q2 2013 pdf

ai-online.com • autoindustry.us • peaceVol. 192 • Issue 2

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Parrot works at combining its automotive know-how with the Android Apps framework in order to offer the most relevant automotive connected infotainment open platform. Page 34“

Formula E hitsthe road (quietly)

Connecting theurbanSWARM

Green logistics reduce carbon footprint

Vehicle automationunder the spotlight

Eric Riyahi, Executive VP and Chief Operating Officer at Parrot

Auto giants spark FCEV development

Connected platforms to infotainment automotive

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contents

contentsAutomotive Industries is published by:Automotive Industries Ltd.Publisher: John [email protected]+1 313 262 5702 (IP 5101888888) Editor: Ed [email protected] • +27 (0) 41 582 3750 Editing: Claire [email protected] • +27 (0) 41 582 3750 Circulation Management: Dave [email protected]+1 859 879 8420 Finance: Ben Adler [email protected]+44 (0) 20 8458 7130 Press Releases and Advertising Enquiries: Enquiries should be sent to the AI Team via the contact details below NICK PALMENEngineering & Design Press Releases and Advertising [email protected]+44 (0) 20 8764 9696 (IP 5101401836) JAMES HILTONShows Press Releases and Advertising [email protected]+44 (0) 1142 811 014 CLINTON WRIGHTEnvironmental Technologies Press Releases and Advertising [email protected]+44 (0) 7852 722 602 JON KNOXFuels & Future Fuels Press Releases and Advertising [email protected]+34 (0) 690 276 463 ALAN TRANVehicle Systems - Interior Press Releases and Advertising [email protected]+ 44 20 3129 8361 (IP 5101401831) ROB WHITEVehicle Systems - Exterior Press Releases and Advertising [email protected]+44 (0) 20 8202 3770 (IP 5101401833) RON CHARLESInnovation & Sustainable [email protected]+44 (0) 79 303 84026 MICHAEL STEWARTVehicle Systems - Electrical/Electronic Press Releases and Advertising [email protected]+44 (0) 7853 499 350 ELVIS PAYNEHead of Sports [email protected]+ 44 7824 975 718 Layout: GIA: [email protected]

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Volume 192 Number 2. July 2013Published Quarterly by Automotive Industries Ltd . Issue date: Q2 20133859 Shannon Run, Versailles, KY 40383.Subscription rates are $330 North America, Rest of the World (Airmail)Periodical postage paid at: Versailles, KY 40383 and at additional mailing officesCopyright AUTOMOTIVE INDUSTRIES LTDCanadian Publication Mail Agreement # 41301520.Return Undeliverable Canadian Addresses to:P.O. Box 122, Niagara Falls, ON, L2E 6S8, CanadaPOSTMASTER: send address changes to Automotive IndustriesPO Box 1510, Versailles, KY 40383, USA

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Smartphones a game-changer ....................................................................................................... 4

100 million Gal/r biodiesel unit fires up 2014 ................................................................................... 6

UK: a nascent market or the dumping ground of Europe? .............................................................. 8

M2M, Internet of Things & Big Data .............................................................................................. 10

Adcole - Measuring every camshaft on the production line ........................................................... 12

GAZ - GAZelle leaps ahead of its competition ............................................................................... 16

Steel continues to provide backbone of auto industry ................................................................... 17

Novelis - Spearheading the use of aluminium technology in the S-Class ....................................... 18

Innovation driving Mercedes-Benz ................................................................................................ 20

Making eCall work for your Business ............................................................................................ 24

Collaboration fuels innovation at Ford ........................................................................................... 26

Harman - Connecting the urbanSWARM ...................................................................................... 28

CES - Bigger auto presence for CES 2014 ................................................................................... 30

Parrot – Connected platforms for infotainment automotive ............................................................ 34

Vehicle automation under the spotlight ......................................................................................... 36

TomTom - Mapping the integration between navigation and “endless features” ............................. 38

Nokia - Speeding up evolution of the connected car ..................................................................... 40

Melexis - Optical controls to replace touchscreens ....................................................................... 42

Formula E hits the road (quietly) .................................................................................................... 44

Three auto giants join hands over three continents to develop FCEV systems ............................... 46

Solvay - New coatings needed for catalyst suppliers..................................................................... 50

LiqTech - Retrofitting to meet Euro 6 standards ............................................................................ 52

Thailand on road to 3 million units a year ...................................................................................... 54

DHL - Green Logistics help reduce auto industry carbon footprint ................................................ 57

Connecting agreements for single e-mobility charging plug........................................................... 58

CD-adapco – 3D simulation holds key to competitiveness for Indian CV market ........................... 60

Morocco - Morocco fuels automotive investment with incentives and skills ................................... 62

Seegrid - Robots improving materials handling efficiencies while reducing costs ........................... 64

Geico - Developing the right mix for greener paint shops .............................................................. 66

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This was particularly trendy in the 1990’s when the impact of the Internet first started to be felt. At that time it was common cause that services like travel agents would feel the impact. Online purchasing also started making its mark towards the middle of the decade with the opening of the first Amazon store in 1995. Less than 20 years later malls and shops are closing due to a lack of customers. Gazing into its crystal ball, the Centre for Retail Research predicts that in the United Kingdom the share of online retail sales will rise from 12.7% (2012) to 21.5% by 2018 or the end of the decade. Today we have a name for it - “disruptive technology”.

What is proving to be even more disruptive is the conversion of two technologies – GSM for mobile communications and the Internet. One of the first motor execs to recognize that the industry was not immune to the disruptive forces of information technology was Paul Mascarenas, Ford Chief Technical Officer and Vice President Ford Research and Innovation. Speaking in 2011 at the celebration of

Smartphonesa game-changer

intro

Editor, Ed Richardson

Juniper Research, which is based in Hampshire, United Kingdom, predicts that most vehicles will have Smartphone integration by 2016. That is less than the product lifespan of many of the top-selling models in our showrooms today. Juniper says Ford has led the way with its Microsoft-based Sync system, which one of the first to integrate advanced smartphone functionality like voice recognition in non-luxury vehicles. General Motors goes one further by making OnStar For My Vehicle (FMV), that brings its navigation, traffic, safety and other services available to drivers of non-GM vehicles.

GM is now moving down the value chain by using Smartphone technology to provide advanced functionality available on its least

expensive models through an optional stereo system. The 2013 Chevrolet Spark, for example, offers a stereo

upgrade with a large touchscreen that is an extension of the user’s paired Smartphone.

Nokia, one of the pioneers of cellphone technology, has introduced a new brand – “HERE” – to support OEMs to give the Generation Y buyers the connected car functionality they expect. The Smartphone is integrated into the vehicle as a combination of communication device, music store, GPS and information guide.

Because all this information is by its nature fully portable the Smartphone is

making it possible for OEMs to rethink the ownership model altogether. “Mobility” and

“car sharing” are new words in our lexicon – much like “Internet” at the start of the 1990’s. This

not future-speak. BWW already offers “DriveNow Car On Demand,” a Smartphone-based collaboration between the OEM and Sixt which provides car sharing services in several European and North American cities.

It is this new concept around ownership combined with Smartphone technology which could well be the key to unlocking the potential of electric vehicles.

the 60th anniversary of the founding of Ford’s research hub in Dearborn, Michigan, he said “it is also time to accelerate and embrace new forms of collaboration outside the automotive realm that will help us create not only better transportation, but a better world.”

The message coming through loud and clear in this and previous editions of Automotive Industries is that the people “outside the automotive realm” that OEMs are getting closest to are the vendors of Smartphones – which totally blur the boundaries between the Internet and mobile communication. This includes Apple, Android and Microsoft operating systems.

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

One of the truisms that business consultants like to use when working with their client to scan the competitive landscape is to try and identify the competitor – be it a company or a technology which does not yet exist.

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Some 100 million gallons of biodiesel a year is expected to flow out of a refinery built as a partnership between ENI petroleum, which has 85 refineries worldwide and UOP, one of the world’s largest providers of refining technology and hardware, they will be using technology developed by Ensyn Technologies of Montreal Canada.

First production will be at ENI’s Venice, Italy refinery. UOP indicated in 2012 that the plan is to produce 800 million gal/yr by 2017 for the U.S market and another 800 million gal/yr off-shore. Key qualities of the new fuel are GHG emissions reduced 80% vs. petroleum and cetane of 80.

Developers of the technology believe that changing over existing refineries will be easier and less expensive than for many of the other proposed new fuels. In a report dated November, 2012, UOP and ENI announced plans to start production of RTP(rapid thermal processing) diesel fuel initially at ENI’S Venice, Italy refinery at the rate of 100 million/gal/yr. Although the report was made available in November 2012, it was not widely circulated until recently. Data in the report indicates the RTP process was initially developed by Ensyn Technologies, Montreal,

The Ensyn RTP (rapid thermal process) diesel fuel is derived from pulverized organic material rapidly heated by the RTP process by mixing at 500°C with special sand which is said to produce a

crude oil in less than two seconds. After the sand is separated, the crude bio oil is refined followed by hydroprocessing to increase its cetane level. Used as motor fuel, the RTP fuel is said to produce exhaust GHG emissions levels nearly 80% less than petroleum. The near term Euro requirement is to cut average GHG CO2 from all energy sources by 20% as of 2020.

Ensyn Technologies is said to have established relations with other firms (besides UOP and ENI). Its history of more than 30 years of research and development for the petroleum industry expands its customer base well beyond that of UOP and ENI, and we can expect more refineries using the same technology in the near future. The technology is expected to be used in the future to make gasoline and JetA, with the added advantage of low GHG emissions.

Unavailable for this report is logistical information about gathering, processing, transporting and cost of the organic raw material which will surely be sourced from different parts of the world. In order to keep pace with the huge quantities of organic raw material needed, all aspects of plant growth and yield will take on new importance. It will also be noticed that what the RTP system achieves in less than two seconds is about the same as organic conversion to petroleum in the ground for thousands or millions of years.

Ai insider

100 million Gal/yrbiodiesel unit firesup in 2014 By: Bob Brooks

Ai Insider Bob Brooks is a member of the Society of Automotive Engineers, and long-time automotive technology journalist specializing in powertrains and fuels.

“Developers of the technology believethat changing over existing refineries will be easier and less expensive than for many of the other proposed new fuels.”

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market trends

UK: a nascent marketor the dumping ground of Europe By: Andrew Jackson

Andrew is the Head of Analytics at Glass’s Information Services; with 80 years of history it is the UKs most venerated automotive research company and part of the EurotaxGlass group. He possesses significant industry knowledge and understanding of the Global automotive sector from aspects including business, engineering, vehicle retailing and consumer perspectives. He holds a master’s degree in chemistry and a doctorate in materials chemistry.

Despite positive news that the market grew 1.7% year-on-year in April, Europe is still contracting; overall new registrations declined 7.1% in the first four months of 2013 to hit 4,026,946 units, which to put into context on a like-for-like basis means we are currently presiding over a car market that is operating at a level not seen since the 1980s. Therefore it is unsurprising that European car manufacturers have been struggling. Luxury brands have so far managed to offset revenue declines in Europe with significant gains in growth markets such as China and India, whilst budget brands have found favour throughout Europe in both growth and mature economies with those customers’ growing, and declining, disposable income.

However those hit the hardest, much like Europe’s population, are those manufacturers that occupy the middle-ground - manufacturers whose business models revolve around selling high volumes at lower margins; such as GM and Ford. Looking at these two companies GM lost US$175 m and Ford US$462 m in Q1 2013. Furthermore, the situation is showing signs of contagion to brands previously withstanding the economic headwinds, such as Daimler, which recently issued cautionary notices about its ability to reach its annual targets.

It begs the question how car manufacturers can sustain the imbalance between production and sales, especially in the toxic climate of blinkered political resistance to plant closures and a fear from manufacturers that if Europe’s economy begins to recover, the removal of capacity will result in the inability to satiate future demand. It is here that the UK’s recent success gains a European significance. When comparing the macroeconomic indicators of the UK to the rest of Europe there is very little in the way of exceptional behaviour, for example, growth in all the KPIs associated with measuring economic health are comparable.

This therefore begs the question of why new registrations have performed so well over such a sustained period of time. It is at this point that the spectre of the UK car market being used as a dumping ground for Europe’s car manufacturers begins to crystallise. By isolating the controls to right-hand drive (thus protecting mainland Europe from any “leakage”) and flooding the UK market, manufacturers are able to offload produce and protect the residual value of their products in all

other European nations with their left-hand drive format. The effect on residual value in the UK is disguised by the provision of finance deals which focus the attention of the buyer on the monthly price rather than the overall saving over an outright purchase: thus retaining the integrity of the sticker-price on the forecourt.

Manufacturers’ motive aside, the UK economy is still in relative stagnation with real adjusted gross disposable income per household lagging behind similarly-sized European economies. Therefore the provision of cheap financing, much like the surge in sub-prime auto lending in the US, has played a key role in sustaining this new registration growth. Since 2009 the percentage of private new vehicles financed by personal contract purchase (PCP) schemes had risen from 33% to 47% by the end of 2011. Since then PCPs had grown a further 8% to hit 55% by the year-end of 2012. Furthermore, recent figures released by the Finance and Leasing Association (FLA) demonstrate that the number of new cars bought and financed in Q1 2013 via this method increased by 22% over the same period in 2012.

Therefore it comes as no surprise that the current crop of PCP schemes now offer such competitive deals that customers are able to acquire a brand-new vehicle and, should they choose to return the car at the end of the contract, still save money over the conventional purchase of a cheaper “nearly-new” version when considering depreciation, and if sold after the same period of ownership.

Ultimately it is hard to reconcile that flooding one nation with subsidised produce, no matter how good a deal it is for the consumer, is a sustainable business model. Manufacturers are banking on economic revival in the short-term to offset the disposal of overcapacity; however this is akin to betting on the river card in a game of automotive poker. One fears that ultimately it will do nothing other than harm future business when contracts end, and a surge of vehicles hit the used car market, forcing motor vehicle values into a downward spiral.

The fact of the matter is that for the European automotive industry to survive it has to downsize and address its perennial overcapacity, much like how the US industry has had to do. The consequences for those who continue to over-produce and under-sell will be a fate far worse than restructuring.

With falling employment, stagnation throughout Europe’s major economies and low consumer confidence there is small wonder that new car sales continue to be nothing short of a bloodbath across Europe. In light of this fact the United Kingdom has registered 14 months of growth in new registrations, which begs the question of whether it is sustainable or not?

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M2M, IoT & Big Data

M2M, Internet of Things & Big Data

By: Matt Hatton – Director, Machina Research

While connected aftermarket devices and factory fit solutions such as GM’s On Star have been available for many years, the last two years has seen a crystallization of many OEMs connected car strategies that should see connectivity as increasingly the norm for new vehicles from 2015. Machina Research forecasts that by 2022 there will be 700 million connected cars and a further 1.1 billion connected aftermarket devices globally. However, much work still remains to be done if the automotive industry is to hit those targets.

The first challenge is the disconnect between mobile and automotive industry lifecycles. The car and mobile industries have to work increasingly closely to make the connected car a reality. In the short term this is causing a little friction due to the very different heritages of the two sectors. The automotive sector is a century-old, well-established global business with multi-year lifecycles, while the mobile sector is something of a young upstart, typically with a national or regional outlook and very rapid turnover in new products and services. While the mobile industry is keen to learn the lessons from the automotive sector in terms of provide a more robust and global service, there is also much that the auto sector can learn from mobile, particularly in terms of generating revenue from a long-term relationship with their customer.

Automotive OEMS are prepared for regulation such as eCall, but they would hope to do more than just meet the mandate. While OEMs will fight for their preferred options, there is no doubt that they will meet the regulatory requirements. However, in many cases, top-down imposed mandates encourage OEMs to only do what is necessary to meet their obligations rather than leveraging the opportunity to create something bigger.

Built-in versus brought-in connectivity continues to divide OEMs. The oldest debate in the Connected Car world is whether connectivity should be provided via an embedded (‘built-in’) modem, or via handset tethering (‘brought-in’). Both approaches have merits but Machina Research expects that ultimately a dual approach will dominate.

The Connected Car will lead to many forms of disruption in the automotive sector. The very essence of the automotive industry is potentially changed by connectivity. The one-off transactional business model that has characterized the automotive sector since inception is potentially threatened by, for instance, shared ownership schemes from companies such as Zipcar. OEMs need to evolve to become providers of transportation, as with the BMW/Sixt joint venture DriveNow, rather than simply sellers of automobiles. One small example is how the interaction with the customer at the dealership is evolving. There is now much more of an imperative, and burden, on the dealer to educate the driver on all the connected features in the vehicle, rather than just hand them the keys. About the report

The Connected Car Industry 2013 report was published in June 2013. It included interviews with connected cars experts at eight automotive OEMs as well as forecasts and analysis of the sector from Machina Research. http://websrvc.net/2013/telefonica/Telefonica%20Digital_Connected_Car2013_Full_Report_English.pdf. The full version of the study is available to OEM members of the Connected Cars Thought Leadership Network. For further information on participating in the CCTLN, contact [email protected]. AI

The connected car market is on the cusp of rapid growth, but major hurdles remain. That is the key finding from the Connected Car Industry 2013 report published in June by Telefonica Digital.

“The car and mobile industries have to work increasingly closely to make the connected car a reality.”

THE WORLD STANDARD

Camshaft and CrankshaftMeasurements

www.adcole.com

ADCOLE CORPORATION669 Forest Street,Marlborough, MA 01752U.S.A.Tel: 1-508-485-9100Fax: [email protected]@adcole.com

AEROSPACE DIVISION669 Forest Street,Marlborough, MA 01752U.S.A.Tel: 1-508-485-9100Fax: [email protected]

ADCOLE US40 Engelwood Drive, Suite GLake Orion, MI 48359Tel: 1/248/4754457Fax: 1/248/4754460

ADCOLE GmbHAm Stadion 645659 RecklinghausenGermanyTel: 49-2361-91960Fax: [email protected]

ADCOLE FAR EAST CO.EBUCHI building 1F3-24-13, Minamioi,Shinagawa,Tokyo,140-0013 JapanTel: [email protected]

ADCOLE MEASURING EQUIPMENT(Shanghai) CO., LTD.AMT Technology Center1F, Bldg. #36, 485 North Fu Te Road, Shanghai Waigaoqiao F.T.Z. 200131, P.R. ChinaTel: 86-21-5868 2809Fax: 86-21-5868 2803


innovation

0.1 micron resolution per data point, and 3,600 data points per revolution, the gage can process up to 200 parts-per-hour.

Automotive Industries (AI) asked Brook Reece, Vice President of Adcole Corporation, what the reasoning was behind the development of the Adcole 1310 High-Speed Camshaft Gage.

Brook Reece: Government regulations now require Corporate Average Fuel Economy (CAFÉ) in USA to reach 54.5 mpg by 2025, which is approximately double the existing regulation. Similarly, tailpipe emissions will need to be reduced by 80% by 2017. This puts significant pressure on new engine designs which impact camshaft technology. Therefore, we are seeing new complex camshafts with six cam lobes per cylinder. For this reason, we designed a new 19 mm wide measuring head which can handle the new spacing requirements.

