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contents
contents
Need to design for two worlds ..................................................................................................... 6
Electric vehicles still missing a spark in 2011? .............................................................................. 8
Outlook for new fuels and engines ............................................................................................ 10
AUTOSAR – AUTOSAR release 4.0 speeds up design ............................................................... 12
Intecs – Powering the automotive electronics revolution ............................................................. 16
Inchron – The quest for bug-free software and hardware architecture ......................................... 18
GenIVI – GenIVI Alliance crosses into Asia .................................................................................. 20
Telemotive – A small package meeting big expectations ............................................................. 24
MOST Co – connecting all five major fields ................................................................................. 26
GM Vehicle Electrification – Volt is changing the way General Motors works ............................... 30
Canadian Lithium – Lithium-ion batteries hold the power ............................................................ 34
Johaneberg Science Park – Science Park caters for new and existing technology businesses .... 36
Swedish Hybrid – Working towards making EVs a viable alternative ........................................... 38
Federal Mogul – Trusted aftermarket products a boon for struggling consumers ........................ 40
ISO – Standards a prerequisite for the automotive supply chain ................................................. 41
Haltermann – Growing demand for test fuels .............................................................................. 42
D-I-F – Starting with engine design to meet emission targets ..................................................... 44
LiqTech – Retrofitting diesel particulate filters to reduce warranty claims ..................................... 46
Punch Powertrain – Gearing up for growth in CVT demand ........................................................ 48
Priority Logistics – Time critical freight service keeps wheels rolling ............................................ 50
CEFC – Canton Fair brings in effective buyers in downturn ......................................................... 52
Parrot OEM – Smartphones – making the right call .................................................................... 54
LEGAL DOCUMENT • STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION • UNITED STATES POSTAL SERVICE
1. Publication Title: Automotive Industries • 2. Publication number: 1099-4130 • 3. Filing Date: 09-30-2010 • 4. Issue Frequency: Quarterly
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9. Publisher: John Larkin, Automotive Industries, Ground Floor, Unity House, 4 Accommodation Road, London NW11 8ED, United Kingdom
Editor: Ed Richardson, Automotive Industries, Ground Floor, Unity House, 4 Accommodation Road, London NW11 8ED, United Kingdom
Mgr Editor: John Larkin, Automotive Industries, Ground Floor, Unity House, 4 Accommodation Road, London NW11 8ED, United Kingdom
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15. Extent and Nature of Circulation Ave copies each issue No. copies Issue Published
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To Employees Name/Position sataed on PS3541
b3. Sales through Delers/Carriers Outside USPS
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c. TOTAL PAID/REQUESTED Circulation 11379 11623
d. Nonrequested Distribution
d1. Nonrequested copies stated on PS3541 3172 4194
d2. Sales through Delers/Carriers Outside USPS
d3. Non-requested copies other USPS mail classes 3234 1543
e. TOTAL NONREQUESTED DISTRIBUTION 6406 5737
f. TOTAL DISTRIBUTION 17785 17360
g. Copies not Distributed 5032 3609
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i. Percent Paid/requested circulation 64.0% 67.0%
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2 to read full version of AI stories go to www.ai-online.com

需要为二个世界设计 6
电动车仍然错过在 2011 年的火花? 8
新的燃料和引擎的外型 10
AUTOSAR - AUTOSAR 发行 4.0 加速设计 12
Intecs 需要为二个世界设计 -供给汽车电子学革命动力 15 6
Inchron 电动车仍然错过在 -对无虫软件和硬件结构的搜寻 2011 年的火花? 18 8
GenIVI 新的燃料和引擎的外型 - GenIVI 联盟进入亚洲 20 10
Telemotive AUTOSAR -不负大期望的小包装 - AUTOSAR 发行 4.0 加速设计 24 12
最共同-连接全部五个主要领域 Intecs -供给汽车电子学革命动力 26 15
GM Inchron 车电化-伏特改变通用汽车工作方式 -对无虫软件和硬件结构的搜寻 30 18
加拿大锂-锂离子电池拥有权力 GenIVI - GenIVI 联盟进入亚洲 34 20
Johaneberg Telemotive 科学园-科学园顾及新和现有的技术企业 -不负大期望的小包装 36 24
瑞典 最共同-连接全部五个主要领域 Hybrid-使 EVs 成為一个可行的选择 38 26
联邦大人物-被信任的零件市场产品成為困境消费者的一种恩赐 GM 车电化-伏特改变通用汽车工作方式 40 30
ISO 加拿大锂-锂离子电池拥有权力 -一个前提对于汽车供应链标准 41 34
Haltermann Johaneberg -对测试燃料的扩大需求 科学园-科学园顾及新和现有的技术企业 42 36
D-I-F 瑞典 -开始以引擎设计实现放射目标 Hybrid-使 EVs 成為一个可行的选择 44 38
LiqTech 联邦大人物-被信任的零件市场产品成為困境消费者的一种恩赐 -翻新颗粒柴油过滤器减少索賠要求 46 40
Punch ISO -一个前提对于汽车供应链标准 Powertrain –加強 CVT 成长需求 48 41
优先权后勤学-保持運轉重要货运业务 Haltermann -对测试燃料的扩大需求 50 42
CEFC D-I-F –廣交會增加有效的买家 -开始以引擎设计实现放射目标 52 44
鹦鹉 LiqTech OEM -翻新颗粒柴油过滤器减少索賠要求 - Smartphones –打正确的电话 54 46
Punch Powertrain –加強 CVT 成长需求 48
优先权后勤学-保持運轉重要货运业务 50
CEFC –廣交會增加有效的买家 52
鹦鹉 OEM - Smartphones –打正确的电话 54
需要为二个世界设计 6
电动车仍然错过在 2011 年的火花? 8
新的燃料和引擎的外型 10
AUTOSAR - AUTOSAR 发行 4.0 加速设计 12
Intecs -供给汽车电子学革命动力 15
Inchron -对无虫软件和硬件结构的搜寻 18
GenIVI - GenIVI 联盟进入亚洲 20
Telemotive -不负大期望的小包装 24
最共同-连接全部五个主要领域 26
GM 车电化-伏特改变通用汽车工作方式 30
加拿大锂-锂离子电池拥有权力 34
Johaneberg 科学园-科学园顾及新和现有的技术企业 36
瑞典 Hybrid-使 EVs 成為一个可行的选择 38
联邦大人物-被信任的零件市场产品成為困境消费者的一种恩赐 40
ISO -一个前提对于汽车供应链标准 41
Haltermann -对测试燃料的扩大需求 42
D-I-F -开始以引擎设计实现放射目标 44
LiqTech -翻新颗粒柴油过滤器减少索賠要求 46
Punch Powertrain –加強 CVT 成长需求 48
优先权后勤学-保持運轉重要货运业务 50
CEFC –廣交會增加有效的买家 52
鹦鹉 OEM - Smartphones –打正确的电话 54
4 to read full version of AI stories go to www.ai-online.com

intro
One of the many joys of editing Automotive Industries is
sitting down and writing this column once all the copy is
in, has been checked, and we are about to print. It is only
at this point that the character and theme of the edition becomes
apparent.
Reading through the copy in this edition, I was struck by how
complex the motor vehicle has become. At the customer end, mechanics
have to also be software technicians in order to keep the
vehicles on the road, while at the front end, vehicle designers are
faced with the challenges of converging streams of information
technology. Seems to me it was not that long ago that it was only
computer geeks and journalists who spoke about the meeting of
the metaphysical in the form of data with the physical in the form
of human beings or machines.
Wonderful stuff if you are a designer. The borders are being
expanded all the time, and not only in the design
of the vehicle. Propulsion is fast moving from fossil
fuels to electric power (ok, often generated by
fossil fuels) to the perhaps more interesting
biofuels – we are now talking about second,
Editor, Ed Richardson
third and fourth-generation biofuels, none of
which are based on food crops.
Whatever powers the vehicles, the challenge
is to make them more power efficient,
safer, and recyclable – combined with the equivalent
of a home theatre system and more thrown in for
good measure. Good news - if you are the proud owner of
a new car in a post-industrial society where the roads are paved,
the potholes filled in (mostly, anyway), and there is a friendly roadside
support team which can reconfigure and reboot the software
under an hour away. Oh, and you replace your vehicle every five
years or so, before the electronics frizzle up and die.
Not so great if you are in the majority, where roads are awful,
fuel iffy, technicians scarce, and your vehicle is expected to
Need to design
for two worlds
last 14 years or more. I am writing from South Africa – a pretty
advanced third-world country. Let’s start with the basics. We do
not have the new-generation fuels needed by the latest engines.
Even if we do start importing or refining the fuels in the future,
there is no guarantee that they will be available throughout the
country, or that fuel stations in our neighboring states will be able
to offer them – severely limiting the range of the new vehicle.
As readers know, fuels in places like India, China and parts of
South America are even more suspect. Simply put, many of the
latest-generation “world” engines will break if they do not have
the right fuel.
Which brings us to the very real challenge of keeping the vehicles
going. Having travelled extensively in Southern Africa over the past
year or so, I know that franchised dealers and modern workshops
are few and far between. There is no reason to suspect
that the situation is any different in the rural areas of
Brazil, Argentina, Mexico, Paraguay, India, China,
Vietnam or Russia – all of which represent major
existing or potential markets.
Indian, Chinese and to some extent Korean
OEMs have recognized the need for
two streams of technology – one for the
post-industrial world, and the other for
developing nations. That is not to say we
have to go back to a flat four carburetorfed
Kent engine and minimal electronics.
We motorists in the developing world
want safety, comfort and fuel efficiency as
much as those on the paved roads of Europe
or the United States.
We will buy vehicles which offer that and the
lowest running costs – as measured by the overall
cost of ownership, which includes the speed with
which a vehicle can be repaired and put back on the road.
Competitively-prices spares, components designed to be fixed
rather than replaced, and ease of maintenance are all part of the
equation. To that must be added clearance from the bottom of
the vehicle to the ground – to cope with inevitable corrugated and
untarred roads. Western OEMs, which are powering themselves
out of one of their biggest crises to date, could be left in the dust
if they ignore the needs of the new markets. AI
AUTOMOTIVE INDUSTRIES and Rutgers, the State University of New Jersey, have put
together a digital library of back issues of AI from the early 1900’s (high res and low res) of
approximately 230,000 images of the print publication. This archive, which documents the
birth of the auto industry to the present, is available to AI subscribers.
Go to AI’s homepage www.ai.com and click on the “AI Library” link or visit
www.ai-online.com/100YearLibrary
6 to read full version of AI stories go to www.ai-online.com

market trends
As technology companies break boundaries and governments
push their green agendas, automotive manufacturers
still struggle to absorb electric vehicles (EVs) into their
future portfolios.
There are currently three standards of EVs backed by the
industry: battery-electric (e.g. Nissan Leaf), hybrid-electric (e.g.
Toyota Prius), and range extenders (e.g. GM’s Volt). Despite using
different technologies, these EVs all share a markedly higher price
tag than petrol or diesel engined cars, an aspect that manufacturers
struggle to justify to potential buyers.
At first glance, consumers notice the obvious benefits such as
lower running costs and environmental friendliness. However, this
doesn’t mitigate the price premiums that these vehicles carry. In
addition, many consumers’ lack of trust in the technology must
be allayed through greater transparency by vehicle makers.
Generations have grown up with gasoline and diesel cars and a
strong sense of reliability has been embedded in the public psyche.
Anything different is often viewed with suspicion.
Manufacturers therefore need to strengthen their marketing
campaigns to communicate the benefits of EV vehicles, such as
comparable or lower maintenance costs, reliability and robust
aftercare/warranties.
Sales of hybrids in the US dropped by approximately 7.5%
in 2010 in the wake of the global financial crisis. However, as
fuel prices are poised to increase past the US$4.00 per gallon
mark in 2011, the behavior of new vehicle buyers may create an
upswing in demand for the latest crop of EVs. This consumer
behavior was last seen in 2007/08 when SUV sales decreased
and EV sales accelerated.
The increase in EV sales is expected to be more sustainable
in 2011 thanks to a number of key differences in today’s market.
Firstly, the number of manufacturers now proactively developing
or selling electric vehicles is larger than ever before. Toyota,
Honda, Chevrolet and Nissan can be considered as the vanguard
of mainstream manufacturers with high-profile products on sale,
while 2011 will witness many more joining the party, such as
Mitsubishi, Smart, Peugeot, Citroen, Renault, Tata and Ford. With
a larger collective market presence comes the ability to catch the
attention of the notoriously fickle consumer.
Government backing will also be key in 2011 as more and more
countries offer financial incentives to entice motorists into showrooms.
For example, the UK is offering a tax rebate of up to £5,000 off the
cost of a plug-in hybrid from January 2011. Similar schemes are being
introduced across Europe, the Asia-Pacific and the US.
Electric vehicles
still missing a spark
in 2011?By: Andrew Jackson, automotive analyst at Datamonitor
Innovative selling techniques are also being employed. The
retail price of Renault’s 2011Fluence EV will be 20,000 Euros
after incentives. This price does not include the battery which
is rather rented to the customer, reducing the showroom price
to a diesel equivalent.
Despite these positive developments, it does not yet indicate
the arrival of the age of the electric vehicle. Range anxiety is still
a key concern for motorists, as well as the cost of replacement
traction batteries outside of warranty. Manufacturers are improving
ranges with technology, and manufacturers believe that economy
of scale will reduce the cost of batteries in the long-term. However,
the latter issue will only be effective on the proviso that battery
technology and material prices remain relatively constant, allowing
for economies of scale to be maximized. This seems unlikely
given that companies such as Robert Bosch have stated that
competitive battery technology with energy density comparable
to the likes of gas or diesel will not be available for at least the
next 10 years. Furthermore, advances made in conventional-fuel
technology are combating those made in battery technology, (e.g.
VW’s ‘bluemotion’ range and Fiat’s 500 ‘twinair’) which are eligible
for incentives and tax breaks, such as the congestion charge
exemption in the London.
Heading into 2011, many questions remain over charging points
as industry argues over who will own and be responsible for these
stations. A number of candidates have been shortlisted, including
independent networks and equipment makers. However, the
final assessment may come down to both timing and investment
capital, which the University of California believes could reach
$320billion over the next couple of decades. Moreover, recharging
is still a lengthy process, taking hours rather than minutes to refill
a depleted battery.
Datamonitor forecasts that the global hybrid and EV car parc
will reach 5.8 million by 2015. This represents 0.6% of the global
car parc, and a meager increase of 0.1% from 0.5% today,
as the continued increase in both diesel and petrol cars will
offset any EV’s share increase. That said, petrol-free driving will
become a more engaging alternative and 2011 could represent
the end of the beginning of the EVs fight for acceptance. Costs
have to fall, charging time reduced, the visibility of EVs on the
road increased, and this won’t happen overnight. So despite
increasing oil prices, tax incentives and an upswing in growth (in
Europe hybrid and EV parc is expected to grow at 28% pa over
the next five years) a mass exodus from the internal combustion
engine is not likely just yet. AI
About ANdrew JAcksoN: With a research background spanning seven years, Andrew has worked in
the scientific, chemical and automotive research sectors. Andrew has significant industry knowledge and
has an understanding of the automotive sector from all aspects, including the business, engineering and
consumer perspectives. He holds a master’s degree in chemistry and a doctorate in materials chemistry.
8 to read full version of AI stories go to www.ai-online.com

