Sep 2011

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SEPTEMBER 2011
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Join us in SantAgata Bolognese to nd out
how the raging bull is developing cars
with quality to match their performance
The baby Range Rover may be
designed for mainstream appeal,
but it went through a hardcore
test program
www.AutomotiveTestingTechnologyInternational.com
Russ Varney
Jaguars chief program
engineer has the personality
to match his passion
How Nissan has made its
NV200 tough enough for
the streets of NYC
New York taxi Lamborghini
Hit the track at Autdromo
Internacional do Algarve
in Portimo, Portugal
Portimo Circuit
Evoque Evoque
Battery power is part of our
future. Learn how to make
it a bright one
EV testing
Transmissions
Drivetrain testing goes up a gear
LMS solutions for durability testing:
Rough and rugged mobile data acquisition in extreme
conditions
Flexible built-in universal signal conditioning
On-the-spot PC-less trackside data validation with
Smart Control
More information on www.lmsintl.com/durability
Leading partner in
Test & Mechatronic Simulation
When it gets
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Ad ATTI durability AUG 2011.indd 1 15/07/11 12:19
CONTENTS
004 RangeRoverEvoque
Notjustaprettyface:theEvoqueisevery
inchaproperRangeRover
CONTENTS
008 NissansNewYorktaxi
o the hue N van has een othehueNvanhaseen
preparedtotakeonaord-faousroe
024 Provinggrounds
eith Read rings you the atest proving eithReadringsyoutheatestproving
groundnesfroaroundtheord
031 Exhibitorinfocus
SierradeveopsthefrstEPA-approved
partiafodiutiontechnoogyfor3years
035 Supplierfocus
ectorCANtechsatesttechnoogyeans
youcandeveopECUsonthetestench
013 Tracktest:Portimo
oin us on track in Portuga as e try out oinusontrackinPortugaasetryout
theAutdrooInternacionadoAgarve,
achaengingutreardingtestcircuit
038 Interview:RussVarney
aguarschiefprograengineerfortheX
rangetakssoftare,standards,andthat
agicaast1%
044 LandRover
DirtytakithanPrins,LandRovers
technicaspeciaistforoff-roadcapaiity
050 Transmissiontesting
Moreratiosandorepropusionoptions
eanorechaengesintransissiontesting
058 Enginetesting
Areeapproachingatiehenengine
testingcanepureya-ased?
066 Lamborghini
WevisitLaorghinisSantAgatafaciityto
seehothearqueisdeveopingcarsith
duraiitytoatchtheirperforance
072 EVtechnology
Theatestdeveopentsanddeveopent
technoogyforthefast-groingordof
eectricvehicetesting
080 Real-worldEVtesting
WespeaktoDruianWeer,BMWshead
ofinnovationprojects,aouttheeneftsof
usingthepuicintesting
084 AutomotiveTestingExpo
NorthAmerica2011
TechnoogyandannounceentsfroNorth
Aericasforeostautootivetestingevent
FEATURES
COVER STORY
WHATS NEW
SEPTEmbEr 2011 001
004
044
038
066
The views expressed in the articles and technical papers are those of
the authors and are not necessarily endorsed by the publisher. While
every care has been taken during production, the publisher does not
accept any liability for errors that may have occurred. ISSN 1751-0341.
This publication is protected by copyright 2011. Automotive Testing
Technology International USPS 018-628 is published quarterly in
February, April, September and December by UKIP Media & Events Ltd,
Abinger House, Church Street, Dorking, Surrey, RH4 1DF, UK. Annual
subscription price is US$88. Airfreight and mailing in the USA by agent
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Printed by
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published by
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Subscriptions US$88
PRODUCTS AND SERVICES
098 Designing sounds for electric vehicles
100 Stereo vision for airbags
102 Vibration testing of EV hardware
104 Energy-saving shaker technology
106 Dynamic servo test systems
108 Experts and facilities enhance engineering
110 Quality control testing on components
112 Acoustic camera for 3D interior measurements
114 Electric powertrain test equipment
116 Full service supplier
118 Smarter and easier on-road testing
120 British innovation from motorsport
122 Optimal lighting solutions
124 Hydraulic simulation tables
126 Laser triangulation sensors
128 Advanced four PM dyno NVH system
130 Accurate ADAS verication
132 Pressure sensors in automotive testing
134 In-vehicle datalogging
136 Wind tunnels and test facilities
138 Fully integrated test equipment
142 Products and services directory
I have been lucky enough to
experience the future, and
youll be glad to hear its not as
bad as you think. Things still move
pretty quickly, even though its
generally a little quieter. Curiously,
my portal to the future was
a disused airport in Berlin.
The airport was playing host to
the Michelin Challenge Bibendum,
a celebration of international
research into sustainable mobility.
Think that sounds like a runway
full of gloried milk oats? Think
again. There were electric Boxsters
with massive torque, the stunning
Citron Survolt, which can crack
the sub-ve second 0-60, the
Peugeot EX1, which recently
averaged 86mph around the
Nrburgring, and even a Formulec
electric racing car.
I love a screaming V10 as
much as the next person, but
environmental matters aside there
really is something compelling
about these cars. Perhaps its the
constant wonder at just how fast
these battery-powered vehicles
take off the line, or maybe its the
realization shortly afterwards
that youre traveling at quite a lick.
I usually favor cars that sound
as though theyre going fast, even
when theyre just cruising along,
but in an electric car you can
go quite indecently fast without
realizing it, and without upsetting
the locals. Not that theyre silent:
they sound exactly like futuristic
cars in lms, which is great.
So there you have it: a petrolhead
turned volthead, although I could
never buy a car with range issues.
But perhaps in future this anxiety
will be overcome. BMW is all set to
unleash the i range, as youll see in
this issue, and there is an incredible
amount of research going into
battery capacity and fast charging,
as youll also discover.
However, just so you dont think
Im a complete convert, I also spoke
to some real gas-guzzlers from
Jaguar and Land Rover. Good as
EVs are, an XKR-S has something
they never will: a V8, one of the
most amazing sounds in the world.
Adam Gavine
Contact us at:
Automotive Testing Technology International
Abinger House, Church Street, Dorking,
Surrey, RH4 1DF, UK
Tel: +44 1306 743744
Fax: +44 1306 742525
Editorial fax: +44 1306 875824
Email: testing@ukipme.com
Editor
Adam Gavine
Chief sub editor
Alex Bradley
Sub editors
William Baker, Russell Cox
Sarah Lee, Lynn Wright
Head of production &
logistics
Ian Donovan
Production team
Lewis Hopkins, Cassie Inns,
Carole Doran, Robyn Skalsky
Art director
James Sutcliffe
Design team
Louise Adams, Andy Bass,
Anna Davie, Andrew Locke,
Craig Marshall, Nicola Turner,
Julie Welby, Ben White
Proofreaders
Aubrey Jacobs-Tyson,
Frank Millard, Sorcha Turney
Contributors
John Challen, Brian Cowan,
Alex Geisler, Dave Gorschkov,
Graham Heeps, Nick
Kurczewski, Peter Lyon,
Jim McCraw, Mike Magda,
John Miles, Keith Read,
Michael Scarlett, Satnam
Singh, Dean Slavnich, Richard
Stobart, Chris Theodore,
Adam Towler
CEO
Tony Robinson
Managing director
Graham Johnson
Sales & marketing director
Dominic Cundy
Editorial director
Anthony James
Publication manager
Jason Sullivan
International sales
Rob Knight
Circulation manager
Suzie Matthews
CONTENTS
016 Theodore
New technologies require new architectures
018 Read
All in good time for turbines
020 10 questions: Chris Biggs
Chevrolets vehicle line director for
global small cars shares his outlook
022 Ask Alex
Our resident automotive lawyer
considers what constitutes a moot point
022 Recall roundup
The latest vehicle roundup news
from the third quarter of 2011
026 Ask the experts
Our panel discuss the merits
of simply staying at home
160 Testbed legends
A tribute to the Lohner-Porsche Semper
Vivus, the worlds rst serial hybrid
REGULARS
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Editors note
SEPTEMBER 2011 002
116
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Ready to master the automotive test solutions that put you in the drivers seat?
Contact us at test@moog.com or download our free white paper on the automotive tests
of the future at www.moog.com/test
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WHATS NEW
Dont be fooled by the
celebrity consultations
on the interior, or the
uncanny resemblance to the
LRX concept on which it is
heavily based, Evoque is
a proper Range Rover.
That is the message from
Land Rover, which is pinning
its hopes on Evoque attracting
a younger customer base, and
continuing its worldwide sales
success. The marques global
sales of 181,301 units in 2010
were up 26% from the year
before and John Edwards, global
brand director, expects numbers
to increase further.
We want to be the gold
standard of the SUV market,
keeping within our core DNA
of design, capability, and
versatility, he stated at the rst
presentation of L538, or Evoque
as it is more commonly known.
The sales gures were strong
in China (23,459 units) and
Brazil (5,280), representing
year-on-year increases of
103% and 63% respectively.
So it came as little surprise
to hear that much of Evoques
development took in the BRIC
countries (Brazil, Russia, India,
and China) alongside more
traditional locations such as
Sweden, Dubai and Canada.
What was staggering, however,
was what the testing team found
in those regions that made them
re-evaluate the program.
When trying to assess the
terrain in emerging markets,
we could [replicate and] drive
the car over off-road surfaces at
different speeds, but we needed
to know exactly what those
surfaces look like, explains
Mark Parsons, principal
engineer for durability and
reliability throughout the
vehicles 26-month test
program, and one of just
100 core Evoque engineers.
Wading is completely
different there, so we had to
SEPTEMBER 2011
modify our wading standards to
incorporate what the customer
does with a vehicle in India.
Parsons stops short of
revealing what the new test
includes, but assures that it goes
beyond the companys current
standard of submerging the car
up to its waist.
There are areas that need
addressing when you go 100-
125cm, but they are for the
odd occasion in the vehicles
lifetime. In India, we saw
something in terms of the way
they use their cars and we had
to add this peculiarity into our
standards. The way they wade
with their vehicles during
monsoon season really made
us look again at what we
were doing.
Although it wasnt the
rst Land Rover development
program to test in China, L538
was certainly the most involving
work the company had done
in the country.

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004
The baby Range Rover may be designed
to cater for a new set of lifestyles, but
that doesnt mean it isnt tough
WORDS BY JOHN CHALLEN
WHATS NEW
SEPTEMBER 2011 005
The car features a completely
new fully independent
MagneRide suspension front
and rear. Parsons explains that
one of the key factors in its
application was assessing the
temperature, and keeping it
at an optimum.
Because MagneRide
operates thousands and
thousands of times more
quickly, it can generate more
heat, he explains. We had to
develop test cycles to prove out
the durability and temperature
profling of the damper. That
is just one example of where
we have developed new tests
to ensure the individual
components perform to
our standards.
Evoque is 35% lighter
(1,600kg) than the Range
Rover Sport. However,
lightweighting meant a new
problem for Parsons and his
team: material evaluation.
Ive made sure we have
looked at the car from an
off-road perspective in terms
of the durability of the
aluminum components, he
explains. We are used to
working with steel and can
predict how it will react in
certain situations. For these
extreme events, such as
mounting a curb at the wrong
speed or angle, we didnt have
that data for aluminum.
Real off-roading
Mark Parsons admits that
only a low percentage of
Evoques will go off-road, but
this didnt stop around 25%
of the 150-odd development
vehicles tackling tough terrain.
It was imperative that the
development feet experience
off-road conditions in order
to evaluate MagneRide and
other technical disciplines,
he says. We also had to
accumulate miles and look
at the life of the vehicle.
This meant evaluation of the
powertrain, fuel systems,
under-vehicle architecture,
and brushes and scrubs when
going through hedge.
The defnition of off-road
to some might mean standard
to emerging markets, he
maintains. Its the difference
between broken highways in
Russia and the UKs smooth
highways, for example.
Parsons says more than
30,000 off-road kilometers
were completed, including
stints at Eastnor Castle,
Herefordshire; MIRA, Essex;
and JLRs own proving ground
in Gaydon, Warwickshire.
The L358 test team also visited
tank development sites to
provide something similar to
the toughest challenges the
car could face.
LEFT: Going indoors
provides no respite for
Evoque prototypes as
they are subjected to
continuous salt spray
Magnetic attraction
Featured on the options
list for the Evoque is
the third generation of BWI
Groups MagneRide adaptive
dynamics technology. The
new generation of the
magnetorheological system
replaces the dampers single
electrical coil with two
smaller coils, and a bespoke
ECU with optimized control
algorithms for faster response
and a greater range of
damping control, to deliver
high levels of traction,
stability and comfort on and
off the road. The system also
reduces the infuence of roll
bars and springs.
BWIs manager of forward
engineering controlled
suspensions, Olivier
Raynauld, states: Land Rover
wanted a new level of
suspension control for the
Evoque. Adaptive Dynamics,
using BWIs MagneRide
dampers, provides that control
across all road surfaces and
under all conditions.
You cant just chamber test
in one environment you have
to go there to fnd states that
are unique to each market
When you look at the BRIC
countries, it is clear you cant
just chamber test in one
environment you have to
go there to fnd states that
are unique to each market,
comments Parsons. We got
to learn about odd issues,
such as how TV reception
interferes with car behavior.
Venturing outside the
Chinese urban environment
was also a must. We traveled to
rural areas for altitude and fuel-
quality tests, he explains. We
know there are poor quality
fuels in the market there, and
we need to understand what
they do to our cars.
In total 16,700 components
were tested and they, and
the car as a whole, were
benchmarked against the likes
of BMWs X1, Acuras RDX,
and Audi products specifcally
for interior quality. Proving
ground work included
50,000km (31,069 miles) at
Nard, 8,000km (4,971 miles)
(covering the equivalent of
two Formula 1 Grands Prix
a day) of high-speed testing
at the Nrburgring, and a total
of 20,000km (12,427 miles)
on- and off-road in Dubais
122F heat.
The Evoque design teams
desire to keep the LRX
concepts dimensions wasnt
the ideal scenario for
engineering counterparts.
It was more challenging in
some respects because we
couldnt just take parts off the
shelf and know they would
work; we had to stick to the
shape [of the LRX] and work
around it, recalls Parsons.
Evoque is built on a heavily
modifed version of the
Freelander 2s EUCD platform,
with which it shares just one
common part: the rear damper
top mount. The new platform,
dubbed LM-MS, enables Evoque
to sit 27mm (1.06in) lower
than the Freelander, but offers
more ground clearance at the
same time.
This platform has enabled
us to keep the show car
proportions, explains program
manager Paul Cleaver. It was
all about delivering on the
LRX design promise.
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WHATS NEW
The Nissan NV200
van will have already
driven hundreds of
thousands of miles on the worst
roads New York City (NYC) has
to offer, years before it registers
its rst fare as the citys ofcial
taxicab. In May 2011, the
NYC Taxi and Livery
Commission (TLC) chose
the NV200 as the Taxi of
Tomorrow. Beginning in 2013,
and for a period of 10 years, the
NV200 will become the ofcial
taxi of New York. To make
certain it meets the challenge,
Nissan has constructed a test
track specically built to mimic
New York roads at its Arizona
proving grounds.
Nissan is proud to provide
the next generation of taxis for
the City of New York, said
Nissan Americas chairman,
Carlos Tavares, at the time
of the announcement. The
NV200 taxi will give Nissan
the opportunity to showcase
our dedication to vehicle
quality and urban mobility
to more than 600,000
passengers every day.
The New York taxi eet
comprises around 13,000
vehicles, which travel a
cumulative 500 million miles
per year. The search process
for the new cab took more than
two years, and included strong
competition from Ford Motor
Company and Turkish
automaker Karsan.
When it debuts in little more
than 18 months, the NV200
will replace the aging Ford
Crown Victoria sedan as the
SEPTEMBER 2011
WORDS BY NICK KURCZEWSKI
Nissan sets out to build a cab tough enough for the Big Apple
NYC taxi
modern and fuel-efcient
replacement had to be found.
Powered by a 2.0-liter four-
cylinder engine versus the
4.6-liter V8 in the Ford the
NV200 is already guaranteed to
offer vastly better fuel economy.
Yet the Crown Victoria,
along with a selection of
other New York cabs, will play
a vital role in the design and
engineering of the NV200.
Nissan has taken the
extraordinary measure of
recreating New York City road
conditions at its Arizona Test
Center (ATC) in Staneld,
Arizona. Referred to simply
as New York Road, the course
was created based on taxi
eet operator interviews and
measurements taken in NYC.
Nissan replicated these road
TOP: Built for NYC: a transparent roof
panel offers passengers city views
ABOVE: Navigation and telematics
systems are standard, as is a charging
station for passengers, which includes
a 12V electrical outlet and two USB plugs
citys most common taxi.
The rear-wheel-drive, body-
on-frame workhorse has been
a mainstay of the New York
eet for more than a decade.
But with Fords decision to
discontinue Crown Victoria
production this year, a more
008
WHATS NEW
SEPTEMBER 2011
Transit authority
The New York Taxi and
Limousine Commission
has also named the Ford
Transit Connect as an
approved New York taxi,
which can enter service as of
now and remain in use, even
after the NV200 is introduced
in 2013. New York joins
Philadelphia, Boston and
Chicago on the list of big cities
where ofcials have approved
Transit Connect Taxi for use,
many attracted by the option
to run it on CNG or LPG.
For decades, Ford has been
synonymous with New York
City taxis, and we are pleased
residents and tourists now
will benet from our next-
generation vehicle, says Mark
Fields, Fords president of the
Americas. We have Transit
Connect Taxis in service
across the country, and people
love their spaciousness and
fuel efciency.
The taxi is certied to
Ford light commercial vehicle
durability standards, and
suspension components and
the underbody structure
have passed requirements
for potholes and curbs. The
39ft-turning circle makes it
easier to handle tight spots.
EV version on test
The NV200 may become
a greener machine in
the future, as July saw Nissan
begin global proving tests of
an electric-powered version.
For the rst phase, the Japan
Post Service is carrying out
tests, using a test vehicle to
collect and deliver post for
approximately two months in
the city of Yokohama. This will
evaluate NV200s capabilities
under a customers normal
usage conditions. Later, similar
proving tests will be carried
out both in Japan and Europe,
where similar evaluations will
be carried out with other
companies.
The role that can be played
by zero emissions vehicles
in promoting a balance
between economic growth and
environmental protection in
the realm of logistics is large,
says Nissans corporate vice
president Hideto Murakami,
responsible for the global
LCV business unit.
We will certainly reect
the customer feedback gained
from these proving tests in our
future product development,
and I expect our commercial
electric vehicles, based on
the NV200, will contribute
to our customers business
and to the development of
a sustainable society.
At the time of our interview,
Nissan was still in the process
of purchasing New York cabs,
both new and used, to run
on the New York Road course
alongside development mules
of the NV200 taxi. The nal
list of vehicles was being
determined, however, with
popular taxis such as the Ford
Crown Victoria and Escape
crossover, along with Nissans
own Altima hybrid taxi, already
shortlisted for inclusion into
the program.
The Arizona Test Center
is certain to put any vehicle
through a grueling regime.
Built in 1987, the 3,030-acre
site includes 34 miles of roads.
Testing is conducted 22 hours
a day, seven days a week. Nissan
vehicles accumulate upwards
of two million miles annually
at the facility, and roughly the
same amount on public roads.
Vehicle reliability, chassis
performance, NVH, braking
performance and powertrain
analysis are all part of the
roughly 3,000 physical tests
Nissan conducts at (or near)
the ATC.
The NV200 is already built
for commercial applications,
says Castelli, who believes these
utilitarian roots should help the
small van cope with the stress of
taxi service. In the case of a lot
of Nissans commercial vehicles,
testing goes to 400,000,
sometimes 700,000km. I think
that gives us a big leg up.
But this still marks the rst
time the NV200 will serve as
a taxi. In other markets around
the world, Nissans rear-wheel-
drive (Y31) Cedric sedan has
performed the role. Castelli
acknowledges that the Cedric
offers a proven platform, but
didnt represent enough of
a step forward when it came
to meeting the needs of New
York. The NV200 taxi is 26in
shorter than the 2011 Ford
Crown Victoria.
Our interior space is bigger
than the Crown Victoria, yet
with our footprint, we are
literally giving back 5.3 acres
of space to NYC, he explains.
Itll be the rst cab with
Our interior space is bigger than
the Crown Victoria, yet with our
footprint, we are literally giving
back 5.3 acres of space to NYC
surfaces and now plans on
incorporating them into the
NV200 program, as well as
standard vehicle testing.
Were actually still working
with the City of New York and
getting feedback from them
and from drivers, explains
Joe Castelli, Nissans vice
president of eet and
commercial vehicles.
009
WHATS NEW
features like side rollover
airbags and side curtains.
The NV200 will also be
the rst taxicab to undergo
crash testing in upt format.
This means that standard
taxi items, such as passenger
partition and meter, will
remain in place when the
van is crash tested.
The more things you put
in there, the more things move
around, Castelli explains.
We thought it was important
to test the vehicle fully upt
for the safety of passengers.
The basic structure of the
NV200 should remain similar
to what has already been seen,
although many features are
already being rened and
revised. The shape of interior
grab handles, the design of the
intercom system, the size of the
glass roof, and even the layout
of advertising space on top of
the vehicle, are a small part of
a long list of unique engineering
demands. Every NV200 will
include a backup camera,
a driver-controlled navigation
system, USB ports and a 12V
charging station for passengers.
Its going to be dramatically
different, says Castelli.
Early testing and interviews
have already led to design
alterations. A light has been
added on the back of the sliding
side doors, to alert other drivers
that passengers are exiting or
entering the vehicle. Another
light, located beneath the rear
passenger seat, helps passengers
who have dropped an object on
the oor. These small changes
should add up to a vastly
improved taxi experience for
both drivers and passengers.
However, according to
Castelli, one of the most
common questions he hears
asked is whether New Yorks
Taxi of Tomorrow will retain
its traditional yellow paint job.
The answer is yes, he
conrms.
Karsan V1 Ford Crown Victoria
Checker Cab
The Checker Cab is
perhaps one of the most
iconic vehicles ever, taking its
place in New Yorkers hearts
alongside the Chrysler and
Empire State buildings. From
its inception in 1922, the
Checker Motors Corporation
made several popular models,
but it was not until 1961 that
it created a bit of history with
the Marathon, which remained
in production for 21 years.
The Marathon was popular
due to its durability and space,
while its longevity with few
changes also meant that
replacement parts were
plentiful. Indeed the only
changes made to the design
were to meet legislation,
with the addition of impact-
absorbing fenders and a
collapsible steering column.
However, the choice of six- or
eight-cylinder engines from
Chevy meant that the cab was
both large and thirsty, so many
operators decided to run the
engine on propane.
The nal Marathon was
made in 1982, when Checker
exited the business. The
company continued operation
at partial capacity making
Cadillac parts until 2009,
when it became bankrupt.
SEPTEMBER 2011
The Ford Crown Victoria
will be familiar to most
of you, even if only through
TV shows and movies, as it
was a long-time favorite of taxi
drivers and police ofcers,
accounting for around 94% of
all taxicab sedans in New York
and more than 80% of police
pursuit vehicles in the USA
since its introduction in 1951.
Looking back, it was not
an obvious choice for taxi
companies, with rear-wheel-
drive and V8 power. However,
the V8 was hardly stressed,
with its 4.6-liter SOHC bulk
only delivering 224hp at
4,800rpm, and 239 lb ft of
torque at 4,900rpm. However,
its steering system and
suspension received several
upgrades over the years,
which made it comfortable.
Among the most recent
enhancements were an
increase in torsional rigidity,
a redesigned independent
front suspension and new
monotube shock absorbers,
as well as a new variable-ratio
rack-and-pinion steering
system with variable power
assist, which provided a more
precise feel and reduced the
turning circle by almost 1ft.
President of Ford Division,
Jim OConnor, says the Crown
Victoria offered advantages
of a full-size rear-wheel-
drive car a smooth ride,
roominess, comfort and V8
power. It is one of the best
values in the industry. Crown
Victorias safety, durability
and dependability provide
customers with pride and
peace of mind.
Many were surprised
that Karsan V1 didnt
win the Taxi of Tomorrow
challenge, as it was the only
entrant that was custom-
designed for the application
rather than being a modied
product, and offered New
York a unique product. For
those unfamiliar with the
company, Karsan is a Turkish
company with more than 40
years of experience in urban
vehicles, having produced
more than four million
vehicles for brands including
Hyundai, Peugeot Fiat,
Renault, and Citron.
The V1 is designed for
maximum interior space, with
seating for four passengers,
as well as space for strollers,
suitcases and shopping bags.
Occupants can also admire
the skyline through the
panoramic glass roof.
In addition, the cab is 100%
compliant with the Americans
with Disabilities Act (ADA),
as it has access ramps that
extend out from either side
of the vehicle, so wheelchair
passengers, as well as riders
with strollers, can exit from
the curb side at all times.
Currently, fewer than 300
of NYCs 13,000 yellow cabs
are wheelchair accessible.
A choice of powertrains
was proposed, including
CNG, hybrid or electric
power, to give the taxi the
built-in exibility to adopt
the most sustainable engine
available at any given time.
Karsan promised New
Yorkers that if it won the
challenge, it would assemble
cars in Brooklyn, New York,
potentially returning auto
making to the city for the
rst time in a century.
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Visiting Autdromo
Internacional do
Algarve is no hardship,
as it lies nestled in the hills of
Monchique, just outside the
sunny vacation resort of
Portimo in Portugal. These
hills are key to the circuit, and
have been enhanced by the
addition of 5,000,000m
3
of soil.
This topography means visitors
breathlessly use words like
roller-coaster and corkscrew
after their frst laps; make
no mistake, you dont want
a big breakfast before testing
on this circuit.
Since opening in 2009,
the US$250 million circuit
has become popular with the
motorsport fraternity, hosting
FIA GT1 and GT2 races among
others, with F1 tipped as
a future possibility. Automotive
companies such as Jaguar and
Portimo
Join us on a lap of Autdromo Internacional do Algarve, more commonly
known as the Portimo Circuit, a racetrack that is gaining popularity with OEMs
WORDS By aDam gavine
SEPTEMBER 2011
CIRCUIT TEST
McLaren are also visiting the
circuit for their road car
development work because its
layout accelerates test programs.
We found Frank Klaas, Jaguar
Land Rovers media boss at the
circuit, who told us that, one
lap of Portimo is like driving
73km [45 miles] on the road.
Compared with road testing,
using this circuit accelerates
our testing by a factor of 100.
Its easy to see why: this
circuit is tough. Up to 64
different track confgurations
are possible, but we chose the
full-length version. Setting off
on the 2.89 mile (4.658km) lap,
a 969m pit straight provides the
only fat section of the circuit
before dipping and rising to the
frst of 16 corners. You need to
wipe off some speed here as an
acute right-hander looms ahead,
swiftly followed by a 90 left,
a short uphill section, then
another hairpin right. Dont be
tempted to accelerate too hard
or youll be following some
rather alarming tire marks
leading straight into the gravel.
The designer, Paolo Pinheiro,
who is also the circuits CEO,
clearly anticipated such
mishaps, as the gravel runoffs
are generous, as is the tracks
15m width.
Onwards and upwards,
a long left-hander leads to
a straight before dipping down
to a hairpin left. Again, this is
A hit with the
motorsport fraternity,
the Portimo circuit is
also proving popular
with OEMs such as
Jaguar and McLaren
013
a good chance to test the brakes
if you dont want to be a victim
of Portimo. Hang on tight,
because it gets really interesting
in the next section. The track
rises uphill again and to the
left, then down, then up again,
into the only corner that has
a name at the moment. The
Craig Jones corner, named in
memory of the World Superbike
rider who died at Brands Hatch
in a 2008 race, is certainly
memorable, being a 120 uphill
right-hander, leading to a blind
crest, another dip, a short
straight, and another sharp
uphill left-hander.
Tense those stomach muscles
as next up is a double-apex
right that then plunges down
into a fast left, followed by a
160 left and another right, all
the while dealing with changing
camber. The end is in sight,
but you cant relax as the fnal
challenge is a very long 180
right that drops to the fnal
corner, linking back to the
straight.
Test drivers will enjoy the
challenge of this circuit, as
will engineers: it would be
entertaining if fat, but its hills
and cambers take it to another
level, and is a real test of
suspension, ESP, braking and
steering. It will take drivers
many laps to learn the layout
and to build a repeatable
rhythm, but the rewards are
enormous. No wonder the
likes of Fernando Alonso
and Lewis Hamilton have
praised the circuit. It can serve
as a condensed Nordschleife,
putting enormous stress on
a vehicle without having to
contend with unpredictable
trackmates.
The weather is rather more
predictable too, with mild
winters, though a high-tech
software-controlled asphalt
watering system can provide
all the rain you might want.
Dont think this is just a
supercar circuit either. Any car
program would beneft from the
trials of Portimo: even electric
vehicles, thanks to the recently
completed Photovoltaic Center,
which is an integrated energy-
effciency project that includes
a solar thermal station for
heating water, a photovoltaic
solar plant for the production
of electricity, and recharging
points for electric cars.
This highly physical circuit
will wear out the driver before
the car, but the rest areas are
modern and comfortable, as is
accommodation, with a fve-star
Radisson Blu being constructed
on-site. If you wish to stay off-
site, cars can be stored in the pit
garages, and there are plenty of
hotels and resorts within a short
drive. Access is easy, with
motorways close by (as well as
some entertaining local roads),
and Faro airport is just a 45-
mile drive away. A Technology
Park at the complex means
that manufacturers can create
a base at the circuit, should they
decide Portimo is a key test site
for them.
The downsides? Very few.
Being primarily a racetrack,
it is designed for accessibility,
not privacy, so camoufage is
recommended for prototypes as
the circuit can be viewed from
surrounding areas. Again, being
more of a track than a proving
ground, it would be unfair to
criticize a lack of test facilities
apart from the track itself.
Off track
The latest addition to
the circuit, again built
for motorsport, but which can
beneft the automotive sector,
is a 3.1-mile (5km) off-road
track, plus a 1.4km (0.9-mile)
motorcycle-only section. Like
the main racetrack, its layout
takes advantage of the sites
rolling topography.
The idea started when KTM
came here to present the new
RC8 motorcycle to the press,
explains Miguel dos Santos,
marketing director at the
circuit. After that they went
to Spain to present an off-road
bike, so we thought, Most of
the manufacturers who come
here to present cars and bikes
also have off-road models or
SUVs.
To build the track, AIA put
together an initial layout,
which was then physically
created in 3m-wide guise on
land already owned by the
circuits developer, Parkalgar.
Some revisions were made
before further earthmoving
opened up the full 7.4m-wide
circuit. The project included
input from professional off-
road drivers and took four
months to complete. Space
exists to expand the track
further in the future, if
demand proves strong.
CIRCUIT TEST
No wonder the likes of Fernando
Alonso and Lewis Hamilton have
praised the circuit
Even the access
roads are fun. At the
top left of the picture
you can see the
hotel and apartment
complex being built
SEPTEmbER 2011 014
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OPINION
In past editorials, Ive commented on
the market challenges facing plug-in
hybrid and battery electric vehicles, along
with the need to reduce the weight of the
body structure to make the business case
more viable. If these new technologies are
to succeed in the mass market, vehicle
architectures will need to be re-examined
as well.
Virtually all mass-market manufacturers
have introduced, or will introduce, PHEVs
and BEVs. With the uncertainties of the
market volume potential, they have
rightly built these vehicles on existing
architectures. Yes, the Chevy Volt and
Nissan Leaf are adapted from existing
platforms. Start-ups such as Tesla and
Fisker have chosen to utilize new lightweight
technologies in their new designs. Better
to spend money saving weight, than
spend even more on additional batteries.
Yet the architectures utilizing these new
technologies have not taken advantage
of the savings and synergies that a new
architecture might provide.
All that is about to change. Until now,
it would have been heresy to think that
BMW would diverge from unibody (or
monocoque) construction. The new i3
electric city car will feature novel body-on-
frame construction. BMW has chosen
this new architecture in recognition that
it should spend every additional dollar
saving weight until the cost of weight
reduction exceeds that of adding an
additional battery. With body-on-frame
construction, a simplifed, more
manufacturable carbon-fber body is
possible, without the complication of
reinforcements and worries associated
with fatigue failures from chassis loads.
The chassis can then be manufactured from
aluminum in a more cost-effective manner
to save even more weight.
Despite the investment in lightweight
materials and a new architecture, the i3
is still 600 lb heavier than a Mini (although
it is a bit larger). The benefts, however,
are that the i3 will weigh about 600 lb less
than a Nissan Leaf, with comparable interior
space. Imagine the weight and fuel economy
of a Mini if it incorporated a new
architecture with carbon-fber and
aluminum construction!
The need to rethink vehicle architecture
is the reason I introduced the Uni-Chassis
concept at the SAE World Congress this
year. Why create a battery box that needs to
support the 2g loads of a 400-800 lb battery
pack, and then reinforce the body to take the
loads of the batteries and battery box?
Why not use the battery box as the
structural backbone of the chassis,
and use body-on-chassis construction?
The result is that both cost and weight
are reduced. Other advantages include
modularity and scalability. As vehicle size
grows, a longer wheelbase would provide
more space for the additional batteries
required. One fexible Uni-Chassis design
could support a family of vehicles. Mass-
market manufacturers have expressed
interest in the concept for second-generation
PHEV and BEV vehicles assuming that the
market materializes. Several start-ups are
investigating this concept as well, as they
wait for funding to materialize.
One must also wonder if it is time to
re-examine architectures for conventional
powertrains. With ever more stringent
fuel economy regulations, the lowest
total system cost solution will win.
Im still betting on mildly electrifed
IC powertrains packaged in innovative
lightweight vehicle architectures.
Time will tell if I am right.
Chris Theodore has more than 30 years
experience in automotive development,
including stints at each of the Big Three
in the USA
New techNologies require New architectures
OPINION
Imagine the weight and fuel
economy of a Mini if it
incorporated a new architecture
with carbon-fber and
aluminum construction!
SEPTEmbEr 2011 016
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Electrical, Mechanical & thermal testing
EPT TEsT sysTEms
Throughout many years observing
the results of automotive development,
a particular situation has cropped up more
than once: the dependency of a good
invention upon the subsequent development
of other systems and/or components that,
when combined with the original concept,
make an even better end-product.
Take, for example, Citrons
Hydropneumatic suspension, which was
conceived in the 1940s. For almost 40 years
Hydropneumatic continued in more or less
the same form, until the arrival of later
electronic sensors, microprocessors and
technologies. The result? Hydractive
suspension was launched in 1990, and
is now in its third generation. It was the
subsequent development of parts,
components, and technology that
transformed Hydropneumatic into
the superior Hydractive.
Back in 1950, when Citron was poised
to launch Hydropneumatic suspensions onto
an unsuspecting world, Rover unveiled the
frst turbine-powered car, Jet 1. Despite its
aircraft jet engine and the two-seaters
experimental nature, Rover predicted
that showroom turbine cars would be in
production within three to four years. A bold
forecast and one that was way off target
It was early 1960 before a potential
showroom Rover turbine sedan was unveiled
and even then it never went into
production. At the same time, across the
Atlantic in Detroit, Chrysler was starting
assembly of more than 50 gas turbine cars
for experimental development. Since those
early days of turbine cars, with the exception
of the Rover-BRM Le Mans race car and
experimental models from GM and Toyota,
weve heard virtually nothing more. Until,
that is, Jaguar stunned last years Paris
Salon with its C-X75 turbine-powered hybrid.
The arrival of hybrids as a desirable and
practical design feature truly opens the door
for turbines. Im not suggesting that Jaguar
is going to suddenly unveil volume-produced
turbine hybrids. Indeed, the frst examples of
the C-X75 will have a conventional gasoline
engine and driveline. But the seed has been
sown and is, I believe, starting to germinate.
Tata, Jaguars owner, has become a minority
shareholder in Bladon Jets, its UK-based
turbines partner, and the future will almost
certainly see Jaguar pioneering turbine-
driven, range-extended hybrids the route
many reckon to be the most logical.
So what does that mean for test
engineers? Ask anyone with intimate
knowledge of testing and developing gas
turbines for aerospace, marine, and
industrial applications (and I have) and the
answer can best be summed up as: a similar
journey but with incredibly different scenery
and some seriously challenging demands
on the way.
Among the biggest challenges are the
control systems for turbines. Once the basic
development of a turbine has been done,
nearly all the instrumentation added is for
Gas turbine testing will offer
a similar journey but with incredibly
different scenery and some
seriously challenging demands
on the way
all in good time for turbines
OPINION
the control system and for condition-
monitoring. It can all be put into a single chip,
but it needs careful developing and testing.
Todays turbines are very compact and
Jaguar will be looking at micro-turbines
meaning the familiar automotive accessories
dont scale with the engine. To overcome this,
designers might well have to look toward
more electrically-driven accessories.
Turbines are designed for good impact
shock loads, so crash-testing is unlikely to
present major challenges. However, with
internal temperatures of around 1,000C,
turbines require substantial lagging to avert
fre risks. On the other hand, shutdown is
rapid once the fuel supply has been cut off.
One of the advantages of a turbine is that
without spark ignition theres unlikely to be
any EMC test issues, although the electrical
side of the hybrid still requires testing.
Climatic testing could well be an area
requiring additional work to accommodate
turbines. Freezing fog is a particular hazard.
Turbines breathe a lot more air than piston
engines at least fve-times the volume and
air flters clogged by freezing fog can cause
immense problems. Unfortunately, flters
used in the aviation and marine sectors to
overcome this are unsuitable for installation
in a car. On the positive side, high ambient
temperatures are not a problem for turbines.
Noise testing is unlikely to present
problems. Because they run at high speed
100,000rpm or more, generating around
1,500Hz silencing such noise is not too
diffcult. Indeed, having a turbine whistling
advanced warning of the vehicles presence
could be a safety advantage!
Emissions, too, are unlikely to raise
testing concerns; running at a constant
optimum speed ensures low fuel consumption
and low emissions. Also, with electric wheel
motors, transmission losses that contribute
to ineffciency and higher emissions are
eliminated.
Keith Read spent many years as
communications manager at MIRA before
becoming an industry commentator
sePTember 2011 018
History Made.
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S HistoryMade_Layout 1 9/1/11 11:31 AM Page 1
How did you get into the industry?
I started about 15 years ago, when I was
recruited out of a business graduate
school in the USA by GM, and found an
opportunity in Brazil. I then started with
GM overseas and have just continued
since then. I loved working on the product
and I loved working on GMs international
operations, though I have also worked on
other programs in the USA. I dont have
an engineering background, but Ive been
in development for a number of years.
Whats your favorite part of the job?
I love the international aspect. I love that
Im in Korea at work in the morning, talking
with the USA or Australia, and later in the
morning with Thailand and China, and
later in the day with Europe, and then
at the end of the day with Brazil and the
USA again. I love that aspect I love the
challenge, I love the scope of the program.
I also love the small car segment - I love
its CO
2
-oriented focus. I like the idea of
having a world-class car that happens
to be small in size, and enticing people
to buy the vehicle because of its quality.
A small car doesnt have to be a cheap car
it can be a great car that happens to be
small. For Chevy, and GM, in Europe the
small car is critical and has been for a
long time, but its growing very strongly
in China and we believe there is real
opportunity in the USA, which is not
traditionally a strong point for small cars.
And your least favorite?
To be honest, its probably the working
hours. With the scope, the working hours
are intense. We have a great international
team with a strong mix, but what I like
least are the demands that come with it.
What is your proudest career
achievement to date?
So far to date, its probably the Aveo,
because its the rst clean-sheet-to-nal-
production project that Ive been involved
in. Ive worked on great projects before,
but not like this, where Ive had a chance
to be in from day one.
What are your goals for the next
ve to 10 years?
I love this segment of the market, and
I would love to stay in this area and work
on perhaps the successor to the Aveo, or
other cars in the segment. The B segment
is certainly big enough for us, and
competitors, to have multiple models. So
theres plenty of opportunity, and I would
envision staying close to the product. For
me, working for a car company, there is no
better place to work than on the product.
1
0

Q
U
E
S
T
I
O
N
S
Chris
Biggs
Vehicle line director for global small cars, Chevrolet
020
SEPTEMBER 2011
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Safety and CO
2
requirements are
becoming tougher theres always a
technical solution, but it just comes down
to time and money. But also it is, generally
speaking, a level playing eld, so everyone
has to meet those requirements.
What are the trends in your eld?
Certainly lower CO
2
. And thats not just
Europe its getting more so in the USA,
very strong in China, and globally. And not
just because of government or legislative
requirements, but through true customer
demand. Generally, electrication is
becoming more and more prevalent.
There are all different levels of
electrication, from hybrids or pure
EVs, to start/stop, and I think they
will quickly become commonplace.
Perhaps on the development side, with
what weve seen with recalls or even
safety issues, hardware development is
increasingly important. The sensitivity to
that is increasing to a high degree. Toyota
is a recent example, and GM has been
through that in the past and felt the sting,
but it reminds us how thorough we have
to be in our testing and development.
Whats the ideal ratio of real
world and lab testing?
Id say 50:50. You cant underestimate
how much you can save and learn up
front in the virtual world, but, especially
from a production perspective, real-world
development is critical. So I dont know
that its a replacement for hardware,
because at the end of the day we have
people on the assembly line and you have
to understand how they interface with the
parts. Its not a replacement but its
certainly a huge enhancement.
What do you do to relax?
I spend a lot of time with my daughters
at the weekend because they dont often
see me in the week. I also like reading and
I like running and hiking in the mountains,
and just being outdoors with my family.
Will test programs be shorter
in 2020?
Aveo took four years. I think it can always
be reduced, but its a risk-reward trade-
off. In some cases, at least with what we
read in the media, there is some risk when
some companies try to go too fast. And
perhaps there can be consequences
because of that. You can always reduce
the amount of development time, but its
not without a potential cost.
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A small car doesnt have to be a cheap
car it can be a great car that happens
to be small
SEPTEMBER 2011 021
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Temperature and Climate
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Engines from XS to XXL
Gearboxes
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Alexander M. Geisler is a partner at Duane Morris.
He has 20 years of experience in the automotive sector
and is retained by OEMs, Tier 1 and Tier 2 suppliers,
test facilities and engineering companies. He is our
resident legal columnist. lex can be reached at lex can be reached at
amgeisler@duanemorris.com, +44 207 786 2111
(London) and +1 215 979 1000 (Philadelphia).
Ask Alex
I am happy to get a strange question; they are my
favorite type. Something is moot if the outcome
of the question is unknown, unknowable, or most of all,
academic. Occasionally those who reside in the world of
academia will conclude that a point is moot simply because
it is too diffcult to answer.
Judges frequently do the same thing and most canny
trial lawyers will have battleground stories of how they
beguiled a judge into answering an easy question, which
happened to decide the case in their favor, rendering the
altogether tougher proposition moot. For each common
law jurisdiction there is a community of taxi drivers who
have to listen to these accounts while ferrying their unduly
smug passenger to a departure lounge.
Now, herein lies the difference between law and science.
The law of the land is whatever the local lawmakers, who
may include the judiciary, say it is. If they subsequently
fnd that it produces absurd results, they change the law,
although this can take a decade or two. Science would
abhor such woolliness. The laws of physics, for example,
operate in exactly the opposite way to the law of the land.
The laws of physics are the same in every jurisdiction.
They are certain and, most imperatively, they are
repeatable. As any trainee test engineer will tell you,
if it is not repeatable, it is not reliable.
It follows that if absurd results are detected, it is not the
laws of physics that are to blame. More to the point, in that
event, the laws of physics cannot be changed to produce
a more palatable outcome. Those who test situations,
criteria, and permutations against the laws of physics may
have much to discuss, but the conclusion is rarely moot.
Rather, the outcome is what it is.
What is a moot point?
A
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Alexander M. Geisler is a partner at Duane Morris.
He has 20 years of experience in the automotive sector
and is retained by OEMs, Tier 1 and Tier 2 suppliers,
test facilities and engineering companies. He is our
resident legal columnist. lex can be reached at lex can be reached at
amgeisler@duanemorris.com, +44 207 786 2111
(London) and +1 215 979 1000 (Philadelphia).
recall round-up
The latest automotive recall news for
Europe and North America during the
third quarter of 2011
Ask Alex
Make Model(s) Concern
Mercedes-
Benz
Vita & Viano with
OM646 engine
Risk of fre
Jaguar XK & XF petrol Power assistance may be lost;
fre risk
Sirus VW Caddy Life Handbrake may be inadvertently
applied
Citron C3 Brake servo may not conform
to specifcation
Citron C3 Picasso Passenger may infuence
brake operation
Citron/
Peugeot
C1 & 107 Suspension may fail
Citron/
Peugeot
C8, Dispatch III, 807
& Expert III
Power-steering assistance may fail
Citron/
Peugeot
C5, C6 & 407 Engine may stall
Citron/
Peugeot
Relay & Boxer Spare wheel may detach
Renault Mgane III Power-steering assistance may fail
Dodge Journey Side airbag may not deploy
Ford Focus & C Max Risk of fre
Cadillac Escalade, ESV, EXT,
CTS & Hummer
Fire may occur
Mercedes-
Benz
ctros Risk of fre
Mazda Mazda3 Wiper motor may fail
Volvo C30, V50 & S40 Brakes may not perform
as expected
Honda ccord diesel Engine may fail
Chevrolet
US
Corvettes ftted with
tilt and telescoping
steering column
Brakes may apply inadvertently
Ford Mondeo, Galaxy &
S Max
Headlights and indicators
may malfunction
Nissan Navara (D40) Possible wheel detachment
Toyota iQ Braking effciency could be reduced
Renault Master Spare wheel may detach
Chevrolet Cruze Steering shafts may separate
Kia Magentis Shift lever may not engage
Fiat Scudo Fuel may leak
SEpTEmbER 2011 022
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Facilities t Test Equipment t Integration
ACS delivers innovative and integrated facilities,
test equipment, and systems solutions.
Design Construction Integration
Madison, WI USA +1 608 663 1590 Leicester, England +44 1162 899 323
acs-us@acscm.com www.acscm.com acs-uk@acscm.com
Lotus on the right track
Yamahas ffth Japan facility
kikugawa Yamaha has
started construction of its ffth
motorcycle test track in Japan.
The project due to have
commenced in 2009, but put
on hold because of the global
fnancial crisis is expected to
take three years to complete.
Located at Kikugawa City, 125
miles south-west of Tokyo, the
test course will provide Yamaha
with facilities to fne-tune
handling dynamics, as well as a
place to develop environmental
improvements to its product
range. The main asphalt track
will be a little over one mile long
and will be set in hilly terrain.
It is designed to enhance the
performance, fuel effciency and
safety of small- and medium-
sized motorcycles and scooters.
There will also be a number of
unsealed tracks for dust testing
and off-road development.
Kikugawa, covering more
than 121 acres, is set to become
the companys biggest test
facility when it joins the
Fukuroi, Hamamatsu, Omaezaki
and Shibetsu proving grounds
already owned by Yamaha.

