cold climates can be over-come by a Carbo e-Therm coatingto heat the rotor blades. This is aneffective way of avoiding degra-dation of aerodynamic behaviorand rotor unbalance caused bywet snow for example, or buildupof ice layers as a result of changesin temperature. The energy pro-duced by the wind generator caneasily be used to operate the Carboe-Therm heated coating.

Foodstuffs industry

Carbo e-Therm is used in theindustrial production of foodstuffsto generate the required processheat. Here it functions as an outerheated coating to homogeneouslywarm mixer tubs, piping, contai-ners, pumps, etc and create thenecessary temperature for themasses that are to be processedand prevent them from conglo-merating or hardening.Carbo e-Therm dramatically re-duces the expense and effort ofgenerating heat in the productionof foodstuffs because it does awaywith expensive double-walled con-tainers with a fluid heating me-dium flowing through them. Theresult is very much simplifiedplant engineering, plus lowercleaning and maintenance costs.

Building industry

Carbo e-Therm is used in thebuilding industry for floor and wallheating. Laminate flooring or cera-mic tiles can be coated with it. Thiskind of coating ensures fast andhomogeneous warming of the space.Operation with non-hazardous lowvoltage makes Carbo e-Therm sui-table for wet areas.Another application for Carboe-Therm is in the renovation of

17Carbo e-Therm

cellent resistance to water andalkalis.

Automobile industry

Given its special characteristics,Carbo e-Therm heating can beoperated direct from an onboardvehicle network with voltage of 12 Vand upwards. Interior paneling

and steering wheels for example,arm rests and ceilings are all easilyheated with Carbo e-Therm tocreate a pleasant vehicle interior.This kind of surface heatingsystem works independently ofheat from the combustion engine,which reduces the time needed toheat a vehicle interior. Especially with a view to future tech-nical developments in the context ofelectric vehicles, Carbo e-Therm willenable the implementation of high-efficiency, battery-powered electricheating concepts in such vehicles.

Wind energy

Icing problems with wind powerplants operating in winter months

Applications

FutureCarbon profile

Fig.2:Automobile door paneling coatedwith Carbo e-Therm to produce a heatingsurface

Fig. 3: Heavily iced rotor blade of a windpower plant (photo: ADEV 1998) Fig. 4: Carbo e-Therm as floor heating

Authors:Dr. Walter SchützGeneral Manager

Tomas MeinenGeneral Manager

FutureCarbon GmbH

Gottlieb-Keim-Strasse 6095448 Bayreuth/GermanyPhone.: +49 (921) 507388 11Fax: +49 (921) 507388 99E-Mail: walter.schuetz@future-carbon.dehttp://www.future-carbon.de

NoAE is a free, open initiativefor the automobile and supplierindustryNoAE is an intercompany pro-fessional network with the objec-tive to intensify

strategicorganisational andtechnological

exchanges of ideas and experiencesbetween the companies

To increase the competitiveness ofthe participating companiesthrough co-operation within thenetwork.

The work of NoAE should aidmembers in revealing their trend-setting company strategies andshould thereby guide them.This will be realised through:

co-operation based on partner-ship within the networkexchanging ideas betweenexperts, under the obligation ofconfidentialityestimating the relevance oftrends, processes/methods andtechnologiesuse of synergiespooling of common energiesan optimally accelerated imple-mentation of innovations

In order to accomplish this, trust,transparency and understanding arethe significant factors of success for

NoAE and the participating com-panies.

NoAE was founded in 2002 bywell-known personalities of theautomotive branch and with thecollaboration of the EuropeanCommission.NoAE is an interregional automo-tive member of „Initiative Networksof Competence Germany“ by theFederal Ministry of Economics andTechnology.

In Summer 2011, Germany iscelebrating with the “automobilesummer”, marking the 125th anni-versary of the founding of Daim-ler-Benz. It was Henry Ford inthe USA who played a crucialrole in shaping the automotiveindustry around 100 years agowith the assembly line productionof the Ford Model T. For thenext 100 years, the automotiveindustry was considered to be andis a key industry in all developedeconomies. Overall economic fac-tors such as economic growth,technological development and

innovation rate are significantlyinfluenced by the automotive indus-try. In Germany, the automotiveindustry is the strongest economicsector, generates almost one-fifthof the German gross national pro-duct, and provides jobs for 5 milli-on people.

Now, in the middle of 2010, theautomotive industry is steadily reco-vering from the world economic cri-sis of 2008/2009. Increasing salesfigures however, cannot conceal anew era in technology. After morethan 100 years of dominance by theconventional combustion engine, wenow enter into an era of the comple-te electrification of road traffic.No one can say right now with cer-tainty for example, exactly how theelectric vehicle will look in 2020.That is why predictions regardingthe use of electric or hybrid vehiclesvary greatly. Even customers aresomewhat uncertain. However onething is certain: A clear, new trendtowards “Eco-prestige”. Even in cur-rent car countries such as USA,Germany and France, the desire formobility continues and urbanisationwill progress.

One thing seems to be clear – welive in a time of transition andtransformation: For the next 15 –25 years, various technologies anddrive concepts will be available side

Networkof Automotive

Excellence –NoAE

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The importance ofthe automotive industry

Who are the winnersof tomorrow?

History of NoAE

The New Era

NoAE objectives

Vision

Strategy

NoAE Innovation

Competition –

a worldwide

innovation Project

by side. Technologies that areimproved, refined and optimised, ormaterials and systems that are in theprocess of being developed. Thequestion isn‘t either–or, but rather:How to find joint solutions for thetasks of the future. This in turn crea-tes room for innovations, and newplayers from other sectors. Providers of future-orientedmobility solutions can expect sig-nificant growth potentials. Theelectronics industry as well assome branches in the energy andraw materials sectors and evenlocal providers will profit. Currentmarket shares will shift; there willbe a lot more partners involved inthe product “car” than there isnow. Social critics are even spea-king of a “democratisation of theindustry”.