AI: How will it impact your automotive customers? Brook Reece: Our automotive OEM customers make

long production runs of intake and exhaust camshafts. The new generation is designed for making such part changeovers automatically. In the case of the camshaft component suppliers, the new generation can be set up for a new camshaft part number in minutes thanks to a new quick disconnect and placement system design. We also offer a fully programmable measuring head placement system. Component suppliers require such flexibility to optimize their capacity utilization.

AI: Tell us a little about the Adcole 1310 and the role it has played in your company’s product portfolio over the years.

Brook Reece: This measuring machine model put Adcole equipment into automotive production lines around the world. It was a natural expansion of our customers’ needs for faster measuring results. This model measures 100% of the camshaft production with accuracy and repeatability matching the well-known Adcole audit gages.

AI: How does your R&D reflect the changing priorities of the automotive sector?

Increasingly stringent regulations governing emissions combined with the need to save costs by reducing waste and rework have created the need for high-speed measuring equipment capable of measuring every part to the closest tolerances possible.

In response to this need Adcole Corporation, which designs and manufactures specialized machines for measuring engine components, has introduced an upgraded gage for robot-fed 100% automotive camshaft inspection that has a new programmable headstock with 100 mm travel. Capable of handling changeovers automatically, the gage measures 10 or more parameters including radius, profile, taper, crown, timing angle, diameter, velocity, acceleration, run-out, roundness and concentricity. Providing

Measuring every camshaft on the production line By: Lenny Case

The Adcole Model 1310 Camshaft Gage.

Close-up of the Adcole 1310 measuring system in action.

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Brook Reece: Over the years, Adcole has continued to refine its machine designs to increase accuracy and speed. Camshaft chatter can now be measured on the factory floor gage. This is remarkable accuracy measured in nanometers.

AI: What is Adcole’s strategy in the growing clamor for green vehicles?

Brook Reece: Our strategy is to give our customers a technical edge in minimizing scrap for a resource restricted future and maximizing the production of good parts that represent the design intent of the OEM’s which fulfill engine power specifications, as well as, fuel economy, and tailpipe emissions regulations.

AI: How do you see your automotive business growing in the next few years?

Brook Reece: We anticipate a significant increase in our business based on the dramatic increase in light vehicles and trucks on the roads in China, India, Russia, and Brazil in the near future. In China alone, they will add 300 million vehicles to their roads in the next 15 years or so.

Automotive Industries then asked Stephen Corrado, Vice President of Engineering, Adcole Corporation, what customer reaction has been to the upgraded Adcole 1310.

Steve Corrado: In the few months since it was introduced Adcole has taken orders for six of the gages. Our customers are very pleased with the design improvements. I anticipate favorable responses once the machines get installed.

AI: What kind of R&D inputs went into the new 1310? Steve Corrado: About two years ago a customer asked

Adcole to measure a new design camshaft with lobes and journals that were very tightly packed. Our Model 1310 could not measure all the lobes and journals at the same time due to the size of our measuring transducers. We figured a way to measure the camshaft with what we had, but the customer stated they did not like our solution and asked us to make a smaller transducer. We worked on this new design for a year or so to reduce the width of our current transducer by 50%.

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

Steve Corrado: Adcole is working on improvements to the electronics on all of our current models. The purpose of the electronic improvements is to incorporate newer technology that is not in danger of being rendered obsolete.

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

Steve Corrado: Having a productive R&D department is critical to the future business at Adcole. The automotive industry is in constant flux, and as a result Adcole needs to be prepared to meet these changing inspection needs of our customers. The only way to do that is to invest time and money into developing the needed tools to satisfy our customer requirements.

AI: What role do customers play in product development – can you give us some examples of how suggestions from clients were incorporated into products?

Steve Corrado: I gave one example above with the narrow transducer on the Model 1310 Gen 3. Another example is the optical measuring option we designed for measuring the fillets on crankshafts. A customer asked for a method of determining if the crank pin fillets had been rolled or not. This required a special optical measuring device that was incorporated into our Model 1200. A more current example is on our Model 1000 surface finish gage. This gage currently uses a skidded probe for making measurements. Customers are asking for a skidless design to meet a European standard. It is in our R&D plans.

AI: How do you see your automotive business growing in the next few years?

Steve Corrado: The Asian markets, specifically China and India are booming automobile markets. Those economies are growing at a very high rate and auto consumption is going along with it. A large portion of our sales are in those regions. Forecasts show a steady increase in auto sales worldwide. Adcole fully expects to benefit from that increase.

J. Brooks Reece, Vice President of the Gaging Division, Adcole Corporation, and (Right) Stephen Corrado, Vice President of Engineering, Adcole Corporation admire the design of Adcole’s next generation Model 1310 camshaft gage.

AI

Well on the road to sustainable mobility

DIN, the German Institute of Standardization, is a driving force in the develop-ment of the international standards that will help create and shape the complex system in which electromobility can achieve global market success. The tradi-tional strengths of standardization in defining interoperability, type variety reduction, safety levels and quality criteria must be brought to bear as early as possible, not only across all industries, but also across national borders.

Given the range of interests involved – not only industry (automotive, electrical, mechanical and civil engineering, energy and information technology), but also the state (environment and consumer safety issues), science and research, the degree of coordination required is a great challenge. To meet this challenge, DIN has established a dedicated Electromobility Office as a central, neutral contact point for all aspects of electromobility standardization. It supports and structures the entire process, with the aim of introducing technical standardiza-tion within the international context as early as possible.

www.e-mobility.din.de

DIN GermaN INstItute for staNDarDIzatIoN

am DIN-Platz · BurGGrafeNstrasse 6 · 10787 BerlIN · GermaNy

PhoNe: +49 30 2601-1111 · fax: +49 30 2601-1115 · e-maIl: [email protected] · www.DIN.De

EVs in line in front of the DIN offices in Berlin (Photo: Kruppa)

Automotive I n d u s t r i e s 17 16 to read full version of AI stories go to www.ai-online.com

Automotive Industries asked Bo Inge Andersson, President and CEO of GAZ Group and what makes Russia a good option for automotive OEMs.

Andersson: Analysts expect that Russia will eventually become the largest car market in Europe. In addition to the market, the driving factors for OEMs include expansion opportunities and a predictable business environment. This is supported by Russia’s accession to the World Trade Organization (WTO) and measures taken by the Russian Government to encourage localization of foreign-brand vehicles in Russia.

AI: Are you focusing on the domestic market or export markets?

Andersson: Our main sales markets include Russia and the Commonwealth of Independent States (CIS). Our share in the commercial vehicles market in Russia is about 50% and about 45% in the Ukraine and Belarus. We export about 13% of our LCVs to the CIS and elsewhere, and we have plans for export expansion.

innovation

AI: What about auto components?Andersson: Historically Russian automotive companies were

vertically integrated with all components produced in-house. Three years ago EE divided our automotive components business into three segments depending on our competences and business significance. Our strongest competences axles, suspension modules and stampings are used mainly for in-house needs. We also produce iron castings, forgings, wheels, exhaust systems, springs and tooling. We are strong here, but do not rule out the possibility of developing this segment with partners. Our third segment is one which we are prepared to sell. It is only about 10% of the total automotive component business revenue and includes production of clutches, braking and fuel systems. As for the scale of our whole automotive component business, it’s about 4% of the group’s total revenue.

AI: What are you concentrating on the GAZelle?Andersson: We made a decision to move away from passenger

cars into the commercial segments in the crisis period of 2008-2009 when our Volga Siber project turned out to be loss-

making. We now hold about 50% in the light commercial vehicle segment, 58% in the medium-duty trucks segment and 65% in the bus segment.

AI: Tell us a little about the GAZelle-BUSINESS model.

Andersson: When I came to GAZ in 2009 my main task was to recover the company from crisis. One of the measures we took was

to upgrade our core product – the GAZelle light commercial vehicle. We asked our customers

what they wanted, and upgraded the vehicle to meet their needs. Thanks to streamlined production and a

new quality system the vehicle had only a slight increase in cost – about US$800. We expected we would sell 60% of the new GAZelle and 40% of the old one. In the end, the new GAZelle fully replace the old model.

AI: How do you compete with lower cost manufacturing destinations?

Andersson: GAZelle is the most affordable commercial vehicle in Russia. What is more important is our developed service network. The same goes for spare parts. We have the most developed service network (about 250 stations) and the most developed network of spare parts shops (about 1,200 outlets) in Russia. Moreover, we offer a wide range of specialty vehicles on the GAZelle platform: box vans and refrigerator vans, dump trucks, tow trucks, fuel and food tanks, hydraulic hoists, fire-fighting vehicles, school buses and ambulances.

AI: What about manufacturing outside of Russia?

Andersson: Last year we opened a LCV facility in Turkey. It is the first production facility of Russian light commercial vehicles outside the CIS and developing countries. By the end of 2013 we plan to open 16 dealerships (one in each region of Turkey) and 32 service stations (in all cities where over 500,000 people live). Our operations in Turkey will serve as a basis for export expansion into the neighboring countries.

AI: How does GAZ avoid conflict of interest when producing vehicles for competing OEMs?

Andersson: These vehicles belong to different product segments: light commercial vehicles for Daimler and passenger cars for General Motors and Volkswagen. Production of cars for Volkswagen and GM is set up in different facilities. There are also two separate teams, including managers and production workers. Training is also organized differently.

GAZelle leapsahead of its competitionBy: Esther Francis

Bo Inge Andersson, President and CEO

of GAZ Group

Russia’s automotive industry was given a significant boost in February this year with the launch of the production of the Chevrolet Aveo at the Gorky Automobile Plant, (GAZ) plant. Situated in Nizhny Novgorod, Russia, the plant is the second largest in Europe and is owned by the Russian diversified conglomerate Basic Element. GAZ has strategic partnerships with various auto manufacturers including General Motors, Volkswagen and Daimler. Total investments in joint projects are about half a billion Euros.

AI

How the American Steel Market Development Institute sees the future use of steel in passenger car. The vehicle is made up of 97% High-Strength (HSS) and Advanced High-Strength Steels (AHSS) of which nearly 50% reach into GigaPascal strengths.

innovation

Steel producers are rising to the challenges posed by aluminum and composites by developing lightweight solutions through innovative processing technologies.

But, the producers face a number of challenges, including the EU energy and environmental targets and the ongoing increase in raw material prices. These challenges – and the solutions – came under the spotlight at the Automotive Steels 2013 conference hosted by the International Quality and Productivity Center (IQPC) between June 19 and June 21 in Dusseldorf, Germany.

Automotive Steels 2013 explored the evolution of steel sheet characteristics and also looked at new applications for high and ultra-high strength alloys. Speakers included specialists from Opel, Peugeot Citroen, Outokumpu Nirosta, Benteler, voestalpine Stahl, Tata Steel Europe and ArcelorMittal Automotive Europe. There were also discussions future steel concepts for chassis design.

Automotive Industries (AI) asked Martin Weisenburger, Leader ITDC MEP-Steel Quality and Technical Application at Adam Opel (responsible for purchasing 800,000 tons of steel a year) what he sees as the dominant trend in steel forming for automotive use.

Weisenburger: The industry – and particularly the German manufacturers – is moving to a high content of press-hardened steel. In Germany up to 45% of the body is formed from press-

hardened steel. Japanese manufacturers are also starting to use this material. The advantages of the material is that it has very high strength, and you can use it for complicated forming. The disadvantages are the long cycle time and high energy use.

AI: What are the implications for the automotive industry? Weisenburger: Press-hardened steel can be much thinner and therefore lighter than conventional rolled steel. That means that the 2015 European regulations in terms of CO2 emissions are very achievable. But, when you have to come down to 95 grams per kilometer in 2020, there will have to be a greater move to aluminum unless there are breakthroughs in steel alloys.

AI: What are the main trends?Weisenburger: We will see more press-hardened steel

and manganese-hardened steels. There are some very promising developments in manganese steels. The challenge is to avoid delay fractures. There are also problems with aluminum, so no one material holds all the answers. What we as OEMs are looking for is solutions that are easy to handle from a mass production perspective.

AI: What is the future for automotive steel?Weisenburger: Our focus in the auto industry is to put the

right material in the right part and application. My feeling is that steel will continue to provide the base for mass production. The body in white will remain steel, with increasing use of aluminum in the hang-on parts.

Steel continues to provide backbone of auto industry By: Ed Richardson

Press-hardened steel production

methods are needed to provide

the flowing lines of designs such as this Opel Cascada

in concept stage.

Breakdown of steel types in the car of the future, as predicted by the American Steel Market Development Institute.

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innovation

Automotive Industries (AI) asked Roland Harings, Novelis Vice President for global automotive, what the company’s role had been in the development of the new Mercedes-Benz S-Class.

Harings: Novelis supplies aluminum solutions for all the hang-on parts of the new Mercedes-Benz S-Class. For the critical outer hang-on panels such as hood and door outers and fender, Novelis is supplying its Ac-170 PX alloy, which was especially designed for the automotive

industry for complex hemming requirements. For the hood inners multifaceted requirements like high formability, good hemming characteristics and pedestrian safety are achieved with Novelis’ Ac-118, a highly formable alloy for inner applications. The achievement of a high pedestrian safety through Ac-118 is especially significant since safety is Mercedes-Benz’ top priority. The company is setting new standards with the S-Class with an entirely new range of extraordinary safety features.

Spearheading the use of aluminum technology in the S-Class By: Nick Palmen

AI: And in terms of innovation? Harings: One of the latest Novelis’ innovations applied in the

new Mercedes-Benz S-Class is the remote weldable alloy Ac-200 RW, which is a unique multi-layer aluminum sheet product based on Novelis Fusion™. This breakthrough remote weldable

alloy delivers a solution to the industry’s long-time challenge of joining aluminum in automotive production. With Ac-200

RW customers can weld without using filler material, which is typically required in welding conventional sheet. This improves customers’ welding speeds. Components can be welded using higher-speed remote welding methods used for steel panels. (Improves welding speed three-fold (from 5m/min to 15m/min)) Ac-200 RW also offers car manufacturers significantly greater design flexibility by allowing them weld

one-side components instead of using a C frame (where limited space is a problem) and therefore,

makes assembly easier. This remote laser welding technique can lower customers’ joining costs similar

to the level of the costs for joining steel, while still delivering the benefits of lightweight aluminum. (Reduces customer joining cost from €1/m (conventional aluminum) to €0.3/m.) Novelis is the only supplier to provide a multi-layer aluminum sheet product for remote laser welding and the only supplier of a fast-welding

Roland Harings, Novelis Vice President for global automotive.

aluminum solution developed specifically to meet automotive industry production needs.

AI: Can you tell us about your co-operation with ThyssenKrupp Tailored Blanks?

Harings: In cooperation with ThyssenKrupp Tailored Blanks Novelis has developed Tailored Aluminum Blanks. With this innovative technology, individual aluminum sheets of different grades, thicknesses and coatings can be joined to produce customized stamping blanks used by car makers for the production of lightweight body parts such as doors and hoods, and structural components including cross members and longitudinal members. The targeted use of materials in the tailored blanks allows for the elimination of reinforcements and overlapping joints that would otherwise be required, thus saving material, reducing total weight and cutting cost. The gains in process efficiency and the reduction in vehicle weight will further contribute to reduced CO2 emissions for car manufacturers. Tailored aluminum blanks can also contribute to improved crash performance through the selective use of high-strength aluminum alloys.

Tailored aluminum blanks extend the possibilities for advanced and economical lightweight solutions in vehicles. Material expertise with aluminum and know-how in tailoring of lightweight solutions are coming together in a unique way to provide this cost-effective technology on a global scale.

AI: What are you expansion plans for the future? Harings: Demand for aluminum sheet for Body in White is

rising by about 25% on average per year globally, not just in North America. Novelis is investing US$200 million to add 200,000 metric tons of annual capacity for automotive sheet in our Oswego, NY plant. Additionally, we are investing US$100 million to add 120,000 metric tons of automotive sheet capacity in Changzhou, China. To meet our global commitment to increase the amount of recycled metal input Novelis is expanding its recycling capabilities worldwide, including a new recycling operation in Nachterstedt, Germany. The new facility is currently being constructed adjacent to the company’s existing aluminum rolling mill and will annually recycle up to 400,000 metric tons of aluminum, including automotive sheet, annually to help feed the Novelis manufacturing operations across Europe.

AI: How do you determine Novelis’ global footprint?Harings: Novelis is the world leading producer of aluminum flat

rolled products for the automotive industry and constantly bringing new levels of weight reduction, innovation and sustainability to the

market. With a global market share of more than 50%, Novelis holds a very strong supplier position with all major equipment manufactures and auto makers.

Through Novelis’ strong global presence and availability, the company serves the individual needs of customers in key markets in Asia, Europe and North America. In addition to our global expansions to respond to the escalating demand for automotive sheet, Novelis has opened its first Chinese offices in Shanghai and has put in place a Global Automotive Organization to reinforce our commitment and service to automotive customers.

AI: What are your recycling targets and what efforts do you make to achieve them?

Harings: The company’s goal is to dramatically increase the recycled content of its products across its global operations to 80% by 2020. Not only did we make a substantial step towards our goal of 80% recycled content in our products with an increase of 6% (from 33% to 39%), but we also achieved reductions in our four primary environmental targets. In addition, we began investments totaling approximately $1.4 billion in operational expansions and increased recycling capacity needed to help both meet expected demands in the aluminum market and fulfill our recycling target. This is a challenging target particularly for automotive due to the long life of vehicles. It’s absolutely something we are working on from an innovation perspective. Novelis works to include agreements to buy back scrap metal not used during the stamping process and facilitate closed loop recycling. Jaguar is an example of a customer with this arrangement.

AI: What are the new trends on the horizon and what will they bring to multi-materials body structures?

Harings: We believe that the future for automotive is a multi-material design. Given the unique properties of aluminum—particularly in sustainability, light weighting, high performance and durability, we see a major growth trend in the use of aluminum in particular. Materials such as aluminum, steel, plastics and magnesium not only need to co-exist but need to work together in vehicle design. Multi-material joining and forming are areas that will continue to grow in importance in the future. Much progress has been made to date, with more to come. So what will the automobile of the future look like? It will be lighter, safer and greener. To get there, the materials status quo will give way to a changing mix of old and new materials and aluminum will continue to grow in vehicle applications.

When introducing the redesigned flagship 2014 Mercedes-Benz S-Class, the OEM said the design revolved around three engineering priorities: Intelligent Drive; Efficient Technology; and the Essence of Luxury. Mercedes defines the Essence of Luxury as “perfection to the last detail. The S-Class is not just a technological spearhead for Mercedes-Benz but for automotive development as a whole,” says Mercedes-Benz in its promotional material. One of the technologies the S-Class is spearheading is the use of aluminum. It is built on a hybrid aluminum body shell and formed with aluminum outer body panels.

The Mercedes-Benz S-Class.

LEFT: Novelis has increased the percentage of scrapin its alloys in order to help OEMs green their products.

RIGHT: With Ac-200 RW components can be welded using higher-speed remote welding methods used for steel panels.

AI


AI: How do you transfer the success of the CLS to the new compact executive CLA class?

Weber: We created the segment of the four-door coupe with the first CLS. Our competitors are now following in this direction, as we have already launched the second generation of the CLS. The CLA interprets this emotional concept for the midsized segment and it will give us additional growth opportunities in Europe, and even more so in the US. Our American customers are very happy that such a vehicle will be available for under $30,000. The technical concept, its emotional design combined with its functionality, performance and price form a unique offer that the customers are looking for.

