Antonov Multispeed electric vehicle transmission delivers 10% better efficiency compared with a single speed gearbox

The automatic transmission specialist Antonov - which is based at Warwick in the UK and has a new manufacturing plant under construction at Chongqing in China - has obtained further evidence that the energy efficiency of an electric vehicle equipped with its multispeed transmission is higher than with a single speed gearbox. Comparative studies by the company over eight different drive cycles suggest that the transmission delivers typically 10 per cent better cycle efficiency.

“The majority of electric vehicles are currently equipped with a single speed, so there are clear implications for the next generation of electric vehicles,” says Antonov’s business development manager David Paul. “Our analysis shows that with a single speed gearbox there is significant variation in drive cycle efficiency, whereas a multispeed transmission tends to be more consistent with better overall cycle efficiency.”


Antonov has been invited by the Technology Strategy Board (TSB) to present its findings at the UK’s leading low carbon vehicle event LCV2011 being hosted by Cenex this week at the Rockingham Motor Speedway in Corby, Northamptonshire. The TSB has helped fund several transmission research and development projects with the company’s involvement.

“The results are consistent with the multispeed transmission keeping an electric motor operating in its peak efficiency range,” says Paul. “Inevitably, there is a compromise with a single speed gearbox particularly in terms of low speed acceleration, hill climbing and high speed cruising. The 10 per cent step change improvement in efficiency can be achieved with just two ratios, but technical compromises remain in other areas. Three or more ratios are better, delivering additional improvements in performance and refinement as well as efficiency, with each additional ratio providing small incremental gains in cycle efficiency.”

Antonov has developed its latest analytical tools, which use sophisticated computational modelling, to help demonstrate the performance and efficiency benefits of its powershift multispeed transmission to electric vehicle manufacturers. It means the company can determine the ideal motor and transmission combination, as well as optimising the gear ratios and final drive ratio for any given electric vehicle application. The analysis supports real world vehicle trials.

Antonov is supplying Smith Electric Vehicles, the UK’s leading manufacturer of commercial EVs, with a prototype of its multispeed transmission for a TSB funded research and development project. The ‘E-Van’ electric vehicle demonstrator is based on Smith’s Edison 3.5 tonne delivery van, with Antonov’s 3-speed transmission currently being installed for test and evaluation.

Antonov’s multispeed transmission was first evaluated in a Jaguar Limo-Green research vehicle as part of a consortium project with Jaguar Land Rover and MIRA. This research and development project was also part funded by the TSB.

Now looking at a wide range of vehicle applications, particularly commercial vehicles, Antonov says the technology with its seamless shift quality has strong potential for further development as a 4 or 5-speed transmission, with virtually the same packaging. The design of Antonov’s powershift electric vehicle transmission is such that additional ratios can be easily added. It is also scalable to different classes of vehicle ranging from family cars to light commercial vehicles, taxis, delivery trucks and public transport buses.

Antonov has received two major innovation awards for the development of its multispeed transmission. In November 2010 it received the Innovation Award for Transport from theInstitution of Engineering and Technology. And in June this year it received an IDTechEx technology award for the most significant global electric vehicle development over the past two years.

| Antonov

New downsized engine range by Volvo: without compromising luxury or driving pleasure

The Volvo Car Corporation is taking the next step towards zero emissions and climate impact through a new, downsized engine range consisting solely of four-cylinder petrol and diesel engines.



"It's time to stop counting cylinders. At the Frankfurt Motor Show we will reveal a new concept car. It proves that downsized engines can go hand in hand with our customers' expectations on luxury and driving pleasure," says Peter Mertens, Senior Vice President Research and Development at the Volvo Car Corporation.



The Volvo Car Corporation's upcoming four-cylinder VEA (Volvo Environmental Architecture) engine range includes common rail diesels and direct injected petrol engines. It covers the whole range from high power and torque variants to fuel-efficient derivatives.





"Our four-cylinder focus is the perfect way for us to quickly reduce CO2 emissions and fuel consumption. We will develop four-cylinder engines with higher performance than today's six-cylinder units and lower fuel consumption than the current four-cylinder generation," continues Peter Mertens.



The new VEA engines reduce the number of unique parts by 60 percent. The new powertrains are also up to 90 kg lighter than the present ones and fuel economy is improved by up to 35 percent.



Pioneering flywheel technology

Modularity and compact transverse design are also ideal for future electrification developments. To cover all customer requirements, certain engines will gain added performance via hybrid or other spearhead technology, such as flywheel drive.



