Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
MARCH 2011
Karl Stracke
GM’s engineering chief is
Focus
Power house bringing the world together
Electric rings
The future of Audi
lies in its electric
and hybrid
This eagerly anticipated launch
development embodies the ‘One Ford’ philosophy
center
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COVER STORY
004 Ford Focus
An international test program for
an international car, courtesy of the
‘One Ford’ philosophy
WHAT’S NEW
008 GMD T25
One of the most talked about development
programs today, laid bare
010 Audi A6
Bigger, safer, and lighter. Find out how
012 Volvo’s big rig
When Volvo tests trucks, it doesn’t
do things by halves. Take a look
at the world’s largest test rig
014 Awards update
036 What do 2010’s most celebrated names
in automotive testing have planned
for the future?
FEATURES
030 Interview: Karl Stracke
004 Achieving the same vehicle development
standards around the globe is the goal
of GM’s head of engineering
036 Aerodynamics
Welcome to the future of aerodynamics
testing, featuring everything from
helium-filled bubbles to synthetic jets
042 Tunnel talk
As MIRA’s full-scale wind tunnel enters
its 50th year of service, we see how it is
adapting to the future
048 Powertrain testing
Have powertrain test labs advanced to the
056 stage where an engine can go from design
to sign-off without leaving the building?
056 Site visit: Audi’s EV/HEV labs
048 Audi’s future lies in the technology created
in its new Mechanical Units Center, where
EV and HEV dreams come true
062 Interview: Gordon Murray
Has the ex-McLaren guru re-invented the
small car, due to some lightweight thinking?
062
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MARCH 2011 001
CONTENTS
REGULARS
016 Theodore
Editor’s note
Supercharging simulation
018 Read
Spinning in a winter wonderland
020 Ask the experts You wouldn’t believe it, given Audi S4. I was not alone in being
the general antipathy toward concerned about its switch from
Our panel discuss the trials of vehicle testing cars in the media, but we are in a 4.2-liter V8 to a 3-liter blown V6,
024 10 questions the midst of a motoring epoch. We but when the new car is blessed
Audi’s chassis expert Jörg Starr appreciates all enjoyed the power wars of the with a lightness and urgency its
2000s, which saw small sedans like beefier predecessor was lacking,
how fun his job can be
the M3 and RS4 fitted with monster going ‘green’ suddenly appeals.
026 Ask Alex V8s, while under the hoods of their It sounds like witchcraft, but
Our resident automotive lawyer asks bigger brothers lay extreme 5-liter of course it’s all down to our white-
when it is too late to avoid litigation V10s. However, as much as I would coated brethren in the powertrain
have loved to have seen the Wacky labs. We investigate how they do it
026 Recall roundup Races creations that may have in this issue, and whether modern
The latest vehicle roundup news appeared had the power struggle labs are so good that their Sparco-
for the first quarter of 2011 continued in that direction, attired colleagues are becoming
legislators have killed the party. irrelevant in engine development.
084 Testbed legends It may be unfashionable to say Technology is one direction, but
A tribute to the Mohs Ostentatienne Opera, this in some circles but BMW’s perhaps OEMs are creating work
a truck-based coupe with a few tricks 500bhp 5-liter V10 and Mercedes’ for themselves in the quest for
up its sleeve 525bhp 6.2-liter V8 are two of my driving thrills. The same lawmakers
favorite engines. Who couldn’t love who are demanding cleaner
a big capacity naturally aspirated engines are also insisting on so
PRODUCTS AND SERVICES engine with a stratospheric much safety trickery that modern
redline? Well, environmentalists cars are swelling. Surely if weight
068 GPS technology I suppose, which is why they’re is pared down, you can have all the
070 Universal and scalable data recorder ending the party. Or are they? fun with smaller engines, or even
073 Products and services directory While I enjoy simplicity in more fun with the same engines.
motoring, powertrain engineers To quote Colin Chapman, we
have ensured that, with smaller should simplify and add lightness.
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MARCH 2011
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MARCH 2011
WHAT’S NEW
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MARCH 2011 005
WHAT’S NEW
006 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
WHAT’S NEW
ADAS A-OK
The new Focus comes loaded Ford in the USA, but other ADAS
with advanced driver developments required additional
assistance systems (ADAS) such as testing. For example, hundreds of
adaptive cruise control (ACC), traffic thousands of kilometers were racked
sign recognition, lane-keeping aid up all over Europe to ensure the
(enabled by the all-new electric traffic sign recognition function
power steering), and a low-speed worked faultlessly with signs in
safety system (LSS), which brakes different countries. The system
the car to a standstill to prevent won’t be available initially in North
a low-speed impact. America, but similar tests will be
“Driver assistance technologies conducted Stateside should the
were an entirely new field of system be introduced.
development for us,” says Volker Meanwhile for the LSS, the team
Weinhold, who previously headed sent cars out on a real-world fleet
up development of the Mondeo’s trial for final verification: “You need
ACC. “We even built up a new, to avoid false interventions, such
cross-car-line team in Merkenich as the car stopping when you have
responsible for the attributes nothing in front of you,” Weinhold
of these technologies, working explains. “A big benefit of having
closely with electrical engineers.” shown the car so early at motor
He adds that, although Volvo cars shows was that we could drive on
were the first within the Ford group public roads. We conducted an
to deploy such systems, the research extensive test program running our
behind them was done within Ford, vehicles across Europe, and then at
so the knowledge base remains in- the end we gave a small fleet of test
house, despite Volvo’s sale to Geely. cars to Parisian taxi drivers, because
The Focus team was able to build that’s a critical situation. We figured,
on the extensive development and if they have no false interventions
testing of ACC previously done by then the system must be clean!”
www.AutomotiveTestingTechnologyInternational.com
MARCH 2011 007
WHAT’S NEW
T25
Meet the T25, Gordon Murray’s much
talked about, but much misunderstood car.
We set the record straight
WORDS BY ADAM GAVINE
Rumors abound that T25 person in them and I thought, In iStream, Murray is that for years and years I’ve had
will soon be launched, ‘One day someone’s going to confident he has found the path this concept of a little car that
with a Smart-worrying price take my freedom away from me’. to profitability, and products would suit UK and European
tag, and that a production line Now, I like my freedom, and similar to the T25 could soon roads and their congestion
is limbering up for action at I love driving, so I started be on our roads. “We wanted problems. The car is just a
Gordon Murray’s HQ in the UK. looking into why more people to build one running prototype physical entity to sell iStream.”
Alas there is no factory, and didn’t make A-segment and sub- of a vehicle of our choice to However, if a company
the car is a mere shop display, A-segment cars, and the reason demonstrate iStream,” says buying the iStream process
a concept not even of a car, is that they don’t make money.” Murray. “It just so happened wants to use the design, it can.
but of a manufacturing process
known as iStream (see the Three’s company
Murray interview on page 62).
But don’t dismiss T25: it could T25 features a three-seat layout that will stability, and the large forward-opening canopy
be a new direction in motoring. delight fans of Murray’s F1, with even is non-structural and is made from recycled
The idea of the T25 started the ‘rear’ seats comfortably accommodating plastic bottles. The canopy is a clever bit of
Murray’s 6ft 4in frame – not bad considering the engineering. Weighing 45kg, little more than
life one morning in 1993 when
diminutive car measures just 2.4m long, 1.3m a steel car door, it comprises doors, windscreen,
Murray was stuck in traffic wide, and 1.6m high. A simple yet strong tubular and crash beams, all in one easy-to-lift package.
on his daily commute through steel Exo-frame creates a safety cell on top of The canopy can also withstand 85 tons in 40%
London traffic to McLaren’s HQ. which is – as to be expected – a very light body. offset frontal high-speed crash compression,
“I looked around me at all The internal panels are semi-structural to aid with zero cabin intrusion, as tested in late 2010.
these big cars with just one
008 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
WHAT’S NEW
Noise Control AMP
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MARCH 2011
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014 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
Crash Test Facility of the Year, Company of the Year
Aries Ingeniería y Sistemas
Following its double victory, installation (Chery Automobile’s
Aries Ingeniería y Sistemas is facility) have captured
proud to announce that it has been manufacturers’ attention due
working on three new full-scale to the high accuracies obtained,
crash test facilities, which will be which, in combination with all
ready to use in early 2012. Two subsystems integration, define
well-known car manufacturers and a new reference within the sector.
one official institute are relying on Aries Ingeniería y Sistemas
Aries technology to take a step has expressed its gratitude for
forward with their own full-scale this magazine’s recognition, and
crash test capabilities. is making a strong commitment
The state-of-the-art technologies to keep developing its products
put in practice at Aries Ingeniería in order to exceed customer
y Sistemas’s flagship crash test expectations.