TiaNJiN CATARC, the
state-owned China
Automotive Technology and
Research Center, has signed
a partnership agreement
with Applus+, Spains global
inspection, testing and quality
assurance company based at
the IDIADA proving ground
near Barcelona. Part of the
agreement will see Applus+
providing consultancy
services for the design and
implementation of a new test
track at CATARC, reciprocal
training of the workers at
both companies, and exchange
of knowledge about vehicle
type approval certifcation.
Applus+ and CATARC
will also work together on
the development of an electric
vehicle and beneft from
reciprocal use of their
respective facilities for
undertaking EuroNCAP
and ChinaNCAP crash tests.
Managing director and CEO
Fernando Basabe said the
partnership was a prime
industrial cooperation between
Asia and Europe: It is a milestone
in the internationalization of
Applus+, where our foreign
business already represents
70% of our turnover.
The agreement was signed at
CATARCs head offce in Tianjin
by Carles Grasas, executive
vice-president of Applus+
IDIADA, and Zhao Hang,
chairman of CATARC.
aberdeen Test Center
www.atc.army.mil
aCTS
www.acts.de
arctic Falls aB
www.arcticfalls.se
arctic Testing Services
www.arctictesting.f
arjeplog Test Center
www.arjeplogtestcenter.com
aTP Papenburg
www.atp-papenburg.com
Bosch
www.bosch.us
CERaM
www.ceram-mortefontaine.fr
Cooper Tire and Vehicle
Test Center
www.tvtc.us
Dayton T. Brown
www.daytontbrown.com
Defance Testing
and Engineering
www.defancetest.com
iDiaDa
www.idiada.com
gerotek Test
Facilities
www.gerotek.co.za
keweenaw Research Center
www.mtukrc.org/school.htm
Magna Steyr
www.magnasteyr.com
Mga Research
www.mgaresearch.com
Michigan Proving ground
www.testprofessionals.com
Millbrook
www.millbrook.co.uk
MiRa
www.mira.co.uk
Nevada automotive
Test Center
www.natc-ht.com
PMg Technologies
www.pmgtest.com
Prodrive
www.prodrive.com
Prototipo
www.prototipo.org
Smithers winter
Test Center
www.wintertesting.com
Southwest Research
www.swri.org
Southern Hemisphere
Proving ground
www.shpg.co.nz
TNO automotive
www.automotive.tno.nl
Transportation Research
www.trcpg.com
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HETHEl Lotus Cars has
refurbished the factory
test track used to develop
its World Championship-
winning race cars. The major
investment comes as the
company embarks on an
ambitious program of new
road car and race car launches.
The 2.2-mile circuit is split into
two loops. The 1.3-mile north
loop comprises two straights
connected by a hairpin, while
the 0.8-mile south loop is formed
from a series of curves and
elevation changes, all named
after famous Lotus drivers.
A skid pad within the circuit,
and a pit lane complex with 12
two-car garages, completes the
current development formally
opened by Group Lotus
ambassador and 1992 Formula 1
world champion Nigel Mansell.
Future plans include a new pit
building and hospitality suite.
Although the track is primarily
an on-site proving ground for
models built in the adjacent
Lotus factory, it is fully FIA-
certifed, allowing it to host
a wide range of events, from GT
races to F1 testing. It can also
be hired by external customers.
Group Lotus CEO Dany
Bahar said the new test track
represents a milestone in
the revitalization of the Lotus
brand: Seeing this project
accomplished demonstrates
that, step by step, our vision
is becoming reality.
Proving ground directory
FuRTHER gROuNDS aRE liSTED aT
www.auTOMOTiVETESTiNgTECHNOlOgyiNTERNaTiONal.COM
If you would like your facility to be included in the Automotive Testing Technology
International proving grounds directory, please contact Jason Sullivan on:
+44 1306 743744, or email: jason.sullivan@ukipme.com
CATARC and IDIADA join forces
lVSByN Arctic Falls winter proving ground
has taken advantage of a record season in
2010/11, when business volumes rose 15%, to
purchase almost 100 acres of land to develop
a new proving ground.
The company is currently in discussions with
automotive companies regarding potential
partnerships for new tracks and facilities.
We will be drawing up some examples of
test facilities that could be established on the
land, and calculating their costs, so that we
will have some business cases to present to
potential customers, said CEO Jonas Jalar.
We would like to work with customer
partners in this development.
Developments underway at Arctic Falls
SEPTEMBER 2011 024
The most important dates for
your diary in 2011
This is a fantastic show. i was here two years ago, and
this year i have doubled my lead count and the quality of
leads is 10-fold. it is way higher quality, with people who
are really looking to buy instead of kicking tires.
The market is turning around!
Kevin Mueller, Zwick USA
A
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SEPTEMBER 2011
Millbrook Proving Ground
Neil Fulton
head of sales and marketing
There is no doubt that real-world testing
can be an important part of a vehicles
development, and testing in extreme
locations will no doubt continue for the
foreseeable future. However, it is only by
pulling together a comprehensive testing schedule
which combines the accuracy and repeatability of
a lab or proving ground that you are able to get
an overall picture of a vehicles true performance.
Lotus
Rob Vischer
director of powertrain validation and testing
To in effect replace real-world testing
with labs and proving grounds, you must
have a very robust set of analytical tools to
correlate the real world against condensed
and optimized assumptions of the test
environment. The other critical part is to generate
a representative duty cycle of real-world operation,
and to mitigate risk with statistical process control
to equal the risk associated with testing cars in the
real world. Although the gap is narrowing, the auto
industry has not yet reached that level of confdence.
Mercedes-Benz
Joachim Lindau
head of vehicle testing
We use a range of testing facilities and
conditions around the world. I wont let
our family secrets out, of course, but we
need to ensure that our customers in the
tropics and those in the frozen tundra
get the same excellent experience as those who live
in temperate climates.
Land Rover
Jan Prins
technical specialist, off-road capability
We test around the world, but if we can
do it locally, we do, because it brings down
travel and costs, and even the CO
2
impact
of the program.
* Find out more from Prins on page 44
026
With modern labs and proving grounds, do
programs really need to go around the world?
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Bigger and better
than ever before
we had 80% more leads than we expected,
and we expect to turn 50% of them into sales.
This is the best show weve been to in years!
Kati Cole, Silicon Designs
North Americas oNly automotive test, evaluation

and quality engineering trade show
October 25, 26 and 27, 2011
The SuburbAN ColleCTioN ShowplACe, Novi, Mi, uSA
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AUTOMOTIVE TESTING EXPO NORTH AMERICA 2011
UKIP Media & Events Ltd,
Abinger House, Church Street,
Dorking, Surrey, RH4 1DF, UK
Tel: +44 (0) 1306 743744
Fax: +44 (0) 1306 877411
email: expo@ukipme.com
Focused Relevant
Unmissable
its a great show.

it's a useful place to come
Robert McCoy,
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Ford Motor Company
Engine and Emission Tests

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Weiss Umwelttechnik is one of the most
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Anz_Keeps you_215x275_US:Layout 1 31.08.2011 16:41 Uhr Seite 1
It is noteworthy that the frst BG1,
now rebuilt as a BG2, is still in service
at Caterpillar.
Three years later, Sierra introduced
the BG2. Upgraded software greatly
enhanced its ability to perform
precise and accurate steady-state
particulate measurements. In 2002,
Sierra teamed with technology
partners Caterpillar and CP
Engineering of the UK to successfully
develop the BG3, a revolutionary PFD
advancement that was aimed toward
tougher 2007 on-highway and Tier 4
off-highway diesel engine emissions
standards that mandated both steady-
state and aggressive transient cycle
proportional particulate matter
sampling measurements for
traditional on-highway diesel and
off-road engines, initially at between
175 and 750hp. More than 300 BG3
instruments are installed worldwide,
running in sectors such as light- and
heavy-duty engines, development,
aftertreatment, general research,
education and government.
Even though BG3 has been
used widely as an R&D tool for
almost a decade, it was never
offcially recognized by the EPA
as a certifcation and compliance
testing tool. Matthew Olin,
president of Sierra, explains, Engine
manufacturers would predominantly
use BG3 for new engine designs
during R&D to assure they were
meeting regulations, but would then
have to certify on a CVS. Bridging
that gap and getting BG3 legally
recognized as a certifcation tool
became a big priority for Sierra, with
major support from the Engine
Manufacturers Association (EMA)
in cooperation with the EPA.
Olin adds, Even from the early
days, we knew PFD was a much more
elegant and improved way to measure
For the frst time in 30 years, a new partial fow dilution technology has
been approved by the EPA as a certifcation and compliance testing tool
WORDS By MARyADINE WASHINGTON
In the early 1970s, the US
Environmental Protection
Agency (EPA) was formed in
response to growing national concern
about air quality. It wasnt long before
the EPA developed emissions
regulations that targeted the potential
health effects of engine exhaust, and
set tough regulatory standards for
engine manufacturers to develop
much cleaner engines. Engine makers
needed an instrument that could
accurately measure the quantity
of particulate emissions produced
in engine exhaust to meet the
regulatory standard.
Until recently, full-fow constant
volume sampling (CVS) systems,
very large in size and expensive to
maintain, were the only measuring
device from which the EPA would
accept data for certifcation and
compliance. In the USA, the
emergence of partial fow dilution
(PFD) technology as an alternative
to CVS technology for engine exhaust
particulate matter (PM) sampling
began in earnest 20 years ago, when
Rob Graze, a senior engineering
specialist at Caterpillar, contacted
Sierra in 1991 with a proposition.
Familiar with the successful
relationship Sierra had forged
with Caterpillar supplying gas
mass-fow measurement and
control instrumentation, Graze
suggested a new exclusive instrument
development partnership based
on his newly patented Partial Flow
Dilution Tunnel design. With
a strong background in particulate
measurement and fow, Sierra
saw great potential. Within
12 months, the new BG1, a highly
effcient and accurate PFD system,
was testing non-road engines at
Caterpillar for a fraction of the
cost of traditional CVS systems.
PM using the gravimetric method
and wanted to bring our new and
innovative BG3 technology to the
global market with a greater purpose
of benefting the overall environment.
Sierras challenge was proving partial
fow proportionality through a
correlation study versus CVS.
Its BG3 had been the leading
PFD technology for years, so Sierra
again put it to the test. Over a fve-
year period, Sierra worked exclusively
with EPA on a BG3 versus CVS
multiple engine and test cell location
correlation study, in an effort to
prove correlation and get PFD
included in the Federal Register
as a legal alternative method to
CVS in 40 CFR part 1065. Sierra
estimates it has invested nearly
US$1 million in testing to get this
done. A detailed report of the
BG3 testing is available on the
EPA website.
On January 7, 2011, the much-
anticipated change to 40 CFR 1065,
allowing PDF for certifcation of
engines on all transient and steady-
state cycles, was adopted. This is
considered to be a turning point as
it opens the door to greater engine
testing productivity to all heavy-duty
and light-duty vehicle manufacturers.
Even from the early days,
we knew PFD was a much
more elegant and improved
way to measure PM using
the gravimetric method
Particulate matters
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SEPTEMBER 2011 031
Exhibitor
technology uses dilution airfow
fowing from the outside in through
a sintered metal dilution tunnel to
create an air barrier at the dilution
tunnel wall leading directly to the
gravimetric flter holder.
Although the CVS is a multi-
million dollar construction project
to install, the BG3 is roughly the size
of a household refrigerator and rolls
right out of the shipping container
ready to install. Since the BG3 is
portable, it can be moved from cell to
cell as testing is needed. In addition,
although the CVS is often limited to
a range of engine sizes, BG3 does not
have this limitation it can be used
for any size of engine on any fuel.
Smaller size and testing fexibility
are obvious advantages of BG3, but
an often overlooked advantage is
the cost saving to own and operate
the instrument over its lifetime of
approximately 15 years. Annual cost
of ownership is estimated at 10% of a
typical CVS system. Key components
of this saving are a much lower initial
investment (US$150,000-200,000
versus US$500,000-$1 million+);
annual energy costs better than 1%
of a common CVS system; faster
sampling time for increased testing
productivity; portability; and
independence from engine size
and/or fuel means one instrument
can service multiple test cells.
Lower maintenance costs are
driven by minimal cleaning and
automated daily calibration and leak
checks. In addition, the test engineer
can connect other sampling and
analysis instruments at a low cost and
even carry out simultaneous pre- and
post-catalyst and/or diesel particulate
flter research. The BG3 satisfes
ISO 8178 and 16183, 40 CFR 1065
and CFR Part 89 and 92, and
EURO 3, 4, 5 and 6.
Olin explains, This was the frst
time the EPA had approved a new
technology for certifying engine
PM in about 30 years; it just doesnt
happen. Sierra is proud to be
instrumental in getting PFD
approved by the EPA. In addition,
it is important to note that BG3
is not the only PFD technology on
the market, but BG3 results were
the only ones cited in the Federal
Register and used by EPA to
publicly justify its decision.
Furthermore, it is important
to note that PFD is a very broad
description of a PM sampling method.
Think of CVS as a total fow
sampling system that samples all
of the engine exhaust, while PFD is
a partial fow system taking a sample
of exhaust proportional to the total
fow. This proportional sample can
be taken in a number of ways. As
a result, no two PFD methods are
the same.
Because BG3 technology and
PFD sampling methodology are the
basis for the EPAs decision, this
forces other PFD systems to prove
themselves.
BG3 technology is protected by 13
patents, the most important of which
is the ultra-low particulate loss radial
infow micro-dilution tunnel. This
ABOVE: The BG3 can
be used on any size
of engine with any fuel
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SEPTEMBER 2011 032
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Engineers can develop ECUs on the test bench,
saving time and money, according to Vector CANtech
Words By KEITH rEAd
A cost-effective hardware-
in-the-loop (HiL) test
system launched less than
two years ago, specifcally aimed at
mid- and lower-end ECU developers,
has started to fnd favor with a
number of OEMs working on higher-
end embedded ECUs.
Michigan-based Vector CANtech
Inc, part of the Vector Group
founded in Germany in 1988,
unveiled its VT System in 2009.
The reason for its introduction was
that we were seeing more and more
engineers going toward either model-
based or HiL design, and we felt that
there was a market for a reasonably
priced HiL system, explains Rick
Lotoczky, product line director for
networks and distributed systems.
Development of the VT System
took two years, with the design
concept undertaken by Vectors
parent company in Germany. The
system was designed to be a lower-
cost solution for engineers developing
ECUs on the bench, he says.
To provide the hardware interface
you would normally need to be in
a vehicle, but with our VT System
an engineer can do it effectively on
the bench. The VT System provides
the proper hardware controls and
interface that an ECU might see in
a vehicle, including things such as
the proper voltages, currents, and
loads for headlamps, relays and
other actuators. The VT System
also provides the proper voltages
to simulate sensors and switches
everything the ECU would see,
thereby making the environment
as realistic as possible.
Other advantages offered by the
VT System are a signifcant degree of
scalability and easy integration with
standard tools such as CANoe. This,
says Lotoczky, means its quite easy
for a development engineer to
effectively put what amounts to
a complete vehicle on the test bench,
making the modular VT System an
excellent way to implement ECU
functional testing. Even in the early
development stages, ECU system
engineers, functional developers and
test engineers can, with VT System,
achieve a high level of test coverage
previously attained only in later
development phases.
By transmitting the ECUs
physical input and output values
to the test and analysis tool CANoe,
the VT System provides cost-effective
testing on the development bench.
Importantly, when used with
CANoe, Vectors VT System provides
a fexible test environment at the
network level as well.
Vector feels somewhat unique
in aiming at a different segment
of the market. Were not aiming
at the high-end systems, Lotoczky
explains. Were trying to target the
mid- to low-range ECU developer
who would be doing systems
primarily for body control or for
telematics rather than the high-end
ABoVE: With the
VT System, vehicle
architecture can
be tested virtually
SEPTEmbEr 2011
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F
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Clever control
Exhibitor
035
SEPTEMBER 2011
producer, who might be developing
ECUs for engine control.
Having said that, our system
can be used to test engine-control
ECUs. Its just a question of to
which level. The people using
the high-end systems might be
developing a diagnostics routine
that would detect, for example, that
the crankshaft sensors are working
properly. He cites the situation
where an engine, when switched
off, can momentarily run backward
before it stops. You want to be
able to detect that, he says, and we
dont have a way of simulating that
backward rotation in our system.
We can simulate the engine running
normally, where youd get normal
engine speed and timing signals.
But we dont go into the detail of
precise crankshaft position detection.
If you were simply doing strategy
development on an ECU, then our
system would work quite well. We
cover about 90% of whats needed to
do ECU development for an engine.
Its the last 10%, such as some sensor
diagnostics development, that we
dont cover. These are some of the
very toughest things to do. We are
evolving, however, the design of our
VT System to embrace the high-
speed aspects of ECU development;
but theyre not available just yet.
We cover about 90% of whats
needed to do ECU development
for an engine
S
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ABOVE: Rick
Lotoczky states that
effectively an entire
vehicle can be put
on a test bench
Lotoczky says the VT System is
continuously evolving, and further
development will result in new
modules with an increased number
of I/Os. The results of this will
lower the cost of test systems while
increasing their fexibility. This will
almost certainly win Vector even
more friends in the testing industry,
where the success of its VT System
is not only due to its effciency but
also to an attractive price. A Vector
VT System suitable for handling
development of an average-sized
body computer, or an average engine
ECU, costs about a quarter the price
of a system for testing a high-end
engine ECU.
Such a signifcant saving in capital
costs of test equipment has had an
interesting effect within the industry,
with Vector equipment displacing
quite a few of the higher-end systems
at a number of the OEMs in the US.
This is true, says Lotoczky.
Some OEMs in the USA have made
the switch to VT System simply on
the basis of cost. We can defnitely
do the job they want done, and we
can do it at substantially lower cost.
In this country, costs are pretty
important.
Outside of the USA, Daimler-Benz
recently used the Vector VT System
during development of the tire
pressure monitoring system on
its Unimog all-wheel-drive vehicle.
One of the Unimogs special features
is the tire control option an electro-
pneumatic system for infating and
defating the tires that allows the
driver to modify tire pressure from
inside the cab. While high tire
pressure ensures low rolling
resistance and fuel consumption
on pavement, other properties are
often preferred in off-road driving.
On soft surfaces such as sand or a
wet feld reducing the tire pressure
also reduces tire contact pressure,
so no appreciable site damage occurs.
When it comes to available traction,
there is a direct relationship between
soil composition and the tire
pressure used. By reducing tire
pressure off-road, it is possible
to double available traction.
By using the VT System, the
developers of the tire infation system
were able to continue their work,
even when a Unimog was not
available for testing. It more than
proved its worth, and following the
success of the VT System in the tire
pressure control system, developers
at the Unimog factory in Wrth,
Germany, are planning their next
projects. These include advanced
development of Unimogs hydrostatic
traction drive.
The Vector Group has grown
over the past 23 years to become
one of the best-known providers
of tools, software components
and engineering services for the
networking of electronic systems
in the automobile and related
industries. Its founders Eberhard
Hinderer, Martin Litschel, and
Dr Helmut Schelling recruited their
frst employee within a few months
of starting the company in 1988.
Today, Vector is present around the
world with subsidiaries in the US,
Japan, France, Britain, Sweden,
Korea, India and China, and employs
a handful short of 1,000 people.
ABOVE: A fully
populated rack
of the VT System.
Up to 12 modules
and one backpane
ft in a 19in rack
RIGHT: A Vector
VT1004 load and
measurement module
can be combined
with a VT2004
simulation module
036
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Tel: +1-248-270-7777
Fax: +1-248-876-9289
info@re-sol.com
www.re-sol.com
Testing Expo North America 2011 - Booth number 6056
JAGUAR
SEPTEMBER 2011
Top cat Top cat
038
Some of todays most elegant sports coupes are
penned by Jaguar. Russ Varney is the man in charge
of making sure the beauty is more than just skin deep
Words By adam gavine
SEPTEMBER 2011
JAGUAR
Few know more about, or care more about Jaguars
than Russ Varney, who has been indulging his
passion, working at the company since 1973. He
has been chief program engineer for Jaguars coupe range
for the past 11 years and, he says, The XK is my baby.
Varney has seen a lot of change, from the dark days of
British Leyland, to the more corporate spell under Ford
ownership, to the current arrangement with Tata. And as
can be seen from the current range of forward-thinking
models, Jaguar is enjoying its glory days once more.
Varney explains why Jaguar has risen again. When the
new XK came out in 2006, that was really the start of the
transition. It was Ian Callums frst car from a design point
of view. So that was the frst step, and in many respects,
although a reasonably bold move, it was probably more
conservative than the XF and XJ from a design perspective.
Design-wise there was a revolution at that point that has
become evolutionary, and probably the point where we
began looking forward more than backward.
There is more to this renaissance than bold design,
though, and this new forward-thinking ethos is refected
in Jaguars engineering. In that same period, we changed
our test and development programs, and we made the
transition from mainly physical to more virtual-based test
programs, says Varney. With physical test programs, by
the time we had real vehicles that were fully representative,
we then had to try to respond to issues and see what the
combination of those parts actually means.
Were now at the point where all that work is right at
the front of the program, so were using our virtual
techniques and target-setting to understand what the
outcome is going to be. We make adjustments right at the
front, and we change and readjust our targets so we know
what the outcome will be. That really is a fundamental
turnaround and change. What that does is it gives us a
product that, when we frst see real vehicles, it meets a
standard, meets a level a reliable level that means its a
very good product.
Dont imagine that computing is the key to recent
successes, however. It still requires a human interface and
the human touch to make what would be a great car into
an absolutely fantastic car, which is the last 1%, says
Varney. We still need to do the last 1% from a human and
physical point of view, but we can get 99% there through
the virtual process. What simulation gives you is a stable
base to work from, so rather than responding to surprises
Top cat Top cat
039
and error states, what youre actually doing is being able to
focus your time and attention on wringing out that vital
last 1%, rather than correcting error states that you werent
expecting.
So is it a coincidence that the changes at Jaguar are
happening under Tatas stewardship? Thats an interesting
question, muses Varney. Theres probably a greater degree
of freedom under Tata that means were perhaps a bit more
autonomous and a bit more inventive about how we apply
ideas, whereas Ford was more structured. Now if youve
got a good idea, you get it out, you use it, work nimbly, and
apply it. So its probably opened everyones minds to step
out of the process not to ignore it but to step out of it
and be more aggressive, whereas back in Ford land they
would have wanted us to stick to the process. Its a fne
balance between stepping out a bit further and stepping
over the cliff, so we have to measure that very carefully.
The benefts of the relationship with Tata also include
collaboration, where complementary skills and technologies
exist. Varney is impressed with the breadth and diversity
of Tatas empire, admitting that he is not sure quite how far
it reaches. But Jaguar is not without skills to offer its parent
company, with Varney stating that what his team doesnt
know about aluminum and body-in-white technology isnt
worth knowing.
Jaguar also has a new sibling to call upon in the shape
of Land Rover. Could this be the ideal opportunity to
introduce a Jaguar SUV? Why not?! says Varney. We can
work with Land Rover, but it would not just be a re-badged
Land Rover.
The two companies have already worked together to set
standards, which are a crucial part of the modern Jaguar.
Where we are now, from a Jaguar Land Rover point of
view, is that we have a much better understanding of what
the standards are. And when you have a set of established
Secret of success
Selling cars is a major point for Jaguar, if not
the whole point. Sales of the new designs are
blossoming, but Varney believes this is down to more
than just good design. I think its a very broad
picture, he says. The product is one element of that,
of which design is very important because we need to
make it attractive, particularly in the segments were
in. In the premium segment people wear the products
we sell, but they have to be authentic as well. So while
theyre wearing them they have to be completely
waterproof and send out the right message.
The next aspect is that the people we sell to are
very educated and expect a very high level of value
for money. Theres no point us saying that weve got
a great product but it costs 800,000. Our customers
need to be able to see that not only does the product
deliver, it also makes fnancial sense to them, so
things like residual values have to be very
competitive. These guys know their stuff, and even
though they may have a lot of money, that doesnt
mean theyll squander it in fact its probably the
reverse. So theres product, product content, what
the brand means to them and signals about them
as a person and does it make fnancial sense?
Its a very broad picture of why they would buy
the product and buy the brand.
sepTember 2011
JAGUAr
Its a fne balance between
stepping out a bit further and
stepping over the cliff
ABOVE: The modern
new face of the
Jaguar range is
proving a success.
Expect the product
line to expand in
the near future
040
Secret of success
sepTember 2011
JAGUAr
C-X16
Jaguars C-X16 concept
debuted at the 2011
Frankfurt Motor Show, and the
company says the car marks
a new chapter in its history.
While the two-seater concept
(pictured below) is beautifully
styled, Jaguar says it has
engineering and technology
to match, creating the most
compact and responsive Jaguar
in a generation.
Under the clamshell bonnet
lies a supercharged V6 petrol
engine producing 380PS (280kW)
and 332 lb ft (450Nm) of torque.
Already boasting a high specifc
power output of 126 PS/l, the
performance of the C-X16 is
further supplemented by
a Formula 1-inspired hybrid
boost system with a steering-
wheel-mounted button for
on-demand acceleration.
Integrated into the eight-speed
gearbox is a motor generator,
which draws power from a
1.6kWh battery pack mounted
behind the seats for 50:50 weight
distribution. Charged via a brake
energy regeneration system,
the batteries enable the motor
to provide an additional 95PS
(70kW) and 173 lb ft (235Nm).
Mounted in an aluminum
chassis structure, the result is
0-62mph in 4.4 seconds, a top
speed of 186mph, and 50-75mph
in 2.1 seconds. The C-X16 is also
able to travel at speeds of up
to 50mph under electric power
alone and has CO
2
emissions
of 165g/km.
Duality
We tested the new XJ
Supersports model and
found it to be one of the few cars
that truly manages to combine
comfortable cruising with handling
and performance on tap. Jaguar
calls this capability duality, and
it is very important to Varney.
So how was the duality
achieved? Its because were very
clever! he replies. I think in truth,
we get the virtual process to a level
were happy with, then add the
human element. I honestly believe
that is one of our core strengths,
and one of the things were
prepared to actually go the extra
mile for and take right to the very
end of the program. We use the
skills of the likes of Mike Cross
to really drive us to that end.
Its a fne balance between
keeping going for that last 1% and
achieving all our other targets. So
its about the human element and
stretching everything weve got to
the absolute limit its that extra
effort thats so hard to deliver
that makes all the difference.
Its about the guys and gals
just trying that bit harder and
stretching that bit further. Theres
no single technology we can credit,
and, frankly, if there was, wed
be really clever as wed have
something nobody else has.
Everybody else has got what
weve got, its just that we are
dedicated to stretching that
bandwidth and creating a unique
blend of great refnement with
great response and performance.
standards, delivering high levels of customer satisfaction
and quality is dead easy really, because you just apply the
standard. And if you just apply the standard of what the
car has to do and what the targets are, then you go off and
engineer it and deliver it in that way. And frankly, as an
organization, we are so much more mature in that sense
now. Key to delivering high-quality vehicles with high
customer satisfaction is having good standards.
Judging by recent Jaguar products, those standards
have been raised, but Varney disagrees. I think raise is
almost a description that says higher is better. In some
respects lower might be better, he says. So I could adjust
a stiffness target that could actually reduce mass, then Id
have lower weight and a more effcient design. So having
established a standard we know is good for customer
satisfaction and quality, now it is about making it effcient.
Rather than use the word raise, I would say were always
TOP: Varney spent his
early career in vehicle
test operations,
working on the XJS
and XJ40 models
ABOVE: In 1992
he became vehicle
engineering manager
for the XK8 project
041
sepTember 2011
A kind of magic
Among the changes to the
2012MY XF, a particularly
pleasing feature was lost: the
JaguarSense touch-sensitive
release for the glove box, which
is now operated by a button
rather than a swipe of the fnger.
Varney explains, Some
customers couldnt get their head
around the fact that it was invisible
and the function that came with it,
so we changed it. Also, at night
it was hard to fnd. It was a nice
feature, but we still have features
such as the interior lights you
just wave at. Those are really nice
features, sort of like magic, and
magic works really well. Any magic
you can get into any product, be it
a car or anything, is very special.
Technologys great, but magics
even better!
On track
We caught up with Varney fresh from testing
the 542bhp XKR-S around the Autdromo
Internacional do Algarve, Jaguars new-found testing
playground. Varney is a skilled development driver,
quite happy to smoke his way round every corner,
though he admits his colleague Mike Cross is slightly
more skilled.
So what drew the development team to this circuit?
Weve come here to do some testing this year, and
recognize it as a very demanding track. It offers
different things to some other places we use in the
UK and the Nordschleife, and so on. Its got something
to contribute so I suspect well be using it more in
the future, as are some of our competitors. The track
is very tough on brakes and chassis in particular,
probably even more so than the Nordschleife because
theres no rest on the track. To push the performance
envelope of our products, its not a bad place to be.
evolving and developing those targets to be more focused
and more appropriate, and deliver a better balance of all of
the attributes.
Speaking of effciency, emissions legislation could make
lives diffcult for manufacturers of luxury cars. Again,
Varney disagrees. Do you know what? Theyre really easy,
he asserts. Anything thats legislative is easy because we
have to do it; because theres no choice, its actually a
relatively easy thing to do. It takes a lot of effort and
technology, but because we have to do it, we just get on
with it. The harder stuff is actually effcient delivery of
satisfaction and more emotional things that are less
objective. But when the emissions standard is thou shalt
deliver this, otherwise thou shalt not sell a car it becomes
easy, because the standard is set and its then just about the
technology and how we do that effciently.
Could a simple solution be a city car model to reduce
average emissions? Varney is no fan of Aston Martins iQ-
based Cygnet, but he is not opposed to the idea of an urban
model. A city car is defnitely a consideration. We have a
different feet to Aston Martin so we can do a different sort
of car. We could make a tall city car.
Asked about the notable absence of a junior saloon
namely an X-Type replacement Varney adds, Were not
just limited to that; there are many more possibilities.
ABOVE AND LEFT:
Jaguars performance
fagship, the XKR-S,
spent a lot of time
at Autdromo
Internacional do
Algarve. To fnd
out more about the
track, visit page 13
042
JAGUAr
LAND ROVER
SEPTEmbER 2011 044
Can Land Rover create the worlds most complete
off-roaders by turning nature into numbers?
desire
Objective Objective
LAND ROVER
SEPTEmbER 2011 045
Uphill challenge
Prins has been a Land Rover
man for the past 20 years and
has been instrumental in some of
the companys off-road advances.
When I frst joined, we were
working on the Range Rover
Classic, ABS had just been
introduced, and we were
developing traction control.
We were the frst to add braking
traction control to an off-road
vehicle. I then got involved in
developing hill descent and traction
control systems for the Freelander,
Discovery2, and Range Rover.
After 10 years of working in
ABS, traction control and hill
descent or slip control systems
as we called them then I started
looking for new challenges. Also,
these systems involved remote
areas, and I had a young family.
The chassis department was
keen to keep me and was starting
work on Terrain Response it
wasnt called that then, but the idea
was there and we had to defne
exactly what it would be, and I led
that effort. Then my manager was
looking for someone who would
be interested in being a technical
specialist in his department,
with a special focus on off-road.
One thing led to another, and
Ive now been doing this for fve
years. Were barely scratching
the surface on how to objectivize
off-road capability, but were
getting there.
Could developing a Land Rover be the toughest
job in automotive testing? Their buyers demand
luxury and on-road manners, while also expecting
a world-leading off-roader. This is, after all, what sets Land
Rover products apart from other premium SUVs.
Off-road ability is key to Land Rover and Range Rover
we strive for leadership in every segment we compete in
from an off-road point of view, from the Freelander to the
Range Rover, explains Jan Prins, technical specialist for
off-road capability at Land Rover. One of our strong points
is our breadth of capability. Because we are a premium
marque, we can put some excellent technology in a vehicle
and strive for it to be good both on- and off-road.
A surprisingly high percentage of owners, even Range
Rover owners, regularly drive off-road, even if their car
cost 80,000. It might just be on grass or snow and ice, but
that can be a regular occurrence.
The cost of the range, and their weight, are often levelled
as downsides of their ability. However, Prins dismisses
them, stating that it all boils down to sound design, the
basis of which is ensuring good articulation so the wheels
are in contact with the ground at all times.
You must get the fundamental design right, stresses
Prins. You dont need clever differentials or ESC as long
as you keep the wheels on the ground, why would you? If
you can design the right geometry into the vehicle that is
good for off-roading, then you get a degree of off-road
capability almost for free. But if your design is compromised,
you need to fnd solutions to get off-road capability to the
right level. You get the right geometry through the approach
angle, departure angle, ground clearance, and breakover
angle. Theyre important because if the belly of the vehicle
is on a ridge, the wheels wont touch the ground.
SEPTEMBER 2011
Some traditionalists criticize
the Evoque for having two-
wheel-drive variants, while others
say it is far more in keeping with
customer needs. He may be biased,
but Prins is a true Land Rover
enthusiast, and he approves.
Its the sportier side of the
Range Rover brand, he says.
Its very much a departure,
though it has Range Rover DNA
in it, even though its smaller,
with a different platform.
As long as there is Range Rover
DNA in it, it is credible as a Range
Rover. In absolute terms it has less
off-road capability than the big
Range Rover, but it has capabilities
similar to a Freelander. It still
has good basic geometry such
as ground clearance, breakover,
approach, departure, and so on,
but it is compromised in some
other respects.
The company has strived to
keep the concepts look, but that
has brought some compromises
as it is lower and the driver
sits lower, so he or she cant see
the corners of the vehicle so well.
But with its lower center of
gravity it is good on the road
and we think it is as good as,
or better than, a BMW X1 or X3.
046
A new era
With the design sorted, handling is next. We sometimes
have opposing objectives with dynamics, particularly if we
start to put excellent off-road technology on the vehicle,
but you can sometimes have common goals as well, he
states. For example, we have an active roll control system,
which has a very low roll stiffness at very low speed on
highly articulated terrain, so its good at keeping the wheels
on the ground. And if you go fast around a corner, it also
keeps the vehicle nice and level.
So how do Prins and his team test that the opposing
interests come together? Fifteen years ago it was all seat-
of-the-pants testing. Experienced engineers would take
vehicles out and know what was good off-road and not so
good. But 10 years ago a team was set up to look at off-road
capability more systematically. I was appointed to the team
fve years ago, to try to objectivize off-road capability,
which is quite a challenge but were making slow progress.
For pure vehicle performance such as 0-60 times you can
use a stopwatch, but for off-road capability you need to
start breaking it down into sub-attributes.
We have broken down off-roading into six terrains of
snow and ice, rock crawling, sand, grass, mud and ruts,
dirt roads, and everything in between, and we have to make
sure the vehicle is good on each surface. Plus, we have to
make sure it will drive over all those surfaces in the rain.
We have to set targets for each and make sure theyre met.
We test a mind-boggling amount of stuff, Prins says.
However, this sort of testing raises an issue for the Land
Rover team, in that Mother Nature is diffcult to quantify.
Thats the thing with off-roading, states Prins. In the
LAND ROVER
SEPTEMBER 2011 047
real world, as soon as your tires drive over the terrain, it
changes. Its not like tarmac, where as long as the weather
is the same, the track is the same day to day. Off-road
terrain is very rarely the same from one day to the next,
and thats a real problem. If you test your vehicle one day,
think its good, make some changes and come back, the
test will be different, but you need to work out if thats due
to the changes in the vehicle or the terrain, which is a
real struggle.
The solution has been to use artifcial terrain.
This can be as simple as using a test track which
can simulate snow and ice and is fairly similar day
to day the team usually visits MIRA for this work.
However, to bring the wilderness into the lab, Land
Rover has been working extensively with Cranfeld
University in the UK, which has a sand pit at its
off-road dynamics facility, flled with a grade of
sand usually found in the Middle East. The sand
is plowed every day to ensure consistency.
The team is enjoying some success in this
research, but they are now going a step further, as
Prins explains: We are also keen to create a terrain
classifcation system, where we accept that terrain
will be different day to day. We take measurements, but
as long as we understand the effect of the differences in
the terrain, we can normalize the test results. For example,
it could be rain, dew, cold, or warm. Thats the long-term
goal and its quite a challenge. Ideally wed like a universally
accepted terrain classifcation system. We have the system
in principle, but we have to make it manageable, and
something people will actually use. If it takes half a days
work to collect the data when you get to a test site then its
highly unlikely the system will be used. In fact, if it took
half a day, the terrain would be different again by the time
you had your results. It needs to be something you can do
quickly. Were working on this with the experts at Cranfeld
University. Its about moisture levels, mju levels, and so on,
and we need a short key to calculate that. But this is an
LEFT: Testing the
Terrain Response
System on a Range
Rover. What Terrain
Response achieves
is a wider breadth of
capability, says Prins.
You dont have to
compromise to work
on-road and off-road.
You can change
vehicle settings at the
turn of a knob and
that optimizes the
vehicle off-road.
Ideally wed like a universally
accepted terrain classifcation system
Fit for a Prins
With an enviable range of cars
at his disposal, which is Prinss
favorite? Nothing really beats
driving a Range Rover for the
pure sense of occasion. But
personally, given the money, Id buy
a Discovery. Its a bit more modest
and practical, which I like.
The current Defender is like
travelling back in time. It always
brings a smile to my face, but only
on short journeys. If you have to go
far then it doesnt have a very wide
breadth of capability. Its good off-
road and for carrying people, but
its not good for driving 300 miles.
In fact I was just off-road testing
a Range Rover and a Defender in
south Wales. With the Range Rover
you drive there in sheer comfort
with good in-car entertainment,
and when you get there its as good,
if not better, than the Defender.
LAND ROVER
SEPTEMBER 2011 048
ambitious idea its one thing measuring terrain, but you
must also make it easy to calculate and understand how
each difference in a shortlist of parameters affects vehicle
performance. It all sounds good in theory, but a lot of
work has to go into making it work properly. This research
has been key to developing the Terrain Response System.
While this research is a major part of Land Rovers
development plans, the test team still has to obtain real-
world, seat-of-the-pants feedback from its six surfaces.
They travel to Sweden for reliable snow and ice conditions,
Moab in the USA for rock crawling, and the UAE, South
Africa or Australia for dune driving. However, they also
try to fnd the right conditions closer to home in Gaydon,
UK. Mud, ruts and wet grass are easy to fnd, courtesy of
the British weather, while they have also discovered miles
of dirt roads, some useful rocky areas, and of course,
Cranfeld Universitys 4.5 x 50m sand dune, all within a
short drive. We test around the world, but if we can do it
locally we do, as it brings down travel and costs, and even
the CO
2
impact of the program, states Prins.
We also have a strong drive to go virtual, to bring
down development costs, time and effort, and hopefully
get a better result. We have several ongoing programs to
do some off-road tests in CAE, and Cranfeld University is
also doing some CAE work for us.
In the near future Cranfeld will have a new facility
available to Land Rover, which it describes as an off-road
environmental simulator. This is basically a four-wheel
dyno for off-road research the team will be able to input
their newly quantifed terrain measurements, and the
surfaces will be simulated on the test rig, whether with a
vehicle or just part of a vehicle on board. The team is
hoping to simulate different terrains, including all the
articulation, and then measure how the vehicle reacts to
that terrain, make changes, and then drive over exactly the
same terrain again, with no displaced stones or extra tread
marks in the mud to contend with.
The aim of all this objective research is to optimize
driver and passenger comfort, even if they are traversing
a mountain range. Ride and comfort is particularly
diffcult to get right, with the aim not just to pamper the
driver in the wilderness, but to minimize driver fatigue.
For the same reason, the team ensures the vehicle is not
physically demanding to drive off-road, with only road
driving levels of input required for the pedals, gearchange,
and steering. And making sure that the extremities of the
vehicle are visible means the driver does not have to stretch
to see clearances. The team also aims to have the vehicle
making decisions about the right power for the terrain,
minimizing the drivers own data processing, which again
reduces fatigue.
Sometimes you need to go slow, but sometimes you
need to build up momentum. You have to think quite hard
about the right thing to do. The credo is as slow as possible
and as fast as necessary, but deciding that can be quite
hard, says Prins. Wise words, whether talking about off-
roading, or developing a Land Rover.
Updating an icon
Replacing an icon like the
Defender is never easy; indeed
Land Rover seems to be fnding
it nigh on impossible as it is so
steeped in history.
I honestly dont know what well
do with that car, says Prins. Weve
been talking for the last 20 years
about how to replace the Defender.
It looks like were getting serious
about it now, but its diffcult to
replace something so unique.
We have been working on brand
DNA, and there is work going on,
defning what is a Range Rover,
what is a Defender, etc. There is
overlap, but well work it out.
Following the interview, Land
Rover released pictures of the
DC100 concept, (below right) which
it hopes will take the Defenders
place. Commenting on the DC100
concept, Gerry McGovern, director
of design at Land Rover, states,
Replacing the iconic Defender
is one of the biggest challenges in
automotive design; it is a car that
inspires people worldwide. This
isnt a production-ready concept,
but the beginning of a four-year
journey to design a relevant
Defender for the 21st century.
John Edwards, Land Rovers
global brand director, adds,
We plan to engage with existing
and potential customers to help
us fnalize the details of the
new vehicle. One things for
sure, its going to be an exciting
journey, and we cant wait to
get going.
Production is confrmed for 2015.
ABOVE LEFT: Land
Rovers on-road
testing takes in
everything from
snowy Sweden to
the Nrburgring
BELOW LEFT:
A Range Rover Sport
being put through its
paces at Cranfelds
off-road facilities
We test a mind-boggling
amount of stuff
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TRANSMISSION TESTING
SEPTEMBER 2011 050
A limited number of products meant that
transmissions testing was once a lot simpler,
but an ever-expanding range and the rise
of the hybrid brings a raft of new challenges
for testers and developers
WORDS BY JOHN CHALLEN
Transmission
impossible? impossible?
In a little over a generation, transmissions have
evolved beyond all recognition. Previously, there
was simple choice between a four- or ve-speed
manual and an automatic. Now, there are continuous
variables, dual clutches, automated manuals, and many
other variations, some featuring as many as nine ratios.
All of these new products have left transmission
manufacturers with a great deal of work, not least in the test
and development department. And although just a few years
ago the bulk of the work involved mating these gearboxes to
gasoline or diesel engines, a big part of todays, and also
tomorrows, testing demands are about hybrids.
For Chris Brockbank, UK product group head for
driveline and transmission at Ricardo, hybrids have changed
the way his company operates. The key element to us is
understanding hybridization because most of the solutions
for hybrid vehicles incorporate a hybridized transmission,
says Brockbank. If you are used to a test chamber that runs
up to 8,000rpm or 4-5,000rpm for petrol and diesel engines
respectively, and now youre expected to work with electric
motors that spin at 15,000rpm, there are substantial issues
to address.
For Ricardo, handling test procedures and facilities that
are operating on a larger speed range means redesigning the
applications, and re-specifying the test program. Normally
we would have electric motors and absorbers and move the
transmission through its spread and range, but now we have
to implement a different specication, he explains. As a
result, claims Brockbank, the company is considering
investment in facilities and new machinery to deal with
testing the transmission systems.
SEPTEMBER 2011 051
The numbers game
Although a trend in
transmissions over recent
years, the increasing number of
ratios offered on transmissions is
not as much of an issue in test and
development as some might expect.
Increased overall ratio spread
has some inuence on the test
programs because some drivers
will force driving in overdrive
ratios for better fuel economy
and lower engine noise, says
Faust. On the other hand those
who drive with a more sporty style,
which requires a lot of powered
downshifts, will also be able to
meet the lifetime requirements.
With more gears the lifetime
load cycle will be distributed to
more parts whereas the shifting
efforts can even decrease because
of closer ratio steps, he adds.
ZFs Massman agrees with his
counterpart. All the systems are
set up as modules, which could be
easily modied and adapted to the
needs, so increasing the number
of ratios doesnt affect testing too
much. The main effect can be seen
in the overall test time, which has
to increase in order to test every
gear. But as we are partly working
with overload tests its not a big
issue.
LEFT: Getrags
PowerShift
transmissions were
tested to ensure the
synchronizers could
cope with skip shifts
Transmission
AUTOMOTIVE TESTING EXPO INDIA 2012,
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Dr Hartmut Faust, chief engineer, technical excellence
and advanced engineering at Getrag, counts hybrids as one
of the two main trends in his work. We need to further
improve effciency and increase ratio spread to reduce CO
2