Later this autumn, for instance, the Volvo Car Corporation will become one of the first car makers in the world to test the potential of flywheel drive on public roads. The so-called KERS (Kinetic Energy Recovery System) captures braking energy in a flywheel that spins at up to 60,000 revs a minute. Once released, this stored energy can either accelerate the car or propel the vehicle once it reaches cruising speed.



"The flywheel system offers the driver an additional 80 horsepower while reducing fuel consumption by up to 20 percent," says Peter Mertens.



Competing with the best

The Volvo Car Corporation will promote economies of scale within the company's own model range via a new vehicle architecture: SPA (Scalable Platform Architecture). SPA allows most Volvo models to be built on the same production line irrespective of vehicle size and complexity.



"We're taking our technological future into our own hands. Both our new architecture and the new engine range will enable us to be on par or even beat our toughest competitors in crucial areas such as driving dynamics and fuel economy," says Peter Mertens.



Volvo takes the lead in lightweight design

In addition to the industrial benefits of common vehicle architecture there are also significant product-related advantages. The Volvo Car Corporation will take the lead in automotive lightweight design with upcoming SPA models being 100-150 kg lighter than current models of the same size.



The new architecture enables electrification at all levels - and new chassis technologies combined with the lower weight and improved weight distribution will boost driving dynamics. The electrical architecture is the backbone of the company's drive to reinforce its leading position in active safety.



Promoting exciting design

The new concept car unveiled next week in Frankfurt also shows that SPA offers the Volvo Car Corporation's design team greater freedom to give forthcoming Volvo models more exciting looks.



"The new architecture means we can sharpen our design language, carving out just the right athletic and dynamic aura that is so important to the most demanding prestige car buyers. The Frankfurt concept car is a great example of what we can achieve with the new architecture," relates Peter Horbury, Vice President Design at the Volvo Car Corporation.



| Volvo

BASF is a manufacturer of chemical products for the automotive industry's largest in the world. BASF ditaplikasi some brilliant touches in forvision.For instance, BASF succeeded in reducing the weight of the vehicle so the car takes less energy to move it. Components and heavy metals BASF replaced with composite plastic materials such as chassis. Plastic materials and the stability it has a function similar to old materials.Forvision featuring energy-efficient solutions such as solar cells are dye-based power-organic chemical dyes in the roof. Combined with Organic LED (OLED), the roof of the car, which was covered solar cells,is very environmentally friendly."Smart forvision is an impressive example of two leading companies from different sectors of the two sitting together," commented Thomas Weber, Daimler AG board member Responsible for Group Research & Development at Mercedes-Benz Cars."It's nice to see how the developers and designers Mercedes-Benz worked with researchers from BASF and draw up a concept car which combined provide meaningful insight into the future of electric mobility," added Weber happily.

Volkswagen presents latest efficiency technology system: world’s first cylinder shut-off in four-cylinder TSi

Volkswagen’s latest efficiency technology, a cylinder shut-off system, will debut in the new 1.4-litre TSI engine from the start of 2012. This is another large step for Volkswagen in terms of saving fuel.



Volkswagen is the first manufacturer in the world to implement cylinder shut-off on a four-cylinder TSI engine in high-volume production. The primary goal of the high-tech system is to reduce fuel consumption significantly by temporarily shutting off two of the four cylinders under low to medium loads. In fact, cylinder shut-off reduces fuel consumption of the 1.4-litre TSI by 0.4 litre per 100 km in the NEDC driving cycle. When Start/Stop functionality is integrated, which deactivates the engine in neutral gear, the savings effect adds up to about 0.6 litre per 100 km.







The greatest benefits of the cutting edge technology are realised while driving at constant moderate speeds. At 50 km/h, in third or fourth gear, savings amount to nearly one litre per 100 km. This new fuel efficient TSI will therefore also fulfil the future EU6 emissions standard. High efficiency does not exclude driving comfort: even when running on just two cylinders, the 1.4-litre TSI – with its excellent engine balance – is still very quiet and low in vibration.



Cylinder shut-off is active whenever the engine speed of the 1.4-litre TSI is between 1,400 and 4,000 rpm and its torque is between 25 and 75 Nm. This applies to nearly 70 per cent of the driving distance in the EU fuel economy driving cycle. As soon as the driver presses the accelerator pedal sufficiently hard, cylinders 2 and 3 are reactivated imperceptibly. The system takes its information from the accelerator pedal sensor to detect the mode of driving. If the driving exhibits a non-uniform pattern – for example, while driving in roundabout traffic or in a sporty style on a country road – shut-off functionality is automatically suppressed.







| Volkswagen

New generation of lambda sensors by Bosch

With the emission limits in exhaust legislation becoming ever stricter, exhaust sensors are becoming increasingly important. At the same time, manufacturers are becoming increasingly demanding with respect to sensors’ installation space, measurement accuracy, and robustness.