Improvement and optimisation ofcurrent drive technologies – newmaterials for future drive technolo-gies – and implementation ofcustomer demands into products:

The common denominator of thesechallenges is innovations.Never in the almost 125-yearhistory has the automobile ever

had such a need for innovation ashere and now.It is exactly here that the NoAEInnovation Competition takes itsposition. The picture shows how NoAEInnovation Competition works:The demand side provides thecontent and topics and the supplyside submits the suggestions andinnovations. The NoAE Innovation Competi-tion has been continuously expan-ded over the last few years. In 2010a total of 20 countries actively par-

ticipated. For 2011, the project willbe further expanded: The dates for 2011 are also alreadyfixed:

19Network of Automotive Excellence

Author:

NoAE

Becker-Gundahl-Str. 19D 81479 MünchenPhone + 49 (89) 74899-669Mobil: + 49 (170) 52 77 666eMail: h.koepplinger@ewf-institute.comwww.noae.com

Dipl.-Kfm.H. Köpplinger

Innovations fromthe key factor

17. March 2011 Kick-off for the NoAE Innovation Competition 2011 with an international partner meeting

1. April 2011 Registration and “First Call” begins

8. September 2011 Global “Final Call”

30. September 2011 Expiry of the submission deadline

23./24. November 2011 International innovations meeting andinnovations preview

OTT-JAKOB, well-known as themarkets‘ leader of automatic toolclamping systems, has performed yetanother significant innovation step.The advancement of the HSK-application which is marked by itspermanence thru all fields of ope-ration does clearly give proof ofthis.Outstanding quality and precisionare of highest priority.Turning centers which have beenequipped with HSK-T achieveexcellent results. High rigidityand accuracy with the arrange-ment lead to low setup times andhigher lifetime.Products for the automobile indus-try are bound to be produced infully automatic and linked as wellcost-efficient machining centers.A certain attention is also turnedto the subject of sustainable envi-ronmental protection..

Development of the

HSK-Technology

HSK is an internationally standar-dized tool interface. The tool canbe placed quickly into a spindleand it can be positioned in a µ-accuracy. Consequently, in theoperation process, preset toolscan be translated immediately intoproductivity. This technology hasestablished and proven itselfworldwide.

OTT-JAKOB principle of

performance

OTT-JAKOB has set the mostefficient solutions in the market

and has not ceased to optimize itsclamping units. Hundreds ofthousands of tool changes can becarried out precisely and system-securely within the shortest inter-val of time. Clamping units withspecial coating show the results.Operation processes are realizedat shortest periods. The mechani-cal movements to open, close andclamp have been optimized in thisregard.

Technology Requirements

Cycle times for clamping andunclamping and tool changes aswell were the focus of the efforts.Following intensive research itwas possible to realize the holdingprocess before the clamping pro-cess.Consequently, tools can beexchanged without the need to

control the clamping processes.Precious seconds can thus besaved in this important tool chan-ge process.

Advantages and perspectives

The current innovations are rela-ted to system monitoring. Toolclamping systems are supposed toalways achieve the maximum per-formance so that the tool is setsecurely at highest rpm. Mainsubject of this process is alwaysthe expected-to-be quality.

Development and Realization

Company OTT-JAKOB as theonly manufacturer of tool clampingsystems achieved to install sensorswithin fast-rotating spindles. Thestatus quo of the tool clampingsystems can be clearly stated at upto 30,000 rotations.

HSK-T –unmatched in

quality and accuracy

20

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Drehdurchführung mit integrierten Sensoren und Elektronik

into revolver systems. The systemhas been developed for the opti-mal application with static ordynamic tools with HSK-interfa-ce. The compact construction ofthis manually operated clampingtechnology makes it possible toequip a star revolver with awrench size of 270mm and 10 toollocations. Actuation over an archi-medic spiral which can clamp thruself-holding ensures optimal secu-rity means.OTT-JAKOB engages in clam-ping of tools in operating spindlesfor more than 30 years. Research

and development has openedmany ways. Our highly motivatedemployees produce customizedhigh-tech clamping technology ofhighest quality, key componentsfor the automobile industry. We‘dbe pleased to provide you our ser-vices.

organize selective maintenanceintervals. All these features offersecurity for the end-user and thusalso clearly defined operationtimes and production quantities.Just-in-sequence deliveries, opti-mized flow of material and infor-mation about the machine itselfare therefore not hindered any-more.

Further HSK-advantages

Application of HSK for turningcenters becomes more and more asignificant issue of the HSK tech-nology. The necessary amend-

ments have been transferred intothe additional norm ISO HSK-T1264-3/4 and are thus also for theseapplications available. Milling andturning centers move togetherregarding the operational conceptand it is therefore optimal thatproven HSK-tools of the millingprocess establish themselves moreand more within the turning pro-cess as well. Only one approvedand precise tool technology willbe hence applied. With regard tothe turning centers one benefitsfrom great economization poten-tials. There are several users whosave up to 25% of time; flexibilityof the operating process is there-fore ensured for complex workpieces. OTT-JAKOB has presen-ted important products hereto atEMO 2009.

Manually operated clamping

technology

Regarding the manually operatedclamping technology, the Com-pact Clamping System (CCS)enables the next innovative stepwhich offers direct integration

21Tool clamping

The definition of processes alsoraises the question about pull-inforce, temperatures, vibration etc.The datas ascertained by this helpto identify and correct the statusof the system. Preventive mainte-nance can be organized accor-dingly and production planningoptimized.

Security has priority

The universal application ofOTT-JAKOB rotary unions isunquestionable and has been pro-ven manifold. Concerning main-tenance and inspection there aredifferent points of view:On the one hand is the necessaryeffort, on the other hand pro-duction is supposed to run assmoothly as possible.The latest innovations state clearlyat what time a service becomesnecessary.

OTT-JAKOB has integratedimportant surveillance technologyinto the compact unity of a rotaryunion. A monitoring sensor canretrieve leakage in connectionwith temperature and vibrationconsideration. This enables to

Author:

OTT-JAKOB Spanntechnik GmbH

Industriestr. 3-787663 Lengenwang/GermanyPhone: +49 (0) 8364/98 21-40Fax: +49 (0) 8364/98 21-10e-mail: SYKORA@Ott-Jakob.dewww.ott-jakob.de

Hubert Sykora

Werkzeughalter für HSK-T Werkzeugköpfe

HSK Spannsätze mit DLC Beschichtung

Kpl. Werkzeugspannsystem inklusiv Sensoren und Elektronik mit berührungsloser

Datenübertragung bis zu 30.000 Umdrehungen

Since 1993 the Technical Univer-sity of Munich has had its focus onhybrid drive systems. Back then thenewly Project 365 “Environment-Friendly Propulsion Technologyfor Vehicles” started. This involvedthe interdisciplinary work of sixdepartments to design and opti-mize components for the firsthybrid prototype. In Germany, the numbers ofhybrid vehicles in comparison toconventional powered vehicles arerather minor (see Fig. 1). Never-theless the registration figures ofhybrid vehicles have steadilyincreased along with the growingpublic awareness of environmentalissues.Meanwhile, the application ofhybrid technologies has nowmoved onto all types of othervehicles, like construction andagricultural machinery. A simpli-fied version of diesel-electric dri-ves, in which an internal combu-stion engine is combined with anelectric motor, has already beensuccessfully used in locomotives,

trucks and marine applications.Irrespective of the specific appli-cation, the design procedure isalways the same. The range inwhich the optimum efficiency ofan internal combustion enginescan be operated is very slim. There-fore the design of electric driveoperation in hybrids is of upmostimportance to compensate theinternal combustion engine inade-quate efficiency ranges, (see Fig. 2).

