New AUTOSAR platform - Automotive · PDF fileNew AUTOSAR platform From autonomous vehicles to additive manufacturing CONNECTED CARS at tipping point Vehicle data security ... None

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“We believe the future is in fast, non-contact measurement, where appropriate. Adcole contact gages are the most accurate in the world.”

– J Brooks Reece, President and Chief Executive Officer of Adcole Corporation. Page 32

Reducing DEVELOPMENT TIME FOR GAUGES to one year

Doors open to innovative suppliers

New AUTOSAR platform

From autonomous vehicles to additive

manufacturing

CONNECTED CARS at tipping point

Vehicle data security under spotlight

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Volume 194 • Number 3 • November 2015

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Intro: Maintaining control.............................................................................................................4 Bumpy ride ahead for auto industry ............................................................................................6 Audi – Doors open to innovative suppliers ................................................................................10 KSPG – Powering ahead of the pack ........................................................................................14Röchling – Aerodynamics for comfort and lower emissions .......................................................16Under the skin of Jaguar’s first SUV ..........................................................................................18 GKN – Torque vectoring enhances the driving experience .........................................................22 Johnson Controls – The science of seating ...............................................................................24Novelis – Rolling out aluminum supply to meet growing demand ..............................................26Harman - Data and technology-driven road safety ....................................................................28 Adcole – Synergies reduce time to market for new gauges .......................................................30Focus – From autonomous vehicles to additive manufacturing .................................................32 Telemotive – 15 years of innovations in electronic networking .................................................. 38TE Connectivity – The race for faster and more secure connectivity ..........................................40Secunet – Securing the “computer on wheels” .........................................................................42TomTom - Enabling connected cars to see beyond their sensors ............................................. 44OPEN Alliance – Controlling big data in the connected car .......................................................46 Jasper – Connected cars at tipping point .................................................................................48Elektrobit – Partnership puts ADAS in the fast lane ...................................................................50New AUTOSAR adaptive platform on its way ............................................................................52EDAG – Bionic design and additive manufacturing go mainstream ...........................................54 Getrag – Automatic transmissions contribute to fuel economy ..................................................56 Covestro – Plastics paving the way for e-mobility and reduced emissions .................................58 INCHRON - Real-time health tool delivers projects under budget and on time ..........................60 AGT – Managing Big Data to make cities more competitive ......................................................62DiMora – Zen and the art of car design .....................................................................................64Geico – J-Hive painting system puts new finish on paint shop design .......................................66MOL - Reducing the environmental impact of vehicle shipping .................................................68

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As perhaps something of a traditionalist this writer sees nothing unusual in the proposal. However, Google in response to an AFP enquiry stated: “We’re gravely disappointed that California is already writing a ceiling on the potential for fully self-driving cars to help all of us who live here”. It can be argued that California set the trend towards the lowering of emissions in 1966 when tailpipe emission standards for hydrocarbon and carbon monoxide emissions were adopted by the California Motor Vehicle Pollution Control Board. These were the first of their kind in the United States, and one of the first in the world. It is, therefore, safe to assume that other states and countries will be taking their cue from the Californian rules of the road for self-driving cars.

It may be a good idea for both the legislators and the technical teams designing self-driving or autonomous vehicles for the roads to first

Maintaining control intro

Editor, Ed Richardson

order to extend the boundaries, to generate publicity and – let’s be honest here – to have a bit of fun. Engineers are only human and enjoy their toys as much as the rest of us. (Perhaps more than the rest of us, but that is the topic of another conversation.)

Companies like Google may well find that passengers will be uncomfortable being transported in a vehicle for which there are no controls. Certainly, the first accidents that will happen on the public roads will be those caused by drivers in other cars gawking at the oddity. Therefore, due to a combination of human and physical factors removing “dumb” vehicles from certain routes

or roads is the only way that fully autonomous vehicles will be able to operate safely – and that isn’t going to

happen any time soon. None of which means the industry

shouldn’t be going full speed in the race to develop autonomous vehicles. As with motor racing (or the space program), it is only when technology is pushed all the way to the edge (and beyond) that real breakthroughs happen.

In the meantime, a far bigger threat to the traditional auto industry identified by Capgemini is the entry into the aftermarket

business by a disruptor like Amazon. Real-time data analytics will see the aftermarket

disrupted by a provider capitalizing on the increasingly connected car by showing drivers

where to purchase a particular part, or delivering it in under an hour. Or directing them to a F1-style “pit stop”

which undertakes repairs virtually on demand, says the company. And, as we see in this issue – many of the components can be produced through additive manufacturing (or 3D printing).

Amid all this uncertainty it takes cool heads, an intuitive understanding of the market backed by solid research and an addiction to the adrenalin rush brought on by tension to successfully steer OEMs through the multiple threats from disruptive technologies. Looking at the published results of the top (traditional) automotive assemblers it would seem that it is way too soon to confine them to the junk heap of history – as any new entrant will find to its cost. It is not only the engineers having fun testing the limits of the industry.

ask the customer what they want. One of the predictions for the coming year by consulting and technology firm Capgemini is that 2016 will see the first driverless vehicle accident caused by a software fault.

In this edition of Automotive Industries we have a number of companies discussing another threat – that of cyber security. A control-less car or one without a mechanical override will be at the mercy of hackers. Another challenge which does not seem to be gaining much traction as yet is the reliability of wireless connections. It is not unheard of that cellular and other networks go down. Autonomous or semi-autonomous vehicles rely on constant streams of data on which to base calculations. Any disruptions to the flow will put their passengers at risk – particularly if they are fully autonomous.

Customers know this. Sure, have fully autonomous vehicles running around test tracks or other controlled environments in

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

In December 2015 California motor vehicle department officials proposed self-driving regulations that make

it compulsory for a real live driver to be able to take control where necessary – in other words, the car has a

steering wheel, brakes and accelerator.

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M2M, IoT & Big Data

As Machina Research’s new strategy report “Carmakers’ Strategies for the Connected Car” shows, the advent of the connected car is part of that innovation, and in that sense it is a component of the OEM’s survival strategies. It is remarkable how small has been the impact of the Internet on the car industry to date. Whereas other big sectors such as telecoms, entertainment, retail and tourism have been thoroughly disrupted, the car industry’s products and business models would be recognizable to a time traveler from the 1950s.

Bumpy ride ahead for auto industryBy: Jeremy Green

The complex web of technologies, industries, and behaviors that has developed around

driving, car ownership, road building and car assembly is deeply embedded in all

economies. While the automotive sector is mature, it is not obsolete. There is still scope

for more technological and business model innovation.

But the Internet is now beginning to disrupt the value chains that link the car industry to its ancillary services and suppliers. Services which were once provided by the OEMs and their tied dealers are increasingly being provided by dedicated horizontal or specialist players; Openbay, and the car finance specialist Zuto.com are examples of this.OEMs should be careful what they wish for

OEMs plan to add connectivity to vehicles in order to increase their revenues and reduce their costs. But, it is entirely possible that others players will benefit more than they will. This is what has happened in other sectors when the Internet disrupted them. The chief beneficiaries might be “Over the Top” (OTT) service providers like Moj.io, OS players like Apple and Google, and new internet-based automotive parts and service providers.

It is likely, too, that some OEMs will be winners and others will be losers. The advent of connectivity is likely to accelerate the trend toward consolidation, as those players who cannot sustain the level of investment needed to engage with the software and platforms required for connected services either fall by the wayside or become builders of commodity hardware products. The latter is what happened to most PC manufacturers, and is now happening to most smartphone manufacturers.

In both industries one company – Apple – stands out as the glaring exception to this trend. Perhaps the Apple of the automotive world will also be Apple, though we think this is unlikely. So OEMs need to steer a tricky course. They argue that they are the valued lifestyle brand with which their customers most identify, but they

The BMW Connected Drive has its own app store.

LEFT: Apple’s entry into the auto market was through CarPlay, which features Siri voice control and is specially designed for driving scenarios.

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also know that they cannot afford to insist that the latter stop using their preferred smartphones when they get into their vehicles.

Naturally, they wish to avoid a future in which they are relegated to manufacturers of increasingly commoditized hardware, with software and services provided by a third party. The acquisition of Nokia’s mapping and navigation services business Here by three German OEMs in August 2015 is an indication that the car makers do not intend to just lie down and become doormats for the IT industry.

Their freedom to maneuver depends in part on their strategy for embedded connectivity. Machina Research believes that an increasing proportion of passenger vehicles will feature a built-in vehicle platform with its own embedded connectivity; over 80% of new vehicles will have factory-fitted connections by 2024, by which time there will be almost 624 million vehicles on the roads with such a connection.

However, OEMs mostly do not propose to connect all of their models at once, but to roll out embedded vehicle platforms through their ranges, from the top down. Where there is no embedded connectivity, projection mode is attractive as a quick fix to provide connected services. Conversely, where there is an embedded platform the OEM can consider pursuing a different strategy for infotainment and navigation services. It can also emphasize the superiority of built-in connectivity over a brought-in tablet or smartphone, and itself offer smartphone applications that include telematics services like remote heating control and door locking.

Where there is embedded connectivity and a built-in platform the OEM has the option of trying to retain control of the UI and the ecosystem. BMW’s Connected Drive is probably the clearest illustration of this. It specifies the look and feel of the system and maintains its own app store, which is used to provide system configuration and add-ons beyond the most basic features.

Some OEMs have aligned themselves with the Connected Car Consortium and its MirrorLink standard, a lineal descendant of

Nokia’s Terminal Mode project to develop an open projection mode protocol not tied to any specific smartphone OS or ecosystem. In practice, though, MirrorLink seems to work only with Android devices, and most OEMs have chosen to implement it alongside Android Auto and/or Apple’s CarPlay in their vehicles. Almost no OEMs have put all their eggs in the MirrorLink basket.

There can be little doubt that the major consumer technology platforms (mainly Apple and Google) will become an increasingly important part of the connected car service value chain. Automotive OEMs have been accustomed to being the center of their own universe, with their peer competitors the ones to watch. Their relationship with IT, software and electronics companies to date has been primarily one of buyer-supplier in which they have had most of the power. This will not be the case with either Apple or Google, whose dominance in the customers’ connected lives and devices means that they will be able to set their own terms.

We think it is unlikely that either Apple or Google will become major car makers. By the metrics by which they measure themselves building and selling cars is not a good business. They may make small forays into this area in order to increase their understanding of how the market works, but we do not think that many people will be driving an Apple or a Google car (or being driven by one) in five or even 10 years’ time.

Instead, Apple and Google will aim to become the main prism through which customers experience connected car services, and thereby to insert themselves into the value chain for car related services such as insurance comparison, after-market parts and services, advertising and promotions, infotainment and navigation services.

OEMs will resist this more or less successfully, depending in part on the strength of their relationship with their customers and their ability to engage with the world of software and platforms. But they can ignore it at their peril.

Early Google driverless car prototype.

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creation process. In this way we can optimize the concepts for our new components together with our suppliers right from the start. That’s very important, especially with new technologies such as electric mobility and digitalization where we have only a little experience so far. This allows us to avoid adjustments at a later stage, which can be very expensive. In this way we create innovations that appeal to our customers and are also economical. That’s our goal.

AI: How does your modular strategy help you meet your targets?

Martens: Our modular platform strategy helps us to be competitive. We use as many similar – or ideally identical components – as possible in the models of the Volkswagen Group. Wherever a part or component is not brand-defining we

use identical parts. That is, with all parts that the customer does not see, hear or feel. In this way we achieve economies

of scale and profit from major synergies. That is an enormous advantage of our group-wide sourcing.

We save time, money and capacities. And not only do we save, but our suppliers save as well – both sides can produce more efficiently.

AI: Do you see an increase in modular outsourcing in the future, or would you prefer to keep core competences in-house?

Martens: The core competencies that allow us to achieve our “Vorsprung durch Technik” and

to differentiate ourselves from the competition must be Audi’s own competencies. So we develop those

competencies within the company. But, as we progress along our growth path, we continually reevaluate what belongs where. In the context of the technological shift to alternative drive systems and digitalization we are currently expanding our expertise in those areas for example.

Take our planned purely electric Audi SUV which is scheduled to launch in 2018: The expertise for the electric motor and battery management will be at Audi, and we will also assemble the batteries ourselves. At the same time, innovation is very diverse and increasingly involves more than one industry. But we have to – and want to – permanently react to new market developments and customer requirements. That’s why we also buy in specific external expertise.

“Suppliers’ importance is increasing also in the areas of innovation and globalization. On our path of internationalization we depend on suppliers that also have a global footprint. So we want the best partners by our side – that’s important in order to continue our success in the future,” says Dr. Bernd Martens, Member of the Board of Management of AUDI AG Procurement.

Automotive Industries (AI) asked Martens what business model the company follows in its purchasing strategy.

Martens: The focus of our procurement strategy is on increasing our company’s competitiveness. Cost efficiency is not our only goal, however. Our brand promise is “Vorsprung durch Technik.” In procurement we work intensively on helping to keep that promise. So, for us, creating and procuring innovations are equally valuable activities. How do we achieve it? We aim to be the preferred customer of our suppliers. The suppliers should first of all come to us with their innovative ideas.

innovation

Doors open to innovative suppliers By: Nick Palmen

Dr. Bernd Martens, Member of the Board of Management

of AUDI AG Procurement.

The shared goal is to be first to market with innovations for our customers. As purchasers we also see ourselves as enablers of a global success story. On the international growth path of our company our goal is to develop a global procurement network. For us, globalization also means localization. At many locations optimal local content is important in order to reduce the costs of parts and logistics, but also for example of taxes or import duties. Last, but not least, we pursue the goals of safeguarding quality and sustainability in the value chain.

AI: How do you optimize your processes for value creation? Martens: The key to success is to enter the product-

creation process at an early stage. This is why I expanded our value-analysis team last year. Our value analysts examine cost structures very closely in a very early phase of the product-

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AI: What are the principles determining the rating of a supplier?

Martens: On the one hand, a supplier’s competitiveness obviously plays an important role. On the other hand, our quality assurance, technical development, logistics and finance departments evaluate a supplier’s offer. All of that flows into the rating. Each department has to give its approval.

AI: Do you have different procedure for purchasing technically sophisticated components to that for more simple parts?

Martens: The fundamental procedure is the same: When placing all orders we make sure that we select the best supplier – and that means in terms of competitiveness, technical expertise, quality and reliability. One special aspect is the cooperation with our FAST partners on innovation. We will involve those suppliers as early as the predevelopment stage. The FAST suppliers will receive a predevelopment contract and ideally also a nomination. That can later be changed into a series order when the previously agreed premises have been met. We have defined new, significantly simplified processes for that. In this way we are creating the best conditions to put innovations on the market faster.

AI: What is the role of low-cost-country sourcing? Martens: With our Cost Competitive Country Sourcing

strategy we pursue the goal of identifying the most cost-effective country for certain parts. But it is important to keep an eye on the total costs as well. When we are considering in which country we will purchase certain parts, we also take the costs of logistics, import duties and taxes into consideration.

We ourselves produce in cost-competitive countries such as China or – from 2016 – in Mexico where we will produce the successor to the Audi Q5. Our localization strategy plays a special role here. We have decided in favor of Mexico mainly because we want to export the Q5 all over the world, and Mexico has the advantage of many free-trade agreements.

This means that we in procurement have to and want to achieve a local content of at least 65%. We will achieve this target by the start of production – we can already guarantee that. In the medium term, we have even higher targets: By 2019, we will localize even more parts or increase the depth of their localization. This will enable us to further reduce the costs of parts and logistics, and to cope better with currency fluctuations.

AI: How do you help suppliers cut costs without affecting productivity and quality?

Martens: We regularly invite our key suppliers to examine the entire value chain with us – with the goal of identifying potential that can lead to price reductions by optimizing costs on both sides. When we see that cost structures can be changed to achieve better pricing, we also take action on the second tier. In my view, the value analysis is decisive: It allows us to optimize costs in advance and work directly on the right levers right from the start.

AI: Where do you need more support from suppliers? Martens: The answer to that is clear: in the areas of innovation

and globalization. Our goal is to be the first manufacturer to put innovations on the market. To do that, we need the best and most innovative partners by our side. In the future we want to have a strategic exchange regarding technical concepts at a very early stage. Only then can we implement new ideas in new models faster and more efficiently. We want to cooperate more closely with our suppliers also on our internationalization strategy. We prefer to select suppliers that are prepared to travel around the world with us. In the ideal case we work with just one supplier for certain components at all our international sites. That eases and accelerates communication, and competencies don’t have to be newly developed from scratch every time.

AI: How do you convince suppliers to cooperate with you in this way?

Martens: In return we offer them early insights into our planning and discuss our strategies intensively with them. In the various material groups we will closely coordinate and intermesh our technological focus. This will save time and money on both sides. For this close cooperation, we started the FAST supplier program together with the Volkswagen Group at the beginning of this year; FAST stands for Future Automotive Supply Tracks. The response from our suppliers is very good: We have already nominated the first 44 FAST partners from a large number of applicants; the nominations will be completed by the end of 2015.

AI: At what stage do you bring suppliers in? Martens: We usually bring suppliers in two to three years

before the start of production – depending on the complexity of a component or concept. We will involve our FAST partners in the predevelopment phase, and long before specific vehicle projects start. That means significantly more than four years before a possible start of production. AI

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AI: What are your expectations regarding electric mobility?Dismon: Pure electric mobility with battery-powered electric

vehicles will become increasingly prevalent, but we will be in transition for some time. What is important is to identify the point at which ICE vehicles will start being supported by electrification more and more. The two aspects that are supporting these trends are legislation and cost. I believe that legislation and global climate conditions, in combination with megatrends such as organization of the electromobility, will force us to move forward with electric

mobility. We are prepared for that. AI: What are the biggest challenges you face with hybridization?

Dismon: The biggest challenge for us at KSPG is to find the right product space for us. We are not a company diving directly in traction systems, so we stay a little bit around powertrain with auxiliary systems and products. We have to expect that something will come on the board that is linked to the electrification of the auxiliary

systems according to the voltage. At present everything is running on 12V, and most

probably 48V will come. There also are a lot of high-voltage applications already on the market in

form of hybrids.Therefore, even higher voltages than 48V are in

discussion. From a development point of view, on one hand you have higher diversity. On the other we have aspects such as safety to consider, because everything ahead of 48V is really also on the critical side. Hybridization is a challenge so far in a sense that there is no interaction with the combustion system as such.

What we are seeing in the premium segment and among the technology leaders in the market is high-tech hybrid combination of ICE and electric power. The volume producers are on a completely

KSPG (formerly Kolbenschmidt Pierburg), which represents the mobility sector within the Rheinmetall Group, has annual sales of €2.45 billion (2014) and ranks among the 100 biggest auto-industry suppliers worldwide. It has three divisions – Hardparts (Kolbenschmidt), Mechatronics (Pierburg) and Aftermarket (Motorservice).

Automotive Industries (AI) asked Heinrich Dismon Chief Technical Officer, KSPG Automotive, what the company sees as the future of the conventional propulsion systems.

Dismon: I am a combustion guy, and honestly I don’t believe that the combustion engine will die in

innovation

Powering ahead of the pack By: Nick Palmen

Heinrich Dismon Chief Technical Officer, KSPG Automotive.

the near future. We will see the combustion engine going strong at least for the next two decades. There is no standalone technical global solution visible which really can replace the combustion engine at present. Conventional propulsion systems with an ICE (internal combustion engine) with a transmission as we know it, and even with an automatic transmission will be supported by electrification more and more. It is summed up by the observation – which wasn’t mine by the way – that “the best time for the combustion engine will come in combination with an electrical motor as a supporting system”. My point is that we will see the ICE still in individual mobility – passenger cars – and it will stay for a very long time in freight transportation.

“There is no standalone technical global solution visible which really can replace the combustion engine at present.”

Being able to offer the right products in the right places is helping the KSPG Group to outpace growth in the

global automotive sector by several percent.


with regard to engine cooling that 48-volt systems have an important role to play. To address ever-growing needs, the output of Pierburg’s newest CWA 950-48V electric coolant pump has been boosted to 950 watts, and this is only the first step.

AI: How do you help OEMs to reduce fuel consumption and CO2 emissions?

Dismon: Well, we have a wide range of products and solutions to support the OEM or other customers to help reduce fuel consumption. The first logical step is certainly to optimize the so-called base engine. Here we offer the latest technology in the form of low friction and lightweight engine components such as pistons, blocks and liner technology. Important in this segment are steel pistons for passenger car diesel applications, as well as bearing technology with minimized friction and lubrication consumption.

Lubrication is one of our focus areas from the point of view oil-supply, where we have the full range of oil-pumps available, variable mechanically driven up to fully electrically driven pumps. By the way, “pump on demand” is now being applied to coolant management.

We have fully electrified systems with the ability for post-shut-down coolant supply, as well as conventional coolant pumps with variable flow control. This enables the customer to reduce power consumption of the system, and provides greater control during the engine warm-up cycle. This reduces fuel consumption and also emissions.

We are also active in the air path and combustion process of ICEs. EGR, a very efficient and well established emission reduction measure on diesels, is becoming more and more attractive for boosted gasoline engines. We have adequate systems and components to assist our customer with layout and product support. Other technologies include variable valve trains, and an electric air charger which help manage engine performance. Depending on the configuration of the boosting system and air path there is also potential for using this technology to reduce emissions.

different track. They say that, to a certain extent, we will see hybrid vehicles with an ICE on board, but they will be a little bit simplified. On this side we really have to find adequate solutions.

AI: What does KSPG’s portfolio comprise of at present?Dismon: We understood ourselves in the past as a company

focused the combustion engine. We are now moving into the whole powertrain system. We certainly have a lot of products addressing the ICE, which is our history to certain extent. But we have also moved into transmission, with electrical oil pumps and hydraulic control systems. We are certainly delving more and more in the area of power management or efficiency improvement in the sense of coolant control, and also in the area of alternative drives with products linked to electrified vehicles, hybridized vehicles and even fuel cells.