AI: What is Daimler’s role in driving new vehicle technology and safety standards?

Weber: Our three main strategies are going green - zero emission, going safe, and going autonomous. Going green - 50%

of our budget is focused on this kind of technology, not only on powertrain and transmission but also

aerodynamics. With the CLA we set a new world record in aerodynamics for series production

automobiles (Cd value: 0.22). Let’s not forget the A 45 AMG 265 kW (360 hp) which is a benchmark in efficiency and performance. I think we are well prepared for the future with going green, as well as going safe, and the “Intelligent Drive” package which is a precursor to going autonomous.

AI: What is the potential of the new “Intelligent Drive” safety systems?

Weber: Whereas before assistance systems could be clearly classified under the

categories of comfort or safety, the boundaries are more fluid today. For us, “Intelligent Drive” is

the combination of comfort and safety by intelligent interlinking of sensors and systems to create a new dimension

of motoring. A decade ago, technologies that are taken for granted today were regarded by many as just wishful thinking. For that reason, I am certain that we will keep getting closer and closer to the notion of autonomous driving.

By no means do we wish to take over control from the driver, however. Instead, the aim is to relieve motorists when driving is more of a burden than a pleasure – on the monotonous daily commute, for example, or in stop-and-go traffic. From a purely

Carl Benz, one of the two founders of Mercedes-Benz, said “the love of inventing never dies”. That ethos has helped drive the company since 1886 when Benz was awarded German patent number 37435 for a three-wheeled, self-propelled “Motorwagen”.

Automotive Industries (AI) asked Prof Dr. Thomas Weber, Member of the Board of Management, Group Research & Mercedes-Benz Cars Development, what he sees as the major automotive challenges for the company today.

Weber: First of all, we always view challenges as opportunities. And our current biggest opportunity is the roll out of our new compact class family starting with the B, A and now with the CLA-class, soon followed by our new GLA. This product offensive - introducing 13 new models worldwide by 2020 – shows how we are attacking the market across our whole portfolio. With the new E-class with its new power trains such as hybrids and 119gr CO2 conventional engines and not least the all new S-class - that we will also offer as a plug-in hybrid next year - we believe we can maintain the appeal of Mercedes-Benz and go a big step ahead on the way to “Green and Safety Leadership”.

innovation

Innovation driving Mercedes-Benz By: Nick Palmen

Prof Dr. Thomas Weber, Member of the Board of Management,

Group Research & Mercedes-Benz Cars Development.

AI: What is the new E-class offering in terms of safety and design?

Weber: We are raising the benchmark once again – in terms of safety, drive technology and design. The front-end is completely redesigned, with new headlamps featuring a single lens covering all functional elements. The E-Class Saloon and Estate are also available for the first time with two different faces – featuring the classic star on the bonnet or the sports car radiator grille with centrally positioned star. New technologies include powerful and efficient BlueDIRECT four-cylinder engines with pioneering injection technology, and trailblazing assistance systems as part of “Mercedes-Benz Intelligent Drive”.

“We have a chance to launch the world’s first affordable, mass-market fuel cell electric vehicles as early as 2017.”

Automotive engineers around the world are striving to meet stringentenvironmental standards while maintaining the vehicle performanceand personality their customers demand. Novelis aluminium deliversthe material advantage needed to thrive in this challenging marketplace. Our advanced alloys and lightweighting technology mean the difference between compromise and distinction for your brand. Not just aluminium, Novelis Aluminium.™

novelis.com/auto

A MaterialAdvantage


AI: What is your approach to innovation?Weber: We are always innovating, and I will do everything

possible to keep it this way. But it is not our approach to invent everything in-house. With our partners from the scientific community, institutes, and of course strong suppliers, from conventional suppliers to, for example, Google, we always intend to look outside the box. Moreover, we have a global research network with hubs around the world in China, USA, India and, of course, Germany.

AI: What are your expectations for the new alliance with Ford and Nissan?

Weber: I consider this a very important milestone for the fuel cell technology. With it we can bundle volume. We can reduce development cost and divide them between the three parties. We have the chance to launch the world’s first affordable, mass-market fuel cell electric vehicles as early as 2017. This collaboration will help define global specifications and component standards. It will also send a clear message to suppliers and the industry to encourage the further development of hydrogen infrastructure worldwide.

technical standpoint, that’s already possible now to a certain extent. The new S-Class is equipped with systems to do the same in complex traffic situations as well. In this way, comfort and safety systems merge together into a new dimension of motoring, opening up brand new prospects.

The intelligent assistance systems of the future will be able to analyze increasingly complex situations and recognize potential dangers with the aid of improved environment sensor systems even more accurately than at present. Amalgamating the algorithms that extract their data from the further improved radar sensors and the new stereo camera is also crucial for the new functions. We call this “sensor fusion”. The new Brake Assist system BAS PLUS with Cross-Traffic Assist, for instance, is now also able to detect cross traffic and pedestrians for the first time. And PRE-SAFE® PLUS can trigger precautionary measures when there is a risk of a collision from the rear. Figuratively speaking, the next S-Class won’t just have eyes at the front; it will have 360-degree all-round vision.

AI: What is Daimler’s electric vehicle strategy?Weber: As we are not expecting one single technology as a silver

bullet for sustainable mobility, we are setting out to provide tailor-made solutions to suit all customer requirements and are going in different directions not only pure electric, but also plug-ins and fuel cell next to hybrids and highly efficient internal combustion engines. Our electric vehicles have high efficiency and lower levels of noise pollution than conventionally powered vehicles while offering the same amount of safety and spaciousness – and providing no end of driving pleasure. With currently nine vehicle models, our range of locally emission-free vehicles is unique in the automotive industry. I think our smart fortwo electric drive, for example, will be most successful in urban areas. The B-class comes next as an all- electric vehicle of Mercedes-Benz. And with the SLS Electric Drive we proof how fascinating electric mobility can be. Long-term, I’m convinced that the hydrogen fuel cell is the only technology that will enable emission-free driving long distances.

AI: In 2012 you launched Mercedes-Benz eCall. How do you incorporate eCall technology in the latest version of COMAND Online multimedia system?

Weber: We launched eCall three years ahead of the planned obligatory date set by the European Commission. The Mercedes-Benz emergency call system is standard in the latest version of the COMAND Online multimedia system. Except for possible mobile phone charges, the Mercedes-Benz emergency call service is completely free to Mercedes-Benz customers. The service is now available in 19 European countries.

Mercedes-Benz E-Class: A new element is the expansion of the BlueDIRECT petrol engine family with the addition of a four-cylinder petrol engine with spray-guided direct injection, based on the same trend-setting technology used in the latest generation of six and eight cylinder engines from Mercedes-Benz. Its technology package includes fast-acting piezo injectors for multiple injection, quick multi-spark ignition, turbocharging, fully variable camshaft adjustment on the inlet and exhaust side.

The BAS PLUS and PRE-SAFE brake features have been augmented by the incorporation of a pedestrian detection function.

AI

Deployment and management via the Cloud.

Seamless Integrationwith AirVantage™ M2M Cloud.

Including off-the-shelf eCall and location libraries.

Open Application Framework.

Dedicated application processing. Built-in GNSS.

Powerful Multicore Processor.

©2013 Sierra Wireless Sierra Wireless, AirPrime, AirVantage, and the red wave design are trademarks of Sierra Wireless. Other registered trademarks that appear are the property of the respective owners.

www.sierrawireless.com/NextGenModules

An entire M2M ecosystem on a modulePowerful, robust and reliable in-vehicle connectivity for automotive applications.


the complexity of cellular technology, and particularly the testing effort required. When building a GPS solution, for example, a manufacturer may assume that the technology will behave basically the same way in almost any location because GPS is a relatively fixed, stable technology. Alternatively, cellular is a “living” network that is constantly changing. Every country has its own mobile network operators (MNOs), each of whom may have slightly different implementations of their cellular networks, even when

supporting the same cellular technology. And, of course, cars don’t stay in one place. They frequently cross

borders and pass from one mobile network to the next — handoffs that can be technically

quite challenging.There are specific strategies

that can be applied to address these issues and the many others that suppliers will come

across in an automotive environment. To benefit from them, however, suppliers

need to work with cellular partners that have expertise in the automotive industry and ample real-world experience overcoming the unique technological challenges of this market. Expectation of Higher Quality

Another area where vehicle connectivity is vastly different from other cellular solutions is the degree of quality and reliability that automotive solutions demand. Just building a solution that can withstand the environment under the hood – hot, dirty, constantly vibrating – for many years and many thousands of miles is a significant challenge. Meeting the rigorous reliability requirements of an automotive safety system on which lives may literally depend is another.

Get ready for eCall. Like it or not, the pan-European cellular emergency system for vehicles, and its Russian counterpart ERA-Glonass, will be mandatory in the next few years. There are excellent public safety reasons why governments are pushing for emergency call capabilities in every new car on the road: As much as 50% faster emergency response times, reduced auto accident fatalities, and estimated savings of billions of euros annually.

The EU has been piloting eCall for several years, and most in the industry expect it to become mandatory for all new type approved vehicles by the end of 2015. ERA-Glonass, the Russian version of eCall is coming even sooner, with all new cars sold in Russia required to have cellular emergency call systems by January 2015. Some auto manufacturers and first-tier suppliers are not thrilled about being required to add eCall to new vehicles — having to invest significant resources to implement a technology for which they see no real business benefit. But, the proponents of the system believe this perspective is shortsighted. The reality is that eCall technology can serve as an entry point into telematics — and a platform for a wide range of remote and in-vehicle services that create real value and differentiation. To comply with eCall and ERA-Glonass requirements - much less to capitalize on the larger telematics opportunity - OEMs and suppliers need to overcome a variety of technical and operational hurdles. Underestimating Complexity

One of the common mistakes auto manufacturers make when implementing connectivity for the first time is simply underestimating

innovation

Making eCall workfor your Business By: Olivier Pauzet, Sierra Wireless

The heart of an eCall system.

One of the challenges facing OEMs is ensuring that eCall works across borders and in remote locations.

Automotive cellular systems also carry very different user expectations. If your mobile phone is acting up, you’re accustomed to turning it off and on again to fix the problem. If you get off an airplane, you expect to wait a minute while your phone connects to the network. If you’re using a technology system in a €40,000 car, however – especially an emergency safety system – you expect it to work correctly and immediately every time.

Using high-quality cellular components is not enough to assure this level of quality and reliability; just as important is the way these components are integrated with the vehicle, and the software and protocols employed. Once again, it is essential to work with suppliers that have extensive experience with cellular and automotive, and use solutions designed and tested specifically for vehicles.Managing Costs

Other challenges associated with in-vehicle cellular solutions, are the costs and time involved in development. Typically, much of this effort is devoted to basic integration – assembling a cellular module, application processor, GPS/Glonass, and the controller area network (CAN) interface with the vehicle into a telematics control unit (TCU) architecture – and thoroughly testing it.

To reduce the costs and timelines associated with this effort suppliers should look for pre-integrated cellular solutions that provide all of these components in a prebuilt, pre-tested architecture. Ongoing Maintenance

Finally, manufacturers and suppliers need to consider how in-vehicle cellular solutions will be maintained over the life of the vehicle. Remote over-the-air (OTA) management of cellular devices is not a new concept, but the reality is that connecting millions of cars to a back-end system is a very different challenge to connecting other types of cellular devices.

Automotive companies need secure, robust OTA management solutions to accomplish this. They should look for proven systems that already support millions of devices in the field. They should also consider using cellular suppliers that offer not merely the ability to update devices, but an advanced cloud infrastructure to perform those updates for the auto manufacturer over the life of the solution. Capitalizing on Telematics

Once you’ve navigated all of these pitfalls, what’s the upside for your business, apart from complying with regulatory mandates? If you recognize eCall and ERA-Glonass for what they are – a foundation for more advanced telematics services – quite a lot.

Suppliers can build a variety of compelling, high-value services on top of the cellular eCall platform. Possibilities include:• Remote door lock/unlock from a cell phone (OnStar’s most

popular feature)• Remote start and seat heater activation • Vehicle tracking• Applications to monitor driving patterns and fuel efficiency• Pay-as-you-drive insurance• Real-time localized navigation updates (for example, current

parking spaces available at the mall)These are just a few of the possibilities. And while some may

seem like minor conveniences, the reality is that these are the kind of features that wow prospective buyers when they visit the showroom, and provide real differentiation between brands. It’s important to keep these factors in mind when planning your eCall solution. You can choose to do the minimum required to comply with the mandate, and for the lowest possible cost. But recognize that once you build connectivity into a vehicle, there are far more interesting – and profitable – possibilities. And if you’re not capitalizing on them, your competitors probably are. AI

eCall is designed to facilitate fast reaction to emergencies.


innovation

Ford’s decision to collaborate with “automotive outsiders” is paying off as the marketing and development of new products becomes increasingly data driven. Paul Mascarenas, Ford Chief Technical Officer and Vice President Ford Research and Innovation created the platform in 2011 at the celebration of the 60th anniversary of the founding of Ford’s research hub in Dearborn, Michigan.

He said “Traditional collaboration with automotive partners and suppliers may be what we are used to and comfortable with – and we want those ties to get even stronger – but it is also time to accelerate and embrace new forms of collaboration outside the automotive realm that will help us create not only better transportation, but a better world.” In January 2013 at the International CES the

Collaboration fuelsinnovation at Ford By: Ed Richardson

quickly changing consumer expectations in people’s everyday lives, but are driving innovation in the automotive industry at an incredible pace in preparation for the future. “Ford was founded on the innovative spirit of Henry Ford, and the opportunity today to reinvent the driving experience excites us just as it probably would have him. Technology is enabling Ford to bring a new level of awareness and intelligence that will dramatically enhance our customers’ time behind the wheel,” said Mascarenas when introducing the new Ford Fusion.

With more than 145 actuators, 4716 signals, and 74 sensors including radar, sonar, cameras, accelerometers, temperature

and even rain sensors, the 2013 Fusion can monitor the perimeter around the car and see into places that

are not readily visible from the driver’s seat. These sensors produce more than 25 gigabytes of data per hour, which is analyzed by more than 70 on-board computers.

“So far we’ve just scratched the surface of what is possible,” said Mascarenas. “In the Fusion, we have sensors and actuators that act independently as part of the assist features.

The next phase, currently in research, involves sensor fusion, where engineers learn how to more

comprehensively characterize the environment by blending multiple signals, and add externally available

information through cloud connectivity.”

Paul Mascarenas, Ford Chief Technical Officer and Vice President Ford

Research and Innovation.

company launched the Ford Developer Program, which makes the SYNC® AppLink™ application programming interface (API) available for the creation of smartphone apps that can be controlled by voice inside the car.

While AppLink is available in Ford vehicles now, OpenXC is focused on the future as an open-source hardware and software platform developed by Ford Research and Innovation to unleash the power of the open-source hacker community to explore what can be done with vehicle data. The OpenXC kit includes a vehicle interface module based on the popular Arduino platform that developers can use to read data from the vehicle’s internal communications network, including real-time access to the vehicle sensors, GPS receiver and vehicle speed. The hardware module is connected to a Smartphone or tablet. “Through the OpenXC platform, we are paving the way for new opportunities that will help us prepare for the future of transportation where the automobile, mobile networks and the Internet cloud come together in ways never before imagined,” said Venkatesh Prasad, senior technical leader of Open Innovation for Ford Research and Innovation.

Modern computing and communications systems are not only

Ford engineers are using 3D mapping in what is believed to be the technology’s first application in the auto industry to better analyze rear axle parts of F-Series pickups during assembly, leading to a smoother, quieter ride for drivers of Ford trucks. Similar to Google Earth, which uses three-dimensional imaging to map the world, Ford’s photogrammetric pattern reader (PPR) uses a pair of digital cameras to combine photos of the axle gears into a series of 3D pictures that are

compared against an ideal computer model of the gears.

Tech-users predict new levels of smartphone and car inte-gration as the key development in vehicle communications technology - with suggestions ranging from iPad integra-tion to being able to order takeaway food while in traffic.

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innovation

Connecting the urbanSWARMBy: Nick Palmen

new experience, and very different from what was done in the past. It makes the car feel bigger.

AI: Is it all about software?Mauser: Software is a critical component, but the key is

HARMAN’s deep technical understanding of acoustics and systems integration into the car. The location and design of the loudspeakers, the acoustic tuning of the system, and the SW algorithm all work together to create an optimal sound.

AI: From an integration perspective, what is the preferred solution?

Mauser: We have had different feedback from the OEMs. Some want to use QLS 3D as a unique selling point for the next cars. They want it to be prominent, so the customer can show it off. On the other side we have different customers that want

to have it integrated / invisible, focused on the overall sonic improvement and sensation.

We have all the experience and the expertise in-house to do both. One of the key elements

here is the need to identify the right places for the speakers long before the first physical prototype of the car or the system is built because it is at this stage where we have the freedom to optimally style and position the speakers. As soon as we get the very first mechanical CAD model from our customer we can simulate the

dispersion of sound, make sound quality measurements and determine where to

place the speakers. During the phase when our customer is designing the body-in-white

we are already helping them finding the perfect position and even planning the perfect structure. It is

this holistic engineering approach, supporting our customers during the complete development cycle of a car that is ultimately safeguarding this unique QLS 3D listening experience.

AI: What are the benefits of your Entry-Level Connected Radio?

Mauser: In addition to supporting a range of external user devices, including USB, SD, MP3 players including iPod, and a wide range of Smartphones, consumers can easily connect their Smartphones with the head unit in-vehicle. The head unit then uses the driver’s preferred navigation App straight from the phone. It also offers clear benefits to automakers: At the same cost of basic radio OEMs can add Smartphone connectivity to their systems. In addition, OEMs can integrate access to HARMAN’s AHA Radio, the first interactive platform that organizes web-based content into personalized, live and on-demand radio stations that consumers can access anywhere. Connected Radio also offers turn-by-turn navigation via a Smartphone App, with spoken and visual instructions, and hands-free phoning via Bluetooth.

Platform solutions that enable automakers to add smartphone connectivity into every vehicle and deliver car-centric Apps and services through the Android platform were showcased by global audio and infotainment group HARMAN at the spring Geneva Motor Show.

Alongside premium infotainment technologies that combine augmented navigation with gesture control, high speed networking and brilliant graphics, HARMAN also demonstrated QuantumLogic Surround 3D, the automotive industry’s first three-dimensional surround sound experience based on QuantumLogic technology.

Automotive Industries (AI) asked Michael Mauser, Harman Executive Vice President and Co-President, Infotainment and Lifestyle how the company’s cloud platform could revolutionize Megacity transport.

Mauser: The electric driven “microMAX” vehicle developed in cooperation between HARMAN and Rinspeed utilizes HARMAN’s Cloud Platform and key infotainment technologies to revolutionize city transport with the vision of an “urbanSWARM” mobility concept.

Michael Mauser, HARMANExecutive Vice President and

Co-President, Infotainmentand Lifestyle.

This vision is based on our Cloud Platform where we are combining the mobility concept for what we call an “urbanSWARM” community. It integrates “connected car” features which will allow easy access to navigation functions in real time. Using the information from all vehicles connected to the swarm, the system can modify the routes dynamically to account for current traffic.