The main specification of desig-ning a drive train or dimensio-ning an internal combustion en-gine differ depending on the vary-ing boundary conditions. Themain aspects, though, are cost,emissions and fuel consumptionwhich later are decisive for marketsuccess. Another important fea-ture is driving enjoyment, especi-ally for passenger cars.

The European Union has set thetarget of reducing CO2-emissionsby 20 % until the year 2020. Inspite of this, Germany goes onestep further and sets its target toreduce the greenhouse gases by40 %. As a result, the emissionlimits become ever more stringentin both the private and industrialsector including commercial vehic-les and agricultural machinery.

Hybrid Drives

22

Hyb

rid

Dri

ves

Fig. 1: Number of Private Cars in Germany on January 1, 2010,

Source: Kraftfahrt-Bundesamt, own account

Fig.2: Energy Management in Hybrid Drives, by Source: Grünewald, B.: Mobilitätsszenarien

der Zukunft – Entwicklungsschritte und Anforderungen an Elektromobilität.Toyota Motor

Europe – Berlin Office. Berlin. 14. Januar 2010

Emissions

ging and direct injection, gasolineengines are closing the technolo-gical gap to diesel engines, butthere are still differences. Anoptimum design of a hybrid drivehas the potential to reduce thecomplexity of an internal combus-tion engine and consequentlyreduce costs.A project was conducted at thedepartment of internal combus-tion engines of the TechnicalUniversity of Munich in whichsimplified diesel engines (e.g. with-out an intercooler or EGR) com-bined with different types ofhybrid drives were modelled andexamined. Complicated super-charger systems were replaced bysimple non-regulated superchar-gers and instead of four-valves percylinder the engines were model-led with only two valves per cylin-der and simulated. The simulationresults demonstrated that evenwith a simplified internal combus-tion engine significant fuel eco-nomy savings in hybrid drives ispossible while keeping within theemissions limits.Despite the CO2 – problems, thesuccess of a passenger car in its classstill depends on the driving enjoy-ment. The good torque characteri-stic of electric motors (cf. Fig. 4) insmall hybrid cars can underminethis by providing additional torqueduring acceleration.

Taking into account the abovementioned main objective of thehybrid technology, namely tocompensate the disadvantages ofthe internal combustion engine,potentials for lowering fuel con-sumption and emissions with thistechnique do exist.Problems will occur if we losesight of this aim and only use thistechnique for the sake of it.During fast rural driving i.e.motorways, hybrid drives in com-parison to conventional drive withmodern gasoline or diesel engineshave no advantage due to their

racteristic behaviour. The drivingenjoyment is thereby maintained atnoticeably lower emissions.By incorporating the heating phaseactively in the design or by using dif-ferent methods of exhaust aftertreat-ment and operating strategies thereare new potentials to further loweremissions. This design effort alwayshas to be seen in comparison to con-ventional drive trains. Therefore theobjective is to reduce the emissionsof the internal combustion engine asmuch as possible by using hybridtechnology while keeping the designof the currently indispensable after-treatment systems simple and costslow.

The advantages of hybrid drivesare coupled with high costs. Thisis one reason why diesel hybriddrives play a negligible role on thecurrent market. The complicatedinjection technique, the super-charging, the EGR etc. these daysdiesel engines are still moreexpensive than comparable gasoli-ne engines. Through superchar-

23Hybrid Drives

The hybrid drive in combinationwith an accordingly designed inter-nal combustion engine and an ade-quate operating strategy has emis-sions saving potential.Extremely critical is the enginewarm-up phase of gasoline engi-nes. Most pollutants are emitted inthe first 20 seconds of engine ope-ration as the catalyst has not rea-ched its working temperature knownas the so called “Light Off” phase,see Fig 3. By increasing the exhausttemperatures of the internal com-bustion engine in a hybrid drivethe heating phase of the catalystcan be shortened thereby reducingemissions significantly.Turbocharged diesel engines, un-like port injected gasoline engines,have the problem of emitting soot.Especially during acceleration, sootemissions rise significantly due tothe turbochargers inertia causing aslow increase of boost pressure andresulting in air-deficient combus-tion. In hybrid drives there is thepossibility of assisting the enginesacceleration phase by “boosting”with an electric motor and com-pensating the turbochargers cha-

Costs, Driving Pleasureand Fuel Consumption

Fig.3: Emission Course of a Gasoline Engine in the NEDC, Source: own measuring

Prospects

energy conversion losses and theadditional weight.Hybrid technology is currentlybeing offered mainly in top-endvehicles and SUV. The high electri-cal power needed is immense andcauses high system realizationefforts. From the financial point ofview, new technologies are firstintroduced in top-end vehicles, sothat in time they can be fitted in thelow-end classes. It is questionable,though, whether the hybrid techno-logy is suitable for all car segments.Research work shows that fuelsavings with hybrid drives are high-est in the compact and subcompactcar segment. In city traffic the classicadvantages of hybrid drives likerecuperation, start-stop or shortelectric propulsion runs can mostlikely be used. As performancerequirements are low energy storageis not a problem. Long trips at aconstant speed where a modern in-ternal combustion engine operatesat good efficiency occur less andhybrid drives actually have advantagesin fuel consumption and emissions.Hybrid drives specifically desig-ned for city use now are a reason-able alternative to electric cars.

Despite the known problems ofelectric cars the Federal Republic ofGermany wants 1 million electriccars on German roads by 2020.Here, one must not disregard thefact how our electrical power isgenerated. If the percentage of fossilsources is to large, electric cars donnot emit less CO2-emissions thanconventional drive trains (cf. Fig. 5).Another important aspect to be con-sidered when looking at electric carsis the heating system. The supply ofwarm air is an energetic challenge inelectric cars while with internal com-

bustion engines it is a normal waste-product.In order for hybrid drives to be asuccess, not alone the design of thedrive train is important, but also thecorrect dimensioning of the inter-nal combustion engine with theelectric parts for their operationalpurpose. Hybridisation is not a solesolution technique for everything.When a system is correctly im-plemented, though, it has greatpotential over the conventional drivetrains concerning fuel consump-tion and emissions.

24 Hybrid Drives

Fig. 4: Exemplary Comparison, Internal Combustion Engine – Electrical Motor

Source: own account

Fig.5: Exemplary Representation of Specific Emissions of different drive trains und Process

Chains of Energy Supply, by Source: Horst, J., Frey, G., Leprich, U.: Auswirkungen von Elektro-

autos auf den Kraftwerkspark und die CO2-Emissionen in Deutschland,

Kurzstudie,WWF Deutschland,Frankfurt am Main,März 2009

Authors:

Lehrstuhl fürVerbrennungskraftmaschinenTU München, Motorenlabor des LVK

Schragenhofstr. 3180992 München/GermanyPhone: 089 289 24137Fax: +49 (0) 89 289 24100E-mail: habersbrunner@lvk.mw.tum.dewww.lvk.mw.tum.de

Dipl.-Ing. GregorHabersbrunner

is scientific assistantat the Institute forInternal CombustionEngines ofTU München(Germany).