AI: How does KSPG help carmakers achieve the crucial tipping point for electric drives in mass production?

Dismon: As an example, we’ve been very active in the area of fuel cell development for more than a decade. There are two principal problems with the electric drives on the market besides the technical challenges. If you look at alternative fuels such as hydrogen, on the one hand is the infrastructure, and on the other is the cost and attractiveness for the end customer. If you want to drive or buy a fuel cell vehicle now you are somehow limited with fueling it, and if Toyota doesn’t subsidize it, you will not be able to buy the vehicle. We want to solve the technical problems at a price level which allows for a sustainable market.

AI: How does your new electric coolant pump work?Dismon: Improving fuel efficiency and reducing emissions are

currently the driving forces behind developments in automotive engineering. In this context, a key role is played by the electrification of auxiliary components. These can run independently of the internal combustion engine and thus help reduce the latter’s power consumption. In the wake of these developments, electrically driven coolant pumps offer certain advantages. They can be used both for cooling the ICE and for other cooling requirements. It is particularly AI

Electric oil pumps improve engine efficiency.

The CWA 950 Pierburg electric fuel pump. In 48 volt systems, this pump delivers 950 watt output, thanks to the higher supply voltage.


Active speedlips, active grille shutters and new underbody paneling systems designed to improve aerodynamics from the badge on the bonnet to the tailpipe are helping OEMs to lower fuel consumption and reduce emissions thanks to less drag.

Drag’s contribution to the driving experience, as well as overall consumption is increasing as vehicles become lighter and the efficiency of powertrains improves. One of the leading innovators in the field of automotive aerodynamics is Mannheim, Germany – based Röchling. Design follows function

Automotive manufacturers use a clear design language for their vehicles in order to increase their brand value with a “familiar face”. A “vertical active grille shutter” (AGS) helps solve the challenge of ensuring that design does not interfere with air flow function. Röchling’s solution is vertically arranged blades, which allow a high degree of integration into the vehicle design while maintaining all functions.

The concept allows the air flap system to be placed immediately behind the radiator grille, even in demanding packaging geometries. A separate approach is followed with the integration of the active grille shutter into the decorative grille. For this purpose, the supplier has developed horizontal as well as vertical solutions under the “Evolution Style” concept. Continuously adjustable active grille shutters manage the flow of air to the engine compartment to match requirements. In fast driving the system optimizes the drag coefficient by closing the blades. One or more active grille shutters integrated as part of

a body-mounted encapsulation system also actively manages thermal management. The time required for the power train to heat up is shortened and the cooling down of the engine compartment is delayed considerably.Active Speedlips

The increasing market penetration of the SUV segment is one of the main factors causing effective aerodynamic management to become more and more important. Röchling Automotive has introduced Active Speedlips (ASL) which optimize the air flow in the vicinity of the tires, where the optimization potential increases in step with the size of the front surface of the tire. The speedlips, which were used as passive components up to now, can now be controlled electronically by means of compact actuators developed by Röchling.

To avoid damage caused by obstacles during slow driving, the speedlips are only extended upwards of a speed of 70 kilometers an hour.

Passive wind deflectors cause uncontrolled air turbulences. In contrast, the dynamic, active system causes the head wind – depending on the wind load – to flow closely past the wheel in a controlled way. As a result, the optimized air flow leads to improved fuel consumption and a lower cW value.

Active air dams with self-developed actuatorsWind tunnel tests conducted by Röchling were used to

determine the efficiency of a skirt extending across the entire front of the vehicle. Behind a rigid element, a mobile element is extended variably at relatively high speeds via actuator control. This deflects the air flow underneath the vehicle outwards and downwards.

innovation

Aerodynamics for comfort and lower emissions By: Nick Palmen

“The increasing market penetration of the

SUV segment is one of the main factors

causing effective aerodynamic management

to become more and more important.”

Optimized aerodynamics by the Röchling Automotive active grille shutters and active speed lips.

Automotive I n d u s t r i e s C E L E B R AT I N G 1 2 0 Y E A R S 17

central air distribution manifold for the air conditioning in a middle-class limousine of a large German automobile manufacturer. The lightweight solution has a sandwich structure and allows the air noise at maximum air flow to be improved by 6dB(A) and by up to 10dB(A) in certain frequency ranges. For the upper part of the air conditioning duct, the engineers used the noise-reducing material Seeberlite, which is made of LWRT. The latter is also suitable for use with complex component geometries, and the porosity of 80% in the open core layer allows excellent acoustic characteristics thanks to improved sound absorption, while significantly reducing weight. Other advantages include low pressure losses in the air duct system.

Air intake ducts for the engine also benefit from the Röchling approach. When LWRT is used, an improvement of several decibels is possible with regard to outlet noise, as unpleasant hiss is filtered out by the absorptive material. This means that there is now an interesting lightweight alternative for the high-frequency resonators in the air intake systems which combat annoying turbo noise. New structure for more comfort

Aluminum profile elements have been included in the multi-layer car body floor made from Stratura. In production, Röchling uses its SoftloftingTM technology to combine two functions. The combination of acoustically and thermally insulating layers in a LWRT sandwich structure together with integrated stabilizing aluminum elements optimizes NVH behavior.

With a field of action which rapidly takes effect upwards of a frequency of 500 Hz, the LWRT material reduces ambient noise significantly. In addition, the low weight multilayer car body floor offers protection against stone chipping and corrosion while also providing very good crash characteristics. This solution’s excellent acoustic properties increase passenger comfort by reducing road noise, according to the company.Acceleration without sloshing

Röchling Automotive has been presented with an award from the “Society of Plastic Engineers” for its SCR tank design. At the 16th Automotive Award Parts & Components 2015, the company was recognised in the “Power Train” category for its filling system.

Röchling’s design reduces the sloshing noise generated under high acceleration by the urea tanks used in some catalytic reduction systems. Urea is used to transform nitrous oxides in the exhaust gas into nitrogen and water without forming undesired by-products.

Drag, fuel consumption and emissions drop significantly as a result. At the same time, the longitudinal dynamics improve, and this contributes to the fun-to-drive experience. The active air dam also provides further opportunities for the optimization of the driving experience at high speeds.Many reasons for more functionality

New underbody materials developed by Röchling include self-extinguishing lightweight SyntraliteTM and the lightweight construction material Seralite, which does not burn even when contaminated with highly flammable fluids. Both materials offer low weight and a significant acoustic efficiency.

In the case of Seralite, a hybrid structure made of light metal and LWRT (low weight reinforced thermoplastics) is used. When Röchling Automotive pursued this idea further, it developed Stratura and ultimately of Rabotec. These sandwich structures make the large-series production of light weight, thermoacoustically insulating structural applications possible and affordable, according to Röchling.

The supplier also developed Peralite, an aerodynamically effective underbody for the low-cost-segment ready for production. It provides the basic functions of underbody paneling, and indirectly supports the trend towards increasing the closure of the underbody in the small car segment.Software filters out the best design

Röchling Automotive has developed software for filter design, which can predict service intervals and performance. Predictions made by the software have a close correlation with the results of field tests.

The simulation software takes regional differences such as local dust levels into account, thus allowing cross-market product development. The program identifies the filter characteristics by accessing manufacturer information such as vehicle data, targets with regard to service life or dust capacity of the filter, as well as information on the medium and specific packaging data such as pleat height and distance between pleats.

The software takes parameters such as filter medium and geometry, dust class and quantity, density, nominal air flow and environmental influences into account in order to determine service life and performance under different conditions. In addition, the software user can define the principal field of application of the filter.Noise reduction for a smoother sound

Air intake systems for the air in the car interior offer great potential for acoustic optimization, Röchling has developed a new AI

Simulation software by Röchling Automotive reduces time to market.

Speedlips behind the wheels of SUVs help reduce drag and retract at low speeds to prevent damage.


sets all Jaguars apart from the competition. The philosophy was not one of adapting the core DNA to suit expectations of how a sports crossover could ride and handle. Quite the opposite: Jaguar took everything that gives its saloons and sports cars class-leading dynamics and applied them to the all-new F-PACE.

This uncompromising approach drove demanding targets for the body’s weight, weight distribution, torsional rigidity, and aerodynamics - only with these fundamentals in place can chassis systems truly deliver. Given the ideal starting point by the

high stiffness of the lightweight aluminum architecture, the all-new F-PACE also has a long 2,874mm wheelbase,

which benefits not only ride but also dynamics because it helps to put the center of mass right between the axles.

Add double-wishbone front and Integral Link rear suspension – the most advanced of their type – and a sophisticated Electric Power Assisted Steering (EPAS) system, the result is a performance crossover which delivers an

unmatched breadth of dynamic capability on all surfaces and in all conditions. Proven on F-TYPE, the double-wishbone front

suspension designed for the all-new F-PACE was chosen for the same reasons: it out-performs all other systems. Extremely stiff in camber, double-wishbone suspension allows the front tires to develop lateral force more quickly. This makes the vehicle more agile because turn-in is sharper and response to the driver’s input at the steering wheel is felt immediately.

The other key benefit is superior roll camber gain characteristics: the tire is better able to maintain its contact patch throughout the suspension’s full range of travel, enabling it to generate more grip, and also maintain steering feel.

Automotive Industries (AI) asked Andrew Whyman, Jaguar F-PACE Vehicle Program Director, why the company decided to add a SUV to its line-up.

Whyman: We received such an overwhelmingly positive response to the C-X17 concept car which made its debut in Frankfurt in 2013 that we just had to make it a reality. We also expect this market segment to grow to around 20 million cars by 2020, so F-PACE is an exciting opportunity for us.

AI: What does the new vehicle offer to the driver?Whyman: This is a performance crossover with

outstanding dynamics, yet also delivers a smooth, quiet

innovation

Under the skin of Jaguar’s new SUV By: Nick Palmen

Andrew Whyman, Jaguar F-PACE Vehicle

Program Director.

ride. The F-TYPE-inspired design combines dramatic looks with a spacious interior and an exceptionally large luggage compartment. Together with our all-new infotainment system, our most advanced all-wheel drive system and an outstanding range of active safety technologies, the all-new F-PACE makes every journey a better, more rewarding experience.

AI: How does Jaguar’s lightweight aluminum architecture help the new F-PACE to deliver precision and control without sacrificing ride comfort?

Whyman: Everything about the all-new F-PACE has been engineered from the outset to deliver the driving experience which

Jaguar is turning heads with its entry into the sports utility segment of the market in the form of the F-PACE

– a SUV which, according to the company, “has the DNA of a sports car”.

The F-PACE Sport.

Automotive manufacturers around the world are constantly working to meet the environmental standards and fulfill the performance and design requirements of their customers at the same time.

With innovative aluminium sheet solutions and its global Novelis Advanz™ product portfolio of high performing alloys, Novelis sets new standards in automotive lightweight construction. Therefore, Novelis Aluminium is today used in more than 180 different vehicle models by worldwide leading automotive manufacturers. Not just aluminium, Novelis Aluminium.™

novelis.com/[email protected]

Global Partner for Intelligent Lightweight Construction


lateral stiffness can be far higher, making the vehicle more responsive. Caster stiffness can be increased too, which is felt by the driver as improved stability when braking.

The upper links are aluminum forgings, while the lower arm is hollow-cast aluminum – the optimum lightweight solution for this complex part. The springs and dampers are mounted separately, allowing each to be ideally positioned for the forces acting on the suspension and contributing even more to the all-new F-PACE’s benchmark dynamics and refinement. This design is also highly space-efficient, minimizing intrusion into the luggage compartment.

AI: How do the F-TYPE derived technologies, and in particular Torque Vectoring, enhance the agility of the vehicle?

Whyman: The Torque Vectoring system can apply finely-metered braking to the inner wheels to mitigate understeer during corner entry, helping the driver to keep the vehicle on the ideal line through the turn. The system works predominantly on the inside rear wheel to avoid any corruption of steering feel, and as a result system intervention is virtually transparent to the driver. To preserve Jaguar dynamics DNA and make the system as effective as possible, the calibration was done in-house, the controller is bespoke, and development was done in parallel with the base chassis handling balance. And because the system enables such fine levels of wheel control it can also deliver benefits at slower speeds too, such as when driving on mud or snow.”

AI: How is the electric power-assisted steering system optimized in the new F-PACE?

Whyman: The Electric Power Assisted Steering (EPAS) system has evolved. As well as software tuned with all of the learning taken from F-TYPE, XE and XF, the F-PACE system benefits from the addition of closed-loop control. Specially-developed algorithms calculate the forces coming back from the road and use this information to further refine the level of assistance, making the steering even more intuitive.

The EPAS system also benefits from a variable steering ratio - as standard. This is achieved using variable pitch gears on the rack bar and fixed pitch gears on the pinion. The more the driver turns the wheel, the more responsive the steering becomes as the system changes the contact point with the rack’s gear teeth from the valleys on-center to the peaks at full lock. But EPAS doesn’t just improve the driving experience: it also improves fuel efficiency because the motor only draws current when the driver turns the steering wheel. This helps to cut consumption and emissions on the European combined cycle by as much as 3%.

Aluminum is used almost exclusively to make the suspension as light as possible, most notably the front knuckles. The intricate, ribbed design is achieved by forging the components from cast blanks: this enables maximum stiffness for minimum weight. Among the other enhancements are bonded bushes for the tubular anti-roll bar: as well as better NVH properties these also prevent dirt ingress, improving robustness.

The result of years of advanced research and development, Integral Link is the most sophisticated and most capable rear suspension system available and provides unequalled ride, handling and refinement attributes. Integral Link separates lateral and longitudinal stiffnesses, enabling the suspension to provide the best possible comfort without compromising dynamics.

Bushes which manage longitudinal loads can be made much softer than would otherwise be possible with conventional multilink suspensions, enabling excellent energy absorption and therefore a smoother, quieter ride. At the same time,

Making a statement – the Jaguar F-PACE sets a Guinness world record for the largest loop-the-loop at Germany’s Frankfurt Niederrad Racecourse.

The layout of the rear axle assembly.

AI

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Volvo XC90 helps to integrate a plug-in hybrid powertrain into a global platform.

Mair: GKN’s systems integration capabilities resulted in an eAxle that minimizes packaging, and maximizes performance. Designed to fit in the same space as the rear drive module on the XC90 AWD (all wheel drive) driveline, the eAxle solution provided by GKN gives Volvo the ultimate flexibility to meet the customer demand mix between all versions of the XC90 driveline. Our technology enables new, axle-split hybrid architectures that make it simpler to integrate a plug-in hybrid powertrain into a global platform. It offers consumers a compelling mix of electric-drive efficiency and all-wheel drive capability.

By using the electric motor’s output as the transmission input shaft, the result is a smaller, lighter and higher performance electric drivetrain. GKN’s eAxle system incorporates an intelligent disconnect clutch technology that provides a more efficient eDrive mode by disconnecting the eAxle in the high speed driving range.

JH: How does the new AWD system Ford Focus RS work?

Mair: For the Ford Focus RS we developed a new version of the Twinster torque vectoring all-wheel drive (AWD) system. It is a combination of new gearing ratios and control algorithms that have helped Ford to create a car with unprecedented dynamics, feel and handling. The

Ford Focus RS uses a GKN AWD system with a PTU (power transfer unit) and a RDM (rear drive

module) utilizing the Twinster twin clutch system. GKN’s Twinster technology can apply torque to one or

both wheels independently, enabling the vehicle’s dynamic torque vectoring functions across its entire speed range.

The latest version of the Twinster in the Focus RS uses new gearing ratios that deliver more torque to the rear wheels than previous applications. When AWD is engaged, the Twinster drives the rear wheels slightly faster than the front. This fundamentally changes the way the car feels and handles. In curves, the Twinster makes the vehicle turn in more sharply, responding more immediately to the driver’s inputs. In Ford’s “drift mode,” the AWD system delivers even more torque to the rear axle, enabling the RS to achieve a controlled “drift” through corners.

AI: How can GKN help car makers to achieve the crucial tipping point for electric drives in mass production?

Mair: It started with a mild all-wheel hybrid drive which we developed 10 years ago in Japan. Then we did some hybrids in

Automotive Industries (AI) asked Dr Joachim Horst, Vice President Engineering at global engineering group GKN how the company’s electric “torque-vectoring” axle technology will help make the next generation hybrid vehicles more dynamic.

Horst: The eAxle system integrates GKN’s Twinster dual-clutch drive module, which distributes more torque to an individual wheel to help the vehicle turn faster. This greatly enhances cornering response – or “torque vectoring”. With the Twinster we can control the lateral dynamics of the car. We want the eAxle to be more than an add-on to a normal primary axle. Building it in will give us the ability to do some torque vectoring to enhance the stability and the lateral dynamics of the car.

This technology has a number of application opportunities, from automakers that want to produce hybrids with great off-road performance to performance-focused cars that require greater levels of on-road traction and cornering capability. Automakers are already using GKN eAxles to build more

innovation

Torque vectoring enhances the driving experience By: Nick Palmen

Dr Joachim Horst, Vice President

Engineering at GKN.

driver-focused plug-in hybrids such as the Porsche 918 Spyder and BMW i8 that blend efficiency with all-wheel drive performance. GKN’s new torque vectoring eAxle module comprises a 60kW, 240Nm GKN EVO electric motor which drives an electric axle with a transmission ratio of 1:10. A dual-clutch Twinster system then vectors the resulting 2,400Nm of torque between the rear wheels.

AI: AI asked Dr Rainer Link, Managing Director eDrive Systems at GKN how the new technology compares against conventional powertrains on performance and efficiency.

Link: The electric “torque-vectoring” axle technology will make the next generation hybrid vehicles more dynamic. The technology will help hybrids compete successfully against conventional powertrains on performance, not just efficiency.

AI: Dr Andreas Mair, Senior Director Product Technology eDrive Systems was asked how the new eAxle system for

Customers want electric or hybrid vehicles to be fun to drive, in addition to being economical and environmentally friendly. One of the ways of achieving this is by providing more power to the rear wheels through new axle technology.


AI: How can you make hybridization easier for vehicle manu-facturers and at same time more compelling for car buyers?

Link: As the car becomes more and more attractive for the end customer, the more hybridization is built in from the CO2 point of view and also from a power point. This is one direction that we are pursuing quite heavily at the moment. In generic terms, we are helping with systems development, getting rid of interfaces, increasing the power of whole modules and not just developing gearboxes, but integrating e-machine, power and electronics. The objective is offer modules that are both cheaper and easy to integrate. On one hand we want to help our customers to produce

attractive solutions within a reasonable price range and on the other, to make the vehicle fun to drive for the end

the range of maximum of 30% of the electrical power compared to the mechanical power. The first application we had with 20kW nominal power on the eAxle and 120kW mechanical power was in 2008. With the i8 we have exceeded that. But, what we are working on is products which provide more than 50% electrical energy compared to the mechanical energy of the car. Our goal is to provide more power through a transmission with higher capacity. We are able to offer integrated systems with reduced packaging, high torque and backed up by our global manufacturing capability. We are ready to support our customers with mass production.

Hybrid vehicles are moving now into volume production and everything in the driveline that we are developing for hybrid vehicle could potentially be used for pure electric vehicles. The tipping point for battery electric vehicles will be determined by the battery, and we have no influence on that. The tipping point for the fuel cell will be the actual infrastructure and what we have to offer there is our hydrogen storage technology. GKN is developing a hydrogen storage system, which is a very safe, low pressure solution for hydrogen storage.

The success of our eAxle systems in sports cars for Porsche and BMW demonstrated how the right kind of hybridization creates new value propositions for the driver. We are now preparing mass-production versions of the technology that can also deliver torque vectoring.

AI: How is the technology affecting GKN as a company?

Mair: Our company has evolved in the last five years from being the world’s largest supplier of limited slip differentials, constant velocity joints and lightweight driveshafts into a leader in intelligent hybrid and all-wheel drive systems. We worked closely with Porsche and BMW on the launch of the companies’ flagship plug-in hybrid programs: the Porsche 918 Spyder and the BMW i8.

The development and introduction of this critical technology will support widespread adoption of plug-in hybrids. We will accelerate the downsizing of eAxles and make it simpler to integrate electric torque vectoring into vehicle platforms. AI

Dr Rainer Link, Managing Director eDrive Systems at GKN.

Dr Andreas Mair - Senior Director Product Technology eDrive Systems.

user. Everybody expects to have good experience in an electric or hybrid vehicle.

AI: How early do you get involved in a new project with a carmaker?

Link: GKN has a very good, longstanding relationship with the advanced engineering departments. We

understand that our customers, the OEMs, want

much more than a component manufacturer. The full range of services that we provide to the customer in the

early stages of development includes simulation, consulting on operating strategies, and electronics development. You see mainly the hardware, but the software and the deep knowledge of the systems is something that opens doors that we couldn’t open in the past. This is our development direction.

eTransmission family. A Ford Focus Twinster.A torque vectoring eAxle from GKN.


to be a driving factor for the future mix of technologies and innovations. At the same time we understand that cost will be a factor.

What we’ve done is to look at who is driving those vehicles – the younger people that we call generation Y. People who grew up with the internet, with picking and choosing, mixing and matching mobile devices and individualizing everything. They will transfer these trends into the vehicle interior, and this is the challenge we respond to with innovations such as featured jet ink print covers, for example. This idea has a great individualization potential, with some unique advantages for the OEMs. You can ink jet print seat covers for special editions, smaller vehicles or for a specific line.

You eliminate stock in your warehouses because you literally print to demand. OEMs can also update their

designs on a regular basis. With ink jet printing you can create effects that

are not possible with any other technology. We are the only ones to have vertical integration from the fabrics and the fibers that we are weaving to the ink jet printing process, to the finishing, to the cutting, to the sewing, to the seat covers, to the foam, to the metal and to the plastics.