To amplify the driving experience, the “swarm” vehicle incorporates a special App which constantly updates all road users who are looking for transportation options and are part of the selected community access to the concept. Being connected to the cloud, the interactive system displays information about routes, destinations, travelling speeds and occupancy of all vehicles - creating an efficient, flexible and convenient transport system with maximum capacity - without wait times, without prior planning and without detours.

AI: At Geneva you presented Quantum Logic Surround 3D, the first true three-dimensional surround sound. What does it bring in terms of experience to the customer?

Mauser: Right now every car has the same problem. Cars are very small spaces. But, we want to provide the consumer with an immersive experience that sounds like they are in a big, natural, live environment. Quantum Logic Surround 3D helps us achieve this goal. It makes the car feel bigger. It’s a completely

ever greater in-car connectivity and multimedia, and we are ideally positioned to make this technology part of the smart, responsive control systems in an advanced head-up display.

AI: How does HARMAN Cloud Platform enable automakers to future-proof their cars for tomorrow’s internet?

Mauser: The latest HCP product “Insight” running on the HARMAN Cloud Platform enables OEMs to get a car insight, i.e. to see how their car performs, as well as to run remote diagnostics. Furthermore HCP enables OEMs to capture in-depth intelligence on how their vehicles are being used in the field. What kind of connectivity are the drivers using? Are they using Bluetooth, USB, do they use CD or DVD? Based on this functionality and with the strength of the cloud we just use one simple interface for either AHA or other applications. We are highly flexible and can add content without changing hardware. The key is not only to help OEMs to future-proof their car, but also to bring OEMs closer to their customers (drivers).

AI: What is next for HARMAN?Mauser: We announced the launch of the new Infotainment

Services unit. In the future we are going to have our traditional business in which we are market leader, and we will also be in an aftermarket application service business. We have a challenging target in front of us. In combination with AHA and “Insight” we can open a HARMAN or white label Apps store. This is a new business segment for us which includes aftermarket products for hardware upgrades. Why should a five year old BMW which is still a nice car not have connectivity?

With that functionality and the new business unit we are looking at other channels and possibilities. We have 15 million cars equipped with our systems on the road, alone and we are trying to tap into other markets with this kind of functionality and connectivity. What we are also aiming at now is rolling out services for functionality through the cloud.

AI: Let’s talk about HARMAN’s App-centric infotainment platform. What OS do you use and what are its key functions?

Mauser: We are using Android for Automotive operating system to bring car-centric apps and services safely into the car. And to ensure best performance and stability, we combine this flexible eco-system with the proven QNX operating system. This guarantees the best of two worlds – flexibility and extensibility on one hand, and automotive-grade reliability on the other. Of course, our Automotive Android system also works with Apple Products. The system accommodates both iPod and Siri integration.

The HARMAN App-centric infotainment platform helps drivers connect to their digital worlds – the home, the office, friends and the cloud – in ways that are easy, fun, personalized and intuitive. It is easy for drivers to access content on their iPods, Smartphones and iPads by providing wired and wireless interfaces that are optimized for the driving environment. This includes media and applications that are running on consumer mobile devices, as well as those connecting via cloud-based services like Siri and Google Voice Search. To protect the vehicle bus and other critical features, HARMAN has created a virtualized platform where the core and car-centric apps and services run on the proven QNX OS, and the User Interface and downloaded applications run in the Android for Automotive environment.

AI: What are HARMAN’s solutions for tomorrow’s premium infotainment system?

Mauser: Last year we started with an interactive head-up display with augmented navigation, touch-free gesture controls and the latest connectivity options. The concept is based around a “multi-display” Infotainment System where the in-dash center console, instrumentation cluster and head-up display are fully integrated. The new premium infotainment platform offers richer safety functions, assistance and connectivity features. It’s the next logical step for us to take. The automotive sector is moving to

A HARMAN heads up display keeps the driver’s eyes on the road.

HARMAN showing the way in a Rinspeed microMAX. Harman QLS3D Roof speaker.

AI


Bigger auto presence for CES 2014By: James Hilton

innovation

Expect the bar to be raised again at the 2014 International CES®, which will showcase the latest technological innovations to thousands of professionals and government leaders from over 150 countries around the world.

Produced by the Consumer Electronics Association (CEA)®, the annual event will be held from January 7-10, 2014 in Las Vegas, USA, and will build on the success of the 2013 expo.

Automotive Industries (AI) asked Gary Shapiro, president and CEO of CEA what auto trends are reflected at the expo.

Shapiro: Today’s consumers are vastly different than from just a decade ago. For one, auto buyers today are less focused on horsepower and more on connectivity. Aftermarket brand names matter, as does the ability to connect seamlessly with portable devices. Electric cars are also becoming more visible at CES.

AI: How feasible is universal automotive touchscreen infotainment?

Shapiro: I am not convinced that every consumer wants touch screens. The marketplace is a

to touchscreens, and have an expectation that their Smartphone and vehicle will speak the same language.

AI: What are some of the challenges facing automotive electronics?

Shapiro: Simplicity, including a great user interface with consistent results, is likely the most important factor. While we have accepted standards for car-to-device connectivity like Bluetooth and USB, devices at the operating system level don’t always respond to commands naturally and easily.

AI: What trend have you seen in the audio video/pdx-power density digital automotive amplifiers showcased at CES?

Shapiro: Referring specifically to CEA member Alpine Electronics’ line of PDX Power Density Digital Amplifiers, the interesting story here is the miniaturization of technology

happening across product categories. Where space is at a premium small size can be a major benefit to

auto audio system builders. Alpine figured out how to deliver in an extremely small package.

AI: How do you see automotive electronics optimizing the connected driver experience?

Shapiro: Possible strategies include: go for a completely integrated system; develop unique proprietary features or a compelling look

and feel; to future-proof a car by making it easy to host new devices and features; link in with a

well-known brand like Apple or Sony and /or even a broadband provider like AT&T or Verizon or a search

engine like Google and benefit from their branding and/or unique services; compete on ease of use or price and provide a simpler feature set. Others may package in a free level of services.

Couple any of these strategies with the ability for the user to talk to their devices using natural language, instead of an awkward, device-specific syntax, and success is possible. The most important consideration for any company is to consider safety and develop products and services which keep consumers connected but allow them not to feel they bought an obsolete product the next day. This argues in favor of embracing aftermarket products.

CEA President and CEO Gary Shapiro at

the 2013 CES.

wonderful determinant of whether any technology can and should be universal. Indeed, Ford is adding physical controls back into vehicles. One important enabling technology is – ironically – better voice controls. While knobs, buttons and dials make sense in many applications, voice control can also make automotive infotainment enjoyable, seamless and safe.

AI: How soon do you see such a feature becoming reality?Shapiro: This is a function of improvements in technology,

consumer comfort and market demand. Ford demonstrated early on that tightly integrated technology can influence purchasing decisions. Now, as Smartphone penetration in U.S. households approaches 60%, consumers are more accustomed


AI asked Karen Chupka, senior VP of International CES and Corporate Business Strategy, CEA, how big the 2014 International CES is expected to be.

Chupka: We are expecting some 150,000 attendees from 150 different countries to do business at the world’s leading innovation event. Our show floor will likely come in around 1.9 million net square feet of exhibit space again, which is on par with the last few years.

AI: Tell us a little about the green aspect of the 2014 event.Chupka: We will continue to recycle more than 80,000 square

feet of magnetic and vinyl banners – more than 20,000 pounds of magnetic material alone. We will collect all discarded publications and show collateral with a goal to surpass last year’s collection of 50,000 pounds. All of our

AI: What are some of the CES Innovation Awards that have been given for automotive infotainment/electronics?

Chupka: We have three different categories to highlight the best in automotive electronics: In-Vehicle Navigation Control Telematics, In-Vehicle Audio/Video and In-Vehicle Accessories. Our Best of Innovations Honoree title was awarded to Phoenix gold for its ACX600.5 in the A/V category and Sony Electronics was honored for its XAV-701HD Smartphone Connected AV Receiver for In-Vehicle Accessories.

AI: How important is the automotive sector to the International CES and why?

Chupka: The automobile is just as important as an environment for the consumers as the home is.

CEA industry forecasts predict sales of factory-installed vehicle technologies will increase by more than 11% in 2013 to nearly $8.7 billion. Last year we had a record number of automotive manufacturers, with stands covering more than 100,000 square feet, up 5% on the 2012 show. Among the 110 automotive tech companies at the 2013 were OEMs Audi, Chrysler, Ford,

General Motors, Hyundai, Kia, Lexus and Subaru. AI: What will be important at the 2014 event

as far as automotive electronics are concerned?Chupka: Expect to see an expansion in the way of

connected infotainment systems that deliver a seamless, safe and secure experience to drivers and vehicle occupants. We also expect more driver-assistance features, including autonomous systems like adaptive cruise-control to make the driving task safer and more enjoyable. Driverless car technology is another arena making progressive strides.

AI: What global impact does the event have and why? Chupka: Our member company involvement ensures that

the International CES continues to meet the needs of the ever-changing CE industry. Last year 36,206 attendees came to CES from outside of the United States. Some 20,000 new products are launched at CES every year as our show continues to provide a place for everyone (and every industry) that is part of the global consumer electronics business community.

Karen Chupka, senior VP of International CES and Corporate

Business Strategy, CEA.

AI

CEA President and CEO Gary Shapiro (left) joins FCC Chairman Julius Genachowski for a candid conversation about Chairman Genachowski’s tenure at and vision for the FCC at the 2013 International CES.High-tech safety sensors on display.

interior show signs will be produced with an eco-friendly Falon-board material. We hope to increase the reuse/recycle rate of solid waste generated at the show beyond last year’s high of 75%. All exhibit floor aisles, TechZones, registration areas and booth packages will be outfitted with recyclable carpet. We offer booth packages with recyclable panels and graphics printed in soy ink. Our new registration system will enable us to cut back on the number of badges printed. Pre-registrants will receive confirmation codes and use those codes to print badges when they arrive in Las Vegas.

Last January, CEA gave two $50,000 donations to local Las Vegas organizations: Green Chips and the Las Vegas Convention and Visitors Authority (LVCVA). The LVCVA will install several electric vehicle charging stations at the Las Vegas Convention Center. Green Chips plans to use its donation to support a solar installation project at the iconic “Welcome to Fabulous Las Vegas” sign on Las Vegas Boulevard.

HAROLD GODDIJNCEO TOMTOM

‘When it comes to creating a unique in-vehicle infotainment system, TomTom is the ideal partner for Car Manufacturers and System Vendors. We offer an independent set of open, off-the-shelf and easy-to-integrate, NDS-based Connected Navigation System components.’

TOmTOm AUTOmOTIVEConnected Navigation System

auTOMOTiVE.TOMTOM.COM

STaTE-OF-THE-aRT EaSY TO iNTEGRaTE OFF-THE-SHELF MODuLaR


Making the Android framework suitable for automotive applications is currently a hot topic among car manufacturers.

Android has gained undisputed leadership in the Smartphone universe. It is an open platform which enables the community of applications developers to collaborate on a single implementation of a shared product. This collaboration has led to a large applications ecosystem that is unmatched by any other product or device in the world today.

Automotive Industries (AI) asked Eric Riyahi, Executive VP and Chief Operating Officer at Parrot whether he believes that Android is the right choice for infotainment systems.

Riyahi: The infotainment platform is one of the key factors for car purchase. Either the OEM and technology supplier have developed a strong partnership over many years on a given platform, as it is the case of certain premium car brands, or the OEM can take a shortcut to advanced infotainment with the implementations of the Android platform adapted to the car environment.

AI: What do you mean by an Android platform adapted to the car environment?

Riyahi: On the one hand, an automotive infotainment platform should include fundamental features such as voice recognition, media management, digital signal processing and tuners, that are Parrot’s longtime-proven know-how and that was recently strengthened with the acquisition of DiBcom (Digital TV and Radio solutions). On the other hand, Android is an open platform which enables the community of applications developers to collaborate on a single implementation of a shared product. This collaboration has led to a large applications ecosystem that is unmatched by any other product or device in the world today. Parrot works at combining its automotive know-how

with the Android Apps framework in order to offer the most relevant automotive connected infotainment open platform.

AI: How do you envision such a connected infotainment open platform?

Riyahi: An open platform should aim at reducing engineering costs and time-to-market without compromising reliability. It rests on the following elements: • A large community of applications developers• A shared framework: here we are talking about the Android

SDK (software development kit) which is widely available.• A systems integrator: its task is to ensure the overall relevance

and compatibility of all the Apps and libraries involved in the said infotainment platform. The ultimate goal is shortening development time for

infotainment features. This entails the combining of automotive software libraries, 3rd party applications and Android applications while coordinating with HMI specialists - under the responsibility of a strong system integrator.

AI: What are the different types of Apps and libraries to combine in your vision of an open platform?

Riyahi: In order to leverage Android in an automotive environment certain libraries have to be implemented. Examples of such libraries are Voice Recognition, Bluetooth, Digital Signal Processing for hands-free acoustics (Acoustic Echo Cancellation and Noise Reduction) and support for Media connectivity and tuners. It is important that these replacement software libraries be proven automotive software libraries which can be trusted to meet automotive quality standards for reliability, compatibility, and security. Other libraries can be sourced from partners that have both Android and automotive strategies. These partners understand automotive requirements in regards to

innovation

Connected platforms for infotainment automotiveBy: James Hilton

reliability, performance and maintenance. The Apps they develop can run on the Android environment with automotive standards. Examples of Android Apps using libraries that meet automotive standards are: navigation, Internet radio, and media playing.

In addition, certain types of Apps native in the Android OS, can be used directly « As is », such as Google Maps, Weather, Points of Interest (POI) search, etc. These are Apps the end customer is familiar with and they are often already used in the vehicle via an Android Smartphone. It would not make sense to consume time and money to develop them from scratch for the automotive environment. The end user would have the possibility to remove those Apps and replace them by more recent alternatives. Another advantage of Android is the flexibility and ease of creating a custom HMI. Each vehicle OEM can create a look and feel which is unique, well-suited to its brand image, and adapted to in-vehicle usage with minimized driver distraction. The Android framework allows a custom HMI to be created with a development environment that is already familiar to a wide community of developers. The vehicle OEM has access to a vast variety of HMI partners to choose from.

There is significant leadership involved in combining proven automotive software libraries, 3rd party Apps and native Android Apps while coordinating with HMI specialists. This requires a strong system integrator to set up partnerships and coordinate all hardware and software suppliers on a given project. This is where Parrot’s expertise comes into play to ensure the best performance and reliability for the overall project.

AI: In which form factors will Parrot implement its strategy for Android-based open infotainment platforms?

Riyahi: Parrot offers a range of Infotainment products in a different form factor. For example, a standalone box or it can take

the shape of a head unit, either with or without a center console. Besides, this platform is also applicable to rear seat entertainment.

AI: How does Parrot’s strategy for Android-based open infotainment apply to Rear Seat Entertainment (RSE)?

Riyahi: In Parrot’s vision of a connected RSE system, passengers enjoy a vast array of Apps, such as social networking, games or video playing on a headrest-mounted Android-powered unit. These units can interact with each other and the head unit over UPnP by Wi-Fi or Ethernet. Such networking can be managed through the “R-TV Box”. This unit is the automotive equivalent of a set-top box, acting as a mobile modem with 3G/LTE access, and as a router distributing data connectivity to devices in the vehicle. Moreover, it doubles up as a TV tuner, forwarding live programs to the mobile devices and RSE units over Wi-Fi.

AI: Where will your technology be displayed soon?Riyahi: Come meet us at the Parrot booths during the

various upcoming Telematics Update shows and the 2014 CES in Las Vegas. The Parrot team will be glad to give you demos of our latest solutions.

Examples of applications usable in an automotive connectivity platform.

Examples of HMI customizations allowed by the Android framework.

Range of Parrot solutions for connected infotainment

Automotive Libraries

Strategic Android Partnerswith Automotive Strategy

<< As Is >> Apps

Android Project collaboration

Systemintegrator

OEM

H

M

I

Schematics of an infotainment open platform project leveraging the Android framework.

AI


innovation

Industry thought leaders and experts have met to help the automotive industry to manage the growing system complexity within increasingly automated and connected vehicles at a conference on Advanced Vehicle Dynamics and Driver Assistance Systems hosted by the International Quality and Productivity Centre (IQPC) from June 17 to 19 in Wiesbaden, Germany.

Applications such as Lane Departure Warning (LDW) and Lane Keeping Support (LKS), object detection and verification to support and improve sensor-based functions like Adaptive Cruise Control

AI: What are the legal challenges? Brucke: The problem is liability. If something goes wrong,

who is liable – the OEM, the supplier of the system or the driver? The question is at what point does the system hand control back to a human being – and is the driver ready to take control when that happens? We see the same in the aviation industry, where aircraft systems may not be left unattended even though modern

planes are capable of flying themselves. AI: What would make legislators turn their attention to these challenges?

Brucke: First is the congestion on our roads. Governments across Europe do not have the money to invest in infrastructure. But, we can increase traffic volumes and throughput if we convert the roads to managed road space through some kind of traffic control. Automated systems will allow authorities to maximize the flow

and volumes on existing infrastructure. Autonomous systems will also increase

productivity if people can use their car as a working space on their way to the office. AI: What about electric vehicles?

Brucke: E-mobility is driving a societal change from the concept of owning a car to owning access to a car. Fossil-fueled vehicles will benefit from the technology needed to support electric vehicles, which is a separate eco-system that requires connectivity, telematics and Internet access. The electric car needs to be supported by a complex ICT infrastructure – such as integrated GPS for route management, and on-road monitoring. We can easily use this technology in conventionally powered autonomous vehicles. We are also seeing it in the change of the concept of car ownership. OEMs like BMW, Mercedes and Volkswagen are introducing the concept of rental of the use of a car rather than ownership.

AI: So, will we have autonomous cars by 2025? Brucke: It will definitely be available - because people will

want this feature, and are willing to pay for it. Autonomous driving is driven from a technological point of view by the engineer and also answers societal needs.

(ACC) and the Emergency Braking System (EBS), Forward Collision Warning (FCW) as well as driver drowsiness detection lead to new challenges for vehicle dynamics, according to the organizers.

Automotive Industries (AI) asked Matthias Brucke (manager of Automotive Nordwest, an Industry cluster in the Northwest of Germany) what he sees as the main stumbling blocks preventing the introduction of cars which can operate on an autopilot-like system.

Brucke: The technology is not new - the first autonomous car was developed in Braunschweig in the 1960’s. Today the whole city is a test platform for autonomous driving. But, in order to see these on our roads we need to change societal attitudes and legislation. The integration of autonomous vehicles in regular traffic where you have different generations of vehicles is the challenge. Autonomous cars need to communicate with each other in order to manage the space between the vehicles. For that all the vehicles need to be connected through the same technology. That is why it is important that OEMs and Tier Suppliers collaborate globally on the development of this technology.

Matthias Brucke manager of Automotive Nordwest, an Industry cluster in the

Northwest of Germany.

Traffic Jam Assist is among the technologies Ford Motor Company is researching and developing to help address future mobility

challenges and prevent “global gridlock”.

Vehicle automation under the spotlight By: Ed Richardson

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Dutch firm TomTom is known globally for creating the PND (Portable Navigation Device) category, now a pillar of the CE landscape.