Chery Automobile is happy with its crash test facility, supplied by an award-winning company
SUPERCHARGING SIMULATION
It’s been almost three years since So why am I disappointed? It’s because to see the big picture. You see, in the
I presented in this journal my vision simulation can be used to supercharge complicated world of vehicle design
of end-to-end engineering simulation the entire product development process, few, if any, engineers in large companies
by applying my ‘Zeroth Law’ for product enabling products to be developed more understand the end-to-end process. Smaller
lifecycle management (PLM): one set of quickly, at lower cost, and with higher companies and the numerous startups don’t
data, shared by all in real time; in the quality. I believe the ‘Great Recession’ have the time or resources to reinvent the
way each individual needs to see it. de-emphasized the need for speed, as process. To improve, one has to understand
Unfortunately, it seems that little progress programs were delayed or cancelled. the current process and redesign it before
has been made in the intervening years, Smaller staffs had to hunker down to using simulation tools to make the process
despite the availability of tools that could execute the business at hand, leaving more efficient.
make such a vision a reality. little time to think about how to do things So what is the answer? First: a little
That is not to say that great strides in more efficiently. benchmarking of fast-moving industries,
simulation have not been made, examples Don’t believe me? Ask Takeshi such as smartphones would provide insight
of which are given in this issue. A recent Uchiyamada, newly appointed head into more streamlined processes that
tour of Detroit’s North American International of Toyota’s R&D: “On the front lines of take advantage of the latest simulation
Auto Show showcased many new manufacturing, improving efficiency is a technology. I believe the next step is to target
technologies that have been brought to daily activity… Then I came to research and a program and a team assigned to define the
market with the aid of advanced simulation: development and found that nothing similar current process, map out the new improved
direct injection and variable valvetrain was being done. The recent slump provides process, and then implement the production
engines, new transmissions, safety systems, a perfect opportunity to “engage in activities program from beginning to end. Hopefully,
and vehicle electrification. Engineers will tell aimed at improving R&D productivity”. He it won’t take another three years to see my
you that the new simulation tools are easier is projecting a 30% improvement by 2012. vision fulfilled. ‹
to use, quicker, and more accurate. Software If you ask PLM developers such as
Chris Theodore has more than 30 years’
suppliers will tell you that they are answering Dassault, they will tell you that new tools experience in automotive development,
their customer’s needs – and they are! are available, but it is hard to get customers including stints at each of the Big Three
016 www.AutomotiveTestingTechnologyInternational.com
march 2011
TURN-KEY TEST SYSTEMS INGENIERIA Y SISTEMAS, S.A.
018 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
‘The most important dates for
your diary in 2011’
Dr Gerrit Kiesgen,
’
general manager, BMW
ASK THE EXPERTS
What is the most difficult aspect
of developing a vehicle?
Audi Lotus
Jörg Starr Richard Hill
project manager, chassis development chief engineer, vehicle development
“Electric steering needs a lot of power. “Timing and test scheduling. With the
This is a problem during parking, when the drive to compress development and
engine is at very low revolutions and at the validation cycles and reduce the number
same time the 1,000W stereo, headlights, of physical prototypes to a minimum,
etc, also all need power. In discussion with scheduling the necessary tests within the
our electronics department, we overcome this issue availability of suitable level prototypes is becoming
with energy management, maybe sending power from more and more difficult. Prototype multitasking and
the stereo or heater to the steering during parking.” careful control is a necessity.”
Porsche Toyota
Dr Michael Leiters Yutaka Matsumoto
hybrid development project general manager
“The electric car is probably the future, “I think there should be some consensus
but the biggest problem is battery between the law makers – different
technology. If you’re in California it’s fine – markets, new laws, and various
always 25-30°C and no problems. But if governments sometimes all look for
you’re in Sweden or England, the batteries different things, which is not easy for
just don’t work very well at the moment at cold the car makers.”
temperatures.”
For 20 years, OEMs and suppliers (TIER-1 and TIER-2) Our standards apply to
have been jointly creating reliable and sustainable l vehicle ECU development
standards to master the complexity of data models, l data exchange, acquisition, and management
interfaces, and syntax specifications, thus increasing
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quality and efficiency of their processes.
Today, these ASAM standards are indispensable in the l analysis of measured data
areas of vehicle development, production, and service. l simulation rum
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020 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
‘Bigger and better
than ever before’
‘Noch größer,
noch besser’
’
again jointly host the Open Technology Forum
an interesting place at Automotive Testing Expo Europe 2011.
Following the huge success at Automotive
Testing Expo last year, ASAM has put together
Bernd Eberle, a comprehensive three-day Open Technology
project manager, Forum with presentations from leading OEMs
BMW M GmbH and Tier 1 and 2 suppliers.
The Open Technology Forum is free of
charge to attend, and will commence each
morning of the show.
N rU
lO EW M NNI
Europe’s leading automotive testing, evaluation CA N
TE ESS G A
Db ES TT
and quality engineering trade fair y T TUT HE
HE TG
AIr Ar
PO T,
rT
‘Focused’ ‘relevant’
‘Unmissable’
‘Zielgenau’ ‘relevant’
‘Ein Muss’
Jörg Starr
Project manager, chassis development, Audi
Why did you end up working University. My first [automotive] development, the biggest challenge
in the automotive industry? experience was at Mercedes-Benz, then is to get the right balance between
My mother told me that when I was Smart, and for the last four years I’ve been all areas of vehicle development. We
three I knew the name of every car with Audi. discuss body development, electrical
I saw, from an Opel Kadett to a Mercedes- development, and engine development,
Benz. I have always been interested Why did you choose chassis and try to get the right balance
in cars and knew I wanted to work development? between all these departments to
with them. I’m interested in motorsports, and get the absolute best for the car.
I raced motorcycles when I was young. That’s one of the biggest challenges.
What was your career path With motorsport experience you find Sometimes the chassis department
to your current job? you can be much faster if you have the wins, sometimes not. But I don’t just
I started as a mechanic in the aircraft right chassis setup, and so my interest want the chassis department to win:
industry. I didn’t want to be a car developed in chassis topics. But I don’t I want the best for the car.
mechanic as I thought being an aircraft want to move into motorsport just yet.
mechanic was a better job. I wanted At the moment I’m responsible for What is the best lab to real-world
to be an engineer, but first I wanted sporty car chassis such as the R8, test ratio?
a practical job in engineering because which is fun. Chassis work is always carried out on
I think it’s better to be an engineer who the road, but we do a lot of testing in the
can use his hands. Then I began to study What are the biggest challenges labs, especially for testing component
mechanical engineering, especially of your job? durability. Fine-tuning is always done
chassis technology, at TU Dortmund Being responsible for chassis on the road, though.
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024 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
10 QUESTIONS
“In 20-30 years’ time perhaps there will
be no gasoline engines – perhaps no
wheels! Anything is possible”
What could legislators do to I’m not a natural, it’s down to training. If someone had said 20 years ago
make your working life easier? I have a little bit of talent but it’s mostly that everyone would have a cell phone
CO2 targets will keep getting higher. You training. If you have a good trainer and today, you would have said it was
can see this with the new A6 – to meet a lot of kilometers with him/her, you’ll impossible. Now almost everyone has
legislation we reduced the CO2 emissions become a better driver. one. My friend’s daughter, who is aged
and made sure the car was lighter. 10, asked me if it was true that 20 years
Legislation does not create problems, What are your plans for ago cell phones didn’t have cameras.
though, just challenges that make us work the future? She couldn’t believe that 20 years
better. Everyone wants to reduce CO2 We have a small project inside our chassis ago we didn’t have cell phones at all,
emissions, but in my opinion, I want to development department, called Chassis just one fixed telephone on a table
have fun when driving a car. This is still 2020+6. This is a very fun project, with at home.
possible with lower emissions. a young team of engineers. We think
about the car of the future, and what Will test programs be quicker
What is your favorite place customers will need. It’s a lot of fun. to complete in 2020?
in the world to test cars? You can do crazy things and create I don’t think they will be quicker. We will
I love testing in Sweden because some ideas, even though you might not know use more data and computer testing, so
of the surfaces have nearly zero friction. how to make them real. I am very we will start physical testing at a more
It is a lot of fun to drive on snow and ice. interested in working on cars for the advanced point, but this testing will take
future. In 20-30 years’ time perhaps there the same amount of time. It’s fine-tuning,
Is your skill on ice due to will be no gasoline engines – perhaps which you can’t do by computer. You
natural talent or training? no wheels! Anything is possible. have to feel the car.