AI: What are the biggest challenges that are presented to you by the carmakers?Maashoff: The usual things – cost down/

weight down, more sustainability and more flexibility. That’s what they demand. Seats should

always get lighter, the cost should go down, versatility and flexibility, modularity and global application should go up. The weight should go down by 30%. You can imagine that this is quite a challenge, because eventually, just mathematically and physically, there are certain boundaries. We see that we are getting closer and closer to what is physically possible, what the materials can do.

That is why we are going into composites technologies and into combining certain technologies – having hybrid structures, alternative joining methods like laser welding, riveting, gluing, so that we can mix and match our technologies to hold up to the requirements of the OEMs. We also have a global footprint

Automotive Industries (AI) asked Andreas Maashoff, Director Industrial Design & Craftsmanship, Consumer & Market Research Industrial Design, Automotive Experience at Johnson Controls what technologies the company showcased at IAA in 2015.

Maashoff: At the IAA in Frankfurt we demonstrated a range of composite structure features. One project is CAMISMA (Carbon-Amide-Metal-based Interior Structure using a multi-material system approach), where we are working on a lightweight backrest structure for use in large-scale production. In it we combine steel, FRP, carbon-fiber nonwoven material and thermoplastic tapes made of carbon filaments in a multi-layer design.

This was shown in the seating demonstrator vehicle, the SD15. The simulated vehicle environment focuses on first- and second-row seating while addressing

innovation

The science of seating By: Nick Palmen

Andreas Maashoff, Director Industrial Design & Craftsmanship,

Consumer & Market Research Industrial Design, Automotive

Experience at Johnson Controls.

the three automotive megatrends from a seating perspective: autonomous driving, lightweight, and increasing customer demands towards individualization and style for future urban mobility.

If we examine the needs of the people that work and live in an urban environment, we see that they are typically looking for is flexibility and versatility in the interior. They are also looking for a great deal of differentiation and individualization in the interior. With electric vehicles there are certain additional features that you want to have or you would expect to find.

AI: How will the urban mobility trend affect design of vehicles in 2020 and beyond?

Maashoff: A number of trends are already addressed in the SD15 Demonstrator. We’ve picked the theme of urban mobility

Interior and seating design has become a mix of engineering functionality combined with flexible and appealing shapes, materials and uses. As always there is a continual focus on safety and costs. One of the leaders in the field is Johnson Controls.

“You eliminate stock in your warehouses because you literally print to demand, which is very attractive to the OEMs.”


In this case the OEM does the styling. They create the vision, the iconic direction, and they go as far as defining the style of the surfaces. But that is not necessarily the version for mass production. Johnson engineering does the structural development to those requirements, injecting innovative structural and manufacturing technologies. We are all designers and stylists, but our job is to turn it into something that can be mass produced. We work closely on all fronts with the styling studios and engineering teams of the OEMs. The level of involvement can vary from the complete package - from research to the final product – to starting later when there is need for styling. We can also build to print.

AI: What can we expect from Jonson Controls in the future?Maashoff: We will continue in the same direction. All the

challenges that we are addressing right now will be relevant for the next 5-10 years to come. Developments like autonomous driving, car sharing and urban mobility will drive a bigger part of our thought process, of what to do with structures, mechanisms, foam, fabric, trim and the complete seat.

which allows us to produce everywhere in the world with the same quality. If necessary we can source locally, but we always strive for global application.

AI: What does the new Recaro Sport Seat Platform offer to both OEM’s and the end customers?

Maashoff: With the new Recaro Sport Seat Platform (RSSP), now ready for series production we are combining lightweight design and modularity with numerous possibilities for customization. Generally, it is the same approach that we have on the side of the mass market products. We offer a great deal of common modules from our global portfolio applied to that sports platform. At the same time, we allow for a sufficient degree of customization. The idea is to have the structure itself – the load-bearing features – to come from our core product portfolio so there is a function or shell around which we adapt the seat to the specifics of the environment and the styling. It makes it unique to the customer, but the under layer is a modular structure that is a pure functionality. The features can be adjusted to the needs of the end consumer. With this innovation Recaro is addressing OEM customers who want to highlight distinctiveness with an attractive, lightweight car seat for their sporty and super sporty models, as well as electric vehicles.

AI: At what stage do you get involved in a project with an OEM?

Maashoff: Some OEMs ask us to start our research early in the design process to provide them with trends and insights and work with them basically from day one. That typically happens in the growth markets. Others provide us with their styling and technology requirements, and we provide specifications using their designs. In effect we industrialize their styling.

Cut-away showing the latest multi-material seat structure.

A front seat designed for the mobile generation.

The SD15 simulated vehicle environment showcases the latest trends in interior design.

AI


Automotive Industries (AI) asked Pierre Labat, Vice-President and General Manager, Automotive at Novelis what the outlook is for the aluminum industry.

Labat: We expect a continuous solid annual growth of 3-4% across our products in all our market segments, such as can, automotive and specialty products.

AI: Where do you see the biggest growth opportunities for Novelis?

Labat: We clearly see the biggest growth opportunities for our automotive business where we expect around 25% growth

per year globally for aluminum sheet (15% CAGR for Europe) and currently assume that the use of

aluminum in automotive will double by 2025. Today, Europe is the largest market for body-

in-white aluminum, but demand in other regions is now outpacing Europe.

North America is being driven by the CAFE legislation, while European OEMs in Asia are increasing production and building locally produced models with the same technology as in Europe. Novelis is growing

with the market to prepare for global demand, so we are available to all of our customers

worldwide. We are committed to being a global business, so that we can supply our clients with the

same high quality materials, irrespective of where their assembly plants are located.

AI: What would be the impact on the auto industry?Labat: Aluminum plays a key role in helping the automotive

industry meet its needs as it enables vehicle weight to be dramatically reduced. This is especially the case for aluminum used in vehicle structures, body panels and closures. Indeed, aluminum-based light weighting is the lowest-cost, most sustainable and technically most attractive option available to achieve this goal. As a result, aluminum utilization has grown significantly in recent

Built to serve European and global automotive customers and located adjacent to Novelis’ existing rolling mill and the world’s largest aluminum recycling center, at full production the line will increase Novelis’ European automotive sheet capacity to 350,000 metric tons per year.

It will provide global customers with high-quality automotive sheet, including the Novelis Advanz™ portfolio of alloys used in lightweight vehicle structures and body panels. “Coupled with our recent automotive expansions in North America and Asia, the opening of the new production line in Europe strengthens our industry leadership in the

innovation

Rolling out aluminum supply to meet growing demand By: Nick Palmen

Pierre Labat, Vice-President and General Manager, Automotive.

automotive market and uniquely positions Novelis to serve our global customers,” said Steve Fisher, President and CEO of Novelis.

“As automakers increasingly turn to aluminum to achieve better fuel efficiency and reduce CO2 emissions in their vehicles, Novelis remains the supplier of choice and the only manufacturer of automotive aluminum sheet in the three major auto-producing regions of the world,” he said. The technology used in the new Nachterstedt finishing line is identical to that of the lines recently commissioned in the United States and China, according to the company.

Global supply of aluminum automotive sheet has increased by 120,000 metric tons a year with the opening of a US$85 million heat treatment line at the Novelis plant in Nachterstedt, Germany.

Novelis’ new automotive heat treatment line in Nachterstedt, Germany.


the original qualities can be obtained during melting procedures, without additional expenditure. In line with our recycling centers in Latchford and Nachterstedt, the new automotive sheet line further supports our closed-loop recycling model.

AI: After the success of JLR’s F-Pace what other projects are you working on?

Labat: We are working with multiple customers on new projects in all market segments. Obviously we can’t share any details during development and testing stages, but what we generally see is that aluminum is significantly moving to smaller segments and high volume production across many major automakers. This trend can also be seen at Alfa Romeo, which recently launched a new version of its iconic sports sedan Giulia. It is the first model of the newly developed Alfa Romeo platform, and the basis for a total of eight car models. Novelis as the only aluminum supplier delivers the hood, fender and doors.

AI: What innovations do you have in the pipeline for 2016? Labat: Novelis sees the future for automotive BiW in a multi-

material design. The right material mix is inevitably important for the future to achieve weight, cost and performance targets of the various car manufacturers. Therefore, new and highly efficient joining technologies for different materials, such as steel – aluminum - carbon fiber, must be developed. Our patented Novelis Fusion™ technology is a key to achieve these cost efficient multi material joining solutions. Further new Novelis Fusion™ materials are in development for highly demanding BiW applications.

AI: Why should consumers care about recycled aluminum products?

Labat: As the leading low-carbon aluminum maker, we offer our customers the ability to make products with a smaller environmental footprint and meet automaker’s sustainability goals. In an increasingly energy- and carbon-constrained operating environment, saving energy and reducing emissions through recycled products will be a key source of competitive advantage for our company, for our customers and for our planet.

years, with an increasing number of car companies opting for either aluminum-intensive design or material hybrid concepts in which aluminum plays a significant role.

Given the unique material properties we see a major growth trend in the use of aluminum across high-volume vehicle platforms in all market segments, ranging from compact to SUV over the next five years.

AI: How is the new US$85 Million investment going to increase your global Automotive Aluminum capacity?

Labat: At full production, this line will increase Novelis’ European automotive sheet capacity to 350,000 metric tons per year and will provide global customers with high-quality automotive sheet, including the Novelis Advanz™ portfolio of alloys used in lightweight vehicle structures and body panels. Since 2011, Novelis has invested more than $550 million globally to triple its automotive sheet capacity to 900,000 metric tons by 2016.

AI: How do you bring the new facility in line with the other three in US and China?

Labat: The new line featuring state-of-the-art technology is an integrated part of the global automotive system. Using the same heat treatment line technology worldwide increases our flexibility as it enables production on several production routes in different regions. This results in better risk management, faster qualification processes and better response to short term demand changes and guarantees an ideal product-fit for optimal quality.

AI: How is the latest expansion going to enhance your automotive closed-loop model?

Labat: Novelis is the leading low-carbon automotive sheet producer and the leader in closed-loop recycling, offering customers a more sustainable solution. In order to reduce the use of energy and raw aluminum drastically, automakers are constantly aiming to increase the amount of recycled content. Together with Jaguar Land Rover in Great Britain and Ford in the US we have installed recycling systems which are specifically collecting the aluminum production waste. This is important because, in this way, AI

Novelis Automotive Shape Robot. Novelis automotive aluminum sheet.


Holistic in-car computing platform Inside the vehicle HARMAN’s Life-Enhancing Intelligent Vehicle

Solution (LIVS) brings together previously discreet or separate connectivity and operational domains under a central automotive computing platform.

“The future of driving is highly cohesive, personalized, intuitive and adaptive to drivers and passengers. The HARMAN LIVS automotive compute platform integrates all vehicle functions for a holistic and integrated approach to in-car electronics, connectivity and operations,” says Phil Eyler, President, HARMAN Connected Car.

LIVS technology can be seen – and experienced in the Rinspeed “∑tos,” which was on show at CES 2016 in Las Vegas. The ∑tos suite of technologies encompassing infotainment, navigation and connected car solutions are capable of learning and anticipating the preferences of vehicle passengers. ∑tos passengers communicate with the system by voice, hand gestures, physical controls or touch and/or a combination of these technologies based on each passenger’s preferences. The interior adapts seamlessly to different driving conditions.

According to the company the latest HARMAN technologies form the essential elements for the LIVS platform and make the intelligent car possible: • Scalable computing platforms adapted individually to the

needs of automakers and vehicle segments • Modular connectivity solutions, providing high-speed

networking interface for connectivity both inside and outside the car and can deliver connected services such as weather, parking and reservations

• Camera-based Advanced Driver Assistance Systems (ADAS), which monitor, record and assess the surroundings of the entire vehicle

A driver forewarned of poor road conditions, an accident or congestion can select an alternative route – or have one suggested by an intelligent GPS system connected to the cloud. This has been made possible through HARMAN’s latest navigation system, which integrates route guidance instructions with connected safety information via a combination of embedded and cloud-based services. By using the cloud to provide network-wide machine learning capability, HARMAN now has the ability to create dynamic map layers on top of standard supplier-based maps to deliver personalized and accurate route guidance.

The car will receive real-time information about speed limits, traffic lights, dangerous road conditions and even high-risk behavior of surrounding vehicles, which can then be distributed to any driver assistance subsystem using standard based solutions such as ADASIS (Advanced Driver Assistance Systems Interface Specifications). This real-time information can even tell drivers where to find the nearest available parking.

The advanced navigation solution is fully customizable to receive all types of sensor data from the car, such as GPS, gyroscope, accelerometer, LIDAR, and camera. Using on-board map localization algorithms, HARMAN uploads relevant data from the vehicle to a backend server in the cloud, which shares the information with other connected vehicles in the vicinity.

“As every car becomes connected, the ability to leverage distributed intelligence from the Internet of Cars (IoC) becomes a reality. We’re passionate about using this increasing amount of data produced by connected vehicles and blending it with intelligent navigation to make the driving experience safer and easier,” says Phil Eyler, president HARMAN Connected Car Division.

innovationData and technology- driven road safety

By: Nick Palmen

By understanding more about what is happening ahead on the road drivers can make critical decisions

sooner, which in turn helps to improve road safety and relieve traffic congestion.

Inside the Rinspeed ∑tos, a mobile test bed and showcase of

HARMAN’s LIVS technology.


This collaboration is a first for Microsoft in the connected car space. With access to relevant Office 365 services through intelligent personal assistant software drivers will be able to complete tasks such as scheduling meetings, hearing and responding to emails, automatically joining conference calls, and seamlessly managing events and tasks throughout the day. Drivers will also be able to hold Skype calls and conferences when in park or on the road with autonomous vehicles.

“Working with Microsoft is a natural fit for HARMAN as we continue our track record of making the car more sophisticated, productive and intelligent,” said Phil Eyler, president, HARMAN Connected Car. “Bringing the power of Office 365 into HARMAN’s connected car systems will provide new productivity solutions and transform the driving experience,” added Peggy Johnson, executive vice president of business development, Microsoft.

On-board cameras could help drivers to stay focused on the road while processing the information. HARMAN’s new eye and pupil tracking system measures high cognitive load and mental multitasking in the driver’s seat, and signals the car’s other safety systems to adapt to the driver’s state. “Safety on the road is more important than ever as more vehicles become connected. HARMAN is advancing solutions that balance drivers’ desire to stay connected in the car without compromising their safety and security,” says Alon Atsmon, vice president of technology strategy at HARMAN. “Our priority is to arm OEMs with a holistic range of integrated technologies that address both driver wants and needs, and the HARMAN eye and pupil tracking technology is another step toward a more intelligent driving experience.”

Adoption of in-cabin cameras is growing rapidly, enabling features such as occupant detection and driver drowsiness monitoring. By continually tracking the dilation of the driver’s pupils, the technology eliminates the need for complex sensors built into seats and steering wheels or biometric sensors that require physical contact with the driver. The data is used to intuitively adjust user interfaces, such as placing mobile devices in do-not-disturb mode or adjusting ADAS system intervention thresholds to minimize physical and mental distraction to the driver, according to HARMAN.

• Intelligent learning navigation and high-resolution 3D maps for high-precision positioning systems including micro-city and micro-parking models; ADASIS e-Horizon to extend drivers range of perception beyond their range of vision using V2X technology

• Personal component configuration in the car: LIVS helps the ∑tos raise the visual user experience to an unprecedented level with two curved, ultrahigh-resolution 4K 21.5-inch widescreen monitors and a central HD display that present relevant information to the driver and his or her copilots

• HARMAN 5+1 safety architecture with hypervisor and firewall protects all technologies and services, including OTA (Over the Air) update capabilities

• Complete office suite for autonomous vehicle mode, which affords the same level of productivity as a stationary office including one-touch video conferencing. HARMAN has entered into a connected car collaboration with

Microsoft, which will introduce new mobile productivity services, as well as utilize existing products, services and technologies, including cloud platforms, telematics and driver productivity. Most importantly, the collaboration will integrate key elements of Microsoft Office 365 productivity suite capabilities into HARMAN infotainment systems, according to a statement by the two companies.

HARMAN has acquired TowerSec, a global automotive cyber security company specializing in network protection for connected vehicles.

“The demand for connected – and eventually autonomous – cars is accelerating quickly, with OEMs and consumers understanding the enormous benefits that cloud data and analytics produce for enhanced safety, productivity and entertainment. At the same time, we cannot sacrifice security for functionality,” said Dinesh C. Paliwal, HARMAN Chairman, President and CEO.

“By acquiring TowerSec’s best-in-class suite of network protection software and gaining the expertise of their highly experienced security engineers, we will build on HARMAN’s 5+1 security framework,” he says.

Founded in Israel, and with a strong base in Michigan and Germany, TowerSec’s core products, ECUSHIELD and TCUSHIELD will be integrated into HARMAN’s systems. ECUSHIELD allows any ECU or gateway to detect and prevent hacking, intrusion

and critical communication disruptions. TCUSHIELD is integrated into Infotainment systems and telematics units to protect against potentially harmful wireless communications.

“While we have been partnering with HARMAN as a supplier, now we will leverage the company’s scale, network and deep connected car domain experience to meet the demands of our target markets. We are excited to work within HARMAN to ensure cars on the road today, and those designed for tomorrow, are protected against cyber-attacks and other intrusions,” said Saar Dickman, CEO of TowerSec.

The transaction is subject to customary closing conditions and regulatory approvals.

Recognizing the convergence of automotive, home, enterprise and mobile connectivity, in 2015 HARMAN acquired Redbend, a premier provider of OTA (over the air) updates for automotive and mobile, and Symphony Teleca, a software services company with deep expertise in cloud applications, mobility and analytics.

FOCUS ON SECURITY

AI

AI

HARMAN’s new eye and pupil tracking system measures high cognitive load and mental multitasking in the driver’s seat.


occasional checks for straightness. This is the first version of our Model 1310 that will be able to make straightness measurements. The basic intention of the design was to remove expensive features that are not required by most mainstream camshaft manufacturers. But, the gage design does include the improved follower positioning capability introduced on the Model 1310 Gen3.

AI: What products that have emerged from this research?Reece: We have developed a new Model 1304 with two

heads for in-line measuring of sliding camshaft segments. This gage features an integrated robot. Also, the Model 1304 for audit checks has a new dual follower assembly which includes the ability to measure the form of the camshaft track side walls and bottom. The sidewall measuring device can handle the form measurement range without indexing the carriage. Adcole has also partnered with Zygo Corporation and added a non-contact surface finish

(optical non-contact) head to the existing Model 1000. The Zygo head measures the two sidewalls and bottom

track for surface finish at the same time. AI asked Stephen Corrado, Vice President

of Engineering, Adcole Corporation what customer reaction has been to the upgraded Adcole 1310 High-Speed Camshaft Gage.

Corrado: Our Gen3 1310s are now online in our customers’ factories in Mexico, Canada, and Europe,

and we’re heard nothing but delight from the field. The newest iteration of the 1310 is considerably more flex-

ible with a programmable headstock with 100mm of travel, 18mm follower modules, and a newly designed quick discon-

nect system for faster relocation of the follower modules. The motion control systems in the 1310 Gen 3s have been completely overhauled with Siemens components. Our customers are increasingly interested in manufacturing different parts on their existing lines, necessitating fast changeover and improved flexibility.

AI: What R&D inputs went into the new 1310?Corrado: Our electrical engineering team developed a

proprietary motion control system and a novel DAQ board to handle up to six transducer inputs. These two developments combined with the replacement of the servomotor drives with pneumatics are responsible for a large reduction in cost and a similar increase in reliability.

AI: Tell us a little about the other recent upgraded models such as the Adcole Model 911 Camshaft Gage.

Corrado: The 911 is a workhorse in the world of camshaft measuring. Our latest upgrade allows a 40% improvement in gage throughput. An optional groove sidewall measuring attachment

Adcole Corporation, which designs and manufactures specialized machines for measuring engine components, was acquired by Artemis Capital Partners in May of 2014. Long-time head of Adcole Metrology, J Brooks Reece, promoted to President and Chief Executive Officer of the company, was the addition of a new Chief Financial Officer in Douglas H. Vandenberg. Over 500 automobile manufacturers and auto suppliers use ADCOLE’s computerized inspection gages for quality control checks on camshafts and crankshafts.

Automotive Industries (AI) asked Reece what have been the major changes at Adcole since it was acquired by Artemis Capital Partners.

Reece: Artemis has been a terrific partner in helping us develop and begin to implement Adcole’s long-term strategic vision. In addition to providing invaluable guidance to the management team, Artemis has assisted us in hiring top tier personnel and in accessing new technology and capabilities from outside the company. With the addition of some top new hires

innovation

Synergies reduce time to market for new gauges By: Lenny Case

J Brooks Reece, President and Chief Executive Officer of Adcole Corporation.

augmented by expert outside consultant, Adcole has been able to accelerate its new product development process to a whole new level.

AI: Where do you see Adcole’s future growth coming from? Reece: We believe the future is in fast, non-contact

measurement, where appropriate. Adcole contact gages are the most accurate in the world. There will always be a place for those high-accuracy measurements in labs and R&D departments, but we feel the commercial future is in no or “light touch” measurement on automotive manufacturing lines. We see growth coming from the sliding and assembled camshafts, as well as emerging markets. Our engineers are aggressively pursuing solutions for the leading edge of the sliding and assembled camshaft technology curve, and our sales and marketing teams are actively deploying in new and growing markets globally.

AI: What was the strategy behind your refurbished Adcole 1310 S Camshaft Gage?