Ai insider
2011 is shaping up as a critical year for gaining clarity on
the outlook for algae bio fuel and new IC (internal combustion)
and EV (electric or semi-electric) powertrains.
Algal-based fuel is widely considered one of the best opportunities
for volume domestic carbon neutral drop-in fuel source that can
be refined and distributed by the existing infrastructure and used in
existing land, sea and air vehicles. Algae fuel would retain foreign
exchange and US jobs.
The current position of the US DOE (Department of Energy)
is that “no commercial entity today can produce algae biofuel at
a cost competitive with petroleum fuels”. The DOE has issued
a Request For Information (De-FOA-00004666) to gather all
available information on algae production. In addition, the US
National Research Council has called for the formation of a
national committee to review the algal fuel production outlook.
What the studies are expected to determine is the real cost of
oil, which includes refining, distribution, marketing and taxes, as
well as credits, depletion allowances, tax advantages and effective
subsidies amounting to billions of dollars granted to the oil industry.
There is another large cost – US military operations to protect long
oil supply lines stretching into foreign countries.
Another aspect to consider is that efforts to produce biofuels for
aircraft and military uses are already moving forward quickly, driven
by the need for fuel security and carbon emissions reductions. Oil
prices have also started climbing again.
Investors have seen the potential. Algae pioneer, Martek
Biosciences was recently bought for US$1-billion by the giant
Dutch firm, Royal DSM. Technological advances include the
discovery and demonstration by Montana State University of a
way to double algae oil production in half the time using low-cost
sodium bicarbonate in ponds or bioreactors. Even without sodium
bicarbonate, private venture developers of algae oil processes
estimate the overall cost could be as low as $50/ barrel. The
question is time. Virtually all major oil companies have announced
plans to develop algal oil systems, but collectively say up to 10
more years of research may be needed. This is seen by some as
oil industry reluctance to change, and may explain government’s
decision to get algae facts on the table.
Also worth mentioning are recent new natural gas discoveries.
CNG (compressed natural gas) is an excellent cost-effective fuel.
However, the cost of very high pressure fuel tanks (up to 10,000 lb
pressure) and the need for specialized fueling systems limit CNG
to use by fleets able to refuel at expensive facilities. The same is
true for liquid natural gas, which requires insulated tanks.
Outlook for new
fuels and engines
By Bob Brooks
Powertrains
Two examples of new powertrain technology are the remarkable
Mazda Skytech G (gasoline) and D (diesel) engines. The gasoline
version’s compression ratio is 14:1 - made possible by unique
exhaust extraction, cooled EGR and other advances the firm
believes will have fuel efficiency, making it competitive with some
of the popular hybrid systems - but at lower cost. First uses are
expected in 2011.
Equally advanced is the Mazda D version, with a low compression
ratio (for diesels) of 14:1 . Mazda says the D engine will have better
fuel efficiency than current diesels and meet stringent emission
standards without need for NOx exhaust after-treatment, and with
a permanent particulate (PM) catalyst that requires no servicing.
Another new engine is Fiat’s Multiair, an intake valve system with
fully variable timing and lift.
Transonic Combustion of Camarillo, CA, is introducing a critical
fuel injection (i.e., fuel heated to 700F and injected at 200bar)
engine which can run on gasoline, diesel or mixtures with greater
efficiency and lower emissions. Another dynamic system is the Eco
Motors two cycle diesel engine with two pistons per cylinder. Half
of the engine is totally shut down during light load operation. Other
IC engine enhancements include direct injection, turbocharged
downsizing, energy saving electrical vs. belt driven components,
stop-start, and new transmissions.
As for hybrid and full EV passenger cars, there is a boatload of
questions, including:
• What is the underlying strategy of the US Government’s
investment in EVs?
• Will motorists like them?
• What are total carbon emissions from EVs and their power
plant electric sources, and how do these compare with new
technologies and fuels?
• When will subsidies, loans and grants for EVs be on an even
basis with other vehicles?
• When will fuel taxes be applied to EVs on an equal vehicle
weight basis, and what will the tax rate be?
• What is the realistic outlook for cost and supply of special
materials needed for EV battery and electric systems?
• What will it cost to upgrade the electric grid to meet EV
needs?
• How many car makers plan to enter the EV market with the
expectation of continued high levels of public subsidy?
The studies by DOE and a committee of the National Academies
will be welcomed by everyone concerned. AI
AI Insider bob brooks is a member of the society of Automotive
engineers and long-time automotive technology journalist
specializing in powertrains and fuels.
10 to read full version of AI stories go to www.ai-online.com

innovation
AUTOSAR release 4.0
speeds up design By: Lenny Case
Members of the AUTomotive Open System Architecture
(AUTOSAR) Development Partnership presented their
methods and solutions for an open, standardized software
architecture at a joint booth at the electronica 2010 held
from November 9 to 12 in Munich, Germany. At the centre of
the AUTOSAR presentation was the Release 4.0, launched
in December 2009, - which marked the end of phase two.
Release 4.0 contains a large number of technical and functional
improvements to functional safety, architecture, communication
stack, methodology and templates, and application interfaces.
A major focus of the development partnership was on
maturing methodology and templates. Some of the
upgrades in Release 4.0 included the harmonization
Stefan Bunzel,
spokesperson for
AUTOSAR
of ECU configuration parameters, the enhancements
on measurements and calibration, the rework of the
ECU Resource Template as well as the further alignment
with the Field Bus Exchange Format or FIBEX standard.
According to Stefan Bunzel, spokesperson for the AUTOSAR
Partnership, AUTOSAR’s Release 4.0 facilitates the faster design
and development of vehicle electronics. As the basic architecture
of Release 4.0 is a logical development of the well-established
architecture of Release 3.x, AUTOSAR-based applications will easily
migrate to the new release while benefiting from new concepts like
memory partitioning, or enhancements on the communication
stack, like support for the FlexRay ISO Transport Protocol.
AUTOSAR has selected about 50 technical concepts which will
be developed and incorporated in the Release 4.1 until the end of
2012. This selective enhancement aims at achieving backwards
compatibility with former releases.
The AUTOSAR partnership was founded in 2003/2004 by the
BMW Group, Bosch, Continental, DaimlerChrysler, Ford, GM,
PSA, Siemens VDO, Toyota and Volkswagen to develop an open,
standardized software architecture for the automotive industry.
The growing importance of AUTOSAR is proven by its growing
global prominence. “More and more companies worldwide recognize
that AUTOSAR is the key technology regarding infrastructure software
for automotive systems. The results and the success of the second
Open Conference in Tokyo in May 2010 proved that AUTOSAR
has been gaining momentum in Asia, particularly in Japan.
The event fully underlined its motto of AUTOSAR as a
global standard,” says Bunzel.
This global prominence was confirmed
in October 2010, when Indian firm KPIT
Cummins Infosystems announced the
availability of a software package based on the
Herstellerinitiative Software recommendation
for Scalable AUTOSAR Stack supporting 16
bit AUTOSAR R3.1 Solution.
There has been significant growth in the need for
standardization of automotive software because of an
increase of ECUs in cars. However, programs became too
large for the standardized hardware components, and OEMs
requested a solution with a smaller memory requirement, like the 16bit
microcontroller. AUTOSAR meets these requirements by optimizing the
code size according to recommended guidelines by HIS.
Automotive Industries (AI) caught up with Stefan Bunzel,
spokesperson of the AUTOSAR Partnership, and asked
how successful electronica 2010 was from an AUTOSAR
perspective.
bunzel: electronica has established its position as an
important meeting point for the global electronics industry. The
high number of international visitors and exhibitors confirmed the
leading character of this trade fair.
12 to read full version of AI stories go to www.ai-online.com

Joint booth.
AI: What were some of the features of the AUTOSAR
standard that were highlighted at the trade fair?
bunzel: Besides electromobility, one of the most important
topics was automobile electronics. Many of our members
showcased their latest advancements in the management of
increasing electrics/electronics (E/E) and software complexity.
AI: Why is it important for the AUTOSAR Partnership to
take part in such fairs?
bunzel: Automotive conference fairs like the well-established
electronica enable our members to advance the exchange of ideas
with each other and to present developments of new products
and tools.
AI: What are some of the new features of Release 4.1?
bunzel: Multicore systems are one of the main topics
in ECU development, and AUTOSAR will therefore address
these challenges by enhancing the support for multi-core
systems. The introduction of features for efficient energy
management is an important topic, while functional safety
remains important for AUTOSAR. The automotive industry
answered the challenge of functional safety by developing
the standard ISO DIS 26262, which aims to avoid these risks
by providing feasible requirements and processes. AUTOSAR
is already selectively enhancing the standard, which means
that about 50 new technical concepts are jointly worked out
and will be implemented in AUTOSAR Release 4.1 by the
end of 2012.
AI: What is your opinion of the growing international
interest in the AUTOSAR standard?
bunzel: The automotive industry has recognized that a
technological breakthrough is required to master the growing
complexity of automotive electronic architecture.
All major OEMs and ECU suppliers have AUTOSAR on their
roadmap. AUTOSAR enables the development of systems with
increased complexity at reasonable costs while maintaining high
quality, e.g. new driver assistance systems, safety systems, and
systems for electromobility.
AI: What are some of the products developing from
this international interest that further bolsters support
for AUTOSAR?
bunzel: The AUTOSAR scope includes all vehicle domains
focusing on body, power train and chassis domains first. Release
4.0 contains a large set of application interfaces, which are
standardised by AUTOSAR for pedestrian safety as well as Human
Machine Interface (HMI). AUTOSAR is the basis for new functions,
increasing the speed of their introduction and enabling the
development of systems with increased complexity at reasonable
costs with high quality.
“ AUTOSAR
is already selectively
enhancing the standard which means
that about 50 new technical concepts
are jointly worked out and will be
implemented in AUTOSAR Release
4.1 by end of 2012.
”
- Stefan Bunzel, spokesperson for AUTOSAR
AI: How would you rate the progress of AUTOSAR this
year since you took over as spokesperson?
bunzel: One of the highlights was the attendance at the second
AUTOSAR Open Conference in Tokyo. The conference has proven
that AUTOSAR is playing the leading role in software technology
in the international automotive industry. AUTOSAR has gained
momentum in its application in series projects with many members
and partners. Many vehicles with AUTOSAR technology are already
on the road. Several OEMs have started the development of high
volume vehicle platforms which apply AUTOSAR at most of their
ECUs. This is in addition to many AUTOSAR series projects at
suppliers and tool providers. AI
14 to read full version of AI stories go to www.ai-online.com

innovation
Powering the
automotive electronics
revolution By: Lenny Case
With 50% of breakdowns and 70% of differentiating features
occurring in software technology, software facilitation has
become a critical issue for the auto industry.
INTECS, one of the leading European firms in the design and
implementation of high tech electronic systems for the automotive,
aerospace, transportation, defense and telecommunications
industries, has responded to the need by offering electronic control
unit (ECU) software development, validation and process and
safety consulting for applications from engine control to electrical
braking and body computers to dashboards.
The software components are designed and implemented
according to the applicable automotive recommendations
and reference standards. Founded in 1974, INTECS
is an associate member of the GENIVI Alliance,
a premium member of AUTOSAR, as well as a
Massimo Mannori, general
manager at INTECS.
leader in Automotive SPICE. The latter launched
an initiative to work with major auto manufacturers
to develop a common framework for the assessment
of suppliers in the automotive industry, called the
Automotive SPICE Process Assessment Model. AUTOSAR is a
partnership of automotive OEMs, Tier1 suppliers and tool vendors
whose objective is to create and establish open standards for
automotive E/E architectures that will provide a basic infrastructure
for all application domains.
INTECS also provides process consulting to its customers which
are bombarded by dozens of Automotive SPICE assessments as
the race for automotive standards for software increases. This
includes CMMI and Automotive SPICE process improvement,
integrated safety processes, quality management and software
engineering concepts and tools.
INTECS has increased its investment in automotive technology,
using some of its model-based expertise from the space and
avionics domains. “This is because the automotive industry needs
a deeper ‘industrialization’ in order to reach more flexibility and
faster ‘cycle-time’. Staged testing is key and we are bringing all
our excellence in Verification & Validation, whether it be model-inthe-loop,
software-in-the-loop or hardware-in-the-loop setting. We
are also expanding our competence on more CASE tools in order
to create a strong competitive advantage for us and our clients,”
says Massimo Mannori, general manager at INTECS.
Automotive Industries (AI) asked Mannori how the
positioning of INTECS as a hub for automotive electronic
equipment validation was working.
Mannori: We believe our strategy is paying off. Automotive
is the most demanding industry on electronics due to four major
driving forces: innovation, complexity, cost and time-to-market.
Therefore, revolution and not just evolution is needed in
automotive electronics, and this is happening through
Model-based-engineering, AUTOSAR, and ISO/DIS
26262. Mastering all that, INTECS is emerging as
a key facilitator across the whole development
lifecycle and specifically on validation and
assessments. We validate the process at
OEMs and Tier1s across Europe in all types of
road vehicles. We run project design reviews
on behalf of OEMs, in order to check quality,
safety and timelines. We validate Tier1 products
at system and software level, in both traditional
and model-in-the-loop approach. We also master
all major tools and frameworks and develop our own
debugging products.
AI: What are some of the issues that need to be addressed
in this sector?
Mannori: AUTOSAR, as a standard architecture, is the main
driver of the value chain deconstruction that the OEMs are actively
seeking. This way they may develop their own software, re-use it
across many models, as well as buy modules from Tier1 that can
re-use (and re-sell) those modules across many OEMs. Softwareas-a-product
is part of the revolution taking place in the automotive
industry. But that comes of course with a tough liability issue.
Conformance Testing Authority and Suite for Basic Software (BSW)
is slowly being put in place, but that’s really only the beginning;
the real challenge will be doing that for the application, i.e. for the
Software Components (SWC) and their models.
AI: How does INTECS deal with the challenges of hardreal-time
software systems and their dependability?
16 to read full version of AI stories go to www.ai-online.com