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MARCH 2011 025
ALEX GEISLER Ask Alex
Ask Alex recall roundup
When is it too late to The latest automotive recall news for
Europe and North America during the
avoid litigation? first quarter of 2011
In the time-honored tradition, I am going to start
by rephrasing the question. When is the first Make Model(s) Concern
chance to avoid litigation? The answer is, in old Fiat 500, Grande and Evo Wrong airbag may deploy in
parlance, while gathered around the drawing board. Punto, Abarth 500 a collision
I continue to draw disapproving glances and the and Abarth Evo Punto
occasional raised eyebrow from the engineering Mercedes- Sprinter, Viano, Vito Oil may leak
community by asserting that the best way to avoid Benz
litigation is to make better cars. That implicates
Jeep Cherokee Front suspension arm may separate
pre-eminent design coupled with excellent testing
and outstanding build quality. Now, to be fair, a great Citroën C2, C3, C3 Pluriel, Lights may fail without warning
many manufacturers aspire to and achieve all of those C8, Dispatch III
things and still get sued. Which brings us back to: Dodge Caliber Accelerator pedal may fail to return
when is it too late to avoid litigation? To this question, to idle
the answer is – never.
Aston DB9, V8 Vantage, Steering may be affected
It is axiomatic that quality assurance, product Martin DBS Coupé
enhancement, and safety monitoring never stop.
This is why product evaluation starts, in earnest, with Rolls- Phantom Possible reduction in brake
Royce servo assistance
product release. It is also why so many manufacturers
look closely at warranty statistics, operate safety Iveco Stralis Steering control could be lost
committees, and so on. All these measures are forms
Proton Gen-2 and Neo Short circuit may occur
of litigation avoidance.
Then it comes to the letters of complaint. Naturally Mercedes- Atego Fuel tank may leak
these reflect the full range of personality types, from Benz
those with legitimate grievances to those with Tesla Roadster Short circuit may occur
significant personality disorders, whose biggest problem
Volvo V60, V70, XC70, Wheel may become loose
is a vulnerability to being beguiled by the media and the S80, XC90
internet. And that’s just the lawyers. Plainly, unless and
until the court seals the complaint, it is never too late to Renault Master Rear axle may fail
avoid litigation. And even then, when litigation is afoot, Mercedes- C-Class, E-Class Power-assisted steering may
it is never too late to think about settlement. Benz leak oil
Can a case really settle on the steps of the court?
Peugeot Bipper, 207 Engine may fail
Of course – and a depressing number of cases do just
that. I have even known cases to settle after the trial, Toyota Lexus IS220d, IS250, Brake master cylinder may fail
in the time lag when the evidence is in but before the GS300, RX300
judgment is given out. This is a part of the case which BMW 5, 6, 7 Series Possible reduction in brake
soccer pundits would probably call a ‘corridor of servo assistance
uncertainty’.
Volvo S80, V70, XC70, Engine may cut out
I have even settled a case after the draft judgment XC60, S60, V60
had been circulated by the trial judge; the parties simply
agreed to their own terms and persuaded the judge not Land Rover Discovery 3 TDV6, Fire may occur
Range Rover Sport
to ‘hand down’ his findings formally. After all, for most TDV6
manufacturers, it is not just the emerging judgment
that causes cold sweats at night, it is the potential Fiat 500, Panda Loss of steering control
knock-on consequences of it. Ford Focus 1.6 diesel Risk of fire
automatic
Mercedes- Vito, Viano Rear window may detach
Benz
Volvo S80, V70, XC70, Engine speed may increase
XC60 without warning
Alexander M. Geisler is a partner at Duane Morris.
HeHehas
has2020years
years’of experience in the automotive sector Nissan Micra, Pathfinder Engine may stall and fail to restart
and is retained by OEMs, Tier 1 and Tier 2 suppliers, Peugeot 308 Brake may be inadvertently applied
test
test facilities,
facilities and engineering companies. He is our
resident legal columnist. �����������������������
Alex can be reached at Mazda Pickup Gearbox may not perform correctly
amgeisler@duanemorris.com, +44 20 2077786
786 2111
(London) and +1 215 979 1000 (Philadelphia). Ford S-Max and Galaxy Panoramic roof panel may detach
026 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
Piezoelectric
Accelerometers for
Modal Analysis and NVH
fa x : (818) 700.7880
info@dytran.com
o r d e r o n l i n e at www.dytran.com
PROVING GROUNDS
Dana divests
proving ground
PUNE – Work has started
in India on a US$20
million technical center for
Dana Holding Corporation.
expands
will provide design, testing,
and analytical support for
each of Dana’s primary
markets: automotive, Meanwhile, the 320-acre
ÄLVSBYN – Arctic Falls, to let us know their wishes – and commercial, and off-highway. former Dana Corporation test
winner of the 2010 we will provide our expertise It is expected to be operational track and technical center
Automotive Testing and experience in building and by the end of 2011. site in Whiteford Township,
Technology International Proving developing the test facilities. The project was launched Michigan – on the market
Ground of the Year Award, has “The area has good conditions with a ground-breaking since 2007 when the company
been buying land to expand for heavy vehicle and tire testing. ceremony in December. “A was in bankruptcy protection –
its facilities for winter testing. It is located in Älvsbyn, where ground-breaking [ceremony] has been sold for US$1.95
CEO Jonas Jalar said we have ‘real’ winters with both is typically about putting million. Once the jewel in
completion of the strategic snow and cold. There are good down roots,” said Dana’s chief Dana’s technology crown, the
land purchase in Sweden land conditions for tracks, and technology and quality officer, site was opened in 1969 with
would enable Arctic Falls to an infrastructure that includes George Constand. “But, given two test tracks – a two-mile
meet demand from customers. electricity, fiber optics, and our widespread presence concrete oval and a 3.5-mile
“We have bought Nattbergs fencing, etc. It has everything in India, today’s ceremony circuit with cobblestones,
Plantskola, an area with unique needed to build a cost-effective is really about extending our mud holes, and other features
possibilities for creating a winter and efficient winter test facility.” local roots. This new technical designed to simulate off-road
proving ground for testing heavy In a separate development, center will enable Dana to conditions. Purchased by local
vehicles or tires,” he revealed. a Frequency Sweep Excitation serve the expanding needs development company MITRP,
“We are inviting interested Test Track has been constructed of one of the world’s strongest the site is likely to become
companies to discuss this by Arctic Falls at the Vitberget growth markets.” a business park.
opportunity. We want them Proving Ground.
028 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
World’s First
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030 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
INTERVIEW
One vision
GM’s engineering chief, Karl Stracke, wants each of his global development centers
to develop vehicles to the same high standards. And he has big plans for China
WORDS BY GRAHAM HEEPS
A little more than 12 months after taking over he says with sincerity. “We have a clear mission: to design,
from Mark Reuss as General Motors’ (GM) vice develop, make and sell the best vehicles in the world.
president of global vehicle engineering, German- We’ve never had this vision before, our ‘slogan’ ran for a
born Karl Stracke has already forged a reputation as a couple of pages. Now we have one sentence and it’s no
revealing interviewee. In that time, this Corvette-driving, different for the engineers in Korea, China, Brazil, at
Harley-riding, Nürburgring-loving, self-confessed ‘car Holden [in Australia], in Rüsselsheim, or wherever we
guy’ has made headlines by criticizing the outgoing design products.