Prof. Dr.-Ing.GeorgWachtmeister

is head of theInstitute for InternalCombustion Enginesat TU München(Germany).

The steady growth that GIGA-TRONIK has enjoyed since itsfoundation is reflected in therapidly-growing workforce at allthe company’s locations. Behindthis positive trend is unbrokencustomer demand for GIGA-TRONIK’s development solu-tions and a base of extremelysatisfied customers.We talked to Dr. Edwin Tsche-schlok, strategic head and one ofGIGATRONIK’s two directorsto tell us the secret of the com-pany‘s success. “GIGATRONIK was quick torecognise the possibilities for syn-ergies and the potential to mergeautomotive electronics and IT, inparticular consumer electronics.We soon gained a competitiveadvantage in terms of both know-ledge and competence, with bothOEMs and component suppliersalike.” As he sees it, “If you havean advantage, you are committedto develop your own strengths, toturn your vision into targets and –no matter how much you pushahead – you must always aim atstrengthening the targets and pro-cesses of your customers, and youmust make sure your workforcefeels that it is indeed one work-force. The only way to achievesolid and sustainable growth

throughout the company isthrough a holistic view of one‘sown performance.” Another qua-lity that puts GIGATRONIK acut above the competition is itsautonomy and concentration onits core competencies. This be-comes uncompromisingly clear inthe company‘s corporate image:GIGATRONIK combines auto-motive electronics and IT intocarIT. The basis for solving futu-re challenges.

In summer 2009 GIGATRONIKand AEV, a 100 percent AUDI AGsubsidiary, formed the Joint Ventu-re Elektronische FahrwerksystemeGmbH (short: EFS). The com-pany, in which GIGATRONIKholds a 51% share, is based in Gai-mersheim near Ingolstadt. The aimof the joint venture is to developlong-term working relationshipbetween the two companies toconsolidate and further developsoftware solutions for chassis elec-tronics. As a result, promising tech-nological competencies will besecured and bundled. Within thenext few years, the company willemploy a 70-strong workforce inthe fields of system applications,new software development, andtools and products.

With the founding of DigitabelGmbH in Stuttgart the company hasopened up a new business field: thedevelopment and sales of individualsolutions for the most important enddevices of our age. Whether it’sapplications for consumers (B-to-C), business customers (B-to-B) orin the area of automotives (applicati-ons to automotive): customersexpect a professional and at the sametime creative and slim solution.The GIGATRONIK-Group nowhas more than 500 employees in thelocations Stuttgart (Headquarters),Ingolstadt, Munich, Cologne andGraz – and the sails are set for furt-her steady development.

AutomotiveElectronics and

Information Technology

GIG

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Since it was founded in mid 2001 by a small group of visionary engineers and

business economists, GIGATRONIK has grown into a specialist development

partner for automotive electronics and IT.

GIGATRONIK Ingolstadt GmbH

Am Augraben 19D-85080 Gaimersheim/GermanyPhone +49 8458 3488-00Fax +49 8458 3488-099E-Mail: info-ing@gigatronik.comwww.gigatronik.com

Dr.-Ing.EdwinTscheschlok

Author:

Joint Venture with…

Mobile End Devicesin Vehicles

Numerical simulation optimizes functionalityand costs in the development process

Progress based on tradition —This is not only the main guidingprinciple of the corporate philo-sophy of the SCHERDELGroup

but it also describes day-to-dayreality in the research and devel-opment activities, to which thecompany attaches great impor-tance. Here numerical simulationplays a major role as a tool used inprocess optimization and in pro-duct development. The main aimsbehind the use of computer-simu-lated processes are: shorter devel-opment times, cost-saving in rela-tion to tests and prototype manu-facture, more expertise in thechoice of materials, and decision-making based on scientific know-ledge.Since 1997 numerical simulationhas become increasingly impor-tant in the SCHERDELGroup.This tool aimed at improving pre-dictions relating to the technicalcharacteristics of stampings andshaped components was first usedat the location in Marktredwitz. However, the Mechanical En-gineering Division with its head-quarters in Coburg very soonbegan to benefit too from the useof the Finite Element Method inrelation to product development.On account of this positive expe-rience, the General Management

of the SCHERDELGroup deci-ded to concentrate the tasks rela-ting to numerical simulation in acompany created for this purpose –the beginning of Siment GmbH.Today, this company is a firmlyestablished member of the Groupoffering a wide range of services.Outside the SCHERDELGroup

it also provides valuable support inrelation to product developmentfor well-known companies frommany fields of industry.In addition to design, testing, pro-totype manufacture and decadesof experience, simulation is one

of the main elements of all devel-opment processes in theSCHERDELGroup. The fact thatthe expertise available in all thesefields can be called upon imme-diately results in an extremelydynamic development process.Problems are detected at an earlystage and, on the basis of the vir-tual model, alternatives can beefficiently assessed and redesignedat a reasonable cost, or new, inno-vative solutions can be designed.Without the use of numericaltools, innovations such as sleevesprings for piezo-injection sys-

SIMENT GmbH –simulation in the

SCHERDELGroup

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Mechanical stress and strength calculations

developer of metal structures forvehicle seating.At the end of 2008 SimentGmbH moved into new premisesin the Walter Bach DevelopmentCentre in Poppenreuth nearMarktredwitz. This has also pavedthe way for a possible increase inthe number of staff employed.(dk)

search, physics and mathematics)forms the core of Siment GmbH.These specialists devote all theirenergy to the tasks described abo-ve and are not satisfied until theproblem has been solved.The calculation methods are con-tinually being adapted to suitcustomer requirements. By meansof the crash software known as„PamCrash“, for example,SCHERDEL was able to offer its

customers the complete develop-ment process relating to metalstructures for vehicle seating.Whether design, calculation of thestandard types of load (protectionagainst load, headrest test etc.),prototyping or series production,all the measures are available from asingle source. For the customersthis represents a fully cost-optimi-zed procedure which, in the lastanalysis, has definitely strength-ened SCHERDEL’s position as a

27SCHERDELGroup

tems, dynamically stable spiralsprings for cam phasers, or com-plex stampings and shaped com-ponents for brakes would requirean immense amount of prototy-ping and testing. Siment is the world leader withregard to the dynamic calculation ofvalve springs and the simulation ofspring manufacturing processes forthe exedition of residual stresses.In mechanical engineering the rangeof activities includes simple strengthtests and stiff new analyses, transientcalculations of dynamic processesand the calculation of highly com-plex, physically coupled connectionsin mechanical, electromagnetic orthermal systems.It makes no difference whetherit's a question of vibrations in a

machine or the simulation of flowconfigurations in furnace installa-tions — thanks to the use ofnumerical simulation during thedevelopment process the benefitfor the customer is always thesame: weak points are eliminated,efficiency is enhanced and func-tions are optimized.A team of expert engineers ex-perienced in calculation work invarious specialized fields (mecha-nical engineering, materials re-