Mannori: We apply dedicated lifecycle processes and
consider real time impact from requirements, from engineering and
software architectural design up to system testing on the target
in real operational conditions. We look with interest at AUTOSAR
real-time upgrade pushed by ATESST and EAST-ADL2 and also
to compositionality. This is a key issue for AUTOSAR, and INTECS
is addressing it as prime of CHESS, a pan-European ARTEMIS
project, where we consider how non-functional requirements like
real-time and safety constraints of a component, say a SWC, may
or may not be preserved in the “composed” system.
AI: Similarly, how do you manage to meet the demand for
dependable safety critical systems?
Mannori: We rely on our Avionics/levelA and Railway/SIL4
heritage on system-level hazard, fault-tree and FMECA analysis.
We adopt robust architectural solutions like 2oo3 voting and
diversity as well as techniques like protective programming and
code/requirements coverage. INTECS is also a leader in formal
methods and model checking; however, as always in electronics,
the most important factor is a sound and robust safety process.
We are already mastering the new ISO/DIS 26262 and may add
that support tools like Medini Analyze from Berlin-based iKV are
also extremely helpful in targeting zero-recalls and zero-faults in
future “computers-on-wheels”.
AI: What are some of the challenges in automotive
software today?
Mannori: Unfortunately, there are already some AUTOSAR
back-compatibility issues and the most complete version,
AUTOSAR 4.0, is still not widely used. That means that the Basic
Software modules market is still not “liquid”, and that modules/tools,
due to cost and technological complexity, tend to be an obstacle
rather than a facilitator. However difficult the new business model
of software-as-a-product may seem, OEMs will keep pushing it
and the open ARTOP framework could be of some help.
Another specific challenge is the consumer electronics in
the Infotainment area, where the automotive industry has been
lagging. The industry is now accelerating this technology; and in
the future we will see the whole spectrum of solutions, from the
mobile-phone-only to the docking station with protocol interface
(e.g. TomTom in Fiat500), to a built-in solution with GENIVI as
open middleware and Android (e.g. Continental AutoLinQ) as
open application ecosystem. Having said that, we believe that
it is vital to have controllable and maintainable “Automotivegrade”
systems in this area that cannot be totally detached by
the other electronics systems in the car, aside from flexibility and
upgradeability.
AI: What are some of the new technologies INTECS is
working on currently?
Mannori: We are focusing our efforts on the “deconstructed”
AUTOSAR architecture which will be more flexible, but also
harder to debug. We have developed an ad-hoc host tool, “DLT
Analyzer”, together with its run-time counterpart, designed to
collect and analyze log and trace information from an AUTOSARbased
vehicle. The tool will be useful both for R&D and postsales
departments. Our “DLT Analyzer” will support verbose and
non-verbose mode, run-time configurations, TCP-IP, CAN, UDS
services, FIBEX standard and various graphical plug-ins. DLT
Analyzer is available for the ARTOP framework as an Eclipe plugin.
We are also working at our own “Conformance Testing Suite” in
order to support Basic Software qualification but also to work side
by side with OEMs and Tier1s in the development and acceptance
of their Software Components. Verification and validation across
the whole ECU stack is INTECS core business and we believe we
are building something really innovative.
Last but not least, we are working on some interesting
micro controller abstraction layers (MCALs), and we are also
investigating multi-core based solutions for powertrain and
safety-critical applications. AI
Automotive Industries 17
LEFT: Navigation system
in the Fiat 500 – this type
of integration is creating
new challenges for
designers.
BELOW: AutoLinQ brings
internet based services
and apps into commercial
vehicles.

innovation
The quest for
bug-free software and
hardware architecture By:
One of the biggest challenges for system developers and
engineers is to assess the real-time behavior of their systems
and networks in the face of increasing complexity –
and the earlier this is done in the design cycle, the better.
“Today’s automobiles have a number of interconnected
systems which rely on each other for functionality. There are a
number of factors that determine if the systems work together.
What if the infotainment system affects the performance of
the anti-lock brakes, or the timing of the airbag deployment?
Automobile manufacturers and suppliers must understand the
interactions and validate the functionality, timing and safety of
their systems or face redesign and safety issues,” says Ralf
Münzenberger, one of the founders of German-based embedded
system design specialist INCHRON.
With clients like Audi, BMW, Continental Automotive, Daimler,
General Motors, Johnson Controls, Robert Bosch and Volkswagen,
the company’s best-known products are chronSIM and
chronVAL. chronSIM helps predict real-time behavior
in the early architecture phases, resulting in “robust
architectures and making it easier to debug
code later”. chronVAL is a real-time analysis
Ralf Münzenberger, founder and
managing director professional
services, INCHRON.
tool which enables designers to validate
the worst case response times and real-time
performance of distributed embedded systems
using mathematical analysis methods.
Automotive Industries spoke to Matthias Dörfel,
founder and managing director R&D and Münzenberger.
AI: Tell us about INCHRON’s strategy to be a leader in the
development of real-time critical software for embedded
systems and networks.
18 to read full version of AI stories go to www.ai-online.com
Jon Knox
dörfel: When we founded the company in 2003, we were sure
that increasing complexity in embedded systems would sooner or
later lead to a growing need for solutions to master the dynamic
behavior of those systems. Starting as researchers at University
Erlangen-Nuremberg and building on this expertise with Venture
Capital investments, we have developed a variety of powerful
technologies to master the different aspects of dynamic behavior
in embedded systems. These developments are based on a solid
IP strategy to secure our freedom to operate and support our
competitive position.
Münzenberger: While in the beginning our strategy was driven
by the technology developments and the IP strategy, we clearly see
now that our experience with respect to processes, methodologies
and tools is an asset just as important as our IP base. Customers are
interested in complete solutions and that is what we can provide with
our unique combination of tools and know-how.
AI: What changes you have seen and expect to see in
the development of automotive systems?
Münzenberger: It may sound like a stereotype,
but the major changes we have been seeing in
the past and expect to see in the future are
related to the explosion of complexity. This
complexity arises not only on the product
side, but on the development ecosystem
as well. There is a definite trend towards
higher integration of ECU (Electronic Control
Units), and the integration of software
modules of multiple vendors including the
OEM. The only way to master this complexity
and to manage risk early instead of dealing
with problems late in the development process
is to establish processes, methodologies and
tool-chains that address those challenges. Our
customers appreciate our unique combination of tools
and know how in the area of dynamic real-time behavior.
dörfel: From a product perspective, there are two aspects
that we focus on. One is to constantly extend the capabilities
and usability of our tool-suite. The ability to simulate and
analyze multi-core architectures is an example but there are

“
At the end of the day all parties
involved benefit from shorter time to
market and reduced cost of quality.
”
Dr. Ralf Münzenberger, founder and managing director professional services, INCHRON.
many more. In addition, we put a lot of effort in integrating
our tools into larger tool-chains and providing interfaces – for
example, for AUTOSAR.
AI: Tell us about how INCHRON’s solutions are helping
automotive system engineers and architects.
Münzenberger: Let me give you an example of
a German OEM. In the past, they discovered timing
errors rather late in the development process.
Using our testing tools, they were able to find
these errors that occurred only sporadically.
Now that they are facing the complexity
issues in both technology and collaboration,
they have decided to use our solutions from
project start and even before in the bidding
phase. We have just started to establish
processes and methodologies that ensure a
proactive management of real-time risks from
the beginning. This leads to a change that will
benefit all parties involved. When we did the first
project with several suppliers in the bidding phase
of a domain ECU, the suppliers were skeptical. Very
soon, however, they realized that they benefit as well from
clearer requirements and specifications. We are proud to say that
we have initiated that development that now ignited interest at other
OEMs. At the end of the day all parties involved benefit from shorter
time to market and reduced cost of quality.
AI: What role has INCHRON played in the AUTOSAR
partnership?
dörfel: When we decided to apply for premium membership
in AUTOSAR, we were determined to provide know how in an area
that had been neglected to some extent. We have been actively
engaged in the timing workgroup and the architecture workgroup
since early 2009. Obviously, that engagement has an impact on
our product solutions as well. The same applies for our activities in
the TIMMO project (TIMing MOdel).
Münzenberger: From a project perspective, it is vital to
keep the edge in customer needs. That’s why we engage our
professional services engineers in the AUTOSAR workgroups and
in TIMMO.
AI: Tell us about the work INCHRON has done and is
planning to do with IBM in developing tools and products
for the automotive industry?
dörfel: Our cooperation with IBM Rational is an example
where we develop integrations that cover various steps in
the development process. Having an integration with
DOORS is an attractive option for a lot of our
customers. Model-based SW development in
Matthias Dörfel, founder
and managing director
R&D of INCHRON.
combination with Rational’s Rhapsody or quality
management with Rational’s Quality Manager are
other issues that we work on with IBM. With OSLC, IBM
provides an open standard used in the jazz platform that
makes our lives and even more customer’s lives in integration
a lot easier.
AI: In July this year, INCHRON and ESG Elektroniksystem -
und Logistik, an engineering service provider for electronics
and IT systems, signed a partner agreement. What do you
hope to achieve from this partnership?
Münzenberger: It is the balanced combination of processes,
methodologies and tools that ensure the success of electronics
development. We just talked about AUTOSAR. Standards like
SPICE, CMMI or ISO 26262 are just as important to ensure the
level of quality that customers and regulatory institutions require.
ESG provides a substantial scope in that area. ESG – and its
customers - benefit from our know-how in the area of dynamic
real-time behavior. We benefit from being integrated into a solution
package that covers the big picture. AI
Automotive Industries 19

innovation
GENIVI Alliance
crosses into Asia By: Lenny Case
Eastern OEMs have started joining the GENIVI Alliance,
with the Hyundai Motor Company of Korea being the first to
become a core member.
The GENIVI Alliance is an automotive and consumer electronics
industry association driving the development and adoption of an
open in-vehicle infotainment or IVI reference platform. Hyundai
is the first Korean OEM to join GENIVI. “The addition of Hyundai
marks a milestone for GENIVI as we continue our expansion
into Asia. GENIVI’s continued success hinges on the
contribution of OEMs of the caliber of Hyundai
and we look forward to working with them as
we continue to improve the GENIVI Alliance
Graham Smethurst, president
and spokesman of the GENIVI Alliance
and general manager, infotainment
and communications systems at the
BMW Group.
platform,” says Graham Smethurst, president of
the GENIVI Alliance.
Huyundai was followed by two more OEMs with
Eastern ties. In October, Jaguar Land Rover and SAIC Motor
Passenger Vehicle Company joined the Alliance, bringing the
number of OEM members to eight. Jaguar Land Rover is
part of Tata Motors, India’s largest automobile company. The
SAIC Motor Corporation (previously the Shanghai Automotive
Company Ltd) is the leading manufacturer of passenger
vehicles and mini-vehicles and boasts the biggest sales
volume in China today.
“Jaguar Land Rover is attracted to GENIVI’s fundamental
philosophy of sharing the costs and time commitment of developing
the non-differentiating layers of the IVI stack across the industry
while creating a flexible platform that optimizes differentiation
opportunities for OEMs and suppliers alike,” says Bob Joyce,
group engineering director, Jaguar Land Rover.
“We believe that the GENIVI Alliance is the key industry force
driving the rapid, open source development of future IVI reference
platforms,” says HAO Fei, E&E global director of SAIC Motor
Passenger Vehicle Co.
The GENIVI Alliance released the first version of the Alliance
Platform to its members just nine months after launching. The
platform was publicly demonstrated for the first time at
the Consumer Electronics Show (CES) in Las Vegas
in January 2010.
The Alliance celebrated its first anniversary
in March 2010, the same month that
Microprocessor IP vendor, ARM was elected
to the board. Joining the alliance in 2010
during the second all-member meeting in
Germany, were nine other companies from
industries ranging from consumer electronics
to automotive. These include AISIN AW CO,
Altran Praxis, Ericpol Telecom, NAV N GO KFT,
NetLogic Microsystems, NVIDIA, Sirius XM,
STMicroelectronics and Telemotive. Among the
topics discussed at the second all-member GENIVI
meeting were the planned features for the second GENIVI
Alliance platform release and support for the second semiconductor
architecture (ARM-based).
The Alliance gave its first live demonstration of its multi-architecture
middleware platform at CES 2011 in Las Vegas in January, 2011. The
platform, described as the Apollo baseline, supports two hardware
implementations. One implementation is running on the Intel In-
Vehicle Infotainment Reference Design with Intel Atom Processor
E6xx and the other on Texas Instruments’ ARM Cortex-A8 powered
BeagleBoard with an automotive carrier card.
Demonstrations were held in the Visteon stand – an indication
of the support GENIVI enjoys from its members. “GENIVI’s
performance in the first year has exceeded expectations, thanks to
20 to read full version of AI stories go to www.ai-online.com