Reece: This gage was designed for long runs of camshafts measuring all camlobes and journals with single axial locations and

The development time for new gauges for use on engine production lines can now be done in one year from conception to having a customer-ready product through the synergies of Adcole Corporation and Artemis Capital Partners.


Similarly, the decision to pursue the 1310S line came about after in-depth discussions with our Asian customers who expressed their desire for a cost-efficient gage designed for long runs and increased efficiency.

AI: How do you see your automotive business growing? Corrado: We see continued growth over the next few years with

ever-increasing need for accuracy and repeatability especially in the production line. More and more customers are switching to Adcole in-line camshaft measuring. The push by automotive manufacturers for more fuel-efficient engines has resulted in much tighter dimensional tolerances for camshafts and crankshafts. This, in turn, increases the need for improved gaging equipment for these components. Our accelerated product development process will allow us to respond to these ever increasing customer demands.

AI then asked Peter A. Hunter, Managing Director, Artemis Capital Partners, what he sees as the synergies between the two companies.

Hunter: Artemis partnered with Adcole because of its legendary technology, unmatched reputation, and experienced management team. Prior to Artemis’s involvement Adcole was solely focused on creating the most accurate products in the world and hadn’t

been able to fully develop some key internal functions like operations, finance, and marketing. Artemis viewed

this as a rare and exciting opportunity to work with

and related software for measuring camshaft tracks was developed based on customer feedback.

AI: How important is the research and product development department at Adcole?

Corrado: Innovation and new product development is at the heart of what we do. We have always been known for trusted accuracy. Now what our customers are seeing from us is an accelerated new product launch schedule. New products have become a major focus for the engineering group since the sale of the company.

AI: What role do customers play in product development?

Corrado: VOC (Voice of Customer) work is critical to our success. Our new output driven and user friendly software is a direct result of customer feedback. During the process of revamping our software platform we held review meetings with some of our key customers who were invaluable to the success of the development effort.

AI

a great company and help make it even better. Together, Adcole and Artemis have implemented

sweeping changes to the Company’s operations including an extensive LEAN effort supported by a competitive grant from the State of Massachusetts. Through this effort, Adcole intends to reduce lead times, improve operating efficiency (an important factor for remaining competitive in a global industry), and further increase quality.

At the core of Adcole’s strength is its engineering and product development capabilities. Since Artemis and Adcole began working together, Adcole’s new product development process has been accelerated with the addition of several top-tier engineering hires, subject matter expert consultants, and a hands-on board member with experience leading large engineering-oriented companies in the optics space.

AI: What expertise has Artemis added to Adcole’s business strategy – especially in the automotive sector?

Hunter: Artemis brings to Adcole over a decade of experience operating high-tech industrial technology companies, many of which have been in the automotive market. Artemis is actively engaged in Adcole’s strategic planning and new product development processes and is working with Adcole’s management to flesh out a long-term strategic plan. Ultimately, Adcole’s knowledge of their niche market is unparalleled, and we at Artemis must focus on catalyzing that knowledge into long-term growth.

The Adcole Model 1310S Inline Camshaft Gage can measure up to 28 features including lobes, journals, chatter, and timing references with sub-micron accuracy and repeatability. Designed to be gantry or robot fed for 100% end-of-line inspection, this high-speed gage is fully automated to maintain the production machining process for up to 200 parts per hour in real-time.

Governor Charles D. Baker, Jr. (centre) during a tour of the Adcole facilities in Marlborough, Massachusetts, USA. With him are Peter A. Hunter, Managing Director, Artemis Capital Partners (left) and J Brooks Reece, President and Chief Executive Officer of Adcole Corporation.

Stephen Corrado, Vice President of Engineering, Adcole Corporation.


Securing the connectivity and transport between the vehicle and the FOTA server - this is done through leveraging TLS (SSL in the past) secured connectivity, which is a common method in secured systems• Assuring the vehicle is “talking” to the right FOTA server - done

through standard keyed HMAC (hash message authentication code), which is part of the OMA-DM standard protocol

• Assuring update packages are authentic - done through “signing” the update package, and then verifying the signature at any step of the way, i.e. when the package is downloaded to the vehicle, when it is being delivered to the relevant ECU, and before it is actually installed (at the last mile). The signing of the packages is done with secured authentication authority (companies such as ESCRYPT) using a secrete key, and then they key is authenticated by the vehicle using public key (again, common security practices).

There are a number of other related trends which are shaping the future of the motor industry. In this feature Automotive Industries (AI) takes a look at security, the savings offered by over the air updates, the connected car and additive manufacturing.

AI asked Oren Betzaleli, EVP, Redbend Product Strategy, Harman, how security concerns with firmware over the air (FOTA) are being managed.

Betzaleli: We have seen a growing concern for automotive cyber security with the rise of the connected car. It makes sense because the connected car is a pretty new phenomena that the market is still in the process of digesting and, as such, it is facing all sorts of “growing” issues like cyber security. But when it comes to Over-the-Air the situation is different. OTA is a not a new phenomenon, but rather a technology that has existed for more than 15 years. As such, it already handles many of the cyber security concerns. More specifically, there are several things to worry consider it comes to OTA cyber security:

innovation

From autonomous vehicles to additive manufacturing By: John Larkin

Of all the recent innovations and industry visions, nothing has captured the public’s attention and piqued its imagination like the autonomous vehicle. While some love the idea and others fear it, most experts agree that the road to autonomy will be bumpy.

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“sometime in the future.” It’s happening now, and we

expect to see connectivity fostering improvements in

vehicular safety very soon.”

On the road to autonomous driving: Active sensors combined with GPS and high resolution digital maps comprise a mutually reinforcing system that pilots the Tesla Model S along the highway, staying within your lane, even in stop and go traffic. Real time feedback from the Tesla fleet ensures the system is continually learning and improving upon itself.

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the line, in which a physical cable is connected to the car. We have heard from our customers that the time window allocated for software reflash is many times not sufficient, and in some cases even causing bottlenecks in the plants, and even to a complete halt of the line in order to catch-up with delays (they call it “reflash parties”). OTA technology can simplify this process dramatically. Software flashing can start as soon as the battery is plugged in the car, and even afterwards when it is driven to the parking lot. Staging

Further to the production savings OTA can simplify the software supply chain, where the factory simply install a generic, while the localization can be done at a later stage, over-the-air, when the vehicle arrrives at its destination. This is done in many cases today by manual labor, which is yet another cost element that can be saved.Dealership

Many people think OTA threatens the dealers’ business model, but I think dealers can use OTA technology to save costs, as well improve the customer experience by shortening customer waiting time. Think about a scenario that when software recall is declared, the drivers will be invited to the dealer, they will get into kind of “drive through” lane at the dealer, where the software will be updated automatically from the dealer’s system, and the customer can be back on the road in a matter of minutes, rather than hours. Customer ownership

This is where most people understand the cost savings, mainly around elimination of recalls and replacing them with OTA updates over a cellular network. But on top of that, leveraging a delta technology such as Redbend’s, can also save cellular connectivity costs. Such savings can reach hundreds of millions of dollars a year.

AI asked Michelle Avary, Vice-president, Automotive Product & Strategy, Aeris, what the connected car can offer in terms of safety features and how soon they see these features being implemented in cars.

Avary: Connectivity allows critical information to get to the people who help save lives when an accident happens. Connected vehicles with embedded telematics systems already offer safety features, including automatic collision notification and

• Verifying that the vehicle has the authentic software - when the vehicle is started it can go through a reverification that the software it is going to load is indeed authentic, using verification of hashed keys, potentially running from a hardware based secured zone. This is not related to the software update process itself, but rather is a generic precaution that has to do with software to make sure no one changed the software by any means

• Encryption of the software - yet another layer of potential security measure, in which downloaded packages are encrypted by the OEM using a public key, and then decrypted by the vehicle using a secrete key stored in a secured area in the vehicle HW

• Overall IT security - OEMs and their suppliers must keep their backend and network systems secured. This is done by adopting common IT security measures, such firewalls, closing all irrelevant ports, filtering of URLs, passwords management, and more. AI: Does FOTA help avoid direct and indirect costs?Betzaleli: Usually people associate OTA updates to

elimination of recall costs. However, OTA software management (above and beyond firmware), can reduce direct and indirect cost at any stage of the vehicle lifecycle. Here are some examples:Engineering

OTA can shorten time-to-market. The process of designing and engineering the vehicle electronics involves many cycles of software reflashing done with development and test cars (mules and such). Each cycle today involves a large number of people physically getting into a car, plugging in a computer or some form of hand-held device, and wasting time installing a new version of the software before the next round of testing can start. This manual process can be eliminated almost completely with OTA distribution of revised software at the engineering site, which can be done over Wi-Fi. Production lines

The growth in the quantity of software in a vehicle is causing concerns on the production line. At present loading software into a car on the production line is limited to a specific “station” on

Thanks to a permanent SIM card, intelligent networking technology inside the BMW i3 can make work easier for emergency personnel. The ConnectedRescue system, which is based on BMW Connected Drive, enables the control center to send to the vehicle all important information – including address, reason for assignment and contact person.

Fully autonomous Ford Fusion Hybrid sedans are taking to California streets in 2016.

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geo-assisted roadside support, which are more reactive safety and after the fact. With systems such as Toyota’s Safety Connect rolling out on more models, and GM’s OnStar standard on all U.S. models and rolling out globally, drivers will soon see more embedded connected safety systems once the European eCall mandate goes into effect in the spring of 2018.

Connectivity can make advanced driver assistance systems (ADAS) better in several ways. By obtaining more data sooner from “the field” on how systems and parts are performing, OEMs and Tier 1s can conduct analysis and make improvements. They can change designs and implement factory changes faster.

Eventually, descriptive and diagnostic analytics will lead to predictive and proscriptive analytics, resulting in updates to safety systems that are already on the road, over-the-air. This is already happening at Tesla, and it’s safe to say that nearly every OEM wants connectivity for analytics and OTA updates of their vehicles. While introducing OTA capabilities will take time, the economics are powerful motivators. It’s no longer the case of something we’ll see “sometime in the future.” It’s happening now, and we expect to see connectivity fostering improvements in vehicular safety very soon.

As a global connectivity provider to several OEMs, including Hyundai, Honda and Chrysler, Aeris also provides secure OTA updates to connected devices and is at the forefront of creating automotive grade OTA capabilities. Combined with global connectivity, connected vehicle management platform and analytics, Aeris offers OEMs a truly global solution for OTA.

AI: Software update discussions have primarily been focused on bug fixes, recalls and security patches. However, with so many of the car’s capabilities being provided via

software, AI asked Matt Jones, President, GENIVI Alliance & Head of Future Infotainment, Jaguar Land Rover, whether he sees updates providing flexibility that the industry has yet to fully realize.

Jones: The future of In Vehicle Infotainment (IVI) is based upon feature additions via software over the air (SOTA) updates. The customers expectations have been well and truly set by the smart phone ecosystems, and not just the apps stores but also the frequent feature additions to the base platform.

AI: How has over the air software updates changed the way automotive companies can offer the latest in-vehicle features?

Jones: Going forwards SOTA solutions, such as GENIVI’s free and open source project, will enable the next generation of companies to more easily join the automotive supplier ecosystem. Each will depend to the economies of scale and being able to rapidly and easily deploy to a range of OEM vehicles; and finally fulfilling the customers desires for the latest features.

AI asked Justin Fishkin, Chief Strategy Officer, Local Motors, how he sees manufacturing technologies evolving over the next few years.

Fishkin: Since the days of Henry Ford the automotive industry has defined efficiencies based on economies of scale — limited product mix, high volume production, low profit margins, and amortization of product-specific tooling and productive capacity over many years due to high upfront tooling costs. Local Motors is defined by our economy of scope — we generate higher profit margins on fewer units of more models, because we don’t need to re-tool to produce new products.

Software flashing can start as soon as the battery is plugged in the car, and even afterwards when it is driven to the parking lot.

The interior of the Tesla Roadster – one of the vehicles and manufacturers at the forefront of over the air (OTA) software upgrades and fixes.


We are a tool-less manufacturer which designs and delivers at the speed of digital. We achieve this through our proprietary process called Direct Digital Manufacturing (DDM), which is the fabrication of components in a seamless manner from computer design to actual part in hand. Often synonymous with “3D printing” or “additive,” “rapid,” “instant,” “on-demand” manufacturing, DDM uses 3D computer-aided design (CAD) files to drive the computer-controlled fabrication of parts. Unlike traditional machining methods, which involve working from a rough mold and then cutting away to achieve the desired complex shape, DDM creates the shape precisely using mostly additive fabrication.

In the same way we rapidly commercialize vehicle innovations, Local Motors leverages the power of community engagement within the digital domain to provide rapid product development and innovative manufacturing techniques in other relevant industry verticals. We call this white label platform “Open.io.” Our approach in offering Open.io combines micro-production with online co-creation to identify ideas, develop prototypes, and bring innovative products to market faster than traditional commercialization processes, and at lower costs. Today, the majority of companies in hardware industry verticals are stuck in a mid-20th century product development model – therefore there are many opportunities to be a leader in hardware using this rapid commercialization method.

By combining our ideas, concepts, and designs with a strong set of core competencies in 3D-printing, Direct Digital Manufacturing, and additive manufacturing; Local Motors has developed a product

development process that is unequaled in industry.Strategic benefits of our Open.io platform for businesses in

other industries include:• Injects the benefit of open innovation into product development

(brand, exogenous ideas, multi-faceted reward, camaraderie)• Identifies leaders within the industry who can solve, purchase

early, or perhaps even join the core team• Increases the speed of product development by generating

ideas and concepts through open interaction, and rapidly prototyping new products through low-volume manufacturing

• Leverages the benefits of digitalization on both product development and business planning by interacting directly with a community of experts and consumers. This can mean better defensive product introductions in addition to the discovery of new products for grow and scale. This also means better and faster identification of new suppliers with less work.

• Increases speed of discovery of issues, which allows the system to promote safety and improvement first and continuouslyAI: How has your open platform, FirstBuild, changed the

manufacturing scenario?Fishkin: Our partnership with GE’s appliance division,

FirstBuild, has co-created nearly a dozen products in its first year, uniting Makers, University of Louisville students and other local partners. FirstBuild is the first example of our collaboration with GE and other large-scale manufacturing partners, illustrating success of rapid innovation through co-creation and micro-production.

Cadillac is road testing a semi-autonomous technology it calls “Super Cruise” that is capable of fully automatic steering, braking and lane-centering in highway driving under certain optimal conditions. The system could be ready for production vehicles by mid-decade.

AI


Telemotive in a press statement. Other benefits of MOST150 cPhy include the bi-directional operation in duplex mode and the power supply that can be integrated in the coaxial cable. Telemotive has been a member of the MOST Cooperation for the past nine years.

The blue PiraT2 5E MOST150 cPhy is part of a recently launched “5E” series of the blue PiraT2. Next to increased Ethernet tracking performance, the new loggers feature extended power management with power backup. This makes the blue PiraT2 5E useful for test scenarios in which the control units in the vehicle stop operation due to under voltage – while the logger monitors their behavior during shutdown. Hardware and software: integrated solutions

Telemotive’s software complements and extends the functions of the data loggers. Telemotive System Link, for instance, is an application that integrates the data loggers blue PiraT2 and blue PiraT Mini into a single virtual device. Telemotive Live View is used for real-time visualization of test data. Telemotive System Client not only allows central configuration of all loggers but also displays their input signals via the OnlineMonitor - also in real-time.

The company explains Telemotive System Link, perhaps the most central feature, as follows: Real-time tests during automotive development require a large number of data loggers to track the data of different interfaces. That increases both the amount and the heterogeneity of data. Configuring the loggers individually is very time-consuming and it also becomes difficult to maintain an overview and filter out the relevant data. Even more an entire test series can become invalid if an interruption in the power supply leads to failure of the data logger which provides the time stamp for all data.

Telemotive System Link, says the company, offers a new, simple solution for all these challenges which is currently unique on the market: Several data loggers can be connected in series by Ethernet and integrated into a single virtual device. Maximum failure safety is ensured in the data logger cluster by decentralized time synchronization, a feature only offered by Telemotive.

On the hardware side, Telemotive’s most recent innovation is Remote Control Touch – a new remote control with a 5-inch

What started with the integration of CD changers into vehicles has evolved into complex mobile networks in just 15 years.

One of the companies working on electronic networking within the car and between the car and the outside world over that period is Telemotive. The company’s core competencies in engineering are bus systems, infotainment, connectivity, driver assistance, vehicle diagnostics, electromobility, and EMC. The services range from systems integration to technology consulting and hardware and software development.

innovation

15 years of innovations in electronic networking By: James Hilton

In late 2015 Telemotive became one of the first manufacturers to present a data logger for MOST150 cPhy. According to the company, the blue PiraT2 5E MOST150 cPhy is a variant of the proven blue PiraT2 5E, Telemotive’s most versatile data logger. It records the MOST150 protocol via an electric coaxial line instead of the previous optical line and supports full duplex operation.

“Compared to optical lines, electrical connections are significantly less expensive, easier to manage and more flexible to install in the car,” said Markus Fischer, Board Member at

The Telemotive board members: Markus Fischer, Peter Kersten, Franz Diller.

The new Remote Control Touch is both a remote control and a window to the entire logger network

within a car.


logger worldwide with MOST150 – or MOST150 cPhy. But it can do a lot more: It comes with additional interfaces like Ethernet and BroadR-Reach, and of course Telemotive System Link connects it to other compatible devices and tools.

AI: How does your Telemotive System Link support applications already in existence?

Fischer: The logger network created by Telemotive System Link is more than the sum of its parts. It integrates the individual loggers into a single virtual machine instead of simply connecting them one by one. That makes configuration and operation easier than ever before. Our customers do not have to worry about different files from different interfaces or time stamp synchronization. They get one file with one global time stamp. Also, Telemotive System Link is future-proof and thus protects the investment of our customers. It can always be expanded with new devices new functions, or new interfaces – such as LTE (4G), WiFi, NAS memory.

In everyday testing, Telemotive System Link provides the flexibility to place the loggers in the car wherever it is convenient – in the front, the back, the trunk, close to control devices. The latter, for example, is crucial for CAN FD testing where test devices, have to alter the cable length as little as possible for accurate results.

AI: Tell us a little about Telemotive’s Remote Control Touch – what are some of the technology breakthroughs in the product?

Fischer: The Remote Control Touch is super-easy to use and it is more than just a remote control for a data logger – it’s more like a window into the entire logger network. Telemotive System Link and the touchscreen make the difference: One remote can control all loggers in the network or visualize their test and systems data in new ways. It is also possible to use several remote controls in the network for different functions. The user interface on the Remote Control Touch can be personalized for every customer and offers easy access to many logger functions. And, just like Telemotive System Link, our Remote Control Touch is an open system: It can be expanded in the future with a HTML5 browser or apps.

touchscreen for data loggers. Usually it is installed in the car close to the driver, while the connected loggers can be placed anywhere in the vehicle. The company says that the new device offers innovative possibilities for user interface personalization and test data visualization, while it is still very easy to use. Furthermore, Remote Control Touch is ready for future expansion with a HTML5 browser or apps from Telemotive.

Automotive Industries (AI) asked Peter Kersten, chairman of the board of Telemotive, to describe Telemotive’s 15 years in the automotive engineering and products business.

Kersten: Mastering and resolving complexity has always been one of our main motivations at Telemotive. As complexity in the automotive industry has increased exponentially over the years, the demand for our services has grown – and thus, our company has expanded. When we started Telemotive 15 years ago we were still talking about CD changers. Today the topics are advanced driver assistance, test automation, image recognition or big data. The automobile has become a mobile device in its own right – and we are developing the solutions!

AI: What are Telemotive’s strengths, and how do you plan to build on these?

Kersten: Our main assets are our employees and their excellent know-how. To make the most out of their expertise we create and use synergies wherever we can. Engineering services, product development and tooling are connected so they learn and profit from each other. Also, we have always been close to our customers – car manufacturers and Tier1 suppliers alike – so we know exactly what they need.

AI: Describe Telemotive’s role in the MOST alliance and how you see the relationship evolving.

Kersten: We have a close partnership with the MOST alliance – and this allows us to be first on the market with new tools. An example are our new MOST cPhy loggers for simplex and duplex operation.

AI then asked Markus Fischer, Telemotive board member responsible for marketing, how groundbreaking Telemotive’s blue PiraT Mini MOST150 is.

Fischer: The blue PiraT Mini MOST150 is the smallest data AI

Together with a matching mounting bracket: the data logger “blue PiraT Mini”.


TE’s product portfolio goes well beyond connectors. We support the global automotive industry with not only high-speed power terminals and connectors, but also Ethernet and bandwidth capabilities, fiber optics, wireless antennas, and sensors that measure position, pressure and temperature, to name a few. We also provide inductive systems (coils, relays) for ABS and ESP applications, and heavy-duty relays for vehicles with electrified drives.

AI: How have the connected car and the potential of autonomous vehicles changed TE’s strategy in the auto business?

Kueppers: When connected cars eventually do become fully autonomous they are expected to be safer, while drivers will become more productive, using the time spent in the car for

something other than managing traffic conditions, avoiding collisions or finding parking spaces. This increasing

level of automation means a growing need for more networking of onboard systems, as well as sensors. The electronics in cars is expanding and getting more complicated.

AI: Why the industry focus on Ethernet?Kueppers: The automotive industry

needs robust and reliable connectivity solutions. Other industries already use

Ethernet and transfer rates continue to increase. Our Ethernet solution includes

automotive qualified components, and is designed for a harsh environment. We realize the

performance of the overall system is key. So we worked closely with manufacturers, as well as chip, cable and manufacturing equipment suppliers, to develop the Ethernet solution. We also are expanding our presence in Silicon Valley to support the evolving automotive industry.

AI then asked Patrick Popp, CTO of Transportation Solutions, TE Connectivity, why the focus on harsh environment solutions for the company’s automotive business?