The company’s entry into the Automotive Industry followed a 2007 acquisition of a team of 90+ engineers from Siemens VDO, followed by Tele Atlas which had supplied maps to the automotive industry for years. Although a relatively recent player in this field, TomTom already boasts some renowned clients including Renault, Mazda, the Fiat group, but also BMW North America. Since 2009, it has sold more than 2.5 million in-dash navigation systems.

In recent years, TomTom has developed a new field of expertise in real time traffic information, which has also sparked a lot of interest with Car Manufacturers.

At this year’s Geneva Motor Show, TomTom announced it would in future be delivering its traffic information service to Daimler and to Toyota

system (maps, navigation software, real-time services) can be proposed off the shelf in a standard way.

In terms of opportunities, OEMs recognize the growing importance of the end-user experience in relation to with the car’s infotainment system, and that it is becoming an important purchase factor along with the more traditional reasons to choose a car (comfort, fuel efficiency, exterior design). Navigation is playing and will continue to play a fundamental role in driving the usage of that screen. Ultimately, infotainment systems will sell cars – or not.

AI: What makes TomTom successful? De Vries: TomTom Automotive is unique in the sense that we are able to deliver all the components of a Connected Navigation

System (CNS) on par with the very latest Consumer Electronics in terms of features all under one roof.

We were able to isolate these components by de-constructing a PND to create a set of standardized modular assets that we supply to the automotive industry (OEMs and Tier 1 suppliers) in stand-alone or pre-integrated configurations.

AI: Can you tell us more about these components?

De Vries: Firstly, it starts with a good, navigable map. TomTom is one of the

few global digital map making companies. Coverage, freshness, accuracy, feature set are

critical attributes for car manufacturers. We add to this the strength of our large community of TomTom users

(20+ millions devices on the road globally!), which provides active and passive feedback to us and ultimately helps us keep map data fresh and accurate.

Secondly, our navigation software. We have developed a brand new generation of TomTom navigation software which will first be installed in new PND GO series, which were announced in April. This innovative software stack will ultimately be used by all divisions of the company (Automotive, Mobile, PND). Routing is usually a compromise between speed of calculation and accuracy, but with our new software, we have found a way to make route calculation both the fastest and most accurate according to our internal tests. We confidently wait for test results from journalists and end-users.

Besides the routing engine we have also made this navigation software more flexible. It can run on any operating system

innovation

Mapping the integration between navigation and “endless features”By: Jon Knox

Motors Europe. In addition to providing traffic information, TomTom Automotive delivers pre-integrated, connected navigation systems, as was the case with Fiat and the new Uconnect infotainment system shown at the 2013 Geneva Motor Show.

Automotive Industries (AI) asked Jan-Maarten de Vries, Vice President Product Management & Marketing Automotive, TomTom what challenges and opportunities he sees for TomTom as an Automotive supplier in today’s market place.

De Vries: The features lists traditional suppliers need to cover are basically endless. User expectations are driven by the CE industry and more precisely by their Smartphone experience. There is a fundamental issue in the speed of innovation vs. the speed of the automotive industry – the conclusion is that car manufacturers cannot continue to apply the same recipes if they want to stay competitive. We believe there is thus a need for a modular approach where each component of the navigation

Jan-Maarten de Vries, Vice President Product Management & Marketing

Automotive, TomTom.

(QNX, Android, iOS, Genivi etc) and also on almost any hardware configuration, thus making it even easier for car manufacturers to adapt it to their architecture. Finally, we have de-coupled the routing logic from the UI layer – meaning that we can skin, or even totally re-create the navigation UI without modifying the routing algorithms. This offers great opportunities for branding and differentiation.

Thirdly, connected services: there we need to make a distinction between the services produced by TomTom such as Traffic which was recently adopted by Daimler and Toyota, or our Speed Cam and Local Search services; and services that we can aggregate from third-party - such as weather or fuel prices.

Each component in itself follows industry standards, but the real advantage of working with TomTom is that each component improves the others: our Traffic information enables us to detect maps changes, or even new roads being built, because it relies on a number of probes. The huge database of speed profiles we have collected over the years allow us to know the average speed being driven on any road segment at any time of the day is also a key component in TomTom’s ability to deliver the industry’s most precise ETA.

AI: Besides “a-la-carte” shopping, what do these components bring to car manufacturers, and to end-users?

De Vries: We think we can improve all sides of the traditional project management triangle: we reduce integration costs for the OEM, since our components are fit-for-use and can be pre-integrated by us. The correlation is a shorter time to market, since integration takes both money and time.

Finally, we are able to deliver Smartphone-like functionalities that will fulfill the end-user’s expectations, while adhering to the very stringent automotive quality requirements: we are unique in that we leverage our large user base to pre-validate our products and services with real people who drive in real-life conditions and report real issues to us. Our products are market tested, which gives us great confidence in what we propose to the industry.

AI: Where do you see the navigation business going in the future?

De Vries: At the start of TomTom’s success story, it was all about bringing people from A to B, when you don’t know where B is. The early success of TomTom was based on our capacity to bring a very innovative technology to the masses. We made this technology so intuitive and easy to use that our PND devices ship without a user manual in the box!

In today’s world, this guiding need still exists but its relative

importance is decreasing: many users drive to commute, and thus already know the way to work and the possible alternatives. Increasingly, what customers are asking for is daily relevance – it is the capacity for the system to deliver the right information or service exactly when the user needs it, depending on his situation, in a way that will not distract the driver.

Another trend is the cross-platform journey. Customers expect a seamless experience, whichever device they are using for their naviga-tion related needs. We are working on some scenarios and products that involve smart routing, of course, but also off board pre-trip plan-ning, traffic avoidance on known commute, real-time rich local search en route, last-mile guidance, companion app etc. One of the first prod-ucts on our roadmap that will change the way people think about guid-ance will be our Commuter device, which was presented in April 2013 in Amsterdam and will be available in stores later in 2013.

At TomTom we think that connected navigation will become a ubiquitous product, just like anti-locking brakes became the norm many years ago. We work towards delivering the best possible navigation experience to our end-users and we are confident we are on the right path to do so.

“Car manufacturers cannot continue

to apply the same recipes if they want

to stay competitive”.”

NavCloud, a server-based application, implements a data service to store, maintain and share personal navigation application data ‘in the cloud’. Such data includes current destination, favourite destinations and routes. This is done in an application-independent and map-independent format to enable interoperation between the user’s different connected navigation clients, such as their PND, smartphone, laptop and in-dash device.

AI

Connecting the vehicle to the cloud. An active screen and system goes beyond maps – showing updates on roadworks and traffic jams.


innovation

A “location cloud” that delivers maps and location experiences across more screens and operating systems and unified under the “HERE” brand was introduced by Nokia at the Connected Cars 2013 summit held in Amsterdam in June 2013.

“At HERE we believe that a connected car is part of creating a holistic connected driving experience that keeps drivers safe yet connected, while allowing them to communicate and enjoy entertainment too,” says Pino Bonetti, Social Media Manager for HERE, on Nokia Conversations, the official Nokia blog.

In 2012 Floris van de Klashorst, Vice President Connected Car for HERE, pointed out that many of the elements for a con-nected car were already a reality. Nokia is working with Ford on the Evos Concept, which was unveiled at

Van de Klashorst: People are opting for alternatives like car sharing, electric vehicles and public transportation. Connected cars play a major role in collecting, processing and delivering useful location data to help people combat these issues.

AI: Tell us how HERE will help people plan journeys more effectively.

Van de Klashorst: At HERE we stay firmly focused on the driver by creating both standalone products and services for smart devices and in working with automotive partners to design in-car solutions. For example, people can plan trips at home on a

tablet. They can take that information with them syncing across their devices. When they are in transit they will be able to

get updates on the latest traffic conditions or an alert that a speed limit has changed in their route.

AI: What impact do you see HERE having on connected cars?

Van de Klashorst: Connectivity in cars improves everything about the driving experience. It allows us to create driving experiences that are personal, relevant and always fresh regardless of

whether they use their own car, rent or lease. AI: What makes Nokia’s data gathering and

processing for people and businesses different?Van de Klashorst: We collect from both the

physical and the online worlds, including 20 billion probe points and 141 million routing requests each month. Data collection and analysis of data allows us to create better routes, better maps and better experiences to help people navigate their lives.

AI: How important is this?Van de Klashorst: This is an extremely important space

for drivers, car companies and for us. At HERE we’re are using all of our assets across the globe to make the next generation of connected cars a reality in both the developed and developing world. Our Nokia heritage and acquisition of NAVTEQ gives us a more than 25-year head start in building high quality maps.

AI: What is the future for connected cars?Van de Klashorst: While autonomous driving will take years

to become reality, connected cars are already a reality. We are working closely with automakers to create connected solutions for the car that bring exciting new experiences to consumers.

Speeding up evolutionof the connected car By: Ed Richardson

the Frankfurt Auto Show in 2011. The hybrid car uses SYNC® technology to connect drivers with a cloud of information. “The intention is not to convert the vehicle into a Smartphone, but to provide drivers with a personalized and useful connection to the outside world within the vehicle context,” explains Derrick Kuzak, Ford’s group vice president of Global Product Develop-ment. The Evos learns a person’s driving habits and automatically ad-justs steering, handling and other functions. It also knows the driver’s commute details, as well as what to do when they get in the car, such as playing a style of music or tuning into a radio station.

Automotive Industries (AI) asked Van de Klashorst how urbanization has changed the roles of the car and driver.

Van de Klashorst: By 2050, 75% of the world’s population will live in cities. This creates congestion, pollution and traffic incidents as city infrastructure struggles to keep pace with growth. For many urban dwellers that means the car is no longer a status symbol, but a just–in-time service that adjusts to commuting conditions.

AI: As congestion and pollution are on the increase in cities how do you see driving patterns changing? AI

City streets through the eye of the HERE city viewfinder.

Derrick Kuzak, Ford’s group vice president of Global

Product Development.




Worldwide TV Tuner



www.ParrotOEM.com


innovation

Rapid advances in the design and manufacture of integrated circuits (ICs) are seeing advances where it is becoming more cost-effective to replace touch screens with gesture controls.

One of the leaders in the field is Belgian firm Melexis, which manufactures mixed signal semiconductors, sensor ICs, and programmable sensor IC systems. Their systems are found in nearly all automobile brands worldwide. Melexis is involved in many cutting edge new development areas such as: Human Machine Interface (HMI) and gesture recognition sensors, automotive CMOS cameras, an integrated LIN microcontroller family, 360-degree position sensors, programmable digital Hall Effect sensors, sensorless, brushless DC motor drivers, Near Field Communication (NFC) vehicle access ICs and many others. “Micro-machined silicon technology coupled with Melexis mixed signal design has yielded infrared thermometers and pressure sensors that have opened new opportunities for our

Optical controls toreplace touchscreens By: Lenny Case

mechanical integration constraints, while supporting multiple OEM configurations. Melexis’ MLX75030 and MLX75031 optical gesture and proximity sensing ICs address these challenges using the company’s proprietary integrated ambient light suppression, proven electro-magnetic compliance and flexible system architecture. The highly compact MLX75030 and MLX75031 feature two simultaneously operating light measurement channels which can detect the active optical reflection from a target. The innovative ambient light suppression mechanism makes these channels highly tolerant to background light interference. Two additional channels are available to measure ambient light.

In the same month Melexis introduced a new programmable Digital Hall effect sensor with superior functionality and performance.

The MLX92232 features EEPROM memory allowing re-programmable magnetic switching thresholds including

hysteresis. It can easily be programmed to meet any Hall Effect switch or latch specification for direct

replacement of previous generation or competing Hall Effect sensors. The MLX92232 can be used to replace many inventory SKUs resulting in leaner manufacturing processes, reduced quality conformance expenses and lower inventory carrying costs. A novel 32 bit unique ID code in each sensor gives lifetime traceability.

Automotive Industries (AI) asked Françoise Chombar, CEO of Melexis, to

what she attributed the company’s first quarter results for 2013 which saw sales up

6% cent from the previous corresponding year to reach nearly 62 million EUR.

Chombar: Despite the difficult economic climate Melexis has managed to witness double digit growth over the last fiscal year. This is mainly due to our focus on the relatively strong automotive sector, which now represents 84% of total revenue. Our automotive business expanded by 11.9% during the 2012 fiscal year - outpacing the global automotive semiconductor market by two percentage points. This is mainly because of our introduction of a large number of product innovations serving the automotive sector, with 15 new releases chalked up in 2012 -

including the next generation of Triaxis Hall Effect position sensors, a MEMs-based monolithic relative pressure sensor, several BLDC motor driver ICs, a LIN-based RGB LED control ASSP and a multi-element infrared array.

AI: How do you see Melexis evolving over the next few years?Chombar: The automotive semiconductor market is likely to

remain vibrant over the coming years. Global light vehicle production is forecast to rise steadily, and the semiconductor content in cars will continue to increase. ZVEI (ZentralverbandElektrotechnik- und Elektronikindustrie), the German central association of electrical engineering and electronics does not expect any cessation in this trend before we reach 2030. The growth will be largely driven by the increased demand for ICs supporting greener, safer cars. Melexis’ evolutionary path is influenced greatly by these factors. The ever- growing Asian automotive market will also be an important contributor to how our company develops.

AI: Tell us a little about Melexis’ recent expansion of its production capabilities? Why was it necessary?

Chombar: It is through state-of-the-art production and testing that the company can realize innovative, high performance devices. We have invested heavily in these areas over the last year, with 10 million Euro spent on improving our test capacity and a further six million Euro going into the upgrading of our manufacturing facilities in Leper (which opened April 2013). The latter added 5,000 more square meters to the size of our operations at this site, doubling production capabilities.

AI: Tell us a little about Melexis’ 20-plus years of automotive experience – how does this helped your clients?

Chombar: The automotive electronics sector is not like other sectors, such as consumer electronics. Here the development timeframes are much longer and OEMs need to build relationships with their suppliers over many years, so that a deeper understanding of their ongoing needs can be cultivated. A semiconductor supplier cannot simply decide one day that they are going to move into the automotive business. There are major financial and technical barriers to entry that need to be overcome, as well as compliance with stringent industry standards. The decades of service that we have given to our automotive clients provide them with the assurance they need that their next generation models

will be supported by innovative Melexis technology. We work in accordance with the highest of specifications. This requires our organization to set up routines that drive out variance and ensure we deliver exceptional quality levels consistently.

AI: How has Melexis helped in progression of human machine interface (HMI) technology and what further must be done in this field?

Chombar: The need for vehicle occupants to be able to quickly and easily control or gain access to information from navigation, comfort, entertainment and safety systems is leading to implementation of smarter, more intuitive HMIs. Optically-based proximity sensing systems, such as those based on our MLX7503x series of sensor ICs, will allow car manufacturers to add greater functional dimensions to touch-enabled HMIs. Simple gestures can be distinguished so tasks can be completed without any risk of driver distraction. In the future it is possible that, once this technology has been fully established, manufacturers might start to adopt an all-optical approach to HMIs with higher performance optical implementations replacing costly multi-touch touchscreens.

AI: Please tell us a little about your vision for Melexis’ automotive business – what role do you see your company playing in putting greener vehicles on to our roads?

Chombar: Melexis products are engineered to help bring about a sustainable future. Some 80% of the new product launches we made over the last year can be considered to be “green”. To meet the emission and energy reduction targets now being set by international bodies, innovative semiconductor technology will need to be developed. Melexis, through its ICs, will have an important role to play. Reduction in fuel consumption and the lowering of carbon emissions will result directly from improvements in sensing and actuator technologies. Sophisticated sensor ICs will improve injection systems so that less fuel is needed. Advanced interface ICs for pressure sensors will allow better emission controls to be implemented. Use of superior bus networking ICs will translate into weight reductions in the wire harnesses of vehicles, while microcontroller products, such as our sensor-less BLDC motor drivers will prove critical in hybrid and electric vehicles as well as stop/start systems.

Françoise Chombar, CEO of Melexis.

customers in leading edge systems for cars, appliances, industrial machinery and consumer goods,” says Peter Riendeau, Global Marketing Communications Manager at Melexis.

In order to meet demand, Melexis has doubled the capacity at its Ieper facility in Belgium.

In March 2013, Melexis released a product family designed for easy implementation of robust optical proximity and gesture detection systems into automotive environments. Automotive HMIs need to be intuitive and safe to use, while new car buyers expect functions and features like Smartphone and media integration. Optical proximity and gesture detection enable a more intuitive HMI experience. Typical challenges for such systems are cost, sunlight robustness, electro-magnetic interference and

Inside the new Melexis production facility in

Ieper, Belgium.

Control through gestures is expected to replace touch screens.

A programmable Melexis EEPROM.

AI


published soon for the championship, will set the framework for making such submissions possible.

Agag added: “We, as the promoter, are focusing our efforts to ensure racing venues will demonstrate the potential of Formula E cars to spectators. Formula E wants to show that electric cars are fast, reliable and safe. Our mission is to establish electric cars as a real option for people’s daily lives, one that will make our cities cleaner and more liveable.”

FEH plans to make four cars available to each of the 10 teams. In addition, one will be used as the official test car and a second one for the FIA crash tests. Should a team build and develop

its own car, the remaining Spark Cars will be used for roadshows and other racing activities.

The team led by Frédéric Vasseur built the French-designed Formulec car, the first electric Formula

car to be built. FEH acquired the Formulec tech-nology and integrated the team into the FEH structure, showing its commitment to cutting edge electronic technology.

As the first electric Formula racing car us-ing high performance lithium batteries, the experience with the Formulec prototype will serve as a basis for the new Spark cars and

for other potential interested constructors. Vas-seur worked with Eric Barbaroux (FEH Chief

Operating Officer and co-founder of Formulec) and Pierre Gosselin (FEH CEO Special Advisor and

co-founder of Formulec) in the team that developed the Formulec EF01 prototype electric racing car in 2008. Also be-

hind the project is amateur racing driver Lord Drayson, a former UK science minister, and whose business Drayson Racing Technologies, is a pioneer of green racing.

Automotive Industries (AI) asked Agag what impact he sees Formula E racing having on the racing world.

Agag: First and foremost we want to create exciting and competitive racing with real competition between cars and drivers, where the best technology and the best pilot will win. We want to create a show for all ages, focusing on the younger generations and families, and appealing to a new type of motorsport fan.

AI: How do you see the sport impacting the popularity of electric vehicles?

Agag: We want people to believe in electric cars. One of the biggest problems EVs face is image. Many people think electric

Rome will be the first European city to host the FIA Formula E Championship in 2014. The Italian capital becomes the second city in the world to welcome the FIA Formula E Championship following Rio de Janeiro’s announcement in August last year that it would host the first Formula E race.In total, the 2014 inaugural Championship will feature 10 urban races. FEH has already received interest from a large number of cities to host the ‘E-Prix’. Jean Todt, FIA President, said in a press conference in December: “The contrast between this innovative motorsport series and the rich ancient history of Rome is one I am sure the public and the media will be intrigued and enriched by.”

Formula E Holdings has signed an agreement with the FIA to promote the new Formula E Championship featuring Formula cars powered exclusively by electric energy. Alejandro Agag, CEO of Formula E Holdings said: “Clean urban mobility and sustainability are a priority for

innovation

Formula Ehits the road (quietly) By: James Hilton

Alejandro Agag, CEO of Formula E Holdings.

our Championship, and Formula E wants to become a showcase for these advances through an entertaining and all-inclusive spectacle. We are thankful to the Rome City Mayor and authorities for their enthusiastic welcome and support.”