Chevrolet Cobalt in front of the press. The Detroit News “We want to create the best vehicles in every segment
reported him saying, “Look at this car, it’s horrible. How going forward, and this is taken very seriously now. In the
did this get through so many people?” past, we had a ‘mediocre’ strategy, we always wanted to be
In comments repeated to Automotive Testing Technology in the middle of the segments. There wasn’t a winning
International at this year’s Detroit Auto Show, Stracke mentality in the company; nor was it in the leadership. So
hinted that the next generation of GM range-extender was it a big mistake that some people left? No, it was the
engines could be something more radical than an inline- right thing to do. Now we simply want to win in every
four – perhaps a turbocharged twin or a rotary. And he’s segment, with every product that we bring out. We want to
also scotched rumors that the next Corvette will be mid- win in terms of quality and reliability, engine performance,
engined, and indicated that a hybrid powertrain could the interior, aerodynamics and mass, with [the best] fuel
make sense for future sports cars. economy as the outcome. We want to provide customers
Having spent some time in his company, I can vouch with a much more attractive package than in the past.”
for Stracke’s straight talking. But it’s accompanied by a A fully integrated global engineering setup is key to GM
passion for his job and for the challenge GM has set itself reaching that goal. It is no coincidence that Stracke held a
to build the world’s best vehicles. number of senior vehicle development positions in
“When I get up in the morning I want to work hard Germany and the USA prior to being appointed to his
during the day to deliver the best cars for General Motors,” current post.
www.AutomotiveTestingTechnologyInternational.com
MARCH 2011 031
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INTERVIEW
“Our global engineering organization is very nicely the company’s development centers in the world it emerges ABOVE: Stracke next
connected now,” says Stracke, summing up what has been from – as Stracke acknowledges. to a Cadillac CTS,
an example of GM’s
achieved already. “The engineers can talk to each other “We have recently changed our integration strategy widening reach
24/7. We have ‘mass creation’, so that when a guy creates because we need to be stronger in terms of how we integrate around the world
something in one region, people in the other regions can the car,” he reveals. “That was still a weakness because in
see it immediately. We are also closely knitted together in the design and development of a vehicle, it’s the integration
terms of simulation, and have been for some years. that makes a difference. The integration piece is a core
“This process [of integration] has been ongoing for competency of a [car] company.
some time but we’ve now refined it in terms of who does “Take the Volt. Our requirements were very clear – we
what. We have aligned creative responsibilities to the didn’t want to hear anything when you drive.”
engineering centers. For example, within Europe it’s purely He drops his voice to a whisper: “There needs to be
the Delta [compact] platform. In North America, we have silence in the car!”
the [mid-size] Sigma, and also the majority of the truck “And we achieved that,” he continues. “But you need to
architectures. In Brazil we have the mid-size truck program drive the requirements down to the subcomponents in
and in Korea the small-car architecture. In China, we’re order to understand what noise level is acceptable or not.
considering a small, emerging-market platform that is a So your intelligence is not just in designing a brake system,
possible global architecture for the future.” an engine, or an interior, but how you make these operate
However, GM has yet to reach the point where the with each other.
quality of the product is the same, regardless of which of “I think the strength of our organization is the capability
Queen B
There has been another expectations,” says Barra. resources, which she
major new appointment “I’m excited by the opportunity accepted in 2009 to initiate
at the General, in the form associated with this new change in the company’s
of Mary Barra, who is now challenge and pleased to culture during the largest
senior vice president of be joining such a strong restructuring in GM’s
global product development, team with deep technical history. Prior to that, she was
in charge of design, knowledge and experience.” VP of global manufacturing
engineering, program Barra, who joined GM in engineering, with past
management and quality of 1980, has moved to this role positions including plant
vehicles for GM’s 11 brands from the position of vice manager, executive director
around the world. With more president of global human of competitive operations
than 36,000 members, her engineering, and director
team will also manage global
strategic product alliances.
“Knowing that today’s global customer of internal communications
for GM North America.
“Knowing that today’s global expects even more from their GM vehicle Barra will report to
customer expects even more Daniel Akerson, himself
from their GM vehicle means means we have to work harder than recently promoted from CEO to
we have to work harder than
ever to exceed those ever to exceed those expectations” chairman, and will also serve
on GM’s Executive Committee.
www.AutomotiveTestingTechnologyInternational.com
march 2011 033
INTERVIEW
what requirements to put into battery chemistry, it has all been developed internally.
I have a capability within my company that basically
my programs going forward” nobody else has in terms of electric motors, power control
software and the like. I have hundreds of software
engineers now, so we have all the knowledge internally
now of how to do power controls, for example.
technology quickly to the second and third generations in “We have a clear, diversified alternative propulsion
order to take the cost out. strategy to move away from a dependency on fossil fuel,”
“China knows it can never catch up on gasoline and says Stracke. “We start with EREVs, going to electric
diesel engines, so it is supporting electric vehicles very vehicles and many more hybrid vehicles (two-mode and
aggressively in its whole supply industry to try to leapfrog four-mode). We will see the hydrogen vehicle coming along
the industry in the segment,” he acknowledges. “They feel very soon too. We’re not giving information about dates,
they can lead in the future, whereas other organizations, but we’re working on it and we will be very competitive in
such as the European Union, have not directed their terms of when this car will come out.” ‹
034 www.AutomotiveTestingTechnologyInternational.com
march 2011
AERODYNAMICS
036 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
AERODYNAMICS
With acute pressure on OEMs to drive down fuel and period, we are able to look at flow in more detail and An imposing shot of
consumption in the face of rising oil prices – not also see how aerodynamic forces change with time.” MIRA’s FSWT, where
cutting-edge aero
to mention the parallel focus on CO2 emission Data gathered from LVAV is also vitally important for the measurement
reduction offering dual benefits of cutting global warming validation of CFD work: “LVAV provides us with a better techniques are
and improved fuel economy – R&D specialists in many understanding of the flow structure in the vehicle wake. being introduced
disciplines are pushing the frontiers of technology. Not We get a more detailed understanding of the critical flow,
least of those challenged with the task of making cars enabling us to develop measures to reduce drag. The main
cleaner and more frugal are fluids engineering teams such idea is to get an insight into the flow structures in the
as those at MIRA, which, in addition to its physical test wake, which we haven’t really had until now. To date, the
facilities, is working hard in the virtual world. One of the standard approach within the industry has been to use
newest techniques under development that is showing steady-state simulation of the wake. But the wake of a
promising benefits, especially for vehicle stability, is large normal vehicle is highly transient.”
volume airflow visualization (LVAV). One of the challenges for aerodynamicists is the fact that
“We started looking at LVAV four years ago as part of air is invisible and they cannot easily ‘see’ what’s going on.
a research project,” explains MIRA’s senior aerodynamicist, Wind tunnels detect forces like downforce and drag, but
Gianluca Orso-Fiet. “During normal vehicle development, never explain how those forces are generated. To reveal the
steady-state measures are taken with sampling over one or flow structures involved, flow visualization is required.
two minutes. But, having updated the data-acquisition Existing techniques – wool tufts, fluorescent paint, smoke
system in the tunnel to increase the sampling frequency wands, laser doppler anemometry (LDA) or particle image
www.AutomotiveTestingTechnologyInternational.com
MARCH 2011 037
AERODYNAMICS
velocimetry (PIV) detect only what is happening on a says Orso-Fiet. “Often CFD results are validated against
surface, or in a small slice of the flow. MIRA’s system uses the force data generated by a wind tunnel balance, which
helium-filled bubbles and Hollywood-spec Vicon motion- could be just a small contact point under each wheel.
capture cameras, and is designed to provide aerodynamicists When there are discrepancies between the two sets of
with a large-section view in 3D. results, it is difficult to tell where the differences lie as the
The system works by seeding the wind tunnel airflow CFD data may have 100 million discreet data points and
with neutrally buoyant, 3mm bubbles that serve as targets the wind tunnel only four. Comparing only the global
to be tracked by a 12-camera array. Provided a minimum forces is a blunt tool. By understanding the wider flow
of two calibrated cameras see a bubble, a three-dimensional field, and superimposing this data on the CFD predictions,
fix is obtained using stereo-photogrammetry. we can see how the two compare.”
Each bubble is tracked, revealing where flows originate LVAV is just one technique that MIRA is using to help
from and how they interact with the bodywork and other improve vehicle aerodynamic efficiency.
structures within the flow field. The system is capable of “We’re looking at vehicles on the market today and
tracking hundreds of bubbles in real time, giving a much investigating new areas of development where there is the
greater understanding of how a vehicle’s aerodynamic potential to reduce drag,” says Orso-Fiet. “Will there be
properties are generated. An in-house code converts the any surprises as a result of our research? Possibly the
motion-capture data into the correct format required by vehicle shape, and I guess we’re moving toward a more
commercial post processing software. This has unlocked streamlined shape as a general trend. However, you have
the capability to compare virtual and experimental data limitations because of the styling of the vehicle, and
sets simultaneously in the same software environment. functionality. So we’re looking at some specific areas such
“Improvements in wind tunnel measurement techniques as wheel-arches to improve the flow in that area. Cooling
can have a wider impact on aerodynamic development,” intakes are something else we’re looking at; also the under-
floor, where we can work to make it as smooth as possible
and incorporate a gentle diffuser for reducing drag and
038 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
AERODYNAMICS
structure with that energy. Jets can be from pumped air or “And over the next five to 10 years, a Cd figure of 0.20 is
from small membranes, which vibrate. realistic,” he states.