For this reason, Bosch is continuously driving the development of lambda sensors forward. It is now launching the LSF Xfour, the successor generation of the tried and tested LSF4.2 switching-type sensor. The new lambda sensor is smaller and more robust, and its measurement accuracy has been improved. In addition, it responds faster following a cold start.





Faster and more accurate, smaller and more robust

Compared with the LSF4.2, it takes half as much time to reach control mode following engine start. This significantly reduces the amount of time in which the engine’s emissions are uncontrolled. Combined with greater measurement accuracy, this will make it easier to comply with future exhaust standards. In addition, environmental impact is reduced. As overall length is shorter, the installation space needed for the entire sensor assembly has been significantly reduced, while increasing temperature resistance at the same time. As a result, there is greater choice when deciding where to install it in a passenger car’s exhaust tract. All variants of the sensor element can be equipped with a thermal shock protective coating as an option. This improves the sensor’s resistance to condensation in the exhaust tract following a cold start.



Multifunctional exhaust sensor, simple principle

Upstream of the catalytic converter, and occasionally downstream of it, the lambda sensor measures the oxygen content in the exhaust. This is an indicator of combustion quality. For one kilogramme of gasoline to be burned completely, roughly 14.7 kilogrammes of air are needed. The ratio of the mixture in the combustion chamber to the optimum mixture is known as lambda. Conventional gasoline combustion processes ideally operate at a setting of ‘lambda equals one.’ If lambda is smaller than one, the mixture is rich, with too little oxygen. If the ratio is greater than one, combustion is lean, with an excess of oxygen. This is the case with diesel engines, for example, or lean-burn gasoline engines. The switching-type sensor, which delivers an abrupt sensor signal when it detects a transition from a lean to a rich mixture, allows the optimum stoichiometric air-fuel mixture (? = 1) to be set precisely.



| Bosch

BMW develops laser light for the car

Following the introduction of the full LED headlight, laser light is the next logical step in the development of vehicle headlight technology. BMW is planning this step, thus further expanding its lead in innovative light technology.



As a globally successful carmaker within the premium segment, the BMW Group attaches the utmost importance to advanced technology in all sectors of automotive manufacturing. Exclusive innovations and technological leaps secure BMW’s lead amongst the competition. In the field of exterior vehicle lights, BMW also leads the way for example with full LED headlamps for the BMW 6 Series and with new developments such as the “Anti-dazzle High- Beam Assistant”, as well as with “Dynamic Light Spot”. The term “Dynamic Light Spot” stands for a marker light system that automatically illuminates pedestrians in good time, thereby guiding the driver’s attention.





After LED technology, laser light is the next logical step in car light development. BMW engineers are currently already working on the introduction of laser light as a further pioneering technology for series production within a few years. Laser light could then facilitate entirely new light functions for even more safety and comfort and at the same time contribute significantly through its higher degree of efficiency towards a saving in energy and fuel respectively.



Laser light produces virtually parallel light beams.

By definition, laser lighting is radically different from sunlight, and also from the various types of artificial lighting in common use today. For a start, laser lighting is monochromatic, which means that the light waves all have the same length. And it is also what is known as a “coherent” light source, which means that its waves have a constant phase difference. As a result, laser lighting can produce a near-parallel beam with an intensity a thousand times greater than that of conventional LEDs. In vehicle headlights, these characteristics can be used to implement entirely new functions. Also, the high inherent efficiency of laser lighting means that laser headlights have less than half the energy consumption of LED headlights. Simply put, laser headlights save fuel.



The intensity of laser light poses no possible risks to humans, animals or wildlife when used in car lighting. Amongst other things, this is because the light is not emitted directly, but is first converted into a form that is suitable for use in road traffic. The resulting light is very bright and white. It is also very pleasant to the eye and has a very low energy consumption.



Laser diodes are already in use today in the consumer sector.

Completely safe laser lighting technology is already in use in a variety of consumer products, though in many cases this is a product feature that goes unnoticed by the customer. That won’t be the case when this technology is used in cars, however, as planned by BMW. Here the whole point is that the advantages should be noticeable and visible. A further feature of laser technology, which has important implications, is the size of the individual diodes. With a length of just ten microns (µm), laser diodes are one hundred times smaller even than the small, square-shaped cells used in conventional LED lighting, which have a side length of one millimetre. This opens up all sorts of new possibilities when integrating the light source into the vehicle. The BMW engineers have no plans to radically reduce the size of the headlights however, although that would be theoretically possible. Instead, the thinking is that the headlights would retain their conventional surface area dimensions and so continue to play an important role in the styling of a BMW, while the size advantages could be used to reduce the depth of the headlight unit, and so open up new possibilities for headlight positioning and body styling.