Author:

SCHERDELGruppeSIMENT GmbH

Scherdelstrasse 2D-95615 MarktredwitzPhone: +49 9231 603-610E-mail: info@siment.de

Georg Hannig

Graduate in physics

Simulation of a coiling process

Notch stress and topology optimization

Dynamic characteristics of valve spring

CFD simulation of car air nozzle

A use of this potential in the field oflightweight construction also in lar-ge-scale automobile productionwould be very interesting in consi-deration of the reduction in con-sumption and emissions going alongwith it taking into account that 100kilogram of weight reduction willsave around 0.4 liter of gas per 100kilometers and 10 gram of CO2 perkilometer respectively. Furtheradvantages are a higher agility andsafety in case of a crash as well as animproved long-term behavior due tobeing free of corrosion and due to abetter crack growth behavior. The significance of lightweight con-struction in the vehicle structure willsignificantly increase in the nextyears if you want to compensate theadditional weight caused by hybriddrive or batteries for electric drives.On the other hand, particularly newvehicles with electric drives offergreat opportunities to introducefiber-reinforced composites becausethe packaging can be completely re-modeled and thus especially structu-ring concepts suitable for fiber-rein-forced composites become possible. However, the way from aircraft con-struction with its very low numberof pieces to large-scale automobileproduction still requires great rese-

arch- and development efforts.While aircraft construction cancope with over 100 Euro of addi-tional costs for one kilogram ofweight saving, automobile con-struction can only cope with lessthan 10 Euro at present. But notonly do the cost structures vary bypowers of ten. Also the manufactu-ring times vary largely. Severalhours in aircraft construction areopposed by a few minutes invehicle construction. A furtheraspect are the available manufactu-ring capacities for carbon fiberswhich at present do not meet theneeds by far when used in large-scale production, particularly if it istaken into account that also theneed in aircraft- and machine con-struction or for wind energy plantssteadily increases.

Costs, manufacturing times and avai-lability of carbon fibers are not theonly challenges or obstacles, howe-ver. In comparison to metals, ani-sotropic material properties, “refrac-tory“ failure mechanisms, no welda-bility, extremely low heat expansionas well as different detection andinterpretation of damages are only afew examples. Also the lackingexperience in construction and cal-culation as well as in operations havebeen frequently stood in the way ofthe use of CFRP until today. There are different scenarios withregard to the introduction of fiber-reinforced composite technology inlarge-scale automobile production.Apart from the consequent develop-ment of complete fiber-reinforcedcomposite car bodies which of cour-se offers the highest potential withregard to lightweight construction,hybrid structures made of metallicmaterials and CFRP can be realized

The future potentialof carbon composites in the field of

lightweight construction

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Of all classes of materials, fiber-reinforced composites offer the highest potential in the field of lightweightconstruction, particularly carbon fibers are used. A weight saving of thirty percent compared to aluminumand a weight saving of sixty percent compared to steel has been proved in a lot of examples of application.Therefore, the composites have been established since many years in aircraft construction, in racing and inexotic niche vehicles. Current commercial aircraft projects like Boeing 787 or Airbus A350 aircrafts reach –with CFRP- wings and CFRP- aircraft body - a share of fiber-reinforced composites of over 50% and thushave replaced aluminum as the most important material (CFRP = carbon fiber reinforced plastic).

Specific strength and rigidity of metalsand fiber-reinforced composites(unidirectional)

Structuring- and construction conceptsfor composite vehicles

on the material- as well as on thecomponent level. In case of a mate-rial hybrid, aluminum- and steelstructures are locally reinforcedwith fiber-reinforced compositestructures. This particularly makesa (local) improvement of the crashproperties possible. A typicalexample are B-pillars with an opti-mized resistance to indentation. Incase of a structural hybrid, the areasof a metal structure are identified inwhich CFRP is particularly effi-cient due to its anisotropic pro-perties or the high energy absorpti-on capacity and only these arereplaced. Examples for this arebumper brackets. In both cases,effects like contact corrosion anddifferent heat expansion coeffi-cients must be taken into accountand the corresponding joiningmethods must be used (often acombination of adhesive bondingand mechanical joining).

An efficient use of fiber-reinforcedcomposites always requires a fun-damental understanding of materi-al-, manufacturing technology andstructural mechanics. The highpotential in the field of lightweightconstruction of carbon fibers canonly be used if they are embeddedinto the polymer matrix as a longfiber appropriate to the load. One of the most promising manu-facturing processes is based on thefact that the fibers in a textile pro-cess (for example braiding, weavingor knitting) are processed intonear-net-shape “preforms”. Doingit, attention has to be paid to smalldamage to fiber, few cutting scrapsand optimal fiber orientation. In asecond step, these fiber preformswill be impregnated in an injectionprocess with the polymer matrix,usually epoxide resin. This way,also complex structures can bemanufactured in about 10 minutes

according to the state-of-the-art.In order to considerably continueto reduce these cycle times requi-red for large-scale productions ofaround 100,000 vehicles per year,all manufacturing steps have to beconsistently optimized. This isalso necessary in order to realise apositive overall CO2 - balance asfar as possible – not only with thehelp of saving during operationsbut also with the help of an ener-gy-efficient manufacturing. Thisstarts with the manufacturing pro-cess of the carbon fibers and endswith the renunciation of the cata-phoretic painting. A further increase in productivityof the textile processes, newmatrix systems that harden morequickly and have a higher damagetolerance, tools that can be heatedand cooled down more quickly aswell as a quicker final machiningand joining are other examples.Structuring concepts suitable forfiber-reinforced composites, anoptimal construction and design aswell as a factory concept consi-stently tailored to all manufactu-ring steps are also crucial. On this basis, fiber-reinforcedcomposites will definitely – despitehigher material costs compared tosteel and aluminum and other chal-lenges for example in the field ofrepair and recycling – contribute toan improvement of environmentalcompatibility of the automobile andthus to guaranteeing mobility inthe 21st century.