“Vortex-generators are a big thing at the moment. They However, with what Orso-Fiet calls ‘a radical change’ –
are not new – one of the Mitsubishi Evo models used vortex such as wheel fairings – the figure could drop below 0.20,
generators above the rear screen in order to keep the flow which is what today’s concept cars are achieving. He also
attached to the rear screen and enhance performance of predicts changes in style and dimensions, with drivers
the rear wing. The generators energize the flow and, in the opting for smaller cars with narrower tires.
case of the Mitsubishi, they keep the flow attached.” “The fashion toward wider tires has been a negative as
Such devices, and their input, are quite small. But several far as aerodynamics is concerned,” he explains. “Against
brought together could make production cars much more that, when you buy a car you want one that looks good –
aerodynamic. The average Cd figure today is between 0.28 one you like to look at!”
and 0.29. Some very good models achieve 0.25. MIRA’s fluids engineering teams are conscious of the
“These are figures that, 25 years ago, would have been impact that aerodynamics have on the thermal management
BELOW: The 12- seen only on concept cars,” says Orso-Fiet. of the vehicle. This is particularly the case when it comes
camera array to track But with all or many of the developments that MIRA is to hybrid and electric vehicles in the future.
the 3mm helium
bubbles seeded into looking at brought together on an average production car, “Hybrids and EVs are raising different and new thermal
the tunnel’s air flow Orso-Fiet believes figures of 0.21 to 0.22 are probable. management challenges because we have to take air
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042 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
WIND TUNNELS
ABOVE: Fastback
lines of the Sunbeam
Rapier, launched in
1967, were honed in
the FSWT at MIRA
RIGHT: The aero work
carried out on this
Aston Martin Le Mans
racer led to the design
of the 1970s V8
Vantage road car
www.AutomotiveTestingTechnologyInternational.com
MARCH 2011 043
18 0 m p h w i t h o u t m o v i n g a n i n c h
Take cutting-edge wind tunnel technology. Add a 180 mph rolling road.
created the world’s first and finest commercially available full-scale testing
environment of its kind, we did much more than create a new wind tunnel.
is difficult to make at the moment, especially when MIRA and a full moving ground are also being looked at, although ABOVE: Full scale
is earmarking US$400 million for a massive redevelopment the cost-versus-benefit of the latter could make it does not only mean
cars – HGVs can also
of its offices, laboratories, and proving ground control prohibitive. To have a full moving ground would deprive be accommodated
tower, as well as the creation of a new technology park. the FSWT of some of its flexibility, which is seen as one of
However, nothing has been ruled out. And one thing is for its many attractions. “We have to cater for a broad base of
sure: if a new FSWT were to be built, it would have to be customers, and we believe a full moving ground would be
an aero-acoustic facility – something many customers inappropriate for many of our clients and activities,”
would find beneficial. explains Jones.
Other improvements currently under consideration The tunnel’s data-acquisition equipment has been
include better boundary-layer control with a suction regularly updated, particularly over the past few years,
system. Currently, MIRA’s aerodynamicists use a trip with the latest investment being an Aerotech ATE high-
fence, which, arguably, produces more accurate results speed system for taking transient measurements. A 62-
than some suction systems. Small wheel-rotation devices channel PSI pressure measurement system has also been
www.AutomotiveTestingTechnologyInternational.com
MARCH 2011 045
WIND TUNNELS
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046 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
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POWERTRAIN TESTING
Insidejjob
ob
Will advances in simulation packages, engine dynos,
and data acquisition soon enable engineers to develop
new powertrains purely in the lab environment?
WORDS BY JOHN CHALLEN
048 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
POWERTRAIN TESTING
www.AutomotiveTestingTechnologyInternational.com
MARCH 2011 049
POWERTRAIN TESTING
SINGLE at 2011:
m o ti ve Te sting E xpo
Auto
d 1268
Hall 1, stan
www.single-temp.de
050 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
4172_Anzeige_en_58x250.indd 1 12.01.11 10:41
POWERTRAIN TESTING
“It seems likely that most of the development process “When developing an all-new engine, we use computer
will rely on simulation,” he predicts. “Actual engines will simulation exhaustively from the conceptual phase in
be used just to verify the results of computer simulations order to design the basic structure. Even when the
and to help improve the accuracy of theoretical models.” development process enters the detailed design phase,
Famed for its short vehicle development times – various aspects including performance, reliability, and
sometimes as short as 12 months for a mid-cycle facelift NVH, are simulated with a computer.”
model – it seems that the same rate of development could Harada says that more than half the specifications of an
be at work in Mazda’s Hiroshima’s powertrain test facilities, engine are determined using computer simulations, but
aided by some advanced lab-based technologies. stresses that this theoretical modeling is not intended to be
“Our latest bench-testing process involves a dyno that a replacement of actual, real-world testing.
can simulate everything from different road surfaces to the “It is generally accepted that testing methods will
forces from the transmission and other vehicle components,” become more computer-based. But I also expect that the
explains the Mazda man. “This dyno enables us to test the most notable change will be a shift toward a qualitative
full range of driving styles and road conditions, just as if improvement of development and testing methods. For
we were actually out driving in the field. We can also set example, there is currently a big emphasis on taking real-
weather and atmospheric conditions as desired. world tests and recreating them theoretically.”
CLOCKWISE FROM
ABOVE: A Mazda2
undergoing EU
powertrain testing;
Setting up a thermic
test at Renault’s Lardy
powertrain facility;
Renault’s powertrain
facility can simulate
many different
conditions; The new
cold bench at Lardy
www.AutomotiveTestingTechnologyInternational.com
MARCH 2011 051
BOOTH
1950
POWERTRAIN TESTING
“This setup enables us to simulate the drive cycles for (derivative) engine. For a brand new engine, we need to LEFT A non-fueled
hybrid spin cell
homologation as well as simulating weather conditions have collaboration between the simulation and reality and at GM’s in-house
from -10°C to +30°C,” explains Cornet. “From testing to then it is easy to simulate.” powertrain facilities
simulation, specifically for engine management software, It is an issue that divides powertrain engineers. Across
we use HIL validation. The software in engine ECUs works the water from Cornet is Daniel Kok, a Ford powertrain
on real-time conditions with simulation and is connected engineer based at Dunton Technical Centre in the UK,
to models and real parts. From the ECU we can then make which was runner-up in the Engine Test Facility of the
thousands of simulation changes.” Year category of the Automotive Testing Technology
In reality, there doesn’t seem to be a straightforward yes International Awards 2010. Kok has a different stance.
or no answer as to whether the future of engine development “Once correlated to good customer usage, rig testing
lies solely in the lab, but most agree that it will be validation can, to a large extent, be used for design verification at
work, not development work, that is done outside the lab. powertrain system and engine subsystem level,” he says,
“By 2020, we plan to carry out the majority of our adding that formal verification tools can help with robust
engine development through computer simulation models,” sign-off of powertrain control software.
confirms Mazda’s Harada. “We will still use actual vehicles “But with new feature contents, for example in vehicles
and engines for development, but it will be limited to with stop/start or hybrid-electric powertrains, we see a
verification and final tuning.” steady increase in the use complexity to which a vehicle is
Renault’s Cornet, meanwhile, is a little more certain: “I subjected. For this reason, the final product validation will
think it will be possible but it will depend on whether it is continue to rely on testing the vehicle and its powertrain
a grandmother engine (first in a new family), or a child in a representative real-world environment.”
www.AutomotiveTestingTechnologyInternational.com
MARCH 2011 053
POWERTRAIN TESTING
054 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
testing the future
tm
www.dvelectronics.com
SITE VISIT
056 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
SITE VISIT
ABOVE: The Q5
hybrid powertrain,
as tested in the
electromobility labs
BELOW: The Q5
hybrid undergoing
road testing
It won’t have a hybrid or electric vehicle of any for electric drive systems was added at a cost of €65 million MAIN IMAGE: Dyno
sort in its range until the Q5 Hybrid goes on sale (approximately US$87.7 million), bringing a further 390 testing. Engineers
from Drive Systems
at the end of 2011, but Audi has invested heavily staff to the facility – 340 of them at workdesks, plus 50 at test the electric
over the past few years in the infrastructure necessary to workstations directly at the testbeds and rigs. driveline, while their
develop EVs and HEVs. The company will of course tap in The building brings the different areas of activity for colleagues from
Electrical Systems &
to work done elsewhere within the Volkswagen Group, but electrifying the powertrain together under a single roof. Electronics handle the
it also wants to make sure that its vehicles live up to Audi Engineers from the drive systems department complete high-voltage batteries
customers’ high expectations: in the words of Frank van their design work on items such as electric motors and
Meel, the firm’s head of electromobility strategy, “The electric control software at the desks on the upper floors; once a
car must not be a rolling disclaimer – it is first and foremost component is ready for test, the activity moves down to the
a car.” first floor.