A further advantage of laser lighting technology, and one which the BMW engineers intend to use to full effect, is its high inherent efficiency. A single statistic will make this clear: whereas LED lighting generates only around 100 lumens (a photometric unit of light output) per watt, laser lighting generates approximately 170 lumens. With statistics like this, it is not surprising that BMW is also planning to take advantage of laser lighting technology to increase the efficiency of the overall vehicle. And appropriately enough it is in a concept vehicle from the new BMW i sub-brand, the BMW i8 Concept, that laser lighting will get its first airing. After all, BMW i stands for a new premium concept that is strongly oriented towards sustainability.



Laser lighting: high efficiency and safety.

Safety is a key consideration in the development of laser lighting for use in passenger cars. For BMW, the complete eye safety of this technology for all road users and its complete reliability in day-to-day use have top priority. Importantly, therefore, before the light from the tiny laser diodes is emitted onto the road, the originally bluish laser light beam is first of all converted by means of a fluorescent phosphor material inside the headlight into a pure white light which is very bright and pleasant to the eye. As a result, in future it will be possible to use laser light to implement all the familiar – including more recent – BMW lighting functions such as Adaptive Headlights, the “Dynamic Light Spot” spotlighting system and the “Anti-Dazzle High-Beam Assist”. It will also be possible to use BMW laser lighting to implement completely new functions, which will have only minimal power consumption.



| BMW

Mercedes-Benz innovation: the NANOSLIDE

After five years and use exclusively in AMG engines, twin-wire arc spraying technology will now also be used in the series production of Mercedes-Benz diesel engines. Mercedes-Benz was the developer of what is now known as NANOSLIDE technology, in which twin-wire arc spraying is used to melt iron/carbon wires and spray them onto the cylinder surfaces of the lightweight aluminium crankcase with the help of a gasflow. Very fine finishing of the resulting nano-crystalline iron coating creates an almost mirror-like, smooth surface with fine pores, which reduces friction and wear between the piston assembly and the cylinder wall. Other advantages include lower engine weight, less fuel consumption and lower emissions. This innovation from Mercedes-Benz has been successfully used in the 6.3-litre AMG engines since 2006.



Mercedes-Benz uses the collective term BlueEFFICIENCY to describe a whole range of different measures designed to reduce fuel consumption and emissions: sophisticated aerodynamics, weight-saving measures and intelligent control of ancillary units are a few examples. With NANOSLIDE technology, the world's oldest automobile manufacturer is adding another innovation to this technology package. It sets new standards in the production of cylinder linings. These help to ensure that the piston moves up and down within the cylinder with the least possible friction losses. Comparatively heavy grey cast-iron liners with a thickness of up to five millimetres are the current state of the art.







The NANOSLIDE procedure takes a new approach. Wires of iron/carbon alloy are melted in an electric arc, and the melted material is "sprayed" onto the cylinder wall by a gasflow, where it is deposited as a layered, ultra-fine to nano-crystalline coating. The NANOSLIDE coating is then given an extremely smooth finish by a special honing process, after which it has a thickness of only 0.1 to 0.15 millimetres and has a mirror-like surface. The honing process also exposes pores in the material which are able to retain oil and thereby ensure optimal lubrication of the piston assembly. The result is not only low friction, and therefore greatly reduced mechanical friction losses compared to grey cast-iron cylinder liners (up to 50 percent), but also extremely high wear resistance.





Mercedes-Benz has plenty of experience with its in-house development of NANOSLIDE technology. In July 2005 Mercedes-AMG GmbH presented a 6.3-litre V8 which not only delivered outstanding performance figures, but was also the world's first series production engine to feature cylinder walls with a twin-wire arc sprayed coating. Since 2006 this cutting-edge cylinder coating technology has been a key component of all 6.3-litre AMG engines. The procedure has proved highly successful in more than 75,000 high-performance AMG engines to date, and meets all expectations. The specialist term "NANOSLIDE" has meanwhile become an accolade. The process involves numerous new inventions and ideas, and is protected by more than 90 patent families and over 40 patents.



In view of this positive experience, Mercedes-Benz is the world's first manufacturer to have developed this technology further for use in a V6 diesel engine.