“ For many members, GENIVI continues to be a voyage
of discovery, but feedback from all quarters overwhelmingly
confirms the logic behind the community-based standardization
of the non-differentiating elements of the IVI stack. ”
Graham Smethurst, president and spokesman of the GENIVI Alliance and general manager,
infotainment and communications systems at the BMW Group.
the cooperation and efforts of our member companies. The short
development time for the first GENIVI platform version and the CES
demonstrations serve as tangible proof that GENIVI’s approach will
deliver on its promise of shortening product development cycles
and reducing costs while maintaining high quality and supporting
product differentiation. Our industry needs GENIVI now more than
ever,” says Smethurst.
GENIVI’s strategic initiatives set in 2009 were to accelerate the
development and implementation of the fully connected vehicle
for infotainment applications. In addition, the alliance promised
to deliver a platform consisting of standardized middleware,
application layer interfaces and frameworks and extend open
source community innovations to support the automotive
domain. The forum also promised to engage developers to deliver
compliant implementations and sponsor technical, marketing,
and compliance programs. The benefits of the GENIVI platform,
says the alliance, are that it speeds time-to-market, accelerates
the pace at which new and compelling automotive applications
are developed, dramatically reduces development costs,
provides code transparency, broadens options for integrating and
customizing solutions and increases IVI interchangeability across
vehicle makes and models thus growing the entire IVI ecosystem.
“I expect GENIVI to enable a re-profiling of who does what within
the value chain. By opening up, both technically and commercially,
it will enable increased competition by creating alternatives. This
is essential if we are to stay on par with the consumer sector. For
example, by making the GENIVI reference implementation available in
open source, new and existing developers will be able to create new
and exciting features that they are then able to offer to automakers and
Tier Ones for commercialization on the basis of a consistent platform.
GENIVI is unique in having eliminated all single point dependencies in
the value chain for the delivery of an infotainment product. The close
alignment of the GENIVI platform to the consumer ecosystem and
the increased choices during product development will move the IVI
industry away from its proprietary origins,” said Smethurst in an earlier
interview with Automotive Industries.
Automotive Industries asked Smethurst to share some
of the major achievements of the GENIVI Alliance during its
first year.
smethurst: In addition to the obvious examples of GENIVIv1.0
delivery and rapid membership growth, GENIVI has placed the
topic of open source firmly on the agenda for automotive IVI
development, and triggered the industry transformation that it
was created to achieve. The momentum achieved in the first
year has already resulted in product nominations. The focus
resulting from product development is further enhancing and
accelerating the activities already underway within numerous
alliance development teams.
AI: What is the significance of Hyundai becoming a core
member?
smethurst: The automakers in GENIVI are key to creating
the market pull required for GENIVI´s continued global success. A
partner like Hyundai introduces GENIVI into a new and important
region and, with their help, we will ensure that the platform develops
to meet the needs of that market.
AI: What is GENIVI’s strategy in Asia?
smethurst: Twenty-eight per cent of GENIVI members are
located in Asia. To enable their effective contribution, the alliance
is piloting regional development teams. This initiative is intended
to reduce the impact of time differences and potential language
barriers whilst enabling local groups to collaborate under the
guidance of the GENIVI technical council.
AI: What kind of feedback have you received over the
past year from OEMs, developers and the IVI sector?
smethurst: GENIVI is enabling a fundamental change
in approach to IVI development. For many members, GENIVI
continues to be a voyage of discovery, but feedback from all
quarters overwhelmingly confirms the logic behind the communitybased
standardization of the non-differentiating elements of the
IVI stack. Members are clearly coming to terms with the benefits
of open source and showing increased understanding of what it
means and how to operate effectively within the new approach. AI
22 to read full version of AI stories go to www.ai-online.com

innovation
A small package meeting
big expectations By:
German firm Telemotive AG has come a long way from its
inception over a decade ago in a small Munich apartment.
Today, the company is a leader in the area of complex
networked bus systems for the automotive industry, such as
LIN, CAN, FlexRay, MOST, Ethernet and Bluetooth. Since the
beginning of 2010, Telemotive has been a core member of the
GENIVI Alliance. The company is also an associate member of
the FlexRay consortium as well as the MOST cooperation.
Telemotive offers Intel Atom based GENIVI compliant
development boards and will soon offer an ARM-based
development board as well. Both boards will provide
the newest vehicle bus systems, like MOST150.
For the testing and diagnostics of GENIVI
IVI compliant electronic control units (ECUs),
Telemotive offers the logging of AUTOSAR DLT
using its multi-data logger blue PiraT. The
company has many years of experience in
the development of embedded systems like
the multi-data logger blue PiraT, as well as
OEM-specific ECUs. “GENIVI will completely
change the play rules in the infotainment
sector. As a developing service provider
with extensive expert assessment in Linux
as well as infotainment, we see ourselves
as a possible partner for this segment,” says
Markus Stolz, marketing and distribution
director of Telemotive.
Peter Kersten, director of development and
human resources at Telemotive AG, adds: “When we
led the first talks with the GENIVI alliance, the synergies
immediately struck us: In hardware – ARM and INTEL
controller – as well as in the area of software. Telemotive
disposes of long-standing experience with own automotive
capable hardware based on embedded Linux. Our participation
in a project like GENIVI is very motivating for our teams.”
Telemotive’s bluePiraT data logger is capable of logging
MOST150 control-status, MDP and MEP (MOST Ethernet Packets)
messages. Selective logging is possible due to the integrated
filter mechanisms. The blue PiraT MOST150 logger provides one
MOST150, 2 CAN as well as 4 serial ports (RS232, RS422). All
other well-proven features like synchronous timestamps, power
management and full automotive compliance remain in place, as
well as the possibility to cascade multiple loggers and expand the
functionality through licensing.
24 to read full version of AI stories go to www.ai-online.com
Lenny Case
Telemotive says that despite its minimal
size and very easy operation, the blue PiraT still
meets the ever increasing requirements of the market.

An example for a client-specific solution is the ‘MOST150_
INCAR’ project for Audi. A MOST150 reference system,
developed by Telemotive for the car, verified the MOST150
bus system under vehicle-like conditions, like voltage drops,
temperature stress and wakeup/sleep cycles. Using the
new MOST150 vehicle bus, the ECUs communicated with
each other in a real vehicle environment. Every ECU has a
customizable use case and can be used to verify the MOST
communication. Telemotive says that despite its minimal size
and very easy operation, the blue PiraT still meets the ever
increasing requirements of the market.
“Since we have extensive expertise
on how a Tier 1 company works and how an OEM
works, we can provide the link between these two worlds. The Tier 1
executive is mainly focused on his product and the cost of it. The OEM
executive has to look at the total car and the field quality for the end
user,” explained Markus Fischer, project management & engineering
consulting, South West at Telemotive AG in an earlier interview to AI.
An example for a client-specific solution is the ‘MOST150_
INCAR’ project for Audi. A MOST150 reference system,
developed by Telemotive for the car, verified the
MOST150 bus system under vehicle-like conditions,
like voltage drops, temperature stress and wakeup/
sleep cycles. Using the new MOST150 vehicle bus, the
ECUs communicated with each other in a real vehicle
environment. Every ECU has a customisable use case
and can be used to verify the MOST communication.
Telemotive feels that the MOST50 technology used for the
transmission of multimedia data in the vehicle enjoys a growing
demand from car manufacturers. Beside the bandwidth of 50
MBit/s, one advantage of MOST50 is also the transfer option
over unshielded twisted pair wires. MOST50 offers the option
of retaining the existing wiring and assembly processes and
eliminating the need to switch to fiber optics.
The blue PiraT detects even persistent sporadic errors in
the test vehicle as well as in the laboratory and to provide the
data necessary for the error analysis. Since 2009, the product
range of the Telemotive blue PiraT also contains a multi bus
data logger for MOST150 beside the MOST25 loggers. The
assortment of MOST50 variants is now completed. The blue
PiraT is available in different variants with up to 10 CAN, 4 LIN,
2 FlexRay, 4 serial and 4 Ethernet interfaces. All models offer
a power management, simple operation and an automotivesuitability
in addition to minimum product size.
From the initial four people who set up Telemotive (Peter Kersten,
Markus Fischer, Franz Diller and Markus Stolz), the company
currently has 280 highly qualified employees which Telemotive
says gives it its competitive edge. It is a great source of pride to the
company that it has been recognized as one of the best employers
in Germany for three years running by the Great Place to Work®
Institute. According to the 2010 survey, the company stood at
15th place among the best 100 employers in Germany.
“Our biggest challenge will be to develop the company so that
our customers still get a Telemotive service. Not a ‘rental’ engineer
who doesn’t identify with his work, customer and Telemotive.
Many OEMs ask us how we cultivated our spirit. This is the biggest
challenge. When you look at the frustrations people have at their
work, you can see how much potential you have for motivation and
innovation,” explained Markus Stolz to AI in an earlier interview.
Telemotive’s customer base includes the world’s leading names
among domestic and international automotive manufacturers and
suppliers. The company’s products are represented not only in Europe,
but also in the USA, Japan, South Africa, Brazil, and other countries.
The company ensures proximity to their customers via their offices in
Mühlhausen in Täle, München, Stuttgart/Sindelfingen and Ingolstadt.
Automotive Industries 25
AI

MOST –
connecting all five
major fields By: Lenny Case
innovation
In-vehicle use of the MOST standard is reaching critical
mass, with over 100 models on the road fitted with MOST
technology. The newest standard, MOST150, meets the requirements
not only for the traditional areas of entertainment
and information, but also for the new domains of mobile
connectivity, connected services and driver assistance
– meeting the needs of the five major areas of in-car use.
“Today, MOST150 offers the technology and the audio/video
capability for next generation automotive infotainment
features and devices as well as new features like
Internet access devices, video processing units,
and many more. The MOST150 Technology is
ready for production and various car makers
have already started implementing MOST
Technology in their first series projects,
Christian Thiel, spokesperson
for the MOST Cooperation
including Audi and Daimler,” said Christian
Thiel, spokesperson for the MOST
Cooperation in an earlier interview to AI.
The MOST Cooperation was founded
in 1998 to standardize MOST Technology as
a global standard for multimedia networking and
now consists of 16 international vehicle manufacturers
and more than 60 key component suppliers. Audi, BMW, Daimler,
HARMAN and SMSC are its core partners and constitute its
steering committee. It’s success also rides on its associate partners
such as GM, the Hyundai Kia Automotive Group, the Toyota Motor
Corporation, the PSA Group, the Ford Motor Company and Alpine.
Automotive Industries (AI) asked Thiel what the goals of
the November conference in Korea were.
thiel: MOST Cooperation’s Interconnectivity Conference Asia in
South Korea was designed to demonstrate to the Asian automotive
industry that MOST Technology is ready for extended multimedia
and information applications in the vehicle. MOST150 now serves
the five major fields of in-car use by meeting the requirements for
the traditional areas of entertainment and information as well as the
emerging domains of mobile connectivity, connected services and
driver assistance. In the accompanying exhibition, MOST showed
that it supports star, daisy-chain, tree and other topologies, as well
as different physical layers: plastic optical fibers (POF), COAX based
electrical physical layer as well as shielded (STP) and unshielded
twisted pair (UTP) of copper wires. MOST150 also represents a
physical layer for Ethernet with its new Ethernet channel that runs
parallel with all other communication channels provided by MOST.
The Ethernet channel transmits unmodified Ethernet
frames so that software stacks and applications from
the consumer and IT domains can be seamlessly
integrated into automobiles. TCP/IP stacks and
other Ethernet protocols can communicate
over MOST without any changes.
AI: To what extent are MOST standards
globally accepted?
thiel: With the acceptance of
MOST Technology reaching 100 car
models on the road today, MOST has
become a worldwide de facto standard
of the automotive industry. After its initial
start in Europe nine years ago, Asian
carmakers presented their first vehicles
with MOST in 2007 and today there are
over 20 models manufactured by Asian
automakers with MOST built in.
Since MOST Technology is designed to be environmentally
sustainable with reduced weight and electromagnetic
interference, it has been adopted in more than ten hybrid
vehicles to date. The plastic optical fiber (POF) chosen ten years
ago suits the requirements of hybrid and electrical power trains very
well. The use of MOST Technology is expanding rapidly from the
premium range to the high-volume, medium-sized vehicle market
worldwide. Currently, MOST is adopted in approximately 12% of
vehicles manufactured worldwide. Its traditional and new adopters
represent almost 50% of current global light vehicle production.
AI: How would you rate the success of MOST150 and why?
thiel: Adoption of automotive infrastructure technologies takes
many years. For example, it has taken CAN about 20 years to find its
way in nearly all cars produced worldwide. The key success factor is
that MOST has been developed and optimized for the car industry.
26 to read full version of AI stories go to www.ai-online.com