The Mechanical Units Center (building T23) lies in the During our visit, we see a number of dSPACE HIL rigs
technical development zone in the northwest corner of in action, testing ECUs in isolation, the communication
Audi’s Ingolstadt site. The first phase of this building was and interplay between the various control units in the
completed in 2007 at a cost of €60 million (approximately powertrain, and introducing other electronic hardware
US$81 million), and houses 450 people. Last year, a new components to the mix, such as a steering wheel with a
14,000m 2 wing containing a development and test center steering angle sensor for ESC input.
www.AutomotiveTestingTechnologyInternational.com
MARCH 2011 057
SITE VISIT
058 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
SITE VISIT
and durability are the focus of the tests at this stage,” says
Schmidmeier, and they can be set up to run 24 hours a day,
all year round, with no operator present at weekends.
mid-size models, and
The tour then moves past a test vehicle storage area to
sports cars.
Development is said to the full-vehicle testbeds located nearby. An Imtech altitude
be proceeding according simulation chamber allows Audi’s engineers to reproduce
to defi ned structures, but a drive that is akin to Grossglockner in Austria or Pike’s
not rigid thought patterns. Peak in the USA, up to a simulated height of some 4,200m
Free and creative thinking (13,780ft) above sea level.
is encouraged just as Cold starts or hot-weather running can be simulated in
much as classical the rolling road climate chambers, where temperatures as
engineering. The issues
include: How can the heat
low as -42°C (-43.6°F) and as high as +60°C (+140°F) can be
loss by the body and the reproduced, for vehicle speeds up to 162mph (260km/h).
whole vehicle be reduced? Airflow simulators reproduce drag, further enhancing the
How can pedal feel in accuracy of the test results.
recuperative braking be Across the road from the Mechanical Units Center, in
simulated and applied? the basement of building T20, are the test labs of Audi’s
Are new battery cooling Electronics Center, where engineers from the Electrical
ABOVE: Final checks are carried concepts conceivable?
Systems & Electronics department have two system test
out by development engineers And how can torque
before testing of the electric vectoring be integrated rigs for high-voltage batteries at their disposal. BELOW:
motor can begin on the test rig in the DSC of e-vehicles? Dr Reinhard Putzinger, from the battery development High-voltage plug
connections being
department, takes us down to the basement in the car- checked following
sized lift to show us the rigs, which were installed a couple testing in a climatic
of years ago. chamber
ABOVE: A single-
rotor Wankel
engine and 15kw
electrical generator
extend the car’s range
www.AutomotiveTestingTechnologyInternational.com
MARCH 2011 059
SITE VISIT
060 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
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Our experience encompasses virtually every type of technical facility and specialty system for automotive and
C motorsport testing, including driveability and emissions test cells, aerodynamic, acoustic, and climatic wind tunnels,
altitude chambers, and engine and powertrain test cells. The latest release of our automated test measurement and
control software, Test SLATE, offers a proven solution for integrating diverse hardware and subsystems, managing
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Product-independent
consultancy.
INTERVIEW
Leading light
Gordon Murray has a clear vision of the
future, one in which cars will be lightweight
and affordable, and more fun to drive.
He also has a couple of tricks up his sleeve…
WORDS BY ADAM GAVINE
They say you should never meet your heroes. chassis, and pre-painted body panels fi xed to the chassis
People cite rudeness or arrogance as unexpected in the final stage. This process, known as iStream, could
traits in their idols, but meeting Gordon Murray be the biggest advance in volume car manufacturing since
is disappointing for another reason. Expecting to meet a the Model T Ford assembly line, according to Murray, and
mad eccentric, I was instead met by an affable, modest, requires factories only 20% the size of typical facilities.
motoring enthusiast. He wasn’t even wearing one of his He offered the idea to McLaren in the early 2000s, but
famed floral shirts, and he made me a coffee. was told that the company’s focus would remain on low-
Many people, had they created the McLaren F1, would volume sports cars. Undeterred, he set out on his own in
be insufferable, but mention this milestone car to Murray 2004, taking a team of 22 engineers with him and setting
and he simply says, “The F1 wasn’t anything particularly up an office 10 miles away in the next town. With backing
trick – it was just Formula 1 technology applied to a road from MDV-Mohr Davidow Ventures, he received funding
car. Six weeks to make a monocoque – who cares? £74,000 to kit out his workshop, coincidentally sited next to an old
for the monocoque – who cares? It wasn’t particularly McLaren building, with all the equipment needed to create
clever, it just happened to be the world’s first carbon fiber prototypes of the T25 in-house. T25 is designed to illustrate
road car, that’s why it got a lot of attention.” to potential iStream licensees what his methods can achieve,
That’s not to say he doesn’t love his F1, but you’re more but remember, the car is just an iStream sales tool, unless
likely to see him driving a far more modest car. “I’ve always a customer wishes to buy that particular design.
liked small cars, and I’ve always been an advocate of light “We suffer enormously from being misunderstood as
weight. My everyday car has been a Smart since they came the people who are going to manufacture the T25,”
out. I started with a fortwo, and for the past eight years I’ve complains Murray. “This is quite natural as people
had a Roadster. That’s what I like, and that’s all I need.” like to talk about cars, but they don’t like to talk
However, mention the future of motoring, and you see about manufacturing systems. We wanted to
the genius within Professor Murray. In 1998, he had the build one running prototype of a vehicle of
idea that a factory could separate the vehicle assembly our choice to demonstrate iStream. It just
process, with the powertrain, wiring harness, brakes, so happened that for years I’ve had this
suspension and other components fitted directly to the concept of a little car that would
062 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
INTERVIEW
www.AutomotiveTestingTechnologyInternational.com
MARCH 2011 063
INTERVIEW
Gordon’s laboratory
Enter the workshop at GMD GMD staff can machine all their
HQ and there is a range of own body panels using a five-axis
fabrication and test equipment, machine, as well as all tooling and
both old and cutting edge, which pressing for suspension parts, etc.
Murray himself describes as “We never go outside for any
“a strange mixture”. development unless it’s a cold
Timber and clay is still used chamber or crash test – we have
for quick mock-ups of items such all our own rigs here. It’s cheap
as seating bucks and door jigs, and confidential, and if we promise
while on the other side, “the someone a car in 14 months,
latest greatest structural rapid we know we can do it. We have
prototyping machines” from a compliance rig and can test
Stratasys are used for castings and and benchmark cars. We set our
structural materials. This means targets for kinematics and camber
that following a design meeting, stiffness and physically test here
parts can be created overnight, and put the results in the computer
ready for the following day’s work. to correlate it,” explains Murray.
064 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
INTERVIEW
The Nano
Of all the cars on the market today,
Murray fi nds Tata’s Nano one of the
most intriguing, although he is keen to point
out that it has no similarities to the T25.
“The Nano is extremely clever but is born
from a completely different set of market
circumstances from the T25 and is
a completely different solution. To be honest,
if someone said to me, ‘your market segment
might demand up to 500,000 cars a year, and
that car can remain unchanged for years’, just from not including the nonsense – ABS,
you would use stamped steel, not iStream. power brakes, etc. The Nano’s the same. It’s
You’re not looking for ultimate levels the Austin Healey sprite 59 principle – it had
of light weight or safety – you’re looking no bonnet, no boot, no hinges, no latches,
at producing something with current and it was perfect. The concept between
technology, but reducing everything down these cars is almost identical.
to the minimum possible cost by leaving stuff “But all this is nothing to do with the T25,
off the car and by optimizing volume gains. which is designed for the sophisticated
That’s what the Nano is, and it’s very clever. European market, where people expect
It just doesn’t have stuff. If you want a good aircon and six loudspeakers but they would
comparison with the Nano, it’s the McLaren still love to have low retail costs and running
F1. Some of the lightness in the F1 came costs. That’s what iStream does.”
www.AutomotiveTestingTechnologyInternational.com
MARCH 2011 065
INTERVIEW
066 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
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PRODUCTS AND SERVICES EXHIBITOR
068 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
PRODUCTS AND SERVICES
departments of the major which would interrupt the
OEMs in 2002, engineers GPS signal. This was solved
spent a long time satisfying by using Racelogic’s IMU
themselves that the results ABOVE: Fifth wheels and other testing
Integration, which uses
matched their existing methods posed limitations to engineers high-sensitivity inertial
methods. One of the reasons measurement data from an
for this is that satellite-derived IMU integrated with GPS
data is accurate only if the to ensure that positional ABOVE: VBOX works with PC analysis
view to the sky is not and dynamic accuracy is software, either live or after testing
obstructed. If trees or maintained, even when
buildings obscure the view to the sky is obscured. and testing of ADAS (advanced
reception then dropouts can For MIRA, a UK-based driver assistance systems).