In late 2012 FEH announced the purchase of 42 Formula E cars from the newly-formed company, Spark Racing Technology (SRT). The cars will be used in the Formula E Championship inaugural race in 2014. SRT, led by Frédéric Vasseur, had announced that it had reached an agreement with McLaren Electronic Systems to design and construct the powertrain for the first Formula E car.

Commenting on the purchase, Agag said: “The high caliber of the respective manufacturers, SRT and McLaren Electronic Systems, has great relevance for our Championship and also shows their commitment to innovation, excellence and technology.”

Formula E has declared itself as an ‘open’ championship. It has been working to encourage other car designers and constructors to build a Formula E car. The FIA technical regulations, to be

A chariot for a modern-day warrior – Formula E outside

the Colosseum in Rome.

vehicles won’t work for them or will be too slow. People don’t know the truth and we want to show everyone what electric cars can really do. Motorsport also needs to be much more relevant to the challenges currently facing the car industry. It needs to lead this and to help shape perceptions of what is cool and exciting.

AI: What kind of impact do you see Formula E having on research and development?

Agag: We want Formula E to become a framework for R&D and to accelerate the early adoption of this technology into everyday electric vehicles. Battery life and efficiency of electric engines are two fields in which many global corporations are investing vast resources. Technological breakthroughs in these fields will take the electric car to a different level. We would like to become the testing ground for those advances.

AI: Tell us about the other cities apart from Rio de Janeiro and Rome which have shown interest in hosting the race.

Agag: The overall response from cities across the world has been overwhelming. Since launching in August 2012, we’ve received formal interest from 23 cities across five continents. In 2014 we intend to host 10 races. We recently announced eight of the cities on the preliminary calendar with those being London, Los Angeles, Miami, Beijing, Putrajaya and Buenos Aires alongside Rome and Rio de Janeiro, with two to be announced. The final calendar will be presented to the FIA for its approval at the September 2013 World Motor Sport Council.

AI: Why have these cities chosen to be venues for the Formula E championship?

Agag: The reasoning varies from city to city. In the case of Los Angeles, for example, where we recently staged a launch event,

we were very impressed with their burgeoning electric vehicle infrastructure and the work being done by the mayor and the Los Angeles Department for Water and Power. To date they have installed 121 public electric vehicle charging stations, streamlined the permitting process necessary to upgrade electrical panels in homes and businesses, and issued rebates for in-home electric charger equipment and installation fees…and in a city they call the car capital of the world!

AI: Tell us a little about the cars that will be taking part in the Formula E 2014.

Agag: The Formula E cars will be single seaters with amazing acceleration, capable of speeds of more than 220kph and 0-100kph in under three seconds the only difference is that they will be powered solely by electric energy. The cars are being built by Spark Racing Technology (SRT), headed by Frédéric Vasseur, using a chassis from Dallara and a powertrain designed and built by McLaren with Michelin providing the tyres. People also often ask about the sound they will make. This will be new and futuristic and is one of Formula E’s key features.

AI: Why did the FIA decide to keep the championship ‘open’ in terms of the cars being developed for the championship?

Agag: At Formula E we want to encourage car designers and constructors to build their own cars and to develop new technology as the championship progresses. The only way to do this is to make it an open championship so any car homologated as Formula E by the FIA will be permitted to race. It was unrealistic to achieve this in the first season so we have introduced a common car to begin with which features the most advanced technology currently in use in electric Formula cars.

Proving that all drivers of high powered cars – electric or otherwise – love a donut.

Line drawing of one of the 42 Formula E cars purchased from Spark Racing Technology (SRT).

AI


Hasegawa: There is no emission from the tail pipe of fuel cell systems. In terms of emission and the consumption of fossil fuel, it is rather related to hydrogen production/delivery not fuel cell systems.

AI: What are better, lighter and smarter materials and components to improve fuel cell systems and which saving potentials exist?

Hasegawa: The fuel cell efficiency is determined by the electro-chemical reaction and the fluid dynamics. Catalysts and a gas diffusion layer (GDL) are the typical components. Development is focusing on the GDL.

AI: How does Nissan address the challenges of fuel consumption while maximizing the functionality, durability and reliability?

Hasegawa: In terms of fuel consumption, over voltages need to be managed carefully. For durability and reliability, well-designed

software which allows us to use “the safe window’ is important. At the same time, many efforts of material

improvement are underway to widen the safe window and reduce the fuel cell system cost. In terms of the functionality, everything is at the level of commercialization. In other words, it is almost similar to ICEVs.

AI: How does the on-board hydrogen storage system have on the chassis design of the car?

Hasegawa: Only a high pressure H2 tank is feasible from a practical point of

view. While the shape cannot be as flexible as gasoline tanks, greater flexibility will be available

in future.AI: How do you evaluate the outlook and

expectations concerning automotive fuel cells as a clean and safe transport solution?

Hasegawa: Hydrogen is very safe, and H2 is by its nature clean. It can be produced using renewable electricity. However, special and careful efforts need to be paid to facilitate the birth of FCEV industry. We will focus on these in our market development workshops.

In January 2013, Daimler, Ford Motor Company and Nissan Motor Co. (through its alliance with Renault) signed a unique three-way agreement for the joint development of common hydrogen fuel cell system.

The goal of the collaboration is to jointly develop a common fuel cell electric vehicles or FCEV system while reducing investment costs associated with the engineering of the technology, and deriving efficiencies through economies of scale. It will help to launch the world’s first affordable, mass-market FCEVs as early as 2017.

Together, Daimler, Ford and Nissan have more than 60 years and more than 10 million km of experience developing FCEVs. The partners plan to develop a common fuel cell stack and fuel cell system that can be used by each company for differentiated and separately branded FCEVs.

“We are convinced that fuel cell vehicles will play a central role for zero-emission mobility in the future,” said Prof Thomas Weber, Member of the Board of Management of Daimler, Group Research & Mercedes-Benz Cars

innovation

Three auto giants join handsover three continents to develop FCEV systems By: Tony Tickner

Takuya Hasegawa, Senior Innovation Researcher at the

Nissan Research Center.

Development. “Working together will significantly help speed this technology to market at a more affordable cost to our customers,” added Raj Nair, group vice president, Global Product Development, Ford Motor Company. “The resulting solution will be better than any one company working alone.”

Automotive Industries (AI) asked Takuya Hasegawa, Senior Innovation Researcher at the Nissan Research Center, what developments and solutions of fuel cell systems have the most potential to lower emission and the consumption of fossil fuel.

Asymmetric DPFbetter engine performanceIn order to help our customers to improve the fuel efficiency and meeting the particulate number emissions limits we have now released a new Silicon Carbide DPF.

• Thinner walls for lower backpressure keeping the thermal and mechanical durability of silicon carbide.

• Increased ash storage capacity and filtration surface area.

• Lower CO2 emissions and better fuel economy.

Industriparken 22 C , DK- 2750 Ballerup, Denmark [email protected]


AI asked Fabio Ferrari, CEO of Symbio FCell whether the hydrogen solution is more than “zero emissions”.

Ferrari: When considering the perceived value from end users, the driving pleasure is clearly augmented. Quietness, torque perfor-mance, ease of use, acceleration and road holding, pure air… these are all clear benefits to end users. Fuel cell vehicles are nothing but electric vehicles with much

11 liters per 100 km, with a vehicle that is normally given five liters NDEC. This changes the whole paradigm. As far as consumer vehicles are concerned, we need mass production to see ICE and

FCEV TCOs converging. H2 Mobility initiatives in Germany, UK, Denmark, Switzerland and now France aim at solving

the chicken and egg issue.AI: What about the long-term availability

of hydrogen? Ferrari: The real question is rather: how

do you want this hydrogen produced? How do you make it CO2-free as much as possible? Of course, the real benefit for everyone is to get rid of hydrocarbon sources such as gas, and produce CO2-free hydrogen from water electrolysis using

renewable energy or bio-gas. This way, you also contribute to make renewable profitable,

because you store intermittent energy by changing the energy vector (from electricity to

hydrogen)… and you value the energy against fossil fuels, not against electric kilowatts. By-product hydrogen

is also massively available. Ultimately, we will produce hydrogen from garbage water with specialized batteries (3G bioprocess), with no tier energy but solely with solar energy.

Ford is the world’s first automaker to deliver dedicated hydrogen internal combustion engine (H2 ICE) powered vehicles to commercial customers. Pictured here, the Ford H2 ICE E-450 shuttle bus carries 30kg of hydrogen and can transport passengers with nearly zero emissions.

The Nissan Terra concept vehicle powered by a hydrogen fuel cell.

The fuel cell system of the Mercedes-Benz B-Class F-CELL (above) compared to the current development status (be-low). The significantly more compact dimensions will mean that the future fuel cell system can be accommodated in the engine compartment of a conventional vehicle.

Fabio Ferrari, CEO of Symbio

FCell.

AI

Fueling the cells

longer range than batteries, and with fast refueling. In other words, all the benefits of electrification com-pared to petrol engines, without the drawbacks of bat-teries. As far as professional users are concerned - notably for last mile urban delivery - the FCEV solution is compliant with professional cycle usages, while allowing access to city centers at night because it’s silent, as well as to zones forbidden to polluting vehicles.

AI: What is the operational impact on the end user?Ferrari: FCEVs can be refueled in four to five minutes, just like

your legacy petrol-based car. But there is the chicken and egg question – vehicles and refueling stations. We believe starting with private fleets and extending to public infrastructure is the right approach. It de-risks investments. The good thing with this hydrogen story is: no operational impact on the end user.

AI: How do you manage the total cost of ownership?Ferrari: It is no secret that, with mass production, there is no

difference in TCO between various power trains. But, as we have clearly seen in some specific conditions - especially the last mile delivery - FCEV vehicles can be competitive with diesel-based solutions, at a production rate of less than 10 000 fuel cell kits a year. The real consumption of a utility delivery van down-town, is


(France) and Cincinnati (US). We opened two new plants in the last two years – in Japan and China. This is to position ourselves to serve the emerging markets to the expected standards and to supplement our two existing lines in the EU and US for the next 5-10 years.

The other challenge is securing Rare Earth supplies. We have a strategic supply partnership in China where we work

with CHINALCO and outside of China we are strategic partner of Tantalus. We are also developing sourcing

partnerships with other players both for light and heavy Rare Earths.

AI: Diesel v Gasoline, how is Solvay positioned in the market?

Wisnia: Compared to our competitors, we probably have the broadest range of materials. Our materials improve performance and reliability of diesel emission control systems to tackle the particulates in conjunction with diesel particulate filters and to reduce the NOx

with the NOx storage and SCR catalysts. At the same time we are constantly improving

our materials for the Gasoline emissions control. Another strength is that we have

independent supply chains for China and the rest of the world.

AI: How do you see the diesel market developing?Wisnia: The market is really driven by the availability of

fuel and the output of the oil refineries. There is very well established diesel market in Europe, while there are historical challenges in the US for passenger cars. This is still very dynamic market with the introduction of Euro 6 and post Euro 6 regulations. We have a number of new developments in India where diesel vehicles are consistently taking a bigger market share due to a diesel taxes policy. In Russia, South

Automotive Industries (AI) asked Arnaud Wisnia, Global Business Director, Catalysis General Manager, Europe for Solvay Rare Earth Systems, how Solvay sees the challenges.

Wisnia: The biggest challenge is the increasingly strict regulations. We have the Euro 6 regulations coming in place in Europe, Euro 4 and Euro 5 in China and India. There is an Increasing pressure and impact on the design, regulation and development of the systems for emissions control. Another big challenge is the control of costs in the face of high inflation in the price of many components and

innovation

Arnaud Wisnia Global Business Director, Catalysis General

Manager, Europe for Solvay Rare Earth Systems.

development systems. Due to the regulations we see the cost of systems spiraling – for diesel in particular. The third important challenge is the security supply of critical material – Rare Earths.

AI: How are you meeting the challenges?Wisnia: We have several new product ranges. For the

gasoline, OPTALYS™ is a new generation of our zirconium-rich material. Another is a range of purpose-designed alumina products. The objective is to increase material performance to pass stringent regulation without the need to increase supply. In the case of emerging markets we are globalizing production, while still producing raw materials in our plants in La Rochelle

America and China diesel vehicles are making inroads in the commercial vehicle, pick-up and SUV segments.

AI: What challenges do the new engine and powertrain technologies present to Solvay?

Wisnia: Gasoline direct injection is the big trend in the gasoline market. This is really a good thing from CO2 emissions focus, but a challenge for the particulate emissions as recently seen with Euro 6 as standard in Europe. This is a new market for us and our customers, the catalyst manufacturers. A second important trend is the increasing number of dual fuel engines - biofuel engines, and gas engines using the same exhaust configuration, which means that the design to be much more versatile to adapt to these different conditions. For example, the catalyst design for the start/stop system has to be adapted to different countries because in some places you will never get the temperature needed to perform the normal catalyst function.

AI: What solutions are you working on at present?Wisnia: A new generation of mixed oxides which we started to

introduce last year with the objective of optimizing sulfur resistance and thermal stability. For some customers we have increased the thermal stability range. For others we have increased the performance flexibility using the same technology.

The second one is based on acidic alumina/zirconia or alumina/silica - these materials provide stability together with minimum sulfation possibility. This is pretty important in the commercial market where the fuel quality is an issue. We are introducing materials for NOx storage and SCR catalysts for diesel markets. In the field of SCR catalysts materials, we promote Non-Zeolitic Acidic Zirconia materials that are very efficient and thermal stable catalysts. And finally, we have fuel additive to assist diesel particulate filters regeneration during cold vehicle operations - EOLYS. We supply an injection system to adapt this additive to engines as a retrofit solution.

A: On what level do you co-operate with OEMs? Wisnia: Our work is not directly with the OEMs, but with

the catalyst manufacturers where we are clearly positioned

as a materials supplier. Our objective is to supply the right materials to ensure our customers remain competitive. We tailor our materials to meet the specific needs of our customers. Where we have some cooperation with OEMs is for diesel fuel additives. In that case we supply both the materials and the injection system to deliver the fuel additive into the diesel fuel. The objective is not only to assist the diesel particulate filter regeneration, but also to protect the fuel injection system during the vehicle operation under fuel quality issues: Eolys PowerFlex® was launched in the European market in 2010 and will be implemented in the emerging markets soon.

AI: What innovations do you see in the gasoline and diesel hybrid segments?

Wisnia: There are number of challenges with the hybrid engine, particularly the temperature profile, and the on/off period. We have a range of materials that are specifically suited to the gasoline hybrid engine which we have commercialized for OEMs like Toyota. We have a lead in the hybrid market and are working closely with all of our catalyst customers in the hybrid segment which is offering a lot of potential.

AI: How do you maintain your leadership in the field?Wisnia: We have specialized R&D centers to take advantage

of skills and also proximity to the customers in different regions. Our R&D network consists of two centers in Europe, one in US, and two in Asia. We believe that the direct contact with the customer is the best way to develop the materials they need. Since we became part of the Solvay group we also started to work with Solvay R&D to identify cross-fertilization opportunities. To give you a couple of examples: Solvay is a large player in strontium and barium which are two important elements for alumina. Solvay has a large presence in specialty polymers and we started to look at the ways to use the materials in our fuel additive systems. Also Solvay is an investor in a company that is looking at ammonia storage, which will help us strengthen our position in the SCR catalyst systems for diesel applications.

Catalyst technology is rapidly developing and evolving in order to meet a number of

challenges posed by regulations, engine configurations, different driving conditions and

market needs and the availability of Rare Earths materials.

A focus on the Blue HDI EURO6 exhaust line from PSA Peugeot Citroën SA, showing the SCR catalyst in up-stream position of the Diesel Particulate Filter: this exhaust layout allows to get 2 to 4% CO2 reduction compared with EURO5 engines, to comply with the EURO6 emissions standard and to get the fastest DPF regeneration thanks to the use of fuel additive for optimization of the complete system layout.

For the EURO6 and beyond diesel emissions regulations, OEMs are playing with technologies and exhaust systems layouts to improve fuel efficiency while tackling NOx and particulate emissions: example of the Blue HDI EURO6 from PSA Peugeot Citroën SA, combining high efficient combustion engine and SCR Catalysts upstream of the diesel particulates filter

New coatings needed for

catalyst suppliers to keep up with stricter

regulations and latest powertrains By: Nick Palmen

AI


LiqTech says it is focused on working in partnership with customers, coating suppliers and industry experts to help develop smaller, cost effective systems for the industry that keep back pressures low while cutting down on the size and complexity of the systems currently in the market. Some of the steps LiqTech has taken to achieve this include developing filters with higher porosity, adding high filtration membrane technology to filters with high porosity, and improving the production process that

minimizes customer warranty losses when regeneration fails to occur.

Automotive Industries (AI) asked newly-appointed Chief Executive Officer Finn

Helmer to share his vision for LiqTech.Helmer: I want LiqTech to strengthen

its position as a flexible manufacturer of Silicon carbide particle filters. By constantly developing our filters we want to be able to offer to the market both the latest filter technology and the highest quality. Being a medium size company we also want to grow

our flexibility and shorten our delivery times. We are at the same time preparing

for high volume production as the market is growing, and there is a demand for flexibility

as well as volume capability. We also understand the importance of on-time delivery, and gear our

production to ensure this.AI: How do you see your previous experience helping you

to achieve your goals for LiqTech?Helmer: I have over the years been involved in more than 50

start-ups, two of which grew to a revenue of more than 100 mill dollars a year. I believe LiqTech have a similar potential, and to me

Euro 1 to Euro 5 diesel engines can now be retrofitted with filtration systems that meet Euro 6 standards using technology developed by LiqTech.

The US-listed company has its headquarters in Denmark. Over the past 11 years it has develop into a leader in the use of silicon carbide or SiC to make high performance, high value liquid and gaseous filtration products. The company’s portfolio of catalyzed DPFs (cDPF) is based on its proprietary washcoat technology and metal oxide composition.

The coating can be optimized for low soot combustion temperature, catering for low and high NO2 levels. High NO2 ratios are required for optimal function in an SCR system.

innovation

Retrofitting to meet Euro 6 standards By: Lenny Case

Finn Helmer, LiqTech Chief Executive Officer.

For retrofitting Liqtech recommends zone coatings which make it possible to balance regeneration and NO2 performance according to the specific requirements of the region in which the vehicle is being used.

The company’s flexible production facility based in Copenhagen allows it to make customer specific formulations for specialized applications for both OEM as well as the retrofit markets. The company hopes to use this model to give it the platform to expand its catalyst production in North America and Korea.

it will be an honor to help facilitate this, working together with our eager and motivated employees.

AI: What are LiqTech’s automotive capabilities? Helmer: We have flexible production capacity, and can

manufacture and deliver smaller and medium size series fast. On the other hand we see a growing demand for volume, and are preparing for this. Our production capacity at the moment is big enough for a medium- sized OEM contract.

AI: What are your objectives when it comes to the company’s range of catalytic coatings and related solutions?

Helmer: We want to be at the leading edge of the technology, so we can offer the customers a reliable solution with the latest catalytic coatings you can find on the market. An example is our first asymmetric filter, which can lower the reverse pressure by more than 20 % .

We have developed a 150 cpsi silicon carbide diesel particulate filter (DPF) for high soot loading applications which are designed for passive emission control systems.