emissions, and this includes hybridization of powertrains,
he says, citing a reduction in overall weight as the other
major hurdle that lies ahead. There is greater demand for
new products, as well as new requirements such as NVH
characteristics in [hybrid and electric] vehicles.
Like Getrag and Ricardo, ZFs approach is also being
infuenced by hybrids, confrms Harald Massman, director
of testing for passenger cars: The new test procedures are
concentrating on hybrid technology, because the coasting
situation became important for transmission lifetime and
noise behavior. Well have to cooperate with every element
Gearing up for long life
On a subcomponent level,
guaranteed life expectancy
seems to be the major driver. We
are seeing an increased durability
requirement, says Steve Davis,
director of engineering, dynamic
seals, bonded pistons and cold
static gaskets at Federal-Mogul.
Several years ago, our
validation requirements [for a new
transmission part] were 250,000
cycles, but now we are seeing up
to two million cycles. The increase
in reliability and durability work is
partly tied to the material, but also
design aspects.
Weve always done our own
bench testing on our pistons, but
now there is more focus and the
length of the test has grown to
match the cycles. When we get to
eight and nine-speeds and DCTs,
the pistons are actuating more
than they used to. Partly driving
requirements up are longer
warranty periods, and so on.
The worlds a stage
To fnd out about one of the
most gruelling tests for a
transmission, the World Rally
Championship, Graham Heeps
traveled to the wilds of Rally
Finland, where he reported: From
snowy forests to desert heat, the
WRC provides a tough challenge
for any transmission. Cost-
conscious rules forbidding active
differentials and exotic materials
ensure that teams must get the
best from a relatively simple 4WD
system. The setup comprises
a six-speed sequential gearbox
with plated LSDs front and rear.
The front diff is integrated into
the gearbox housing.
The MINI team is run by Prodrive
in the UK, which has a bespoke,
fully dynamic transmission test
rig to understand torque locking.
The rig was developed when
active systems were frst phased
out, explains Dave Wilcock, the
MINI teams chief engineer. You
use it when you think youve
got a problem or you want to do
some development: the signal-to-
noise ratio of doing any kind of
[transmission] testing during full-
car tests or on events is diffcult,
so if youre looking for something
specifc you need to design a rig
and a process to highlight the
detail youre looking for.
Its more about subjective feel
when youre testing in the car. You
can understand whats going on,
with wheel slip for example, but
to really understand all the torque
locking on all the shafts, you need
to build a rig. Plus, to achieve the
minimum weight on an event, the
car cant be carrying lots of extra
datalogging equipment, so that
work is done during testing.
designed for the transmission, and for these components,
specifc test programs will need to be established.
Despite the seemingly continuous increase in the
number of gears in a transmission, this isnt the biggest
headache for engineers to deal with. Extra ratios arent too
much of a problem; what is a problem is the level of
complexity, says Brockbank. Before, an actuator moved
the clutch and shifted the gear lever, so things were
relatively straightforward. Today, transmissions systems
need electronics, sensors, control systems and algorithms.
All of that means when youve got a new transmission
design, you need the software to be in place, as well as the
mechanicals. When you get a failure, the frst thing you
need to ask is whether it was a mechanical failure, or
because the systems arent talking to each other.
The need for a wide array of software when developing
transmissions is nothing new to Getrag, says Faust. When
we test our complex transmission control software, we use
MiL, SiL and HiL test methods and test equipment before
implementing an actual gearbox, says Faust. The
hardware is tested based on the requirements according to
our V-model development process, which is used at
component level, at subsystem level and at transmission
system level. Here, we are using items such as hydraulic
test rigs, e-dynos and full powertrain dynos, including the
original combustion engine from the OEMs.
For its development work, which represents a double-
digit million Euros investment a year, Faust says Getrag
follows a road-to-rig-to-CAE approach. The idea is to
become more independent from physical prototypes and
to reduce the cost by upfront modeling and calculation,
ABOVE RIGHT
AND BELOW LEFT:
Ricardo is looking
at hybrid powertrain
test equipment to
complement its
current facilities
SEpTEMbER 2011 053
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Novel EV
Prototypes of an innovative,
multi-speed transmission for
EVs have begun on-road testing with
a European vehicle manufacturer.
Designed by Oerlikon Graziano with
control systems specialist Vocis, the
concept is designed to increase EV
range or allow reduced battery pack
size, as well as provide improved
low-speed pull away and cruising.
Multiple gear ratios with
electronic control allow the motor
to be kept in the region of greatest
effciency for a much higher
proportion of the time, allowing
range extension explains Vocis
technical director Richard Taylor.
The heart of the new transmission
is a gearshifting concept based on
principles similar to those used in
a DCT. Unlike most EV powertrains,
which use a single e-machine, the
Vocis transmission works with
two small e-machines, each on
an independently controlled shaft.
The distribution of drive and
recovered energy is balanced
between the two e-machines, with
seamless changing provided by
torque infll during each shift.
Electronic control provides
full driveline integration which,
combined with multiple ratios,
will also allow the implementation
of alternative calibrations in order
to tailor vehicle
performance.
It also provides
the facility
for strategies
such as
automatic
ratio
optimization
to maximize
range.
New generation FWD test benches
ThyssenKrupp
System Engineering
has developed a new
generation of end-of-line
test benches for manual
front-wheel-drive
transmissions. The
design is based on
a modular approach to
create a fexible machine
concept, resulting in
reduction of delivery
time and cost, and
allowing for easy
modifcation for future
transmission models.
A broad range of
options is available,
covering manual
load and unload of
transmissions up to a
fully automated machine,
including automatic load
and a shifting robot.
The end-of-line tests can
be performed at input
speeds up to 6,000rpm
and input loads up to
170Nm. Four different
sizes of the drive units
are available, starting
at 40Nm. Transmission
quality can be tested
in regard to NVH,
gear ratio, function of
differential, reverse gear
switch, start/stop, and
speed sensor, as well as
synchronization quality
of each gear.
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LEFT: Test engineers
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demands, including
the latest nine-speed
transmission models
sepTember 2011
Testing McLarens near-instant gearbox
The McLaren MP4-12Cs
eight-speed Sequential Shift
Gearbox, supplied by Oerlikon
Graziano, is claimed to set new
standards for the refnement
and durability of a DCT.
Paolo Mantelli, Grazianos head
of transmissions, says, As well as
being immensely fast and dynamic,
the cars must be comfortable,
refned, effcient and a pleasure to
drive every day. We worked closely
with McLaren engineers to develop
a new transmission that would
help them meet these targets.
McLaren set high standards
for durability, so everything was
tested in a virtual environment,
then on purpose-designed rigs
at our laboratories before whole-
vehicle testing, says Mantelli.
Graziano used rig testing to
validate designs for high dynamic
loads. DCT program manager
Alberto Noto adds,At 1g, the oil
will be at 45 to the horizontal.
The McLaren can exceed 1g when
cornering and accelerating or
braking. Its dynamic performance
is phenomenal, which makes
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he explains. It is an approach that is shared by ZF, pioneer
of frst the seven-, then eight-, and, most recently, the nine-
speed gearbox. In general, we are not only facing the
market demands but also the trend to reduce the overall
prototype costs, explains Massman. In the future, this
requirement will demand a more theoretical approach in
covering all the relevant aspects, which could imply
extended simulation programs or reducing the transmission
tests to electrical engine procedures.
The results from vehicle development will be reduced
thanks to bigger test cells, electrical engines with low
inertia and complex control possibilities. Transmission
testing for hybrids will also require battery simulators and
extended control systems to cover all the systems.
The issues facing transmission development, then, are
not set to go away any time soon, certainly not as long as
hybrid powertrains prove popular. It may not be the
majority of our work, but it is growing, says Brockbank.
The frst stage is integrating the additional speed range,
and then fguring out how to control it all together.
Previously our testing has been one power source into the
transmission and an absorber into the back end, but we
now have two power sources, and when we are testing the
transmission, you can run them from the electric motors,
and from the engine. The next stage is fguring out how to
control these systems. We need more electronics and more
integration systems, he warns.
The advent of dual-clutch technology forced Getrag to
look at its demands on testing very closely, and as such,
adopt fresh approaches to development. With PowerShift
transmissions, the shifting synchronizers had to be able to
handle skip shifts, for example from frst to third, says
Faust. This is a normal shift in dual clutch transmissions,
whereas it would be a skip shift in manual transmissions.
With all automated transmissions we had to implement
control software testing and we have to make sure that
each calibration change is tested in software development
frst and the infuence on hardware has to be evaluated.
Not that the efforts made with other transmissions
should not be recognized, concludes Brockbank. AMTs
should be applauded from a testing point of view because
it is a manual transmission with an overlay of electronics,
which has its own set of problems. It might not be as
radical as some variable drive technologies or full electric
or hydrostatic systems, but in this case, evolution is good,
revolution isnt...
ABOVE RIGHT:
PowerShift testing at
ZFs Bari site in Italy
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ANN_AU_90x250_en_b_Testing Technology 11.02.11 12:19 Page1
ENGINE TESTING
Are we fast approaching a time when engine
testing will become purely lab-based?
WORDS BY CHARLES ARMSTRONG-WILSON
Keith Duckworth, co-founder of Cosworth
Engineering, said, Development is only
necessary to rectify the ignorance of designers.
This typically outspoken comment by the talented and
intuitive engineer actually captures a deep truth in
engineering. If we could know everything, there would
be no need to change our original design. In the real
world, however, nobody is gifted with such insight.
But the practice of engine design is changing rapidly,
due mostly to the development of computer solutions.
They range from design software, mainly through
simulation programs, to computerized development
hardware. Engineers now have an armory at their disposal
that would have been considered science ction when
Duckworth made that remark.
Is this really a new era?
With all this rapid progress, dare we hope that in just
a few years time an engine will drop out of the design
department and straight onto the production line? Are
`we approaching an era when the weeks and months
of running an engine around test tracks, up mountains
and through extremes of temperatures will be banished
to the past?
Well, you might expect the answer to this question to
depend on whom you ask. Anyone qualied to answer
it will generally be working within the industry in some
capacity and so inevitably will have a vested interest. For
instance, Millbrook is well known as a physical test facility
in the UK used by many manufacturers for testing new
models in secret. It boasts everything from a high-speed
bowl to a mini-Nrburgring handling circuit.
The facilitys group head of projects, Andy Eastlake, is
predictably forthright when asked the question about virtual
testing. I cant foresee a time when real-world testing will
disappear, he states. It will always be part of the process
because requirements are always ramping up and will
always exceed the scope of simulation and lab testing.
To counter Eastlakes view, then, perhaps we should talk
to an organization such as Ricardo the long-established
automotive engineering consultancy in Shoreham-by-Sea,
UK. The company is famous for its engine simulation
software and its ability to analyze designs. The same
question was put to Ricardos senior manager of
within
Power
SEPTEMBER 2011 058
ENGINE TESTING
SEPTEMBER 2011 059
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development, Matt Beasley, and engines product group
head, Adrian Greaney. No, was the surprising response,
not for internal combustion engines that are fuelled
by hydrocarbon fuels, agreed both Ricardo managers.
So, alternatively, what is the view of Dr Richard Johns,
vice president of engines at CD-adapco, a company whose
range of software products is all about digital simulation?
Focused on computational uid dynamics (CFD), its
services extend across a broad range of computer-aided
engineering products. Like the Millbrook and Ricardo
engineers before him, Johns has a simple answer to this
complicated question: No. The best that could ever be
hoped for would be to build the nal engine design to
validate the outcome of the design and analysis process.
In practice, engine development based on hardware will
always be required, with analysis providing guidance,
optimization and contributing to a reduced amount of
practical testing.
Unanimous outcome
So it seems we have stumbled on a rare thing in this
industry: a point of unanimous agreement. But why
is the answer quite so certain? What are the stumbling
blocks and where is simulation left wanting? Eastlake
at Millbrook reveals some of the challenges he confronts.
Simulations are improving in leaps and bounds,
he notes, and engines are constantly improving and
becoming more complex. But fuel is not a constant. Bio
components are becoming bigger constituents and fuel is
coming from different sources. Fuel is very complex, but
were quite lucky in the western world because it is very
well regulated, even if US fuel has some issues. But there
are increasingly markets using E85 and bio elements in
diesel. Its a constantly moving target and we dont have
the experience of these fuels to draw on.
And there are other pressures, too. As materials are
developed and new versions brought in, we constantly
need to validate our design models, says Eastlake.
All designs are under constant performance and cost
pressures, driving greater demands and cheaper materials.
It all needs to be baselined in a real-world environment.
Beasley at Ricardo highlights accuracy of emissions
simulation as an additional challenge: Firstly, emissions
legislation is driving tailpipe emissions so low that it is
becoming a challenge to measure them. The simulation of
such low emissions levels is an even greater challenge, due
to the potential for a relative error in such a small value.
Also, emissions formation processes are extremely
complex to model. To achieve the levels of accuracy
required to robustly demonstrate attainment of legislative
SEPTEMBER 2011
ABOVE: The new
V-engine generation
from Mercedes-Benz.
The exhaust pipes
glow with the heat
following test bench
stress analysis
LEFT: An Audi
engineer assesses
the latest results from
a new engine being
tested in the lab
ENGINE TESTING
061
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targets would need a signicant amount of application-
specic validation. The effort to achieve this is likely
to outweigh the benet.
Then, the sensitivity to system variations/tolerances
and all their interactions must be understood for CoP
requirements. Again, this is too complex to simulate
accurately, even when using the latest tools and
techniques. Yes, lab testing techniques can capture many
of these effects, but some level of real-world testing will
always be required to correlate and validate the continually
improving virtual and laboratory techniques.
Johns at CD-adapco concurs with Beasley: The area
of in-cylinder ow and combustion analysis is one of the
most challenging theoretical problems facing engineers.
With the complexity of the physics of turbulence,
fuel injection, fuel/air mixing and all the facets of
combustion, autoignition, ame structure, trace
emissions and quenching combine to make it very
difcult. In addition to the complexity of the physics,
calculations need to be accurate, robust and achievable
within short timescales if they are to really contribute
to engine development.
SEPTEMBER 2011
Atomic option
CD-adapco has been
instrumental in developing
a number of new technologies that
are at the leading edge of engine
analysis. One of these, called
Atomic, is just starting to be
deployed in OEM engine research
departments. It is based on the
ndings of a consortium project
involving 12 industrial sponsors
and was initiated by CD-adapco.
Together they developed a method
for calculating and quantifying
the primary break-up process of
a fuel spray. It uses Large Eddy
Simulation of the liquid and gas
and makes it possible to determine
the droplet sizes, spray angle and
other key information that is giving
new insights into this key aspect
of fuel injection. This is already
starting to be used within some of
the large OEMs and it is hoped that
this will evolve into a methodology
that can be applied routinely.
OEMs, engine manufacturers
and fuel injection system suppliers
including Daimler, Delphi Diesel
Systems, Lotus, Honda, MAN
Diesel, Porsche AG and Wrtsil
are supporting the project.
With the need to handle large-
scale parallel computations, the
Atomic project is powered by the
HP Cluster Platform Workgroup
System. This system utilizes an
HP BladeSystem c3000 enclosure,
gigabit Ethernet switch and ve HP
ProLiant BL260c G5 blade servers.
Each blade server features two
Xeon Intel E5450 quad-core
processors, 12GB of memory and
two 120GB disks. The HP Cluster
Platform Workgroup System is
used to model engine fuel injection
system sprays from the companies
participating in the project. CD-
adapcos VP of engines, Dr Richard
Johns, is condent that the project
will have a benecial impact: We
anticipate the results of this project
will lead to a more fundamental
understanding and predictive
capability for engine analysis,
ultimately contributing to lower
CO
2
and polluting emissions.
ABOVE: BMWs 12-
cylinder engine was
developed using both
real-world testing
procedures and
virtual simulation
packages
ENGINE TESTING
Although much can be achieved today, there is
a continual train of new challenges that need to be
addressed, for example, ever-increasing complexity of
fuel injection systems, E and B biofuels, aftertreatment
and much more.
Tooled up
Faced with these challenges, what tools are designers
employing to get closer to that zero development ideal? At
Ricardo, the engineers can employ a number of solutions.
In the virtual environment they use VECTIS combustion
CFD, which helps achieve a right-rst-time scenario for
combustion system specications. Also, VSIM vehicle cycle
prediction helps them to understand the key sensitivities
and optimize parameters such as gear ratios. In addition,
they have the MathWorks WAVE virtual air, exhaust and
boost system all-optimization software. WAVE and VSIM
can also be coupled, combining them in a single simulation.
In the lab, DoE modeling and calibration optimization
including the use of statistical analysis is employed to
predict mass production variability. Vehicle emissions
cycle simulation takes place on the testbed, along with
HIL and SIL development and validation.
But, as Johns points out, It is difcult for detailed three-
dimensional analysis to cover every situation that will
occur in real-world operation of the engine. The number
of independent variables that can be controlled on an
engine just continues to increase, and the combinations of
these variables, especially during transient operation, will
continue to give rise to unwanted situations. Once these
conditions have been found, then analysis can help solve
the problem, but nding these situations initially using
analysis can be tough.
But perhaps his most persuasive point is this: If you
were to ask any passenger sitting on an aircraft about to
take off if they would be happy that the gas turbines
The area of in-cylinder ow
and combustion analysis is
one of the most challenging
theoretical problems facing
engineers
063
powering the airplane had been designed totally using
computer simulation and had no testing during their
development, they wouldnt be too happy. Although not
in quite the same category, I would expect reassurance
that a vehicle engine has undergone extensive testing
before being released for production.
So what do car makers think of this debate? Over in
Germany, Dr Werner Schreiber, head of Volkswagens
virtual technologies research division, is keen to talk up
the AVILUS project. For the rst time anywhere in the
ABOVE: Camshaft
installation on the
Porsche 911 S engine.
Prior to production,
the powertrain was
tested extensively
on the test track
world, these innovative approaches make it possible to
create a continuous process chain from the development
stage all the way through to after-sales service.
German motor vehicle and aircraft manufacturers,
shipbuilders and plant and machinery constructors are
working together on virtual technologies for product
design, manufacture, maintenance and marketing. The
aim is to use these technologies to develop products faster
and at lower cost. The partnership comprises 28 German
companies: 11 from industry, six small or medium
enterprises (SMEs) and 11 academic institutions.
By pooling resources, the partners hope to gain
advantages in their elds by reducing lead times and
development costs, and VW is a big player in the initiative.
It has an aim to put people rst by generating design
strategies that use virtual and augmented reality to make
the design process more intuitive. Thanks to AVILUS, an
engine can be driven before it is built. By putting the test
driver in the design loop, the requirements from the
engine can be rened while the engine is being designed.
This allows the trade-off between driveability, economy
and emissions to be adjusted constantly throughout the
design process, resulting in the engine that ends up in
the prototype being closer to the ideal.
In effect, it shortens the iterative loop of the
development process, not only speeding it up, but also
reducing the resources invested in physical prototypes.
Three-dimensional visualization also helps rene the
installation and develop access strategies to improve
manufacturing and reduce servicing times.
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LAMBORGHINI
For Lamborghini, performance and
luxury is nothing without quality.
Automotive Testing Technology visited
the companys SantAgata HQ to see
its QC measures and talk to the main
people behind them
WORDS BY ADAM GAVINE
Lab of
SEPTEMBER 2011 066
Even the drive to Lamborghinis headquarters is
an event in itself. You travel deep into supercar
country, passing evocative signs for Modena and
Maranello before arriving in SantAgata Bolognese, the nerve
center of Lamborghini. From the road, the complex of
buildings with a car park full of Audis could be anything
from an electronics manufacturer to an accountancy rm,
but pass through the gates and you begin to feel something
special happens here. Walk through the doors and you
enter a museum that shows what made the marque so
famous: amboyant designs like the Countach and Miura.
As wonderful as these old designs are, when you step
from those models into a Murcilago or Gallardo, there is
a clear step-change in quality, following Audis takeover in
1998. However, an even bigger development has happened
at SantAgata in the past ve years: the implementation of a
new quality system, embodied in the new Aventador
agship. We met three men in charge of the process the
directors of purchasing, production readiness, and quality
who, and it may be just coincidence, are all German.
We completely changed our methods ve years ago
when we introduced this quality process. It is unique and
luxury luxury
LAMBORGHINI
SEPTEMBER 2011 067
MAIN IMAGE:
The Aventador zero
reference model
being scanned
FAR LEFT, LEFT
AND RIGHT:
The Aventadors
constituent
components
were painstakingly
analyzed for t in the
Master Body Centre
very special, enthuses Holger Weichhaus, quality director.
Compared with Lamborghinis previous methods, this is
another world. Also, we are at a much higher level with
suppliers. We used to have small suppliers who delivered
parts for racing that focused mainly on function, but now
we focus on precision.
This Quality Management System includes the complete
process from the concept phase to the end of the production
line, and carries on right to the end of a cars lifetime. The
system is led by the quality assurance department, which,
Weichhaus says, makes dreams come true.
A passion for precision
Stephan Winkelmann looks the
part as CEO of Lamborghini,
with dapper bodywork, a
petrolheads heart, and a mind
for precision. At some points in
Lamborghinis history, fair and
precision seemed to be mutually
exclusive, but for Winkelmann, the
two are inseparable. He explains
how the elements are combining:
If we speak about quality, we
speak about luxury, he states.
What is luxury? It comes from
several factors: its the price, the
color, design, and exclusivity, but its
also quality, which is a prerequisite
for luxury. But for cars, specifcally
supersports cars, there is something
added. We have technology and
innovation, which mean a lot of R&D
effort, and in the feel and touch of
these innovations. The technical
differentiation is important, and
makes our job very complicated.
But for Lamborghini its even
more, he continues. Its the
mindset of the people, and the
innovations have to be recognizable,
even decades later. For example,
Lamborghini has some traceable
points that are always recognizable
and always something to remember.
For example, the scissor doors that
started on the Countach, and even
our legendary V12 engine. For
Aventador its the carbon fber.
Complexity is very demanding
for our team. For just our two models
we have over 1,000 suppliers and we
are introducing cars that have more
than 2,000 parts, so we have to train
ABOVE: Every car
that leaves the
production line is put
through an hour-long
dyno cycle prior to
a thorough road test
Bullish talk
Leading the quest
for quality is R&D
director Maurizio
Reggiani. A Lamborghini
veteran of 15 years
(following six years at
Bugatti and seven at
Maserati), he has seen
a lot of change, and
he welcomes Audis
involvement.
I was here in 1998 for
the major shareholder
meeting, and during
the transition and
acquisition by Audi.
I am the only member
of management to have
been here from the
beginning, he says.
So how has quality
improved under Audis
regime? In terms of
process, the advanced
processes used for
validation and quality
are now a given. For a
car to be released it must
fulll exactly the same
kinds of endurance,
quality, and development
tests as previous cars,
but the mileage is longer,
at 200,000km [124,274
miles] rather than
120,000km [74,565
miles]. The rules are the
same for Lamborghini
as for the rest of the Audi
group. This means we
can ensure that quality
is at the maximum level.
Quality is assured by
endless tests and
validation.
As well as having
access to the Master
Body Centre, Reggianis
team use an in-house
dynamometer suite
with engine and vehicle
dynos, a cold chamber
that can take cars from -
39C (-38.2F) to +50C
(122F). Of course,
Reggiani now has access
to any test equipment
he could possibly want,
all waiting in Audis
Sindelngen test facility.
For some special
tests we use Audi, but
everything we need for
our daily work we have
here. There is some
equipment we use during
the development process
but not daily, in which
case it makes more sense
to use Audis facilities.
We have to decide what
we need to have here,
he says. This includes
several test rigs and
a dyno on the production
oor, used to test and
certify every engine and
car leaving SantAgata.
A big project could
be on the horizon, with
the Estoque concept
rumored to be closer to
reality. Lamborghini is
looking at a third product
line, but I dont know if
it will be the Estoque
or another car. We have
shown how a four-door
Lamborghini would look,
but everything is open,
he says.
LAMBORGHINI
Dreams are created by the designers and by the
development department in R&D. The pre-series phase is
most important, when we dene the process. In this phase
we work on preventative quality to generate concepts and
dreams and make them reality.
Walk through the spotless factory, which has also
beneted from Audi inuence, and you reach the heart of
the quality department: the Master Body Centre. This area
consists of two rooms, the rst of which is a 50 x 40ft
space dominated by an aluminum prole master jig and a
range of smaller cubing jigs, all supplied by Konrad
Schfer. Prototype parts generated from the 3D designs
created in the neighboring Centro Stile are mounted on
the jig to see how they interact, what tolerances and
deviations appear from the original design, and how the t
can be optimized. The typical tolerance is 0.1mm.
Prototypes of every single element, such as a headlamp,
are commissioned and are initially checked for quality and
dimensions (this happens in the second room in the
center). These parts are then put on the jigs, and the Master
Body team works with the supplier until they are satised
that the part meets a specied set of tolerances, and
We used to have small suppliers
who delivered parts for racing that
focused mainly on function, but
now we focus on precision
people to assemble those parts to
create something outstanding, and
we have to manage a high level of
human intolerance. This is what
makes the job of a car company
such as Lamborghini so difcult.
Quality has to be a part of our
business. Normally you have lean
production, but we combine this
with a high level of craftsmanship.
We create a car that is perfect in
itself we create the perfect car for
our customers and lovers of cars
like Lamborghinis. Satisfaction is
one of the cornerstones of our
activity because we make a dream
come true. You can fulll a dream
by buying a Lamborghini.
Lamborghini operates with the
most advanced and highest level
of precision. This is very important.
We have a 360 holistic approach
to the car. We dont just develop and
buy parts and put them together,
we involve the whole company
from sales to after-sales, personal
development, and all other areas.
If you want top quality you have
high investments. Having high
investments at low volumes is very
complex and difcult. But the most
important thing when you talk
about technical innovations such
as carbon ber is the people: hiring
the best people, people who are
passionate about what Lamborghini
is about, and training them.
Quality is not just about the
efciency of the processes, its
about customer satisfaction and
reduction of complaints. We can
save costs in the long run, increase
the value of the cars, improve brand
image, and attract brand image.
Our quality processes even improve
the performance of the car.
A luxury brand can never be
a follower. We must always lead
from the front, in design, in
technology, and, of course, in
quality standards. Lamborghini
builds extreme, uncompromising,
and Italian supersports cars. The
name Lamborghini stands just as
much for quality as for reliability
and technical excellence. Quality is
the ultimate value in our business
and the decisive basis for our
success. We want to achieve the
absolute satisfaction of each and
every customer. A Lamborghini
driver should feel proud every day.
RIGHT: Every
component is tested
in the labs to ensure
a Lamborghini will be
as reliable in Alaska
as it is in Dubai
SEPTEMBER 2011 069
Driving ambition
Stefano Muratori is living
his dream many peoples
dreams, in fact as
Lamborghinis chief test driver
for production cars and leader
of the legendary collaudatori
team of test drivers.
Every Lamborghini that
leaves the production line is
run for an hour on a test rig for
nal commissioning and initial
checks, and is then handed
over to Muratoris team to be
put through its paces on a set
80km (50-mile) route over
public roads at a maximum
of 140km/h (87mph).
This route takes in some
of the famous hills of Modena
where Lamborghini and Ferrari
test drivers duel in prototypes.
For customer cars, though,
this is a serious business as
repeatability is the aim, with
a comprehensive quality
checklist to follow. This is why
a brand new Lamborghini is
never delivered with zero miles
the rst 200km or so of its life
are driven purely in the name
of quality assurance.
I was always a good driver,
says Muratori. Not like our
head of R&D drivers, Giorgio
Sanna, who is a professional
pilot and can push the car at its
absolute limit and is at a higher
level than me, but you cannot
have everything. It is not
necessary for me to become
a pilot as I check the car on
public roads. In my opinion it is
important to stay in the middle
you must be quite fast, but in
my job my rst priority is to be
able to understand everything
in the car, to ensure quality.
Muratori underwent six
months of training to learn
what to look for in a test drive
and how to handle the cars
safely, and only in the last two
was he let behind the wheel.
This period is necessary
because the cars are almost
perfect off the assembly line
so you see only small problems
in cars during the test drive.
If there were many problems
with the cars, the training
would be shorter as you would
see many problems quickly.
We have many licenses,
allowing us to drive on public
roads or circuits [his favorite is
Mugello]. I can do all that, and
it is great to improve your level.
You learn new things every day
on public roads and circuits.
I have worked as a test driver
for eight years and every day
is new for me, he says.
So what does Muratori drive
home after a long day testing
Lamborghinis? In common with
many drivers, he has a sensible
car, a VW Bora. During the
day I can drive fast, but at
home when I drive friends,
they joke because Im really
slow they say Im like their
grandfather! he laughs. But
I can be stressed when I drive
in the day, so when I drive
home I just want to be relaxed.
LAMBORGHINI
SEPTEMBER 2011
subjective appraisal of the appearance. When each part has
been optimized, they are all put together on the jigs to see
how they t together. Again, any deviation from tolerance
will begin another loop of supplier consultations until a
zero reference is created.
With the parts on the jig, the exact dimensions are
again compared to the original 3D design using Poli
Winner reference positioning technology. Only when a
perfect and reproducible t is achieved will Lamborghini
give the respective suppliers the go-ahead to begin full
production.
A massive workload goes on in these rooms, states
Weichhaus. Quality for me is not just an attribute of the
product: it is a mindset, it is a culture of the people and the
company, how we approach our daily job, and how we
proceed.
Our aim is customer satisfaction and our own
satisfaction as we want to be the rst, the best, the leader,
and for this we have to exceed the expectations of the
customer to get perfect satisfaction. Performance of the car
and new technology is a matter of quality. So for us, quality
is a business case.
Buy the way
A Lamborghinis quality can
only be as good as the parts put
in it, so Stefan Khne, director
of purchasing, has a lot of
responsibility. A modern
Lamborghini is made of more
than 2,000 parts, of which a screw
is a single part, as is the entire
carbon-ber monocoque, and
each of those elements must be
perfect to within 0.1mm.
Khne has a busy role, as
Lamborghini works with more than
1,000 suppliers from more than 30
countries. And each supplier must
present its work for approval
at the Master Body Centre.
We ask every supplier to sign
that they commit to Lamborghinis
quality scheme, says Khne.
We send experts to every supplier
to check their development and
quality processes. We expect
suppliers to use our quality
processes, to guarantee our parts.
We also do a nancial check on
each supplier, as they must be
stable and able to deliver in the
future. It is very important that
our suppliers are stable.
Our aim is customer satisfaction and
our own satisfaction as we want to
be the rst, the best, the leader
ABOVE: Any defects
in a sheet of leather
are marked by hand,
and the Atom Flash
Cut automatic leather
cutting machine cuts
round the defects
LEFT: Every individual
component for every
car on the production
line is carefully laid out
070
precision & performance
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EV TESTING
Together with CETECOM,
TV NORD has developed
the rst functioning system for
testing lithium-ion batteries.
With the battery test lab, built
in Saarbrcken, the Group is
expanding its activities in the
electromobility sector, with
the main focus on battery
and charging safety.
Through our work with
CETECOM we can link know-
how with hardware in order
to create a complete and
functioning battery test system
an important step for further
development of electric
vehicles. But the high energy
density in lithium-ion
accumulator batteries can
mean danger in the event
of malfunction, so its even
more important to continue
development work in this
area, explains Axel Richter,
responsible for electric
vehicles at TV NORD.
The test equipment
developed by TV NORD
and CETECOM and the test
procedures for the batteries
meet unied standards so that
the results can be reproduced
all over the world. Our test
benches are complete and
have been validated, and
our laboratory infrastructure
means that we are also able to
perform so-called destructive
testing of lithium-ion batteries
safely. This means that we can
fulll the requirements set for
us by industry while promoting
a high standard for battery
safety across the world,
explains Gerhard Schirra,
CEO of CETECOM.
The lithium-ion batteries
are tested in Saarbrcken for
their resistance to mechanical,
electrical, and climatic stress.
In addition, their reaction to
misuse caused by a short
circuit, for example is
assessed. The batteries are
also subjected to a crash test
in order to establish if they
meet the UN rules for battery
transportation. The expert
partnership between TV
NORD and CETECOM now
provides an independent
testing body for all areas
of electromobility.
Li-ion battery test lab
Current
affairs
As governments the world over lay down their
increasingly stringent emissions and fuel consumption
regulations, the EV testing industry is charging ahead,
as this roundup of the latest developments shows
SEPTEMBER 2011 072
EV TESTING
The University of Illinois
research group, led by
professor Paul Braun and
supported by the US Army
Research Laboratory and the
Department of Energy, have
developed a three-dimensional
nanostructure for battery
cathodes that enables faster
charging and discharging
without sacricing energy
storage capacity.
This system gives capacitor-
like power with battery-like
energy, says Braun, a professor
of materials science and
engineering. Most capacitors
store very little energy. They
can release it very quickly, but
they cant hold much. Most
batteries store a reasonably
large amount of energy, but
they cant provide or receive
energy rapidly. This does both.
Brauns group wraps a thin
lm into a three-dimensional
structure, achieving both high
active volume (high capacity)
and large current. The group
claims it has demonstrated
battery electrodes that can
charge or discharge in a few
seconds, 10 to 100 times faster
than equivalent bulk
electrodes, yet can perform
normally in existing devices.
Braun is particularly
optimistic for the batteries
potential in electric vehicles.
If you had the ability to charge
rapidly, instead of taking hours
to charge the vehicle, you
could potentially have vehicles
that would charge in a similar
amount of time needed to
refuel a car with gasoline,
Braun explains. If you had
ve-minute charge capability,
you would think of this the
same way you do an internal
combustion engine. You would
just pull up to a charging
station and ll up.
The product is a bicontinuous
electrode structure with small
interconnects so the lithium
ions can move rapidly, a thin-
lm active material so the
diffusion kinetics are rapid, and
a metal framework with good
electrical conductivity. The
group has demonstrated NiMH
and Li-ion, but the structure is
general, so any battery material
that can be deposited on the
metal frame could be used.
3D batteries for fast charging
As a developer of electric
powertrain systems for
hybrid and electric vehicles,
Mission Motors has been using
electronic load technology for
a remarkable project. The
Mission R is claimed to be the
most advanced electric racing
motorcycle in the world.
The cornerstone of the bikes
technology, a lithium-ion
battery pack, relies on rigorous
testing to determine
performance and lifetime
characteristics. Mission Motors
chose Chromas 63208 DC
Electronic Load for testing
the bikes EV battery modules.
The 63208 is capable of pulling
a 15.6kW continuous load from
the battery modules enough
power to propel the Mission R
race bike at a continuous
80mph.
The 63208 Electronic Load
plays two main roles for
Mission. First and foremost,
it acts as a research tool. The
Mission R requires high power
and energy from its packs,
while keeping the form factor
small and lightweight and
achieving automotive lifetimes.
To meet these specications,
tests must characterize
electrical and thermal
properties throughout
a modules lifetime. Mission
uses power versus time proles
from its vehicles to simulate
true automotive power loads.
Chromas software enables
Mission to take these loads
and test their modules on
the bench as though they
were in a Mission vehicle.
When its not being used
for R&D, Chromas load acts
as a qualication tester in
Missions module production.
It rst veries each modules
capacity with a constant rate
1C discharge. If a modules
energy capacity passes this
test, it is then tested for power
capability. At three different
states of charge, Mission pulse
tests each module to verify that
it will meet its performance
requirements. These tests are
done at roughly 14kW loads.
The Mission R electric racing
motorcycle will be on display
in the Chroma booth at the
2011 Automotive Testing Expo
North America.
Race bike battery pack
TV SD, one of the
worlds leading experts
on product testing, argues
that it is not acceptable for
EV manufacturers to rely on
distance range data developed
for the combustion engine
and that a new international
standard is required. As the
range (distance) of electric cars
is considerably lower than that
of combustion engines, and
because range depends to
a great extent on the outside
temperature and the use of
electrical equipment in the
vehicle, manufacturers need to
be able to test against and work
with a set of measurements that
are as close as possible to real-
world use, says the company.
The TV SD E-Car Cycle
(TSECC) has been developed as
a new method for determining
the range of electric vehicles,
including such parameters.
One of the main concerns when
developing this standard was
to measure the range under
conditions that were as realistic
as possible.
The winter is a particularly
testing time for batteries.
A comparative test, for
example, showed that the
ranges under standard
conditions (23C/74F) and
wintry conditions (-7C/-19F)
diverged by more than 50%.
During further tests, the
range of electric cars, based
on the New European Driving
Cycle NEDC, diverged from
those based on TV SDs
TSECC standard. The results
from the NEDC test showed that
the range of one Japanese e-car
was 133km. Using the TSECC,
the range dropped to 113km.
At a temperature of -7C/19F,
with power consumers such
as the heating turned on, the
range dropped to a mere 64km.
The results of this
independent test, states TV
SD, clearly show that the
standard information on EVs
provided by manufacturers,
using data that is comparable
to that for petrol-driven
vehicles, is not sufcient
to measure their range.
New measurement standard
Enhancements to
dSPACEs Automotive
Simulation Models (ASM)
simulation package include
a new battery model for
simulating high-voltage Li-ion
and NiMH rechargeable
batteries. The model facilitates
function development for
battery management systems
and also testing of prototype
ECUs. MiL simulations in
Simulink and HiL simulations on
the simulator are used for this.
The multicell battery model
supports the functions of battery
management systems, such
as cell balancing. It simulates
every battery cell to represent
the cell-specic charges,
voltages, and currents. The
computations are performed in
real time, no matter how many
cells there are.
Physical parameters such as
internal resistance, diffusion,
and double-layer capacities can
be dened for each cell. The
model also includes leakage
currents such as outgassing
when NiMH cells are charged.
The ASM model can be
combined with dSPACEs new
controllable EV1077 buffer
amplier modules to build a
complete battery cell emulation.
The galvanically isolated
voltage is output with a
precision of +/-1.5mV across
the entire working temperature
range. The modules can be
switched in series to achieve
a total voltage of up to 1,000V.
The real-time-capable cell
model and the emulation unit
for outputting the cell clamp
voltage fulll all the major
requirements for testing battery
management system ECUs by
HiL simulation.
Virtual high-voltage batteries
SEPTEMBER 2011 073
Volvo and Siemens have
entered a strategic
cooperation to jointly develop
electrical drive technology,
power electronics, and
charging technology.
The partnership gives
Siemens the chance to extend
its industrial leadership in
electric drive technology
into the automotive market
together with a renowned
vehicle manufacturer, while
Volvo will be relying on
proven Siemens technology
for the electrication of its
future vehicles.
Siemens electric motors
developed for Volvo have
a peak power output of 108kW
with a maximum torque of
220Nm. The inverter design
will be jointly optimized to
meet all safety requirements
in an automotive application.
In addition, Siemens will
provide highly efcient and
fast onboard and offboard
charging systems.
These systems will be
integrated into Volvo C30
Electric vehicles. Prototypes
are currently being tested on
track, and in late 2012 Volvo
will deliver a test series of up
to 200 vehicles to Siemens,
which will then be tested and
validated under real conditions
as part of a Siemens internal
test eet.
We are very happy to have
Siemens as a partner, says
Stefan Jacoby, president and
CEO of Volvo Car Corporation.
Siemens world-leading
knowledge and experience
will bring the technology in
our electric cars up to an
entirely new level. We are
moving ahead quickly in this
area. Our aim is to be rst with
the latest technology within
electrication. The partnership
reinforces our aim to pursue
the fast-growing market for
electric cars.
Cooperation with Volvo is
an important milestone in the
development of top-quality
components and systems for
electric cars subsequently
intended for series production,
explains Siegfried Russwurm,
Siemens board member and
CEO of the Siemens Industry
Sector. It is our long-term
goal to establish Siemens as
a global system provider both
inside and outside of electric
vehicles. We see ourselves
as a comprehensive electric
mobility pioneer.
Moving toward series
production, Volvo is starting
small-scale production of the
Volvo C30 Electric this year,
and next year the company
will start selling the Volvo
V60 Plug-in Hybrid.
This means that we are
moving from prototypes and
small volumes toward series
production, starting with
the V60. Our upcoming new
Scalable Platform Architecture
paves the way for electrication
throughout our model range,
adds Jacoby.
Pooling of resources
EV TESTING
FuelCon AG has enhanced
its product range of fully
automated testing stations with
a new system for characterizing
redox ow batteries. The
increasing use of renewable and
locally generated energy, the
demand for more efcient
utilization of grid capacities
(including prevention of
congestion) as well as bigger
grid-integrated energy storage
systems are becoming the focus
of research more and more. As
a very promising energy storage
system, redox ow batteries,
and the technology behind them,
are setting the course to the
future. Currently, the redox
ow battery is the only storage
medium on the market that
enables independent scaling
of energy density and power.
In addition, they provide high
energy efciency as well as
long lifetime, and can be easily
designed. Thus, this technology
is especially attractive for
stationary applications with
power ranges up to several
megawatts.
FuelCon AG has now
developed a test station for
material characterization
and lifecycle testing of redox
ow batteries. Under dened
operating conditions, such as
ow rate or temperature, the
test station ensures exible
performance of charge/
discharge operations for
different redox ow systems. The
evaluation of various redox pairs
produces valuable information
for optimizing the electrolyte
composition, which, together
with the cell voltage, essentially
affects the energy density.
Depending on the battery
size, the test station is equipped
with either air- or water-cooled
charge/discharge units or with
grid feedback charge/discharge
units. This assures not only
ideal load management during
charge/discharge operations,
but also customization for
existing lab infrastructures.
Automated redox ow testing
MIRA hopes to play a vital role in the
development of hybrid, electric, and range-
extended vehicles following the launch of a
facility dedicated to optimizing battery technology.
This latest 450,000 (approx US$720,000)
outlay is part of a planned 1 million (approx
US$1.6 million) investment in battery testing
capability at MIRAs technology center in Essex.
The development recognizes that battery use is
increasing in line with the growth in popularity
of EVs but also has the problem of limited range.
Featuring a Bitrode FTF 1-400-500 (for testing
batteries of up to 500V/400A), a Bitrode FTV4-
300-48 (for testing up to four modules at once
from 0-72V/300A), plus a Prosig PS8048 150
channel datalogger able to log both voltage and
temperature with each voltage channel isolated,
the new facility has already helped MIRA secure
a major multimillion-dollar program with
a premium European OEM.
Our new facility offers state-of-the-art battery
pack, module, and cell testing alongside full
environmental simulation capability, says
Eamonn Martin, MIRAs environmental test
services manager. It really is one of a kind,
and expands and enhances MIRAs existing
offer in power electronics, battery management
strategy, and functional safety. It enables us to
analyze factors such as the variable effects of
extreme weather on battery performance in order
to engineer appropriate solutions.
The facility complements other MIRA facilities
for EVs such as its wind tunnel, pictured below.
MIRAs ability to access and interpret
comprehensive road load data means that we can
offer an unprecedented level of simulated real-
world testing on single cells, clusters, modules,
and functioning prototypes, continues Martin.
Within the next few months we will also be
investing in a Kratzer VES 2 250kW 800V/700A,
which is capable of testing higher powered
battery packs. Because all the equipment is
also fully compatible with our environmental
performance facilities (which test components
in temperatures from -70C to 200C (-94F to
392F)), MIRA is now home to one of the most
advanced battery testing facilities in Europe.
The facility is being used to develop i-Mav
(short for I must have), an JV EV from MIRA and
GEVCO. The vehicle, due for release in 2015, is
designed as a clean sheet solution for personal
low-carbon urban transportation.
Dedicated battery lab for the UK
SEPTEMBER 2011 075
Researchers at the US Department
of Energys (DOE) Argonne National
Laboratory are working to develop a Li-ion
battery that can run for 10-15 years while
also offering increased storage capacity.
Key to this work is understanding how
and why batteries fail, as materials scientist
Daniel Abraham explains: I think of it as
solving a series of mysteries. How did it
happen? How can we prevent it happening
again? To nd out, we often take a battery
apart and examine its contents for clues
using an array of diagnostic tools.
In fact, there are many ways in which
batteries can fail. Abraham has found that
the chemical binder that holds the particles
together on the cathode and anode can fail,
so the composite comes apart. Also, the
graphene planes on the cathode can crack
following many cycles of expansion and
contraction, and the liquid electrolyte can
erode the edges of the graphite. Build-up of
a protective layer between the electrolyte
and the graphite can prevent corrosion,
but the layer is built using precious lithium
ions, taking them out of circulation.
Meanwhile, build-up of electrolyte reaction
products on the cathode can create obstacles
to ion motion, draining power performance,
and changes in the particles crystal
structure can siphon away energy.
More seriously, in rare cases lithium
batteries can catch re or even explode.
Thus, considerable research is directed
at improving the intrinsic safety of battery
materials. The arrangement of atoms within
the crystal structure plays a role in how the
battery performs, the scientist continues.
What we are doing now is looking at
batteries in situ: that is, actually watching
the battery as it charges and drains, using
powerful x-rays from the Advanced Photon
Source and electrons from the Electron
Microscopy Center. Thats the cutting edge
of battery diagnostics.
A combination of methods enables
researchers to examine every angle. For
example, microscopy helps the team decipher
the architecture and composition of battery
components, and x-rays enable them to
decode the arrangement of individual atoms.
Armed with an understanding of how
things work or fail, the scientists set out to
nd solutions to each problem. Modifying the
elemental composition and size of cathode
particles can improve energy and power;
a pre-made protective layer on graphite
can reduce corrosion; altering electrolyte
chemistry can make the cell more heat-
tolerant; and better manufacturing practices
can reduce the incidence of electrical shorts.
Now the scientists have a new and
hopefully improved battery. The next step
is to test it out, asserts Abraham. But when
you want to see how the battery performs
over 15 years, you have a problem on your
hands: you cant wait 15 years for the results.
Accelerated aging is a way to simulate the
results of 15 years of wear and tear in just a
few months or a year. Battery testers charge
and drain the cells over and over again at
elevated temperatures; the test conditions
are chosen to mimic the effect of years of
use. Using this method, scientists can cycle
through testing, diagnostics, and chemistry
modications, changing and retesting
generations of batteries in just a few years.
Diagnosing advanced batteries
The maximum energy density of
batteries, currently at 170Wh/kg, is
expected to increase to 270Wh/kg within
the next 10 years, according to Lotus. It is
therefore imperative that OEMs test and
develop motor/inverter efciency and power
management strategies and that there is
an understanding where the inefciencies
are in electric vehicle powertrains, which,
in turn, will help OEMs meet the demands
for greater range.
Accurate measurement of drive system
efciency is a primary concern for the EV
drive system designer. The most productive
route to achieve repeatable and accurate
results and reduce development is HiL
testing. For the hybrid fuel cell taxi project
currently underway at Lotus, an EV test cell
was designed and commissioned to perform
HiL testing of the whole hybrid drivetrain.
The testbed consists of a Froude Texcel V6
Digital controlled dynamometer connected
to a Yokogawa WT3000 power analyzer
and other data collection tools.
The illustration (Figure 3) shows the
test cell conguration to test and validate
the power management of the fuel cell/
battery vehicle.
The testbed design incorporates power
sharing between the two voltage sources
(battery and fuel cell), using high-voltage
DC power supply units (PSU). Two 32kW
Regatron regulated and fully controllable
DC power supplies for EV and HEV subsystem
testing simulate the battery and fuel cell.
Both the current and voltage values are
programmable and the units are capable
of simulating the discharge characteristics
of a battery pack. If used in conjunction with
a regenerative module, the units can be used
to perform battery cycling tests and function
as a battery module for durability testing
of other EV and HEV electrical components.
The units are based on a modular concept
ensuring systems can be easily expanded
as power needs dictate.
The 32kW PSU designated as the fuel cell
simulator is an ideal match for the specied
vehicle fuel cell, which has a maximum
output of 30kW. Although the maximum
current output of the PPSU (80A) is less than
the fuel cells 150A, the PSU emulates the
fuel cells optimum efciency. The 64kW of
combined power is enough to develop the
control strategy for the high-voltage DC/DC
converter (power sharing device under test).
For high current/torque demand and peak
power testing, the test cell was designed to
be able to accept the vehicles 14kWh battery
pack alongside the fuel cell DC PSU.
The high-voltage distribution box is split
into two independent supplies to replicate
the fuel cell and battery supplies.
The test cell can dynamically test the
Lotus hybrids controller, simulating vehicle
operation encompassing throttle control,
power sharing control, voltage, and current
measuring. A Lotus-designed general-
purpose module was used to measure the
battery and fuel cell voltages and currents.
Test cell optimization
EV TESTING
SEPTEMBER 2011 076
EV TESTING
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Intelligent Solutions for
Measurement and Test Automation
The latest HEV/EV system
solution from Intersil
Corporation features an
automotive-grade Li-ion battery
management system and safety
monitor. The ISL78600 multicell
solution provides ISO26262
(ASIL) compliance to prevent
battery pack failures, as well as
built-in fault detection for all of
its major internal functions and
detection of external faults such
as open wire, over- and under-
voltage as well as temperature
and cell balancing faults.
The system provides the high
accuracy needed for precise
state-of-charge measurements
to extend vehicle driving
range and the life of high-
performance Li-ion batteries.
To accomplish this, each
ISL78600 device uses a 14bit
temperature-compensated
data converter that scans 12
channels in less than 250s.
Average mid-size HEV vehicles
today use 126 to 168 cells,
which can be addressed with
11 to 14 ISL78600s per vehicle.
When combined with four
external temperature sensors,
the ISL78600 can be used for
state-of-charge measurements
across the full battery
operating temperature range.
To achieve the highest
possible reliability for intra-
system communication, the
ISL78600 uses a high noise
immunity and transient tolerant
communication scheme. This
fully differential daisy-chain
architecture enables the use
of low-cost twisted pair wiring
to stack multiple battery packs
together while protecting
against hot plugging and
high-voltage transients.
The ISL78600 can be
connected to microcontrollers
via a 2.5MHz SPI or 400KHz I2C
interface, and is specied for
operation in temperatures of -
40C to 105C (-40F to 221F).
Li-ion battery
management control
ESPEC is just weeks away from
introducing a new range of temperature
chambers for testing Li-ion batteries safely.
Batteries must be proven in hot and cold
conditions per IEC, UL, and SAE standards,
as well as long-term performance testing
at various real-world temperatures.
Because battery failure is a real risk
(and sometimes a desired outcome) during
this type of testing, ESPECs temperature
chambers have been engineered to offer
safety features to protect users from harmful
explosions, and ensure the operator is
protected. Safety features are selected
based on the clients individual testing
needs and safety plan. Integral to most
safety systems is a gas monitor, which
can activate protective features automatically.
Low-temperature heaters for the chamber
protect from ignition of noxious gases if
a battery vents, and a locking door latch
and pressure vent are helpful if a battery
explodes. These features, and others, enable
the safe testing of batteries, and ensure safety
of the nal product.
ESPEC will be showing a test chamber built
for testing lithium-ion batteries at Automotive
Testing Expo North America.
Temperature chambers
EV TESTING
A fully validated, real-time
vehicle model simulator
for developing and testing
passenger and light commercial
vehicles, from conventional
to electric and hybrid, has
been developed by Wineman
Technology and Tecnalia.
Dubbed Dynacar, the simulator
is a plug-in for Winemans
Inertia test automation software
and National Instruments
VeriStand real-time test and
simulation software.
With Dynacar, individual and
traditionally isolated vehicle
subsystem hardware and
software tests, such as ECU
testing and motor simulation
in dynamometers, can now be
tested within the larger vehicle
environment.
Wineman says the system
enables users to see how their
particular components work
as part of the whole system,
ultimately improving product
reliability, reducing
development costs, and
speeding time to market. This
new approach is particularly
suited for the increasingly
complex systems developed in
alternative vehicles, including
electric drives, battery packs,
torque control algorithms,
distributed electric drives,
and advanced, model-based
test benches.
To meet the demand for
reliable new technology in
vehicles, auto manufacturers
must have a seamless
development process, explains
Jim Wineman, CEO of Wineman
Technology. By using the
Dynacar, combined with Inertia
and NI VeriStand, test engineers
have one framework for the
whole process, enabling them to
efciently and rapidly prototype,
implement, and real-time test
vehicle components.
Dynacar provides a common
test platform that engineers
can use through the entire
development cycle from the
early vehicle design, HiL, and
dynamometer testing phases to
the production oor. Engineers
start with a fully validated
vehicle model that they can
quickly customize by changing
parameters on the y using the
GUI, or by plugging in their own
models and using Dynacar as
a virtual rolling chassis.
With Inertia and NI VeriStand,
Dynacar offers less than 1ms
loop-closure rates and an easy-
to-use GUI with drop-down
menus for development and
testing. In addition, custom
control algorithms and
simulation models generated
with other languages can easily
be integrated into the vehicle
model, and through menu-drive
options engineers can quickly
and easily change parameter
values or plug in and test
another model in a complete
vehicle environment.
According to its developers,
Dynacar is already being used
by several European and US
automotive and component
manufacturers. Find out more
at Wineman Technologys stand
at Automotive Testing Expo
North America 2011.
Fully validated model simulator
Zytek has released
details regarding the
electric drivetrain it is
developing for use in the
Gordon Murray Design T.27
electric vehicle program.
Following 12 months effort
selecting a suitable Li-ion
cell design, CFD analysis
of multiple cooling system
options, design of a pouch
cell frame incorporating
cooling channels, and the
design of a new battery
management system, Zytek
has created a lightweight
high-voltage EV battery. This
battery has undergone much
testing to ensure its safety
in this application, including
a cell, module, and battery
tests. The tests have assessed
thermal characteristics,
plus cell performance under
extremes of electrical and
mechanical abuse.
With low vehicle weight
being a primary target,
a single structure has been
used in order to integrate the
battery into the T.27. This has
yielded a total battery weight
of 129kg. The battery capacity
of 12.1kWh, coupled with
the lightweight vehicle and
powertrain, has exceeded
range targets, giving more
than 100 miles over the
New European Drive Cycle
(limited to 100km/h), and
up to 130 miles over the
urban European Drive Cycle.
Lightweight yet
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EV TESTING
BMW is on the brink of one of its most exciting developments
in decades: the Megacity project. To ensure public acceptance,
the man in charge, Dr Julian Webber, involved hundreds of
real-world testers during the research stage
Testing EVs in the lab or in the confnes of a test
program is one thing, but it doesnt highlight the
unexpected issues of the real world, or promote
the technology. This is why Mini decided to get the public
involved in testing the Mini E, a research program for one
of BMWs biggest projects for decades, the i range.
Around the world, 612 electric Minis have been
deployed for curious members of the public or pioneers
in Mini speak to trial on a nine-month basis. We joined
40 such pioneers at a hand-back ceremony at Minis Oxford
plant to fnd out the value of such a test program, where we
found Dr Julian Webber, BMW Groups head of e-mobility,
anxiously awaiting the latest feedback.
Its important to show the public that e-mobility
works, he states. Look how sad these people are to hand
back their cars, because they realize an electric car is not a
sacrifce, it is fun. E-mobility is a customer-relevant asset
on its own it is quiet, it is still very dynamic, it is fun and
it is emissions-free. That is the big lesson of the project.
However, the real learning was imparted by the pioneers
over their collective 258,105 miles, from dataloggers in the
cars and home charging points, and from regular telephone
interviews, travel journals and questionnaires. Of course,
what BMW wanted was real-world feedback about the
dreaded r word: range.
We are about to launch Megacity [now named the i3],
a serious product, in 2013. If you plan something like that
then you have to know what range is acceptable: is it 80,
100, or 200 miles? says Webber. The Mini E project
showed us that a range of 100 miles flls most customers
needs. Thats very important feedback from the program.
SEPTEMBER 2011 080
Power to
the people the people the people
SEPTEMBER 2011 081
With some drivers covering 8,000 miles in their trial,
Webbers team were not short of feedback. However, trials
in the USA showed that journeys in the USA are generally
longer than in the UK and Germany. BMW is still awaiting
test eet results from China and Japan.
We compared driving patterns of regular Cooper
drivers with Mini E drivers and they were the same. With
regard to charging, in our eet tests in the UK and Germany
we offered customers a charging infrastructure. However,
two-thirds of customers never used it, as they were happy
to charge the car at home or at work the places they
parked the car for six hours or longer. That was a big
learning from the project.
Indeed some relieving feedback was received. The
most unexpected was that some drivers refused to charge
their car in public places, Webber asserts. I would have
expected more of them to use public charging stations,
even if just because of the parking. People said plugging
into the garage was very convenient.
So why didnt BMW simply give the cars to its own staff
for the trial? Because Mini and BMW staff are already
prejudiced of course, replies Webber. Market research
within BMW would always be that all BMWs are great. To
get serious and honest feedback from real customers, who
arent engineers, is important because BMWs are made by
engineers, but not only for engineers. Some engineers
would be very happy to carry out a special process before
they can charge the car, but the public wouldnt.
The public may have loved their trial of the Mini E, but
dont expect to see one in your local car showroom anytime
soon, or even parts of it within the i3. The batteries and
powertrain were developed by AC Propulsion in California,
and were good for 204hp and 220Nm, though being made
from 5,088 Li-ion laptop cells in a 35kWh pack, it is clearly
a stop-gap solution, not least because they had to occupy
the space usually reserved for rear seats.
We dont really care about the Mini Es technology,
states Webber. Its good to know that none of the batteries
ABOVE: Clever
packaging means that
the i8s sleek body
can actually carry
four passengers
LEFT AND ABOVE
LEFT: The i8s
dramatic and sporty
styling is piquing the
publics interest in
electric mobility
EV TESTING
i8
The i8 sports car
features a plug-in hybrid
solution that brings together
a combustion engine and
an electric drive system to
deliver low fuel consumption,
low emissions, and high
performance. The i8
combines the modied
electric drive system from
the BMW i3 tted over its
front axle with a three-
cylinder combustion engine
producing 164kW/220hp
and 300Nm (221 lb-ft) at the
rear. The motor in the front
axle module and combustion
engine at the rear are
connected by an energy
tunnel, which houses the
high-voltage battery. This
gives the car a low center of
gravity, while the positioning
of the electric motor and
engine over their respective
axles and the space-saving
and well-balanced
packaging of all components
result in an optimum 50/50
weight distribution. i8 can
accelerate from 0 to 62mph
(100km/h) in under ve
seconds, though cruising
can bring fuel consumption
of under 3l/100km (94 mpg).
Thanks to its large lithium-
ion battery, which can be
charged from a domestic
power supply, the i8 can
travel up to 35 km (approx.
20 miles) on electric
power alone.
failed, but the Mini E is all about customer behavior. The
next loop, the BMW ActiveE [based on a 1 Series Coup],
already includes components will be in Megacity vehicles.
The battery cells will be the same, as will other things. The
cars will gain experience so we will feel comfortable starting
series production of the purpose-built Megacity vehicle.
BMW sees the battery system and e-motor as key
elements it must develop and test to a high degree in order
to differentiate itself from the competition, such as Audis
urban concept. The battery cells will come from SP
Pioneering spirit
Keen to hear the perspective
of an amateur development
engineer, we spoke to Ben Wood,
one of the keenest pioneers in the
UK Mini E trial who, like the others,
paid a subsidized car lease of 330
per month of the trial. Wood caught
our attention as he gained some
notoriety in his feedback to BMW
for slipstreaming lorries in order
to prolong his range.
So what attracted Wood to
the trial? Although I think the
environment is important and dont
want to be dismissive of it, it is not
the priority of my life, he said. I
work in the mobile phone industry
and batteries are the single biggest
limitation to the progress of the
industry. If you look at processors,
youve got all sorts of technology
elements that are all in hyper-
growth, but the battery is like a
body twitching on the ground and it
is holding back our entire industry.
I felt if I could get an understanding
of where battery technology was
going in cars then it would give me
a chance to see if there was any
hope in the mobile phone industry
that this technology could be
ported from one place to another
due to the signicant investments
in the automotive industry. On top
of that, I do like technology and
the chance to be part of something
in the beginning is great fun and
I think Ill look back on this
experience, having arrived being
deeply sceptical thinking they
are just milkoats on steroids, to
i3
Previously known as the Megacity Vehicle, the
i3, BMW Groups rst series-produced all-electric
car is designed for urban areas, and is billed as the
worlds rst premium electric vehicle. Its LifeDrive
architecture, largely made of carbon ber, renders
the i3 light, safe, spacious and dynamic, while also
enabling it to travel long distances on a single charge
and provide superb crash safety.
The electric motor over the rear axle which
generates output of 125kW/170hp and 250Nm torque
(184 lb-ft) from a standstill means acceleration from
0 to 37mph (60km/h) in under four seconds and from
rest to 62mph (100km/h) in less than eight seconds.
Automotive, but the e-motor and battery system are being
developed in-house by BMW.
The same as with combustion engines, you need test
cells for proper engineering. We have the same quality and
performance requirements for electric drivetrains as
conventional drivetrains. We didnt need to build a new
test center though since BMW has pulled out of F1, many
of the F1 experts are now involved, partly because of their
KERS experience, says Webber.
Batteries today are still expensive and need space, and
in Megacity they will need to be at under the oor for a low
center of gravity, and be crash-proof. Every manufacturer
is seeking to extend range and make batteries smaller and
cheaper. The main reason why we will use a carbon ber
cell for our EVs is lightweight engineering. Lightweight
engineering is the integrated range extender every extra
kilogram in the car limits range, and this is why lightweight
engineering is so important for e-mobility.
So does Webber foresee big advances in battery
technology in 10 years time, which might make electric
cars a more practical solution for the masses? I think pure
EVs will probably remain cars for Megacity trafc, he
states. In future areas of our market we will still have
customers who need to drive 100-200 miles a day. Even if
batteries will have the capacity, Im pretty sure that plug-in
hybrid vehicles will be a more suitable architecture for
those who need longer ranges. The i8 for example, our
supersports car sub-brand, will be a plug-in hybrid.
Dont expect to see a full hybrid in the BMW range,
though. I think full hybrids are a temporary thing, says
Webber. Plug-in hybrids are a concept that will be with us
much longer, for longer ranges. I think it is an important
technology. As a spectrum, for me the plug-in hybrids
begin as an EV that has a small range extender. At the
other end of the spectrum is a normal IC-powered car that
has a little electric motor that is used for power boosting or
very low-speed city driving. Between the two ends you
have many different possible concepts.
And the ultimate technology, the fuel cell? We are also
investigating fuel cells, and have developed the H7, but
there is no hydrogen infrastructure. The huge benet of
e-mobility is that you just need a plug socket electricity
is everywhere. Fuel cell vehicles might play a role in the
2030s, but not much earlier.
thinking that electric cars are very
credible indeed for urban use so its
been a very positive experience.
In six months I covered about
4,500 miles. Because my commute
was an 80-mile round trip, I was
more condent than many in the
range of the vehicle so I drove for
longer than other guys. There
werent many days when I didnt
go below 20%.
BMW gave us a completely free
rein. They had a couple of problems
with people really thrashing the
cars, and one guy blew up a couple
of components when he was driving
fast and braking very hard, as the
energy recovery into the car spiked
and damaged components. So they
did ask us not to do that.
RIGHT: Range aside,
one of the main
limitations of the
Mini E was that the
rear seats were
sacriced to
accommodate
batteries
SEPTEMBER 2011 082
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Electrodynamic Shakers