NANOSLIDE reduces the engine weight by 4.3 kilograms compared to the preceding engine, and brings an additional fuel saving of 3 percent. The V6 diesel engine in the ML 350 BlueTEC, for example, develops an output of 190 kW (258 hp) from a displacement of 2987 cc, and generates 620 Nm of torque. Thanks to BlueTEC with AdBlue® exhaust treatment, this M-Class model already meets the emission values planned for 2014 in accordance with the Euro-6 standard, and as such is one of the world's cleanest diesel vehicles. With a combined consumption of 6.8 litres of diesel per 100 kilometres, the ML 350 BlueTEC improves on the figures of its predecessor by 2.1 litres, or 24 percent. CO2 emissions have dropped from 235 to 179 grams per kilometre, not least thanks to the new NANOSLIDE technology.







| Mercedes-Benz

Ricardo provides engineering expertise to support the University of Michigan ‘solar car’ project

The University of Michigan Solar Car Team and Ricardo Inc, the US subsidiary of Ricardo, today announced the results of their collaboration on the 2011 Quantum vehicle that will compete in the 2011 World Solar Challenge in Australia.



Ricardo assisted the University of Michigan in reducing the vehicle mass by more than 91 kg (200 lbs) by providing experts in vehicle dynamics, structures and power electronics to work with the student-only team. In addition to working to address weight issues on the Quantum, Ricardo engineers assisted in the development of the on-board lithium-ion battery pack and battery management system.





“At Ricardo, we have a passion for tackling and solving the most difficult industry challenges,” said Kent Niederhofer, president of Ricardo Inc. “Our engineers are thrilled to mentor such talented students and help cultivate the next generation of engineers while working on the ultimate electric vehicle. We are extremely impressed with the innovative thinking and talent of the Solar Car Team, and remain committed to helping them succeed as they aim to win the World Solar Challenge.”



"Ricardo has been the critical link to enabling the team to cut the weight of the vehicle” said Chris Hilger, business director of the University of Michigan Solar Car Team. “Through our collaboration, the team learned how to execute a much more comprehensive systems integration design strategy. This included using accelerometers to accurately determine the loads experienced by the vehicle, and weighing every component on the car down to each nut and bolt, to understand where extra weight could be reduced."



Considered to be the world’s most prestigious solar car race, the World Solar Challenge starts on October 16 in Darwin, Australia, and ends 1,864 miles away in Adelaide on October 23.



| Ricardo

Mazda Rear Vehicle Monitoring System to receive "Euro NCAP Advanced" Award

The Mazda Rear Vehicle Monitoring system (RVM) available on the Mazda3 will receive a coveted "Euro NCAP* Advanced" award at this year's Frankfurt Motor Show (IAA) next month.



Euro NCAP reviewed the Mazda RVM and were impressed by its many safety benefits. It helps a driver avoid dangerous situations or even collisions with other vehicles during a lane change. Two radar sensors, one mounted in each side of the rear bumper, constantly measure the distance to, and the relative speed of, surrounding vehicles.







At speeds above 60 km/h, Mazda's RVM warns the driver with a proximity indicator light in the door mirror on the side where, either a vehicle is in the blind spot area, or a vehicle will approach this area in the next 5 seconds from within a zone of up to 50 m. If the driver switches on the turn signal in the direction of the approaching vehicle, the proximity light blinks rapidly and a beeper sounds to warn the driver not to change lanes. The system is designed to work in virtually every kind of weather and detect all types of vehicles, including motorcycles.



Mazda identified that nearly 5 percent of all accidents are between vehicles driving in the same direction, nearly 80 percent of which are due to a lane change. Taking into account the system's specifications, the Mazda RVM has the potential to help avoid more than half of these accidents.





Mazda was the first Japanese carmaker to introduce a rear vehicle monitoring system to Europe with the Mazda6 RVM in 2008. It was then made available on the Mazda3 and the CX-7 in 2009, and will be included in the new Mazda CX-5 premiering at the IAA in September together with the facelifted Mazda3.



"Euro NCAP Advanced" is rewarding high-tech safety systems

Starting in 2010, "Euro NCAP Advanced" began rewarding and recognizing car manufacturers who make available new safety technologies which demonstrate scientifically-proven safety benefits for consumers and society.





Euro NCAP is an independent crash-test organization made up of consumers' associations, motoring clubs and transport authorities in several European countries. It has awarded automotive safety ratings since 1997.



Safety has always been a high priority for Mazda. The Mazda3 was awarded the five-star maximum rating on its last Euro NCAP combined safety performance tests in 2009 (for Adult Occupant Protection, Child Protection, Pedestrian Protection and Safety Assist). The Mazda6 received the same rating that year, while Mazda2 (2007) and Mazda5 (2005) received 5 stars for their adult protection (previous rating system).













| Mazda

New mid-range radar sensors for emergency braking in the middle and compact vehicle classes

In the coming years, driving will become even safer and more comfortable. Bosch is working toward this aim by improving existing assistance and safety systems while at the same time developing new features and improved sensors. "The high number of traffic accidents worldwide demonstrates the need for the best possible safety technology in the car," says Dr. Werner Struth, President of the Bosch Chassis Systems Control division, pointing to the results of a United Nations study. According to the United Nations, each year 1.3 million people die in road accidents worldwide, and some 50 million are injured. The annual number of road deaths could rise to 1.9 million in the next ten years - this increase will mainly be driven by growing traffic density in the emerging countries.