Popp: With the integration of so many systems into an automobile that provide increasing driver convenience and safety, our ability to provide connectivity performance 100% of the time under such harsh conditions is absolutely critical. We work with customers to develop solutions for harsh applications across a number of industries in addition to automotive. In fact, more

More power has been added to the formula as a test bed with TE Connectivity in June 2015 being named a lead partner to Andretti Technologies, the technology incubation and advanced engineering business of Andretti Autosport. TE sponsors the Andretti Formula E Race Team, partnering on Andretti’s ATEC-01 power train development program. The company says the technology partnership will leverage TE’s expertise in sensors and connectors, including its DEUTSCH autosport range of products, AST sensors and Raychem cables and wires.

Automotive Industries (AI) asked Eric Kueppers, president, Automotive, TE Connectivity, how autosport is contributing to the evolution of the motor car.

Kueppers: We are integral to motorsport teams around the world, and the Formula E series was created with our

innovation

The race for faster and more secure connectivity By: James Hilton

Eric Kueppers, president, Automotive, TE Connectivity.

connectors, cables, and other parts of the wiring harness in the original design.

TE is committed to creating smart, safe, green and connected technologies, and hybrid and electric vehicles (EV) will play a major role in shaping the auto industry. Our engineering partnership with Andretti provides a platform for us both to develop and test new technologies in a racing environment to prove and promote clean energy and sustainability.

AI: What role does the company play in the connected car eco-sphere?

Kueppers: If data, power or signal moves through it, TE Connectivity connects and senses it. We provide products and solutions that drive everything from data connectivity, power and data distribution and sensing to weight reduction through miniaturization and a shift from copper to aluminum conductors.

While it has not yet gained the same traction with the public as Formula 1, Formula E is helping to accelerate development in areas such as data and power connectivity, battery management, electric motor refinement, and inverter and chassis development.


As with safety, automakers working with government regulators have made tremendous strides in reducing polluting emissions from cars. The auto industry is currently working to reduce greenhouse gas emissions by 2020, with a focus on vehicle weight, fuel consumption, and improved electrical efficiency – all of which is driving the need for innovative connectivity and sensor solutions. In addition, drivers and occupants want mobility alternatives to match today’s (and tomorrow’s) lifestyle, and allow them to stay connected and recapture wasted time in traffic jams, defensive driving and looking for parking. This too requires more connectivity and sensor solutions.

AI: How closely do you work with customers when developing new technologies?

Rohr: Extremely close. Our expertise is in physical layer connectivity. We connect, protect, switch, and sense power and data. We provide solutions for the industry’s most challenging connectivity problems and needs. TE serves many industries. Odds are that a new challenge in one industry has already been solved in another industry. By leveraging “the Power of TE,” we bring expertise and solutions from many industries to our automotive customers, which is a key advantage for them. This

intra-collaboration further speeds our solutions and drives even greater innovation and value for our customers. By

than 80% of TE’s overall revenue comes from harsh environment applications. Our products withstand everything from high pressure, vibration and high voltage, to moisture and extreme temperature fluctuations - all of which can have an impact on a car’s performance.

AI: What technological challenges does this create?Popp: Developing products that are reliable and withstand

harsh environments is one side of the equation. Application-specific material selection and sophisticated design features become critical to meet harsh requirements such as severity Level 4 vibration class for state of the art engine applications (up to 18 g). The other side of the equation is that digital transformation is changing the vehicle’s infrastructure (for power, data and signal) as well the manufacturing and distribution processes that put this infrastructure in place.

AI: What developments have been made in sensors and/or embedded systems?

Popp: To transport passengers safely and efficiently, vehicles need data and intelligence to process the data. So we develop and invest in a wide range of sensors and electronics-at-the-interface systems, as we expect these areas will grow disproportionately. TE acquired Measurement Specialties and American Sensor Technologies to strengthen our sensor portfolio, and acquisitions are a big part of our growth strategy. By adding electronics to an interface such as a sensing element we can help provide the data for control, adaptation and response of vehicle functions that increase safety, comfort, and efficiency.

AI asked Steve Rohr, Director of Tech-nology Strategy, Automotive, Transpor-tation Solutions, TE Connectivity, what is driving growth in the automotive and transport sectors.

Rohr: Industry macro-trends such as safety, the environment, and lifestyle changes are big drivers. For example, the European New Car Assessment Program is putting high importance on life-saving technologies. Autonomous driving is the industry’s answer to getting to zero fatalities. This ultimately means more connectivity and sensor solutions are required inside the vehicle because of tighter controls and more protective redundancies.

Patrick Popp, CTO of Transportation Solutions, TE Connectivity.

Steve Rohr, Director of Technology Strategy, Automotive, Transportation Solutions, TE Connectivity.

working closely with our customers early in their product and vehicle architecture designs, we can confirm that they

know “the possible” when it comes to connectivity, and continue to push forward on “the seemingly impossible” – aligning our investments with their future market needs. www.te.com/automotive

“To transport passengers safely and efficiently, vehicles need data and intelligence to

process the data.”

AI

PHOTO: Current E


forecast of whether today’s vehicles can still cope with the security requirements in five years’ time. The growing interest of the hacker community in vehicles and the dynamic development in the information technology indicate that problems should be expected over the vehicle lifecycle.

AI: Is the automotive industry sufficiently aware and prepared?

Hettstedt: The automotive industry has been given a wake-up call. The OEMs and in particular the premium manufacturer have been working for years on appropriate IT security solutions that cover changing cyber risks over time. Meanwhile, IT security is also an integral part of Automotive Standardization, which also underlines the awareness of the automotive industry.

Knechtel: However, we should not ignore the fact that the automotive industry is facing greater challenges in the implementation of IT security for vehicles than the IT sector and the personal computer. Vehicles are not permanently online and are often on the streets for 15 years and more. We also have

to consider limitations in vehicle electronics with regard to computing power, memory and so forth, which makes

an integration of security solutions from classical IT environments quite difficult.

AI: What is needed in the implemen-tation of effective IT security for the connected vehicle?

Hettstedt: It will be important to in-tegrate security requirements at the ear-liest stage of the software development process and to consider these require-

ments throughout the entire development process. This the classical development

processes to now include appropriate pro-cess steps and methods for the management

of cyber risks, security requirements and the re-lated security testing.

Knechtel: The integration of technical security analysis during the development within the entire product development process (PEP) also enables the identification of vulnerabilities at an early stage. A successful penetration test for a vehicle which is already in the field would lead to an expensive recall campaign.

Hettstedt: A very important role is also played by proper management of the cryptographic keys (Key Management). The secure and controlled utilization of these keys within the entire ecosystem of the connected vehicle requires automotive and production grade key management processes over the complete vehicle lifecycle.

As an integral part of the Internet of Things (IoT), vehicles will continue to process increasing quantities of data – and will also be generating more data. While data can be monetized through different revenue models, one of the biggest challenges is securing the data and protecting the systems from hackers. One of the companies at the forefront of the fight against automotive cyber-crime is the Automotive Security Division at secunet security Networks. This Division has been supporting the automotive industry in the implementation of appropriate IT security mechanisms within the vehicle and in the peripheral Car-IT for more than 15 years.

Automotive Industries (AI) spoke to Gunnar Hettstedt, Head of Automotive Security business unit at secunet and Harry Knechtel, Director – Consulting at the Automotive Security business unit. We asked how serious is the threat that a vehicle will become target of a hacker attack.

Hettstedt: The successful hacker attacks on vehicles from well-known manufacturers published recently show that the threat has to be taken quite seriously. The well-publicized attack on a Chrysler Jeep was executed remotely under real conditions, and the attacker was able to manipulate safety functions using wireless communication.

innovationSecuring the “computer on wheels”

By: Claudio Fancisco

Gunnar Hettstedt, Head of Automotive Security business

unit at secunet.

In addition, vehicles are now also subject to the relevant hacker conferences and the basic set of hardware for a physical ODB access is comparatively cost-effective. It shows an imminent threat truly exists, but panic is less helpful in such a situation than minimization.

AI: Would you go so far as to say that our vehicles are insecure today regarding cyber-risks?

Hettstedt: We cannot confirm that. However, the sustained momentum of information technology use in vehicles leads to new cyber risks and vulnerabilities that need to be covered by appropriate IT security. That is why it looks like a competition between the automotive industry and the hacker community.

Knechtel: New attack techniques are being continuously developed. For this reason it is impossible to make a serious

Modern vehicles are seen as “computers on wheels” for a reason. Just 25 years ago, vehicles were closed systems with a manageable proportion of electronics. Today – in the era of connected vehicles – they often host more than 80 electronic control units and several gigabytes of data. In addition there are various external interfaces enabling vehicles to communicate among themselves as well as with traffic control systems, OEMs, service providers, home networks and others.


Knechtel: Another essential aspect is the configuration management. In order to eliminate possible vulnerabilities rapidly and comprehensively it is necessary to monitor and update the vehicle configuration continuously and much more consistently than before.

AI: What experience has your company gained in addressing these challenges?

Hettstedt: More than 15 years ago we realized the fundamental differences between the automotive and the IT industries. Historically, auto IT security was addressed by the different vehicle domains individually, which has led to solutions running isolated from each other. Today it is still quite rare for concepts or technologies from the classic IT to be transferred to vehicles without significant adjustments. Due to the nature of the automotive business we always work in a field of tension between security level, costs and usability. This requires extensive knowledge of automotive systems and processes.

AI: What future challenges do you see for the age of autonomous driving?

Knechtel: The Advanced Driver Assistant Systems (ADAS) will gain many more privileges than before. The focus will not only be on electronic control units (ECU) that actively take decisions and send commands, but also on the sensors which generate and provide the basic data necessary for the decision. The challenge here will be to upgrade the bus systems with security, because security has not so far been an issues for vehicle busses. Even if the current approaches of AUTOSAR provide partial solutions, essential topics, such as key management or synchronization of freshness values between different ECUs are not yet covered. In addition we see an extensive logging of system conditions and system messages as a consequence of liability issues. The critical nature of these data sets requires appropriate mechanisms to protect them against unauthorized access and manipulation. Privacy issues are also raised as the data enables one to track where a driver has been and their behavior.

Hettstedt: Electronic components will act without driver interaction and cover all situations independently. The electronic system must be able to monitor itself. That means independently detecting hacking attacks and reacting autonomously, without endangering the safety of driver and vehicle. Against this background we may give cognitive in-vehicle security some thought. Moreover, the vast amounts of data generated and

Harry Knechtel, Director – Consulting at the Automotive Security business unit secunet.

processed by the vehicle will require intelligent filtering mechanisms in order to identify security-relevant events.

AI: Where do you think the opportunities for the OEMs lie?Knechtel: The primary aim should be to use proven

structures, processes and methods. Even if safety and security differ in terms of the approach to the object of protection, both have the same goal. Specifically this means that organizational structures and processes in product development and quality assurance can continue to be used. However, these processes have to be complemented by security-specific knowledge and methods and selectively expanded by specific process steps in

order to address IT security as well. Hettstedt: As a service that is not perceptible by the driver and therefore not billable for the

OEM, IT security has been primarily seen as a cost driver. This perception has since changed.

Implemented appropriately, IT security can also help to establish new business models as enabling technology.

An example of this is the use of separation technology in the Head Unit. A dedicated separation layer allows a secure partitioning of the memory by the generation of different compartments. Due to the technical characteristics of such a separation technology, the vehicle manufacturer would be able to rent out or lease memory to third parties, without a loss of security or control.

AI: How is secunet positioned in this environment?Hettstedt: On the one hand, we support OEMs and suppliers

in the implementation of automotive-grade security solutions for the vehicle onboard network and the back-end infrastructure. On the other we use our own security lab to analyze established systems for vulnerabilities in terms of cyber-security. One further asset of secunet is our experience with applicable IT security in associated industries. This gets more and more important as the boundaries between different industries blur in the age of networking. Therefore the utilization of opportunities from other segments is becoming increasingly important for the automotive industry. AI


Driving (HAD) functions). We have also launched a unique robust and scalable positioning technology, called RoadDNA, which allows cars to position themselves with surgical precision on the road.

AI: There’s a common understanding in the market that ADAS rely heavily on car sensors, such as radars and front-cameras. How does TomTom complement the role of these systems?

De Rooij: The role played by TomTom is a very important one, as these components will become fundamental

pillars of the HAD vehicle. TomTom will continue to invest in its technology platform in make

real-time and live maps a reality. In parallel we will continue to innovate in our service proposition to car manufacturers.

We enable vehicles to see beyond their sensors. In order for cars to become safer and more efficient, they need to rely on better planning ahead. The way we do this is by providing a complete, accurate

and up-to-date picture of road conditions on the route. TomTom ADA and HAD Map

features provide a persistent map layer of constantly updated road information, such as

road geometry (height, curvature, gradient) and 3D lane model (center lines, lane-marks). On-board

maps support the ADAS & HAD vehicle functions without the constraints of the availability of connectivity.

TomTom Live Maps Services provides a transient map layer on top of the ADA and HD map. These services inform the driver and the vehicle of dynamic road conditions, including for example traffic incidents, road conditions, weather and other safety-related information relevant for a complete environmental awareness of the vehicle.

Automotive Industries (AI) asked Frans de Rooij, Director Product Marketing, Automotive, TomTom, how the market has evolved since the first interview with AI on autonomous driving in 2014.

De Rooij: We have seen major developments in the market in the course of 2015, with many OEMs and Tier 1s making progress with autonomous driving technologies. We have seen plenty of prototypes and concepts developed, new partnerships formed and companies acquired – showing the importance of the technology to all in the industry.

We see autonomous driving becoming a reality much sooner than many predicted two years

innovation

Enabling connected cars to see beyond their sensors By: Jon Knox

Frans de Rooij, Director Product Marketing,

Automotive, TomTom.

ago. The fact that Advanced Driver Assistance Systems (ADAS) are rapidly being adopted by all segment OEMs in the market is proof. ADA Systems perform key tasks that were traditionally always controlled by the driver (e.g. steering, acceleration), making driving safer, more efficient and more comfortable. In our view, these are important steps towards building autonomously driving vehicles.

TomTom has made significant progress in the development of our offering. We passed an important milestone with our transactional map-making platform by making our vision for real-time maps a reality. This has enabled us to extend our HD map coverage (high-definition maps to support Highly Automated

Assisted driving – an essential step towards fully autonomous driving – is coming at a speed that few predicted.

An essential component in this technology is the on-board maps which guide the vehicle to its destination.

Real-time information keeps drivers informed of conditions on the road ahead.


active promotor of industry standards. With regards to the new opportunities brought by the connected car and car sensor data, we will continue the same pro-active approach.

AI: The connected car is a hot topic is the industry. Yet, there are concerns coming from drivers and OEMs on data privacy and data ownership. How does TomTom tackle these big issues?

De Rooij: We believe privacy is about freedom and being able to decide for yourself how your data is used and by whom. This is why we have established our privacy principles:

i) Clarity: We will always keep the driver fully informed about his data. We make sure the driver understands which data from or about her or him we use, why we use it, how long we use it and who can use it.

ii) Control: We enable drivers to remain in control of their data. We consider the data from or about the driver to be theirs. We only use it for the purposes for which the driver has given it to us, or for which we collected it from the driver or the car. At any time the driver can opt-out or opt-in using our software and websites.

ii) Care: We protect the driver’s data. The driver’s data is theirs. We keep it that way by protecting it as well as we reasonably can to prevent it from falling into the wrong hands.

AI: Looking ahead, what are the key plans for TomTom?De Rooij: TomTom is working closely with its partners to

continuously innovate and support OEMs in their plans for autonomous driving. We actively participate in industry forums to jointly drive regulatory and industry directives. We want to tackle today’s challenges and help our partners accelerate developments towards highly autonomous driving. We are moving fast. Past investments are now paying off. Our ADA and HAD components will soon feature in semi- and highly-autonomous driving vehicles. We will continue to prove that TomTom is the right partner for future-proof navigation technology in the automotive industry.

AI: What’s the role of your customer community in map making and service creation?

De Rooij: We can count on a community of hundreds of millions TomTom customers. They already provide valuable input into our map-making platform and connected services, helping us to detect map changes and current traffic conditions. Looking ahead, the next big opportunity is to use on-board car sensors, also known as extended floating car data (xFCD) to enrich the input received and broaden the services delivered.

To be successful in the automotive industry, suppliers have to provide a fully scalable solution to cover the global needs of car makers. To achieve that, we believe that a well-established community is crucial. It will have to be based on embedded systems from multiple car brands, but also leverage other devices as additional sources of probe data (e.g. aftermarket devices and smartphones).

Another fundamental condition for automotive suppliers is to comply with the high standards of quality demanded by OEMs. This requires not only a large volume of community probe data, but also the right competences and technology to make optimal use of the input from that community and deliver the resulting service back to the community. TomTom already has years of experience in these fields.

AI: You mentioned that any solution must be agnostic to car brands. Which main challenges you foresee ahead?

De Rooij: Several factors will influence how fast the services platforms will evolve. Firstly, car connectivity is obviously a main factor. Looking ahead we are quite positive about the development to come. Today some 30% of new cars sold globally are connected. Over the next five years this figure will probably more than double. The second main factor is related to standardization of solutions. OEMs and service providers must work together towards developing industry standards to enable scalable and global solutions. TomTom has been always been an

On-board maps support the ADAS & HAD vehicle functions without the constraints of the availability of connectivity.

Integrated flow of information to and from the car will keep automated vehicles on the road.

AI

We see autonomous driving becoming a reality much sooner than many predicted two years ago.”


“In the past, automakers relied on a variety of connectivity solutions in each of the isolated domains inside the vehicle,” adds Dr. Ali Abaye, Senior Director of Automotive at Broadcom. “BroadR-Reach automotive Ethernet technology enables automakers to introduce luxury-model safety and infotainment features throughout the fleet, including mid-range and economy class vehicles.”

The OPEN Alliance demonstrated the industry’s first multi-vendor interoperability demonstration of single-pair automotive Ethernet technology in October 2015 at the IEEE Ethernet & IP @ Automotive Tech Day held in Yokohama, Japan. The

demonstration, coordinated by the C&S Group, showed Broadcom, NXP and Realtek 100BASE-T1 physical

layer transceivers (PHYs) working together in a single platform and communicating over OPEN Alliance compliant cable assemblies made by Delphi, Molex, TE Connectivity and Yazaki.

Automotive Industries (AI) asked Natalie A. Wienckowski, General Motors’ Architect - Electronics Hardware Global Lead and

OPEN Alliance SIG, what are the advantages of the next generation IEEE 1000BASE-T1

technology, which is expected to be released in early 2016.

Wienckowski: 1000BASE-T1 keeps the single pair, full duplex operation of 100BASE-T1 while increasing the bandwidth 10-fold. This additional bandwidth will be required to connect 100BASE-T1 links together across a backbone. This increased bandwidth will also be required for today’s higher resolution cameras and displays.

AI: What is being done to protect connected cars from hacking?

Wienckowski: For decades, Ethernet has served as the world’s most popular and reliable networking technology, with a history of successful and secure deployment in dynamic environments like the enterprise. Now, the inherent security features of Ethernet and availability of a number of other techniques and standards to further bolster its security, have automakers eying it at as well.

As in-car Ethernet networks start looking more and more like data centers, a growing number of the world’s leading car makers are adopting one-pair automotive Ethernet technology as their connectivity solution of choice. Vehicles connected through this system include the BMW X3, X4, X5, X6, i3, i8, 6 Series and 7 Series vehicles; the Jaguar XJ and XF and the Volkswagen Passat.

In-car networks are increasingly being designed-in, and deployed to connect systems such as infotainment, driver assist, and safety. Often on shared high-bandwidth infrastructures. It estimated that by 2020 there will be over 1,000 semiconductor chips in the average car. In response to the challenge,

innovation

Controlling big data in the connected car By: James Hilton

Connecting the connected car via Ethernet.

Natalie A. Wienckowski, General Motors’ Architect - Electronics Hardware Global Lead

and The OPEN Alliance (One-Pair EtherNet) Special Interest Group (SIG) Chair.

leading players in the industry have established the OPEN Alliance (One-Pair EtherNet) Special Interest Group (SIG), a non-profit industry alliance established to drive wide scale adoption of Ethernet-based automotive connectivity.

“Since the formation of the OPEN Alliance, interest in one pair automotive Ethernet technology has risen at a dramatic pace. Today, membership in the SIG stands at nearly 300 auto and tech companies, representing a 36X increase in just four years,” says Natalie A. Wienckowski, Strategy Lead, Core Hardware Team at General Motors and Chair for the OPEN Alliance SIG.

“There is no doubt that consumer demand for advanced driver assistance and infotainment features are on the rise,” says Dr Kirsten Matheus, Ethernet Project Manager at BMW. “One pair automotive Ethernet technology provides a single, centralized network backbone that simplifies the deployment of advanced features.”


AI: What are the major challenges facing the OPEN Alliance in the rollout of automotive Ethernet technology?

Wienckowski: Until recently, the challenge of OPEN was to have multiple suppliers of 100BASE-T1 PHYs. In October 2015 at Ethernet IP Tech Day, OPEN demonstrated a network of interoperable PHYs from three vendors including Broadcom, NXP and Realtek, operating over cables from four vendors (Delphi, Molex, TE Connectivity and Yazaki). The demonstration, coordinated by the C&S Group, showed PHY and switch products interconnected using a variety of cables and inline-connectors in a switched architecture, simultaneously transferring HD video stream over the network. Our next challenge is to provide the support documents required to do the same with 1000BASE-T1.