LiqTech filters specializes in applications with low heat exhaust. The 150 cpsi range can cut warranty claims when passively regenerated filters are subject to long periods of low power. In addition to its durability in difficult operating conditions, the new 150 cpsi DPF has been designed to catch the smaller diesel

particles produce by Euro 3, 4 and 5 diesel engines, and has been verified to filter in excess of 99% of nanoparticles.

AI: What is LiqTech’s vision of the future of optimized emission control?

Helmer: I hope that European Union (EU) will enforce EU norm 6 as a standard for all vehicles, without differentiating between old and new vehicles. I do find it ironic that the original legislation forced manufactures to reduce the size of particles to the point where they are now a threat to health. The filter technology is so good that you can retrofit an old diesel engine from EU norm 1 (year 2000) with a filter and make it so clean that it will easy meet the EU norm 6.

AI: How do you see LiqTech’s manufacturing facilities expanding globally?

Helmer: Our strategy is to manufacture where the demand is, so if there are sufficient volumes we will set up facilities where they are needed.

AI: Will the Copenhagen pattern be followed in North America and Asia?

Helmer: Well the production in North America is running as planned and the US marked is served direct from our facility in Minneapolis. So you can say that the strategy seems to work in this case.

FINN HELMER: Announcing the appointment of Finn Helmer as the new chief executive officer of Liqtech, the company’s chairman Aldo Petersen said “we are extremely pleased that Finn Helmer, a proven leader, has agreed to accept the role as CEO of LiqTech. Over the course of more than 40 years Finn has demonstrated his talent for leading and growing companies into meaningfully larger and more profitable entities.

“His record of notable successes includes his role as CEO of GIGA A/S, a small company in the NKT Group. When he joined GIGA as its seventh employee, it had limited capital, was not profitable and had revenue of less than $1 million. In less than five years, GIGA employed 100 people, was generating revenues and pre-tax profit of $135 million and $73 million, respectfully. In 2000 Intel (USA) acquired GIGA for $1.25 billion.”

The new asymmetric design from Liqtech International with increased ash storage capacity.

The new asymmetric array by Liqtech International with increased ash storage capacity.

Filtration systems can be customized for specific applications.

AI

AI


every five to seven years is, he says, “normal”. Past crises have been caused by tax measures, political conflict, natural disaster and foreign currency exchange problems. “Foreign automotive companies that have invested in Thailand, and especially the Japanese automakers, know the resilience of the Thai people very well, and invest in our country without hesitation. At present many Japanese companies consider Thailand to offer a strategic point for exports to ASEAN countries and the rest of the world,” he says.

But, he cautions, there are challenges ahead. The withdrawal of the tax rebate for first-time car buyers is affecting sales. In

response, OEMs have introduced “exciting marketing plans and business strategies to boost their sales,”

including the launch of new models. Looking ahead, Eamlumnow says the

market in 2013 has been affected by the floods, with manufacturers still catching up on back orders. A clearer picture of the trends will emerge in 2014. He is confident that growth will continue as the industry will be supported by the government’s

target of reaching sales of three million units by 2017. This will be guided by a

new master plan devised by the Thailand Automotive Institute (TAI), which steered the

country towards production capacity of two million eco-cars a year.

“For the new master plan we have to include Myanmar. Having reopened the country to foreign investment the economy is growing very fast. We need to see what types of vehicle Thailand can supply to that market. We must analyze it carefully. Another important issue we need to focus in to develop skilled workers to support new production processes that will use automation systems or robots much more on the production line”.

The 34th Bangkok International Motor Show which was held from March 25th to April 7th 2103, reflected Thailand’s automotive industry’s positive outlook.

Having broken the two million units a year mark for the first time, the country’s motor vehicle production rose by nearly 37% (from February 2012 to February 2013) with vehicle shipments up over 22%. Domestic car sales rose by over 42%. At the show itself exhibitors sold around 40,000 cars. A total of 34 car and nine motorcycle brands participated in the event, along with manufacturers of car accessories and parts. Sixteen new vehicles were launched and 10 prototypes showcased at the event.

innovation

Thailand on road to 3 million units a yearBy: James Hilton

Dr Prachin Eamlumnow, President of Grand Prix

International.

The organizers of the Bangkok International Motor Show, Grand Prix International, made this year’s theme “Street Fashion”. According to the show organizers, automotive design is based on ergonomic design that helps improve the comfort level of humans. It takes a combination of the fine arts and industrial design and transportation design to create an automobile.

Dr Prachin Eamlumnow, President of Grand Prix International, says he was not surprised by the quick recovery of the Thai auto industry after the flooding in the second half of 2012. A Thai auto industry crisis

“We are ready to raise the level to be

recognized as the Motor Show of ASEAN

nations, and show why we have been number

one in this region for over three decades.”


AI: How do you see the BIMS growing as Thailand continues to increase its presence as a major automotive player in the ASEAN region?

Komolmis: I am proud to say that the BIMS has always been the trend setter. Our theme and concept for each year has been well-thought and I always make sure that we reflect the automotive trend and technologies for the next few years. We

never stop developing. This year all carmakers responded to the concept of “The Street of Automotive Fashion”,

because they see it as a future as well. Also, our show is known for its world-class standard with

the World’s top Motor Show visitorsAI: What are some of the recent

investments that have continued to power the Thai auto industry?

Komolmis: The market is getting more and more competitive. No carmaker wants to lose market share, so they want to retain

manufacturing volumes while driving sales through marketing strategies that work. The

main activities in the Thai auto industry this year focus on the different ways of implementing public

relations programs and offering customers greater choice. Apart from the competitive price in the market,

carmakers will export more. For example, Isuzu will change the ratio for domestic sales and exports to 50/50 instead of 60/40 from last year. It is very clear that many more investments will come and they will choose Thailand as the government’s 10-year vision is that Thailand will continue to increase its competence in manufacturing cars. We will move Thai auto industry standard to world-class standard, aiming to be bigger and greater while keeping the industry as eco-friendly as possible.

The Bangkok International Motor Show – “the pride of our nation” – will have a greater impact on Thailand’s position in the ASEAN auto manufacturing sector over the next three years as the ASEAN Economic Community (AEC) takes shape. “We will host the Organisation Internationale des Constructeurs d’Automobiles (OICA) congress that will be attended by representatives from 40 countries at the 34th Bangkok International Motor Show in March next year. We are ready to raise the level to be recognized as the Motor Show of ASEAN nations, and show why we have been number one in this region for over three decades”.

AI

Jaturont Komolmis, Senior Vice President and Chief Director,

special activities department of Grand Prix International.

The Mercedes-Benz Concept Style Coupe. Demand remains strong for high-end vehicles such as Bentley in the ASEAN countries.

Automotive Industries (AI) asked Jaturont Komolmis, Senior Vice President and Chief Director, special activities department of Grand Prix International how successful the 2013 show was.

Komolmis: One cannot judge the success by the total sales, which were down. I focus on the development of the market. This was not the year for eco cars. First car-buyer support was also not available this year. But, the market for middle-class and luxury cars grew. The sales of cars priced at more than 700,000 Thai Baht (US$23,000) increased more than 10% this year. All carmakers are happy with the results and their sales.

solutions have tended to be tailor-made for each new customer, but the automotive team has identified ways to leverage them across customers. A segmented approach (passenger vehicles, commercial vehicles, component manufacturers, tires) allows DHL to more readily leverage best practices for similar needs in different areas of the supply chain, such as a strong inbound to manufacturing solution in central Europe for a leading manufacturer that can be adapted for other areas or companies.

AI: How do you see Russia and China emerging as automotive hubs?

Tlatli: The market in China is outgrowing supply. As volumes get bigger that affects the reliability of the service provider and the quality of the service you get. The challenge is availability of vehicles, of skilled people, of visibility in systems. But the people there are very impressive, providing high quality service.

China is a huge market and many people live in enormous cities in the middle of the country, so a lot of vehicle buyers are

in the west. The shift westwards affects producers too. The government offers incentives to produce there,

though the infrastructure is not as good as along

Global mail and logistics major Deutsche Post DHL is focusing on three major links in the supply chain in order to help the auto industry reduce its overall carbon footprint – inbound to manufacturing services, in-plant and production logistics and the aftermarket.

Automotive Industries (AI) asked Fathi Tlatli President Global Sector Automotive DHL Customers Solutions & Innovation, how DHL is helping the industry to go green.

Tlatli: There are more and more small cars that use less CO2 with all kinds of new technologies being put in place. Every launch requires thousands of components that need to be delivered, as well as prototypes and marketing material. In this environment where the logistics spend can range from €1 million to €20 million there are numerous opportunities for specialists.

DHL has implemented several initiatives within the scope of its GoGreen climate protection program. These include pilot projects on hybrid or electric vehicles, network optimization, fleet modernization and efficient driving campaigns. DHL also provides solutions for more CO2 efficient supply chains for its customers, including emission optimization strategies and CO2 neutral shipping options.

AI: What about the electric and hybrid sectors?

Tlatli: Electric and hybrid vehicles are an exciting new business. We started two years ago with Renault, and we quickly realized how much there is to learn. Regulation around battery shipment is complex and changing.

AI: What do you see for emerging markets?

Tlatli: We are looking to enhance our presence in markets like Brazil, Mexico, China, Thailand, South Africa, Russia and Turkey - and to develop more local partnerships there. We are working more with new champions from the emerging markets, manufacturers like Tata and Geely.

AI: What is the potential electric and hybrid vehicles in these markets?

Tlatli: The Chinese government plans to have 500,000 electric cars, trucks and buses on the country’s roads by 2015 and five million by 2020 when electric cars could account for 7% of new cars sales there.

AI: What do you believe makes DHL’s automotive solutions stand out?

Tlatli: We leverage solutions across customers geographically and across customers with similar requirements to create economies of scope and scale. DHL’s worldwide presence and ability to leverage existing solutions and best practices from other regions or customers is a key strength and differentiator. Up to now our Inbound to Manufacturing and Lead Logistic Provider

innovation

Green logistics help reduce auto industry carbon footprint By: Ester Francis

Fathi Tlatli President GlobalSector Automotive DHL Customers Solutions & Innovation.

AI

the coast. The workforce there is less expensive than in Shanghai, management costs are close to those in

Western Europe. We are also supporting OEMs in Russia and the former Eastern

Europe. DHL is developing rail routes to bring vehicles to Europe via Russia. Combining road and rail optimizes fuel costs. Russia is a big country with huge opportunities and if the financial forecasts are correct, the country has a good economic future. It’s become a buzzing automotive center.

AI: How have manufacturers from emerging markets such as Geely and Tata Motors changed the face of the automotive manufacturing scenario?

Tlatli: Many Asian companies have acquired leading global producers and turned into international players almost overnight. China’s Geely recently acquired Volvo cars, and Indian Tata bought Jaguar Land Rover. Both are now important customers for DHL. We have further enhanced our support teams for these valued customers, not only where their headquarters are but also where they have key operations in the world.


innovation

Representatives of German and Italian Standardization Bodies and experts of German and Italian industry have reached a breakthrough compromise on a common proposal to the European Committee for Electrotechnical Standardization (CENELEC) as a step towards standardizing charging plugs for the electric vehicle charging infrastructure.

The agreement is an important step towards achieving the single e-mobility charging infrastructure as required by the European Commission. The compromise foresees using the Type 2 socket outlet with an optional shutter for the electric vehicle charging infrastructure. The Type 2 plug was introduced into the international standardization process as early as 2009. It supports both single- and three-phase charging and enables far greater powered charging and shorter charging times than the couplers used in Japan and the United States, which only support single-phase charging.

charging these lightweight vehicles, which include scooters and three or four-wheeled vehicles, it was also agreed to propose that the Type 3a socket outlet may be used either with or without a shutter.

The European Standards EN 62196-1:2012 and EN 62196-2:2012 published in 2012 by the European Committee for Electrotechnical Standardization (CENELEC) already describe plugs, socket-outlets, vehicle connectors and vehicle inlets for electric vehicles, but did not set a single standardized charging solution for the whole of Europe.

Automotive Industries (AI) asked Dr. Torsten Bahke, Chairman of the Executive Board of the German Institute of Standardization (DIN) in Berlin what impact the new

standards for charging plugs will have on the electric vehicle market.

Bahke: The announcement by the EU Commission in January this year that an

AC and DC charging system based on the standardized type 2 system is to be implemented in Europe will boost not only customer confidence but also that of investors in the electric vehicle market. This will have a positive effect, not only on infrastructure development and on the visibility and the commercial rollout

of electric cars, but will also facilitate the creation of attractive business models.AI: Tell us a little about version 2.0a of the

latest German Standardization Roadmap for Electromobility.

Bahke: The roadmap, available in English and German, was drawn up by the Standardization Working Group of the German National Platform for Electromobility, established in 2010 by the German government. It gives an overview of the current standardization landscape, considers the different systems, identifies a number of gaps where work needs to be done and finally makes a number of recommendations, weighted for urgency. These recommendations are of clear international relevance as almost all standardization work in the electromobility area is undertaken at international level. Version 2.0a of the roadmap, which was published in May 2013, also reviews the present implementation status of all recommendations made hitherto.

Connecting agreements for single e-mobility charging plug By: Jon Knox

Dr. Torsten Bahke, Chairman of the Executive Board of the German

Institute of Standardization (DIN) plugging in an electric vehicle.

The availability of a single safe and efficient charging infrastructure enabling electric cars to be charged whatever their make and no matter where they are located is vital for the breakthrough of electromobility in Europe and the world in general.

The option of using a shutter takes into account specific concerns in Italy and some other countries, and the special market requirements there. Compatibility with the Type 2 socket outlet that does not have this shutter - as used in the majority of European countries - is catered for in the agreement.

Over recent months Italian and German experts from standardization and industry have been working intensively to harmonize requirements for the different types of charging plug and charging modes according to the standards EN 62196-2:2012 and EN 61851-1. Important points of discussion were the mechanical shutter used in some countries (including Italy) in combination with the socket outlet for charging, and the specific requirements regarding the charging infrastructure for lightweight vehicles. For

A Type 2 socket port in the Renault Zoe electric car.

an excellent example as to how experts of two countries can be brought together to pool their expertise. To strengthen cooperative ties with the USA, we will be adding our support to the coming negotiations on the Transatlantic Free Trade Agreement.

AI: What in your mind is the biggest challenge for global harmonization for electric vehicle charging, and how do you think these can be surmounted?

Bahke: Talking about electromobility means talking about a very heterogeneous field with a large number of different players from different branches. Bringing together all these players and their different ideas at national and particularly at international level is probably the biggest challenge. Communication, co-operation and the willingness to find a consensus are the key elements in meeting this challenge and in creating – step by step – a systematic

AI: How has this roadmap impacted Germany’s and indeed Europe’s efforts to promote electromobility?

Bahke: The roadmap has had an impact at both the national and the international level. It serves as a point of reference for all stakeholders in this area as a document in which the most urgent issues that need to be taken up by industry and science are defined. These issues are of global relevance and its international character has been duly recognized by the European standardization organizations as well as by experts in China, the USA and other countries. As the first national roadmap to be published, it gave a strong impulse to other countries to draw up similar roadmaps and strategies of their own. The next step will be to coordinate the salient points of these strategies in order to achieve a globally harmonized understanding as to how the rollout of electric vehicles may best be achieved.

AI: How receptive are automotive manufacturers and infra-structure and service providers to efforts towards standardiza-tion of charging of vehicles, billing and payment issues.

Bahke: Irrespective of the different approaches under discussion at international level, the role of standardization as an enabler in the implementation of electromobility has gained wide acceptance in all branches in the last few years. The standardization of interfaces, particularly, is considered to be of prime importance, and good progress has already been made in this direction. As examples we may cite the standards for the connector and for the communication between EVs and grid, both of which involved long and hard discussions of the respective merits of the different national approaches. Other important standardization projects concern vehicle safety and energy storage. A basic requirement of industry is that the systems we are developing now are upwardly compatible for the integration of future technologies. This demand can be met by standardization, which allows the development of the necessary framework conditions without limiting technological innovation.

AI: DIN has been trying to promote electromobility standardization in other regions – such as China – how successful have these efforts been?

Bahke: In line with the needs of German industry, DIN is very active at international level in maintaining existing co-operations and creating new ones. The successful introduction of electromobility largely depends on Europe, USA, China, Japan and Korea working together to establish international harmonization. The German-Chinese Working Group on electromobility, established in 2011, is

“One of the success factors for electromobility is the progress that can be achieved in R&D, especially as regards the energy storage system.”

All marques are moving towards electric drive options.A Type 2 socket port in the Renault Zoe electric car.

approach for the rollout of electromobility. Using the instruments of standardization addresses all these key elements, which is why it remains vital to successful market implementation.

AI: What are your predictions about the growth of electromobility?

Bahke: One of the success factors for electromobility is the progress that can be achieved in R&D, especially as regards the energy storage system. In this context, a decisive success factor will be how fast the results of R&D can be introduced into actual products, how fast inventions can be turned into innovations. The development of normative specifications can help facilitate this process by making R&D results publicly available quickly and by creating a basis for further standardization. In 2014, several manufacturers will be launching new electric vehicles on the market, and the charging infrastructure will also be expanding, which means there will be a significantly higher visibility for these vehicles and increasing acceptance by potential customers. Thus, in the longer term, electric vehicles will certainly become an economically and ecologically attractive option, especially in urban areas. AI


innovation

The commercial vehicle segment of the Indian automobile industry has shown great recovery after global economic crisis.

It is forecast that sales in the light commercial vehicle (LCV) goods carrier segment will show the biggest growth - of around 20% a year from 2013 to 2015. After the economic downturn the commercial vehicle (CV) sector grew by 36% in 2010, and 32% in 2011. The goods carrier segment continues to dominate the CV market, with an approximate share of 88% in 2011. The domestic market accounts for 90% of the total commercial vehicle sales, but exports are growing.

Automotive Industries (AI) asked Nathan MacDonald, President of CD-adapco, India how three dimensional (3D) modeling can revolutionize the Indian CV industry.

MacDonald: 3D numerical simulation can revolutionize the Indian CV Industry when simulation

3D simulation holds key

to competitiveness for growing

Indian CV market By: Ed Richardson

response to the needs of our clients. From a team of three operating from a small office in Bangalore our ranks have grown to more than 50, with offices in Bangalore and Pune, and a new one in Chennai.

AI: What helps you to understand the local market’s needs as an international company?

MacDonald: I have personally lived here with my family for three years, and have learned invaluable lessons about local needs as well as local resources and talent. We understand India because we have our “boots on the ground,” to use a military term. Quarterly meetings with senior management in New York or London give me a platform to articulate the local needs and to

offer resources to the rest of our organization.AI: What trends do you see emerging in the future of Indian vehicle industry?

MacDonald: I qualify my answer by first confessing that I do not have a crystal ball. I am of the opinion that the Indian vehicle industry will emerge as a force in the exporting of its products, especially in the South East Asia, African and Middle Eastern markets. Indian OEMs are developing the local expertise to develop and produce products that meet the

higher emissions standards of the EU and US markets, this will help open those markets in a more

substantive manner as well. AI: What were your personal highlights from the

2nd Annual India Commercial Vehicle Summit 2013?MacDonald: It is always interesting to keep our finger on

pulse by meeting people from outside our immediate circle of influence. Events such as these are great prospecting environments at which we can engage with people from outside of the traditional simulation application areas.