At Bosch, the findings of international accident research form the basis of the company's efforts to develop highly effective assistance and safety features. Skidding is often one of the causes of deadly accidents. ESP® provides a technical solution to this problem. Developed by Bosch, this electronic stability program helps prevent skidding. It went into series production for the first time in 1995, and has since become a mandatory standard feature in a growing number of countries.





Sensors that monitor a vehicle's surroundings and the networking of existing systems already form the basis for high-performing vehicle safety features. The current range of crash-avoidance products is rounded off by radar- ultrasound- and video-based functions such as the predictive emergency braking system, the side view assist, lane departure warning systems, and the night vision system.



In its efforts to develop new safety and assistance features, Bosch has a number of aims. On the one hand, the company is developing innovative products that offer tangible benefits and make driving even safer and more comfortable. In other words, these functions will make drivers’ lives easier. On the other hand, existing systems must become less expensive, as their cost will determine whether they can be employed in low-cost vehicles and in emerging countries. Only if safety technology is widely available can it make the contribution that is needed to injury-free and, ultimately, accident-free driving. Radar technology is one such development.



Smaller radar sensors with improved performance

Radar sensors have an especially long range, and allow distance and speed to be measured exactly. The first generation made by Bosch started off as part of ACC adaptive cruise control in 2000. Compared with this first generation, the current third generation of the long-range radar sensor (LLR3) is an improvement in every respect. Despite being about 60 percent smaller, its performance has been significantly improved. Moreover, the first-ever use of silicon-germanium technology in such a sensor reduces costs significantly. With a range of up to 250 meters and an aperture angle of up to 30 degrees, the LRR3 is the optimum sensor for high-performance ACC systems and predictive emergency braking systems in premium vehicles.



The radar sensor and the ESP® system form the basis of the emergency braking system. If the system detects an impending rear-end collision, it warns drivers and helps them brake. If the collision cannot be prevented, it automatically triggers full braking shortly before impact, making the accident considerably less severe. For dense inner-city traffic, Bosch has expanded the functional scope of the technology – the emergency braking system also supports drivers at speeds under 30 kilometers per hour. This technical solution will go into series production before the end of 2011.



In future, the new Bosch mid-range radar sensor will make such systems even more affordable. The sensor’s maximum range is 160 meters and its maximum aperture angle is 45 degrees. This means that emergency braking systems and ACC solutions can be used at speeds of around 150 kilo­meters per hour – which makes them feasible for use in the middle and compact classes. Installed in the rear, these features make it possible to fully monitor the blind spot. MRR will be launched at the end of 2012.



This new mid-range radar sensor operates like its long-range cousin in the 77 gigahertz frequency bandwidth. It is far superior to the 24 gigahertz variants available in the market, while costing roughly the same. It uses the frequency bandwidth that has been permanently allocated to automotive applications worldwide and is only roughly one-third the size of a typical 24 gigahertz sensor. Moreover, the 77 gigahertz version’s object separation is up to three times more accurate, and can measure speed and distance three to five times more accurately.



Video systems: an ideal supplement for radars

Used with radars, video sensors can provide a range of supplementary information. Merging the two types of sensor data gives rise to a very detailed “image” as an interpretation of the situation ahead of the vehicle. However, doing this calls for comprehensive expertise in all the relevant fields of sensor technology and image processing. The data can be used as the basis for powerful software algorithms.



The video sensor “understands” what is happening around the car. So the data can be used to detect not only vehicles and pedestrians, but also the direction in which they are moving. Moreover, the video data improve the ACC function. Movements across the line of travel can be detected sooner, so the system reacts more quickly, for example, when other vehicles overtake and cut into the driver’s lane ahead. The lane departure warning and lane keeping support features are fully based on video data analyses. Moreover, the video signals can also be used for adaptive light control as well as to detect traffic signals.



Accident prevention: drowsiness detection and motorcycle ABS

The dangerous phenomenon micro-sleep is usually preceded by a typical steering behavior. Bosch drowsiness detection continuously monitors the signals from the steering-angle sensor. If this behavior is detected, the system can warn drivers and urge them to take a break. Drowsiness detection can be produced at a low cost as a software function.