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Vibration Controllers

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Sine, Random, Shock, SRS, SOR

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North Americas
foremost automotive
test, development,
and evaluation show returns
to Novi, Michigan for the
ninth time on Wednesday,
October 25. Around 200
companies will be exhibiting
the latest, greatest technology
that can help develop a world-
class vehicle. From the
industrys smallest sensors
to its largest test facilities,
everything is on offer at the
expo, as you can see in this
preview.
New for 2011 are two sister
events, which visitors can also
enter at no charge. The rst
is Engine Expo, which has
been a highly successful event
in Europe for 13 years and
showcases the very latest
powertrain technology. The
second is The Battery Show,
which focuses on a critical
component in the automotive
industrys future.
Event: Automotive Testing Expo North America
Venue: The Suburban Collection Showplace,
Novi, Michigan, USA
Date: October 25-27, 2011
SEPTEMBER 2011 084
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Scientific LabS and
Proving groundS is an
industry leader in validation
and testing services. Its
highly skilled engineers,
mechanics, and
technicians offer
unsurpassed expertise in
an array of competencies
including environmental
and EMC testing, aero-
acoustic wind tunnel
analysis and emissions,
and fuel economy testing,
among others. Its 7,500+
acres of proving grounds,
including over 150 lane
miles of road, can provide
a multitude of testing
options. With vast
experience in automotive
testing, the company is
uniquely positioned to
understand and meet
specifc requirements with
a turnkey approach.
You can speak to
representatives of Scientifc
Labs and Proving Grounds
at booth 6004
Scientifc labs and proving grounds
The agiLent booth will
feature the very latest test
technologies, including the
PXI-based TS-8900
functional test system with
throughput improvements,
system cost reduction,
and better test coverage,
all on a standard, reusable
PXI platform for quick
development and
deployment.
In addition, visitors can
view the PXI form factor
chassis and modules,
integrated with software
applications to obtain
trusted measurements, and
the U1230 series of DMMs,
Agilents most affordable
handhelds, which include
fashlight, non-contact
voltage detection, and
visual and audible alerts for
measurements in the feld.
The InfniiVision 3000
X-Series Oscilloscope with
automotive-specifc
applications will also be
demonstrated. It features
breakthrough technology
that delivers more scope
for the same budget.
A wide selection of
bench instruments will
also be on display, including
the Agilent 33522A Dual
Channel Function/Arbitrary
Waveform Generator, a
34972A LXI Data Acquisition
Unit, an N6700B four-slot
modular power system,
and much more.
Find out more at
booth 12028
Wide range of technologies
Test labs need steel belts
that are high quality and
long lasting. berndorf
band will be at the expo
to discuss the latest high-
tensile steel grades and
state-of-the-art
manufacturing techniques
used for its belts, with
sizes from 1.4m to 25m in
length, 0.3mm to 1.0mm
in thickness, and 200mm
upward in width.
Special attention is
given to coatings, including
soft friction linings,
abrasive friction linings,
and UHMW-PE coatings.
The type of coating
required depends on
technical criteria, which
may vary from test to test.
All coating types are
bonded onto the steel belt
using high-performance
glues that ensure perfect
adhesion, which is
necessary to work in high-
speed applications over a
long time. This requires
following guidelines
relating to preparation
of the belt surface and
handling of the lining,
including the glue and its
application on the belt.
See Berndorf Band at
booth 9032
The latest steel belts
SEPTEMBER 2011 085
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Mechanical engine testing
equipment manufacturer
ApplicAtion
EnginEEring inc has
had a prosperous year,
with its driveline and fuid
conditioner product groups
having an outstanding year.
The company has created
multiple drivelines for
engines of more than
10,000hp, and is fnishing
a driveline/dynamometer
for internal combustion
engines less than 5hp,
in conjunction with Sakor
Technologies. The fuid
conditioner systems
have seen a rise in
sophistication, with many
systems now including
pumps, heaters, coolers,
and automated valves as
customers push to improve
fuel economy, power, and
durability.
Application Engineering
is also in the process of
refurbishing three of its
four engine test cells to
do contract testing. The
company has multiple
dynamometers and
engine handling
equipment. Although
its data acquisition and
controls are limited, they
can be upgraded to a
customers requirements.
Application
Engineering is accessible,
a couple of hours from
Detroit, Chicago, and
Indianapolis close
enough to monitor/check
in on your testing, but
out of the way enough
to keep testing very
private. Offce space
along with a machine
shop is available if
a client needs space
away from the normal
corporate structure,
creating place to actually
think instead of going
to meetings.
See Application
Engineering Inc at booth
14004
Engine test equipment
and test cells available
Accurate leak detection
The protEc P3000XL, a
helium sniffer leak detector
using Wise Technology
for increased levels of
productivity and reliability
in demanding production
environments, can be
viewed at inficons
stand. The device can
detect leaks from a
considerable distance from
the leak location and also
on the backside of a tube
joint, while at the same
time moving the sniffer tip
quickly. Designed for easy
and comfortable use,
Protec P3000XL is immune
to careless or untrained
operation, minimizing
operator errors and the
potential for missed leaks.
This high-performance
leak detector provides
dependable leak checking
and lowers cost of
ownership for component
and pre-assembly testing
of automotive air
conditioners and similar
products. For maximum
fexibility, the unit can be
operated via the probe
display without access to
the main unit. The built-in
PRO-Check reference leak
allows the operator to
verify the unit is functioning
properly at the production
line at any time. A unique
operator-guiding mode,
I-Guide, minimizes
operator error by ensuring
the correct number of
locations on each unit
under test is checked, and
that each location is tested
for the predetermined
minimum time. Multiple
alarm functions ensure
alarms cannot be
overlooked.
See Infcon at booth
7032
Increasing vehicle
complexity and shorter
development cycles have
created major demands
on test engineers. OEM
engineering programs
can realize time and cost
savings by collecting
the right data from the
vehicle and transmitting
it wirelessly to the right
person, anywhere in
the world.
Recognizing the
importance of this data,
control-tEc and
DrEw tEchnologiEs
have partnered together
to develop the ultimate
data acquisition and
telematics system. Many
loggers and telematics
devices are expanded
by coupling modules
together and flling
up the back seat
of a vehicle with
expensive equipment.
The goal behind the
new system, the CT-1000,
was to combine a
massive amount of
processing, I/O, vehicle
bus, and wireless
technology inside a
single, compact box.
The CT-1000 is closer
in technology to a laptop
than a conventional
embedded data logger.
It runs Linux on a dual-
core 1GHz processor
featuring built-in foating
point, and has a base
confguration of three
built-in CAN channels,
expandable to eight, that
can all wake up and
support ISO-15765, ISO-
14229, SAE J1939, J1979,
and J2534. It can also
be expanded to support
legacy OBD2 protocols
such as J1850VPW,
J1850PWM, ISO9141,
and KWP2000.
Control-Tecs data
acquisition software
takes advantage of the
CT-1000s hardware,
which boasts 1GB of
RAM, 1GB of built-in
memory, and a wide
variety of I/O including
dual gigabit Ethernet
ports, USB device, up
to eight USB host ports,
user-removable MicroSD
card, an optional
onboard SATAII SSD up
to 1TB with write times
10-times faster than fash
memory cards, three
digital outputs, three
standard digital inputs,
an optional 16-channel
analog input module
with dual 100kHz
processors, and a direct
connection to the CT-
DASH, the upcoming
HUD for the CT-1000.
As auto makers
push to develop global
vehicles, one of the most
challenging aspects of
the new CT-1000 was to
develop a global wireless
solution. The CT-1000
features built-in support
for EV-DO, CDMA, GSM,
3G, GPS, and 802.11 b/g/
n. The CT-1000 wireless
system is planned
for use globally, and
is currently going
through PTCRB and
CE certifcations.
Making its public
debut at Automotive
Testing Expo North
America, the CT-1000 is
an advanced telematics
platform that is ready
to help solve the most
complex challenges
with fexible yet
comprehensive and
intuitive confgurability.
See Control-Tec and
Drew Technologies at
booth 6024
Next level data logging and telematics
SEPTEmbER 2011 086
Mobile measurement
ipEtronik DEsigns,
develops, and manufactures
mobile measurement
technologies for the global
automotive market. An
extensive portfolio of
ultra-precise measurement
modules, data loggers,
sensors, and software offers
feld-proven technology for
extreme environmental
conditions, with full applications
support for data bus, protocol, and control
unit requirements. On display will be
the companys new Sx-STG product,
a compact, eight-channel, high-speed,
multi-input analog
measurement module with
onboard sensor excitation,
expressly designed for use
within demanding mobile
measurement applications
that require stringent reliability
and high sample rates, such
as vibration and acceleration
assessments, road load data
acquisition, and vehicle component and
body testing. The companys corporate
headquarters are in Baden-Baden,
Germany, with North American operations
in Livonia, Michigan, USA.
See Ipetronik at booth 8020
exhibitor
spotlight
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Servo electric linear actuator launch
A dramatic leapfrog
in motion technology
will be announced by
DYNAMIC TESTING &
EQUIPMENT, a
high-performance
servohydraulic test
systems specialist. The
company has developed
a smooth motion control
that is free of hydraulics,
clean-room compatible,
and has virtually silent
operation.
The MPulse line of
servo electric linear
actuators is a scalable
platform with combined
dynamic and peak
loads exceeding 32kN
(7,200lb) on a single
shaft, with higher force
combinations possible.
Unlike servo hydraulics,
MPulse peak force is
achievable at speeds
exceeding 4.5m/sec,
which is ideal for
testing damping loads.
Depending on the
payload, 200Hz
frequency response
is achievable. Utilizing
regenerative power,
energy contained in
inertial and spring
loads is returned to the
common DC Bus. The
M-Pulse Series employs
advanced eld control,
providing more efcient
operation than linear
motor congurations.
With integrated water
and/or air cooling on
stationary motor coils,
higher continuous
forces can be maintained.
Multiple control methods
incorporating the DTE
3500 servo controller
include outer position,
force, acceleration,
and strain control.
Find out more at booth
14028
Broadcast-quality
high-speed camera
COOKE is introducing the pco.dimax HD/HD+ high-speed
camera, based on a specially developed CMOS sensor,
which achieves true linear response at high-denition
resolution and an attractive price. With its smaller form
factor, numerous trigger options, and smart battery
control, the pco.dimax HD/HD+ is specically designed
for automotive off-board safety tests.
Sensitive 12bit dynamics enable full resolution rates
of 1,469fps at 1,920 x 1,080 pixel (HD) and 1,107fps at
1920 x 1440 (HD+).
The camera features 11m pixels and peak quantum
efciency of 50%, and is available in monochrome and
color formats. Internal offset stabilization negates the
need for a mechanical shutter.
Light sensitivity with low read-out noise gives highest
image dynamics and broadcast image quality (SMI value
83 according to ISO 17321 standard) and ISO speeds
from 1,250 to 16,000 (mono) and 160 to 6,400 (color).
The camera features up to 36GB of internal memory,
and data is transferred via GigE Vision or USB2.0 (camera
link optional) camera interfaces. The global snapshot
shutter provides exposure time from 1.5s. Inter-camera
(master-slave) synchronization allows for precise
synchronization of up to ve cameras.
See Cooke at booth 5024
After CINCINNATI SUB-
ZERO (CSZ)s acquisition
of HALT & HASS Systems
Corporation (HHSC), the
company now provides
a full line of HALT (highly
accelerated life tests) and
HASS (highly accelerated
stress screens) test
chambers. This
addition broadens
CSZs extensive
environmental test
chamber product line.
CSZs HALT & HASS
Time Compressor
Chambers are
available in four sizes:
the TC-1.5, TC-2.0,
TC-2.5, and TC-4.0.
The chambers offer
temperature ramp
rates up to 100C/min
(212F) with random
vibration levels of 1.0
to 90 GRMS; their low
sound levels, liquid
nitrogen consumption, and
power usage offer a good
return on investment.
See Cincinnati Sub-Zero
at booth 7035
Test chamber
specialists
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Designer and manufacturer
of environmental
test chambers,
Envirotronics, will be
launching the Endurance
Series, a standard pre-
engineered temperature
and humidity chamber.
The Endurance features
-70 to 180C (-94 to
356F) temperature
range, and a 10% RH to
98% RH humidity range.
Envirotronics claims it now
offers the only standard
chamber with the ability
to reach 98% RH at 95C
(203F). Available chamber
sizes are 340 liters, 600
liters, 1,000 liters, and
1,500 liters. The chambers
feature simple touchscreen
operation, a double gasket
seal, a welded polished
stainless-steel interior,
and a versatile design.
See Envirotronics at
booth 9004
Environmental test chambers
HonEywEll is introducing
visitors to the new TMS
9250 digital telemetry torque
measurement system.
Completely digital, the
TMS 9250s wireless
design enables higher
integrity of torque data
capture through higher
resolution, higher sensitivity,
faster response, and no
mechanical interferences.
The result is a more
accurate indication of
the actual torque being
experienced, plus an
increase in overall system
reliability.
Fully software driven,
the TMS 9250 features
quick and easy setup,
and selectable outputs that
can be easily adjusted as
needed. With no slip rings
or bearings to replace,
less routine maintenance
is required.
The fexible, compact,
modular design allows
the system to be easily
adapted or customized
to ft into many types of
automotive torque test and
measurement applications,
including powertrain
testing (engine, engine
diagnostics, cold engine,
transmission, driveshaft,
and rear axle differential),
dynamometers/test
stands, brake testing,
wheel hub, drive wheels,
and more.
TMS 9250 is fully FCC
and CE certifed, meeting
EMC requirements, and will
not cause RF interference
with other equipment.
Multiple confgurations are
available, including DIN,
SAE, integral coupling,
shaft-to-shaft, and custom
mounting.
See Honeywell at booth
11005.
nortH carolina
cEntEr for
automotivE
rEsEarcH (NCCAR)
is a purpose-designed,
independent, non-proft
center that opened in
May 2010. The center
was devised to meet the
ever-evolving product
research, testing, and
development demands of
the automotive industry
and is supported by
state sponsorship plus
affliation with North
Carolinas university
and college system.
The facilities are
located one mile off
Interstate I95, just south
of the Virginia state line,
and include a two-mile
ride and handling
course, two-acre vehicle
dynamics area with
high-speed entry, 1.9
miles of off-road trails,
six leasable garages,
a workshop, and meeting
rooms. The entire site
is covered by video
surveillance and high-
speed WiFi, and its staff
have experience of
managing groups
ranging from 120
vehicles to individuals.
Work has recently
started on expanding
the VDA up to nine acres
and adding link roads
into the road course
to improve usability.
See NCCAR at booth
11046
Independent vehicle testing
Co-locating with
Automotive Testing
Expo North America
are two new and exciting
exhibitions. Engine Expo
North America will take
place in the USA for the
very frst time. Mirroring
its sister show, which
has run in Stuttgart,
Germany for the past 13
years, Engine Expo
North America will bring
together the very latest
technologies in engine
design and manufacture,
with companies such as
Dassault Systems, BASF,
FEV, Parker Hannifn,
Pi Shurlock, Trelleborg,
and many more
displaying their state-of-
the-art technologies
and services.
Another attraction,
The Battery Show 2011,
is focused on advanced
battery technology. The
global battery industry
will have an unrivaled
opportunity to meet
with battery buyers,
designers, scientists,
and technicians from
automotive OEMs,
electric utilities, and
portable electronics
manufacturers as well
as state and federal
government.
As with Automotive
Testing Expo North
America, entry to
these events is free.
Engine and battery events
088
Digital telemetry torque
measurement
Acoustic measurement
technology
Gras Sound & Vibration
will be displaying its
full range of acoustic
measurement products for
the support of demanding
automotive testing
requirements, such
as acoustic chamber
testing, interior noise
measurements, engine
noise analysis, NVH
testing, vehicle pass-by
noise, near-feld acoustic
holography, and
aerodynamic studies.
On display will be the
new 47AX low-profle half-
inch precision pressure
microphone with built-in
CCP (IEPE-type)
preamplifer for ground
array and general vehicle
noise measurements in
space-constrained
environments; the 50GI,
the industrys only Class 1
prepolarized CCP sound
intensity probe for high-
precision sound intensity
or sound power
measurements, sound
source localization and
sound ranking, or for
meeting any IEC 61043
standard requirement; the
40PS low-profle surface
microphone; and a variety
of precalibrated
microphone sets with
TEDS capabilities (per IEEE
1451.4-2004) for simplifed
acoustic test setups within
larger channel count
applications.
See GRAS Sound &
Vibration at booth 8052
exhibitor
spotlight
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High-density power supplies
GENESYS AC/DC power
supplies provide high
power density, low ripple,
and user-friendly
interfaces. Outputs to
600V and 1,000A provide
excellent performance
and exibility. Genesys
high-density power
supplies are the only
complete family with
identical features and
interfaces from 750W to
15kW. Now with highest
density 2.4kW in 1U.
Platforms include
750W, 1,500W, 2,400W,
3.3/5kW, and 10/15kW
output. Outputs available
range up to 600V and
1,000A. The high-density
Genesys power supplies
contain extensive features
that provide performance
and exibility. Identical
units may be connected
in parallel for even
greater system exibility.
Standard features
include reliable front
panel encoders, remote
analog program and
monitor 0-5V or 0-10V,
user-selectable, standard
RS-232/RS-485, last-
setting memory, user-
selectable auto/safe
restart, optional IEEE or
isolated analog control.
A wide range of power
factor corrected AC input
options ensures operation
worldwide.
To learn more, visit
Genesys at the Expo.
Instrumentation
solutions
KISTLER NORTH
AMERICA will be
displaying turnkey
instrumentation
solutions for vehicle
dynamics testing,
engine development,
crash test, and
manufacturing process
monitoring, including
sensors, data
acquisition, and
software. Technologies
include optical sensors
with RoaDyn mounting
and directional
detection; the KiBox in-
vehicle combustion and
road test analysis
system, facilitating real-
time measurements
on proving grounds;
a complete portfolio of
KT crash test sensors;
the Corrsys-Datron
RV-4 wheel vector
measurement system;
and Kistlers latest
pressure, force,
acceleration,
and torque sensing
technologies, presented
along with a closed-
loop monitoring system
for servo press
applications.
The company will
also discuss the
establishment of its
new North American
Technical Center in
Novi, as well as its
recently established
sales and customer
support facility
in Monterrey, Mexico.
See Kistler North
America at booth 14032
High-tech sensing
systems
Meggitt Sensing Systems will be displaying
its recently expanded product line offerings for
automotive testing, including high-performance
piezoelectric, piezoresistive and variable
capacitance (VC) accelerometers; shock
and vibration sensors; dynamic and static pressure
transducers (piezoelectric and piezoresistive);
acoustic sensors and instrumentation; displacement
sensors; servo accelerometers, inclinometers;
inertial measurement units; LVDTs; electromagnetic
and piezoelectric structural excitation devices;
conditioners; calibration systems and services;
and signal conditioning electronics, cables, and
accessories. Many models are now part of the
companys Guaranteed InStock program, with
quantities available for immediate shipment.
See Meggitt Sensing Systems at booth 7040
089
exhibitor
spotlight
Drive-in Environmental Chambers
ESPEC North America, Hudsonville, MI
www.espec.com Phone: 1-877-463-4432
ESPEC supplies automotive
companies around the world
with customized drive-in test
chambers. ESPEC is expe-
rienced in integrating addi-
tional capabilities to suit your
testing, including:
Road vibration simulation
Squeak and rattle
Infrared/radiant exposure
(shown)
Rain or salt spray
simulation
Dynamometer integration
For temperature & humidity testing
Visit us at
BOOTH #: 6064
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Stop by Agilents booth and enter to win a free
InfniiVision 3000 X-Series Oscilloscope and one of
three U1270 Series Handheld Digital Multimeters.
Join envirotronics at Automotive Testing Expo
North America 2011 for the Safe Lithium-Ion Battery
Testing for Automotive Applications seminars.
Lithium-ion batteries are now being used in many
automotive applications. Understanding the
product and the interaction with other vehicle
components and the surrounding environment is
essential to the product development process and
testing safety. Many safety requirements will need
to be in place with testing equipment and chambers
including; C0
2
gas purging, H2 gas measurement,
Burst disc, N2 inerting, GN2 purge and venting
systems. The seminar will cover all these topics and
more. Two seminars will be held on Wednesday,
October 26, 2011 at 10:00 and 15:00 in the Coral
Room of the Diamond Center at the Suburban
Collection Showplace. The seminars are free and
refreshments will be served.
Visit ipetroniks stand for a demonstration of
the new Sx-STG in use with IPEmotion software,
illustrating how it may be used to achieve real-time
analytical capabilities during measurements,
with the ability to store data in different formats
simultaneously and to change setups and views
on demand without interrupting a test, saving time,
costs, and resources.
At MechAnicAl siMulAtions booth, engineers
will be present to demonstrate how their simulation
software tools can be used for model-based
development projects involving software-in-the-
loop, hardware-in-the-loop, and driver-in-the-loop
applications. Visitors can also experience CarSims
new Animation technology, which combines a high-
quality rendering of the driving environment with
interactive engineering plots. Finally, Mechanical
Simulation will demonstrate Active Safety
Applications, which utilize interactive sensors
and traffc capabilities.
In addition to the many product demos and
presentations that National Instruments will be
giving during the show, stop by the companys
booth and enter to win a free lego Mindstorms
programmable robotics kit.
The ctvtc booth will have a host of media
presentations that allow
you to virtually ride
along as the passenger
in a test vehicle
performing ride,
traction, limit handling,
and regulation testing.
Representatives will be able to discuss how to save
you time and costs in your product development
and testing programs.
Stop by booth 6032 to see DynAcAr2, a sporty
prototype car from Spain, built to validate the
modeling strategy of the Dynacar vehicle model
simulator, along with a demo of the simulator.
Also enter to win Wineman Technologys iPad 2
giveaway.
Lucky seven:
unmissable events and promotions
Visit the nAtionAl
instruMents booth
to see the latest products
and news in the areas of
automotive end-of-line
test, infotainment test,
HiL simulation, test cell
measurement and control,
in-vehicle test and logging,
and rapid control
prototyping.
Representatives will be
on hand to demonstrate
and discuss the latest
products and applications.
Product launches include a
high-speed CAN interface
for NI CompactDAQ and NI
CompactRIO platforms
that can standardize CAN
applications, from test
bench verifcation and
validation to in-vehicle
logging, to manufacturing
end-of-line tests by using
NI hardware and software
tools for CAN
communication.
For real-time test
scripting and model-
based test cell
applications, expo visitors
can see how the release
of NI VeriStand 2011
provides new technology
for implementing complex
closed-loop control
and simulation for
dynamometer and
servo-hydraulic
applications, and creating
reusable real-time test
sequences for use in
these systems.
Direct injector driver
solutions for engine control
research and actuator
validation will also be
a focus at the expo.
Learn about the variety
of engine sensor and
actuator modules that
are now available for NI
CompactRIO systems, and
how they can be used for
engine control, actuator
testing, and combustion
analysis solutions.
See National
Instruments at booth 13000
A range of solutions