Nathan MacDonald, President of CD-adapco.

is fully utilized in the design and development of products. Currently CAD tools & CAE simulation tools are not aligned to facilitate timely 3D numerical simulation. This has limited the number of simulations in the design phase - and therefore simulation is often used in a limited fashion or as a diagnostic tool. In response CD-adapco has developed robust and powerful solutions to deal with the entire workflow in a single GUI. Our solutions allow for world-class automation of workflow and consistency of results which can now be used to influence design.

AI: How best can 3D numerical simulation raise the competitiveness of the Indian CV industry?

MacDonald: By properly adopting and implementing robust simulation workflows that provide timely and intuitive inputs. If this is done, the optimization of components, sub-systems and full systems can be achieved. The net effect is: Reduced costs, improved reliability, quicker to market with new products. This in turn will create a loyal customer base and ultimately build the stature of the “brand”.

AI: Why are you confident about growth in the Indian market?MacDonald: CD-adapco India has experienced an average

year-on-year growth of 50% over the past three years and is on track for a fourth year of similar growth. I know where this growth is coming from: I see our clients innovating. I see clients using our solutions to create better, cleaner, more efficient, longer lasting products that their customers want locally and abroad.

AI: How would you describe CD-adapco’s journey in India?MacDonald: CD-adapco initially began conducting business in

India via a reseller in 2005. In 2007 CD-adapco India was opened in Components can be extensively tested through 3 D simulation tools before prototyping and production.

AI

Nov.13-15, 2013

SHANGHAI · CHINA

Further information:

Messe Essen GmbHPhone: +49 201 72 44-727 · Fax: +49 201 72 44-435

E-Mail: [email protected] · www.reifen-china.com

China United Rubber CorporationPhone: +86 10 5865 0277 · Fax: +86 10 5865 0288

E-Mail: [email protected] · www.reifenchina.com

3423Anz_203x267.indd 1 04.04.13 09:16


Morocco is investing heavily in skills training, incentives, and purpose-designed infrastructure for the auto industry as part of its strategy to attract “export-driven” investors to the country.

The success of the country in attracting investors has transformed it from a low-cost investment destination to a competitive “best cost” destination. Foreign direct investment flows to Morocco grew between 2011 and 2012. The country attracted 8% of the total private equity investment in Africa during that period. Interest in the country by investors is expected to grow. In March 2013, the European Union and Morocco started negotiations for a Deep and Comprehensive Free Trade Agreement (DCFTA). Morocco is the first Mediterranean country to negotiate a DCFTA with the EU that includes investment.

innovation

Dacia is the Romanian unit of Renault. The French car maker also has a US$785 million assembly plant near the port of Tangier, which is gearing up to produce 400,000 vehicles a year – mainly for the export market.

Automotive Industries (AI) asked Ahmed Fassi Fihri, investment promotion manager and acting general manager of the Moroccan Investment Development Agency what Morocco’s strengths are as an automotive destination compared to other developing countries.

Fihri: Morocco automotive cluster’s value proposition is offering highly competitive production conditions and a unique

investment environment. In fact, the average wage in Morocco is very competitive compared to Europe.

Morocco’s automotive value proposition is based on three main pillars. First of all, the government

has dedicated three new generation industrial zones to the automotive sector, located in different parts of Morocco (Casablanca, Kenitra and Tangier).

Second, four automotive training institutes have been put in place in order to fill the human resources needs in the sector.

They aim to train more than 70,000 people in the automotive sector between 2009 and

2015. To enhance this issue, the government has set up a training aid scheme which can cover

up to 3,000 euro per employee a year. Thirdly, an attractive set of incentives has been set up to

boost investments in the sector. This set offers an exemption from corporate taxes during the five first years in the automotive free zones, state subsidies up to 30% of professional building costs and 15% of equipment costs for machinery investment.

On the other hand, thanks to free trade agreements signed with several countries (USA, Turkey and Arab Countries, European Union (EU)) Morocco allows duty-free access to a consumer market of a billion people representing more than 60% of world GDP. Morocco’s proximity to the European market (14 km separating Morocco from Spain) is an opportunity to serve this strategic market within a few days of transit. One should note that that more than 4.7 million light vehicles are produced every year and within two days from Morocco. Finally, the local market is also

A U.S.-Morocco Free Trade Agreement has led to more than a tripling of bilateral trade and roughly a tripling of both the stock and annual flow of U.S. investment to Morocco. In the World Bank’s 2012 “Doing Business” report, Morocco gained twenty spots, rising from 114th to 94th. To facilitate foreign investment, the government has created a number of Regional Investment Centers (CRI) to minimize and accelerate administrative procedures. Investments in excess of 200 million MAD (US$26 million) are, in addition, referred to a special ministerial committee chaired by the Prime Minister.

Morocco’s 1995 Investment Charter applies to both foreign and Moroccan investors, with foreign exchange provisions favoring foreign investors. Foreign investment is permitted in nearly every sector.

On the front of the grid for automotive investment is Renault. The company’s Somaca plant produced 60,000 cars in 2012 under the Renault and Dacia brand names. In April it started making a new version of the low-cost Dacia Sandero compact.

Morocco fuels automotive investment with incentives and skills By: Michael Stewart

Ahmed Fassi Fihri, investment promotion manager and acting

general manager of the Moroccan Investment Development Agency.

considered to be a real opportunity for automotive companies. Over the medium term, vehicle production will quadruple between 2012 and 2015, with respectively 120 000 units to 500 000 expected in 2015. All these factors make from Morocco the most competitive automotive cluster in North Africa. Morocco’s strong macro-economic fundamentals are also one of the main strengths of the Moroccan automotive sector. Over the last decade, GDP growth has been stable (around 4.5%) and inflation has been controlled below 2%.

AI: How have previous investments impacted current interest in Morocco’s automotive sector?

Fihri: Morocco has built a dynamic automotive ecosystem, with over 200 companies. The employment has increased by 133% between 2006 and 2012 to reach more than 70,000 employees. In the meantime, automotive exports rose by 83% between 2009 and 2012 to reach 2.4 billion euro. The local integration rate is currently around 45% and is expected to reach 70% by 2020. Moreover, Morocco is developing its position in the automotive sector through a focus on technology-intense activities, such as engineering, plastics processing industry and lighting systems. More specifically, Renault’s plant, the most important automotive investment in Morocco of 1 billion euros, has created 4,000 jobs since 2011 and expects to reach 6,000 by 2015. By 2015, its production will reach more than 400,000 cars per year. Around 90% of these cars are exported to the European market.

AI: Tell us a little about the Tier 2 and 3 companies that have built up Morocco’s automotive reputation along with bigger manufacturers.

Fihri: The Renault plant has encouraged the development of Tier 1 and Tier 2 companies in Morocco. Indeed, this number had doubled today to reach 200 companies. Consequently, Tier 1 and Tier 2 growth has allowed the expansion of Tier 3 as well. The Renault plant’s capacity will reach 340 000 units a year to achieve 400 000 in 2015, with a production of 1 340 vehicles a day. This expansion will certainly boost and encourage other Tier 2 and Tier 3 firms to establish their branches in Morocco. In parallel, as the local integration rate is rising, Moroccan production is expecting to grow in Tier 2 and Tier 3 segments as well. Morocco hosts some of the biggest Tier 1 and Tier 2 enterprises, such as Yazaki, Polydesign, Schlemmer, Proinsur and Saint Gobain, to name but a few.

Inside the Renault plant in Somaca, Morocco. Morocco is focusing on skills development to support the auto industry in the country.

The Renault plant in Somaca, Morocco, has created sufficient volumes to support investment by Tier suppliers. AI

“Morocco is developing its position in the

automotive sector through a focus on technology

intensity activities, such as engineering, plastics

processing industry and lighting system.”


Robots improving materials handling efficiencies while reducing costs By: James Hilton

An industry already operating under onerous regulatory compliance requirements and tight supply chain margins can ill-afford to lose the productivity of a machine through the absence of a worker. Machines – particularly those operated by lower-level workers – can be found standing idle in plants around the world on any given day as the benchmark absenteeism rate for the Automotive Industry is 1.77% as calculated by Incident Days / Exposed Days.

Automated forklift operations have helped companies like Freightliner Custom Chassis to reduce costs and improve efficiencies. “Our materials department was able to show a labor cost savings of up to four hours per day for each Seegrid robot. So basically we are now saving around eight hours of labor cost per day just from the use of the robots. Our safety benefits were also a key contributor to our decision to become forklift free. Seegrid provides extremely reliable technology that greatly reduces our chances of any safety concerns from arising,” says Timmy Mcabee, Materials Support Technician, at Freightliner Custom Chassis.

innovation

to be able to change the routes easily and frequently and industrial robots do that for us. We use industrial robots to continually supply parts to our assembly stations. We love the versatility of the Seegrid robots — we are able to simply change and perform multiple routes for our first and second shifts and do a completely different route for our third shift — just that flexibility alone provides us with real value,” says Donnie Dixon, Supervisor of Materials Control, Daimler Trucks.

Seegrid’s driverless GT10 and GT3 tow tractors automate the movement of flatbed cars, trains, or carts. WalkThruThenThenWork® and RideThruThenWork® technology allow for efficient and flexible operation without infrastructure modifications. Operators train a Seegrid robotic industrial truck by walking or driving the unit through

a desired route. During this process, the robot takes 360 degree images of the facility and builds 3D vision maps for future

navigation. Once the training is complete, the route is entered into the keypad, and the robot goes to

work immediately. Materials handling costs are also re-

duced by the introduction of robots. AISIN USA Manufacturing, which makes high-quality automotive com-ponents and systems, needed an adaptable and flexible solution for ever-changing floor and facility layouts.

Robots have enabled AISIN to move team members into more value-added

jobs. “The robots help the employees work more efficiently in the manufacturing area.

Team members even provide suggestions on how to improve our lean process with the use

of robots,” says Mark Hamilton, Transportation/Logistics Specialist, AISIN USA Manufacturing.

“Seegrid robots greatly reduce cycle time in getting components parts to the manufacturing area from the receiving dock. The robots also help in moving finished goods from the order pulling areas in shipping to the shipping docks,” he says.

In 2012 Seegrid appointed Anthony Horbal, a respected entrepreneur and business leader as chief executive officer to

Anthony Horbal, CEO of Seegrid Corporation

Extensive modifications to the working area are not needed when introducing robots. Daimler Trucks North America opted for Seegrid Corporation’s robotic industrial trucks and its patented vision-guided WalkThruThenWork® technology to deploy the robots. The benefits included cutting waiting time for parts by 22%, decreased parts-to-line time from one hour to 25 minutes, a 98% reduction in inventory deficits, and a reduced need for runners and non-dedicated labor resources.

“We were looking for an AGV but didn’t want the wire guides, magnets, and lasers that usually come with it. We needed flexibility

2025 fully automated and guided vehicles will account for 50% of industrial truck sales.

AI: What trends are you seeing in the automotive industry?

Hayes: Many automotive manufacturers have implemented supermarkets or mini-stores throughout their facilities. Placing

supermarkets near work cells reduces the amount of travel made by water spiders and material handling

vehicles. When automation is added to a supermarket kitting application, higher delivery

frequency occurs. We also see plants

grow the company’s robotic industrial leadership. “Seegrid is uniquely positioned to capture significant market share in the global material handling industry. These robotic industrial trucks best address the concerns of every CEO and CFO – business efficiency and increasing productivity,” says Horbal.

Automotive Industries (AI) asked Horbal and John Hayes, Vice President of U.S. Sales and Marketing for Seegrid Corporation to share the company’s views on automotive market trends and new products.

AI: What is the future of materials handling in automotive manufacturing operations?

Horbal: Business in the automotive industry is picking up and we have noticed automotive manufacturing companies are being tasked to do more with less. These businesses must continually improve efficiency and productivity without adding labor. In an effort to cut operating costs, many automotive manufacturing plants are evolving to a fork truck free operation. With the fork truck operator accounting for nearly 70% of the operating cost over the vehicle life, it is clear companies must deploy automation solutions to stay competitive and reduce costs.

AI: How do you see the materials handling as a business growing in the future?

Hayes: The materials handling industry is steadily growing each year, and is the backbone of the global supply chain. The goods produced in manufacturing and distribution facilities must move efficiently and safely. In a survey conducted by the Material Handling Industry (MHI), industry professionals noted cost savings, improved efficiencies and accuracy/speed are the most important operational factors driving automation investments. Without automation businesses are unable to do more with less. MHI also noted 74% of survey respondents plan on considering automation for their operations. Industrial Truck Association President, Jeff Rufener, predicts that by

John Hayes, Vice President of U.S. Sales and Marketing for Seegrid Corporation

experiencing small variability peaks resulting in lower capacity requirements and lower

inventory levels. Automation allows automotive manufactures to have a higher response rate to

adaptability. Legacy automation systems, which require fixed transport, are not ideal for supermarket kitting because this type of application requires flexibility. Utilizing flexible automation in supermarket kitting is key because it reduces high upfront costs and risk involved with fixed automation.

AI: What is Seegrid’s automotive product portfolio for the next generation of automated robotic handling vehicles?

Horbal: Seegrid is currently developing an automated walkie stacker and plans to launch the vision-guided GWS35 walkie stacker in 2014. It will be used to move palletized or racked loads, along with carts or any other load that requires horizontal handling. The walkie stacker will allow customers to manually take goods off multiple levels, like conveyors and platforms and transport them automatically to a warehouse for storage or shipping.

Robots – which have taken over most production lines – are now moving onto the floor as the automotive industry adopts creative solutions to challenging situations.

The Seegrid driverless GT10 Tow Tractor reduces labor costs, improves safety, and increases productivity. Cart provided by Trilogiq USA.

AI


innovation

One of the leaders in the field is the Italy-based Geico Taikisha Group. Its new Pardis Innovation Centre is targeted to introduce a “self-sufficient” paint shop by June 16, 2020. The Pardis Innovation Centre houses Geico’s new prototypes such as J-Jump, J-Flex, Amir booth, a new liquid booth Hydrospin-plus, Dryspin scrubber, E3 booth and ovens, and Dryflex. The Innovation Centre seeks to develop innovative and concrete technological solutions for the automotive paintshop.

According to Geico, paint-shops consume around 70% of electrical energy and 80% of heat energy used in vehicle production. Painting a vehicle body produces about 235 kg of CO2, and this is only when considering electric/heating and refrigeration consumptions. In addition, the energy consumption of a paint-shop processing around 300,000 jobs/year is about 250 GWh. This is equivalent to the power needed by a city of 50,000 inhabitants. The concept of a self-sufficient paint shop aims at cutting the energy used in regular paint shops. This project is being undertaken by Geico’s Pardis division, which is dedicated to finding more eco-friendly and energy-smart solutions.

An Interactive Engineering Laboratory – IEL – installed at Pardis Innovation Centre models on a one-to-one scale new plant technology by creating an immersive reality that allows re-engineering of the plant in real time in order to tailor it to meet the customer’s requirements.

Just recently Avtovaz awarded Geico Taikisha Group a new complete paint shop for its plant in Togliattigrad, Russia. This was confirmed right after the completion of a previous paint shop, which

was commissioned in 2010. “It is a true honor for us to be selected by Avtovaz and receive another confirmation of Renault Nissan Alliance’s trust in Geico’s technology for one of the biggest plants in the world both in terms of production capacity and overall area covered”, said Ali Reza Arabnia, Chairman, President & CEO of Geico Taikisha Group.

The new paint shop, which is designed to handle an annual capacity of 300,000 passenger cars, is part of an important automotive facility which produces about one million cars a year over 90 miles of production lines. For Geico it marks a great step during its 50 year celebrations this year.

Geico Taikisha, is one of the largest multinational specialists in original coating plants for the automotive industry. Founded in 1963, it has been providing turnkey projects for the world’s leading automotive brands including Renault, Hyundai, Honda, Mitsubishi, General Motors, KIA, Tata Motors, MAN Force Trucks, Fiat, Avtovaz, Ford, Qoros, and many others.

At the turn of this century, and in response to changes in the auto manufacturing sector, Geico decided to position itself into a global supplier focussed on complete paint plants. In 2006 the company se-cured the rights to world exclusive use of Haden’s intellectual proper-ties, and in August 2008 Geico Group acquired its registered patents, trademarks and references as the sole owner.

In 2006 Geico also launched the allGeicoProject, an international network of partner companies which offers Geico-Haden’s technology and services to worldwide customers. In September 2008 Geico initiated a world meeting – Geico Global Convention. All partners attended with the purpose of creating a compact and

Developing the right mix for greener paint shops By: Jon Knox

close group able to face the complex challenges of the automotive market in a methodical and passionate way to deliver a unique value to its customers.

In May 2011 the natural evolution of the allGeicoProject led Geico to sign an important alliance agreement with the Japanese turnkey paint shop giant Taikisha.

In 2009, Geico started work on the Pardis Innovation Centre R&D facility. Its primary aim is to test prototypes for new technologies with a focus on cutting energy consumption while offering total flexibility to customers. The company inaugurated its new headquarters and Pardis Innovation Centre, which is now Geico Taikisha Global Technology Centre.

Geico works closely with its customers to identify the needs of the industry. “As a tool, the concept of ‘Experiment Day’ has been put in action with several customers since its inception. During these Experiment Days – after the visit of the center and the consequent evaluation of what is seen - various ‘brainstorming’ meetings take place by which we determine what are our customers’ critical issues in the coming years and assign teams to reach the adequate solutions,” says the company.

Automotive Industries (AI) asked Arabnia what progress had been made in the development of a self-sufficient paint shop.

Arabnia: Quite amazing. We began our project of “Energy Independence Day” in 2005 where the benchmark was 900 Kw per body energy consumption. Today we are at 425, that exceeds

the target of 55% reduction.AI: How close are we to a zero-emission paint shop?Arabnia: We have already reduced CO2 emissions by 35%,

which shows us that we are on the right path.AI: How would you rate the success of the Pardis

Innovation Centre?Arabnia: By far more than we expected. The “Experiment

Days” with global customers have given us an incredible opportunity to understand their needs in order to develop perceivable, measurable, and applicable and innovative solutions.

AI: How does your company customize solutions according to a customer’s requirements?

Arabnia: Every customer has its own peculiarities due to many dynamics. We understand that, and so we listen actively and effectively to what they have to say about our proposed solutions, which we then adapt to meet the specific requirements of the client.

AI: What are the trends in technology?Arabnia: In the case of new technologies, we see keen

interest by our customers in the E3 booths and ovens, as are the new versions of rotating dipping conveyors, such as J-Max.

AI: What are you doing to encourage innovation? Arabnia: The most exciting part of our new center is the well-

being area called “Laura’s Garden of Thoughts”. This is a 2,000 sqm location dedicated to our employees where they can meditate on innovative ideas, as well as regenerative thoughts.

A great challenge for the automotive industry is to find paint-shop solutions that cut costs, lower energy usage and are more eco-friendly all while maintaining superior quality and competitive cost per body.

J-Flex rotating dipping system.Bodies in white being processed on J-Jump line.

Where new ideas are born: Laura’s Garden of Thoughts at the new Geico Takisha headquarters.

Geico Takisha has reduced energy consumption by more than 55% with its modern paint shop technology.

“We have already reduced CO2 emissions by 35%, which shows us that we are on the right path.”

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