Infotainment applications in cars place very different demands on
the network infrastructure than traditional data applications that are
dominant in consumer applications. The new generation MOST150
offers unique advantages as a speed upgrade through consistent
development of the existing transmission technology, including an
increase in bandwidth, an Ethernet channel for the transmission of IP
data, isochronous streaming for the transmission of video streams,
packet data transmission, synchronous streaming for transmitting
multichannel audio, and a control channel to transmit real-time
control commands to peripheral devices. MOST150 provides all the
communication mechanisms over one interface. Because of these
unbeatable advantages, the Volkswagen group, for example, has
decided to introduce MOST150 throughout their range of vehicles
starting with the new Audi A3 series.
AI: What are some of the challenges facing the MOST
Cooperation in its standardization roadmap for Asia?
thiel: MOST has actually been very successful in Asia. Just
like in Europe, it required a couple of market leaders to start
adopting it, but once it became established and the necessary
infrastructure was in place at Tier 1 suppliers, it spread to other
car makers quickly, in terms of automotive timeframes for product
development. The initial challenges were overcome before Toyota
and Hyundai adopted the technology.
AI: What are some of the different issues that Asian
auto-makers and suppliers have raised with the MOST
Cooperation?
thiel: Whereas MOST25 Technology – based on optical
data transmission using optical fibers – has established itself in
the Korean market, the Japanese market in particular prefers
MOST50, the second generation of the multimedia standard. The
most significant additional features of MOST50 are that it allows
electrical implementations instead of using POF and enables
data transmission over copper wires while meeting the stringent
automotive electromagnetic compatibility requirements. To cope
with the harsh environment in the vehicle – in particular with
regard to the electromagnetic properties of the electrical physical
transmission medium – numerous measures were implemented in
the development of this second MOST generation. Both emit levels
of radiation and have in-built immunity against electromagnetic
interference in a way that allows the use of automotive applications
technology without having to shield the cables. The measures
extend to all levels of the ISO/OSI layer model. On the level of
the physical transmission medium, cost-efficient transformers for
decoupling are used as a means of wiring up the network controller.
The catalyst for Asian manufacturers planning to take MOST50
onboard was the option of retaining their existing wiring and
assembly processes – eliminating the need to switch to fiber optics.
Also MOST150 enables both, optical and electrical physical layers.
AI: What are some of the issues regarding flexibility that
the organization is working on ironing out?
thiel: The current structure is very flexible and the cooperation
has adapted to its members’ needs over time. We have always
focused on developing aspects of the technology that car makers
need for their next series of cars. The members of the MOST
Cooperation have access to all the specifications that are developed
and we welcome anybody that wants to join the organization. AI
28 to read full version of AI stories go to www.ai-online.com
Connectivity through
the MOST “car ring”.
Most150 Does It: The five in-car entertainment and
information systems connected by MOST150.

innovation
Volt is changing
the way General
Motors works By: Ed Richardson
General Motors is emerging as a world leader in green vehicle
technology. In the market-place, the Volt is the flagship
of what is expected to be a new generation of
vehicles powered by a combination of electric
and hybrid technologies.
What the Volt also signals is a new culture
within GM – one which sees it supporting
green initiatives both in the United States
Chevrolet Volt Global Vehicle
Line executive Doug Parks.
and the rest of the world. One of these is the
EcoCAR challenge for university engineering
students across North America to re-engineer a
2009 Saturn VUE - provided by GM - to achieve improved
fuel efficiency and reduce emissions while retaining
the vehicle’s performance and consumer appeal. EcoCAR was established
by the U.S. Department of Energy (DOE) and General
Motors (GM). It is also sponsored by the Government
of Canada, and the California Air Resources
Board. GM Canada has entered into a five-year,
$10.5-million partnership with Waterloo-based
General Motors director Global
Energy Systems and Infrastructure
Commercialization Britta Gross.
Maplesoft, and a multidisciplinary research team
at the University of Waterloo to solve some of the
challenges of powertrain management, control systems,
battery health monitoring, thermal management,
and safety in electric vehicles.
In the Far East, General Motors hosted the “Drive to 2030”:
Sustainable Urban Mobility Forum series in conjunction with World
Expo 2010 Shanghai. The series was created to define challenges
for future urban transportation, and develop a roadmap for sustainable
mobility. It brought GM engineers and designers closer to
the counterparts in China, which already has the world’s
largest electric vehicle fleet.
The company is looking beyond vehicle sales,
and moving into the community. Chevrolet, GM’s
largest brand, has announced it will invest $40
million in eight million tons of carbon offsets
— equivalent of roughly a year’s worth
of driving the cars it will sell in 2011. The
projects it is expected to support include
providing energy-efficient technology such
as smart energy sensors and solar panels
to schools, supporting wind farms and solar
projects, and capturing methane from community
landfills to deliver clean energy to the
grid and improve local air quality and safety.
Automotive Industries (AI) asked Britta
Gross, the director of Global Energy Systems and
Infrastructure Commercialization for General Motors,
whether power grids would cope with the increased demand.
Gross: There’s plenty of power available on the overall
grid and electric vehicles will likely improve the overall
efficiency of the grid since they will most likely
be charged during the night when electricity demand
is at its lowest... thereby optimizing the
utilities’ use of existing equipment that otherwise
sits idle during the night.
Utilities are in the business of providing
reliable service of electricity into our
homes and places of work and their job is
to address whatever needs arise. Utilities
had similar challenges in the 1970’s when
home air conditioners were growing at a
rapid pace and they are meeting the same
challenges today with lower cost plasma TVs.
With the help of our 50+ utility partners and EPRI,
we have designed a better Volt that includes some
charging features that work to optimize consumer charging
patterns (such as our charge by Departure Time feature). Utilities and
charging installers just need to deal with the inherent variability of age
of homes, age of electrical wiring in the homes, desire for 120V vs.
240V, how many other loads the house already supports, etc.
30 to read full version of AI stories go to www.ai-online.com

General Motors president Europe, Nick Reilly, introduces
the Opel Ampera electric vehicle with extended range
during a rehearsal at the 2010 Geneva Auto Show.
This is why we have partnered with SPX. SPX will provide onestop
shopping for our Volt customers. SPX will sell a variety of
home charging stations and manage all aspects of installation for
Volt owners, including the home survey, installation permitting, Department
of Energy and utility coordination, and identification of
available programs and incentives for reduced charging rates.
AI asked Doug Parks, Chevrolet Volt Global Vehicle Line
Executive, to estimate what the demand for electric vehicles
(EVs) is likely to be.
Parks: It is very difficult to speculate on the number of EVs we
will see in the future and industry forecasts seem unreliable. GM
plans to produce 15,000 Chevy Volts in calendar year 2011 and we’ll
increase that to 45,000 in 2012. We are planning for future production
scenarios and will remain flexible in the future so we can respond
to market demands. The Detroit-Hamtramck plant, where the Volt is
produced, is capable of further expansion if and when required. In late
2011, the Volt will be exported to Europe as a Chevrolet Volt and Opel
Ampera. The Volt will also be exported to China. AI
Students from Mississippi State University placed first at
the 2010 EcoCAR: The NeXt Challenge, beating 15 other
schools by designing and building an exceptional biodiesel
extended-range electric vehicle.
Oil spill booms
to be recycled
for Volt
An example of how the Volt has changed the thinking
and culture of the General Motors group is a decision to
recycle the booms used to absorb oil from the Gulf oil spill
along 100 miles of the Alabama and Louisiana coasts and
recycle them into parts to be used in the new car.
“Creative recycling is one extension of GM’s overall
strategy to reduce its environmental impact,” said Mike
Robinson, GM vice president of Environment, Energy
and Safety policy. “We reuse and recycle material byproducts
at our 76 landfill-free facilities every day. This is
a good example of using this expertise and applying it to
a greater magnitude.”
GM estimates it will net about 100,000 pounds of plastic
resin from recycling the booms, which it will then use to
make air deflectors for the Volt’s radiator. The amount of
recycled plastic from the booms will be enough to supply
parts for the entire estimated first year of Volt production,
according to the company.
The parts, which deflect air around the vehicle’s
radiator, are comprised of 25% boom material and 25%
recycled tires from GM’s Milford Proving Ground vehicle
test facility. The remaining is a mixture of post-consumer
recycled plastics and other polymers.
“This was purely a matter of helping out,” John
Bradburn, manager of GM’s waste-reduction efforts,
said in a statement. “If sent to a landfill, these materials
would have taken hundreds of years to begin to break
down and we didn’t want to see the spill further impact
the environment. We knew we could identify a beneficial
reuse of this material given our experience.”
GM is dedicated to reducing its waste and pollutants, and
recycles materials at every state of the product lifecycle.
It uses recycled and renewable materials in its cars and
trucks, which are at least 85% recyclable. Used tires, old
plastic bottles, denim and nylon carpet are all redirected
from landfills and reused in select GM vehicles.
GM facilities worldwide recycle 90% of the waste they
generate. The automaker recently announced more than
half of its worldwide facilities are now landfill-free – all
manufacturing waste is recycled or used to create energy.
GM employees focus first on decreasing the amount
of waste generated, and then work to recycle the
unavoidable waste. In 2010, GM recycled or reused 2.5
million tons of waste materials at its plants worldwide
– enough to fill 6.8 million extended-cab pickup trucks
that, if parked end-to-end, would stretch around
the world. Through this annual recycling rate, it is
estimated that GM has eliminated 8.4 million metric
tons of carbon dioxide equivalent (CO2e) emissions
from entering the atmosphere. AI
Automotive Industries 32

innovation
Lithium-ion batteries have become the rechargeable battery
of choice for the makers of cell phones, laptop computers,
shavers, power tools, and hybrid cars. But the true game
changer is the global demand for environmentally friendly
plug-in electric cars.
The lithium-ion battery’s advantages over its nearest competitor
include its energy density, about three times that of its nickel metal
hydride counterpart. Its weight-to-power ratio delivers three times
the energy, with a longer life, faster re-charge, and no ‘memory’
effect. It can be charged with any level of current charge and
operates in freezing temperatures up to -60°C (-76°F),
according to the Canada Lithium Corporation.
The company completed its pilot plant flotation,
roasting and hydrometallurgical processing in late
Peter Secker, president and
CEO of Canada Lithium.
2010 and was particularly pleased with the low
levels of impurities, especially those of chlorine,
sodium and magnesium. Canada Lithium, which
describes itself as a “clean tech” mine developer, is
undertaking a feasibility study of its Quebec Lithium Project
near Val d’Or. This could lead to the construction of an open pit
mine and processing plant capable of producing 43 million pounds
of battery-grade lithium carbonate per year by late 2012.
The demand for lithium is currently on the rise as more hybrids
and electric vehicles opt for lithium ion batteries. For example,
the Toyota Prius is set to feature lithium ion batteries in 2011 in
the introduction of the Prius Minivan. The lithium ion batteries will
replace the conventional zinc acid batteries, resulting in a decrease
in weight that will enable a lighter, quicker Prius.
Automotive Industries asked Peter Secker, president and
CEO of Canada Lithium, where the demand is coming from.
secker: Most North Americans are aware of the two early
entrants into the electric vehicle (EV) market, the Nissan Leaf and the
Lithium-ion
batteries hold the
power By: Jon Knox
Chevy Volt. But, in fact, just about every car maker in North America,
Europe and Asia has an EV either in late-concept, development or
even the assembly-line stage. In our view, the EV/hybrid industry is
only in its infancy, and as it gets bigger, we will be there to supply a
hungry EV market with battery-grade lithium carbonate.
AI: What are some of the latest developments in lithiumion
batteries for the automotive sector?
secker: The latest developments are around increasing
buyer interest and demonstrating the advantages of EVs. Various
alternate formulations continue to be explored, but nothing so
far has surpassed the safety, weight and energy output
of the lithium ion. The biggest challenge is the cost,
which is expected to reduce once larger volumes
are manufactured with more automated
production systems.
AI: What role do you expect Canada
Lithium to play?
secker: By late 2012, our mine and
processing plant should be producing about
43 million pounds of battery-grade lithium
carbonate per annum, fulfilling a key role as
a secure Canadian source for battery makers
around the world.
AI: Tell us about Canada Lithium’s mining
prospects in Quebec.
secker: We have published a reserve figure that would satisfy
our production requirements for at least 15 years. But we have also
demonstrated that there may be a much larger mineral resource
on the property, creating opportunity for expansion down the road.
Quebec is viewed internationally as a mining-friendly jurisdiction,
largely because of a positive government environment.
AI: There were safety concerns a few years ago when
lithium-ion laptop batteries exploded. How have these
issues been dealt with?
secker: The incidence of battery-related occurrences has
been absolutely miniscule compared with the vast number of
electronic devices with lithium-ion batteries. I don’t think safety
concerns are much of an issue at all. AI
ABOVE: Lithium Rock from the Canada Lithium mine.
LEFT: Core samples from the Canada Lithium deposit.
34 to read full version of AI stories go to www.ai-online.com

innovation
science Park caters for new and
existing technology businesses By: Steve Barclay
Johanneberg Science Park which was opened by the Foundation
Chalmers University of Technology along with the
City of Gothenburg in December 2009, consists of more
than 80 high-tech companies employing over 700 people.
The Johanneberg Science Park is designed as an international
meeting place for companies and institutes in the sectors of
technology, sustainable energy, material technologies and
nanotechnology. The park is expected to be an engine of growth
for research and development as well as provide jobs to the regular
flow of engineering graduates. It is estimated that over 1,000
engineering graduates or their equivalent and 300 post-graduates
enter the job market every year in the region.
It is the third technology park in the Swedish city of Gothenburg,
adding to the Lindholmen Science Park and the Sahlgrenska
Science Park. Gothenburg has the largest harbor in Scandinavia,
It is estimated that over 1,000 engineering graduates or
their equivalent and 300 post-graduates enter the job
market every year in the Scandinavian region.
which has helped attract investors in various industries including
automotive, ICT, petro chemistry, life sciences and biomedicine.
The Gothenburg region is ranked 16 out of 145 in terms of the
World Knowledge Competitiveness Index 2008.
According to Mats Bergh, CEO of the Johanneberg Science
Park, the park first focused on areas that concern community
planning, including the development of urban environments,
materials science and energy technology, or transportation and
communication issues. Bergh was the one and only employee
at the park at its inception. The idea was to hire people for the
science park from industry or academia who would run all the
major development projects for a specific time.
“The company does not conduct its own research, but instead
is tasked with establishing partnerships with knowledge-intensive
companies, research institutes, universities and colleges. Even the
City of Gothenburg may be involved in a unique way,” said the
Johanneberg Science Park AB in a press release last year.
Johanneberg Science Park has a distinct advantage in its
location in Chalmers Science Park, with plenty of room in the
immediate vicinity for other companies and organizations wishing
to establish themselves in the area. Mats Bergh’s hope is that
both small specialist companies and big corporations like Volvo,
SKF and ABB will set up in Johanneberg Science Park - not only
by establishing their own operations there, but also by getting
involved in the programs and instruction at Chalmers and maybe
even at the University of Gothenburg.
“This would increase interest in technology among the students
while simultaneously giving the companies greater opportunities for
scouting. We also want to highlight research. This is important for
creating more diversified trade and industry in the region. Imagine
if a new company the size of Volvo could grow from here? I want
to find a way to provide extra assistance to young and growing
companies,” says Bergh.
36 to read full version of AI stories go to www.ai-online.com
An architect’s view
of the Johanneberg
Science Park.