Reliable
solutions
and
services
Fuel fow-measurement
test equipment and
calibration services
supplier re-sol will be
announcing its transfer
to a new state-of-the-art
location in Michigan.
The new facility is
equipped to support the
effcient assembly and
testing of measurement
and calibration equipment.
The companys
president, Peter Kaub,
frmly believes that, At
Re-Sol, we live to the
fullness of our mission
statement: to provide the
customer with reliable
solutions and services,
build up a close
relationship and become
an integral part of the
customers supply chain
for test solutions, help
the customer to minimize
ineffciencies in use of test
equipment, provide new
concepts which are future-
oriented in regards to
technology and utilization,
and improve the availability
of test equipment.
See Re-Sol at booth 6056
Touchscreen test
chamber controller
russells technicAl proDucts will be introducing
visitors to its new BlueStar touchscreen controller. The
company has stated that this microprocessor controller
is a state-of-the-art test chamber controller capable of
monitoring any chamber function including, but not limited
to, temperature, humidity, and altitude.
The BlueStar features a very intuitive touch
functionality, as well as an 8.9in WSVGA touch panel PC
w/LED backlight, 999 profle steps, graphical trending,
data logging of eight confgurable input/output channels,
remote access, data export capability via USB, and
password protection.
See Russells Technical Products at booth 9074
The s-e-A Roll Simulator
has been designed and
built through a
multidisciplinary effort,
capitalizing on the
companys mechanical
engineering, vehicle
dynamics, and
biomechanics groups. The
simulator provides reliable
testing of rollover events in
order to provide multi-axis
performance-based
evaluation of occupant
response and restraint/
protection systems.
Documenting each test
is a combination of high-
speed video cameras,
a motion capture system,
vehicle and test platform
onboard sensors, and
instrumented ATDs.
The Roll Simulator is a
dedicated indoor facility,
and its capabilities include
controllable and tunable
input parameters such as
speed and roll rate with the
ability to simulate real-
world pre-trip and trip
environments. Its delivery
system can accommodate
a wide variety of vehicle
occupant compartments
and be used to simulate
a variety of non-roll events
with control, accuracy,
and repeatability.
Visit booth 5004
Roll simulator
091
sales@cambustion.com
www.cambustion.com
Customers in over 25 countries worldwide
use Cambustion products every day
Since 1987, Cambustion has remained the recognised leader in
fast-responseengineemissionsanalyzers
Cambustion have the tools to help you meet challenges posed by
newemissions&fueleconomyrequirements
With local representation in China, France, India, Japan, Korea,
North America (Detroit,MI) and the UK, our customers rely on our
equipment and enviable reputation for technical support
Fast - Response Emissions Analyzers DPF Testing Systems
GDI development
Calibration for Particle Mass & Number
Start / Stop fuelling strategy
DPF Testing Systems
EGR & Residuals measurement
Cold Start AFR measurement
Sub - zero calibration
Alternative Fuels
Visit us at
Booth 7036
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Klaus-Peter MenzeMer, US
regional manager for Ipetronik,
along with his colleague, North
American sales manager Steve
Helmuth, will be available to
answer questions regarding the
companys full range of mobile
measurement technologies for electric and hybrid
vehicle/e-mobility testing, feet management
systems, A/C component test bench, thermal
management systems, and other requirements.
JeroMe Bodelle, CEO, Sas Critt M2A: Critt M2A
is a French independent testing center mainly
dedicated to the automotive industry. We offer
turbocharger, engine, and NVH test services.
Among the turbocharger tests which we perform
are performance and mapping, components
qualifcation, and thermal and mechanical
endurance. Visit us on stand 12054.
Jeff sterBling, eastern regional manager, CSZ:
Cincinnati Sub-Zero (CSZ) is a leading provider
of environmental test chambers for automotive
and battery testing. Our product offering includes
temperature-cycling chambers, humidity
chambers, accelerated stress-testing chambers,
thermal-shock chambers, altitude chambers,
AGREE vibration chambers, HALT HASS chambers,
industrial freezers, and more. Sizes range from
small benchtop to full walk-in/drive-in rooms.
alan ecKel, president, Eckel
Noise Control Technologies:
The company founder, Oliver C.
Eckel, worked with Leo Beranek
at Harvard during World War II
to develop the frst anechoic
chamber in the USA. Today,
Eckel produces state-of-the-art anechoic and
hemi-anechoic chambers for automotive and
automotive components manufacturers.
Melody May of the G.R.A.S. North America
sales team will be on hand, along with area sales
representatives RDP Corporation, to answer
questions regarding the companys full range
of precision acoustic measurement products,
including microphones, preamplifers, precalibrated
microphone sets, calibration equipment and
accessories, all designed and manufactured in
accordance with international standards.
Michael McPiKe, Corrsys-
Datron product manager for
Kistler, will be on-hand to
discuss the new RV-4 wheel
vector measurement system,
designed to offer simultaneous
measurements of all vehicle
wheel displacement and directional coordinates
in fve axes. Used for complete wheel movement
evaluation capabilities within numerous vehicle
dynamics testing applications, the RV-4s robust
design incorporates use of fve high-precision
absolute positioning transducers that measure
wheel defection, camber, and X-, Y-, and Z-
movements (spring travel) within a vehicle
coordinate system.
Who to meet:
Autonomous driving systems
Automotive durability testing requires human drivers to endure long
hours of tedious operation over test tracks so rough as to be a danger to their
health and safety. Dynamic and ADAS tests require precision driving and
coordinated timing from multiple drivers, which can be diffcult for human
operators to achieve.
Vehicle testing using robotic driving kits offers advantages in testing effciency
and reduces health and safety risks. A single operator can command multiple
vehicles to perform multiple test circuits simultaneously. Autonomous vehicles
can drive continuously on the rough surfaces used for durability testing and in
all visibility conditions, maintaining speed without sacrifcing safety. Autonomous
vehicles can precisely and repeatably drive the coordinated maneuvers required
for ADAS testing.
asis automation solution includes actuators, electronics, and software for
controlling the steering and other vehicle functions, enabling a vehicle to follow
a GPS path. The mission planning software allows a single operator to easily task
many vehicles, and safely handles tests involving vehicle-to-vehicle coordination
while logging test data and interfacing with existing customer information
systems. The vehicle-side components can ft almost any consumer vehicle
without modifcation, and can be installed in a new vehicle by proving ground
technicians in a matter of hours.
See ASI at booth 9068
exhibitor
spotlight
Contact pressure measurement
at up to 400F
As a thin-flm pressure and force sensor
and pressure measurement systems
manufacturer, teKscan inc has
announced it will launch high-temperature,
tactile pressure sensors at the expo, for
use in environments up to 400F.
These ultra-thin (0.2mm, 0.008in),
high-temperature, matrix-based, pressure
sensors are ideal tools for making non-
intrusive pressure measurements between
mating surfaces. Such measurements
are extremely important in a variety of
applications, including engine gaskets,
brake and rotor testing, fuel cell design,
and injection molding.
The pressure sensors and systems can
be used to measure pressure distribution
between any two mating surfaces; identify
peak pressure hot spots and low pressure
gaps; and record pressure distribution
and force changes over time.
When used with the I-Scan pressure
measurement system, data derived from
these sensors can be used to reduce
setup time, conduct quality control
inspections on machinery and parts, and
assist in product design and validation,
and general testing.
To fnd out more, visit Tekscan Inc at
booth 10044
D I G I T A L H I G H - S P E E D C A M E R A S
Phantom v311 & Miro 3
offer a wide range of features
designed to capture crash test
high-speed imaging.
Phantom v311 is an ideal off-board solution
with 1Mpx at over 3000 fps and high light sensitivity.
Advanced features including camera synchronization,
internal capping shutter, CineMag storage.
Miro 3 is a proven on-board soltuion in use at crash test
facilities around the world. Small, rugged, high-g
camera with internal ash memory for data protection.
When its too fast to see, and too important not to.
Learn more today, www.visionresearch.com

Off-board &
On-board
Phantom has the
digital high-speed
solution.
100 Dey Road, Wayne, NJ 07470, USA
P: 1.973.696.4500 TF: 1.866.450.PHANTOM
E: phantom@visionresearch.com
11249_VR_8.16_Auto Testing Tech. Intern_.5pg 183mmx115mm.indd 1 8/16/11 1:45 PM
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John Wilson, HiL & Real-Time Test
Applications, National Instruments:
John Wilson has been with National
Instruments for 13 years, holding
several positions including
applications engineer, feld sales
engineer, and area sales manager.
Based on his 12 years of experience working directly
with automotive accounts in Michigan, Wilson
serves as NIs main reference point for automotive
applications and standards for the Americas region.
He is currently serving as the HIL & Real-Time Test
sales manager, working with key accounts primarily
on embedded software validation, vehicle
electrifcation, and system validation challenges.
Tony larouco, Eastern US and Canada regional
sales manager for the Meggitt Sensing Systems
Measurement Group, will be on-hand to answer technical
questions regarding the companys available sensor
and instrumentation product ranges for automotive
testing applications such as modal and structural
analysis; vehicle and powertrain NVH; vehicle interior
noise; ride quality; component durability testing; engine
transmission testing; and legislative and safety testing,
including anthropomorphic test devices (ATDs) and
on-vehicle and pedestrian crash testing.
KaTi cole, Silicon Designs
director of sales and marketing:
Silicon Designs will be displaying
its industrial-grade plug-and-
play capacitive MEMS accelerometer
modules with integrated
amplifcation. The sensors feature
an extremely rugged design and full-scale sensitivity
from 2g to more than 20,000g. Our chips and modules
are used to support a variety of automotive R&D, crash
test and vehicle dynamics testing requirements such
as NVH, drivetrain, and powertrain testing; vehicle
suspension and handling; crash event detection;
and airbag performance assessments.
Who to meet:
In-vehicle datalogger
influx Technology will be
introducing its latest in-vehicle
data logger, the Rebel xt. Designed
for vehicle test, OEM engineering
and CAN-based datalogging
applications, the Rebel xt provides
a comprehensive, fexible and
powerful datalogging solution.
Data can be recorded from the OBD
ports and from extended development
protocols. Enabled with UDS and fast
data acquisition, high sample rates and
long-term data recording are possible.
Complex triggering as well as optional
instrumentation modules allow
a complete unattended
measurement system to be
easily confgured. USB, Bluetooth
and GPRS communications options
exist for ultimate fexibility.
Dialog software allows users to
quickly confgure the Rebel xt without
the need for complex scripts or
programming. Dialog uses industry
standard fle formats for parameter
lists and provides professional data
analysis tools.
For remote access and feet
management, data can be transmitted
via GPRS to SureFleet servers at
data rates optimised for telematics.
The Rebel xt provides an ideal yet
affordable solution for vehicle and
engine monitoring applications. Infux
Technology provides modular and
fexible tools to large OEMs and small
companies. Infux announces their
partnership with CAS Dataloggers
for distribution and support in
North America.
See Infux at booth 10000
exhibitor
spotlight
The cooper Tire & Vehicle TesT cenTer (cTVTc) is one of North Americas
premier automotive and component testing proving grounds, with year-round handling,
traction, and regulation testing capabilities. Located south of San Antonio, Texas on
1,000 acres, the center has served its parent company and numerous component
manufacturers for over 10 years as a vital part of research and development efforts.
CTVTC has refned its data collection and handling evaluation capabilities to offer clients
accurate and expedient results on a comprehensive suite of regulation, ride/noise,
traction, and handling tests. In addition to offering complete turnkey solutions, CTVTC
is currently renting a host of on- and off-road test surfaces and the necessary support
services to companies that wish to conduct the testing themselves.
See Cooper Tire & Vehicle Test Center at booth 8028
Texan testing
1310 Kalamazoo Street
South Haven, Michigan 49090
Phone: 269.639.7229 Fax: 269.639.7306
Developers of Engine and Powertrain Testing Accessories
WWW.APPENGINC.COM
Dynamometers
-Small Engine Dynamometers
-Gasoline/Diesel Dynamometers
-Types of Dynamometers
-New and used Dynamometers
Engine Handling
-Dynamometer Risers
-Engine Handling Carts
-Engine Cart Receivers
-Small Engine Test Stands
-Engine Handling Accessories
Drive Line Components
-Torsional Couplings (Voith
Kusel)-Driveshafts
-Driveshaft Guards
-Flange Adapters
-Flywheel Systems
Fuel Systems
-Diesel Fuel Systems
-Fuel Supply Systems
-Fuel Measuring Systems
-Fuel Tempering Systems
Cooling Systems
-Engine Coolant Cooling
-Engine Oil Cooling
-Oil Tempering Systems
-Combination Systems
-Dynamometer Cooling Systems
Actuator Systems
-Standard Duty Throttle Actuators
-Heavy Duty Actuators

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EnUrga Inc.
1291-A Cumberland Avenue,
West Lafayette, IN 47906
P: +1-765-497-3269,
F: +1-765-463-7004,
E: sales@enurga.com
CONTRACT TESTING
OF FUEL INJECTORS
AND NOZZLES
OPTICAL PATTERNATION
DROP SIZE AND VELOCITY
HIGH SPEED IMAGING
To fnd out how the Detroit
areas automotive sector is
growing, we spoke to en en
Erulkar, senior vice president of economic
development for the Detroit Regional
Chamber. The auto industry sector has
rebounded from the body-blows of 2007
through 2010 by doing smart things at
all levels, he says.
There are 882 car companies and
suppliers in the Detroit area, and 1,408 in
the State of Michigan. Detroit remains the
epicenter of the global automotive sector.
One in four of automotive manufacturing
facilities in the USA is in the State of
Michigan, and there are just hundreds
of suppliers. In addition to those who
are manufacturing or supplying, there
are 248 sales and R&D facilities.
Every one of the worlds largest auto
makers is represented in Detroit, he
points out. As well as the Detroit Three
General Motors, Ford, and Chrysler
Toyota, Nissan, and Honda all have
research facilities in Detroit. There are
many independent centers too.
Erulkar says one of the main reasons
why automotive sector industries should
be looking at Detroit is its pre-eminence
as a text-book, state-of-the-art cluster
of innovation and technical expertise.
The level of technical expertise, in terms
of the sheer amount of research and
development that goes on around here, is
a huge attraction. Another is the level of
human talent in Michigan. It has a greater
concentration of engineers than any other
region of the country 36 per 1,000 head
of population. Thats a source of human
talent that you cannot overlook.
We have a total workforce of more
than 240,000 professionals, working in
more than 3,000 advanced manufacturing
businesses in Michigan. So its not just
automotive, but the spin-offs too that
have produced this vast pool of human
talent. The state is rated seventh in terms
of the number of patents registered.
Grants and subsidies for investors
wanting to build premises in the region
are available from the Michigan Economic
Development Corporation. In addition,
each county in the state has a number
of incentives, mostly surrounding the
purchase of land.
Find out more in the web exclusives
section of our web site!
Motor city magic
While at Novi, you can enjoy some of the Motor City regions attractions.
Or even stay rather longer
096
Booth #5044
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As pedestrians we
quickly decide from
the sound a car is
making what its basic driving
parameters are, such as
acceleration, speed, direction,
even the attitude of the driver
and we mostly do this
subconsciously. As almost-
silent hybrid and other quiet
vehicles gain in numbers
alongside their ICE (internal
combustion engine)
counterparts, pedestrians are
no longer receiving the vital
aural cues they are used to,
and this may compromise
their safety.
Research by the NHTSA
in the USA has identifed that
quiet vehicles are more likely
to have accidents with people
than normal ICE vehicles,
so pedestrian safety is an
increasingly important
consideration for quiet vehicle
manufacturers. The most
obvious dangers occur where
people and vehicles exist in
close proximity in town
centers, for example where
wind and tire noise at speeds
below 30km/h are quiet, and
background noise is loud
enough to mask motor and
drivetrain sound.
With legislative proposals
on two continents already,
it appears likely that global
legislation within the next
decade will require
manufacturers to implement
external warning systems.
So the question arises: how
should a quiet vehicle sound?
There are three basic
groups in the debate:
environmentalists, who
want a quiet environment
with greatly reduced traffc
noise; pedestrians and the
partially sighted, who want
sounds that clearly identify
moving vehicles; and motor
manufacturers, who want
to project a brand image.
Although these three groups
are not necessarily totally
opposed, fnding the right
compromise is not a simple
task. To address this issue,
distinctive exterior sounds
like a pleasing exhaust burble
on a sports saloon. Whatever
the application, differentiation
is the keyword, both in terms
of accurately discerning
individual vehicles and
creating a sound that is
on-brand and enhances
a vehicles image.
The ESS module was
created to accurately simulate
the exterior sounds of any
vehicle moving through a
virtual environment. In the
design phase of a project,
these sounds can be modifed
in real time by the user, and
the sounds of specifc vehicles
can be assessed quickly and
easily in a variety of scenarios
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Designing sounds
for electric vehicles
How should electric cars sound? Accurate simulation
helps answer this question
Brel & Kjr
Tel: +45 7741 2000
Email: info@bksv.com
Web: www.bksv.com
SEPTEMBER 2011
LEFT, ABOVE, AND ABOVE RIGHT:
The ESS module simulates vehicle
sounds moving through a virtual world
Brel & Kjr now offers
the PULSE Exterior Sound
Simulator (ESS), a module
that can be added into its
NVH simulator platform.
The ESS module is an
equally valuable tool for
traditional internal
combustion vehicle
development, and it can
help to design discrete
sources, such as intake and
exhaust systems, or to create
098
Turn left at traffc lights
Pull away from
Pedestrian
Crossing
Trajectory of
Pedestrian
Trajectory
of Car
Exhibitor
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and background noise
conditions. Using the same
simulation in the evaluation
phase, selected sounds can be
tested and experienced by lots
of people quickly in the lab,
negating the need to stand
on a variety of street corners
as test vehicles are driven by
at different times of day.
One great beneft of
working in a simulated
environment is that the
scenario is controlled,
meaning that multiple
evaluations can be made
with comparable results
in compressed time. It can
also account for future
scenarios where electric
cars and their artifcial
sounds are commonplace,
by bringing multiple vehicles
into the simulation, all with
anything from a full ICE
(which is more complex than
it seems) to alien, sonar-like
whirring bloops, and all can
be modifed in real time.
Once a fnal set of sounds has
been designed, evaluated and
selected in the ESS system, the
sounds can be downloaded to
a SimSound module that is
then plugged into a real car for
a fnal on-road validation trial.
Sound design is already a
central concern for automotive
developers because it has
a major impact on customer
perception. Sound design will
continue to be an important
aspect of the identity of future
cars, an aspect that looks
set to become instantly
recognizable for different
models possibly as much
as the name on the back or the
look of the grille. Designing
that sound and balancing it
with the requirements of the
environment and pedestrian
lobby groups is the key
challenge.
or without the designed
exterior sound.
The ESS module includes
a virtual urban environment,
complete with roundabouts,
junctions, traffc lights,
controllable traffc, parking
lots and urban furniture.
Combining ambient and
specifc sound objects such
as the bleeps from pedestrian
crossings, the ESS module
provides a complete
soundscape in which to
accurately assess exterior
sound. Realistic but
controllable ambient and
traffc noise is vital to ensure
effective benchmarking, as
are distance attenuation, pan
effects, Doppler shift, source
attenuation and directivity,
all of which feature in the
synthesized sound just as
they would in the real world.
The PULSE Exterior Sound
Simulator is equipped with
channel mapping and various
3D rendering methods (5.1,
8.1, wave feld synthesis, etc)
that allow it to directly drive
multispeaker systems. Each
sound object in the model
can be directly assigned to
different speakers, or
positioned in space by the
software to create a spatialized
sound feld. This takes into
account factors such as the
relative speed and heading
of the source and the observer,
and the directivity of the
sources.
The ESS software contains
sound objects that are
essentially collections of
sound data and the rules
needed to allow them to
represent normal automotive
functions such as rolling noise
or engine noise. One of these
sound objects, the pitchable
loop, is typically used in quiet
vehicle sounder systems and
allows a repeating sound to
vary according to vehicle
parameters like speed and
accelerator pedal position.
The sound objects assigned
to a virtual vehicle can be
Sound design
is a central
concern for
automotive
developers
SEPTEMBER 2011
RIGHT: Screenshot of the PULSE
Exterior Sound Simulator in action
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The expansion of
an airbag is one of
the fastest technical
processes where a controlled
geometry of the moving object
is of major importance. In
case of an accident the airbag
position within the automobile
and its form must be well
defned to guarantee its
safety performance.
A geometric 3D
reconstruction of the
expansion process of the
airbag would be helpful for
improvement and testing.
Nevertheless, the three-
dimensional analysis of the
process has rarely been used
up to now. Widespread
techniques for 3D
reconstruction employ pattern
coding. The pattern has to
be applied directly onto the
airbag skin before unfolding
it, leading to additional effort
in the preparation of the test.
Stochastic patterns together
with a stereo setup of two
cameras or one camera with
s3D.CamSplitter together
with local stereo matching
methods can be used in
this case.
However, the projection
of sequences of stripes or
sinusoid pattern, often used
for 3D reconstruction of static
objects, is not useful for
dynamic processes. From
a theoretical point of view, the
object has to be static for the
time period needed for the
projection of the sequence
of patterns (coded light
approach); this is not the
case for an airbag expansion.
Additionally, the sequence
of patterns would lead to
higher necessary frame rates
for the recording system,
consisting of camera and
projection device. If the
airbag expansion has to be
recorded with 5,000 frames
per second, a sequence of
10 patterns would require
50,000 projected patterns
per second and the same
recording frame rate for
the camera system.
Compared with traditional
approaches using small local
patterns to fnd the 3D
geometry of the object, new
global matching techniques
have the potential to
reconstruct the 3D geometry
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Dense stereo matching achieves new options for the
measurement and inspection of highly dynamic processes
PCO
Email: info@pco.de
Web: www.pco.de
Image sequence of the airbag infation and the color-coded distance map
SEPTEMBER 2011 100
The pco.dimax offers excellent image quality and is equipped with a s3D.CamSplitter
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without artifcial patterns
on the surface of the object.
SOLVing3D has developed
a new method that does not
require a special pattern
on the airbag surface.
Furthermore, although the
existing stereo vision methods
all work locally, the new
SOLVing3D method is based
on a global mathematical
analysis of the whole image
information. This allows for
the creation of a 3D model
of the airbag expansion
process without locally
identifable patterns (pictured
left: image sequence of the
airbag infation and the
corresponding color-coded
distance map).
Moreover, the image
sequence of the airbag is
not disturbed by patterns.
Therefore it can also be
processed for other purposes
such as visual inspection
and presentations. The 3D
measurement is really
additionally extracted
information from the
measurement, and is not
a replacement of the normal
images.
Furthermore, with this
approach it is now possible
to draw control samples from
serial production, such that
quality control could be
improved without the need
for special preparation of
the control samples. For
airbag improvement and
development, additional
information from the 3D
analysis would be available
without extra effort.
Another advantage of the
approach is that the images
can be taken as 3D flm and
thus be quantifed accordingly.
Already this option can
justify the investment in
a second camera or a
s3D.CamSplitter (pictured
above). Beyond this, the
SOLVing3D method delivers
additional data in the form
of point clouds in 3D of the
airbag, which can be used for
a proper evaluation process.
The pco.dimax with its
excellent image quality
equipped with a s3D.
CamSplitter represents the
perfect 3D high-speed camera
system for this purpose.
As both stereo images are
recorded by one sensor, light
exposure of every image pair
is perfect.
This is of value not only for
measurement, but also for the
presentation of the resulting
image sequence as a 3D stereo
movie. For example with 960
x 720 pixel (stereo) resolution,
sequences can be recorded
at 2,470fps or in super slow
motion with 500 x 500 pixel
(stereo) resolution at a rate of
9,000fps. Large airbags with
1m diameter can be recorded
with an optical resolution
of 2mm, with a dynamic
of 12bit with outstanding
image quality.
The new approach mainly
exploits the image quality
of the pco.dimax high-speed
cameras (pictured far left
and above). Their high
image quality, excellent
dynamic range, and low
noise level, even for short
exposure time slots and high
image frame rates of more
than 5,000fps, allow precise
local matching, which
represents the base of the
new global stereo method
for detailed 3D models.
SEPTEMBER 2011 101
Images can
be taken as
3D flm and
thus be
quantifed
accordingly
The cameras high image quality,
excellent dynamic range, and low noise
level, allow precise local matching
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The recent surge in
crude oil and gasoline
prices, and the
continued desire to reduce
greenhouse gas emissions, has
increased the automotive
industrys focus on developing
vehicles that reduce our
dependence on fossil fuels.
This development effort has
led to major innovations in
gas/electric hybrid technology
and extended range electric
vehicle design. Thousands
of engineers are involved in
these new vehicle development
programs, which provide new
opportunities for OEMs and
their respective suppliers.
Unholtz-Dickie
Corporation (UD), a leading
supplier of vibration test
systems, is also stepping
up to support these vehicle
development efforts with
new, application-specifc test
systems for product testing.
Road-induced vibration
and shock are mechanical
environments that affect the
performance of powertrain
components and electrical
subsystems. Using large table
electrodynamic shaker
systems operating to 1,000Hz
and higher, test engineers
can utilize time-compression
vibration techniques to
simulate the full service life
of a vehicle in the test lab.
Vibration profles and thermal
cycling schedules can also
be combined for maximum
environmental testing synergy
and overall testing effciency.
UDs new 100% air-cooled
K-Series Shaker System rated
at 17,000 lbf (75.6kN) with
3in peak-to-peak stroke
(76mm) is confgured with
a massive guided head
expander for vertical axis
testing, and a bearing-guided
slip table for horizontal axis
testing. The entire shaker,
head expander and slip table
hardware set is integrated onto
one common platform/
assembly. The resulting test
system can reliably handle
very large units under test
(UUTs), which must be
subjected to long duration,
robust vibration profles and
shock pulse waveforms.
Various standard expander
and plate sizes are available,
along with custom
confgurations.
Defning the right
vibration test profle is
particularly challenging
when simulating a wide
range of operating
conditions. For
electric/hybrid vehicle
hardware, and in the
automotive industry
in general, these
include road surfaces
that excite different
suspension frequencies,
different engine rpms, or
a combination of both.
Creating a random power
spectral density (PSD) from
recorded feld data has been
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Vibration testing of EV
hardware
An application-specifc vibration test system for hybrid
and electric vehicles can handle very large units under test
Unholtz-Dickie Corporation
Tel: +1 203 265 3929
Email: info@udco.com
Web: www.udco.com
ABOVE: (Figure 1) Random vibration
profle derived from captured feld data
BELOW: The new vibration control
system from Unholtz-Dickie
Corporation offers high-speed USB
connectivity, up to 16 input channels,
and an extensive array of test capability
SEPTEmbER 2011 102
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a common test-generating
technique for years.
Historically, it required
a variety of test
instrumentation and tedious
data manipulation, which
is a diffcult and very time-
consuming process. Software
offered exclusively for the
Unholtz-Dickie Vibration
Controller simplifes this
task in three steps.
The frst step is to import
data. Recorded feld data is
imported in the vibration
controller in ASCII fle format.
Up to 16 different time fles
can be imported and
processed sequentially to
create an overall composite
fnal PSD.
The second step is to view
and edit. A graphical analysis
of the imported time history
is displayed, allowing detailed
analysis. Graphic time history
views (referred to as trends)
include the RMS, Mean,
Standard Deviation, Kurtosis
and PSD*FR. The average,
maximum and minimum PSD
can be viewed, along with the
Probability Density Function
(PDF). From here, the user
may choose to exclude certain
portions of the data based on
the minimum/maximum
limits of the trends, or
selectively exclude specifc
data segments prior to
creation of the fnal PSD.
The fnal step is to create
PSD and random tests. The
PSD table is automatically
created and used as a random
test reference. Further
manipulation of the test
profle is available (smoothing,
set high/low frequency,
modify amplitudes) if desired.
Figure 1 shows the
resulting random test PSD
and the controlled response
during a vibration test.
SEPTEMBER 2011
ABOVE: The K170-16-3 shaker with
massive slip table and guided head
expander designed for testing the
latest fuel-effcient vehicle hardware
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Japanese Vibration
System manufacturer
IMV Corporation,
and THP Systems Ltd, a UK
management and consultancy
company, have agreed
a formal partnership that
is committed to creating
and introducing new and
innovative solutions for the
global vibration market.
IMV has been in the testing
industry for over 40 years,
and is the leading single- and
multi-axis electrodynamic
shakers solution provider
and is introducing its the
latest innovation in shaker
technology the ECO Shaker.
The patented ECO Shaker
and Intelligent Shaker
Management (ISM) were
originally developed by Dr
John Goodfellow of London
Imperial College in the UK,
who took his concept to IMV.
The ECO shaker provides
real-time feedback on CO
2

emissions and electrical
usage. With managed power
consumption you can expect
an improved test environment,
less noise pollution, reduced
test costs, and a greener way
to run test equipment. The
ECO Shaker will automatically
achieve effcient optimization
in line with test profles. You
will see the unexpected results
of reduced CO
2
emissions
and electrical consumption.
For energy savings in
electrodynamic vibration
simulation systems, IMV
adopted the switching
method to self-develop power
amplifers, and has been
improving their effciency.
Meanwhile, in conventional
systems, the rated maximum
feld currents are supplied
for the possible maximum
excitation force in vibration
tests. However, if any test
condition requires only
a small excitation, the feld
current can be reduced.
In addition, a smaller feld
current with smaller heat
dissipation makes it possible
to slow down the rotation
speed of the cooling blower,
resulting in further reduced
power consumption and
less acoustic blower noise
emissions. This strategy
achieves energy savings by
controlling the feld current
corresponding to the required
excitation force.
Figure 1 shows the system
confguration of the vibration
testing system with the ISM-
EM energy saving system.
This system consists of
the ISM controller and the
two kinds of variable power
module units it operates.
The ISM controller section
consists of a real-time
controller for energy
management and the ISM-EM
user interface UI application
software, running on
Windows OS. The ISM-EM
software rules over the whole
system, realizing energy-
savings under the required
excitation safely through the
information exchange with
the K2 vibration controller.
Variable Field Current PM
is enabled by a PWM power
converter to supply the DC
current designated by the
ISM Controller section.
The PM Variable Blower
is also a three-phase PWM
power converter to supply
the AC current to rotate the
blower at the speed specifed
by the ISM controller section.
Each of the two PM units
has a control section and
power generation section,
and the control sections are
connected with the ISM
controller via CAN bus. The
optimal operating condition
for the excitation obtained by
the optimization procedure
in the ISM control section is
transferred to each PM unit
as commanded, and the
vibration generator is operated
by the determined condition
for the energy-saving.
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Energy-saving shaker
technology
The ECO Shaker and Intelligent Shaker Management systems have
been developed to reduce CO
2
emissions and energy consumption
IMV Corporation
Email: kaigai-1@imv.co.jp
Web: www.imv.co.jp
TOP: (Figure 1): System construction
confguration of vibration testing
system with energy saving
ABOVE: Screenshot of the ISM Energy
Manager during test operations
SEPTEMBER 2011 104
INVINCIBLE LED HIGH SPEED LIGHTING FOR CRASH TEST
CREATIVITY of New Technol ogy
PASSION of Engi neeri ng
TRUST on Product
LED Advantage
No IR and UV emissions
Cold temperature operation
Much longer life time(30,000h) than Metal Halide(HMI)
No time to warm up
Flicker free in high speed imaging
LED lighting heat dissipation
Energy Efciency
Applications
Crash Test, Impact Test, Sled Test, Pedestrian Test, Air Bag
Test (Deployment, Dynamic), etc
VISOL, Inc
#601 Gwangmyeong Techno-Town, 626-3, Cheolsan-dong, Gwangmyeong-si, Kyonggi-do 423-829 KOREA
Tel : +82-2-2612-2111 Fax : +82-2-2612-0660 www.visol.co.kr E-mail : international@visol.net
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The reliability of
products now being
demanded by society
and industry is extending
toward conformity,
environmental infuence,
and other complex quality
characteristics, in addition
to convenience and effciency.
Various verifcations and tests
are indispensable for the
quality characteristics being
demanded by developers
and researchers to check if
all products and industrial
materials satisfy the required
quality and functions, and
also, if they can display
new values.
Saginomiyas dynamic
servo test systems and units
are indispensable for verifying
a diverse range of quality
standards. Test purposes
and their felds extend over
a wide range, such as the
survey of environmental
effects, infuences of physical
distribution, locating and
searching for broken positions
and their causes, utilization
of products, or working with
users for the purpose of
developing and improving
products and executing
quality control in the
manufacturing processes.
Saginomiya will support
the mother technology, which
leads the next generation
according to individual test
needs, and creates new values
by securing the reliability
and evaluation of products
from various aims and points
of view.
Saginomiya deals with
test systems ranging from
materials to fnished
commodities. The company
enjoys a good reputation for
results with high reliability
in versatile industrial and
domestic felds.
Since Saginomiya started
developing, manufacturing,
and selling various test
systems in 1961, the company
has accumulated versatile and
extensive delivery results in
automobiles, civil engineering,
construction, food, machinery,
railroads, electricity,
information, nuclear power,
rockets, aircraft, other various
industrial felds, government
and municipal offces, and
schools both overseas and
in Japan.
Now, Saginomiya has
a good reputation for high
reliability in many felds
as a comprehensive test
system maker.
Saginomiyas dynamic
servo test systems cover
extensive test objects ranging
from materials to fnished
products. These systems can
be divided into six genres:
material fatigue test systems,
vibration test systems, fatigue
test systems, test systems for
automobiles, and test systems
for civil engineering and
construction.
Customized optimum
systems, conforming to
software and hardware can be
constructed according to test
purposes. Saginomiya offers
dynamic servo systems fully
satisfying the test purposes of
customers using test systems.
Saginomiya manufactures
the hardware and software to
be best suited for individual
test contents, according to the
customized specifcations to
optimally match users needs.
Saginomiya offers test
systems conforming to
individual specifcations that
are different for every user,
according to the test purposes.
Saginomiya will continue
to offer dynamic servo
products to fully meet the test
contents necessary for users.
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The corporate philosophy at Saginomiya Seisakusho is that
core technologies plus continuous research and testing bring
a future with new standards of safety, comfort and reliability
Saginomiya Seisakusho, Inc.
Tel: +81 35843 3340
Email: dynamic-servo@saginomiya.co.jp
Web: www.saginomiya.co.jp/eng/
ABOVE: The 6DOF Road Simulator
can replicate actual road-load forces
with six-component force transducers