Author:Prof. Dr.-Ing.Klaus Drechsler

Technical University of Munich Chair of “Carbon Composites“

85747 Garching Phone: (dienstl): 089 / 289 - 15087Phone: (Sekr.): 089 / 289 - 15092Fax: 089 / 289 - 15097E-mail: drechsler@lcc.mw.tum.de

29Carbon Composites

FRP – technology suitable for large-scale production

ITOOL simulation chain

„step1“ is an acronym for „Sports-prototype Team Engineering Pro-ject 1“ and includes, alongsidedevelopment and manufacture, theuse and marketing of this „racer ofthe future“. Unusually, and com-pletely contrary to normal practicein the automobile industry, thisproject will be interdisciplinary -with a network that is open in alldirections. The project includeswell-known international compa-nies with motor racing experience,which are financing the projectfrom their own funds.Each of the partners is making spe-cialists available for the project, and,as well as drawing on its internalresources, is also involving univer-sity students, interns and researchinstitutes. In this project based onvoluntary involvement, new tech-nologies, materials and assemblytechniques are being devised inorder to develop a completely newvehicle, which satisfies currentregulations - but, in addition, incor-porates the future issue of e-mo-bility.step1 is, first of all, a playground forexperts and lateral thinkers, whowant to see the ideas and innova-tions they contribute realised anduse them as references for theirown goals. Beyond the currentproject, however, step1 is also anetwork of competent team mem-bers, who are potential B2B part-

ners. The special thing is that, apartfrom a few meetings per year,communication takes place virtual-ly, for example using DeskShareand TeamViewer.Acting as an engineering partner inthis inter-company project, GFi isexpanding its competencies inlightweight construction techno-logy and virtual product developmentthrough networking with researchinstitutions. The structural designwas developed at GFi and tuned tomaximum stiffness with lowweight. It was decided not to use aweight-intensive triangulation ofthe tubular lattice frame. Instead,rectangular structures were devel-oped, which are stiffened withaluminium honeycomb shear fields. Significant challenges for all part-ners are the structural design of thevehicle's carbon fibre bodyworkand the subsequent analysis and

optimisation of the aerodynamicsthrough numerical flow simulation.This process is supported by a fur-ther network partner, a specialist inFormula 1 aerodynamics. Otherexperts in step1 are working on thedesign of the chassis, drive systemsand the associated electrics/electro-nics and the on-board network.Since 1996, the name of GFi, anengineering and consultancy servicescompany in the automobile industry,has stood for lightweight construc-tion, first class quality, competenceand innovative solutions. GFi offersservices focused on consulting anddevelopment, prototypes, limitedseries and trade.

step1–a project

like no other

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While others work in strict secrecy on future topics in motor sport, GFi and itspartners are building an open network full of opportunities and with one commongoal: the step1 research project will create a prototype Group E2/C3 sports car thatreflects the very latest state of technological knowhow.

GFi Gesellschaft für technischeIngenieurleistungen

Levelingstr. 4085049 Ingolstadt/GermanyPhone: +49 (0) 841/886 86-0Fax: +49 (0) 841/886 86-98E-mail: frank.geiger@gfi-group.netwww.gfi-group.net

Frank GeigerAuthor:

First results analysis of the flow simu-lation (air flow around and throughthe vehicle)

Special Sectione-Car

Audi is working intensively toanswer questions of future mobi-lity. In late 2010/early 2011 the Q5hybrid will reach the market, thefirst Audi with a combination ofgasoline engine and electricmotor. In Geneva Audi was exhi-biting the A8 hybrid for the firsttime as a concept car: Its CO2emissions of 144 g/km (231.75g/mile) are the best figure in thefull-size category. Another worldpremiere in Geneva was the A1e-tron design study, which showsthat Audi‘s expertise in electricdrive systems extends down intothe compact car segment.At the end of 2012 Audi willlaunch the e-tron electric car thatwas seen last year at the FrankfurtMotor Show (IAA). A smallseries will be built, and will be thefirst electric car to reach the mar-ket.In the words of Rupert Stadler,Chairman of the Board of Mana-gement of AUDI AG: “In futureour customers will be able tochoose from an increasingly broadrange of driveline technologies.To accompany our high-efficiencyTDI and FSI engines, we shalloffer electric power in the bestpossible forms for a wide range ofmobility needs. The hybrid drive-line will be followed by all-elec-tric vehicles.” The “e-tron” name

will have an important part toplay. “Just as “quattro” has be-come a synonym for all-wheeldrive, so “e-tron” is to be theAudi brand name for electricmobility,” continues Stadler.When developing alternative drive-lines, Audi is pursuing a strategyof introducing each technologywhere it is appropriate for specificmodel lines and markets, in otherwords where it will offer cus-tomers significant benefits. “We regard the full hybrid as weknow it today primarily as a veryspecific technology for reducingfuel consumption. In due courseplug-in hybrids will demonstratetheir strong points when drivers

expect to cover longer distancesin the pure electric mode, in com-bination with a conventional engi-ne,” says Michael Dick, Memberof the Board of Management forTechnical Development at AUDIAG. According to Dick: “The strengthof the electric car clearly lies inthe urban mobility area, where thedemand for emission-free localtransportation will stronglyincrease.” In addition to hybridsand electric cars, Audi continuesto develop its long-term compe-tence in the development of basicpropulsion concepts using fuelcells and hydrogen as an energycarrier.

AUDI AG:driveline strategy for thefuture – electric mobilityas an integrated concept

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Q5 hybrid to be unveiled in 2010, A8 hybrid can be ordered from late 2011 World premiere for A1 e-tron study at Geneva Motor Show “e-tron” to be Audi‘s brand name for electric mobility

Study Audi A1 e-tron

matic downsizing demonstrates itsfuel-consumption advantages incombination with the electric dri-veline: the average fuel consump-tion is only 6.2 l/100 km (37.94 USmpg), equivalent to CO2 emissi-ons of 144 g/km (231.75 g/mile).The Audi A8 hybrid uses the par-allel hybrid configuration – a highlyefficient principle that avoidsunnecessary friction and powerlosses. The powerful electricmotor integrated between the 155kW (211 hp) four-cylinder petrolengine and the eight-speed tiptro-nic transmission can supply a furt-her 33 kW (45 hp) to the drive-line, as well as a vigorous 211 Nm(155.63 lb-ft) of torque.The A8 design study is a fullhybrid, that is to say the gasolineengine or the electric motor canpropel it either separately ortogether. In the pure electric drivemode the car can reach 65 km/h(40.39 mph) and cover a distanceof more than two kilometers (1.2miles).

it is electrically propelled and hasa range of more than 50 kilo-meters (31 miles) in city traffic.With a peak power output of 75 kW(102 hp), the A1 e-tron is also funto drive.When the battery‘s energy supplyis exhausted, it is recharged by anexceptionally compact “rangeextender” consisting of a single-rotor Wankel engine and an elec-trical generator with a chargerating of up to 15 kW. This device gives the A1 e-tronan additional range of 200 kilome-ters (124 miles). According to thedraft standard for determining thefuel consumption of range-exten-der vehicles, the mean fuel con-sumption is 1.9 liters per 100 kilo-meters (123.8 US mpg), equiva-lent to CO2 emissions of only 45g/km (72.42 g/mile).

