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Continental-Teves CEO Wolfgang Ziebart chats with Mattias Rabe, Executive Director of Group Research with Volkswagen. Two-time CART Championship racing driver Gil de Ferran meets with VP and Technical Director of Toyota Racing Development, Peter Spence. Robert LeFort, President, Infineon North America, moderated the “Embedded Control Development” panel in the AVL Technology Theater on Tuesday. Susan M. Cischke, Vice President of Environmental Safety Engineering for Ford Motor Co., discussed electronic active safety systems with fellow AVL Technology Theater panelists. Larry Denton, President & CEO, Dura Automotive Systems, presented the company’s business strategy at a press conference. Former Detroit Lions great and NFL Hall of Famer Barry Sanders signs autographs to benefit the Boy Scouts in the Motorola booth on Tuesday. Chassis integration key to safety improvements Electronic stability control (ESC) systems provide huge safety benefits, but the U.S. consumer needs to know that, said Wolfgang Ziebart, Deputy Chairman of Continental AG’s Executive Board, who gave the Active Safety keynote address held in the AVL Technology Theater Tuesday morning. ESC’s performance has improved greatly since its introduction nearly a decade ago, he added, but further integration with other vehicle systems will provide even better safety and performance benefits. The National Highway Traffic Safety Administration (NHTSA) says that in 2002, auto-related fatalities in the U.S. alone were nearly 43,000, and nearly 3 million people were injured. While the data released last July by NHTSA shows fatalities at a 10-year high, injuries are at an all-time low. Ziebart believes this indicates the concentrated focus on passive systems such as airbags and seatbelts is reducing the severity of injuries in accidents, but that crash avoidance is taking a back seat. So, active systems such as ESC must become a primary focus of the industry Wolfgang Ziebart, Deputy Chairman of Continental AG’s Executive Board, sees the linking of active and passive systems as the key enabler to improved vehicle safety. and a personal choice by consumers to prevent accidents from occurring in the first place. It is the responsibility of engineers to develop systems that assist the driver in recognizing and See CHASSIS, Page 17 Visualizing sound for quieter cars Automotive designers and engineers will be able to make quieter vehicles if they can see sound. That’s the concept behind a startup that uses technology to create 3-D models allowing developers to see where noise is generated or “leaking” into the vehicle cockpit. The startup, SenSound LLC, has licensed what it calls acoustic holography developed at Wayne State University. The testing and analysis technology lets designers of planes, trains, automobiles, and consumer products “see” where unwanted sound is generated and how it travels through space and time. “To reduce noise, you need to know its sources and paths,” said Sean Wu, a Wayne State professor who is Chief Technology Officer at the startup. He noted that the SenSound technology is much faster than the analysis tools being used today. “If you use lasers, it’s very time consuming. It can take all day to figure out what’s causing brake squeal. We provide more information and do it in one minute,” Wu said. The technology can detect sounds across the full spectrum of noise. “We can go up to 6000, even 7000 Hz,” said Sergio Maza, SenSound President. The acoustic holography system uses a variety of microphones that are positioned near the object being tested such as a car door or brake drum. The microphones can detect exactly where noise is being generated. “We can distinguish between two small holes located only 1.4 cm (0.5 in) apart,” Maza said. Terry Costlow Editorial staff AEI editorial staff for the Show Daily can be reached during show hours at Booth 1859. Kevin Jost Editorial Director Jean L. Broge Associate Editor David Alexander Associate Editor Patrick Ponticel Assistant Editor Ryan Gehm Assistant Editor Jennifer Newton Assistant Editor Carey Cyphert Editorial Assistant Kami Buchholz Detroit Editor Contributing Editors Terry Costlow Jenny Hessler Linda Trego Wayne Silvonic Production Manager Contributing Artists William L. Schall Jr. Christian Bonicky <strong>Wednesday</strong>, March 10, 2004 3
Powering the future The dominant power source for at least the next 10 years remains the internal combustion engine, but the reigning technology after that timeframe is debatable. Tomorrow’s technology may be defined by a frantic fuel-cell takeoff. The solid oxide fuel cell (SOFC) being developed by Delphi may be just such an application. “By increasing power, reducing packaging, and eliminating the battery, SOFC adds the most near-term value for electric propulsion,” said Jean Botti, Chief Technologist at Delphi’s Innovation Center, during the “Powering The Future” panel in the AVL Technology Theater on Monday. Mike Rosenberg, Director of Corporate Relations for Ballard Power Systems, rallied for fuel cells that use hydrogen “because it’s a manufactured fuel.” He added that hydrogen fuel cells are no longer in the research and development stage as fleet demonstrations are in progress. “We think fuel cells are the ultimate solution,” Rosenberg added. Powering the Future panelists were (from left to right) Toyota’s Kazuo “Joe” Tomita; Ballard’s Mike Rosberg; GM’s Robert Purcell; DaimlerChrysler’s Reginald Modlin; Delphi’s Jean Botti; and moderator Ken Baker of Altarum. Hybrid-electric vehicles (HEVs) are in the power-source mix. “HEVs will occupy carefully defined market niches,” said Reginald Modlin, Director of Environmental & Energy Planning for DaimlerChrysler, citing high fuel economy or performance enhancers, or a combination of both reasons, as the primary appeal factors for such vehicles. Rather than predict the future, Robert Purcell, Group Director of Planning & New Business Development for GM Powertrain, said partnering for tomorrow is one way to address the fundamental challenges inherent with the technology adoption. The General Motors/Ford front-wheel-drive sixspeed automatic transmission is a prime example of how partnering with other companies can prove out a technology until it’s commercially viable. Technologies that become industry standards are not the “low-volume exclusive programs,” said Purcell. According to Purcell, the future means more industry collaboration such as the GM Powertrain Advanced Hybrid System II, which has accumulated more than one million miles in a city bus application. Purcell invited companies to partner on the system, which “we intend to be an industry standard.” In the meantime, today’s vehicles are a “very, very evolved product,” said Kazuo “Joe” Tomita, Senior Vice President of Technical & Regulatory Affairs for Toyota Motor North America, Inc. Tomita’s believes that, in choosing future powering technologies, a reality check is necessary. “The painful reality is that, unless clean technologies can be sold in volume, they will do nothing to improve air quality. A companion truth is that products must be profitable or “do-gooders go bankrupt.” Kami Buchholz 16 4 <strong>Wednesday</strong>, March 10, 2004
Page 1: WEDNESDAY VISIT www.sae.org/congres
Page 5 and 6: Inside development of the Ford GT F
Page 7 and 8: Engineers from China tackle hybrids
Page 9 and 10: PPG pioneers spray-on bedliner The
Page 11 and 12: Polyethylene resins Raprex resins f
Page 13 and 14: Headlamp adhesive ADCO Products, In
Page 15 and 16: INTEGRATION...Continued from Page 1

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