BELOW: The companys Sayama
plantin Japan has attained ISO-9001
and ISO-14001 certifcation
SEPTEMBER 2011 106
From a single source customers now receive
complete measuring systems for mobile vehicle
testing, including high-precision sensors, data
acquisition, software, and a variety of acces-
sories. Corrsys-Datron optical sensors, for
example the new Correvit
S-HR, a high-reso-
lution slip-angle sensor, can be easily mounted
to measuring wheels of the proven Kistler
RoaDyn
product family: Combined forces for

optimizing vehicle performance and safety!
Corrsys-Datron Sensorsysteme GmbH A Kistler Group Company, 35578 Wetzlar, Germany
Tel. +49 6441 92 82 0, Fax +49 6441 92 82 17, info@corrsys-datron.com
Kistler & Corrsys-Datron Joined Forces!
www.corrsys-datron.com
www.kistler com
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Jacobs Technology Inc.
600 William Northern Blvd.
Tullahoma, TN 37388 USA
Phone: +1 931.455.6400
Fax: +1 931.393.6211
www.jacobstechnology.com
www.testslate.com
is a full service supplier to the automotive industry.
We provide engineering, construction, systems integration, operations, and maintenance services for the automotive
and motorsport industries most complex testing, research, and development facilities. We also provide unique
consulting services ranging from test planning to high powered computer simulation.
Our experience encompasses virtually every type of technical facility and specialty system for automotive and
motorsport testing, including engine and powertrain test cells, driveability and emissions test cells, aerodynamic,
acoustic, and climatic wind tunnels, and altitude chambers. The latest release of our automated test measurement
and control software, Test SLATE, offers a proven solution for integrating diverse hardware and subsystems,
managing test configurations, maximizing test productivity, and transforming test data into meaningful results.
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Jacobs Tech ATTI Ad 8_11_b.ai 1 8/15/2011 1:35:29 PM
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As a long-standing
partner of many of the
worlds manufacturers,
Michelin has built up an in-
depth knowledge of overall
vehicle dynamics and
suspension systems.
With Michelin Engineering
& Services, Michelin offers car
development expertise in the
form of measuring and testing
facilities, and the know-how
needed to interpret the results.
Michelin Engineering &
Services has three European
test centers in France and
Spain, which boast tracks
with widely varied layouts
and surfaces representative
of all driving conditions
found in Europe. Conditions
are combined to carry out
subjective driving tests,
performed by professionals,
and objective tests, using
advanced technologies. These
tracks and measurement
facilities can also be used
to test vehicle noise, comfort
and endurance. Workshops
and garages and a multilingual
testing team are available
at each of the three sites,
and complete security and
confdentiality is assured.
The favorable weather
at the Almera and south
of France sites mean these
resources are available all year.
A full set of testing and
measurement tools is
implemented to test vehicles
in static and driving
conditions, including
comparative tests in key
performance areas. These
subjective tests allow Michelin
to observe, among other
things, the vehicles dynamic
handling, and its comfort
and noise levels. The objective
tests produce a range of
braking and vibration data,
and measurements of wheel
spider stresses, elasto-
kinematics, steering, inertia,
etc. All these testing facilities,
which are regulated by
rigorous protocols, enable
testers to identify the
adjustments to be made
to a vehicle to improve its
performance levels.
The use of a tire and
vehicle data bank and
simulation models cuts
the costs associated with
conventional testing (Pacejka
and TameTire models, rolling
resistance, stiffness, etc).
Services also offers the option
of implementing tester
training modules (trucks
and tourism) tailored to meet
individual specifcations.
Using these resources,
Michelin is able to help
and support European
and Asian car makers with
measurements and expert
analysis of their vehicles.
(dry and wet ground handling
courses, braking track,
aquaplaning track, dynamic
platform, low grip level track,
and off-road area, etc).
The 4,500ha test center in
Almera, Spain offers a varied
topography including fat and
mountainous areas. Part of
the site has been adapted
for vehicle endurance tests:
corrosion, car body sealing,
engine fltration quality,
general endurance, etc.
Because of the ideal weather,
manufacturers can test their
vehicles in all conditions.
All types of tests can be
performed on asphalt and
dirt, off-road, and on fat
and sloping ground, with the
option to modify the track
to suit specifc needs.
The Fontange test center
in Salon de Provence, near
Marseille in the south of
France, benefts from excellent
year-round weather,
particularly in winter. As at
Ladoux, this site can be used
for the main tire approval
tests, but also for vehicle
development testing.
The Fontange site is also
an ideal technical location
for OEMs looking to present
new models to customers.
Tracks are also available
for hire in the USA: Michelin
Laurens Proving Grounds is a
state-of-the-art testing facility
in South Carolina. Special
test tracks and surfaces for
tire and suspension system
testing, driver training, and
event management, etc. enable
testing throughout the year in
a confdential environment.
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Experts and facilities
enhance engineering
Favorable climatic conditions at Michelins testing facilities in France
and Spain enable car manufacturers to test their vehicles year-
round on tracks that represent all the driving conditions in Europe
Michelin Engineering & Services
Tel: +33 4 73 10 60 21 or 78 75
Email: mes@fr.michelin.com
Web: www.michelin-engineering-and-services.com
SEPTEMBER 2011
Wet handling tests underway at Michelin Engineerings unique Ladoux site in France
The experience of the
Services teams, the know-how
of the Michelin Technology
Centre engineers, and the
synergies between all of its
facilities enable Michelin
Engineering & Services to
help car industry players
solve the problems they may
encounter in the market.
Customers can use test
tracks at the site in Ladoux
in France to perform tire
approval, chassis development,
and electronic systems
development tests. These
tracks, the only ones of their
kind in Europe, allow
manufacturers to evaluate
overall vehicle balance on all
types of layouts and surfaces
Instrumented track is unique in Europe
108
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Parameters such
as surface fnish,
dimensions, and
various forms of non-
destructive testing such as
ultrasonic inspection are
usually adequate for quality
control of components.
However, controlling the
quality of dynamic systems,
complex electrical components
and highly resonant
components and systems
often requires more evolved
methods of testing. This is
particularly true when the
satisfactory response of a
system to an external stimulus
may be critical in order for
it to be accepted. Noise and
vibration measurements are
often effective tools.
Components such as
automotive mirrors are
particularly sensitive to
external input. The ft of the
system, or how loose the
mirror is on the assembly,
is one of the most important
criteria. Over a certain
tolerance, the looseness of the
mirror assembly will produce
excessive image distortion in
driving conditions.
Performing quality
measurements on production
samples of mirrors allows
manufacturers to quickly
and easily determine if the
production batch is likely
to be within tolerance, or
needs to be further examined.
Impact testing has proved to
be an ideal tool for this. The
user measures an input to the
system from a force-calibrated
impact hammer and output
from a mirror-mounted
accelerometer. The frequency
response function can be used
to determine if the associated
resonance is within the region
prescribed for mirrors with
tight enough tolerance.
Electric motors lend
themselves to vibration
testing for quality during the
production phase. A simple
spin up of the motor can
quickly determine many
defects including noisy
bearings, wire rub, rotor
strike, mylar strike, pad drag,
and rotor cap. Similar success
has been found with other
rotating equipment such as
gears, bearings, and fans.
These applications beneft
greatly from the ability to use
many different criteria and
complex conditional tests.
The resonance of
automotive anti-vibration
components such as engine
mounts is of particular interest
to the overall NVH of the
vehicle. Many manufacturers
perform 100% production
testing on these components
set complex conditional limits
and failure detection criteria;
accurate measurements and
proper frequency domain
processing; easy-to-use
interfaces for operators that
clearly indicate pass/fail
conditions; the ability to
automate by communicating
with external platforms;
generation of logs or reports;
and storage of the raw data for
later analysis and processing.
Advanced features enable
users to determine limits
using variation dispersion
statistics, recalculate or
relearn limits during testing,
and perform horizontal axis
smoothing to reduce the
effects of frequency and/or
time domain smearing. It
is also helpful to have data
compatibility between
production test systems and
systems used for dynamic
analysis and troubleshooting.
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Quality control testing
automotive components
Effective quality control testing for components such as mirrors,
electric motors, and engine and seat mounts requires systems
that can fulfll a wide range of criteria
Data Physics Corporation
Tel: +1 408 437 0100
Web: www.dataphysics.com
SEPTEMBER 2011
Manual structural response testing on automotive mirrors using a resonance hammer
to verify the resonance
frequency prior to supplying
them for installation.
Basic resonance testing of
mounts is typically performed
by attaching a fxture to an
electrodynamic shaker with
one or more mounts on the
fxture, and evaluating the
resonance of each of the
mounts using a short sine
sweep. Software automatically
detects if the mounts pass or
fail, and indicates this to the
user either through a simple
software interface or by
triggering an external alarm
or PLC. As NVH models
become more sophisticated,
high-frequency mount testing
has gained importance, and
special electrodynamic shaker
confgurations to preload the
fxture are often used.
Important characteristics of
a dynamic quality control test
system include the ability to
An automated production test being
carried out on an electric motor
110
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In recent years the use
of microphone arrays
(acoustic cameras)
has become vital in acoustic
measurement engineering.
Localization of sound sources
(in time and frequency domain),
known as beamforming,
has become an important
technique for acoustic
analysis, sound design,
and the reduction of noise.
The increasing power
of computers facilitates
the transition from two-
dimensional acoustic maps to
complex 3D acoustic models,
which in turn opens new
felds of application in room
and building acoustics as well
as cabin noise analysis (car/
train/plane interiors and the
like). In addition to the well-
established and standardized
methods, the application of
3D microphone arrays in
connection with calculations
in the time domain (delay and
sum beamforming) can give
far more detailed insights. An
acoustic map generated from
recorded data can be projected
on a 3D model of the
measurement object. This
offers the possibility to
localize and analyze acoustic
situations under a space
dimension.
To determine the acoustic
characteristics of an object,
a 3D model of that object,
plus a beamforming system
that consists of a microphone
array, a data recorder, and
software for calculating the
acoustic maps, are needed.
Many users can easily request
CAD models from their
construction departments.
Yet it can sometimes prove
diffcult to acquire suitable
models. In that situation, one
solution is to manually create
a CAD model of the object.
This approach is rather time-
consuming and comes with
high costs. Available laser
scanners (Faro, Leica, etc.) are
able to determine an interiors
dimension in a short time.
Unfortunately these scanners
are not tailored to interior
acoustics. Measurement
accuracy in a range of sub-
millimeters is much higher
than needed for these
purposes. The exactness of
measurement leads to a large
amount of data and comes
with high purchase costs.
gfai eV (Society for the
Promotion of Advanced
Computer Sciences) has
developed a laser scanner
assembled from standard
components that is a
reasonable alternative for
the requirements of interior
of a digital 3D model, all
scanning results have to be
combined into one data set.
At this point it is already
possible to overlay the point
model with an acoustic map.
But in order to get a better
illustration, and for further
use with other applications,
it is necessary to triangulate
the point cloud to obtain
a homogeneous triangle mesh.
gfai techs acoustic camera
has been successfully
employed for measurements
in the interior noise sector.
Numerous 3D applications,
foremost in the automotive
industry, prove the
practicability of the patented
3D ftting algorithm, which
allows for accurate localization
and short calculation time.
Both source types impulse
and stationary noise can be
located, even in low-frequency
ranges. Three-dimensional
analysis of noise sources and
propagation in connection
with the utilization of self-
suffcient hardware and
software at any place permits
users to conduct analysis of
complex noise structures,
even in moving objects. In
particular, the 3D analysis
of cavities is very useful as
only one measurement is
needed to cover all important
areas, and this procedure
allows for localization without
biasing infuences. In contrast
with other approaches in
noise troubleshooting,
analysis with the acoustic
camera is fast, distinct, and
effcient, especially in the
car industry.
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3D interior measurements
using an acoustic camera
Users of beamforming systems need easy-to-operate systems
that are fast to set up and enable short analysis times
gfai tech GmbH
Email: info@gfaitech.de
Web: www.acoustic-camera.com
SEPTEMBER 2011 112
An example of a typical spherical array setup in a car for acoustiuc measurements
acoustics. The measurement
accuracy covers the range of
centimeters, and optimized
algorithms are used to create
homogeneous triangle meshes.
The laser scanner consists of
a two-axis rotation module
(Schunk GmbH & Co KG)
and a laser scanner module
produced by Leuze Electronic
GmbH + Co KG. This scanner
allows fast and cost-effcient
acquisition of the interior
dimensions. In combination
with the acoustic recording
and analysis software, it
represents an integrated
solution for the
accomplishment of simulation
and measurement tasks.
To determine the full
geometry and surfaces of an
object it is normally necessary
to scan it from different
positions. The result of these
scans is a set of point clouds
that represents the surfaces
of the interior, as well as all
objects located in the scan
area. Before the construction
Take cutting-edge wind tunnel technology. Add a 180 mph rolling road.
And build in the best in precision data acquisition capabilities. When we
created the worlds frst and fnest commercially available full-scale testing
environment of its kind, we did much more than create a new wind tunnel.
We created a new standard in aerodynamics.
1 8 0 m p h wi t h o u t m o v i n g a n i n c h
+1 704 788 9463 i nfo@wi ndsheari nc. com wi ndsheari nc.com
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The market position
of D&V, as a supplier
of electric and hybrid
electric motor and drive test
stands across a broad cross-
section of automotive
manufacturers, evokes industry
insight on the emergent
technology of the electric
vehicle industry. This enables
D&V to help the market
participants develop novel
solutions that capitalize on the
rapidly growing and expanding
needs within the hybrid and
electric vehicle space.
It is evident that the
number and complexity of
powertrain confgurations
within the EV and hybrid
market is growing. There are
dozens of permutations in
drivetrain architecture when
including dual motor designs,
multiple ratio transmissions,
ultracapacitor options, various
battery pack technologies,
and also fuel cell integration.
Most of these
confgurations, being newer
technological advancements,
have yet to be commercialized
and validated for wide
adoption. D&V possesses
the necessary platforms for
testing subsets within these
options or complete systems.
Understandably, it is a critical
step to design and build
a testing system that will
generate reliable, accurate
results and validate a
powertrain that will sit inside
an entire line of vehicles.
In light of this, D&V
Electronics strategy for
tackling this rapidly changing
environment has been to
design and develop modular
test systems testers with
fexible, upgradable capabilities
that are closely ftted to the
needs of the customer.
The EPT test systems are
designed from the ground
up as high-technology, high-
powered electric motor, and
drive testing solutions. These
systems are capable of testing
high-speed motors and
controllers up to 16,000,
even 20,000rpm. They use
a high-quality torque fange
measuring system, in addition
to separate electrical and
temperature measurement
modules.
Various implementations
will also use NVH
measurement and testing
systems to monitor powertrain
vibration and noise
characteristics. The inclusion
of optional thermal chamber
systems with EPT test
machines enables customers
to push the device under test
to above-margin temperature
limits to truly validate and
potentially heighten their
durability characteristics.
The EPT control system
and software are proprietary
designed and considered to
be products of D&Vs core
competencies in developing
e-motor and drive test systems.
Leveraging D&Vs innovative
application software, the
EPT testing systems are able
to perform profle testing,
aggregate test data, generate
customizable reports, and
automate part-loading
sequences. The profle testing
feature is especially valued
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Electric powertrain
test equipment
Leveraging a combination of engineering expertise, rapid
product development, and a modular product line-up can
provide the equipment to test the next level of electric powertrains
D&V Electronics
Tel: +1 905 264 7646
Email: sales@dvelectronics.com
Web: www.dvelectronics.com
SEPTEMBER 2011
in designing mechanical
solutions for the end-of-the-
line EPT series of testers
that take into consideration
guarding, intelligent part
loading processes, vibration
dampening, high rpm bearings
requirements, and inertial
load reduction.
The D&V EPT test
stands are the culmination
of 14 years of automotive
testing innovation and are
constantly pushing the
envelope in terms of producing
feature-rich products ahead
of the curve. By leveraging
long-standing e-motor
testing experience with
strong electrical engineering
expertise, D&V looks forward
to meeting emerging test
requirements and providing
more cost-effective integrated
test systems for the maturing
hybrid and electric vehicle
market.
One of D&Vs advanced EPT systems
by D&V customers for its
capability to prove the
endurance capabilities of
vehicle e-motors and their
inverters.
Furthermore, a long-
standing concern from the
automotive industry comes
from the requirement of
developing and testing
high-speed rotating machines
safely. Even though the EPT
testers are designed for ease
of installation and operation,
D&V Electronics never
compromises its safety
features and interlock designs.
A signifcant portion of
D&Vs added value lies in
providing high-grade,
customized fxture solutions
to safely secure powertrains,
torque transfer coupling
components, and driveline
mounting. The company
has built a solid foundation
of experience and knowledge
114
Exhibitor

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For more information on Cold Weather Testing in Fairbanks visit:
www.coldweathertest.com
Or contact the Fairbanks Economic Development Corporation
Email: cpinkel@investfairbanks.com
Phone 1-907-452-2185 / 1-888-476-FEDC
Top photo courtesy of Cold Regions Test Center. UAF photos by Todd Paris.
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As the only
consultancy in North
America that designs
and manufactures its own
vehicles, Lotus Engineering
is exceptional among
engineering service providers.
The company understands
implicitly how to engineer
products at the system level,
from a clean sheet through
to production. This can be
clearly demonstrated by
a legacy of iconic products.
Darren Somerset, CEO
of Lotus North American
Engineering Operations,
explains, Lotus Engineering
supports a unique environment
that promotes dynamic
problem-solving, technical
excellence, and team-
orientated simultaneous
engineering. We have an
unrivaled track record taken
from more than 60 years of
experience in motorsports,
ground-upward vehicle design,
and engineering consultancy
working for a wide range of
global clients across numerous
industry sectors.
The Lotus design approach
creates optimized solutions by
using effcient and innovative
integration of subsystems
and components. Driven
by system-level engineering
and pragmatic best-practice
methodologies, Lotus can truly
demonstrate right frst time
solutions. These industry-
leading skills lead to faster-to-
market products, facilitating
faster access to revenue and
reduced program costs.
One of Lotus fundamental
philosophies from the very
electric propulsion and
electronic technologies that
enhance driver involvement.
Fundamental to Lotus full-
service supplier status is its
extensive testing and validation
capability. The company is
investing in its North American
testing facilities, including
emissions equipment upgrades,
emissions capability
diversifcation, and expanded
electric motor testing. With
tighter emissions standards,
the ability to accurately
evaluate GHG emissions
and meet the procedural
requirements defned by the
worldwide regulatory agencies
require the development of
cleaner, more fuel-effcient
ICEs and hybrid/electric
systems. Lotus believes these
additions demonstrate its
commitment to supporting
sustainable transportation
objectives well into the future.
The companys testing and
validation team provides class-
leading best practices and
state-of-the-art technical
methodologies, which ensure
robust data and results that
clients can trust to support
their product development.
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Full service supplier
Lotus Engineering will be demonstrating its capabilities,
as well as show-stopping exhibits, at Automotive Testing
Expo North America
Lotus Test & Validation North America
Tel: +1 734 995 2544
Email: eng-usa@lotuscars.com
Web: www.lotuscars.com/engineering
SEPTEMBER 2011
beginning of the company
has been to continually push
the envelope on innovation.
This pioneering approach has
led to a position of technology
leadership in its core
competencies: lightweight
architectures, driving
dynamics, effcient
performance, and electrical/
electronic integration.
This year at Automotive
Testing Expo North America,
Lotus will be demonstrating
these core competencies
as well as examples of its
innovative technologies: Lotus
Range Extender a compact,
lightweight, low-cost engine
and generator designed for
hybrid electric vehicles;
Hydrogen Fuel Cell Taxi
the frst hydrogen-powered
London cab, developed as
a zero-emissions vehicle for
the London 2012 Olympics;
the Exige 270E Tri-fuel, which
is part of Lotus research to
understand the combustion
process involved in running on
mixtures of alcohol fuels and
gasoline; and the Lotus Evora
414E Hybrid concept, which
includes new developments
in plug-in, range-extended
ABOVE: The 414E
Hybrid concept

LEFT: The Lotus
Range Extender
Lotus will be showing its powertrain validation and testing capability at the Expo
116
Exhibitor
KRAL Volumeter
High Precision Flow

Measurement for Engine Test Benches.
In development and production test benches,
fow measurement precision requirements
are very high. Even with a wide range of
fow rates, measurements must be precise.
In the KRAL Volumeter an extremely accu-
rate measurement chamber is continuous-
ly flled and emptied. This ensures a meas-
urement precision of 0,1 % over a wide
fow rate range to 100:1. That makes the
KRAL Volumeter the most precise positive
displacement meters for development and
production test benches.
KRAL BEM 500 electronic unit enhances
the KRAL Volumeter performance. With
the KRAL Software BEM 1000 program-
ming, evaluating and analyzing the data of
The most precise displacement
meter in the world.
KRAL AG, Bildgasse 40, Industrie Nord, 6890 Lustenau, Austria, Tel.: +43 / 55 77 / 8 66 44 - 0, Fax: 8 84 33, e-mail: info@kral.at
KRAL - USA, Inc., P.O. Box 2990, Matthews, NC 28106, USA, Tel.: +1 / 704 / 814 - 6164, e- mail: sales@kral - usa.com
KRAL Volumeter
and KRAL BEM 500 electronics. KRAL Software BEM 1000.

your fow measurement applications can
be accomplished easily on a PC.
www.kral.at
www.kral-usa.com
12154 KRAL Automotive testing Sj 62.indd 1 11.07.11 13:06
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With all the advanced,
interconnected
systems in modern
vehicles such as adaptive
cruise control, real-world
testing is more important than
ever. Systems that show
promise on a test track must
be tested against false
detections, missed detections
and other errors, and in the
recent past, instrumenting
a vehicle to get useful data
on the road took lots of time
and expensive equipment.
An integrated GPS, video,
and CAN logger solves many
of these issues, and the Video
VBOX Pro offers accuracy,
fexibility, and ease of use.
The Video VBOX uses an
integrated GPS engine to
provide accurate measured
speed, time, distance,
position, and more. Add up
to four cameras positioned
around the inside or outside
of the vehicle, and a link to
the vehicles CANbus, and
the Video VBOX creates
a graphical data overlay
with this data on the video
stream. All this is recorded to
a memory card or hard disk.
Using a single system that
is aware of both location and
speed has a number of
advantages. Video and data
logging can be controlled
by a vehicle speed threshold,
power input, or CAN signal,
so once the system is
confgured, all the operator
needs to do is drive. A full
suite of GPS information, four-
camera video, and up to 32
signals from the vehicles
CANbus will be recorded,
with no user intervention
necessary. If driver feedback
is part of the test, an input box
can be mounted accessible to
the driver, to mark the data
indicating a missed or false
detection. Included analysis
software allows instant
seeking to these marked
points, correlating to vehicle
and GPS data immediately.
Recording data and video
directly to a hard drive means
that more than 40 straight
days of footage can be
captured without touching the
of the story, but time-synced
video for these detections
completes the picture.
Traditional data and video
acquisition systems take so
much space and require such
precise installation, that they
can take away usable trunk
or seat space, and even affect
driver visibility. The compact
size of the Video VBOX Pro
and its cameras allow an
installation that stays out of
the drivers way, leading to the
best real-world driving data.
Auto makers and suppliers
have found the Video VBOX
Pro to be an integral part of a
video logging solution, whether
cameras are pointed out of
the vehicle, at its instrument
cluster, at a component in
the engine bay or even under
a vehicle. The CAN logging
capability is used to collect
data from the onboard
CANbus, CAN outputs from
other VBOX units or other
sensors. The Video VBOX can
even be integrated into OxTS
R3000 systems for FMVSS
video confrmation. Tying
these systems to GPS data and
video makes on road testing
much more effective.
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Smarter and easier
on-road testing
The compact size of both the Video VBOX Pro and its cameras
results in an installation that stays out of the drivers way and out
of mind, which leads to the best real-world driving data possible
Email: sales@vboxusa.com
Web: www.vboxusa.com
VBOX USA
hardware. In practice, when a
system is logging only during
vehicle movements, this
translates to several months
of uninterrupted testing.
Customizable graphics and
data overlays with the Video
VBOX Pro allow for distance
grids to be overlaid onto side-
and rear-facing cameras. This
brings the accuracy of a test
track to the road, allowing
easy analysis of the position of
surrounding vehicles when a
blind spot detection system is
triggered. Data alone tells part
The Video VBOX Pro
and its cameras are
a compact size
A distance grid can be overlaid onto the side- and rear-facing cameras for analysis
118
Roads to every testing destination
Now there is one trusted name you can turn to for
proven test and measurement solutions. For over 25
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Solutions to Test and Measurement challenges from people
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Test & Measurement
INNOVATION
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1984 - 2009
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Working in the
performance-
demanding world of
Formula 1, R&D engineers
have expressed concern that
their test rig controllers are
complex, infexible, and
prevent even the simplest of
developments. It soon became
apparent that the systems
available on the market were
designed to maximize supplier
proft, maximize the need for
support, and force the
purchase of expensive add-
ons. This was unacceptable
in top-level motorsport.
With no sensible
commercial solutions available
it was necessary to build
a fexible digital controller
for multi-axis test rigs. The
process took considerable
expertise in software (real-
time and PC), electronics
(digital and analog), wiring,
hydraulic and electric
actuation, control, safety,
and EMC. Diverting these
resources for several years
was fnancially costly, but
the fnal product proved very
successful. So much so, it was
soon adopted by other racing
formulae and then picked
up by production car
companies.
When non-automotive
industries showed an interest
in these fexible controllers
it became necessary to form
Tiab a new company
established to make the
controller more commercially
available.
Tiab promptly obtained
ISO 9001 accreditation to
ensure the highest quality
design, manufacture, and
business principles were
adhered to.
Government funding
ensured the highly skilled
team at Tiab could focus and
devote funds and time to R&D
as more and more industries
showed an interest.
Within fve years Tiab
had provided test systems
to aerospace, military,
automotive, universities,
material test houses, tier one
suppliers, bio-fuels, wind
tunnels, medical, automation,
R&D, rail
and oil organizations. The
controller has been adopted by
complete test system suppliers
and incorporated into their
test machines. Sales have
spread across the UK and to
Spain, Italy, Czech Republic,
Germany, Sweden, China,
India, Malaysia, South Korea,
and the USA.
It was apparent that many
industries suffered with the
same infexibility issues and
that many different groups
were attempting to build
their own test systems. To
do this successfully requires
a plethora of skills, time, and
funding but more importantly,
a diversion of resources and
technical focus. Many
companies were duplicating
this makeshift development
effort right across the UK.
The Tiab controller
provides the simple solution
to allow engineers to
effciently focus on their
application. The open,
fexible design means
it is equally at home when
applied to R&D, bespoke
or production applications.
The Tiab controller has
been widely proven and
tested, and is readily available.
Plug-in units allow expansion
for CAN, EtherCAT, absolute
or incremental encoders,
and control from 1 up to
16 actuators.
British innovation
from motorsport
A new test rig controller has been developed that has been
proven and tested in a vast range of industries and can
be readily adopted in many more
Tel: +44 01295 714046
Email: tiab@tiab.co.uk
Web: www.tiab.co.uk
Tiab
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LEFT: A six-axis cartilage test rig
SEPTEMBER 2011 120
Sound Analysis/ Sound Design
Noise Reduction
Quality Management
The original.
gfai tech - going for advanced
innovation technologies!
The Acoustic Camera.
Visualizing Sound in 2D and 3D
www.acoustic-camera.com
gfai
tech
Intelligent Problem Solver - Universally Applicable:
Listening with your eyes.
ATTI_09-2011_printAd.indd 1 8/25/2011 2:19:14 PM
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Many of us think of
light only in terms
of its quantitative
measurements (for example,
lumens or watts), but there
are other qualitative
characteristics of light sources
that can greatly affect
photographic results. Color
temperature, color rendering,
and the light sources physical
characteristics are as
important as lux when
creating the optimal lighting
for data analysis.
Color temperature or
degrees Kelvin
Kelvin temperature describes
how the color of the light
relates to the color spectrum.
You may have had the
experience of observing the
color of an article of clothing
inside a store under tungsten
lighting only to fnd the
color changed outside under
sunlight. That is because
the quantity of blue colors
available in tungsten or
incandescent light is much
less than the quantities
available in natural sunlight.
Because the store light does
not provide much blue, your
eyes are not able to distinguish
much blue until the sunlight
provides it. Most high-speed
video cameras are tuned
to a Kelvin temperature of
about 5,000 (close to natural
sunlight). You can white
balance your camera to accept
almost any color temperature
range, but as that range varies
from 5,000 Kelvin, the camera
is forced to either suppress
dominant colors or increase
gain on colors lacking in
suffcient quantity. This
suppression and gain
balancing will give reasonably
accurate color reproduction,
but at the expense of overall
picture quality. Suppressing
parts of the image and/or
adding gain to parts of the
image will increase camera
picture noise, which decreases
the fnal picture quality.
Color quality or CRI
The effect light has on color
is stated in terms of color
rendering index (CRI), rated
on a scale of 1 to 100, with
100 being the best. The details
of the mechanics concerning
how a light source is evaluated
for CRI are quite complex. For
most of us, it is enough just
to know that the closer a light
source is to the 100 mark, the
better it will recreate color and
thus assist in critical detail
evaluation. In some instances
such as street lights (about
60 CRI), CRI is sacrifced for
higher light output effciency
for better energy effciency.
This is evident when
attempting to discern accurate
colors under a street light.
At the other end of the scale
are lights used for movie and
TV production (CRI 90 and
above), where accurate color is
so critical that they are willing
to sacrifce light output
effciency for accurate color
rendition. Similarly, crash
testing results can be best
evaluated if the colors are
as accurate as possible.
Soft light and hard light
A light with a small point
source (regardless of wattage)
illuminating an object will
produce shadows. Think of
the sun casting a shadow from
your body. Yes, the sun is
large, but because of its long
distance from the earth, it acts
as a small point source. A light
coming from a large source
such as a bounce umbrella
will wrap around an object,
flling in shadow areas such
as age lines and wrinkles on
a face, or nuts and bolts on
an automobile assembly, or the
folds of an airbag as it deploys.
For example, a large light
source such as an overcast sky
creates no shadow from your
body as you walk along. Hard
light can help defne an object,
but it can also create shadows
which can hide critical details
such as the nature of how an
airbag unfolds. A combination
of the two will create an
optimum photographic
condition to render images
with precise clarity.
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Optimal lighting
solutions
The correct light is vital to ensure accurate analysis of data and lux
is not the only factor to consider
Luminys
Tel: +1 323 461 6361
Email: dpringle@luminyscorp.com
Web: www.luminyscorp.com
ABOVE: Notice how in the frst image
the heavy shadows hide some of the
detail. The soft light in the second
image eliminates the shadows for the
most part, but sacrifces defnition due
to limited dimensional depth. The
combined soft light with hard direct
light on the third image minimizes
shadows while still enhancing defnition
by providing more three-dimensional
depth and realism
SEPTEMBER 2011
Typical Kelvin temperatures of various light sources:
3,200 +200, -500 Tungsten or incandescent
5,400 +0, -500 Luminys or SoftSun ESL
6,500 + 1,000, -1,000 HMI
122
GetConnected
From OEMs to suppliers, across academia and
governments, connecting to one another and
using these connections to share ideas and
expertise in both healthy competition and in
partnership will be the catalyst of forthcoming
innovation and the auto industrys basis to
continued future success.
Start connecting today.
www.sae.org/congress
The Essential Automotive Technology Event
April 24-26, 2012
Cobo Center Detroit, Michigan, USA
Host Company Tier One Strategic Partner
SAVE THE DATE!
Built for extremes
Mobile Measurements for General Automotive and EV/HEV Testing
IPETRONIK offers an extensive portfolio of ultra-precise, feld-proven measurement
modules, data loggers, sensors and software for extreme automotive testing requirements,
with full support for data bus, protocol and control units. In addition, the company offers
multiple solutions for high-voltage and current measurements within EV/HEV testing
environments.
Contact us today at sales@ipetronik.com to learn more.
Finland, -38 C, incredibly cold out here,
but the IPETRONIK instrumentation is
performing excellently!!
www.ipetronik.com
Peter Hansen, engineer,
on winter tests in Finland
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124
A leading supplier
of automotive rack
systems ensures the
maximum reliability of its
products with a complete test
system from Moog. Thules
US$3 million world-class test
center in Hillerstorp, Sweden,
incorporates a Moog Hydraulic
Simulation Table to thoroughly
test its roof racks, designed
to carry luggage, bicycles,
skis, and even surfboards.
In 2008, Thule selected
Moogs test system to simulate
conditions its products face
when fastened to the roof of
a car. The system consists of
a Moog Hydraulic Simulation
Table, a seismic mass,
a hydraulic infrastructure,
and a safety system. Also part
of the system was the data
acquisition setup, including
the control cabinet and the
operator test software. The
test software enables Thule
to simulate drive history fles
to replicate any specifc road
situations needed for the tests.
Moog is the frst company
to reach the performance
specifcations of acceleration
and displacement required for
this kind of test. The system
has 6DOF: the table moves
in the x, y, and z axes, with
pitch, roll, and yaw. Movement
along a single axis involves
the use of all six actuators,
all controlled exactly in terms
of speed and time, to produce
table vibrations at frequencies
between 0.8 and 80Hz.
The table can operate
in a space three to four times
smaller than other systems
providing similar test
performance (even so, the
block for Thules hexapod
weighs 88 tons). The table has
proved less costly to maintain
than orthogonal designs
because its six actuators are
alike, so spare parts cost less.
For the table to run at very
low frequencies, the seismic
mass incorporates active level
control. Air springs under the
system automatically activate
as the mass begins to resonate,
compensating for its motion.
The table can vibrate with
amplitude of more than
140mm along its axes,
while maximum rotational
displacement is +/-10. It
supports loads of up to 990 lb
and can run continuously
for several days, a period
equivalent to hundreds of
thousands of road miles.
Eric Gustavsson, Thules
test manager, says the test
system has proved to be very
successful over the past three
years. It is compact, fast,
and has a simple iteration
process, he says. We use
it very intensively, running
it constantly, 24 hours per day.
The system defnitely performs
in more occasions than
initially planned and when
a problem arises, we get
immediate support. Actually,
we have recently extended our
service agreement with Moog.
As Thules technical
knowledge has increased,
engineers have been able to
take full advantage of the test
systems potential. Gustavsson
explains, Today we can create
different types of tests. If
a customer for example,
a car manufacturer requests
a test on a Thule roof rack
with particular specifcations,
we can save the data and share
it with him. Every car has
different characteristics and
therefore requires a different
test. For example, we can
specify the road type and
general conditions (weather),
the tire pressure and type of
tire, and how the car moves.
Based on that information
we make the test suitable for
a specifc customer.
Gustavsson says Thule is
one lab of only 240 worldwide
that has been approved by the
German TV Nord Group,
which carries out certifcation,
service, and testing/inspection.
The Moog Test System
fulflled all the requirements,
he says.
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Hydraulic simulation tables
An automotive roof rack designed to carry luggage, bicycles, skis, and
surfboards is put through the full twist and turn of hydraulic simulation
Moog
Tel: +31 252 462 000
Email: test@moog.com
Web: www.moog.com
ABOVE: Thule selected a complete
test system from Moog, featuring
a hydraulic simulation table
SEPTEmbER 2011
Please contact:
Simon Cobb
+(1) 252-678-2174
simon.cobb@nccar.us
310 Technology Drive
Garysburg, NC 27831, USA
www.nccar.us
The North Carolina Center for Automotive Research
is purpose designed to be user-friendly and is here
to help you grow your business.
Independent, non-proft organization
Close links to North Carolinas universities and community colleges
Member of the International Committee of Proving Ground Safety
Extensive Cisco IT infrastructure (see NCCAR case study: Cisco
Borderless Networks), including site-wide high speed, encrypted
WiFi network, video surveillance and confgurable access control
Client offce / garage units available for lease (short to long term)
Conveniently located fve miles north of Roanoke Rapids
(1,200 hotels rooms and 60 restaurants) just off Interstate I95
MES_automotive_testing_paysage_v1 1 13/09/2011 09:27:21
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Laser triangulation
sensors for non-
contact distance
measurement have become
established measuring tools in
vehicle testing, applicable for
a multitude of dynamics tests.
Many manufacturers
provide sensors using the
functional principle of laser
triangulation for object
distance measurement (often
for industrial applications),
but few can really meet the
standards required for the
harsh environmental
conditions on the test track.
The HF Series laser height
sensors made by Corrsys-
Datron are especially designed
to cope with extreme
ambient conditions. Further
advantages are the high
working distance of up to
900mm, high sampling rates
of up to 8kHz, and a small,
lightweight case. Universal
interfaces allow connection to
any data acquisition systems.
Elaborate chassis and wheel
mounting systems round out
the sensor concept.
Laser triangulation sensors
and systems are applied for
various measuring tasks,
ranging from simple mounting
at the vehicle chassis for
determination of the pitch and
roll angle, to the measurement
of the tire lift-off (fshhook
test). The real potential of the
triangulation measuring
technique is realized when
several sensors are networked
for dynamic measurements.
Three HF laser sensors
mounted on the vehicle
chassis are used to determine
changes in height when the
vehicle is moving. The sensors
deliver the height changes
at three different positions
on the vehicle. Knowing the
mounting position of the
sensors, i.e. the distances
between the sensors, enables
calculation of the pitch and
roll angle. These values are
important to correct errors
of the vehicle transverse
An important maneuver is
the fshhook test. The driver
tries to provoke a rollover
by two specifc steering
movements. If one of the
wheels lifts off at least 4cm,
the test is interrupted. The
starting speed is part of the
evaluation criteria. An HF
sensor mounted at the wheel
can measure this lift-off.
A visible red laser is focused
onto the road; refected light
is received by a CCD array
serving as a position-sensitive
detector. Figure 1 shows
sensor geometry and image-
point shift x as a result of the
distance change d = d d.
Both parameters are
proportional to each other,
thus allowing easy evaluation
of the output signal.
Application of high-quality
components and optical flters
guarantees optimal function
even under the most extreme
conditions.
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Laser triangulation sensors
for non-contact measurement
Corrsys-Datron Sensorsysteme GmbH
Tel: +49 6441 92 82 35
Email: info@corrsys-datron.com
Web: www.corrsys-datron.com
SEPTEMBER 2011 126
acceleration. With an
additional (fourth) HF sensor
you can also determine
chassis torsion during driving.
Together with an easy-to-use
processing unit (UC
processor), Corrsys-Datron
HF sensors build a complete
pitch/roll measuring system.
The camber angle is
one of the most important
infuencing variables on the
vehicle cornering force. If the
camber angle is not correct,
the tire cannot generate
suffcient cornering force.
If the above-mentioned
principle of the roll angle
measurement is transferred
to the wheel, the dynamic
camber angle can be
measured. Two HF sensors
are mounted to the wheel hub
using a special holder. The
measured vertical height and
the known sensor distance
enable calculation of the
camber angle.
Figure 1: Laser triangulation sensor,
operating principle LD: Laser diode,
L: Lens, CCD: CCD array as position-
sensitive detector
The Dynamic Camber Angle measurement system, ftted with an optional Correvit SFII sensor for slip angle measurements
The functionality of vehicle testing sensors
must be guaranteed under all test conditions
The KiBox
Cockpit Software has been improved

and Version 1.3 has been released. Some of the
new main features are:
Standalone KiBox
operation
Confgurable CAN output
Event handler in KiBox
Cockpit for
triggering external programs
New calculator for combustion noise
Windows
7 and INCA V7.0 support

The download for KiBox
Cockpit software is avail-

able free of charge for all registered KiBox
users
under http://www.kistler.com/kibox/update
Kistler Group, Eulachstrasse 22, 8408 Winterthur, Switzerland
Tel. +41 52 224 11 11, Fax +41 52 224 14 14, info@kistler.com
Indicating Power To Go Release 3
www.kistler.com
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100-568e-08.11ATT183x115mm.indd 1 24.08.2011 10:16:11
Camera performance at full speed
AOS Technologies AG
Taefernstrasse 20
CH-5405 Baden-Daettwil
Phone +41 56 483 34 88
www.aostechnologies.com
info@aostechnologies.com
High-Speed Cameras
Compact yet powerful, versatile yet easy to use
high-speed digital cameras from AOS Technologies
get the job done. Other key specifications include
battery power, GigE data interface, robust all-
aluminum housing, stand-alone capability, Hi-G
ruggedization and more.
Customer-Focused Services
From feasibility and system studies to detailed
technical proposals, from on-site installation to
operator training, AOS Technologies offers all services
to allow customers an immediate start according to
our motto
Get results while others merely try!
Be smart
with high-speed cameras
from AOS Technologies!
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The US subsidiary
of Meidensha
Corporation recently
commissioned a new AWD
NVH drivetrain test system
in a 40 x 35ft hemi-anechoic
chamber in Michigan. The
system, by Meiden America
Inc (MAI), provides the
customer with a set of fully
featured, state-of-the-art
testing capabilities.
This system will provide
the product development
group and customers with
innovative testing capabilities
over the full spectrum of
drivetrain products, including
differentials, rear drive
modules, power take-off units,
transfer cases, shafts, and
axles. Complete drivelines
can be set up in the test cell
and tested and evaluated
under conditions that were
previously available only
through road testing or
chassis dynamometer testing.
The system includes
four low-inertia, permanent
magnet dynos. The prime
advantage of the Meidensha
permanent magnet dynos
for NVH application is their
oil cooling system, which
is submersed and provides a
low acoustic noise level during
operation. Additionally, these
dynos have a small and
well-defned torsional noise
signature. These features
make the Meidensha
permanent magnet dynos well
suited for use inside the NVH,
hemi-anechoic chamber.
Additionally, the small
diameter of the dynos and the
height adjustability provides
the fexibility to confgure
the driveline, in the test cell,
as it is in the actual vehicle.
The dynos small diameter
enables shaft center-to-center
dimension as low as 12in.
Shaft connection to a transfer
case input and front output
shafts can be confgured with
approach angles similar to that
in the vehicle. The dynos are
easily moved to accommodate
the full range of different
test specimen or complete
or partial driveline systems.
Test engineers can focus
investigations and rapidly fnd
the areas of concern, saving
time and cost. Reconfguring
the test system for a new test
specimen is accomplished
within a few hours.
The MEIDACS data
acquisition and control system
includes Universal
Confguration, providing a
simple, graphical touchscreen
user interface that enables test
engineers to reconfgure the
control software in minutes for
manual operation. Automatic
operation is accomplished
through the MEIDACS
Windows 7-based PC. All the
functions and parameters are
accessed within MEIDACS
through form and menu-
driven user interfaces.
Meidens customers often
create testing cycles offine
and upload the cycles to
MEIDACS when the test cell
becomes available, thereby
maximizing the actual test
cell run-time. This same
feature enables the product
group to develop simulated
testing cycles for product
design validation, further
maximizing the test cell
use and extending the value
throughout the organization.
Another feature included
with this system is Oscillation
Simulation. This enables
excitation of the test specimen
at predetermined oscillation
frequencies to identify and
record the test specimens
response. The exciting
oscillations are generated
by an external frequency
generator, again providing
a simple yet powerful testing
tool that is easy to implement
and provides full control over
the testing conditions.
Although the system has
been in operation for less than
a year, Meidens customers
have already begun to
integrate automatic testing
with the NVH data acquisition
and analysis software. Once
completed, they will have
one of the most fexible and
capable NVH drivetrain
testing systems in the world.
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Advanced four PM
dynamometer NVH system
A revolutionary drivetrain test system now enables driveline evaluation
under conditions that were previously available only through road or
chassis dynamometer testing
Meiden America
Tel: +1 734 656 1400
Email: info@meidenamerica.com
Web: www.meidenamerica.com
ABOVE: The system is an example of
what can be accomplished when two
technology pioneers combine forces
SEPTEMBER 2011 128
Exhibitor
CyIinder Kit ModeIing Gages & Measurement Services
Reduce oil consumption
Reduce friction
Reduce ring and bore wear
Optimize cylinder kit design
Piston ring tension
Piston ring geometry profile,
shape, flatness, Keystone width
& angle
3-D cylinder bore geometry
axial & circumferential
3-D cylinder bore finish
C-K Engineering, Inc.
116 Holloway Road
Ballwin, Missouri 63011 USA
Tel: 636/394-3331
Email: ckenginc@aol.com
Web: www.c-kengineering.com
CYLINDER KIT ENGINEERING
FOR INTERNAL COMBUSTION ENGINES
Da Vinci Emissions Services, Ltd.
12665 Silicon Drive
San Antonio, Texas 78249, USA
Tel: +1 210 858-6746
Email: kent@davinci-limited.com
Web: www.davinci-limited.com
Da Vinci Emissions Services, Ltd., is a high-end Texas
-based technology firm offering specialized engine re-
search measurement systems. We excel in flexibility,
technical know-how, and customer service.