An aerial view of a model of the Chalmers University complex.
The Johanneberg Science Park works closely with the
Lindholmen Science Park and Sahlgrenska Science Park and
hopes to also cooperate with technology parks in Borås, Skövde
and Trollhättan. The focus of the latest science park is firmly on
creating new jobs. “In the first stage, from now until 2014, the
goal is to create 1,500 new jobs in trade and industry. Over the
long term, these figures will rise to 5,000-10,000. Lindholmen
had a goal of ten thousand jobs and they’re already almost there,
despite the recession,“ says Bergh.
Automotive Industries (AI) asked Bergh to tell us why
Johanneberg Science Park focuses on the development
of urban environments, materials science and energy
technology, transportation and communication issues?
bergh: We will primarily focus on these areas because they
are defined, on a national level, as strategic development
areas and also in alignment with the subjects that Chalmers
University of Technology has chosen as profile areas at
Campus Johanneberg.
AI: How many companies have set up shop in the one
year since the Johanneberg Science Park opened?
bergh: Today about 700 people in about 80 high-tech
companies are working in the science park.
AI: How many automotive companies do you have in the
science park?
bergh: Volvo Technology AB, Powercell and Chalmers
Industriteknik.
AI: What makes the Johanneberg Science Park a good
location for automotive companies?
bergh: From a technical point of view, it is the proximity to
the combination of advanced automotive and energy research
and education and it’s connection to hybrid technology. We
also put future transportation solutions in the context of
urban development.
AI: Tell us about the kind of work that has or will be done
in the fields of electric vehicles and hybrid technologies in
the Johanneberg Science Park.
bergh: Together with Lindholmen Science Park, we have
opportunities for developing future transport concepts and
demonstrators. We will work closely with industry to develop
suitable technologies for community development. To implement
electrified vehicles in society, we need to go through the hybrid
phase in order to deploy these technologies in a reasonable
timeframe.
AI: Quite a few automotive companies have set up
operations in the Lindholmen Science Park – what edge
does Johanneberg Science Park have over Lindholmen?
bergh: Johanneberg Science Park will put the vehicle
technologies developed at Lindholmen Science Park into a
broader context in the sense of community development. We will
also address technology issues not yet covered by the activities
at Lindholmen Science Park. Johanneberg Science Park is also
located more or less at the heart of Chalmers, meaning a closer
connection to substantial science and technology research within
energy and community development.
AI: Tell us about the relationship between your park and
the engineering and science institutes/universities in the
region – how do you hope to see these relationships evolve?
bergh: We have well established and close relations with
universities and research institutes in the region. To be a driving
force in efforts to establish cooperation between society, industry
and academia, it is essential to continually work together and
participate in activities with universities and institutes. We also
aim at creating close relations with science and technology parks
abroad since the opportunities to implement new technologies
on various markets are quite different and we need to have local
market knowledge. AI
Automotive Industries 37

innovation
“
our research focuses on finding the
best hybrid electric or electric drive line
combined with the energy storage.
”
- Lennart Josefsson, director of the Swedish Hybrid Vehicle Centre (SHC),
working towards making eVs
a more viable alternative By: Steve Barclay
The Swedish Hybrid Vehicle Centre (SHC), established in
2007 by Sweden’s Energy Agency (Energimyndigheten) with
three Swedish universities and six Swedish companies,
has started around 15 research projects and employed 40
researchers since inception. Examples of current projects
include energy management of hybrid vehicles considering
routes traveled, diagnosis of hybrid systems, vehicles with
autonomous wheels, and the development of electric motors
operating with integrated charging.
The SHC has also started studying drivelines based on an electric
motor combined with a small additional energy source, or range
extender; as well as the demand for power of auxiliary systems in
hybrid vehicles. A major challenge for the hybrid electric and electric
vehicles is the development of energy storage with sufficient capacity,
thus giving a vehicle a sufficiently large operating range. Work with
lithium-based batteries is ongoing at several places throughout the
world as it is seen as the next generation of batteries for hybrid
vehicles and electric vehicles.
“SHC believes there is a paradigm shift to electricity as the
primary propulsion source, mainly because of the much higher
efficiency for the drive line. This shift is hindered by the limited
capacity (or rather capacity/weight) of the energy storage,
batteries and maybe also partly by the high development costs.
Our research focuses on finding the best hybrid electric or
electric drive line combined with the energy storage. I think this
development can be faster, but it is limited by physical laws
for energy transfer in Li-ion batteries (i.e. they cannot be much
better in terms of energy/weight ratio), and also the very high
development costs,” explained Lennart Josefsson, director of
the SHC in an earlier interview to AI.
One of the biggest challenges facing hybrid electric vehicles
is getting them to run for a reasonable time before recharging
options are available for drivers. “We are working on an EUproject
to demonstrate the functionality of range extenders,
with ‘small’ secondary engines – ordinary internal combustion
or Wankel engines. The idea is to find solutions where the
savings on batteries for a pure electrical vehicle is larger than
the additional cost for the secondary propulsion unit. At the
same time, the range extender must meet other conditions,
such as space availability and low vibration compared to a pure
electric drive line,” says Josefsson.
At SHC, a number of projects focus on finding material
combinations that will improve energy output and safety of the
battery cell. SHC is also starting new projects on models for life
assessments of batteries based on extensive testing of battery
systems and on the temperature control of battery systems.
In January 2011, during the North American International Auto
Show held in Detroit, Volvo President and CEO Stefan Jacoby unveiled
a crash-tested C30 Electric designed with Ener1’s EnerDel battery.
The car on display was tested at Volvo Cars’ crash test laboratory in
Sweden in December 2010 with a fully charged EnerDel lithium-ion
battery and was subjected to a 40mph offset frontal collision with a
barrier. The test produced the results expected by the companies’
engineers. The front deformed and distributed the crash and both
the batteries and the cables, which are part of the electric system,
remained intact after the collision. “Our tests show it is vital to separate
the batteries from the electric car’s crumple zones to make it as safe
as a conventional car. We are the first car maker to show the world
what a truly safe electric car looks like after a collision with high-speed
impact,” said Jacoby said at a press conference.
In 2007, the SHC was granted 3.5 million Euros for the initial
four years which ended in December 2010. The SHC is likely to
get a mandate to continue for the next six years. The universities in
the partnership include Chalmers University of Technology, which
is where the SHC is located, the Royal Institute of Technology and
the Lund Institute of Technology. The companies involved are AB
Volvo, Volvo Car Corporation, Saab Automobile AB, GM Powertrain
Sweden AB, Scania CV AB and BAE Systems Hagglunds AB. AI
38 to read full version of AI stories go to www.ai-online.com

innovation
The experts in powertrain, chassis and safety technologies,
Federal Mogul Corporation, reinvigorated their aftermarket
division late last year with the appointment of Paul Johnson as
vice president, North America, global aftermarket. Johnson
has work experience in aftersales, product management,
business development and finance at ACDelco and General
Motors, and led the establishment of the automotive parts
procurement center in Shanghai, China.
“We are excited to have Paul join the Federal-Mogul team. He
is an accomplished professional with experience in successfully
growing a large and complex aftermarket business. His leadership
will be invaluable as we continue to grow the Federal-Mogul
portfolio in a rapidly changing marketplace,” says Jay Burkhart,
senior vice president, global aftermarket at Federal Mogul.
In addition to Johnson’s appointment, Federal Mogul has added
new functions and responsibilities to the North American sales and
marketing organization, including category insight
and analysis; customer transaction services; and
customer supply chain planning.
James Burkhart, senior vicepresident,
global aftermarket,
Federal-Mogul Corporation
Trusted aftermarket
products a boon for
struggling consumers
By: James Hilton
Federal-Mogul has an aftermarket network
that spans the globe across the US, Europe and
Asia, with products sold under a variety of brands
which include AE® engine products, ANCO® wipers,
Champion® spark plugs and wipers, Fel-Pro® gaskets, Ferodo®
brake pads, Glyco® bearings, Goetze® piston rings, MOOG®
chassis products, National® wheel-end components, Nural®
pistons, Payen® gaskets, Sealed Power® engine products and
Wagner® brake and lighting products.
In order to further boost its aftermarket products, Federal Mogul
launched its Smart Choice trade and consumer campaign in
May 2010 to enforce the message that using longer lasting, better
performing premium replacement products for the consumer’s
current vehicle is a better alternative to buying a new vehicle.
A few months ago, Federal Mogul launched a website, www.
TQBrakes.mobi, designed for smart phones and other mobile
devices. Using this site, customers can determine the correct
Wagner® ThermoQuiet® brake pads and shoes for nearly any
popular foreign or domestic vehicle. This website is the latest
addition to Federal Mogul’s other e-catalogues www.GetChampion.
mobi and www.GetANCO.mobi.
Automotive Industries spoke to Jay Burkhart, senior
vice-president, global aftermarket at Federal Mogul.
AI: Tell us about the recent changes in Federal Mogul’s
aftermarket business and what impact you expect the new
positions to have on the company’s aftermarket business.
burkhart: We have appointed Paul Johnson as vice president,
North America, global aftermarket, and have added new functions
in category insight and analysis; customer transaction services;
and customer supply chain planning.
Much of what we are introducing is built around the concept
of collaboration. Through our category analysis and consumer
insight group we will work with the customer to group appropriate
product lines together and manage them as a strategic business
unit. We will work closer with the customer on demand planning to
ensure we are providing world class customer service levels.
AI: What are some of the new technologies for the
aftermarket that Federal Mogul is planning to launch
in 2011?
burkhart: We have plans to grow our product
portfolio in 2011 through new products as well
as through line extensions. A distinct advantage
we have at Federal-Mogul is the strength of our
brands. For example, Champion is an iconic
brand known throughout the world and we will
be launching new routine service products under
the famous Champion bow-tie logo. MOOG is
another trusted brand, and we will expand its
offering in the steering and suspension category,
allowing more customers to enjoy the problem
solving benefits engineered into its offering.
Another segment of the market where we will launch
new offerings is in the mid-range product segment. As the
economic downturn has created a heightened sensitivity for price,
we will introduce new products in this market segment in a few
critical product categories.
AI: Tell us about your Smart Choice campaign and how
effective it has been.
burkhart: We have had great success with the Smart
Choice campaign. As the economy took a downturn, we talked to
consumers across the country about their views on vehicle repair
and maintenance. What was reinforced is that they planned to
hold onto their vehicles for a long time; or, in their words, “until the
wheels fall off.”
With that being the case, the smart choice for these vehicle owners
is to choose parts that are specifically designed for their vehicle,
improve vehicle performance, keep the vehicle on the road longer
and most importantly, provide a safer and more reliable vehicle.
The campaign was recognized by our peers with various awards,
and the feedback from our customers was equally as positive. AI
40 to read full version of AI stories go to www.ai-online.com

innovation
A uniform quality standard is imperative for automotive
suppliers with manufacturing locations across a vast geographical
area. ISO (the International Organization for Standardization)
has developed more than 700 standards for the
automotive sector.
ISO is the publisher of the technical specification ISO/TS 16949,
which has become the global benchmark for quality management
by automotive suppliers of production and aftermarket parts. Like
the earlier editions, the revised version of ISO/TS 16949:2009
develops a quality management system that emphasizes defect
prevention and the reduction of variation and waste in the supply
chain. It also includes detailed, sector-specific requirements
for employee competence, awareness and training, design
and development, production and service provision, control of
monitoring and measuring devices, and measurement,
analysis and improvement.
ISO was formed in 1947 as a developer of
voluntary International Standards and is based
in Geneva, Switzerland. The popularity of ISO
Rob Steele, ISO
Secretary-General
standards is partly due to its consideration of
emerging trends and needs in sectors.
Automotive Industries spoke to Rob Steele,
ISO Secretary-General.
AI: Why is ISO/TS 16949 the most widely used quality
specification by automotive suppliers?
steele: Before ISO/TS 16949 was developed, multiple
national automotive quality standards were in use, in addition to
the quality specifications required by the major manufacturers.
The supplier could also have customers outside the sector who
require ISO 9001 certified suppliers, creating different standards
or even different specifications for the same base component of
product. Multiple standards also meant multiple audits for supplier
organizations, all of which created redundancy and inefficiency for
vehicle manufacturers and their suppliers.
The solution to the problem was to replace the multiplicity of
standards, and the inconvenience and inefficiency of multiple
audits, by harmonizing quality requirements on ISO 9001 model
which, with sector-specific additions, became ISO/TS 16949.
AI: Tell us about how ISO works with the automotive industry
and national trade bodies to develop ISO/TS 16949.
steele: The technical committees that develop ISO standards
comprise national delegations of industry experts, regulators,
consumer representatives, scientific experts and other stakeholders.
standards a
prerequisite for the
automotive supply chain By: James Hilton
ISO/TC 176 is made up of representatives appointed by 81 ISO
national members and a further 25 ISO member countries who
observe the work.
TC 176’s partner for ISO/TS 16949 is the International
Automotive Task Force (IATF), which brings to the table a strong
consensus on the needs of the sector from manufacturers and
national trade bodies.
AI: What are some of the most important standards
created for this sector?
steele: The focus of this work is ISO/TC 22 which has so far
developed 724 standards. These standards address basics such
as wheels, braking systems and road holding ability, as well as
crash protection, child restraint systems and ergonomics. Many
aim to improve compatibility, interchangeability and safety, or to
provide the requirements for harmonized test procedures
for evaluating performance.
AI: What are some of the upcoming ISO
standards for the automotive industry?
What areas in the industry are prioritized
in terms of creating standards?
steele: Functional safety will be covered
by ISO 26262 which will provide global
guidelines for the safe design of electronic/
electrical systems. ISO 15007, which
deals with the measurement of driver visual
behavior, is now being updated to take
account of new technologies, particularly eye
trackers. The already published three-part ISO/
TS 22239 on child seat presence and orientation
detection systems is especially important.
ISO 6469 will ensure the safe handling of battery electric
vehicles and hybrid electric vehicles, covering safety from electric
hazards, on-board rechargeable energy store systems, and protection
against failures. Also under development is ISO 12405, which
provides test specifications for lithium-Ion traction battery systems.
ISO 15118 focuses on the interface between electric vehicles and the
grid, including communication links and protocols. AI
The ISO Central Secretariat in Geneva.
Automotive Industries 41