occur, leading to ‘noisy’ data. provider of engineering Brake testing is a popular
However, after many development and research use for GPS dataloggers in the
tests by different interested services to the worldwide automotive and tire industries.
companies, it turned out ABOVE: Measuring change in signal automotive industry, VBOX Racelogic’s flagship VBOX 3i
that VBOX was in fact more from the satellite (or Doppler effect), is the only technology that accurately samples speed
makes GPS data highly accurate
accurate than any previous works consistently in all and g-forces 100 times per
method, and quickly became conditions. Previously, the test second, along with a brake
a favored instrument due facility had used fifth wheels, trigger input accurate to
to its size, ease of use, and radar, microwave, and optical two nanoseconds. Using
versatility. GPS has now sensors. Its engineers now use Racelogic’s in-house-
become the most popular VBOX for all kinds of testing developed algorithms and
way to measure vehicle on various types of dry and calibration techniques, the
dynamics and performance wet surfaces with varying braking distance of a vehicle
due to the high accuracy, ease levels of grip. This includes can now be measured to
of fitment, flexibility, size, and ABOVE: Racelogic’s VBOX turned out performance testing, handling within ±1.8cm. This level of
ruggedness. Racelogic’s VBOX to be more accurate than any previous analysis, circuit and driver accuracy is essential, given
testing method, and quickly became
dataloggers are in daily use a favored instrument for engineers due
analysis, fuel economy testing, that improvements in braking
in almost every OEM test to its size, ease of use, and versatility tire verification, durability, systems and tires mean that
department around the world, differences in performance
both at proving grounds and are increasingly subtle. As
on the road. brake stops are one of the
When the acceleration most dynamic maneuvers
and fuel economy group in automotive testing,
at Chrysler proving every centimeter counts.
grounds were looking for With Racelogic’s
instrumentation to replace introduction of multicamera
its existing optical sensors, it video and graphic overlay
decided that GPS technology technology in 2008 with the
would give them the most launch of the Video VBOX
accurate results, and they range, engineers now also
already knew of the have the ability to overlay this
advantages Racelogic’s VBOX high-accuracy data in real
gave on open test tracks. time over footage showing
However, Chrysler needed to multiple camera angles on the
run tests on a tree-lined track, vehicle, making for even more
with a two-lane overpass, Integrating video with accurate data has opened a new dimension in data acquisition flexible and efficient testing. ‹
www.AutomotiveTestingTechnologyInternational.com
MARCH 2011 069
EXHIBITOR
PRODUCTS AND SERVICES
per second enables faster, more precise and more efficient work
502
ONLINE READER ENQUIRY NUMBER
QuantumX is the
new-generation DAQ
system for stationary
and mobile testing. It meets
industry’s demands for
maximum flexibility and
quality, and it substantially
reduces the time required to
develop a design concept into
a manufactured product.
Engineering and testing
departments in the transport
industry not only demand
high-quality data acquisition,
but also highly efficient test
procedures, instrumentation ABOVE: HBM’s new CX22 data recorder offers automotive engineers data storage rates of up to one megasample per second
and software tools for test-
bench and mobile applications. continuously changing easy way using TEDS An entire DAQ job can be
Validation and verification requirements. technology in the sensor, the easily configured to collect
of systems, components The universal amplifiers connector or via the integrated data by just pressing the start/
or complete vehicles are can measure any physical sensor database, which hosts stop button on the device or
established constituents of quantity ranging from all datasheets electronically. A through an intelligent trigger.
modern development cycles. pressure, force, temperature, cost-effective upgrade of TEDS Data can be stored at
Mobile data acquisition can displacement, acceleration, in existing sensor connectors a maximum rate of one
be used for data collection speed, strain, torque, current, is becoming popular. TEDS megasample per second (MS/s)
and input into models for voltage and CANbus dramatically reduces set-up on a removable, specially
virtual simulations and tests. messages. The QuantumX times and ensures consistent protected, CompactFlash
Laboratory or bench tests are modules offer state-of-the- quality, due to the calibration card. The data can also be
generally used for functional art signal conditioning, data it can store. transferred via Ethernet
development and performance supporting over 15 different HBM is now introducing to a PC, either directly
testing of components or transducer technologies per the QuantumX CX22 data by cable or wirelessly.
complete assemblies. Mobile universal input. Specialist recorder, which captures high- HBM has extended and
testing is also frequently modules are available for quality results acquired from enhanced QuantumX through
applied for fine-tuning temperature, voltage and distributed QuantumX DAQ cooperation with users, and
functional parameters and CANbus messages. modules. The data recorder’s has accomplished countless
final verification. HBM has pioneered many operating software offers an operational hours in mobile
The QuantumX system innovations, such as isolated autostart configuration and and stationary testing,
from HBM has now firmly channels, six-wire technology, a wide range of intelligent proving its performance
established itself in test-bench carrier frequency and auto- trigger functionality. and robustness.
applications, where it has adjustment routines, and strain The on-board data For over 60 years HBM
proved to be highly reliable, gauge bridge applications with processing unit reduces post- has successively developed
(for example, at BMW’s R&D incomparable noise immunity. process work, as well as the high-quality DAQ products
center in Germany). Due to It is now possible, for instance, amount of data stored on the that use the most advanced
its scalability, its potential to plug in a sensor and obtain internal memory by means technologies. These systems
for distributed configuration first measurement results in of functions such as virtual provide higher productivity
and its universal inputs, a few seconds. Parameters channel calculation, frequency by enabling users to work
QuantumX offers the can be set on every input, analysis, min-max values, faster, more precisely and
maximum flexibility for individually, in a quick and time-at-level and many more. with greater efficiency. ‹
070 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
WINDTUNNELS
TEST FACILITIES
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PRODUCTS AND SERVICES
Meggitt Sensing Systems Dytran Instruments
EXHIBITOR Tel: +1 818 700 7818
Tel: +1 949 493 8181
Email: info@dytran.com
Web: www.meggittsensingsystems.com
Web: www.dytran.com
www.AutomotiveTestingTechnologyInternational.com
MARCH 2011 073
ADMA ACS
Tel: +1 608 6631 590 EXHIBITOR
Email: acs-us@acscm.com
Web: www.acscm.com
Streamlined delivery of
technology centers and test cells
The ACS Integrated Project Delivery
506 (IPD) model is a seamless process
that provides a single source for
complete test facility design and construction,
equipment specification, selection and
procurement, and complete systems integration
and commissioning. Recognized benefits of the
IPD process include early identification of
project scope and cost, accelerated project
delivery, improved quality and functionality,
Inertial / GPS System for and project cost savings.
Vehicle Dynamics Testing Our staff is vertically integrated specifically
for the single source delivery of engine and
vehicle test facilities. Work assignments range
GPS synchronized from designing and delivering new corporate
easy to use technology centers to upgrading and renovating
single test cells. Our capabilities extend to
fast set-up custom test equipment design, fabrication
low data latency and installation, test data management,
and operations and maintenance support.