The real-time Da Vinci Fuel-In-Oil (DAFIO) meas-
urement system is based on aromatic-trace and laser
induced fluorescence detection. The benefits of this
new measurement technique include:

1) Real-time fuel dilution data
2) Sensitivity <0.01%
3) Laptop-based DAQ
4) Applied in engine test cells and on-board vehicles
5) Tracer approved by all major engine manufacturers
lens
Oil Sample
Window
Fiber Probe Face
532 nm
Bandpass
filter
532 nm
Long-pass
filter
Spectrometer
Diode Laser
(532 nm)
Fiber
Probe
Excitation Fiber Detection Fibers
Data Acquisition
And
Spectral Analysis
Software
Da Vinci
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The OxTS RT-Range
is a comprehensive
test solution for the
development of ADAS sensors,
giving a large number of
highly accurate vehicle-to-
vehicle and lane positioning
measurements. Many leading
vehicle manufacturers
worldwide rely on the compact
RT-Range to benchmark and
improve radar, vision, and
LiDAR sensors used in active
safety systems. It offers a
wealth of invaluable features
that provide engineers with
an advantage in their research
into active vehicle safety.
Collision mitigation and
lane departure warning
systems need to be tested
and verifed against company
standards, as well as
international vehicle safety
legislation. The RT-Range
far surpasses these
requirements and offers
a range of additional features
that make testing ADAS
quick, reliable, and repeatable.
With the RT-Range users
can measure the position and
orientation of several vehicles
simultaneously, in real time,
and with exceptional accuracy.
Positional accuracy can be
measured to 2cm and velocity
measurements are accurate
to 0.05km/h. Up to four target
vehicles can be used, allowing
engineers to test complicated
traffc scenarios. With the
target system placed inside
a backpack, even tests with
pedestrians and cyclists can
be carried out.
OxTS is constantly working
to include more features in the
RT-Range, such as time-to-
collision and time-gap
outputs, longitudinal offset for
balloon car testing, graphical
presentation of vehicle
positions with birds eye view,
or compatibility with Anthony
Best Dynamics (ABD) in-
vehicle robots. By combining
the ABD in-vehicle robots
with the RT-Range it is easier
to benchmark cars, quicker
to obtain repeatable results,
and safer to carry out tests
that could be dangerous for
human test drivers. Using the
RT-Range with ABDs robots
allows engineers to trigger
tests from the RT-Range
measurements. For example,
users can trigger a lead
vehicle to cut in front of
an approaching vehicle at
a specifc range. Typically
the cut-in can be controlled
within 20cm far more
accurately than human
drivers can achieve.
Another big improvement
in the new software is the
representation of target
it can be captured and
compared with real-time
sensor data. Another key
measurement for LDW
systems is the angle of the
vehicle within the lane. The
new RT-Range software now
computes the relative heading
of the line markings compared
with the heading of the vehicle.
From ACC to forward
collision warning and lane
keep assistance, the RT-Range
offers a highly accurate and
complete solution for
evaluating and benchmarking
sensors used for ADAS.
To fnd out how the RT-
Range can help you develop
the driver assistance systems
of tomorrow, please visit OxTS
at Automotive Testing Expo
North America (booth 7016).
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Accurate ADAS verifcation
A complete solution for evaluating and benchmarking ADAS
sensors ensures accurate testing of collision mitigation and
lane departure warning systems
OxTS
Tel: +44 1869 238015
Email: info@oxts.com
Web: www.oxts.com/rt-range
ABOVE: Verifying the accuracy of
ADAS sensors with the RT-Range

RIGHT: The RT-Range is invaluable
for developing lane departure warning
sensors that work on curved roads
SEPTEMBER 2011
vehicles as polygons. The RT-
Range computes the closest
range from the hunter vehicle
to a polygon representation
of the target vehicle,
automatically swapping
points and even interpolating
between polygon points.
Up to eight points can be used
to represent the polygon. This
new feature is ideal for more
advanced tests such as blind
spot detection.
When testing vision
systems for lane departure
warning (LDW) it is important
to have a measure of the
curvature of the lanes. Using
new outputs from the RT-
Range the curvature of each
line is computed and output
over the CANbus. The output
is available in real time so that
130
Exhibitor
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ISM-EM : Energy Saving Technology
ISM-EM
IntelligentShakerManager
-EnergyManager-
ECO-Shaker ECO-Shaker
The worlds rst economical
vibration systems ever produced
The Intelligent Shaker Manager
(ISM) will reduce carbon dioxide
(CO
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consumption.
Email: sales@thp-systems.com
Web: www.thp-systems.com
Web: www.imv.co.jp
Multi-axis Dynamic
simulation System
IMVs real multi axis vibration has
made real vibration environments
simulation possible
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Pressure sensors play
an integral role in
ensuring the proper
performance of hundreds of
different components and
systems within the automotive
industry. This includes
assembly and testing;
component, powertrain, and
vehicle and proving-ground
testing; and motorsports.
High-quality pressure
sensors come in multiple
designs and sizes, and are
available with hundreds of
standard options for design
engineers and users. More
importantly, high-quality
pressure sensors are built
reliably and ruggedly
vital in order to withstand
todays tougher operating
environments, advanced
technologies and pressure
requirements. This includes
engine hydraulics and
pneumatics that operate
more quickly and with higher
pressures and temperatures
than ever before.
Pressure sensors ensure
that key systems are working
properly, both during testing
applications before assembly
and in actual operational
situations. For testing
application engineers, there
are various types of pressure
sensors to choose from
including gauge, absolute/
barometric, vacuum, and
differential; each offers
specifc features to meet
different measurement needs.
Gauge and absolute pressure
sensors are most commonly
used in the automotive
industry.
Gauge pressure is the
pressure measured as
referenced from an
atmospheric pressure to
a pressure system. Zero output
is at atmospheric pressure.
Gauge pressure sensors are
often used, for example, in
transmission test stands to
detect fuid pressures for
the clutch and transmission;
in engine oil pressure testing
to ensure lubrication system
integrity; in coolant
measurements; in fuel
pressure testing to measure
fuel pressure during fuel
pump and regulatory tests; in
cylinder compression testing
(cold tests) to detect piston
ring, valve or crank problems;
and in pressure decay testing
to detect damaged or missing
gaskets and O-rings or
emission valve problems.
Absolute/barometric
pressure is the pressure
measured as referenced to
an absolute vacuum. In both
cases the output is zero at
full vacuum. Barometric
variations recorded in day-to-
day readings of other sensors.
This type of sensor is often
used in engine test stands.
Vacuum pressure is similar
to gauge pressure with an
output of zero at atmospheric
pressure. However, the output
increases as the vacuum
increases. Vacuum pressure
sensors are calibrated so their
output becomes more positive
as the pressure becomes more
negative. Vacuum sensors are
often used in engine testing.
Differential pressure is
the difference between two
pressures. Differential
pressure sensors feature two
pressure ports and can be
used to measure the pressure
difference of liquids and/or
gases. One example is in fuid
fow measurements where
the sensor is used to measure
the pressure drop across
a restriction, which, in turn,
indicates the fow. The
measurement can be of either
the intake airfow or engine
coolant fow. Various ranges
are available to optimize the
measurement of the pressure
difference between the two
pressures, thereby reducing
measurement errors.
When selecting pressure
sensors for automotive
applications, key
considerations are accuracy,
operating environment,
physical size and mechanical
interface, electrical output
required to interface with
the measurement system,
and overall durability and
reliability. The sensor should
meet or exceed the criteria.
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automotive testing
The use of pressure sensors is key for measuring operating parameters
such as fuel and hydraulic fuid pressure and intake airfow. It is vital
to select a sensor that meets all the application-specifc requirements
Honeywell
Tel: +1 800 848 6564
or +1 614 850 5000
Web: www.measurementsensors.honeywell.com
SEPTEMBER 2011 132
pressure involves atmosphere
monitoring. Barometric
pressure sensors are absolute
pressure sensors with a
limited range. Absolute
pressure sensors are often seen
in automated metering and
dispensing applications used
for automotive assembly,
transmission assembly,
and fnal vehicle assembly.
They provide the automation
designer with a sensor
solution unique to the
application of liquid gaskets,
adhesives, and sealants.
Barometers are a secondary
sensor used in many different
automotive testing scenarios
to detect minute changes in
the atmosphere. This data
allows users to compensate for
Pressure sensors are used for testing and quality assurance during car assembly
Pressure sensors for component testing
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Numerous engineering
groups require data
from test vehicles
while they are driven in
real-world conditions. Each
engineering group requires
different data to support their
development efforts; some
require CANbus-only data,
some require additional
instrumentation; and some
require ODBII parameters only.
To meet these needs, Inux
Technology is providing the
Rebel xt as the in-vehicle
datalogging solution for
a large and well-known OEM.
The exibility of the Rebel
xt gives engineers access to
the engine parameter data
with the ability to record
all the required test data.
The Rebel xt is a high-speed
vehicle datalogger designed
for vehicle test and OEM
engineering data acquisition.
It supports CAN with high-
speed CCP and xCP protocols
to acquire internal ECU
parameters. CAN signals can
be recorded in a listen only
mode for CANbus data-
monitoring applications. Data
collected during each test can
be stored in local non-volatile
ash memory or automatically
uploaded via an optional
integrated GPRS modem to a
central server running Inuxs
SureFleet application. SureFleet
provides sophisticated test
eet management features and
simplies remote data access.
The Rebel xt offers exible
and powerful datalogging, and
the ability to collect a wide
range of signals including
OBD, CAN, and GPS. It can
also capture data from analog
sensors for extended periods
without the need for any
user interaction. The Rebel xt
uses multiple high-speed
microprocessors to
simultaneously capture data
from three different CAN
sources. Engineers nd the
Rebel xt easy to set up, with no
need to write complex scripts.
Safely contained in a rugged
dust- and splash-proof
enclosure, the Rebel xt
datalogger also features an
LCD display, keypad, and
eight status LEDs, with internal
micro-SD and external SD
memory storage, and multiple
complex trigger sources.
Powerful communications
technologies include Bluetooth
wireless connectivity for local
data monitoring and upload.
Additionally, Inux
provides DiaLog software for
conguring the Rebel xt and
analyzing data in one intuitive
package. DiaLog offers
conguration via Bluetooth
or USB and imports industry-
sophisticated graphing tools;
DataVue can export in standard
formats including MDF,
MATLAB, and CSV.
Using the Inux Rebel xt
vehicle datalogger for eld test
vehicles offers many benets
to the customer. Direct access
to test data and automatic
uploads via GPRS modem
enable constant project
supervision. The Rebel xt
CAN-based vehicle logger
gives engineers a cost-effective
means of recording valuable
data, and easy conguration
and intensive analysis via
DiaLog software and remote
data access via SureFleet
increases data accessibility.
Inux Technology provides
complete out-of-the-box and
custom solutions for large
vehicle OEMs and smaller
manufacturers alike; its
modular and exible tools
such as the Rebel xt are easily
tailored to users requirements.
The companys products are
distributed in North America
by CAS Data Loggers.
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In-vehicle datalogging
for test eets
When a company wants to monitor the performance of its eet
vehicles, it needs a exible solution that will work for engineers
across all disciplines
Inux Technology
Web: www.inuxtechnology.com
or www.dataloggerinc.com
TOP: Test vehicle equipped with
DiaLog software and Rebel xt hardware
ABOVE: Rebel xt dataloggers
SEPTEMBER 2011
standard ASAM A2L les,
ODX, and CAN DBC formats.
The engineers construct
datalogging congurations
using the simple graphical
interface, which also enables
retrieval of test data by direct
and remote connections.
DiaLog provides in-eld
rmware upgrades and features
DataVue, an integrated
professional data analysis tool
that enables advanced visual
data analysis with the use of
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Customers needs
and expectations
are rising, as are
their demands for comfort
and value. This means
manufacturers have to test
products under every
imaginable weather condition,
and until now have had to
organize long-distance
transport for prototypes
to fnd the right place for
every test around the globe.
This is no longer necessary.
In modern test facilities, car
manufacturers are able to test
each car under each condition,
100% reliably and reproducibly,
on their own premises.
MCE Stahl- und
Maschinenbau fgures out
concepts and solutions for its
customers and involves them
very closely in the process
from the very beginning of
the project development until
the successful handover of the
facility. Years of experience in
industrial plant engineering
and the expertise of its
engineers mean the company
is able to meet customer-
specifc requirements at the
highest level. Coordination
from conceptional engineering
to fnal execution, including
the integration of all plant-
specifc systems and
components, all based on
tried and tested methods of
project management is the
companys major strength.
Furthermore, quality plays
a central role, which is why
MCE is certifed according
to EN 9100:2003 and ISO
9001:2000. Engineering
expertise and project
management competence
allow the company to offer
optimal, one-stop solutions.
A major achievement in
the companys recent history
is the successful completion
of a large project for the
automotive industry.
An international
consortium under the
technical leadership of MCE
Stahl- und Maschinenbau
GmbH & Co KG realized
an entire test facility in
Sindelfngen, Germany, as a
general contractor including
two climatic wind tunnels,
an offce complex, workshops
and preparation areas
from November 2008 to
January 2011.
The two tunnels have
almost the same construction
form, as does the construction
of the technical building; all
are built in steel, produced
and installed by MCEs sister
construction of the main
building (technical area and
offce complex); the steel
structure of the wind tunnels
(660 tons); air line doors and
maintenance platforms; the
main fan including peripheral
equipment; rain simulation;
snow simulation; a boundary
layer removal system;
insulated panels (test section);
acoustic treatment (air line
and test section); moveable
turning vane (vehicle access);
the vehicle entrance door;
an adjustable nozzle and
collector; a test section
diffuser; an idle city system;
and a vehicle transport system.
Within the ARGE CWT
consortium and under the
supervision of a wind tunnel
technologist from Canada,
MCE, as technical leader, was
responsible for managing the
overall project execution and
site management.
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Wind tunnels
and test facilities
Using one general contractor to source wind tunnels and test facilities
saves time and money in the overall automotive development process
MCE Stahl- und Maschinenbau
Tel: +43 732 6987 75341
Email: offce@mce-smb.at
Web: www.mce-smb.at
The tunnel geometry at the facility in Sindelfngen can be adjusted to accommodate anything from small cars to large transporters
SEPTEMBER 2011
companies in the Czech
Republic (MCE Slan) and
Hungary (MCE Nyregyhza).
The test chambers with
dimensions of 13.5 x 10 x 6m
(l x w x h) are covered with
insulated PU-sandwich panels
and faced with an acoustic
lining in stainless steel.
Almost every climatic
condition can be reproduced
in the test sections of these
tunnels. Wind speeds up
to 265km/h, rain, snow, sun
simulation, humidity control,
and temperatures ranging
from -40C to +60C are just
some of the conditions that
can be reproduced.
An acoustic treatment in
the test section and the air line
reduces the ambient sound
level down to <65dBA at
wind speeds of 100km/h.
MCE Stahl- und
Maschinenbaus involvement
in the project included
www.pmw-expo.com
NO ENTRY TO THE GENERAL PUBLIC
15, 16, 17 NOVEMBER 2011 COLOGNE, GERMANY
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Professional MotorSport World Expo 2011
UKIP Media & Events, Abinger House,
Church Street, Dorking, Surrey RH4 1DF, UK
Tel: +44 (0)1306 743744
Fax: +44 (0)1306 742525
Email: philip.white@ukipme.com
The only motorsport exhibition in central Europe exclusively for
racing teams, drivers, engineering and technical companies, circuit
owners and operators, performance engineers and support crews
and race equipment distributors and dealers
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The components that
make up complex test
equipment are highly
interdependent, whether
renovating or up-ftting
existing equipment, building
new equipment, or building a
fully commissioned test facility.
Each component must be
designed, built, or sourced
with careful regard to the
surrounding systems with
which it must interface to
achieve the technical purposes
for which it was specifed.
Such inter-dynamics must
be predicted and controlled,
as they can profoundly affect
the host facility with increased
demands upon utilities and
internal systems; raised safety,
ergonomic, and ecological
requirements; as well as
additional insurance and
regulatory challenges.
The Integrated Delivery
Process leverages the expertise
of ACSs team of engineers and
their allied professionals to
achieve project goals quickly,
effciently, and within budget.
The evolving technical
demands of engine, vehicle,
and component testing require
the integration of test systems
into their host facilities. The
contractor must be expert
in test and measurement
science relative to the required
application, as well as
understand the impact of the
facility on the test objectives.
The frst requisite in the
Integrated Delivery Process
is the review and analysis of
project goals by the companys
test and measurement experts
in order to develop the
protocol, test procedures,
and success criteria. This
milestone-driven review
continues for the duration
of the project, concluding
with customers complete
acceptance of the test systems
and their functionality.
Sophisticated machine
design and fabrication
capabilities enable the
company to custom-build
test equipment to exact
specifcations and tolerances,
as approved by its customers.
And since ACS is a supplier-
independent frm, when an off-
the-shelf component is wholly
adequate, its only vested
interest is to source the best
product for the customer.
The test and measurement
team will complement
customers resources by
providing expertise as required
from both a facility and
equipment perspective,
effectively working as an
extension of customers
staff even after the project is
completed, by offering ongoing
The frms instrumentation
and control engineers are
expert at designing data-rich,
fexible, reliable, and intuitive
control systems, integrating
them into new or existing
test facilities, and providing
thorough operations and
maintenance training for them.
The design of a user
interface for test equipment
must take into account all
unique process requirements
and facility constraints, along
with a matrix of performance,
ergonomic, and health and
safety issues whether brand
new or legacy system.
The Integrated Delivery
Process puts the customer in
control of a fexible course of
adjustments and improvements
driven by communication
between the in-house
instrumentation and control
engineers and the customers
team. The solution meets
project goals, and is easy to
use, well documented, and
scalable for future expansion.
In the fnal analysis, the
most important beneft of the
process is a level of quality and
utility that ensures the most
reliable and repeatable test data.
The custom equipment is
built off site by a dedicated
fabrication and assembly team,
and is tested before delivery
under the same environmental
and operational conditions that
exist in the customers facility.
That means less time and
disruption on customer sites;
and when the new equipment
is delivered and installed it will
be ready to use and seamlessly
integrated with the facility.
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Fully integrated
test equipment
Individual components need to be designed and built with
careful consideration to the systems with which they interface
ACS
Tel: +1 608 663 1590
Email: acs-us@acscm.com
Web: www.acscm.com
ACSs engineers enjoy ophisticated machine design and fabrication capabilities
SEPTEmbER 2011
technical support, diagnosis,
and troubleshooting.
The company will lead
the development of custom-
built test equipment from
conception, through design,
fabrication, installation and
successful commissioning.
The design and fabrication
team of engineers, designers,
electricians, machinists, and
welders are expert at designing
and building custom
components that meet
recommended specifcations
and tolerances with precision.
Expertise in 3D modeling,
integrated with knowledge of
facility infrastructure, ensures
the equipment is compatible
with extant components
and that the controls are
ergonomically accessible to the
specifc working environment.
Components are built
to factory standards, fully
documented and fabricated as
if the company is producing
hundreds of them for market.
This means they are easily
repaired and replaced.
138
Exhibitor
www.pmw-expo.com
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PERFORMANCE EQUIPMENT
Engine design/Engine components/Tuning/Suspension/
Brakes/Vehicle setup/Tyres/Oils and lubricants/Aerodynamics/
Dynamometers/Transmissions/Differentials
RACE CAR EQUIPMENT/ACCESSORIES
Seats and harnesses/Roll cages/Fire extinguishers/Lap
timers/Camera recorders/Instrumentation/Data acquisition/
Telematics/Pit-to-vehicle comms/Glass/Ventilation/Mirrors/
Fuel cells and refuelling systems/Lightweight and high-
performance materials/Coatings
TESTING AND DEVELOPMENT
Metrology/Rigs and shakers/Test tracks and circuits/
Laboratories/Timing systems/CAE and CFD/Diagnostics/
Simulation and modelling
TECHNOLOGIES ON SHOW
SAFETY EQUIPMENT
Racetrack recovery equipment/Race and mechanic wear/
Fire- ghting equipment/Crash barriers
PADDOCK EQUIPMENT
Tools/Covers, awnings/Wheel-changing systems and lifts
TRANSPORTATION AND LOGISTICS
Trailers/Transporters/Motor homes/Freight services
RACE CIRCUIT TECHNOLOGY
For motorsport circuit suppliers and motorsport
circuit and facility architects: Crash Barriers and
Safety Systems/Circuit Marshalling
and Timing Equipment/Track
Marking Solutions/Circuit
Drainage/Circuit Entry and
Management Technology
Tel: +44 (0)1306 743744
Fax: +44 (0)1306 742525
Professional MotorSport World Expo has established itself as the most important
trade-only show for the central European motorsport community
www.pmw-expo.com
FREE-TO-ATTEND WORKSHOPS
AND OPEN FORUM
www.pmw-expo.com
www.pmw-expo.com
Tel: +44 (0)1306 743744
Fax: +44 (0)1306 742525
EXHIBITOR LIST
3D Flowtec GmbH 3M Svenska AB (Peltor AB) ACL Active Technologies Limited Advanced Fuel Systems Airshelta Plc Albins Off
Road Gear P/L Allegheny Technologies Limited Alons Ausosport Anglo American Oil Company AP Racing AR Casting S.r.l Arcadius
Sports Ltd Arrow Precision Engineering ASK Kugellagerfabrik Artur Seyfert GmbH ASNU UK Ltd Association des Entreprises du Pole
de la Performance de Nevers Magny-Cours Atec Autotechnik GmbH Athena Spa Audipack Automotive Racing Products Autotel Race
Radio AVIAID Oil Systems AVL SCHRICK GmbH AVO Fahrzeugtechnik BAR-TEK Motorpsort BAUER GmbH BBS International GmbH
BECKER GmbH CAD-CAM-CAST Biotech International Bohler Edelstahl GmbH & Co KG Bohm & Wiedemann Bosch Motorsport
(Bosch Engineering GmbH) Brembo S.p.A Bridgeway EverPower engine Part Ltd Brown & Miller Racing Solutions Ltd BSA Motorsport
BTB Exhausts Ltd Carl Zeiss Industrielle Messtechnik GmbH Cartek Automotive Electronics Ltd CaseLiner s.r.o Chris Tullet Exhausts
Clarendon Cobra Seats Ltd Concept Multimedia Ltd DBA (Disc Brakes Australia) DC Electronics Motorsport Specialist Ltd Deutsch
UK Deutscher Motor Sport Bund e.V. (DMSB) Drenth Motorsport Gearboxes Dynamic Metals Ltd Dynojet Research EMOTAG
Faiveley Transport Ferrari Technology S.r.L Fluro-Gelenklager GmbH Free Minds - FREEM G & S Valves Galuppo Sport Clothes S.L
Gems Germa-Composite GmbH Getecno Srl Gill R&D Ltd GKN Service International GmbH Goodridge Deutschland Grainger &
Worrall Ltd Grand Prix International Co Ltd Great British Sports Cars Ltd Groot Techniek Hackethal Publishing HB Bearings Heigo
Autotechnik GmbH Helix Autosport Hewland Engineering Ltd Hexagon Metrology GmbH Hirschmann GmbH Holinger Europe Hose
Solutions Ltd HRE GmbH HSD Shocks Hurco GmbH Intercomp Interex Motorsport Ionbond ISA Racing GmbH Jacquemin
Tuning K & N Engineering Inc KA Sensors Ltd Kaido-Autosport Kaiser Werkzeugbau Kampermann Motorsport Products Kent
Performance Cams Ltd Kirkey Europe Koch-Achsmessanlagen KONI B.V (ITT Motion Technologies) Kronenburg Management Systems
Langstone Engineering Ltd Lifeline Fire & Safety Systems Loewen Rally Lutgemeier GmbH M.E.RIN srl MD Mustang Dynometer
Memotec GmbH MOOG - FCS Motul MPE S.r.l. MTA S.p.A Mubea Carbo Tech GmbH MVO GmbH Metallverarbeitung Ostalb
Nitron Racing Systems Ltd OMP Racing S.r.L Optimum Balance Products Ltd OptimumG LLC Outright Engineering Ltd Pace Products
Penny & Giles Controls Ltd Performance Friction Brakes Piper Cams Pistal Racing SrL Plastics 4 Performance Ltd PMI Europe
B.V. Precision Technologies International Ltd PRI Show Pro-Shift Technologies Ltd Prototechnik GmbH & Co KG QUAIFE RA Super
Alloys International Limited Racelogic Race-Tec NAK Ltd Racetech Europe Recaro Automotive GmbH & Co KG Reverie Ltd Ric
Wood Motorsport S + D Spezialstahl Handelsgesellschaft GmbH SADEV Safety Devices International Samsonas Motorsport SAN
- Service Agentur Niemann Sandwell UK Ltd Schroth Safety Products GmbH Schweizer Racing Parts Seido De Srl SEL International
SF Motorsporttechnik SKF Smith High Performance St Cross Electronics Ltd St Cross Electronics Ltd Stable Fabrication Stand
21 Staubli Tec-Systems GmbH Stegmaier GmbH Sulzer Sorevi SAS SuperFlow Europe NV Surf & Turf Instant Shelters Team
Dynamics Tennant Metall & Technologie GmbH The Autosport Company The SFS Manufacturing Group Ltd Therma
GmbH Think Automotive Thyssenkrupp Materials (UK) Ltd Tital GmbH Titan Motorsport & Automotive
Engineering Ltd Titanium Engineers Ltd Total Seal TR Composites Trijekt GmbH TRS Motorsport
Equipment Turbo Service Belgium Turbo Zentrum Berlin UKTI Southeast UKTI Southeast VAC
Motorsports Variohm EuroSensor Ltd Westwood Cylinder Liners WheelCam Willans Xceldyne
Europe Young Calibration ZF Sachs Race Engineering GmbH Zupin Motor-sport GmbH
Its a very good exhibition and the timing of the show,
in November, is good for production
Giuseppe Angiulli, chief engineer, Osella Engineering
FREE-TO-ATTEND WORKSHOPS
AND OPEN FORUM
www.pmw-expo.com
as of 5th September 2011
SepTember 2011
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For many years now, Berndorf Band has been technology leader
in the manufacture of endless steel belts for automotive test
applications. A process that began 25 years ago with steel
belts for tire testing equipment has continued in recent years with wide,
longitudinally welded belts and extremely small, thin belts for wind tunnels.
All these belts meet the most exacting demands with respect to running
properties, materials and belt geometry. Berndorf Band has developed
specialized manufacturing technologies for this purpose. These are also
essential, with running speeds of up to 300km/h (186mph). The results
are convincing: renowned manufacturers of tires and motor vehicles
put their trust in steel belts from Berndorf Band. What is more, all the
successful Formula 1 teams use steel belts from Berndorf Band for their
wind tunnel testing.
Berndorf Band is also the ideal partner when it comes to the coating and
maintenance of test belts. Applying and renovating the coatings of test belts
as well as inspections and custom repairs are an integral part of the product
range, making an essential contribution to the long service life of belts.
This year Berndorf Band takes part at Automotive Testing Expo North
America for the frst time, and is taking this opportunity to introduce its
US-based daughter company to the automotive testing industry.
Berndorf Belt Technology USA was established over 25 years ago in Elgin,
Illinois, to provide North American customers of Berndorf Band GmbH with
greater access to steel belt sales and services. Over the past years Berndorf
Belt Technology USA has developed a reputation for commitment to quality
and customer service.
Berndorf Band
Tel: +43 2672 800 0
Email: band@berndorf.co.at
Web: www.berndorf-band.at
Endless steel belts
AFT Atlas Fahrzeugtechnik GmbH
Tel: +49 2392 809 0
Email: info@aft-werdohl.de
Web: www.aft-werdohl.de
Vibration analysis specialist
522
When it comes to vibration analysis, it is not
only a case of choosing the right measurement
equipment, but also of correctly evaluating the
measurement data. AFT Atlas Fahrzeugtechnik GmbH
completes its PikesPEAK measurement system with the
specialized OpeRa evaluation software. Among other things,
OpeRa provides order flters and order and frequency
analyses, as well as a wide range of angle calculations.
Freely defnable formulae complement the users own
calculations. The physical values determined by the
measurement equipment can be displayed by time,
revolution or angle.
Torsional vibration analysis is an essential part of the
powertrain development process. Internal processes in the
combustion motors create undesirable vibrations, which can
severely affect not only ride comfort, but also the durability
of the components. Eliminating such undesirable vibrations
requires the precise determination of their causes, based
on reliable measurement data. OpeRa and PikesPEAK
provide a reliable measurement system for a wide range
of applications in the automotive area, such as vibration
dampers, camshaft phasing systems, auxiliary drives in cars
and commercial vehicles, clutches and dual-mass fywheels,
as well as gears, and are thus ideal for this purpose.
524
Da Vinci Emissions Services is a Texas-based technology frm,
which offers specialized engine R&D measurement services
and equipment for testing of the engine lubricating system
and exhaust emissions. Its market is primarily the engine R&D branches
of combustion engine and Tier 1 parts manufacturers and oil companies.
The company owns legal rights to manufacturing, distribution, sales and
intellectual property of such specialized measurement techniques.
The real-time Da Vinci Lubricant Oil Consumption (DALOC) measurement
system is based on sulfur-trace and UVF detection. The benefts of using
this technique include that it is ultra-sensitive down to 10ppb/volume, that
sulfur is relatively harmless and readily available in the lubricant oil, and
that highly repeatable and accurate oil consumption measurements can be
obtained using this technique. The technique can also routinely be applied
to measure total oil consumption, individual cylinder oil consumption,
turbocharger oil consumption, and valve stem seal oil consumption,
all in an effort to quantify and fx any lubricant oil consumption issues.
The real-time Da Vinci Fuel-In-Oil (DAFIO) measurement system is
based on aromatic-trace and LIF detection, and is protected by multiple US
patents. The benefts of using this technique include that it is ultra-sensitive
down to 0.01% fuel dilution, the tracer is commercially available and
relatively harmless, and the technique is simple to use and can be fully
automated. This technique is important since engine downsizing to smaller
cylinder bore diameter, use of direct injection, use of biodiesel fuel, and use
of pre- and post-injection for particulate flter regeneration all lead to
escalating issues with fuel dilution.
Da Vinci Emissions Services
Tel: +1 210 858 6746
Web: www.davinci-limited.com
Real-time oil consumption
and fuel dilution measurement
Exhibitor
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www.himmelstein.com 800-632-7873
S. HIMMELSTEIN AND COMPANY
s 0.05% accuracy*, 200% & 400% overload
s No manual adjustments and no hoops or calipers needed to install
s Operates with 1" axial, 0.3" radial misalignment whether static, temperature,
vibration or runout induced
s Temperature data and max/min capture
s Analog, digital and FM outputs simultaneously available
*NIST traceable calibration performed in our accredited laboratory (NVLAP Code 200487-O)
Model:
MCRT
86004V
v Highest overload and overrange assure safety and accuracy
vBest installed dynamic response
vImmune to ISM, EMI interference
vDual-Range and higher capacities now available
Bearingless Digital Torquemeters
Desi gni ng and Maki ng t he Wor l d' s Best Tor que I nst r ument s Si nce 1960
Visit Booth #6045
Automotive Testing
Expo 2011 DETROIT
Register with:
calibratenow.com
to access your
calibration data
online
525
The Continental Tire the Americas
LLC (CTA) Proving Ground in Uvalde,
Texas has been investing heavily in
new test surfaces, test equipment and safety.
The 15-acre vehicle dynamics pad was given
a fresh surface and reopened on April 28, 2011;
it now features a fush trough type watering
system, eliminating the need for above-ground
piping. Water can be evenly spread across the
entire surface due to the precise 1% slope,
and is reclaimed into settling ponds to conserve
resources.
CTA has also completed the second phase
of its security and modernization effort, and
now features a truly keyless facility. Employees
and guests now use proximity badges to do
everything from accessing their offces to
pumping fuel and entering test courses. Aside
from the convenience, this provides pinpoint-
accurate security for sensitive areas and remote
monitoring of access violations. The third phase
is expected to be completed this year and will
geo-fence the entire facility, all of its tracks, and
all off-facility routes driven by drivers. This will
improve the already exceptional data quality,
and provide a big picture overview to security
personnel about vehicle locations and track
conficts, and monitor driving habits off the
facility to ensure maximum safety.
Continental Tire Americas
Web: www.continentaltire.com
Proving ground
receives upgrades
Dewetron
Web: www.dewetron.com/power-analyzer
Mixed-signal recorder
526
The Dewetron DEWE-512 is a high-
performance mixed-signal recorder
that is widely used for power
measurement and effciency analyses of hybrid
and e-vehicles. Dewetrons unique Sync-Clock
technology enables adding much more valuable
information such as CANbus data, ECU
parameters, GPS information, video and further
analog signals like temperature and vibration to
get the complete picture within one recording.
Safe and reliable measurements are
guaranteed by the high isolation of the amplifer
modules. A wide analog bandwidth of 2MHz,
high sampling rates, and 16bit resolution are the
base for accurate results. Dewetron also offers
a dedicated high-bandwidth DC current clamp
for precise power measurements to test, for
example, the frequency inverter effciency.
The powerful, easy-to-use software suite
enables mixed-signal analyses, which bring
a whole new level of understanding and
comparison to test data and results. The
sophisticated mathematical functions can
be applied online for immediate results
and offine for further evaluation of the data.
The systems hot-swappable batteries
guarantee continuous operation without an
external power source. One set of batteries can
run the system for approximately three hours.
Due to its modularity, the DEWE-512 can
be used inside vehicles, on test benches, or
in the lab.
Exhibitor
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Dytran Instruments, founded in
1980, designs and manufactures
a full line of piezoelectric and DC
MEMS sensors for measurement and monitoring.
The company has now published its latest
catalog of piezoelectric and DC MEMS sensors
for measurement and monitoring.
The 172-page catalog represents the most
popular off-the shelf models of acceleration,
acoustic, force, pressure, shock, and vibration
sensors. Products are presented in a series
of technical specifcation charts, along with
a description, line drawing, and a partial list
of some of the most popular applications,
including aerospace and defense, automotive,
power generation, and test and measurement
applications.
The products presented include: miniature and
triaxial accelerometer models, high-temperature
sensors with built-in electronics (IEPE), variable-
capacitance DC sensors with low-noise
differential output, and sensors with TEDS
capabilities. Dytran also offers a complete range
of piezoelectric force and pressure sensors,
impulse hammers, support electronics, cables
and accessories for dynamic measurements, and
has full in-house customization capabilities. The
catalog is available for download on the company
website or by emailing the marketing department.
Dytran Instruments
Email: marketing@dytran.com
Web: www.dytran.com
Piezoelectric and
DC MEMS sensors
529
The high-performance, sound-
absorbing Linear SuperSoft panels,
engineered by Eckel Industries Incs
Acoustic Division, provide a unique, highly
effective way of creating a facility for acoustic
testing/evaluation of components, products,
and systems. By utilizing this Eckel panel
system, an existing room can be quickly
upgraded to an acoustic test facility.
Alternatively, SuperSoft panels can be used
to line a new sound-attenuating enclosure
to provide a free-feld environment when
a conventional hemi-anechoic chamber may not
be practical or feasible. The Linear SuperSoft panel system
is easily installed and suitable for turnkey projects as well
as for acoustic treatments in custom-designed chambers.
Typical Linear SuperSoft applications include
sound quality evaluations, noise emission tests,
and other acoustic assessments of automotive
components and systems, consumer appliances,
computers, HVAC equipment, telecommunications
devices, and other electronics. Low-frequency
cut-off of 150Hz is the usual specifcation,
although for large chambers a low-frequency
cutoff of 50Hz can be achieved.
The Linear SuperSoft V-ridged panels are
offered in two standard widths 26 and 30
in lengths up to 12. Thickness is 4. These
22ga perforated metal panels incorporate dual-
density acoustic fll, ensuring acoustic performance. Offset from the wall is
8in, with 4in air space and 4in backfll. Panels are attached to supporting
framework with 20ga removable battens.
Eckel Industries
Tel: +1 617 491 3221
Web: www.eckelusa.com
Sound-absorbing linear panel system
EnUrga Inc
Tel: +1 765 497 3269
Email: sales@enurga.com
Web: www.enurga.com
528
Fuel injector and exhaust doser designers have a constant need to characterize the spray
formed. The critical parameters that affect the performance of fuel injectors and dosers
are the surface area density of the drops, the spray angles, the pattern of the spray, and
the velocity. The surface area density is particularly relevant as the local fuel or urea evaporation rate
is correlated to this quantity more than the local drop size, the local mass fux, or the local velocity.
There are several instruments that characterize these different parameters. For example, drop sizes
and/or velocities in sprays can be obtained using a phase Doppler interferometer or a laser diffraction
instrument, while surface area densities and spray angles can be obtained using the SETscan optical
patternator. In many cases, all these instruments are not available to the company that is developing
fuel injectors and dosers. Therefore, outsourcing of these core functions is very attractive during the
design stages, particularly as it relieves the organization from having to have the in-house expertise
to run these instruments. It is also anticipated that in future, outsourcing of the quality audit of nozzles
would provide for a more economical production line and a better return on investment. In conclusion,
outsourcing of spray characterization is seen as a growth industry in the automotive sector.
Outsourcing of spray characterization
Exhibitor
Exhibitor
Exhibitor
Moving Forward with
Smithers Rapra
Smithers has served industry with
high quality independent testing,
R&D and consulting services
since 1925. We continue to
expand our capabilities to satisfy
client needs for increasingly
specialized technical resources.
Smithers offers a broad array
of development services to the
plastics and polymer materials
industries.
Smithers tests are performed
to industry and governmental
standards - ASTM, ISO, SAE,
Fed and Mil. You can be confdent
that your project will be completed
on time and as budgeted.
Precisely Controlled and
Repeatable Tests to Your
Exact Specifcations
Tire and wheel performance
analysis
Cold weather analysis
Reliability for Your Hose
Testing Needs
Physical mechanical
Chemical analysis
Performance analysis
Product testing
Building #6A, 668 Fengting Road
Weiting Town of Suzhou
Industrial Park (SIP)
Suzhou City, Jiangsu Province,
Zip: 215122, China
e: sales-srna@smithers.com
www.smithers.cn
Automotive Testing Services
TrusTed Provider of
innovaTive soluTions
530
ESPEC is introducing temperature
chambers for safely testing Li-ion
batteries. Batteries must be proved
in hot and cold conditions per IEC, UL, and SAE
standards, as well as long-term performance
testing at various real-world temperatures.
Because battery failure is a real risk (and
sometimes a desired outcome) during this
testing, ESPEC temperature chambers offer
safety features to protect from harmful
explosions and ensure the operator is protected.
Safety features are selected based on the clients
testing needs and safety plan. Integral to most
safety systems is a gas monitor, which can
activate protective features automatically.
Low-temperature heaters for the chamber
protect from ignition of noxious gases if a battery
vents. A locking door latch and pressure vent
are helpful if a battery explodes.
These features, and others, will let you test
batteries safely, and ensure the safety of your
nal product. Visit the ESPEC booth at Automotive
Testing Expo North America to see a test
chamber built for testing lithium-ion batteries.
ESPEC
Tel: +1 616 896 6100
Web: www.espec.com
Temperature chambers for Li-ion testing
531
The Altitude Simulation/Pressure
Control System from ETC is used for
most engine tests including power
and emissions, for steady-state and transient
dynamic test applications. It is a uniquely
designed system where high-altitude conditions
are simulated at the engine induction air side
as well as the exhaust side. The system includes
a combustion air unit, which provides air at
precisely controlled environmental conditions,
and a pressure control unit, where a controlled
pressure drop of the engine intake air is
generated by using a valve and vacuum pump
system. Similarly, reduced pressure conditions
are created for the engine exhaust.
ETCs Altitude Simulation System is much
more cost-efcient than providing an altitude
chamber, which has gained it the attention of the
racing industry and many automotive OEMs. Also,
new vehicle design and performance verication
requires extensive testing. Here, the performance
verication is done under extreme environmental
conditions, with accuracy and repeatability being
quite stringent.
The Altitude/Pressure Control System performs
tests at the following conditions: altitude
simulation from sea level to 4,600m (50m);
boost pressure simulation up to 3psi above
barometric pressure ( 0.01psi); pressure control
conguration designed to deal with drafting and
other engine air intake velocity variations a
must for the racing industry; precise temperature
and humidity control; easily adapted retrot to
existing chambers or engine test cells.
ETC
Web: www.etcenvironmental.com
Altitude simulation/pressure
control system
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Tel: +49 781 969297 17
Web: www.genesys-offenburg.de
Precise determination of altitude and position
533
To gain maximum fexibility in vehicle test applications,
measurement instrumentation must be capable of acquiring
and processing input data from the widest possible range of
physical sources. A data recorder further enables users to collect all kinds
of measurement and bus data autonomously and independently in the feld
and, subsequently, evaluate results in the offce.
HBM recently extended its established QuantumX series with a new
multi-functional data recorder dubbed CX22W which is as compact
and identical in size as all the other modules, e.g. the MX840A universal
amplifer. The scalability of the system and ease of use of the data
recorder make it perfect for mobile tests. The system is already
widely used in automotive testing applications, among many others.
The CX22W data recorder offers the ruggedness of an integrated
Windows embedded operating system, as well as the familiarity and
acceptance of Windows technology. The new data recorder is able to
perform autonomous data collection, processing, and storage, as well as
visualization (optional). The results are integrated in the CX22W and can be
easily handled speeding up working methods and increasing productivity.
532
One prerequisite of driving tests as part of vehicle development
is to precisely determine the vehicles position. In such
applications, the ADMA (Automotive Dynamic Motion Analyzer)
from GeneSys Elektronik delivers optimized and highly precise data.
Developed originally for vehicle dynamics testing, developers use the
ADMA with increasing frequency for validating driver assistance systems
such as lane departure warning. Another important function of ADMA is to
provide road data, including realistic height profles. This information is
needed, in particular, to optimize the design of the vehicles powertrain.
To ensure precise positioning even under diffcult GPS reception
conditions, GeneSys Elektronik now presents the new ADMA-PP post-
processing software, which allows optimization of ADMA data recordings
and inclusion of GPS correction data after the test drive. At the softwares
core is a Kalman flter, which perfectly combines GPS and inertial data.
While the real-time option continues to be provided by the ADMA system,
offine calculation has two decisive advantages. First, GPS correction data
can be downloaded easily from the internet for the required test run. This
facilitates installation work for the measurement process compared with
the real-time mode, where GPS correction data must be supplied via a radio
or GSM link from a private base station or an RTK network provider. Second,
ADMA-PP is able to calculate position solutions forward and backward
along the time axis, which improves positioning accuracy. The package
is rounded off by an auxiliary module with a barometric altitude sensor,
allowing accurate measurements of critical height-related data.
HBM
Tel: +49 6151 8030
Email: info@hbm.com
Web: www.hbm.com
Mobile data acquisition for feld-test applications
Exhibitor
535
The Ipetronik Sx-STG is an eight-
channel, high-speed, multi-input
analog measurement module
with onboard excitation, supporting mobile
measurements with stringent reliability and high
sample rates, such as vibration and acceleration
assessments, road load data acquisition, and
vehicle component and body testing.
The Sx-STG offers user-selectable IEPE and
strain gauge sensor signal outputs with optional
TEDS. Each galvanically isolated analog input can
measure 12 unipolar and bipolar voltages, with
16bit resolution to 100V. Inputs offer adjustable,
dual-sensor excitation to a maximum of 15V
with up to 45mA. Each module offers four user-
selectable channel sample rates. Data output is
accomplished via Fast Ethernet at a maximum
speed of 100Mb in accordance with IEEE 802.3.
A dual-bus concept allows data to be output
directly to the CANbus at a sample rate of up
to 2kHz. Dual-bus systems are decoupled to
a notebook PC via an adapter cable. The Sx-STG
features offset and target value adjustments,
sensor evaluation shunt checks, selectable
supplemental bridge resistors, and sensor
excitation current surge detection. Modules are
housed in a compact, lightweight, IP54 sealed
anodized aluminum enclosure. When used with
the IPEmotion plug-in, Sx-STG offers real-time
analytical measurements and simultaneous data
storage capabilities in different formats, allowing
setup changes on demand, saving time and cost.
Imtech
Tel: +49 40 6949 2527
Email: sales.umsi@imtech.de
Web: www.imtech.de/umsi
Fuel supply and conditioning unit
534
To ensure effective and time-effcient
testing, it is often necessary to refuel
a vehicle inside the test cell. In a
recent project, Imtech designed and delivered the
fuel supply unit for two climatic wind channels.
The fuel supply of the vehicles in the test cell is
carried out through a central gantry, in which fve
pump stations with different fuels are installed.
Changing between full and empty barrels takes
place automatically. From the pump stations the
fuel is forwarded through distribution pipelines
to the conditioning units.
There are two conditioning units for every test
cell, each with lower-fammability-level fuels
(e.g. diesel, arctic diesel) and upper-fammability-
level fuels (e.g. super, ethanol). The fuel
temperature is controlled to the customers
requirements: -40 to +40C / -10 to +60C
respectively. The pressure inside the fuel pipeline
is also controlled. The fowing amount of fuel
and therefore the actual fuel consumption is
monitored.
Dry connectors are installed in the test cell
foor, and the vehicle is directly refuelled via
a delivery hose with petrol nozzle.
No matter what the requirements are for
conditioning units (fuel, oil, cooling-water,
combustion-air), every Imtech unit will meet
customers requirements for chassis or engine
test stands.
Ipetronik North America
Tel: +1 866 777 6220
Email: sales@ipetronik.com
Web: www.ipetronik.com
Eight-channel, multi-input analog
measurement modules
Exhibitor
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Web: www.testslate.com
or www.jacobstechnology.com
Test automation
software
538