innovation
Growing demand
for test fuels
By: Lenny Case
There is more than branding and semantics to the change
of the name, Haltermann Products Test and Reference
Fuels, to Haltermann Solutions – with the company
continuing to be North America’s leading manufacturer of
test and reference fuels for the automotive industry. The
new name shifts the Texan company’s identity from being
simply a supplier of specialist fuels to one that offers
total product and service solutions.
“This is a reflection of our recent diversification
efforts. We are more than just a test and reference
fuel supplier to many of our customers, as we
Wayne Petersen,
president and general manager
of Haltermann Solutions.
provide solutions for any company which has
special, unique or demanding fuel requirements.
For example, we now sell fuels and propellants for use
in the aerospace industry as well as the aviation market, both
of which have demanding requirements and unique formulations,”
said Wayne Petersen, president and general manager of
Haltermann Solutions in an interview with AI.
The legal entity has not changed, and the company remains
a division of Johann Haltermann. The Houston, Texas-based
Haltermann Solutions has over 50 years of experience in providing
solutions to engine and part manufacturers, test laboratories,
government entities, gas and oil additives manufacturers, and
aerospace and aviation companies that require complex gasoline
and diesel test fuel.
Haltermann procures and blends a variety of refinery streams along
with specialty chemical and other hydrocarbon products to achieve
the often demanding specifications requested by its customers.
The company has three facilities in Michigan: one as a terminal
to produce high-volume, inventoried fuels; the second for specialized,
custom smaller quantity fuels, and the third for storage of
finished drummed fuels. Similarly in Texas, Haltermann has three
sites for its San Antonio based customers and others in the region.
According to Haltermann Solutions, having multiple sites,
each with unique capabilities, has given the company the ability to
respond quickly to customer demands.
“We select the assets needed to manufacture a specific fuel
based on customer locale, required volume, fuel type and logistics
requirements. Our other divisions’ capabilities for custom chemical
processing include large scale distillation, fractional distillation,
reactive distillation, fixed-bed hydrogenation, oligomerization,
esterfication and transesterfication reactions, aldol condensations
and isobutylene reactions. These capabilities allow us to
manufacture unique feed stocks in-house, when required,” says the
company. It also manufactures solvents such as Acetonitrile,
Diacetone Alcohol, Haltanol, Hexylene Glycol, Isopropyl
Acetone, Isoproply Alcohol, Methyl Isobutyl Carbinol,
Methyl Isobutyl Ketone, and Propylene Glycol
Monomethyl Ether Acetate.
Automotive Industries (AI) asked
Petersen what changes became
evident at Haltermann Solutions after
the name change?
Petersen: To be honest, change was
well underway at Haltermann Solutions
before our name changed. We have made
significant investments in both people and
systems over the past few years to enable us to
consistently, reliably and quickly deliver “solutions”
to our customers. I think the change to our name is
just another step in our journey of what we are trying to
be - more of a total “solutions” provider, whether that solution
is a product, technical answer or a service. A change that may not
be obvious to our existing customers is our deliberate expansion
to serve other test fuel markets. Anyone visiting our new web site,
www.haltermannsolutions.com, will notice that we serve many more
markets than just “automotive”. While this may be a surprise to many
of our customers, there is a great deal of similarity in the process in
which test fuels are developed, regardless of the market needing the
test fuel. This puts Haltermann in an ideal position to also serve the
complexities required by these markets. These markets represent a
deliberate area of emphasis for our company going forward.
AI: Will the new identity help Haltermann with future
growth?
Petersen: Absolutely. There is a European company that has
our previous name which confused our customers. But our new
identity has changed that, and our new website provides a unique
and useful portal for those searching for products. We have now
listed all of the markets we serve, so that customers will see that
we can serve their specialty fuel needs.
AI: What gives Haltermann Solutions’ test and reference
fuels an edge over competitors?
Petersen: We believe we excel in all service areas. First, we
have 50 years of specialty fuel formulation experience which is a must
for the demanding fuel requirements of our customers. Next, we like
42 to read full version of AI stories go to www.ai-online.com

to think we are a relational and highly responsive company. Whether
from sales, customer service or technical service and development,
our employees are motivated to provide prompt, personal and
responsive service. Finally, our manufacturing model provides us a
great deal of flexibility when responding to our customers’ needs.
AI: Please give us an example of how automotive
companies have used your fuels.
Petersen: Our customers use our fuels in a wide variety of
applications. One example is to model fuels for automobiles in
particular regions, such as China. These fuels contain components
not used or typically found in North America such as methanol
or MMT. Haltermann has successfully formulated these fuels for
our customers so they can complete their comprehensive vehicle
testing with confidence.
AI: What opportunities do you see in the transportation
sector?
Petersen: Pressure will continue on OEMs to produce cleaner
and more environmentally friendly vehicles using next generation
alternative and renewable fuels such as algae biodiesel, cellulosic
ethanol, bio-butanol and the like. A great deal of this is already
mandated in the Renewable Fuel Standard 2 (RFS2). This will
require fuel testing on fuels with increasingly higher renewable
content. There will also be more stringent standards to reduce
NOx, sulfur emission and CO 2 for every mile logged by a vehicle.
Finally, there will be a need for higher fuel densities.
AI: What are some of the challenges facing your industry
and how do you see Haltermann Solutions meeting these
challenges?
LEFT: A fuel station in Fanya, China – fuels in this region
contain components not used or typically found in North
America such as methanol or MMT.
Petersen: A significant challenge that has resulted from
the recent economic downturn and corporate restructurings is
the tremendous pressure on our customers to optimize their
R&D processes with limited resources. Haltermann Solutions
has responded by continuing to look for ways to reduce our
manufacturing costs and pass these cost savings back to our
customers. For example, in 2010 we were able to identify a
different asset in our popular fuel, HF0580, which resulted in cost
savings of over $1.50 per gallon. We passed the entire saving
back to our customers in the form of a price reduction.
Another challenge is if new fuels such as E-15 or E-20 may not be
able to be used in older model cars. Finally, the automotive industry
is moving toward higher pressures in common rail diesel engines that
will require fuels with cetane levels of 50 and higher. This may not be
possible with current petroleum diesel, and may present opportunities
for higher cetane blend stocks like hydrogenated vegetable oils that
are then cracked to give required C-8 to C-10 fractions. Haltermann
Solutions stands ready to serve our customers in any way we can to
supply these new fuel requirements for their testing and evaluations. AI
“Green Crude” produced by Sapphire Energy is an example
of the new generation of biofuels. Sapphire Energy
describes its “Green Crude” as a “renewable crude oil that
is a result of our proprietary process of turning sunlight,
CO 2, and algae into green oils to be refined into fuel”.
Automotive Industries 43

innovation
Stricter emission regulations around the world are testing
the capabilities and creativity of development engineers
and designers.
One of the leaders in design, simulation and testing is
German firm DIF - Die Ideenfabrik GmbH (the idea factory). The
company’s focus is on the design and development of combustion
engines, emission reduction and power-train systems.
It provides a range of engineering services, which
starts from developing the idea, taking it to the
concept phase, and then to prototyping and
handover into series production. DIF uses
Bernd Danckert, chairman and CEO
of DIF - Die Ideenfabrik GmbH
the latest simulation, engineering and testing
techniques.
The key activities are concept and product
development, analysis/simulation, 3D & 2D
design, quality management engineering, production
engineering, power train integration and field engineering.
Together with different partners, such as EMITEC (in the case of
the emission reduction systems), innovative turn-key solutions for
the future are delivered.
DIF was earlier known as Makon Engineering. In 2009,
the company changed its name to DIF. Makon had 30-years
of experience in developing assembly lines, special purpose
machinery, plant equipment, as well as automation systems in
South Germany. The company was taken over by Bernd Danckert
in mid-2007, and renamed DIF Die Ideenfabrik GmbH in 2009.
It is building a new test center in Friedrichshafen on the Lake of
Constance in Southern Germany.
The center will focus on power trains – engine and transmission
- and emission reduction solutions for industrial combustion
engines for ships, railway locomotives, trucks and special vehicles.
Starting with engine
design to meet emission
targets By: Lenny Case
DIF - Die Ideenfabrik (the idea factory) emission solutions
Once completed, it will have five fully equipped test benches up
to 2MW for complete power train systems. There are plans to
increase this number to 10 in the future.
Automotive Industries (AI) asked Bernd Danckert,
chairman and CEO of DIF to tell us about the after-treatment
or post-combustion devices the company is working on.
danckert: DIF is currently working with EMITEC on
SCR systems to reduce nitrogen oxides in the exhaust
gas of industrial diesel engines. These systems
are individually adapted to our customers’
needs, and have an optimum efficiency
for the individual installations. DIF is using
trend-setting SCR system components
from EMITEC (EMITEC NoNOx technology
in combination with EMITEC metal SCR
catalysts). We can adapt this technology at
a reasonable price to the cramped engine
room conditions of special vehicles such as
leisure yachts.
For applications where particle reduction is
needed, DIF supplies SCR systems in combination
with diesel particulate filter systems. For active
regeneration systems we normally prefer HC dosing units
together with oxidation catalysts – but also passive regenerated
partial flow filters (such as EMITEC PM-Metalit) can be excellently
integrated into SCR systems - it depends on the customer’s and
the legal requirements. For modern diesel engines with power
ratings above 560kW especially for off-highway applications SCR
technology is sufficient and preferred.
AI: You are integrating complete power trains as well?
danckert: DIF recommends the best layout for the engine
when a power train is being integrated into a vehicle. We normally
start with a complex product analysis, and select the optimum
overall system for the special application like engine, propulsion
and after treatment system for the vehicle. If needed, DIF will
optimize and re-engineer the power train. Today’s power trains run
with partially oversized engines. Therefore, one of the first jobs is
44 to read full version of AI stories go to www.ai-online.com

normally a down-sizing. This reduces the weight of the powertrain
and therefore improves fuel efficiency. There are benefits on the
emission side as well, as both engine and exhaust temperatures
are higher.
AI: What is your normal method of operation?
danckert: We start by analyzing the customer’s product, or
– if the product is still under development – a comparable model
that is already available. Using these results, we can select the
optimum parts for the power train. We sometimes also optimize
or reengineer some parts in order to get the best compromise in
every part: performance, economy and ecology. We prefer SCR
systems for heavy, expensive industrial diesel engines. It makes
them far more fuel efficient and robust. In many cases, we can do
without the particulate trap – which lowers the back pressure and
increases the reliability of the system.
AI: What about exhaust gas recirculation systems?
danckert: We believe that a low PM combustion process can
be realized with pure internal exhaust gas recirculation for engines
with 560 kW and above to reach US EPA Tier 4 emission limits.
When it comes to engines with power ratings below 560kW, an
external EGR system might eventually be necessary with moderate
EGR rates for high dynamic requirements. This is to put the NOx
engine out emissions towards 4 g/kWh. NOx values are further
reduced in a SCR system with ~90% conversion rate to comply
with Tier 4 limits. Our goal is to have simple engines with high
pressure injection, optimized turbo charging and - if possible -
without an EGR system for better reliability.
AI: How has DIF helped OEMs meet the NOx control
schemes under the US EPA 2010 limits?
danckert: DIF helped marine and construction equipment
manufacturers to meet US EPA 2010 limits through the development
of a wide range of highly efficient SCR after-treatment systems,
which are affordable for, e.g. single yacht owners. These projects
often started by considering and correcting the inner engine
emissions before finally developing the appropriate SCR system.
DIF sets a high value on fully exploiting the available opportunities
for optimizing the combustion processes.
AI: What is the future of diesel emissions control?
danckert: The future of diesel emission control should be
based on SCR systems that allow fuel efficient engines with a
modern combustion process based on high injection pressures
and optimum turbo charging in order to provide the necessary
amount of oxygen. This offers some potential for lowering the
CO 2 emissions.
For special applications, ammonia instead of DEF might be
possible, since the systems are more efficient regarding the volume
to evaporate in the exhaust system and to store ammonia water
solution on board the vehicle.
AI: What are you working on at present?
danckert: We are developing airless SCR systems with DEF
nozzles that inject a fine spray in the inner part of the exhaust line.
Besides this, we are working on systems for thermo management
within the exhaust line - especially for marine applications in order
to get higher after-treatment efficiencies especially in the sector
where diesel particulate filters can be avoided. Much work is
spent on innovative SCR dosing configurations that lead to higher
conversion rates of 95% and higher. These techniques are currently
in the development process.
Beside these techniques, we are currently developing
a new design method in cooperation with the University of
Stuttgart. We are developing a so-called design language
for the computer-supported development of exhaust aftertreatment
systems, for realizing far lower turn-over times in the
development cycles and therefore a real competitive advantage.
We believe that innovative development tools made by their
potential users, used and back-checked day by day at work
give us a great advantage for complex system engineering in
future power-train systems including the after treatment and
the necessary components. Our special capabilities in design
analysis and testing gives DIF a great advantage for the huge
challenges, particularly in the area of special on/off highway
and marine vehicles with their high complexity and hundreds
of different variants, which will soon need to comply with new
emission legislation. AI
Automotive Industries 45
Project example: Nimbus
365 Coupé with a Volvo
Penta D6-370 IPS in the
Lake of Constance. 75%
NOx reduction with Ringkat
SCR-system and 60%
particulate reduction with
integrated PM-Metalit.