AI: How are you overcoming those challenges? Wienckowski: Through the cooperation of nearly 300 OPEN

Members; including OEMs, Tier 1s, semiconductor vendors, cable suppliers, connector suppliers, harness suppliers, tool suppliers, universities and many others; and their wide range of experiences in the communications world, we are able to anticipate potential holes and fill them before they become issues. However, if an issue is discovered, we are able to find members who are able to help solve this for the community.

Ethernet uses a standard packet format, which includes a source and destination address, which provides a basic level of authentication, isolation and data integrity. Because in-car networks are known and predictable, their operation can be tightly configured and constrained.

Packet addresses can be used by Ethernet switches to provide traffic isolation and filtering, through either static provisioning or dynamic learning.

In other words, Ethernet technology can isolate different traffic types on a shared physical network so that devices are only allowed to talk to other devices within their domain, essentially separating the infotainment system from mission-critical applications, such as the braking system, steering and engine control unit. Fully optimized for in-vehicle applications, Automotive Ethernet transforms the entire vehicle into a centralized, secure data center – on wheels – with proven standards of compliance, performance and protection.

AI: Is Ethernet the most cost-effective solution for in-car connectivity?

Wienckowski: Cost is dependent on a number of factors that vary by application and implementation.

Securing the connected car with Ethernet.

The connected future of the automobile.

AI


automatically provisioned to allow a trial period of services and redirect to subscription portals when the trial ends.

AI: What are some of Jasper’s latest developments?Thomas: China Unicom has recently switched to Control Center

and has had tremendous success signing up Chinese OEMs to use their Control Center services platform. As more and more operators in key markets incorporate Control Center, it simplifies international program expansion for auto OEMs. One OEM estimates it saves them $650,000 each time they choose an operator that’s integrated Control Center into their network.

AI: What are some of the new Jasper partnerships?Thomas: In 2015 Jasper partnered with some of the world’s

biggest enterprise IT vendors, including Microsoft, Salesforce and SAP. Such partnerships mark a significant milestone in the mainstream enterprise adoption of IoT. Jasper’s partnership with Microsoft integrates the Jasper IoT platform into the Microsoft Azure

IoT Suite. This provides enterprises with faster time to market, global visibility, and automated business decisions.

Jasper has also integrated its Control Center Platform with SAP’s HANA big data platform to

enable enterprises to analyze all of their IoT service subscription and usage data. The collaboration with Jasper allows SAP to address the complexity of deploying IoT solutions and help customers introduce new service-based business models that can drive a competitive advantage.

Our partnership with Salesforce integrates the Jasper IoT platform with Salesforce’s customer

relationship management platform. The integration of these two cloud-based solutions connects real-time

data across both solutions and provides enterprises with a singular view of their IoT services and the impact those services

have on their customers around the world.AI: What is your prediction for IoT in automobiles over

the next five years?Thomas: Just as in the mobile and desktop Internet, the

most successful Internet services are free and monetized through transactions and in-use purchases. The vehicle manufacturers will need to build their services on a platform that allows them to allocate the costs of running the services to the service providers and take a share of the revenues as they are monetized through the ecosystem of third-party connected car service providers. Jasper Control Center, with a global footprint of 27 mobile operator groups with mobile networks in over 100 countries, is the perfect platform to take auto OEMs into the next generation of connected car business models.

As connected devices proliferate, industry leaders understand that the real value of the Internet of Things (IoT) is not in the devices themselves it is in the recurring sources of revenue those services generate, according to Silicon Valley-based Jasper.

Automotive Industries (AI) asked Mark Thomas, Director of Product Marketing – Connected Car, Jasper, what new business opportunities are being provided by the advent of the connected car.

Thomas: The automobile is on the cusp of transforming into a consumer electronics device. In the same way that Apple has built a US$10 billion business out of iTunes, automotive companies should be able to build a profitable service business from their own as well as third party services. GM announced in April 2015 that the addition of 4G/LTE in-vehicle could boost profits over three years by $350 million.

AI: How does Jasper Technologies help meet the growing portfolio of connected services?

Thomas: The economics of the connected car has a major difference from the smartphone app economy. With smartphones, the mobile data costs are paid

innovation

Connected cars at tipping pointBy: James Hilton

Mark Thomas, Director of Product Marketing –

Connected Car, Jasper.

for directly by the end customer. With the connected car, the automotive OEM is the one required to pay for the data charges. Jasper helps auto companies separate the in-car Internet connection and divides up the data charges and send bills to multiple parties. Data associated with web browsing via Wi-Fi would be removed from the OEM’s bill and added to the customers own data plan.

AI: Tell us about the experience Jasper has had with US car makers like GM and Ford.

Thomas: Jasper is a trusted partner to GM, Ford, Chrysler, Volvo, BMW and many other leading OEMs. With Control Center OEMs are able to tune the connectivity to the vehicle lifecycle. In manufacturing the car can be automatically provisioned with connectivity settings that limit the data to a particular APN, set a data limit and connection limit while locking to a preferred operator network. In the dealership the same vehicle can be provisioned with settings that allow all the services to be used, but just during business hours. Once the car is sold, the connection can be AI

The next five years is seen as the tipping point for connected cars. With the eCall initiative in Europe driving incorporation of embedded Internet connectivity into all vehicles sold on the Continent, the connected car is about to go mainstream.


development of advanced driver assistance (ADAS) functionality on the market today.

AI: What are some of the current ADAS challenges facing the indsutry?

Giesler: Automated driving is incredibly complex, and automakers are looking to experts like EB, NVIDIA and Infineon to help simplify it for them. The reality is that there is nothing simple about automated driving. Advanced driver-assistance systems gather input from increasing amounts of sensor data which, in turn, drive demand for higher performance. As a result vehicles are requiring increasingly complex software integration at the

electronic control unit (ECU) level because more and more software is executed in the car.

AI: How will the EB/NVIDIA/Infineon partnership address these problems?

Giesler: Our combined offering delivers the increased computing power and intelligence required to handle the incredible complexity of automated driving. ADAS applications developed using the solution will enable a vehicle to interpret – not just sense – what is happening around it and

communicate this information to the driver and to other critical systems within the vehicle, inside other

vehicles and to the cloud.We expect that automakers will embrace the highly

integrated hardware-software approach as a way to simplify and streamline their development efforts. Modern vehicle functions like ADAS have a rapidly-growing demand for high-performance computing power. To fulfill fail-safe operational requirements of autonomous driving functions the next generation of a vehicle infrastructure platform has to ensure the execution of safety critical functions with high reliability. This solution provides car makers with standardized software architectures necessary to meet those needs.

AI: How do you see ADAS evolving?Giesler: Systems for active security and driving assistance

are becoming more and more important, and are becoming more frequently requested by end users. Innovation is being driven by the availability of new technologies, including lower cost,

Automotive software specialist Elektrobit (EB) has joined forces with semiconductor supplier Infineon Technologies and NVIDIA, a leader in visual computing. The result is a system consisting of the NVIDIA DRIVE™ PX self-driving computer integrated with EB’s AUTOSAR 4.x-compliant EB tresos software suite, which runs on the NVIDIA Tegra and AURIX™ 32-bit TriCore™ microcontroller from Infineon.

EB tresos software provides seamless integration capability of Linux and AUTOSAR applications as well as NVIDIA DRIVE™ PX-specific basic functionality for monitoring and redundancy management. It enables cross-CPU-communication with a safe and reliable execution environment, supporting the highest automotive safety integrity level (ASIL).

innovation

Partnership puts ADAS in the fast lane By: Alan Tran

Björn Giesler Head of Driver Assistance, Elektrobit Automotive.

“Autonomous driving requires a massive amount of energy-efficient computing resources,” said Sahin Kirtavit, Senior Director of Automotive Ecosystem, NVIDIA. “With this solution, we are bringing the power of supercomputing into the vehicle”.

“The EB tresos suite forms the safe and secure hub for taking safety critical autonomous driving strategy decisions and communicate with the actuator systems of the car,” adds Hans Adlkofer, Vice President Automotive Systems, Infineon Technologies.

Automotive Industries (AI) asked Björn Giesler, Senior Director Driver Assistance, EB, how the partnership with Infineon and NVIDIA will contribute towards creating an automated driving platform.

Giesler: To our knowledge, this platform is first of its kind and represents the most integrated hardware-software solution for the

A first of its kind partnership between leading software, semiconductor and visual computing companies is

set to accelerate the rollout of advanced driver assistance systems (ADAS) into the fast lane.


AI: How do you see the market for ADAS growing?Papadopol: The trend of adding driver-assist features is

here to stay and is essentially becoming mandatory. It forms the basis for ever-increasing platforms of capability and functionality. Enhanced driver-assist features like adaptive cruise control and lane merge assist offer the largest opportunity to automakers and Tier 1 manufacturers, expected to grow to $73 billion in 2030.

AI: How ready is EB to meet the demand? Papadopol: Carmakers will need a powerful and reliable

platform for autonomous driving. EB is the only industry player with both navigation and driver assistance products from one single source. In addition, EB offers electronic control unit (ECU) software certified for the highest safety levels and is one of the founding members of the AUTOSAR consortium.

We have been involved in the development of basic software and tools for the automotive industry for more than 15

highly powerful processing, user demand and an increasingly competitive environment that includes traditional OEMs and new players. The numerous prototypes of autonomous vehicles give a hint at what will be possible in the next five years. With these new trends we see new challenges concerning reliability, safety and security as well.

AI: What role does legislation play?Giesler: Many cars sold today are already capable of some

level of autonomous operation and prototype cars capable of driving autonomously have been, and continue to be, tested on public roads in Europe, Japan and the United States. As the technology for autonomous vehicles continues to develop it will be necessary for state and municipal governments worldwide to address the potential impacts of these vehicles on the road.

AI: What market is there for highly advanced ADAS?Giesler: ADAS is the fastest-growing field in automotive

electronics. According to Strategy Analytics by 2025-2030, we’ll likely see 15% - 20% of cars using highly autonomous driving systems that provide significant support to drives in multiple driving situations.

AI: How have EB’s strengths in con-nected cars, car sensors and autonomous driving helped it find solutions to make driving safer?

Giesler: Our software is playing a key role in bridging the gap between consumer’s lifestyles and the in-vehicle experience. We draw upon our more than two decades of experience in developing software – working closely with automakers and Tier 1 suppliers. Some of our recent solutions highlight the increasing role safety and security is playing in all of our software.

Automotive Industries asked Manuela Papadopol, Director Global Marketing, EB Automotive to tell us how the partnership with Infineon/NVIDIA came about.

Papadopol: The joint solution combines powerful computing processors with safety-critical hardware and software to enable ADAS for self-driving vehicles. The EB tresos software provides seamless integration capability of Linux and AUTOSAR applications.

years. EB tresos Safety E2E (“End-to-End”) Protection has achieved the safety certification that confirms the capability for use in safety related ECU projects up to the highest Automotive Safety Integrity Level (ASIL) D according to ISO26262 as well as in non-automotive projects up to IEC 61508 / SIL 3.

Our goal is to help the global automotive industry be successful in developing the next generation of smart, scalable, reusable, and reliable ECUs. Our solution enables carmakers to start AUTOSAR mass production projects for major carmakers such as BMW, Daimler, Audi, Volkswagen, GM—and many more.

Manuela Papadopol, Director Global Marketing, EB Automotive.

The platform for autonomous driving has to cater for increasing quantities of data.

AI


driving, Car-2-X applications, vehicle in the cloud and increased connectivity. Support required by highly automated driving systems include dependable architecture with fail-safe operational systems, support for cross-domain platforms, support for high-performance micro-controllers and computing, and distributed and remote diagnostics.

Car-2-X applications will require vehicle and off-board systems to interact. Requirements will include cloud interaction, software as a product and the integration of non-AUTOSAR systems. Dedicated security systems will need to be in place to support the vehicle in the cloud. This will include secure on-board communication, security architecture and secure cloud interaction.

The “AUTOSAR Adaptive Platform” is being developed to meet these requirements. Former AUTOSAR spokesperson

Thomas Rüping agrees: “New requirements call for new solutions. And as AUTOSAR also aims

to provide an optimal standardized software framework for new applications in the fields of connectivity and highly automated and autonomous driving, there will be a new product called “AUTOSAR Adaptive Platform” in the future.

Automotive Industries (AI) asked Fürst what are some of the important features

of the AUTOSAR Adaptive Platform.Fürst: The new AUTOSAR Adaptive

Platform is an additional product to the well-estalished AUTOSAR Classic Platform. The

main benefits for the user will be a dynamic system including the middleware, a support for complex

OS via POSIX interface, and for state-of-the-art multicore microprocessors. AUTOSAR is heading for an early release 1.0 of the Adaptive Platform with a set of minimum required features. Enrichment of features will follow with short release cycles based on market requirements and feedback.

AI: The platform will be ‘cloud-enabled’ by your description – how important is interconnectivity and updates over the air today for automotive ECUs?

Fürst: In future, interconnectivity and over-the-air-updates will be must-have-features for automotive ECUs. Both are key

A number of “game changers” identified by the AUTOSAR consortium have led to the development of a new adaptive platform.

AUTOSAR (AUTomotive Open System ARchitecture) is a standardized and open software architecture for automotive electronic control units (ECUs). AUTOSAR is a cooperative of automotive manufacturers, automotive suppliers, tool vendors and semiconductor vendors. The AUTOSAR development partnership is focused on managing the growing complexity in the development of automotive electric/electronic (E/E) architectures, with the aim to enable new technologies and improve development efficiency – without making compromises on quality.

Simon Fürst, General Manager Software Development and Software Infrastructure with the BMW Group, who is also the current AUTOSAR spokesperson says the new system will be built on the “AUTOSAR Classic Platform,” which “remains the system of choice

innovation

New AUTOSAR adaptive platform on its way By: James Hilton

AUTOSAR spokesperson Simon Fürst.

with regard to control units from the classical E/E domains of the automobile”.

“This platform continues to be the preferred solution for applications that have limited demands on hardware resources while fulfilling safety requirements and providing hard real - time capabilities. Upcoming new functionalities will be realized more efficiently by a software platform being designed for their special requirements. On the one hand we see, for example, there is a demand for number-crunching algorithms and high interconnectivity while on the other hand we have a focus on dependability of applications and systems, or new technologies such as ‘update over the air’”.

Among the “game changers” or main drivers for new automotive software systems identified by AUTOSAR are highly automated

“Among the “game changers” or main drivers for new

automotive software systems identified by AUTOSAR

are highly automated driving, Car-2-X applications,

vehicle in the cloud and increased connectivity.”


Simon Fürst, General Manager Software Development and Software Infrastructure with the BMW Group, was appointed AUTOSAR spokesperson in July 2015 in accordance with a nine-month rotation of the responsibility.

Fürst is an aerospace engineer, and has been actively engaged in AUTOSAR since 2005. From 2008 he has represented the BMW Group in the AUTOSAR Steering Committee. He succeeded Thomas Rüping, Director of Business Development, Cross Divisional Group - Software, Methods and Tools Division of Robert Bosch.

The new deputy spokesperson is Dr. Ing. Carsten Krömke, Head of Technical Development E/E - Architecture and Networks, Volkswagen. Igor Neiva Camargo of Continental Automotive is the new speaker of the Project Leader Team of AUTOSAR.

are in the roll-out phase at different OEMs and Tier 1. Our expectation is that through the harmonization of tests the test effort and the test costs will decrease on either side, the OEM and the Tier 1.

AI: How do you see the role of AUTOSAR evolving as myriad new requirements keep cropping up from automotive OEMs?

Fürst: Our role is to be a moderator between all partners. We consolidate the requirements and look out for the best solution. Furthermore, it is not in our interest to overload our standard with more than one solution for one requirement. We want to stabilize the Classic Platform. So that on the one hand, the strokes of required updates remain manageable and on the other hand, we will have fundamental new features in the Adaptive Platform.

AI: What are some of the new technologies you predict will change the automotive landscape over the next few years?

Fürst: In my opinion, one major development is going to be central computing platforms, which will shape a completely new E/E architecture. I presume it might be a service-oriented architecture with multi-layer services. There will also be high performance microcontrollers for these central computing platforms.

features for interacting applications as well as to apply security updates and feature extensions in this field.

AI: When do you foresee a roll-out date for the AUTOSAR Adaptive Platform?

Fürst: From our current point of view, the initial release 1.0.0 of the new AUTOSAR Adaptive Platform will take place end of first quarter 2017. The development process has already started and working groups are set up as extensions to existing work packages in AUTOSAR. We are currently at the stage where we have the basic architecture of this adaptive platform defined and we agree on the look of the core interface layers for applications, the middle ware and to the operating systems. The AUTOSAR Adaptive Platform is a “real” software project now and no longer just a pure specification project.

AI: How has AUTOSAR’s Release 1.0 of Acceptance Tests and Release 4.2.2 of the Classic Platform changed the testing landscape for automotive OEMs?

Fürst: The test specifications released as the AUTOSAR Acceptance Tests Release 1.1.0 are applicable to the software specification of the AUTOSAR Release 4.2.2. Right now, they

Simon Fürst

How the Adaptive Platform will extend the AUTOSAR Classic Platform by support of adaptive deployment and interaction with non - AUTOSAR systems through a common bus interface specification.

AUTOSAR methodology.

AI


trive.me EDAG’s spin-off ensures ingenious networking of driver, vehicle and driving.

A scenario where cars come preloaded with a range of options and services that are unlocked on demand (and payment) by the owner is nearing reality. “Our solution allows OEMs to market software apps and the ‘hardware’ – or car – separately,” says Heiko Herchet, Chief Executive Electrifier at trive.me – a division of EDAG. The separation of hardware and software development in the automotive industry will help make applications and functions in future vehicles more attractive to the consumer, he says. The first function, personalizing vehicle settings and saving them in the trive.account app was demonstrated at

the Frankfurt Motor Show (IAA) in September 2015. The app can change the color of the concept car EDAG Light Cocoon

in real time.Automotive Industries asked Michael

Pollner, Zeitgeist Evangelist (he looks after the marketing of products at trive.me), how he sees trive.me changing the driving landscape.

Pollner: We see our products as an important enrichment of the new mobility ecosystem. We believe that car driving in the future will focus on

more than mobility. Customers will be asking questions such as “how productive am I on the way

from A to B? How creative can I be? How can I generate more value while on the route? So we are concerned about

giving users control over their time (our trive.park app), make them productive on the go (trive.hotspot) or give them unimaginable flexibility (our trive.account platform for your car account). In addition, we want to be a focal point for all those young founders and startups out there. We are a truly OEM-independent incubator.

AI: What are some of the features of trive.account?Pollner: The key point of personalization in trive.account is

that features and functions, already built into a vehicle, can be unlocked at any time or place. Take, for example, traffic sign recognition: The driver selects this feature, buys it and immediately gets the functionality unlocked in his car. It is also possible to rent a function if you want to try it out or if the feature is only required for a limited time. The necessary hardware (cameras, sensors) are installed in most vehicles and smartphones anyway.

AI: Where will the trive.park service roll out?Pollner: Currently we are in talks with car park operators. In

addition, we will connect trive.park to the guidance systems of a city someday. We are optimistic that we will succeed.

One of the leaders in the field is Wiesbaden-based design engineering company EDAG, which presented a combination of additively manufactured body nodes and extruded sections for future body structures at the 2015 Frankfurt IAA. On show were extremely flexible, load path-optimised spaceframe structures which, according to the company, will enable a wide variety of derivatives, variants and drive concepts to be managed economically in the future. With the first fully functional, ready-for-approval, additively manufactured model of a headlight and a cooling plate for an on-board charger housing that has also been printed, EDAG documented the potential of additive manufacturing methods for the near automotive future. This technology is being made available globally.

Automotive Industries (AI) asked to Jürgen Vogt, CFO of EDAG Engineering, UK, what the company’s plans are for the British market.

Vogt: Our vision is to be the strategic engineering partner for the UK automotive market. We are focused on local vehicle engineering resources, and also use our

innovation

Bionic design and additive manufacturing go mainstream By: James Hilton

Jürgen Vogt, CFO of EDAG Engineering, UK.

global network including know-how in Simultaneous Engineering. The scope of projects reaches from single modules to the development of entire derivatives. This includes bionic lightweight design, different material technologies and electric mobility. The big advantage we have is our network of competencies.

AI: What was the reaction at the IAA 2015 to EDAG’s latest technologies?

Vogt: Briefly: overwhelming. We did not expect such high resonance from our customers and from the media. We have obviously hit the Zeitgeist by approaching many aspects that are becoming increasingly important for the automotive industry. This includes lightweight design by bionics, 3D printing, connectivity and intelligent production processes.

AI: How does EDAG benefit from the strengths of the ATON group of companies?

Vogt: In cooperation, for example, with FFT, a subsidiary of ATON, we can even offer complete turn-key production facilities. So this is a good example of how EDAG benefits from the ATON Group network, enabling us not only to design new products and the necessary solutions for the production, but also to provide implementation capacities.

Manufacturing using a combination of bionic design and additive manufacturing has moved out of the research and design workshop on to the factory floor.


combine the best of automotive and IT development. trive.me specializes as an independent brand of EDAG Engineering in the development of digital solutions for connected vehicles, drivers and mobile devices. trive.me does not only develop ideas, but can also integrate them into the very complex, highly professionalized and sometimes politically influenced automotive development process.

trive.me is firmly established as part of an engineering service provider with a strong network to the automotive industry, and is able to activate the knowledge of more than 1,500 software and hardware experts for engaging in customer projects and its own products. trive.me complements this expertise with “freethinkers” and IT specialists, not only to initiate new ideas but also to implement and guide these ideas into products. We also want to interact with other startups as a catalyst for accelerating ideas into the automotive business.