Apart from cars, motorcycles are frequently also involved in accidents. In many cases, the antilock braking system offers an effective remedy. Bosch launched a new, more compact generation in 2010. The basic version of the new ABS generation 9 for motorcycles weighs just 700 grams, which makes it the smallest system available. Its small size and reduced cost allow it to be used even in smaller motorcycles and scooters.



| Bosch

Mazda SKYACTIV Technology offers greater driving pleasure through weight reduction and improved performance

The Mazda CX-5, which will be seen in production form for the first time at the Frankfurt motor show, will be the first Mazda built using Mazda’s SKYACTIV technology, but what does SKYACTIV really offer the consumer?



Mazda’s radical new SKYACTIV technology encompasses the whole car, through the intelligent application of advanced engine, transmission, body and chassis technology and lightweight engineering. Mazda’s breakthrough SKYACTIV technologies deliver uncompromised driving pleasure and class-leading environmental and safety performance and will be an integral part of every new Mazda model that comes to market from 2012 and not just selected “eco” models.



Every Mazda driver will therefore fully benefit from this egalitarian approach to improved fuel economy and emissions which means lower road fund tax, less company car tax and smaller fuel bills. This flies in the face of the current trend of forcing environmentally-conscious drivers to pay a premium for economy-oriented and hybrid models.





SKYACTIV centres on three key areas – advanced engines with world-beating compression ratios, highly efficient transmissions, and sophisticated lightweight chassis technology for outstanding crash safety performance and enhanced driving enjoyment.



Up to 80 per cent of the energy contained in fuel is lost within a vehicle’s powertrain, so Mazda’s engineers adopted a radical back-to-basics approach to boosting the outright efficiency of their next-generation engines.



The new petrol-powered SKYACTIV-G engine features a class-leading compression ratio of 14:1 – higher than that of a Formula 1 engine. The result is 15 per cent increase in fuel efficiency, 15 per cent drop in CO2 - leading to lower road fund licence and benefit-in-kind bills - and an equally impressive 15 per cent hike in torque across the entire rev-range.



The SKYACTIV-D diesel engine, features an exceptionally low 14:1 compression ratio, coupled with two turbo chargers it posts some equally impressive figures, a full 20 per cent more economical than the powerplant it replaces, leading to reduced fuel costs and lower road fund licence and benefit-in-kind costs. It revs smoothly and cleanly to a high 5,200rpm and easily meets EU Stage 6 emission levels.



Rather than develop a range of transmissions to meet the different requirements of its global markets, Mazda’s drivetrain engineers took the bold decision to develop just two all-new six-speed transmissions to effectively deliver market demands.



The SKYACTIV-Drive six-speed lock-up automatic transmission brings together the best attributes of conventional step automatic transmissions, continuously variable transmissions and dual clutch transmissions in one compact and lightweight package. The result is a smooth and highly efficient gearbox that delivers up to 7 per cent better economy along with a direct feel and quick shift pattern – qualities aimed at the enthusiastic driver.



The SKYACTIV-MT is a lightweight six-speed manual transmission that has been designed to deliver crisp wrist-flick gear changes. Using a common second and third input gear and removing the reverse idle shaft has reduced the number of moving parts and trimmed its overall weight by 3kg.



Mazda’s SKYACTIV engineers also wanted to create a body that was stiffer and stronger, for enhanced dynamic performance and superior impact protection.



The new SKYACTIV-Body is the result of revisiting basic chassis principles and employs a forward-thinking straight and continuous basic framework in which each chassis section functions in a co-ordinated manner with other sections, creating a structure that disperses impact forces widely throughout the entire framework.



This, along with a 20 per cent increase in the amount of high-tensile steel, a higher proportion of weld-bonded sections and a markedly higher number of spot weld points has resulted in a body that is a full 30 per cent stiffer compared with current models in the Mazda range resulting in greater steering and suspension precision, meets the top tier criteria for crash safety assessments in all markets and an 8 per cent reduction in body in white weight, leading to significant reductions in fuel and emission based tax costs.



The SKYACTIV-Chassis is an impressive 14 percent lighter than before, and features suspension and steering systems that have been redeveloped from scratch to reinforce Mazda’s trademark driving dynamism while still achieving a lower overall weight, benefiting driving dynamics, economy and emissions.



The strut front and multi-link ear layout features lightweight construction as well optimised linkages and bushes for enhanced agility and greater ride comfort. A new electric power-steering set-up with a higher steering ratio, along with a new lightweight and highly rigid cross member results in exceptional steering precision and feedback.



| Mazda

New approach to side-impact mitigation from Prodrive in new Mini Rally Car

A new approach to roll cage design promises to make the MINI John Cooper Works WRC the safest car ever to enter the World Rally Championship. A combination of design innovation, rigorous analysis and exhaustive physical testing has allowed Prodrive to develop a new configuration of side-impact protection that could also improve the safety performance of other race and road cars.