Success is achieved by utilizing our
fundamental knowledge of building design extends to multiple locations throughout the
and construction combined with expertise in world.
industry regulations, testing technology and ACS is an integrated design and construction
applications, and the ability to fully integrate services firm that specializes in the single
building and test systems. Working as an source delivery of high-performance engine
extension our client’s staff, our project work and vehicle test facilities.
www.AutomotiveTestingTechnologyInternational.com
MARCH 2011 075
GeneSys Elektronik
Tel: +49 781 96 9279-0
Email: mail@genesys-offenburg.de
Web: www.genesys-offenburg.de
whether you see data. While the real-time option continues to GSM link or an RTK network provider. Secondly,
be provided by the ADMA system, offline ADMA-PP is able to calculate position solutions
the letter „B“ or the calculation has two advantages. Firstly, GPS forward and backward along the time axis,
number „13“... But correction data can be downloaded from the which improves positioning accuracy. The
Internet for the required test run. This facilitates package is rounded off by an auxiliary module
when it comes to the design of installation work for the measurement process with a barometric altitude sensor.
a coupling for your transmission
system, you will not be fooled. En’Urga
EXHIBITOR
Millbrook
Tel: +44 1525 404242
4MeasureOnAir
Email: info@millbrook.co.uk
Web: www.millbrook.co.uk
EV development
in the UK %HVWLQZLUHOHVV
Millbrook, a leading vehicle test
516 and development organization, is
championing electric charging points
after playing a key role in the East of England’s
successful electric vehicle infrastructure bid. The
EValu8 bid, which secured the green light and
up to £2.9 million in funding in December 2010,
will see the installation of 1,200 electric charging
points across the East of England. To demonstrate
its commitment in leading the EValu8 Bedford
cluster, and to raise awareness of the bid,
Millbrook has installed two electric charging
points on its site. The company will work with
developers to trial and verify new technologies
and infrastructure to enable to UK to take
important steps towards electric vehicles
7KHGUHDPRIHYHU\HQJLQHHU
being a viable alternative for consumers. WHOHPHWU\RQURWDWLQJFRPSRQHQWV
“The EValu8 bid has already secured over
£7 million in funding from various sources, VDPSOLQJUDWHXSWR+]SHUFKDQQHO
which will ensure that, by the end of 2013, all
local businesses and residents will be no more four thermo-couple inputs per unit
than 25 miles away from a charging point,” says
head of laboratories at Millbrook, Andy Eastlake. RQO\RQHUHFHLYHUIRUDOOIRXUZKHHOV
“This is a fantastic initiative, and something that
we at Millbrook are championing, along with KLJKVSHHGSURYHQXSWRPRUHWKDQ
fellow industry members including Cranfield NPK
University, and the Nissan Technology Centre,
as the provision and access to charging points
is a key enabler in the mass uptake of EVs. www.aft-werdohl.de
EValu8 will link up with existing projects to
provide a wide integrated network of plug-in info@aft-werdohl.de
points, with retail outlets, public car parks,
railways stations, local businesses and AFT Atlas Fahrzeugtechnik GmbH · Gewerbestr. 14 · D-58791 Werdohl
residential streets already identified as $)76DOHV 6XSSRUW2I¿FH86$Â(DVW%LJ%HDYHU5RDGÂ7UR\0,
prime locations for plug-in points.
www.AutomotiveTestingTechnologyInternational.com
MARCH 2011 077
State-of-the-art solution of measurement and test -
Premax presents a state-of-the-art large scale solution for vibration data collection and monitoring,
MIMO modal analysis, and MISO vibration control. It adopts embedded kernel QNX operating system
to assure the real-time performance in measurement and test, which helps customers out of worry
about loss of data. While PXI structure creates Premax excellent synchronization and flexibility with
different types of input, wave source output and I/O modules. Multi Premax can be combined via
Ethernet LAN to build a large scale measurement system with hundreds or thousands of channels.
Econ Technologies
Tel: +86-571 88178376 Fax: +86-571 88178385
Email: sales@econ-group.com www.econ-group.com
PRODUCTS AND SERVICES
Peak Solution
EXHIBITOR Race Technology
Tel: +49 911 37 57 200
Tel: +44 1773 537620
Email: info@peak-solution.de
Email: sales@race-technology.com
Web: www.peak-solution.de
Web: www.race-technology.com
RUAG
Tel: +41 41 268 38 01
Email: aerodynamics@ruag.com
Web: www.ruag.com
www.AutomotiveTestingTechnologyInternational.com
MARCH 2011 079
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Tel: +91 20 3023 1111 Tel: +45 4566 40 46
Email: director@araiindia.com Email: gras@gras.dk
Web: www.araiindia.com Web: www.gras.dk
www.AutomotiveTestingTechnologyInternational.com
MARCH 2011 081
subscribe now To request a free subscription to
Automotive Testing Technology International go online to:
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EXHIBITOR
Email: info@asam.net
Web: www.asam.net
INDEX TO ADVERTISERS
ACS Inc .....................................................................41 IMTECH Deutschland GmbH & Co KG ........................47
Affiliated Engineers Inc .............................................61 Jacobs Technology Inc ..............................................61
AFT Atlas Fahrzeugtechnik GmbH .............................77 KMT – Kraus Messtechnik GmbH .............................15
AOS Technologies .....................................................24 LEMO SA ...................................................................83
Application Engineering Inc .......................................40 LMS International.....................................................IFC
Aries Ingenieria Y Sistemas SA .................................17 MAHA-AIP GmbH & Co KG ........................................27
ASAM e.V ..................................................................20 Manner Sensortelemetric GmbH ...............................54
Automotive Research Association of India (ARAI) .....80 MCE Stahl – und Maschinenbau GmbH & Co KG .......71
Automotive Testing Technology Online Meggitt Sensing Systems – Measurement Group .....39
Reader Enquiry Service .................................. 82, 84 Millbrook Proving Ground ..........................................29
Automotive Testing Expo Europe 2011 .........19, 21, 22 MOOG .......................................................................13
Berndorf Band GmbH .............................................. IBC Mustang Advanced Engineering ..................................3
Brüel + Kjær..............................................................25 PCB Piezotronics ...................................................... 41
Continental Tire North America Inc ...........................51 PCO AG .....................................................................72
Cotta Transmissions .................................................46 Peak Solution GmbH .................................................71
D & V Electronics Ltd.................................................55 Race Technology Ltd .................................................32
Dewetron GmbH ........................................................67 Reich Kupplungen .....................................................76
Dytran Instruments ...................................................27 Re-Sol LLC ................................................................35
Econ Technologies ....................................................78 Rototest AB ............................................................OBC
En’Urga Inc ...............................................................12 RUAG Schweiz AG .....................................................47
FAIST Anlagenbau GmbH ............................................9 Seoul Industry Engineering Co ..................................67
FGB – Fertigungsgeratebau A Steinbach GmbH ........52 Silicon Designs..........................................................35
Fundacion Cetena (CITEAN)....................................72 Single Temperiertechnik GmbH .................................50
G.R.A.S. Sound + Vibration.......................................29 The Battery Show 2011 ...........................................83
GeneSys Elektronik GmbH ........................................74 Unholtz-Dickie Corp ..................................................32
HBM - Hottinger Baldwin Messtechnik .....................11 Windshear Inc ...........................................................44
082 www.AutomotiveTestingTechnologyInternational.com
MARCH 2011
ANN_AU_90x250_en_b_Testing Technology 11.02.11 12:19 Page1
MOTORSPORT
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SafariKar
Mohs’ imagination
did not stop with the
Ostentatienne Opera, and in
1973 the SafariKar was devised,
a true premium SUV conceived
for hunting animals. The car
is quite remarkable, featuring
not only a folding hard top,
but large side doors that
slid outwards.
Again based on an
International Harvester truck
chassis, the SafariKar had room
Mohs
for eight hunters, with three
bucket seats up front, a three- To aid stealthiness, the car
seat bench in the rear, and was not merely painted metal,
a further two jump seats at but instead used cast Tenzalloy
the back, although these were bulkheads, heavy-gauge
intended for parade use (yes, aluminum sheet, polyurethane
Reality check
› The truck chassis was an is unclear how passengers a refrigerator, a safe, wanting a little more,
integral safety feature of would escape in the event a two-way radio system that but this added a further
the car, with its steel beams of a rear collision. could be linked to home 360 lb (163kg) to the
running the length of the › The heavy-duty 3m-long and office, sealed-beam car’s weight.
vehicle’s sides for impact wheelbase truck chassis tail-lights, a 110V converter, › The car is 248in long,
protection. This ruled out was required in order to a butane heater, a walnut 90in wide, and 69in high
side doors, so a single, rear- support the car’s 5,740 lb instrument panel inlaid (6,299 x 2,286 x 1,753mm).
entry door was devised, (2,600kg) weight. Similarly, with 24-carat gold, velvet › Designer Bruce Mohs (also
which incorporated an the 7.5 x 20in Denman upholstery, and ‘Ming owner of the eponymous
integrated skylight. The tires (a not uncommon Dynasty’ carpeting. seaplane operation) was
door was a huge feature, size now) had to be fi lled › To help hustle the car’s very keen on safety, and
with its hinge mounted with nitrogen to cope bulk, another refi ned fitted the sedan with ‘safety
at the windshield header. with the loads. feature from International bucket seats’. Presumably
When the door was opened, › The specification list Harvester was fitted: this just means the car had
a step lowered in the rear was remarkable, still a 304in3 V8 engine. bucket seats, rather than
bumper to ease entry into exceeding even that of A 549in3 V8 was also the bench seats that were
the vehicle. However, it a Maybach. Items included: offered to the customer popular at the time.
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MARCH 2011
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References on www.lmsintl.com/testlab