Audi was displaying the A8hybrid as an engineering study atthe Geneva Motor Show. Its twopower units – the 2.0 TFSI engi-ne and the electric motor – have acombined output of 180 kW (245hp) and a torque of 480 Nm(354.03 lb-ft). They give the carthe same outstanding performan-ce as a large-capacity conventionalsix-cylinder engine. This syste-

33Electric Mobility

Every year Audi invests around twobillion euros in development pro-jects, with the focus on continued pro-gress in internal combustion enginedesign and associated areas. Electricmobility is a further priority: In thisarea the e-tron show car seen at theIAA was a dramatic signal. At thesame time, the various activities arebeing grouped together strategically.Audi has established the e-perfor-

mance project house to deal withelectric mobility topics. Since theautumn of 2009 a team has been atwork on the research project of thesame name, with support from theFederal German Ministry for Edu-cation and Research. Members ofthe team, consisting of AUDI AGdevelopment staff and scientistsfrom various universities, are work-ing on the development of a newoverall electric vehicle concept,including the body, battery andpower electronics.

Audi will be expanding its “e-tron”model family step by step: the A1e-tron design study that the com-pany was exhibiting at the GenevaMotor Show is an innovativeMega City Vehicle (MCV). Likethe sports cars in the same family,

Contact:

Eric Felber

AUDI AGI/GP-P85045 Ingolstadt/GermanyPhone: +49 (0)841/89-90703Fax: +49 (0)841/89-90786Mobil: +49 (0)172/5915104eric.felber@audi.dewww.audi.com

Interior of the study AUDI A1 e-tron

Range extender of the studyAudi A1 e-tron

Engineering study A8 hybrid

Audi A1 e-tron

Audi A8 hybrid

The motor is not the only thing dif-ferent about an electric car. To a lar-ge extent, the vehicle electronicsarchitecture must be newly develo-ped. Issues that have to be addressedinclude the battery system, high-vol-tage safety and the on-board powerconcept. The Frecc0 design will takeinto account the vehicle’s interfacesto the power grid and how billingworks with concepts such as smartmetering (Fig. 1).Frecc0, a modular test platform, isa fully electric prototype vehicle

that relies on two hub motors andthe Artega GT chassis. The inter-faces of the individual compo-nents can be defined to ensure anextremely flexible system, so thatbatteries or e-motors can be easilyswapped out for instance. More-over, new components, even fromthird-party manufacturers, can betested in a real environment.Fraunhofer ESK is responsible forspecifying the vehicle interfacesand developing a central ECUthat monitors the operation of the

Frecc0. This allows alignment ofthe battery charging and drivingprocesses as an example. Thecentral ECU can do even morethough. It calculates the torquedemand of the hub motors andoptimizes the distribution of themechanical and recuperative brak-ing energy. Recuperative brakingturns the motor into a generator toretrieve braking energy and chargethe battery during operation. The goal is not only to developFrecc0 into a prototype for driv-

Fraunhoferelectric car puts

new technologiesto the test

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A network of 33 Fraunhofer institutes is currently developing solutions for electric

mobility. Among others, an electric car is being developed over the next year. The

Fraunhofer E-concept car type 0 – affectionately called Frecc0 – will have a conven-

tional chassis, but completely new electronics and power train. Fraunhofer ESK will

be involved in integrating the electronics, which are based on standards that allow

new developments for electric cars to be tested in a real vehicle.

Fig. 1: The Fraunhofer Frecc0 is opening up opportunities for research into electric power trains and electronic systems for electric cars,

as well as the required infrastructures

communication. Of special inte-rest is car-to-infrastructure com-munication, which not only enab-les high-quality driver assistancesystems and active safety, but alsoleads to energy-efficient drivingstrategies that improve the energyconsumption of the vehicle.

Because electric car drivers requi-re different types of informationthan before, researchers designeda new instrument cluster for thecockpit displays. Apart from theusual data such as speed, theinstrument cluster also shows thebattery level and current energyefficiency.With the market for electric carssteadily increasing, electromobili-ty has become a key area of re-search. Consulting firm RolandBerger and the Center for Automo-tive Research estimate that electricpower trains will grab a 12.7 per-cent market share in Europe by2020. In China, the number couldbe as high as 50 percent. For thisreason, Fraunhofer ESK is carry-ing out research outside of theFrecc0 project to identify ways toimprove electric vehicles throughinnovations such as adaptivevehicle data networks. This devel-opment is designed to increasethe reliability and reduce thepower consumption of the ECUs.Another key area is inter-vehicle

35Fraunhofer E-Concept Car Typ 0

ing on test tracks, but to make itstreet legal. To do that, Fraunho-fer ESK is also tasked with iden-tifying the required safety con-cepts. One of the key aspects isthe so-called functional safety.This means monitoring whetherall components are functioning asplanned and checking the reactionof the system when individualcomponents experience one-offfailure. Because many of thesystems in electric cars are purelyelectronic and can’t be mechani-cally controlled even in emergen-cy situations, functional safety isparticularly important. This placeshigh demands on the researchers.Apart from developing and analy-zing their own requirements, theresearchers are also examining thefunctional safety requirementsoutlined in ISO Norm 26262,which will be published in 2011.Building on their own know-how,Fraunhofer ESK researchers aredeveloping new concepts that willmake future electric cars morefault tolerant.

Fig. 2: Frecc0 combines the Artega GT chassis with state-of-the-art e-concepts and

technologies for e-mobility Authors:Dipl.-Ing.Patrick HeinrichScientific employee

Dipl.-Ing. Falk LangerScientific employee

Dr.-Ing. Dirk EilersBusiness Unit Manger

Automotive

Fraunhofer Institutefor Communication Systems ESK

Hansastraße 3280686 München/GermanyPhone: 089 547088-383Fax: 089 547089-66383patrick.heinrich@esk.fraunhofer.dewww.esk.fraunhofer.de

Fraunhofer Institute for Communication Systems ESK

Fraunhofer ESK undertakes applied research focused

on information and communication systems that

are simultaneously secure, powerful, intelligent and

simple to use. The Fraunhofer ESK researchers are

experts in a wide range of information and communi-

cation technology fields, from transmission techno-

logies and protocols and systems to intelligent

applications. Because information and communi-

cation systems are increasingly implemented with

software, the researchers established software

methodology as an additional area of expertise. The

Fraunhofer ESK research expertise is applied by the

Automotive, Enterprise & Carrier Communication

and Industrial Communication business units,

which target industries that rely heavily on the use

of information and communication technologies.

The institute works with a wide range of customers

and partners in the automobile, telecommunica-

tion, production technology, automation and faci-

lities management industries.