Todays automotive test facility
users and operators face increasing
pressure to generate better data
in less time to compete successfully in the face
of shrinking development budgets. Delays due
to poor test coordination and data acquisition
ineffciencies simply cannot be tolerated,
because the need to continually reduce the
cost per datapoint is relentless.
Jacobs is one of the largest engineering and
technical services companies in the US (NYSE: JEC).
The company provides engineering, construction,
operations, maintenance, and technical support
services for automotive, motorsport, and aerospace
customers to design, construct, commission,
operate, and maintain complex technical facilities
and systems throughout Europe, Asia, and North
America. Jacobs understands the need to maximize
data productivity, accuracy, and security in each of
these facilities.
Jacobs latest software product, Test SLATE,
is being integrated into client facilities to provide
an integrated test facility control and data
acquisition environment that provides drag-and-
drop ease for confguring new test sequences,
incorporating new measurement systems, or
improving data visualization/analysis on the fy.
In a motorsport wind tunnel, for example, Test
SLATE fully automates tunnel wind and rolling
road speeds, vehicle yaw angle, independent
wheel ride height settings, and other model
or vehicle-specifc controls for maximum test
effciency. Test SLATE provides self-optimizing
test sequence automation for maximum data
quality in the minimal amount of test time, and is
feld-proven for monitoring facility and test article
onboard data parameters continuously at over
20 million samples per second while comparing
these to user-defned alarm limits to ensure the
health and safety of these systems.
536

For driving trials, the standard
steering wheel is replaced by the
measuring steering wheel with
integrated electronics. Special steering column
adapters, which are available for most motor
vehicle types, make assembly simple, fast, and
free from play. A contactless power supply is
integrated in the steering wheel.
The newly developed KMT-CLS Steering
Sensor is ftted simply between the original
steering wheel and steering column. All functions
of the standard steering wheel inclusive of the
airbag are preserved.
Using function keys, both the steering angle
and the steering moment zero balance can be
adjusted. The sensor technology for the steering
moment uses a temperature-compensated strain
gauge transducer. For steering moment, steering
angle, and speed, two measuring ranges are
available simultaneously, as analog or CAN data.
KMT
Tel: +49 8024 48737
Email: info@telemetry.net
Web: www.telemetry.net
Steering effort sensor
Mettler Toledo
Web: www.mt.com/flter
Emissions
determination for
flters up to 70mm
537
Excellence Balances equipped with
a flter weighing kit or robotic system
provide state-of-the-art solutions
for emissions determination. Mettler Toledo
measurement systems enable fast and accurate
particulate matter determination on flters down
to 0.1g, meeting strict automotive and
environmental requirements.
A D M A
E x p e r t i s e i n
G P S a n d I n e r t i a l
M e t r o l o g y
Inertial / GPS System for
Vehicle Dynamics Testing
GPS synchronized
easy to use
fast set-up
low data latency
Vehicle Dynamics Testing
Functional Safety Testing
Adjustment of Chassis Systems
Comfort Analysis
Tyre Testing
Deceleration / Acceleration Testing
Road Survey and Monitoring
Highly Precise Positioning
Verification of Simulation Models
Steering Robot Guidance
Driver Assistance Systems Testing
GeneSys Elektronik GmbH
www.genesys-adma.de
77656 Offenburg Germany
Tel. +49 781 / 969279-0
Tel. USA +1 401-284-3750
adma@genesys-offenburg.de
GeneSys
Elektronik GmbH
Lemo
Tel: +41 21695 1600
Email: info@lemo.com
Web: www.lemo.com
Precision custom connection solutions
539
Lemo is an acknowledged leader
in the design and manufacture
of precision custom connection
solutions. In September 2009 Lemo launched
the M series connector. M series connectors
are lightweight triple-start ratchet coupling-type
connectors designed for avionics, aerospace,
military, security, motorsport and heavy-duty
applications.
In addition to the 0M, 1M, and 2M size, Lemo
is now releasing a wider range of connectors
with the additional 3M, TM, 4M, LM, and 5M size.
These new connectors offer contact
confgurations ranging from 22 contacts (for the
3M size) to 114 contacts (for the 5M size).
Made of high-strength aluminum, this connector is one of the lightest and most compact connectors
of the Lemo product range. It is available with two different shell designs: arctic grip or knurled outer
shell. The arctic grip design makes it easy to manipulate the connector while wearing gloves or when
the connector is located in a diffcult-to-access area. The connector is environmentally sealed
with ingress protection to IP68. A sealing gasket made of fuororubber (Viton) ensures resistance
against hydrocarbons (oil, petrol, etc.). Because Lemo connectors are perfectly screened and designed
to guarantee very low resistance to shell electrical continuity, they are particularly adapted to
applications where electromagnetic compatibility (EMC) is important.
540
Vehicle exhaust and evaporative
emissions gas detection is a high
priority due to environmental and
occupant safety risks. Consequently, various
standards organizations such as the Bureau of
Indian Standards, the Economic Commission for
Europe, and the Environmental Protection Agency
have defned test specifcations for auto makers.
When a vehicles fuel and vapor handling systems
are measured for hydrocarbon emissions, sealed
housings for evaporative determinations (SHED)
procedures are used. Photoacoustic spectroscopy
(PAS) has proved a highly accurate and valuable
alternative to other methods of measurement.
PAS gas monitors make it possible to measure
up to fve gases plus water vapor quickly and
accurately with a single instrument. The
LumaSense INNOVA brand 1314 PAS gas
instrument is confgured for methanol, ethanol,
toluene, carbon dioxide, R-134-A, and water.
It is ideally suited for vehicle exhaust and SHED
testing because it is easy to use, with fast
measurements (fve components in less than 60
seconds); it offers high stability and infrequent
calibration (typically once or twice a year); it
requires no consumable carrier gas for operation;
and it offers linear response over a wide dynamic
range and very low detection limit.
Lumasense
Web: www.lumasenseinc.com/auto2
Photoacoustic spectroscopy gas monitors

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Meggitt Sensing Systems has recently expanded its miniature,
high-sensitivity absolute piezoresistive pressure transducer
range to include the new Endevco model 8530BM37 series. The
transducers are expressly designed to offer high output within a compact,
lightweight package, in support of demanding automotive hydraulic and
pneumatic systems; airbag performance; and transmission testing
requirements.
With available ranges from 200 to 2000psia and 300mV full-scale output,
the Endevco model 8530BM37 series offers high resonance frequencies of
750kHz (200psia) and 1,000kHz (500, 1,000, and 2,000psia) with excellent
linearity and thermal transient stability, even at three-times over-range.
The series features an active four-arm strain gauge bridge design,
diffused into a sculpted silicon diaphragm, for maximum sensitivity and
broad frequency response. The volume behind the diaphragm is evacuated
and glass sealed to provide absolute reference.
The transducers also feature integral temperature compensation for
stable performance over a range of -18C to +93C. They are rugged
to 20,000g shock and offer minimum of four-times burst pressure at
200, 500, and 1,000psia ranges (two-times for 2,000psia) with non-
linearity, non-repeatability, and pressure hysteresis errors of <0.50% FSO
(200 and 500psia) and 1% FSO (1,000 and 2,000psia) for industry-
exclusive accuracy.
Meggitt Sensing Systems Measurement Group
Tel: +1 949 493 8181
Web: www.meggittsensingsystems.com
542
Recent years have seen automotive powertrain testing
concentrate increasingly on environmental performance and,
in particular, fuel consumption where double-digit percentage
improvements are no longer possible. It is now more common to record
improvements in terms of 1 or 2%. Testing has become much more focused
to pick up these small, yet signifcant, advancements.
Many of the same testing processes used on conventional petrol or diesel
technologies can also be applied to the hybrid and electric vehicle market.
With over four decades of testing at Millbrook Proving Ground, there is
plenty of experience to call upon to ensure accurate and repeatable test
schedules for these new technologies.
For example, in addition to the legislated procedures, Millbrook has
developed bespoke drive cycles against which EV manufacturers can be
judged in terms of range and energy consumption. Also, these vehicles are
almost silent, so component testing is vital as every squeak and rattle
becomes more signifcant. Battery integrity in the event of an accident is
crucial and Millbrook, using its full-scale crash laboratory and HyGe sled,
has led the way in developing crash protocols for EVs. Millbrook also
incorporates its high-speed circuit and hill route into track-based durability
programs essential for effective EV development.
With 24/7 operations, wide-ranging expertise across a large pool of
qualifed and experienced engineers, technicians, and drivers, and some of
the worlds best track facilities, Millbrook is a unique facility for hybrid and
electric vehicle testing.
Piezoresistive pressure transducers for hydraulic systems testing
Millbrook Proving Ground
Tel: +44 1525 404242
Email: info@millbrook.co.uk
Web: www.millbrook.co.uk
Accurate repeatability
Exhibitor
151
Peak pressure levels to 5,000 bar (72,500 psi)
High test frequencies up to 17 Hz
Simultaneous testing of multiple samples (depending on volume)
High test accuracy
Data collection with statistical distribution
Impulse Pressure Testing to 5,000 bar
Innovative Ideas...Proven Results
Design Development Testing Analysis Testing Equipment
Exergy Engineering offers the industries highest test pressure and frequency.
Validation of:
Grand Rapids, Michigan 49512
616-977-3766
exergyengineering.com
Initial product design
Design changes
Manufacturing deviations
Heat treat cycle deviations
x
x
x
x
Filter Weighing
Solutions
The easy way to determine
particulate matter on Filters.
A range from Manual
to Robotic Weighing
www.mt.com/filter
For Videos and Webinars please join us at:
543
Orion Test Systems and Automation of Auburn Hills, Mi, USA,
is proud to announce that it has received the ISO9001:2008
certication from Perry Johnson registrars. This effort was
spearheaded by its director of operations, Aaron Remsing, and quality
manager, Nick Cirenese.
In 2011 Orion Test Systems expanded further internationally; it has
also opened facilities in Poznan, Poland, and Torreon, Mexico. The general
manager of Orion Test Polska is Krzysztof Ziemkiewicz, who has 30 years
experience in test and assembly systems. The team in Poznan is providing
engineering, LabVIEW programming, machine build and support for the
European market. The Mexican effort is headed up by Angel Dorado, who
is providing sales, service, and programming to customers in Mexico and
southwest USA. Dorado brings 20 years of automotive component test
experience to the company.
Orion Test Systems has produced numerous projects this year for the
hybrid and alternative fuels market, as well as its traditional line of
laboratory and production electronic module testers, leak test, transmission
valve body and test xtures. Orion Test Systems is also proud to announce
that it has entered the aerospace market, providing highly engineered
mechatronic systems.
544
Building on the global success of the SPEEDBOX, Race
Technology has now developed a low-cost INS system aimed
specically at the automotive market.
Key to the system is the innovative new sensor assembly. A six-axis
high-precision IMU is integrated with two high-accuracy GPS antennae in
a precision-made assembly, which is quickly and easily tted to the roof of
the vehicle. The main SPEEDBOX unit can then be simply placed anywhere
in the vehicle, and no calibration driving is required.
Combining the inertial and GPS outputs from the sensor assembly
enables measurements including vehicle roll, pitch, yaw, acceleration,
velocity, distance, heading, gradient, and position to be output at a rate
of 200Hz with no interpolation, and with a very low latency of just a few
milliseconds. Short GPS outages are lled in without any signicant loss in
accuracy, making it ideal for on-highway testing as well as for test tracks.
The system breaks new ground in terms of price/performance and
usability; its simpler to t and use, more robust, and more economical than
competitor systems. The sensor and new rmware are available as an
upgrade to existing SPEEDBOX customers.
Orion Test Systems and Automation
Email: sales@oriontest.com
Web: www.oriontest.com
Positive change at Orion
Race Technology
Tel: +44 1773 537620
Email: sales@race-technology.com
Web: www.race-technology.com
Low-cost INS system
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Exhibitor
Colmis Proving Ground is one of the leading facilities for Winter testing.
www.colmis.com info@colmisab.se
Colmis Proving Ground is located in Arjeplog in the
north of Sweden up against the Arctic Circle.
Arjeplog is known as The Winter Testing Capital
Colmis Proving Ground is certified according to
ISO 9001 and 14001
Colmis Proving Ground is your total service provider.
Tracks Lake tracks and Land tracks.
Workshops and Offices.
Accommodations.
Durability drivers
Just one phone call away. +46 961 720100
All tracks, Workshops and Offices are located within the fenced area of Colmis Proving Ground.
Re-Sol
Tel: +1 248 219 5256
Email: info@re-sol.com
Web: www.re-sol.com
Vapor separation: fuel consumption testing
545

Large diesel engines require
low return pressure and produce
a large amount of vapor in the
return line. Closed-loop systems are not able
to eliminate enough of this vapor and have
too much pressure in the engine return line.
In contrast, open systems with a foat tank have
the capability to remove a large amount of vapor
and also provide a low return pressure, but
greatly increase the response time.
Re-Sol accepted the challenge to design
a vapor separation system that is open to
atmosphere, has a low return pressure, and
still has a short response time. The new
Re-Sol RS68 recirculation system can be
switched easily between open-loop mode
and closed-loop mode. Current versions are
designed for a maximum fuel consumption
rate of 250kg/h. Larger versions are available
on request.
546
Silicon Designs offers rugged
industrial-grade MEMS capacitive
accelerometer modules with integral
amplifcation to meet demanding low-to-
medium-frequency automotive and off-highway
NVH testing requirements.
These high-precision sensing modules are
offered in ranges from 2g to 400g, and in single-
axis and triaxial versions. They are especially
known for their high-accuracy measurements of
low-frequency, low-vibration levels and modes at
the 2 to 3Hz range.
Their unique performance attributes and
highly compact footprint make them ideally
suited for NVH testing within smaller areas of
the vehicle, such as automotive interior door
panels, dashboards, and console vibrations;
vehicle suspension systems; booming and
external road noise vibration effects; take-off
shudder evaluation; engine vibration levels
in cooler areas; and torsional vibration
measurements.
Module design combines either a single
model, or three orthogonally block-mounted
models, within an epoxy seam-sealed anodized
aluminum housing. The use of proprietary
manufacturing technologies allows for onboard
voltage regulation and an internal voltage
reference, making units relatively insensitive
to temperature and voltage changes, while
eliminating the need for external power
amplifcation and regulation. Carefully regulated
manufacturing processes ensure that each
sensor is made virtually identical, allowing
users to swap out modules with little or
no modifcation, saving time and resources.
Silicon Designs
Tel: +1 425 391 8329
Email: sales@silicondesigns.com
Web: www.silicondesigns.com
MEMS capacitive accelerometer modules
Exhibitor
Exhibitor
Abinger House, Church Street, Dorking, Surrey RH4 1DF, UK
Tel: +44 (0) 1306 743744 Fax: +44 (0) 1306 877411
www.testing-expoindia.com
6, 7, 8, MARCH 2012
The Chennai Trade Center,
Chennai, India
Sumit Berry, head of Marketing & Customer Support - India
UKIP Media & Events (India)
2nd Floor, Elegance, Jasola District Centre,
Old Mathura Road, New Delhi
Tel: +91 991 0474 717
Email: s.berry@ukipme.com Our knowledge partner is
Indias ONLY Automotive Testing,
Evaluation and Quality Engineering
Trade Fair
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Test & Assembly Systems for Electronic, Mechanical, Hybrid and Hydraulic/Fluid Components
Production Testers Laboratory & PV/DV Testers Assembly Stations Tooling & Fixtures Custom Software
Announcing Our New
European Headquarters in Pozna, Poland
DETROIT, USA TORREON, MEXICO POZNA, POLAND
sales@oriontest.com | www.oriontest.com
World Headquarters, Auburn Hills, MI USA
European Headquarters
548

For 85 years Smithers has been
an independent global leader in
delivering trusted solutions by
integrating science, technology, and business
expertise. With facilities in Asia, Europe, and
North America, the company services the
automotive industry and its supply chain through
performance testing of tires, wheels, and vehicle
components in cold weather and controlled
laboratory settings; modeling for FTire, MF Swift,
CD Tire, Adams Tire; material characterization for
fatigue, environmental exposure, and competitive
analysis; and regulatory assistance for
automotive and tire standards.
Smithers Rapra is innovative in adding value
throughout the lifecycle of clients products,
utilizing testing, consulting, information, and
compliance services.
547

TDK-Lambda Americas, a group
company of TDK Corporation, has
expanded its Genesys range of
rack-mountable, programmable power supplies,
adding a new 1U 2.4kW version to the line that
covers 1U, 2U, and 3U platforms from 750W
to 15kW. Offering the highest power density
available in 1U, the Genesys family continues
to set standards for fexible, reliable, AC/DC
power systems for OEM, automotive, industrial,
and test applications.
The GEN 2.4kW models include 12 output
voltages from 0-8VDC through 0-600VDC.
Maximum output current for the lowest voltage
range is 300A. The wide range input is
continuous from 170-265V AC, in either single
or three phase. All feature active power factor
correction. Of particular note, new in this
model series are auxiliary outputs of 15VDC
and 5VDC at 0.2A for simplifed system control
confguration.
The GEN 2.4kW 1U achieves high effciency for
programmable power, which not only minimizes
the generation of unwanted heat, but also
reduces consumed power. The GEN 60V through
600V models achieve 88% effciency at 200V AC.
Similarly for the high-current models below 60V,
effciency is rated at 84%. In addition, a new
shunt structure incorporated into the design
achieves improved temperature coeffcient
(100ppm/C) of output current. Fan speed control
(ambient temperature and load dependent) helps
extend fan life and considerably reduce the fan
noise at room temperature.
TDK-Lambda Americas
Tel: +1 732 922 9300
Web: www.us.tdk-lambda.com/hp
Power supplies
Smithers Rapra
Email: sales-srna@smithers.com
Web: www.smithers.cn
Independent
automotive and
tire testing

Software process
improvement
549
The automotive industry has changed
and it is no longer dominated by
mechanical engineers: 50% of
breakdowns and 70% of differentiating features
now come from software. New process
(Automotive Spice) and product (AUTOSAR)
standards are changing the rules for OEMs and
suppliers. Intecs is closely watching all trends
and is supporting all major industrial players on
powertrain, body, dashboards, braking, and alarm
systems. In particular it is involved in model-
based engineering; development of software for
electronic equipment; validation of electronic
equipment; consultancy on software
development processes; and defnition of
standards and norms. Intecs is an internationally
recognized leader in the theory and practice of
Software Process Improvement, and in particular
of Spice and of Automotive Spice. Intecs is a
member of the international consortia AUTOSAR
(AUTomotive Open System Architecture) and
GENIVI (open-source infotainment platform).
Intecs
Email: alessandro.brachini@intecs.it
Web: www.intecs.it
Exhibitor
www.testing-expo.com
Europes leading automotive testing, evaluation
and quality engineering trade fair
June 12, 13 and 14, 2012
Stuttgart Messe, Stuttgart, Germany
AUTOMOTIVE TESTING EXPO EUrOPE 2012
Abinger House, Church Street,
Dorking, Surrey, rH4 1DF, UK
Tel: +44 (0) 1306 743744
Fax: +44 (0) 1306 877411
SepTember 2011
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INDEX TO ADVERTISERS
ACS Inc .......................................................... 23
Affliated Engineers Inc .................................. 78
AFT Atlas Fahrzeugtechnik GmbH ................. 55
AOS Technologies ........................................ 127
Application Engineering Inc ........................... 95
Arctic Testing Services Oy ............................. 34
Automotive Testing Expo Europe 2012 ........ 158
Automotive Testing Expo India 2012 ...... 52, 156
Automotive Testing Expo North
America 2011 ................................ 25, 27, 28
Automotive Testing Technology International
Online Reader Enquiry Service................. 160
Autonomous Solutions Inc ............................. 68
Berndorf Band GmbH .............Inside Back Cover
Bruel & Kjaer ....................... Outside Back Cover
C-K Engineering ........................................... 129
Cambustion .................................................... 92
Colmis Proving Ground ................................ 154
Continental Tire North America Inc................ 89
Corrsys-Datron Sensorsysteme GmbH ........ 107
Cotta Transmissions ...................................... 56
Critt M2A ..................................................... 147
D + V Electronics Ltd ..................................... 17
DA Vinci Emissions Services Ltd .................. 129
Data Physics Corporation ............................ 119
Dewetron GmbH ............................................. 49
Drew Technologies ........................................ 94
Dynamic Testing & Equipment ....................... 94
Dytran Instruments ........................................ 34
Eckel Industries ............................................. 79
Econ Technologies ....................................... 150
EnUrga Inc .................................................... 96
Environmental Tectonics Corporation ............ 62
ESPEC North America .................................... 90
Exergy Engineering LLC ............................... 152
EYE Lighting International.............................. 62
Fairbanks Economic Development ............... 115
Fundacion Cetena (CITEAN) ...................... 109
G.R.A.S. Sound + Vibration ........................... 79
Gantner Instruments Test &
Measurement GmbH ................................... 77
GeneSys Elektronik GmbH ........................... 149
Gfai Tech GmbH ........................................... 121
HBM - Hottinger Baldwin Messtechnik ............ 7
Honeywell Automation and Control Systems . 71
IMTECH Deutschland GmbH & Co KG ............ 21
IMV Corporation ........................................... 131
Infux Technology Ltd ....................................111
Intecs SpA .................................................... 155
IPTRONIK, Inc. ............................................. 123
Jacobs Technology Inc ................................. 107
Kistler .......................................................... 127
KMT - Kraus Messtechik GmbH ..................... 74
Kral AG ..........................................................117
LEMO SA ........................................................ 57
LMS International ................. Inside Front Cover
Lotus Engineering .......................................... 54
LumaSense Technologies GmbH ................. 152
Luminys Systems Corp .................................. 90
MAHA AIP GmbH & Co KG .............................. 57
Mechanical Simulation Corporation ............... 49
Meggitt Sensing Systems Measurement
Group ......................................................... 87
Meiden America Inc ....................................... 43
Mettler Toledo AG ........................................ 153
MICHELIN Engineering & Services ............... 125
Millbrook Proving Ground .............................. 20
Moog ................................................................ 3
Mueller-BBM VibroAkustik Systeme GmbH ... 60
Mustang Dynamometer ................................. 11
NCCAR ......................................................... 125
Orion Test Systems and Engineering ........... 157
Oxford Technical Solutions ............................ 97
PCB Piezotronics ............................................ 33
PCO AG ........................................................ 109
Petrochem Carless Ltd................................... 15
Professional Motorsport
Expo 2011 ................................ 137, 139, 140
Race Technology Ltd ...................................... 33
Renk Test Systems GmbH .............................. 26
Re-Sol LLC ..................................................... 37
Rototest AB .................................................. 133
S Himmelstein & Co ..................................... 143
SAE International ......................................... 123
Saginomiya Seisakusho, Inc .......................... 65
Seoul Industry Engineering Co ....................... 37
Sierra Instruments ......................................... 19
Silicon Designs .............................................. 83
Smithers Rapra ............................................ 145
TDK Lambda Americas Inc............................. 97
Unholtz-Dickie Corp ....................................... 83
VBOX USA .................................................... 135
Vector CANtech Inc ........................................ 12
Virginia Panel Corp ........................................ 64
Vision Research ............................................. 94
Visol Inc ....................................................... 105
Weiss Umwelttechnik GmbH .......................... 30
Virginia Panel Corp
Tel: +1 540 932 3300
Email: info@vpc.com
Web: www.vpc.com
Innovative
connectors for test
and measurement
551
i2 Micro iCon is the newest
member of VPCs iCon connector
series. VPC developed the low I/O
168 signal pin connector to serve as a drop-in
replacement for 156 pin ZIF connectors and
provide an alternative solution to MIL-SPEC
circular connectors. The i2 Hybrid version offers
up to 120 signal and 12 micro coaxial or micro
power positions.
i2 offers a solid-state, one-piece module
receiver in each connector, making it the perfect
solution for low I/O applications in a variety of
industries including automotive, aerospace,
and telecommunications.
i2s 0.8in footprint enables horizontal
stackability, and the 30 angled cable exit
reduces the height required by the connector,
minimizing the vertical space between
connectors in a multi-connector panel layout.
i2s engaging mechanism integrates spring-
locking tabs that fasten over the latching post for
secure engagement. The use of VPCs Quadra-
Paddle signal contact technology in a standard
crimp or twin female confguration allows
multiple options.
VPCs new 84 or 60 pin right-angle header
enables direct connection from the i2 receiver
to a PCB using solderless compliant pins for
easy installation. The solution is manufactured
to the high quality standards that VPC holds
for all its products.
550
For performing accurate
combustion analysis, it is
critical to obtain accurate
crankshaft position data. Optical crank
angle encoders are most often used;
however, these devices require large
effort for installation, adjustment, and
maintenance. In addition, there is a
risk of a shift in the TDC offset due to
unintentional contact with a mounted
encoder. When performing in-vehicle
combustion analysis, an optical
encoder is often impossible to install
due to space constraints.
An alternative to mounting an
optical crank angle encoder is to use
the signal from the engines standard
crank position sensor and trigger
wheel, which provides position and speed
information to the ECU. A widely used trigger
wheel utilizes a 60-2 geometry, meaning there
are 58 sections (teeth) with 6 of spacing and
one section with 18 spacing (two missing teeth)
for reference purposes. Many other trigger wheel
geometries are also in use.
CrankSmart, developed for the KiBox in-
vehicle combustion analysis system, achieves
accurate combustion analysis results using the
standard engine crank position sensor.
It is a prerequisite for using a crank position
sensor for combustion analysis to measure all
associated signals on a time-base (crank angle
and combustion pressure). To ensure high
accuracy, the KiBox acquires the crank angle
signal at 40MHz and the combustion pressure
data at 1.25MHz. Data is recorded
until the next trigger wheel tooth is
detected and the time span of the
tooth gap can be determined.
Next, the crank angle position is
interpolated from this gap spacing,
and all combustion data is
associated with the corresponding
angle, creating an accurate angle-
based pressure signal.
The crank angle-volume
relation is determined with a
resolution of 0.01CA within the
KiBox, and combustion data is
recorded with a resolution of
0.1CA. With this procedure, any
irregularity of the angular speed of
the engine crankshaft is taken into
consideration. Even under challenging conditions,
including engine start or engine transients,
accurate crank angle-based data is ensured.
IMEP deviations are between 0 and 0.05 bar
and are in the regular scattering of such signals.
The location of 50% mass fraction burned varies
less than +/- 0.05 CA. These are all excellent
values, especially considering that a TDC (top
dead center) offset error of 0.1 CA on a four-
cylinder engine gives you an IMEPN deviation of
~0.06 bar and an AI50% deviation of ~0.07 CA.
CrankSmart can use the standard engine
crank position sensor to generate accurate crank
angle-based combustion pressure measurement
data. For common combustion analysis results,
such as PMAX, IMEP, and ROHR, a deviation to an
optical encoder of less than 0.5% is achievable.
Kistler Group
Tel: +41 52 224 1111
Email: info@kistler.com
Web: www.kistler.com
Accurate combustion analysis
Exhibitor
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TESTBED LEGENDS
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Porsches heritage isnt just in sports cars,
it is also a rich history of engineering
innovation. In 1900, Professor Ferdinand
Porsche developed a car that sounds like a modern
design: an electric car with wheel-hub motors
driving the front wheels. Ever the perfectionist,
he soon developed the car further to create a racing
car with all-wheel-drive and four-wheel brakes:
both world rsts.
In a spark of inspiration he mated the design
to two petrol engines to create the Semper Vivus
(Always Alive), the worlds rst serial hybrid car.
Two 2.5hp (1.84kW) generators were paired with
the two water-cooled 3.5PS (2.6kW) DeDion Bouton
petrol engines to form a single charging unit,
simultaneously supplying electricity to wheel-hub
motors and a 44-cell battery. There was no
mechanical connection to a drive axle; instead, they
each drove an electric generator supplying both the
wheel-hub motors and accumulators with electricity.
The Semper Vivus was able to cover longer distances
purely on battery power until the combustion
engine had to be engaged to recharge the battery.
Both engines operated independently, each
delivering 20A with a voltage of 90V. The electricity
generated by the dynamos initially owed to the
wheel-hub motors, with the surplus power being
sent on to the batteries. Overall range was 124 miles
(200km), though it would take a while, with a top
speed of 22mph (35km/h).
Reality check
In 1901, Professor Porsche
revised his hybrid concept
into a variant that was ready for
series production under the
Lohner-Porsche Mixte name.
A 5.5-liter, 25hp (18kW)
four-cylinder engine from the
Austrian Daimler engine
company served as an electrical
generator for the two wheel-hub
motors. The engine was
connected by a driveshaft to the
electric generator located under
the seat, with command handled
by a primary controller next to
the steering wheel.
The vehicle went through
many modications over a ve-
year period, but sales remained
Mixte response
far lower than expectations,
mainly because it was almost
twice as expensive as many
comparable, conventionally
powered motor vehicles. This
was compounded by the high
maintenance cost of the
complex drive system.
At 1.7 tons (1,200kg), the
prototype was a challenge
for the pneumatic tires
soft rubber mix. Weight
remains a problem with
contemporary hybrids.
It was also possible to use
the generators as electric
starter motors for the
petrol engines by reversing
the direction of rotation.
Porsche could have
even tted stop-start!
Today, Professor Ferdinand
Porsches innovative spirit
lives on at Porsche AGs
R&D Center in Weissach,
Germany, where the
company is developing
various hybrid systems.
Porsches rst production
parallel hybrid, the 2011
Cayenne S Hybrid SUV, and
a Panamera S hybrid are
now on sale, and a 911 GT3
R Hybrid race car and the
918 Spyder plug-in hybrid
super sports car are also
in the pipeline.
The Lohner-Porsche design
was studied by NASA
when creating the Apollo
programs Lunar Rover, and
many of its design
principles were mirrored
in the Rovers design.
The Porsche Museum
in Stuttgart has made
a faithful replica of the
1900 Lohner-Porsche
Semper Vivus, as pictured
above. The replica is
currently available for
viewing at the museum.
LEFT: Prototypes included
a four-seater and a
somewhat racier version
LEFT: The Porsche
Museum entrusted
coachbuilder Hubert
Drescher to build the
Semper Vivus replica.
It took four years to build
Lohner-Porsche
Semper Vivus
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www.AutomotiveTestingTechnologyInternational.com September 2011
UKIP Media & Events Ltd
Join us in SantAgata Bolognese to nd out
how the raging bull is developing cars with
quality to match their performance
The baby Range Rover may be
designed for mainstream appeal,
but it went through a hardcore
test program
Russ Varney
Jaguars chief program
engineer has the personality
to match his passion
How Nissan has made its
NV200 tough enough for
the streets of NYC
New York taxi
Lamborghini Hit the track at Autdromo
Internacional do Algarve in
Portimo, Portugal
Portimo Circuit
Evoque
Evoque
Battery power is part of our
future. Learn how to make it
a bright one
EV testing
Transmissions
Drivetrain testing goes up a gear
SEPTEMBER 2011 160
... steel belts from Berndorf Band!
Fast ...
... faster ...
Berndorf Band GmbH
A-2560 Berndorf, Austria
Phone: (+43)2672-800-0
Fax: (+43)2672-84176
band@berndorf.co.at
www.berndorf-band.at
Steel belts from Berndorf Band have
been used for automotive testing
applications for many years.
It began with tyre test belts, leading
to the construction of wide rolling
road belts for wind tunnel testing.
Speeds of almost 300 km/h and the
need for extremely accurate running
properties place exceptionally high
demands on steel belts.
Berndorf Band is the leader in the
development and manufacturing of
high speed belts. This results in
signicant advances in the quality and
performance of our products.
Visit us at:
Automotive Testing
Expo North America
Detroit
October 25 - 27, 2011
Booth 9032
HEADQUARTERS: Brel & Kjr Sound & Vibration Measurement A/S DK-2850 Nrum Denmark
Telephone: +45 77 41 20 00 Fax: +45 45 80 14 05 www.bksv.com info@bksv.com
Local representatives and service organisations worldwide
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PULSE Exterior Sound Simulator from Brel & Kjr
CrEatE, modify and EvaLUatE
ExtErior SoUnd
PULSE Exterior Sound Simulator is the right tool if you need to:
develop appropriate external sounds for electric and other Quiet
vehicles
Use discrete sources on an iC vehicle (for example, intake or exhaust
systems) to create distinctive exterior sound quality
Understand the relative contributions of sound generation sources on
a vehicle during a pass-by noise test
Prepare sound tracks for promotional, vehicle-based videos
All FRoM oNE PARTNER
Brel & Kjr has the worlds
most comprehensive range of
sound and vibration test and
measurement systems
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