With the introduction of new regulations in 2011, Prodrive sought a means to improve occupant safety within their demanding weight targets. A comprehensive diagnosis of previous accident damage to roll cages led Prodrive to a fundamental reappraisal of weld geometry, materials and manufacturing processes.



“The breakthrough came from completely revising the side impact protection bars, routing them farther away from each crew member and subtly changing their shape,” explains Paul Eastman, Prodrive head of rally engineering. “In an impact, this brings the structure into play much sooner, allowing softer materials to be specified to safely accelerate the driver and passenger over a longer period of time.”

The innovative new curved shape of the door beams allows them to withstand much higher impact forces than traditional straight bars, in a similar way to the improved dent-resistance of curved body panels compared to flat ones. The new shape also feeds the loads into nearby welds in a controlled direction, minimising the chance of failure by tearing. The beams are so far outboard that they pass through the car’s B-pillars, to which they are welded, contributing further strength to the structure.


The process that led to the new design is equally unusual. Before securing the MINI WRC programme, Prodrive’s engineers spent many months analysing the basic engineering ingredients that would comprise an “ideal” rally car. This required the development of a generic vehicle model and the definition of preferred characteristics such as weight distribution and body stiffness.

By making the model parametric, its values could be rapidly adjusted to simulate the behaviour of any particular car. When BMW announced the MINI Countryman, it proved to be a good match against Prodrive’s model of the ideal WRC contender and therefore the preferred choice for the company’s new rally programme.



The model of the ‘ideal’ car included a definition of the preferred attributes of the combined body and roll cage structure. Eastman continues: “The difficulties of making an actual car, without compromising the safety gains made on the virtual car, were considerable. But because we knew just how good it could be theoretically, we kept working at it to find a way to make it feasible for manufacture without losing safety performance or compromising weight.”

For the new roll cage, going the extra mile meant performing over 50 physical tests on specially prepared tube and weld samples and using more than 100 model configurations for finite element analysis. It also meant finding new ways to integrate the cage structure into the bodyshell, for example by routing the footwell diagonal brace through the front bulkhead in order to join the bottom of the cage to the opposite strut top-mount. This was a considerable packaging challenge, especially around the pedal box, but provided improved stiffness and also helped to optimise the centre of gravity.

The new configuration also helps to improve interior space, which has been a concern of rally crews in the new smaller 2011 cars . The new roll cage is thought to make the Prodrive-engineered MINI John Cooper Works WRC not just the safest in an impact, but also the most spacious. Eastman says that now Prodrive has a clear understanding of the new structure and the factors influencing joint behaviour that allow it to be manufactured, the benefits could be brought to other race series, or potentially even road cars.

| Prodrive

technology-Giugiaro Quaranta

Inside, the most striking innovation can be found in the multi-control steering wheel which reflects an idea already incorporated in the 1980 Medusa, a prototype developed by Italdesign and on display at its stand in Geneva: all vehicle driving and control functions are concentrated on the spokes, where the stalks have been eliminated and replaced with keys. This guarantees easier control by the driver, in a central position which can be obtained due to the absence of the gearbox-transmission block tunnel. This is possible thanks to the electric four-wheel drive system which eliminates any obstacles on the floor pan, making it completely flat. The generously-scaled central space of the cockpit can accommodate two adults and a child, behind the driver. The dashboard has been conceived with a sporting, modern look, with clean-cut details matching the style of the exterior, and equipped with a vast array of instruments. These are organized on two levels: the screens of the side and rear TV cameras are positioned on the upper level, with particular attention to the left-hand view mirror, useful when overtaking; the lower level is dedicated to the management of the vehicle. The drive-panel also includes a visor for Xray sensors for night driving. The dark-colored leather and alcantara upholstery reflects the most refined Italian taste.

The lighting clusters are extremely modern: the low-beam lights are based on led technology, while the full-beam are of the Bi-xenon type. The direction indicators, the tail and rear stop lights are of the full led type, inserted in a single box but differentiated according to color, assembled and adapted by hand at Italdesign Giugiaro.

Last but not least, the Italdesign Giugiaro Quaranta features 9 ½ by 20" alloy wheels, without hub caps for improved styling and aerodynamics, and four Vredestein tires as standard, which differ only in shoulder height: 275/35/R20 front and 275/40/R20 rear. The dimensions are certainly tight for a super sports-car but suitable for a 4WD car.