Rohde & Schwarz Teisnach positio-ned itself as a manufacturer of char-ging stations for electronic vehiclesby winning a big order from RWE,one of four leading energy suppliersin Germany. Starting with thefederal project „Elektro-Mobilität“,initiated by RWE, more than 800charging stations have been manu-factured. The manufacturing plant inits vision as service provider is res-ponsible for the mechanical con-struction and manufacture as well asparts of the design of the chargingstation. The gain in experiencemade in this project induced Rohde& Schwarz Teisnach to create itsown charging station.

In presence of the bavarian Ministerof State Helmut Brunner, Rohde &Schwarz Teisnach celebrated the

opening ceremony of the first ownbrand charging station in the BavarianForest on May 1st 2010. MinisterHelmut Brunner covered the first

meters in a small electro speedsteronly in walking pace. But then heaccelerated and speeded throughthe parking area of the university

Charging the future–Rohde & Schwarz Teisnach

offers revolutionary designto the world of E-Charging

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The beginning

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From left to right: University President Prof. Dr. Reinhard Höpfl, Executive Director soleg

group AG Bernhard Seiler, Minister of State Helmut Brunner, 2. Mayor of the city of Teis-

nach Markus Hauf, Executive Director soleg group AG Josef Weindl, Rohde & Schwarz

plant manager Johann Kraus at the opening ceremony of the 1st charging station in the

Bavarian Forest

campus in Teisnach. He turned skil-fully, came back with high speed andstopped at the 1st solar charging sta-tion in the Bavarian Forest. Howthe charging station works, whatbenefits electric vehicles offer and

how E-cars and E-bikes drive hasbeen proved by Minister Brunnerand over 3000 visitors. But whatmakes the difference with the newcharging station in the BavarianForest?

In the field of E-Mobility, impor-tance is attached not only to a fancydesign of the vehicles, but also to thedesign of the infrastructure. This isdemonstrated by the charging sta-tion of Rohde & Schwarz Teisnach,which has been designed in authori-ty of the Munich Designer OliverKessler. The charging stations ofRohde & Schwarz Teisnach havebeen created with the aim of grea-test possible variability. Amongstothers, one type features high posi-tioned LED indicators, that showevery user from a distance, if the sta-tion is occupied or free – even in therush hours. Moreover, there arevariations for car parks or homecharging. Clear style with high recog-nition value and optimized integrati-on into public areas has been themost important target during thedesign phase. Of course, the outsideappearance can always be adapted tothe wishes of the operator.

37Charging station for E-vehicles

From left to right: The product family of the E-POWER STATION with the types L 2300

S 1900, W 1000 und H 1000

The concept of E-WALD

The design

With the E-POWER STATION,Rohde & Schwarz Teisnach sup-plies secure and user-friendlyinfrastructure for electric vehiclesof all kind. Clever charging is nowpossible from lorries to bikes.Actually, Rohde & Schwarz Teis-nach offers all available identifica-tion models as credit cards, auto-matic recognition of vehicles orthrough mobile phones. Thehousing is made of high-qualityaluminium or stainless steel andprotects the inner life againstadverse weather conditions. TheE-POWER STATION offersindividual lacquering in anycolours (RAL) to meet customersrequirements. A graffiti resistantcoating is also available onrequest. Particular attention ispaid to a safe and vandal-proofdesign. Especially the areas ofhigh voltage are protected againstopening by force and the insertedplugs can be locked during thecharging process. The ingressprotection rating of the chargingstation is generally IP54. Thecharging points show either 3-pole SCHUKO® sockets (230 V /13 A) or 5-pole CEE sockets(400 V / 16 A etc.). A 7-pole IEC2 standard socket for electricvehicles (400 V / 16 A or 32 A)offers high speed charging as anoption. Every single socket is pro-tected by an earth leakage circuitbreaker and a standard circuitbreaker to guarantee the safety ofour product. A contactor controlassures that there is no voltage onthe sockets when the plug is notinserted or not locked safely. TheE-POWER STATION is provi-ded with power connection termi-nals for the connection to the gridand optionally with a separate fee-ding area with a house connectingbox (type: JEAN-MÜLLER,KH00-100A, DIN 43627). Anintelligent RFID system allowsfast and secure identification ofpersons permitted to use thecharging station and offers an easy

way of payment (prepaid system).The payment is based on thecharging data collected by separa-te active current energy meterswith MID approval (e.g. Finder7E3684xxx). Optionally, the iden-tification and billing data is sent toa central billing point via GSM orGPRS.The versions EPS_L 2300(H/W/D ca. 2300 x 460 x 230)and EPS_L1900 (H/W/D ca.1900 x 460 x 230) are equippedwith a user interface displayingthe charging status and furtherinformation like the next car par-king or shopping facility.

But ideas in Teisnach go far bey-ound. Simultaneously with the ope-ning of the 1st charging station at theTechnology Campus, MinisterBrunner has been handed over aconcept of the E-WALD. Rohde& Schwarz Teisnach, Soleg andthe Technology transfer centresof the University of Deggendorfin Teisnach, Freyung and Chamhave developed this concepttogether. Further companies aswell as desicion makers on muni-cipal levels have already been wonover for the project. The alreadyelaborated idea stipulates, thattourists leave their train at themain station in Plattling and changeto a reserved E-car to drive totheir vacation resort in the BavarianForest. The driver will be in-formed about charging stationsand touristic highlights along theroute through board computerand navigation system. Centrallocations like hotels, car parks, busstations and public offices shouldbe equipped with charging sta-tions. One of these charging sta-tions can be reserved by the driverand the car can be reloaded duringa hiking trip in the national parkor during a cultural event. Thenecessary charging infrastructureas well as the solar modules forthe production of energy and theinformation systems can be devel-

oped and realized in the closerregion. Even the necessary E-carscan be manufactured by co-opera-tion partners.

The electronics group Rohde &Schwarz with its headquarters inMunich, Germany, counts amongthe leading suppliers worldwide inits business fields measurement,broadcasting, secure communica-tions as well as radiomonitoringand radiolocation. Founded morethan 75 years ago the independentcompany is represented through asales and service network withsubsidiaries and offices in morethan 70 countries. Approximately7.200 employees generated a netrevenue of € 1,2 billion during thefiscal year 08/09 (July to June). InTeisnach, Rohde & Schwarz runs amanufacturing plant with about1.100 employees. The completemechanical and electromechanicalmanufacturing of Rohde &Schwarz products is realized inTeisnach. The widespread compe-tence in manufacturing is also offeredto external companies which takeabout 30% of the total manufac-turing capacity.

38 Charging station for E-vehicles

Contact:

Rohde & Schwarz Teisnach

Kaikenrieder Str. 2794244 Teisnach/GermanyPhone: +49 (0)9923 8571 704Fax: +49 (0)9923 8576 704E-mail: thorsten.frieb-preis@rohde-schwarz.comwww.teisnach.rohde-schwarz.com

Dipl.Kfm.Sales ManagerThorstenFrieb-Preis

Rohde & Schwarz

The concept of E-WALD

The engineering