AI: How do you see the connected car evolving? Herchet: A key factor for the acceptance and the

breakthrough of the connected vehicle is the implementation of the necessary IT security. Generally, there are three dimensions: Privacy, Safety and Security. In all dimensions security has to be assured throughout the entire vehicle lifecycle in order to protect against manipulation of the vehicle software by hacking or disclosure of personal information. trive.me connects the standard of the automotive industry ISO 26262 (Safety) with the standard

ISO 15408 (Security) of the IT industry. This ensures the required reliability in all development projects.

AI: What were the reactions to trive.me’s offerings at the IAA 2015?

Pollner: In our discussions with suppliers and vehicle manufacturers we sensed the desire to reinvent mobility. Many companies struggle to do so because of restrictions in the organization and the required new mindset. In contrast, we can be a platform to develop and drive forward exactly those sometimes crazy looking ideas.

Automotive Industries asked Heiko Herchet, Chief Executive Electrifier and head of trive.me, how trive.me is positioning itself in the mobility industry.

AI: What interoperability does trive.me offer between automotive companies, service providers and end-users?

Herchet: In order for OEMs to stay in business their automotive development process needs to be changed. The challenge is to

AI

Michael Pollner, trive.me Zeitgeist Evangelist.

AI: How important is standardization in this field?Herchet: Only a standardized system will show the

advantages of connected vehicles and enable us to create new functions. We think the vehicle will be completely connected in the future. This connection will take different forms. The vehicle will provide a complete connection to all individual components of the interior and will also be connected to the wearables of the consumer (domestic devices, mobile devices). The second form is the networking of the vehicle itself with the environment. The vehicle as a “thing” in the “Internet of Things” will interact with other vehicles and the infrastructure.

The third form refers to the energy supply. With significant charge and discharge of the vehicle battery, the vehicle becomes an integral part of our energy system and thus a catalyst for the usage of renewable energies in the energy mix. These forms of connection provide new challenges for software development in terms of vehicle safety, data security, computing power, driver comfort and the “Freeware” mentality regarding Apps

AI: What are some of the new services/technologies you hope to roll out over the next year?

Herchet: With trive.park, we will commercialize an additional product line. By retrofitting smartphones, as well as in-vehicle systems, we will provide a powerful indoor navigation system, the selection and booking of free parking spaces, as well as seamless navigation solutions. More innovations are on the way.

Heiko Herchet, Chief Executive Electrifier and head of trive.me.

The lightness of being - design uncluttered by conventional thinking.


joint venture between the Jiangling Motor Company and Getrag. In the same year Getrag opened a plant for the production of dual clutch transmissions and motorbike transmissions in Kechnec, Slovakia. This was followed by the opening of a plant in Irapuato, Mexico, in 2010, and in 2012 a second Chinese joint venture company, Dongfeng Getrag Transmissions, was formed in partnership with the Dongfeng Motors Company.

AI: What are some of the challenges in setting up in emerging economies like China?

Kotecha: The first is finding local suppliers that can manufacture the quality parts we need. We have also faced challenges in the transfer of knowledge to the operations in China, while having to meet tight deadlines resulting from short product life-cycles.

AI: What are some of the future global expansions planned by Getrag?

Kotecha: Our focus is now on India and increasing Getrag’s global footprint. We are also working hard at ensuring that our technology will remain relevant after 2025.

AI then asked Chief Technology Officer Didier Lexa what makes the 7HDT300 and 6DCT200

such innovative technologies.Lexa: For the 7HDT300 it is the ability to

package the e-machine in a very smartmanner within the baseline transmission.

This results in the same package size as the baseline. We also offer drivability in three modes: 100% electrical, hybrid and with combustion engine. In addition to that the

e-machine is scalable from 48V/15kw up to 400V/75kw. We can support any type of driving:

boost, sailing and torque-assist, to name a few.Technically, the Getrag 7HDT300 is the hybrid version

of the PowerShift 7DCT300, a seven-gear transmission with a nested wet dual- clutch, electromechanical actuation of the shifting system and electro-hydraulic dual-clutch actuation. The e-machine version of the 7HDT300 is scalable depending on the desired level of hybridization. Thanks to its electric actuation, the 7DCT300 dual-clutch transmission is ready for automatic clutch and gear actuation.

It is compatible for a start/stop system, as well as for an extended sailing function, in which the internal combustion engine is declutched and the vehicle rolls freely on its wheels. Furthermore, the existing electric actuation allows for an easy hybridization of

A combination of intelligent software and lower energy requirements for the shifting of the gears by modern automatic gearboxes allow the engine management system to ensure that the power train is operating at maximum efficiency wherever possible. Depending on the design of the vehicle, Getrag dual-clutch transmissions (DCT) can outperform drivers with stick shifts, according to the company.

It is in the process of introducing its 6DCT200 and 7DCT300’s modular DCT gearboxes, which are available in conventional and mild to plug-in hybrid models. In addition the company is showcasing its new MTI-NG inline manual transmission with up to seven speeds and an all-new global MX65 modular MT 5/6 speed transmission at selected trade expos.

Automotive Industries (AI) asked Getrag Chief Executive Officer Mihir Kotecha how significant 2015 has been for Getrag in terms of new product launches.

Kotecha: We had the first launch of the 7DCT300 in Europe, which will be followed by the use of the technology in more than 100 new applications with various customers globally over the next three years.

innovation

Automatic transmissions contribute to fuel economy By: James Hilton

Getrag Chief Executive Officer Mihir Kotecha.

AI: How has Getrag managed to ride out the financial crisis of the past few years to emerge stronger?

Kotecha: We have achieved this success through a combination of innovative and strong products developed and produced by dedicated and passionate people. Getrag continues to offer technology to support our well-recognized brand reputation and excellent global customer base.

AI: What has helped you expand globally? Kotecha: Through a combination of supplying the products

and technology the market needs and strong joint venture partners. Getrag entered the Chinese market in 2006 through the establishment of the Getrag (Jiangxi) Transmission Company, a

In the 80 years since Getrag produced its first clutches the technology has evolved from manual transmissions

to today’s self-changing systems which can be more fuel-efficient than a manual transmission.


Thanks to this solution, the large gear wheel can be eliminated from the first gear, so that the transmission drop is significantly smaller and lighter. This design with two short starting gears works well in in low-torque suction engines, and in small downsized engines. Compared to automatic torque converters and CVTs in the low-cost segment, the 6DCT200 can achieve an energy consumption advantage of 10% to 20%. It can also achieve an energy consumption advantage of 5% compared to a five-gear manual switch.

AI: How do they help cut fuel usage and at the same time improve performance?

Lexa: Fuel economy is a sum of four major ingredients: mechanical efficiency, smart actuation, parasitic loss

the transmission, resulting in the hybrid version 7HDT300. It differs substantially from 7DCT300 due to the additional e-machine and a modified oil cooling system, which cools the e-machine as well as the dual clutch. The 7HDT300 offers all hybrid modes such as pure electric driving, internal combustion engine support (boosting), and electrical energy recovery (recuperation).

Due to the axially-parallel integration of the e-machine, the installation length is unchanged in comparison with the 7DCT300. Since the electric motor is connected via a reduction gear to the gear shaft, they can be designed in a very compact manner for high rotation. This not only saves space, but also costs.

Furthermore the axially-parallel installation allows the torques of the engine and the e-machine to be directed down different mechanical paths (torque split). For example the e-machine can use gears 2, 4 or 6 independently from the engine in order to take advantage of the best possible operating points depending on the driving conditions. This flexible branching of the torque between the internal combustion engine and the e-machine further contributes to CO2 reduction. 6DCT200

The 6DCT200 uses the same technology as the 7DCT300, with a very strong focus on cost and package, sharing key components with 7DCT300 such as the clutch, TCU, software as well as the smart actuation. With the water-cooled wet clutch this transmission supports heavy vehicle applications without sacrificing drivability. In addition it can be hybridized with the same technology as the 7DCT300.

The increasing automation of small vehicles requires highly efficient transmission concepts in every sense. Using Smart Actuation, the 6DCT200 offers the advantage of a wet dual clutch, with very favourable fuel consumption. The six-speed dual-clutch transmission 6DCT200 has been developed for front-transverse applications in small and compact cars with engines of up to 230 Nm. Due to its design as an auxiliary transmission, the 6DCT200 works like a manual transmission, with very low internal losses. The power consumption for the automatic functions is considerably lower than 30W in the NEDC.

The compact design and light weight (61kg) of the 6DCT200 is primarily due to the “bridge design” of the first gear. The first gear is formed as a winding gear, using both sub-transmissions. The required bridge synchronisation is achieved with an additional circuit element.

Getrag Chief Technology Officer Didier Lexa.

reduction and weight reduction. Getrag has been able to innovate in all of these fields, having achieved best-in-class

efficiency. On the other side performance can be translated into torque to weight ratio as well as responsiveness. Torque to weight ratio in our DCT transmissions is excellent since we are using improved manual transmission gear set technology. Responsiveness is the result of very low inertia wet clutches as well as faster smart actuation.

AI: Tell us a little about the development process at Getrag that helps the company stay ahead of the technology curve?

Lexa: It’s is a matter of process, having each milestone deliverable at each phase of development in mind. But this by itself is not enough. It requires also very strong discipline, as well as strong focus on our customer needs. We have built up over time strong system competence, taking into account the complete powertrain, and not only the transmission. This enables us to get the maximum out of the power train, understanding the interaction between transmission and engine. And it also enables us to better specify each sub-system and component during our development phases. With this combination of competences our engineering team makes us the supplier of choice for most of our customers.

The 7HDT300 plug-in hybrid configuration. The 7HDT300 gear set.

AI


throughout the car. These materials can be used for applications such as roofs and windows, headlights and the rear hatch. “This is good for the environment, because less weight means less fuel. The lean design is also vital for electric mobility, where the considerable weight of the batteries needs to be compensated.

Covestro supplies material solutions for the batteries themselves and the stations used to recharge them.

The company’s innovative products and processes do more than make car production efficient and

the resultant vehicles economical, though. Polycarbonate and polyurethane-based coatings – paints, finishes and films – also help give vehicles their own unique design,” says the company.

Covestro’s polyurethane foams which are used in everything from seats, to the roof and trunk, help EVs keep their weight down.

Similarly, the company’s polycarbonate is used for automotive glazing and headlights in

EVs as it is 50% lighter than glass. Automotive Industries (AI) asked Thomas

how he, as chairman of the newly formed corporate entity, sees Covestro’s development over the

next few years.Thomas: It is a great opportunity, not just for me but for all

of us. We will shape this new company according to our new vision and values. We want to make the world a brighter place – to preserve our planet’s resources and the environment, promote society and create additional value. We want to achieve this with our high-value materials, efficient processes and last but not least skilled and inspired employees across the globe who live up to

Covestro – previously Bayer MaterialScience – is a leading supplier of high-value polymers and solutions for various industries including automotive. In September 2015, Covestro became economically and legally independent from its parent company Bayer and one month later was listed at the German stock exchange in what was the biggest IPO in Germany in 2015. Covestro is headed by Patrick Thomas, who was also CEO of Bayer MaterialScience.

innovation

Plastics paving the way for e-mobility and reducedcarbon emissions By: Lenny Case

CEO Patrick Thomas sees his company well prepared for future

challenges. “E-Cars will take over,” he says. “And it will not work

without plastics.”

It is estimated that between 2000 and 2050, the number of cars on the world’s roads could quadruple to 2.7 billion. “This represents a real challenge for climate protection and the conservation of scarce raw materials. We need lightweight cars with excellent fuel economy and low emissions. Innovative materials and solutions from Covestro are of great help in this respect. They also make a key contribution to eco-friendly electric mobility and pave the way for stylish design that gives vehicles their own unique personality,” says the company.

The company’s high-performance plastic polycarbonate and versatile polyurethanes provide lightweight construction solutions

Plastics now account for about 15% of materials used in a mid-sized car and this percentage is growing as

car manufacturers hunt for ways to reduce weight of vehicles to improve fuel economy.

Covestro’s Polycarbonate lenses bundle the light of the

energy efficient and lightweight LED’s in headlamps.


the demand for heating and cooling. Polycarbonate in glazing or structural parts can save a lot of weight. E-Mobility will not work without plastics, and we are prepared for that.

AI: How has Covestro’s innovation and leadership in providing intelligent, lightweight material solutions across a wide range of automotive applications been enhanced in the recent past?

Thomas: We are constantly developing new solutions. Most recently we developed a polyurethane composite system that could serve as structural vehicle parts as well as coatings that are based on 70% bio-based material. Besides new material solutions we are constantly working on improving processes to make the production of car parts with our materials more efficient. For example, we developed a car coating that hardens under lower temperature and thus can be hardened with waste heat.

AI: What have been some of the immediate changes that have occurred after the September renaming to Covestro from Bayer MaterialScience? Has there been a shift in corporate strategy and if so, what has been the change?

Thomas: Being an independent company listed on the stock exchange puts Covestro in an even better position than before. It enables Covestro to pursue its business goals and deploy its strengths more quickly, effectively and with greater flexibility. We can now optimize our structures as a pure polymers producer and become an even stronger competitor in the global arena. Covestro has a clear strategy which it will execute. The main purpose is to achieve further profitable growth. This should be supported by expected favorable dynamics of our core markets and industries which are expected to grow faster than the world economy in the years to come. The basis for our future success is continuous innovation, and we embrace sustainability in everything we do.

our unique set of values: to be curious, courageous and colorful in everything they do.

AI: How does Covestro help make vehicles “lightweight”?Thomas: Polycarbonates and polyurethanes, which have

been invented by our company, can be found in a wide range of applications for the interior and exterior of cars. Our polyurethane raw materials for example are used to produce flexible foams for car seats, while rigid foam is well suited to insulate vehicles against heat or cold and noise. Polycarbonate is a highly transparent, break resistant, durable high tech plastic that can be freely designed and is much lighter than glass or metal. It is already used in head lamps, rear lamps, glazing, rear spoilers and radiator grilles – with more application solutions being possible. We’ve already made an entire rear hatch from polycarbonate.

AI: How will future, eco-friendly cars, impact or change Covestro’s R&D strategy?

Thomas: We think that plastics are a key element of eco-friendly cars. Our materials help cars in becoming lighter and thus need less fuel. As a next step we are working on lightweight thermo formable composites based on polycarbonates. Looking for new solutions with existing materials is one pillar of our R&D strategy. Developing new applications, technologies or processes for eco-friendly cars is already part of our R&D.

AI: What, in your opinion, are the future materials for e-mobility?

Thomas: E-cars will take over sooner or later. Current challenges are high manufacturing costs and sales prices, insufficient batteries, low range and missing infrastructure. To extend the range, a car needs to be lighter and be constructed in a smarter way in order to save energy. Polyurethane foams in seats, roofs and the trunk can help insulate the cockpit and reduce AI

In its technical center at Leverkusen, Covestro produces car seat cushion samples. Polyurethane foam is currently the material of choice for such applications.


INCHRON’s tool suite includes the real time Simulator chronSIM as a design tool, the validator chronVAL as a worst case analysis tool for systems with an ASIL A to D classification as well as a visualization and analyzation tool for measuring trace, chronVIEW.

“In order to give engineers even better support,” says Dr. Ralf Münzenberger, CEO and Co-Founder of INCHRON, “we have extended our tool suite to include an optimization tool. chronOPT.”

As a partner in AUTOSAR, the INCHRON tool suite is designed to allow users to work efficiently with the AUTOSAR system model. “The huge benefit of working on one database for OEM, supplier and tool provider is the data consistency throughout the project and the fast turnaround times. Seemingly small changes of an

AUTOSAR configuration parameter often have dramatic consequences on the dynamic system behavior. This

is a major disadvantage of abstract modelling the system architecture,” says Ingo Houben, Business Development Manager at INCHRON.

“Without doubt an important driver of AUTOSAR is the integration of application software from different suppliers into a single ECU. Such collaboration project has very high technological and organizational risk to fail or at least a high

risk exceeding the budget. Our tools and timing methodology help you to handle the integration with

the necessary care and technical depth”.Automotive Industries (AI) asked Münzenberger

what particular challenges he sees in the autonomous driving area.

Münzenberger: I would firstly like to mention a rise in technical complexity of ECUs in the last decade, which is exponentially increasing in the area of autonomous driving. Concepts such as multiple core CPUs, Ethernet, GPUs, hypervisors, and a growing array of sensors are not just technical buzz words, but are components which are being intensively deployed.

We are also seeing a very strong growth in organizational complexity. More and more third-party software from different suppliers must be integrated into one ECU. It is not unusual that the project partners have never worked together before. The increasing technical and organizational complexity generally leads to a high risk in the

One of the biggest challenges for system developers and engineers is to assess the real-time behavior of their systems and networks in the face of increasing complexity. In response German company INCHRON has developed a set of methods and tools that help reduce the costs and ensure that deadlines are met in the development of the increasingly complex systems. The tools help developers to get rid of load limits and performance, deadline and response time violations. As an example they are used to optimize the coordination of sensor input (radar, camera, ultrasonic), the processing, and the actuator output (brake, steering, gear box) that forms the “brain” of a driver assistance system.

INCHRON supports system architects and engineers from the earliest stages of a design project. Using INCHRON tools it is possible to optimize individual subsystems, as well as manage an end to end event chain from the

innovation

Real-time health tool ensures development projects are under budget and on time By: James Hilton

Dr. Ralf Münzenberger, CEO and Co-Founder of INCHRON. Real-time

health is the key factor for success. Find out the health of your system with our

Real-Time Health-Check.

sensor to the actuator. Managing the flow of data (event chain) of the sensors via the different ECUs and busses (FlexRay, CAN, Ethernet, LIN) through to the actuators plays a central role in the functionality and safety of the driver assistance system. A wrong course of action within the event chain, a break of the data flow or a too long latency can lead to malfunctions. In other words, it leads to a bad real-time health.

What is needed, according to INCHRON, is to constantly monitor the real-time health of the embedded system. Companies such as Audi, BOSCH, Continental Automotive, Hella, Lear and TTTech have are using INCHRON tools for a number of years, both for the event chain analysis of individual ECUs and at the vehicle level. “Up to now we identified timing and performance problems only during series development. Next time we will do this systematically right from the start - already in the concept phase,” said Bernhard Augustin, AUDI AG Driver Assistance Systems.

Up to 100 critical event chains for driver assistance systems are contained in today’s cars, and this number will increase by at least a factor of 10 as vehicles move towards autonomous driving.


successfully used. As different domains come together more and more industry boundaries are blurred the demand will increase sharply. With car2x we already see collaboration of automotive, mobile and big data in the IoT (internet of things). AI: Can the tools from INCHRON only be used for an event chain analysis?

Münzenberger: No, the application is significantly greater. The use of our methodology and tools leads to a robust system and software architecture, so that there will be no breakdowns in late stages of development. The tools avoid costly timing and performance errors and time-consuming redesigns. The verification of change request is done very quickly and efficiently, and identifies whether new functionality still can be integrated or not. If this is not possible out of the box, an architecture optimization with chronOPT can be performed automatically to fit in the new functionality.

AI: At what development stage should a user start with the use of INCHRON tools?

Münzenberger: As a rule of thumb, the sooner the better to save costs and time. However, there are also big benefits in the later stages of development, as we have demonstrated in numerous projects where we were called just before SOP to solve integration problems. It is best to start in the Requirement- Phase and to define the timing, performance and event-chain requirements. This is an important key to success, especially in complex systems and collaboration projects. Inexact requirements often cause wrong design decisions. A robust and extensible system and software architecture will be designed in the design phase. In the test phase deviations identified by our tools are often not found through traditional testing. Designing such complex architectures in a trial and error manner does not work anymore.

development phase, as we have seen in many customer projects. This often means that development costs rise well above the planned budget or can even lead to the cancelation of the project. We developed a Real-Time Health-Check guide to prepare our customers before the start of the development project to reduce this risk significantly.

AI: What is the thinking behind the Real-Time Health-Checks?Münzenberger: The Real-Time Health-Check came out of our

analysis of a large number of research and development projects. We have seen too many fail or run significantly over budget and deadline. Based on this experience we have developed the Real-Time Health-Check. With the help of 12 questions, I can find out whether my current development process will result in a real-time healthy embedded system. The check assigns a real-time health grading of high risk; medium risk; or excellent real-time health. Our real-time health check is online. Everyone is invited to make their own evaluation of their real time health (real-time-doctors.com).

AI: What findings have you gained from the Real-Time Health-Checks?

Münzenberger: The evaluation of the test clearly shows that without a systematic approach, 65% of the projects have major problems (high real-time health risk) and none fall in the green area of excellent real-time health. It looks different if our methods and tools are used systematically. A third of these projects is in the green area and therefore have excellent real-time health. The rest are in the acceptable range. Based on the results of Real-Time Health-Checks we define the necessary process steps together with customers to get into the green zone. It’s amazing how much can be achieved with small steps. For example in autonomous driving the focus on event chains is a key for success.

AI: In what other areas are event chains playing an important role?

Münzenberger: Event chains play a central role in all automotive domains. You will find them in the central access system, engine control, the chassis area as well as in infotainment systems. Because of increasingly strong networking of the car with the environment (car2x) event chain analysis will increase significantly in importance. Our solutions are already used in all domains with resounding success. In other sectors such as automation, mobile or aerospace, our solutions are also being

Real-time health tools ensures development projects are under budget and on time.

Charting the “health” of an embedded system.

AI


Schlattman: The combination of video analytics with machine learning enables us to achieve more intelligent algorithms that are able to self-adapt to specific situations and to distinguish automatically which situations are abnormal, leading to potential danger. By combining our analytics with today’s communication capabilities we are able to prevent accidents or traffic inefficiencies before they even happen. For example, a direct channel to a smart car can bring up an in-car alarm of a predicted collision with a bike.

AI then asked Dr Manuel Görtz, Senior Researcher and Project Manager at AGT, what role the company had played

in the PeerEnergyCloud (PEC) initiative.Görtz: The complete process chain (sensor data gathering, data processing on smart home gateway, secure communication to the backend, analysis and storage of energy data, and providing of a web app) was developed and provided by AGT.

AI: How did that initiative lead into the current role AGT is playing in the European Union’s Horizon 2020 Lighthouse Projects?

Görtz: AGT’s expertise in the area of analytics for traffic and energy has played a

vital role inviting AGT to the GrowSmarter partner selection process. Additionally, the results achieved in

PEC showed AGT’s ability to execute cutting-edge research projects. In GrowSmarter, a European Smart City lighthouse project, AGT will build upon its work accomplished in PEC

and will enhance it to serve up to 1,400 homes in the Stegerwaldsiedlung in Cologne.

A key determinant of the quality of life of people living in cities is the way the traffic is managed. The advent of intelligent sensors and connected vehicles gives city managers a completely new set of tools.

A key determinant of the quality of life of people living in cities is the way the traffic is managed. Hours spent in traffic jams or working days lost due to injuries sustained in road accidents not only affect the quality of life – they have a direct impact on the competitiveness of a city.

Well-managed transport systems increase the appeal of cities to investors and entrepreneurs in an increasingly competitive global business environment.

innovation

Managing Big Data to make cities more competitive By: Esther Francis

Dr Markus Schlattmann, Research Architect at AGT International.

Automotive Industries (AI) asked Dr Markus Schlattman, Research Architect at AGT International, how data can be used to better manage road usage.

Schlattman: Traffic is one of the most IoT data intensive fields we have today and various applications (e.g. as part of V2V or V2I) are emerging. Most of those applications just provide particular views of a small subset of the data itself. At AGT we focus both on Big Data technologies and advanced IoT analytics to really make sense of the very heterogeneous and vast amounts of data coming from real world sensors. The Smart Intersection is an example of how a set of sensors combined with advanced analytics and connectivity can support citizens in their daily life and can increase cities’ attractiveness.

AI: What role does AGT’s Smart Intersection play in helping cities deal with traffic issues?

Schlattman: Using advanced video analytics we’ve enabled the smart intersection to optimize traffic flow and increase safety for different road users. Our key technologies are intelligent and dynamic traffic lights to make pedestrian crossing more efficient and support minorities, prediction of dangerous road situations to avoid accidents and detection of abnormal traffic incidents to decrease reaction times of traffic forces. One important factor of our solutions is to ensure privacy for people. Therefore, we process the video and data directly at the smart intersection.

AI: How can advanced video analytics combined with machine learning technologies and new generations of smart connected devices be used for smart traffic management?

Dr Manuel Görtz Senior Researcher and Project Manager at AGT International.

AI

AI: What are some of the challenges in IoT in terms of collating and analyzing data?

Görtz: Applying standard big data analytics to IoT isn’t very effective due to the unique nature of IoT data. IoT data demands analytics specifically designed for the new IoT data created when millions of new sensors and devices become connected and start to interact.

Over the past six years AGT has delivered IoT deployments for customers worldwide including smart cities, water infrastructure management, energy management, traffic management, critical asset management and large-scale event management. Our deep expertise in sensor data management, advanced analytics and visualization turn big IoT data into relevant data.

No matter which technology path OEMs choose to innovate for the connected car, we’re committed to helping our customers meet evolving challenges and requirements. Our reliable products and solutions help accelerate innovation to drive data connectivity, power and data distribution, sensing and weight reduction – all in a harsh environment.

WHERE MOBILITY& INNOVATION CONNECT

EVERY CONNECTION COUNTS

www.te.com/automotive

EVERY CONNECTION COUNTS, TE Connectivity, TE and the TE connectivity (logo) are trademarks of the TE Connectivity Ltd. family of companies.

ConnectedCar_AI.indd 1 11/30/15 10:30 AM

No matter which technology path OEMs choose to innovate for the connected car, we’re committed to helping our customers meet evolving challenges and requirements. Our reliable products and solutions help accelerate innovation to drive data connectivity, power and data distribution, sensing and weight reduction – all in a harsh environment.

WHERE MOBILITY& INNOVATION CONNECT

EVERY CONNECTION COUNTS

www.te.com/automotive

EVERY CONNECTION COUNTS, TE Connectivity, TE and the TE connectivity (logo) are trademarks of the TE Connectivity Ltd. family of companies.

ConnectedCar_AI.indd 1 11/30/15 10:30 AM


the-art electronics; exclusive wire wheels; racing suspension and an aluminum drive shaft. Italian leather and English Wilton Wool carpet add to the luxury ambience. A Bosch Hydro-Boost Power Booster accompanies the Wilwood 4-wheel disc brakes. The custom welded and machined exhaust tips were designed “as if they are a fine piece of jewelry,” according to the company.

Mated to the 430-hp engine is an aluminum 4-speed or 6-speed paddle shifter along with a posi rear end. The car is completely handcrafted by one of the last independent coachbuilders, taking 1,700 man-hours to build.

Once Master Lee Sun-Don completes a custom painting for each car, the process of transferring it to the DiMora Vicci Emperor begins. It takes the DiMora team of artisans no less than 700 man hours to replicate the artwork onto each individual Vicci Emperor. The artisans carefully reproduce every fine detail from the original canvas. Each owner buying a limited edition—1 of 25 from the DiMora Vicci 6.2 Emperor Series—also receives the original canvas painting by artist Master Lee Sun-Don that defines the custom painting on the unique, hand-built production car.

The development and unveiling of the Natalia is designed to be a premier Internet, televised, educational, and media event of unprecedented proportions. Millions of viewers from around the world will be able to watch DiMora craftsmen creating the Natalia via multiple live Web cams transmitting from its production sites.

Founded by Sir Alfred J. DiMora, the company is creating the world’s first hand-built, US$2 million, sixteen-cylinder production automobile: the Natalia SLS 2 sport luxury sedan. It is described by DiMora as “the world’s most luxurious, expensive, and technologically-advanced creation”.

Those not wanting to wait to have a Natalia SLS 2 parked in their garage can purchase the DiMora Vicci 6.2 Emperor, described by the company as “1.2 million dollar rolling art, which features many aesthetically pleasing features that showcase the DiMora brands’ originality and set them apart in the automotive world. The DiMora Neoclassics series of luxury automobiles includes the Vicci 6.2, now in production, and the Adina, now in the prototype phase. The Natalia SLS 2 sport luxury sedan is scheduled for production in 2017.

The Vicci 6.2 Emperor is the result of a collaboration between DiMora and Zen Master Lee Sun-Don it was introduced to the world at the Art Revolution Taipei in 2014. During the show the first two cars in the series were sold for US$1 million each! Features include gold-leafing strategically placed throughout the car; DiMora’s Carbon DFD to provide corrosion resistance, electrical conductivity, and electromagnetic interference shielding for the body while reducing the vehicle weight to 2,820 pounds; an aluminum radiator; a 430 hp and an optional supercharged 556 horse powered option, 6.2 liter aluminum engine; state-of-

innovation

Zen and the art of car design By: Ed Richardson

Innovation, creativity and a passion for cars are what drive the motor industry. Given all the constraints of

mass manufacturing, the industry needs maverick outfits like DiMora Motorcar of Palm Springs, California.

Making a statement – the stylish interior

of the US $1.2 million Vicci 6.2 Emperor.

PHOTO: Barrett Photography Group

AI

Automotive I n d u s t r i e s C E L E B R AT I N G 1 2 0 Y E A R S 65Automotive I n d u s t r i e s C E L E B R AT I N G 1 2 0 Y E A R S 65

Sir Alfred J. DiMora was inducted into the Knights of Malta in 2001. He is a member of the Motor Press Guild and the Society of Automotive Engineers. He was inducted into the Alumni Hall of Fame of Gates-Chili High School, and he was honored with a star on the Palm Springs Walk of Stars.

A native of Rochester, New York, DiMora was fascinated by cars from the age of 10. He worked at service stations in his early teens, during which time he rebuilt a burned-out 1939 Buick before he was old enough to drive. Working in a co-op program, he earned his machinist degree and became a certified welder.

In 1976 DiMora moved to Santa Barbara, California, where he built limited-production luxury cars as an early employee of the then recently-formed Clenet Coachworks. He later co-founded Sceptre Motorcar Company, and their Sceptre 6.6S won the Best-of-Show award at the Los Angeles Auto Show in 1978.

After Clenet Coachworks halted production and filed for bankruptcy, DiMora bought the assets and revived production at his new factory in Carpinteria, California. As owner, CEO, and Chief Automotive Designer at Clenet, he created and manufactured the Series IV Sportster and designed the prototype Series V Clenet.

Clenets were produced and sold to celebrities, royalty, and other motor enthusiasts around the world. Clenet is arguably the most beautifully-styled automobile series ever built. Each limited-production model was conceived, designed, and produced in the 1970s and 1980s. The automobile’s distinctive 1930s styling and meticulous hand craftsmanship turned heads wherever they went. Clenets boasted the latest in drive train and suspension system technology under a body of steel giving them superior reliability to go with their beauty.

When former president Ronald Reagan declared 1986 the Centennial Year of the Gasoline-Powered Automobile, DiMora’s Clenet was selected as the Official Centennial Car. He and the automobile were honored at the Automotive Hall of Fame in Michigan. Clenets were called “Drive Art” by Automotive Age and the “American Rolls-Royce” by Fortune.

As an entrepreneur and business consultant, DiMora has advised and built companies in industries as diverse as chemical

As owner of DiMora Entertainment, he is a major participant in the development of very large Ferris

wheels to be constructed in North America and Asia. He also served as Vice President for Finance of Envision Entertainment, Corp, producers of such major Hollywood movies as Freelancers starring Robert De Niro and Forest Whitaker.

DiMora owns a telecommunications company, DiMora Mobile, and serves as a member of the Board of Directors of Luna Mobile, developers of the Luna ROX series of smartphones.

With DiMora’s track record of only putting out the best on the market, it’s no wonder people are standing in line to partner with him.

Sir Alfred J. DiMora

Sir Alfred J. DiMora, founder and the driving force behind DiMora Motorcar in front of a Clenet.

recycling, public relations management, software development, television infomercial production, and real estate development.

In the mid-1990s, he turned his innovative mind to chemical recycling, automobile and truck antifreeze production and distribution, as well as hazardous waste management at PRS, Inc. He served on the American Society of Testing and Materials Committee as the first non-chemist. During this period he created the first ready-to-use 50/50 antifreeze, which quickly went on to be a bestseller.

In 1997 DiMora founded Star Bridge Systems, Inc to advance reconfigurable computing technologies. Star Bridge created powerful, high-performance computer platforms and a new software language called Viva, for a new supercomputer platform DiMora called hypercomputing. Star Bridge customers include NASA, the U.S. Air Force, and the

National Cancer Institute. DiMora served as Chairman, CEO, and President.

The Natalia SLS 2 sport luxury sedan by DiMora Motorcar.

AI


awards presented at the conference were the Technology Award to BMW, and the Jury’s Award to Jaguar Land Rover.

Automotive Industries (AI) asked Daryush Arabnia, Corporate Vice President of Geico Taikisha, what winning Surcar awards two years in a row means to the company.

Arabnia: Winning two years in a row makes us extremely proud. It means that the market perceives the value that we can bring. Our main goal is to be a partner for our customers, to be able to answer their needs, also needs that they might not even know they have. The fact that we win these important awards means that we are addressing our clients’ needs, and that is the most important aspect for Geico Taikisha.

AI: And what does it say about Italian expertise?Arabnia: Nothing new. Italy has always been a country with a

reputation for innovation and adaptation. We are proving that, also in the field of paint shops, Italian people can add a higher value to the clients.

AI: What drives the innovation culture within GeicoTaikisha?

An octagonal painting cell that reduces energy consumption by 22% compared to other systems on the market – and which is cheaper to install – has secured a Surcar Innovation Award for GeicoTaikisha for the second year in a row.

The Surcar Shanghai Award for the J-Hive – a “stand-alone low capacity and modular high capacity paint booths a smart and green solution for a lower cost of ownership” was made at the 29th edition of Surcar – an international conference on automotive body finishing. Surcar is the place where the key players are called upon to present, discuss, and evaluate new trends, technologies, and innovations in the car body painting market. In 2014 Geico Taikisha won the Jury and Technique awards at Surcar.

GeicoTaikisha’s J-Hive system, which won the 2015 innovation award, is a step towards the company’s vision of introducing the first energy-neutral paint shop by June 16, 2020 – what the company calls “Energy Independence Day”. The other two

innovation

GeicoTaikisha’s J-Hive system – wins the Surcar 2015 innovation award – a step towards introducing the first energy-neutral paint shop by 2020 By: Jon Knox

“In order to reach our goal we need to start working on the cause and not on the effect.”

Arabnia: Our goal is to allow every single member of Geico Taikisha to think as an entrepreneur without the risk of being one. This increases the pride within Geico Taikisha. Every single member looks at Geico Taikisha as their own company and therefore gives their all to improve it.

The flexibility of the J-Hive concept.

Daryush Arabnia, Corporate Vice President of GeicoTaikisha (left) and Antonio Zaza, Executive Director Sales & Global Key Accounts, with the Surcar Shanghai edition innovation award for “Stand-alone low capacity and modular high capacity paint booth: a smart and green solution for a lower cost of ownership”.


AI: What is the next milestone in your journey to Energy Independence Day?

Arabnia: We have been working hard for many years on decreasing the energy demand of the paint plant as much as possible. However, now is the moment to stop and start asking ourselves ‘why are we doing things the way we are doing them?’ In order to reach our goal we need to start working on the cause and not on the effect.

AI: Where can we expect to see breakthroughs? Arabnia: I believe the great breakthrough will come not from

us suppliers, but from the OEMs. The body materials will change, and depending from which materials they will choose, the process will have to adapt. We are already working on a different process in order to be ready once the time comes.

AI: What is the significance of the “Premio Next” award you received at the Best to Brianza Awards 2015?

Arabnia: It was a great honour and an emotional moment for me. However, this award increased my sense of responsibility towards the company and all stakeholders. It is like a new starting point where the final goal is to maintain the continuity of Geico Taikisha, respecting the community around it.

AI then asked Antonio Zaza, Executive Director Sales and Global Key Accounts at Geico Taikisha, what the company is doing to ensure that the technology developed in Italy is available globally.

Zaza: First of all, the technology must be compliant with the legislation in the country in which it is being installed. It must meet the necessary environmental, energy and any other technical

requirements. Geico Taikisha, with its global experience and knowledge, is capable of meeting all the requirements of the client and the regulators. Secondly, the innovative spirit of company is extremely attractive to customers, especially the Chinese, who are always hungry for new technologies.

AI: How well is the company doing in China?Zaza: Over the past few years Geico Taikisha has built the biggest

paint shop in China – the JMC – Ford plant, with two complete lines of paint shop in the same building for different models of passenger cars, SUVs and big commercial vehicles. After that, we built QOROS plant, which is the most innovative and complex paint shop ever built in China and, at that time, in the world. We have subsequently been appointed by FAW and more recently Geely Volvo to install two paint shops – one by the end of 2015, and the other in 2016. The fact that we are signing on new business means that we are doing a good job and that the results are being noticed.

AI: Where do you see the opportunities for future growth?Zaza: Geico Taikisha’s name is well-known around the world

as a reliable and technologically advanced company, which means that new markets are open for us everywhere. Recently we have had some strong successes in the German market. There are also opportunities in the BRICS (Brazil, Russia, India, China and South Africa) countries. Another strong opportunity for the future will definitively be Iran, which has a huge backlog of technology to catch up on, due to the long-running political instability in the country. Of course, the removal of sanctions is a necessary precursor to getting involved.

J-Hive is an eight-sided cell designed for painting both the interior and exterior of a car body in one single station with a single painting robot. It is intended for low production lines, niche models, and retouch lines where requirement is that the whole body should be painted using less equipment and a smaller footprint than conventional paint shops.

In order to meet different customer requirements and application processes, J-Hive can be supplied in a various range of configurations. For example, the painting cell can use either solvent or water based paint (Primer, base coat, clear coat). It can also be used for cleaning or measuring.

Layout is flexible, with bodies being able to enter through one part of the hexagon and exit through another. This opens up applications such as using one station for cleaning or measuring, which then feeds two painting lines in order to optimize the production flow.

To save cycle time and improve the up-time of the system, the painting robot is synchronized with a rotating table on which the body is placed. This allows the robot to paint while the body is rotating. Movement can also be stopped to allow the robot access for specialised or intricate applications.

J-Hive can be supplied with different types of scrubbers. Dryspin and Drycar are the widely used ones, and they can be equipped with various systems to assist the filters exchange (manual, semiautomatic or automatic).

J-Hive

The J-Hive paint cell is designed for small runs and niche vehicles.

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paint and LED lighting for the hold have been adopted to further enhance energy efficiency,” says the company.

The MOL car carrier service network includes offices and agencies in about 140 nations, with a fleet of some 120 car carriers. These vessels transport other large cargoes such as machinery and trailers used in construction as well as automobiles, busses and trucks.

MOL also provides a broad range of related services such as overland transport of completed vehicles, coastal transport, and terminal operations in six nations, mainly in rapidly-growing Asian markets. MOL has a series of joint ventures with local companies and service providers such as domestic trucking, coastal transport and terminal operator companies to meet the demand for services. MOL says it draws on its 50-plus years of experience in the car carrier business to provide seamless, quick and efficient service in rapidly growing markets like China, India and Mexico.

Automotive Industries (AI) asked Rudolf Luttmann, MOL Director of Car and Ro-Ro, how the European Union’s directive that limits sulphur emissions form commercial shipping to 0,1% in the zone extending from the English Channel to the Baltic Sea has impacted MOL.

Luttmann: As one of the leaders in the global shipping industry we always fully comply with and respond to the environmental legislation and regulations. At the same time we have taken this as a challenge to proactively develop emission control further. It is our goal to meet the growing needs of our customers not only in quality and service but also in the environmental area.

Shipping major Mitsui O.S.K. Lines (MOL) has formed the MOL Auto Carrier Express (MOL ACE) division which will be spearheading a global move towards more environmentally friendly shipping of cars. “The MOL ACE brand recalls MOL’s long history of vessels with Ace in the name, reflecting decades of innovation in environmental concern and higher levels of safety and technology. The global brand established today embodies the company’s determination to build on these traditions as it continues to grow in the global market. MOL will market its car carrier services making a full use of its global network under the MOL ACE brand, built on the themes of safety and reliability, and continue to meet ever more diverse customer needs,” says the company.

MOL says it is reducing the environmental burden of vessels transporting automobiles through improved fuel efficiency and lower CO2 emissions. In 2012 the company launched the world’s first hybrid car carrier, the Emerald ACE. This was followed in April 2015 with the introduction of the next-generation of car carriers, the Flexie series, Which has adopted a new flexible deck design.

MOL has focused on efficiency and minimizing emissions since the launch of the Courageous Ace in 2003, which was fitted with an aerodynamically rounded and beveled bow to help reduce wind resistance. This design resulted in significant energy savings. “All MOL-owned car carriers built since then are based on this design. What’s more, heat-insulating paint on the decks reduces temperatures inside the vessel and increases air conditioning efficiency, double-hull fuel tanks reduce the risk of fuel oil leakage, and low-friction ship-bottom

innovation

Reducing the environmental impact of vehicle shipping By: Michael Stewart

One of the world’s largest shipping lines is helping the motor industry to reduce its total environmental impact by reducing emissions in the logistics chain.

Solar panels on the deck of the MOL Emerald Ace.

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Precise measuring technology for maximum engine performance.

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speed, operation of vessels etc. These are all targeted at reducing the environmental impact.

AI: MOL ACE is the new brand name for your car carrier service – what changes have come into effect since the name change?

Luttmann: With the new organization we have widened our customer base and offer a global service network. Our share of business outside Japan has increased significantly and through our global network with offices in 140 countries around the world our customers can reach us any time. With the know-how of the global network and the local offices we can support our customers with new concepts and tailor made solutions.

AI: What was the reasoning behind the rebranding?Luttmann: Car manufacturing and assembly lines were

moved closer to the markets and consumers. Trade patterns have changed while customers are expecting highest level of services in all areas. This can be achieved only through a global network and close cooperation with local offices.

AI: What are some of the new services / products MOL ACE plans to launch over the next years?

Luttmann: We have introduced a weekly express service from the Mediterranean to China. The transit times are unbeatable. With our new “Flexi” vessels our next target is to increase the share of trucks and high / heavy machinery. New concepts are developed together with our customers. With an innovative team and network we will expand our current service.

Our customers in the automotive industry in particular have very high standards when it comes to environmental performance.

“Bluer oceans, cleaner environment and sustainable future” - these are the themes of our activities in this field. Our target is to ensure sustainable ocean shipping by reducing the environmental impact of our activities. In this respect we are constantly reviewing and optimizing our procedures, technologies and know-how.

Our vessels are operating all over the world and different regional regulations makes the operations more complicated. The EU Directive and similar regulations at the U.S. Coast require the usage of low sulphur fuel. Here we had to make adjustments to the operation of the vessels and with suppliers. Meanwhile this has become a standard procedure and the CO2 emissions are within the limits. However, the impact on the cost side is significant.

AI: What strategy has MOL taken to meet the stringent requirements?

Luttmann: Our top priorities are safe operation, process optimization and a further improvement of technologies. That goes through the entire process from offices, vessels operation to partners and suppliers. It goes from energy saving, fuel consumption to waste management and ultimately vessel recycling. We are working together with shipyards, equipment and machine manufacturers to improve the technology. This includes alternative fuels, hull and vessel design, trim and

“Our share of business outside Japan has increased significantly and through our global network with offices in 140 countries around the world our customers can reach us any time.”

A MOL Ro-Ro vessel approaching the port of Cape Town.The solar hybrid MOL Emerald Ace is designed to have zero emissions while berthed.

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