innovation
retrofitting diesel
particulate filters to reduce
warranty claims
By: Lenny Case
Warranty claims can be reduced through the retrofitting of new
diesel particulate filters designed for low-heat applications.
Developed by Danish firm Liqtech, the 150 cpsi silicon carbide
diesel particulate filters (DPF) for high soot loading applications,
are designed for passive emission control systems. Liqtech
filters specializes in applications with low heat exhaust,
and says its 150 cpsi range can cut warranty claims
when passively regenerated filters are subject to
long periods of low power. In addition to its
Lasse Andreassen,
LiqTech CEO.
durability in difficult operating conditions, the
new 150 cpsi DPF has been designed to catch
the smaller diesel particles produce by Euro 3, 4
and 5 diesel engines and has been verified to filter in
excess of 99% of nanoparticles.
LiqTech was founded nearly a decade ago and manufactures
silicon carbide diesel particulate filters that use vapor phase
sintering to allow a high soot load capacity and temperature
resistance for higher than 1,100°C. This capacity is between 10
to 18 grams of soot per liter. LiqTech filters are used in catalyzed
passive, electric, and burner emission systems targeted at Tier III
applications, filtering more than 99% of particulate matter.
LiqTech’s initial mission statement was to design liquid and gas
honey comb wall flow filters. In 2002 the company started selling
silicon carbide DPFs in Europe and in 2004 in North America. In
2005 LiqTech NA opened a plant in Minnesota, USA, to serve
the North American market. The company has thousands of
its DPFs on the road, with a significant percentage
operating for over 250,000 miles, it says. LiqTech
products are sold in 15 countries around the
world, exporting 50% of its products from its
Denmark and North America plants.
Liqtech facilities are ISO 9000-2008
certified with complete quality management
systems in place. The company has
employed a flexible design and manufacturing
system that can customize systems for
customer requirements. Continuous product
improvements have lowered product costs
by over 20% over the last three years by
localized manufacturing facilities in Europe and
North America and minimizing freight costs. The
company says that its markets have grown rapidly
over the last four years as it sells its products to the retrofit
markets in North America, Europe and Asia
Automotive Industries asked Lasse Andreassen, LiqTech
CEO, what range of DPFs the company produces.
Andreassen: Liqtech filters are available for all sizes of diesel
engines, from one inch to 15 inches in diameter and of lengths
from three inches to 20 inches; in addition to those for square,
race track and ellipse shapes. Filters are available in 90 cpsi,
150 cpsi, 180 cpsi and 250 cpsi configurations. The 90 cpsi
46 to read full version of AI stories go to www.ai-online.com

DPFs have the highest soot loading capability and are typically
used in retrofit application and in systems that use electric and
burner regeneration methods. 150 cpsi filters, with a soot load
capacity of 11-12 grams of soot load per liter, are typically used
in applications with passive regeneration, or in applications where
the DPF is catalyzed for passive regeneration; with an active backup
system.
AI: What are Liqtech’s automotive capabilities and what
are your company’s objectives in this sector?
Andreassen: Our main business today is serving the retrofit
system manufacturers and exhaust manufactures. This market is
still expected to continue to grow for another decade, especially
in the non-road market. The marine environment is also looking
for solutions that benefits filters of silicon carbide. We are also
constantly working with customers to develop state-of-the-art
systems that will be the preferred choice for the OEM market.
AI: What is Liqtech’s expertise in automotive diesel
particulate filters?
Andreassen: LiqTech filters have been approved in over 25
certified emission systems in Europe and North America. LiqTech’s
main competences today are manufacturing honeycomb structures
in porous SiC with emphasis on durability, flexibility, cost price and
high customer satisfaction.
AI: What is Liqtech’s vision of the future of optimized
emission control?
Andreassen: LiqTech is focused on working in partnership
with customers, coating suppliers and industry experts to help
develop smaller, cost effective systems for the industry that
keep back pressures low while cutting down on the size and
complexity of the systems currently in the market. Some of the
steps Liqtech is currently taking include developing filters with
higher porosity, adding high filtration membrane technology to
filters with high porosity, and improving the production process
that minimizes customer warranty losses when regeneration
fails to occur.
AI: Tell us about your company’s tagline – ‘Keeps the Sky
Blue’ – how does Liqtech keep this motto alive?
Andreassen: It’s fulfilling to know that you contribute to
reducing carbon emissions which provides cleaner air, and a
bluer sky. AI
“
LiqTech filters have been approved in over 25 certified
emission systems in Europe and North America. ”
Automotive Industries 47

innovation
Gearing up for growth
in cVt demand By: Alan Tran
Demand is growing for Continuously Variable Transmissions
(CVTs) for both vehicles designed for city traffic and those
powered by batteries or a hybrid combination, according to
Punch Powertrain.
A CVT is said to anticipate the driver’s needs (e.g. more or less
power), and tailors its near-infinite ratios accordingly. By adapting
the transmission ratio to the torque curve of the engine, the CVT
thus delivers optimized engine performance and responsiveness.
Founded by DAF in 1972, the company is among the
technology leaders with the launch of the legendary Variomatic,
which is the forerunner to the current CVTs. The company has built
on this expertise, focusing on the development of CVTs, hybrid
powertrains and variators, as well as the flexible production of
pulleys and hydraulic steering units.
The Punch Powertrain CVT is designed for front-wheel drive
vehicles with transverse engines. It is claimed to set new standards
in comfort and driving dynamics through the mid-range torque band
in particular. The company has also developed a hybrid powertrain
based on the VT2 for B and C segment passenger cars. It has a
30kW integrated electric motor, a 3kWh lithium iron phosphate
battery pack, coupled with a 1.5 liter, four-cylinder gasoline engine
(77kW – 144Nm). It is plug-in ready, and offers a 25% cent fuel
efficiency gain. The company says that performance is equal to a
2.8 liter gasoline engine.
The VT2 has an external ratio and clutch control, while an
optional oil pump for full and plug-in hybrids further optimizes
the efficiency of the CVT and enables the car to drive purely on
electricity for more than 10 miles.
Automotive Industries (AI) asked Cor van Otterloo, CEO of
Punch Powertrain, what the market potential is for CVTs.
Van otterloo: Our target market is A, B and C-segment
vehicles worldwide. We strongly believe that smaller cars with an
“
Our new hybrid powertrain is using
SR (switched reluctance) technology,
where we connect the electric power
directly to the final drive to avoid any
loss caused by the transmission.
”
- Cor van Otterloo, CEO of Punch Powertrain
engine displacement from 0.8 liter up to 2.0 liters will dominate the
market. Total demand for CVT is estimated to be 7.5 million units by
2016. Our CVT is state of the art, and we are the only CVT manufacturer
that is completely independent and not linked to any OEM.
AI: Tell us about the new hybrid powertrain that Punch
Powertrain has developed – what kind of customer feedback
have you received?
Van otterloo: Our new hybrid powertrain is using SR
(switched reluctance) technology, where we connect the electric
power directly to the final drive to avoid any loss caused by the
transmission. This brings an additional saving of around 8%, which
counts twice - both in EV driving mode, and in regenerating mode.
We are unique with this concept. The additional advantage is that
the length of the powertrain is not increased, so there is no need
to change anything on the chassis or crash box of the vehicle. This
is highly appreciated by our customers.
AI: How popular has your VT2 been? Please tell us a bit
about how the VT2 was developed and how your new hybrid
powertrain was developed.
Van otterloo: The fact that we are doubling our sales every
year tells enough on the popularity of our VT2. For the development
of the hybrid, we listened carefully to our customers who are
asking for a solution that is affordable to the end customer without
all kinds of government incentives, that fits in existing bodies, and
has a CO2 reduction of at least 25%.
AI: Tell us about your marketing strategy that has
helped your company become one of the top three CVT
manufacturers in the world.
Van otterloo: We focused on the growing markets first. This
explains our focus on Asia. We have a no-nonsense approach
towards our customers, giving them full service, education and
training of their dealer network.
48 to read full version of AI stories go to www.ai-online.com

PUNCH Powertrain is an independent O.E.M. developer
and manufacturer of continuously variable transmissions
(CVT) and electrical and hybrid powertrains for
passenger cars.
AI: How does your approach differ in Asia compared to
other regions?
Van otterloo: We have no specific approach for Asia.
However, we have chosen to act as a local company in the region.
This means that we work with an excellent Chinese staff in Asia,
serving our customers in their own language and culture.
AI: Punch Powertrain faced a rough year in 2009. How
did the company manage to overcome the recession and
other problems?
Van otterloo: This was a painful period for us. We were
just at the production ramp up of the first customers and in
need of working capital to finance the supply lines, when the
financial crises hit the world and also our mother company
Millions of Euros have been invested in Punch Powertrain
since it was bought in 2006 from ZF by Punch International.
A 30% share of Punch Powertrain was sold to investment
company Limburg (LRM) in 2009. This was increased to
100% in 2010. LRM facilitated a €24-million joint investment
in Punch Powertrain by Gimv Buyouts & Growth Belgium
(€18-million) and Capricorn Venture Partners of Belgium
(€6-million) in April 2010. Punch Powertrain has raised
another €30-million in bank credits to sustain its growth.
“We are very proud that new investors like Gimv and
Capricorn join LRM as shareholders. This additional capital
allows Punch Powertrain to realize its ambitious growth
plan in the years to come, through a solid expansion of
production capacity, as well as the launch of innovative
drivetrains for vehicles,” says Cor van Otterloo, CEO of
In developing the new generation CVT and hybrid
powertrains optimum performance, Punch says the
combination of minimum fuel consumption, low emissions
and driving pleasure is key.
Punch International. We had to start looking for alternative
funding, which we found in three new shareholders. We went
through tremendous cost cutting in that period to survive.
Nevertheless, we and our employees never lost faith in our
future.
AI: What are your company’s plans for 2011 in terms of
product launches and gaining new customers?
Van otterloo: Our target for 2011 is to increase the amount of
customers from 12 to 15 this year. Parallel to our hybrid powertrain
we will launch a full EV powertrain with a 60 kW electric motor and
all necessary controls, suitable for B and C segment cars. Also the
VT2+ will be launched, giving a 6% better efficiency compared to
the VT2. AI
Funding fuels Punch Powertrain growth
Punch Powertrain.
The investment companies’ interest rose from the product
portfolio of Punch Powertrain. The company is one of the
top three manufacturers of CVTs, and is a major player in
the Asian automotive market. Its client list includes Asian
OEMs Proton, BYD, Greatwall, Haïma, CMC, Southeast and
Geely (which acquired Volvo).
In addition to CVTs, the company is using this funding
to develop a whole generation of drivetrains for hybrid and
electric cars. Capacity at the company’s production plant in
Sint-Truiden, Belgium, has been increased to 240,000 sets
of key components a year. They are assembled in a new
Chinese plant, which has a design capacity of 450,000 CVTs
a year on three production lines.
The company has ISO/TS 16949:2002 certification. AI
Automotive Industries 49

innovation
The automotive industry is highly vulnerable to time delays
caused by freight and transport problems over long
supply chains.
This can lead to the loss of millions of dollars if assembly lines
are shut down or if products are not delivered to customers.
Priority Freight is an international emergency freight solutions
management specialist which helps companies manage such
risks. The family-run company was established in 1996 in Dover,
England, and serves a range of time-critical industries such as
automotive, aerospace, energy support and defense.
Priority Freight says manufacturers are increasingly
seeking the reassurance of emergency response
services based on a formalized relationship
with known personnel. Should an incident
Andrew Austin, chief executive
officer of Priority Freight.
occur, a solution can be instigated
immediately based on a firm understanding
of the manufacturer‘s own business and unique
supply chain.
The company’s position as a leading one-stop for
emergency freight solutions was recognized when Jaguar
Land Rover, part of Tata Motors, awarded a contract to Priority
Freight for the provision of emergency freight solutions in early
2010. Priority Freight says it was chosen by JLR for its strengths
in the areas of linguistic capability, 24-hour operation, visibility,
traceability, ongoing customer support and security.
Priority Freight on the road.
time critical
freight service keeps
wheels rolling By: Lenny Case
Priority Freight’s effectiveness was proven soon after the
contract was signed, when British airspace was closed after the
Icelandic volcano eruption. Priority Freight immediately adapted
its worldwide network, utilizing areas not affected by the ash,
by chartering an Ilyushin 76 aircraft. The company successfully
controlled the rigors and complexities of communicating between
the various parties, such as the logistics of varying quantities of
products from the involved suppliers and OEMS, in a situation
that was changing hour-by-hour. Despite the potential threat of
shutdown for three UK manufacturing plants, Jaguar
Land Rover was able to sustain its increasing sales
volumes (global year-on-year sales were up by
12% in April 2010) during this challenging
time.
“What we were most proud of was being
able to prove to Jaguar Land Rover the
real benefit of us focusing on the premium
sector rather than giving all of the business
to one operator,” says Neal Williams,
managing director of Priority Freight.
The company has significant numbers of
multi-lingual staff based in its European offices
and a network of over 600 strategically located
partner companies that can collect from virtually
any global location on the same day, usually in under
two hours.
Some of the other critical projects Priority Freight has
recently undertaken include the urgent shipment of 51 tons of car
parts for a production line from Canada to the United Kingdom.
The goods needed to be collected and delivered within five days of
request. Priority Freight provided a solution by scheduling air cargo
and air charter providers, using flights with scheduled airlines to meet
the delivery deadline. The company then organized road transport
in Canada and the UK to and from airports and delivered the goods
intact and on time. Priority Freight’s rates were significantly cheaper
than the nearest competitor, according to the company.
Similarly, a major French Tier I automotive supplier asked Priority
Freight to move four cartons of automotive parts from its factory
in Northern France to Curitiba, Brazil. “The safest and most cost
effective way to avoid a costly line stoppage at the OEM in Brazil was
to arrange an on-board courier. A multi-lingual office team member
with vast international travel experience, who could also deal with
virtually any potential issue en-route was selected to accompany
the freight. All flights and train tickets had been booked - including
internal flights within Brazil, all customs procedures arranged and
agents in Sao Paulo were ready to assist with connecting flights
to the destination 450 km south of Sao Paolo. Loading on Friday
morning, the courier personally delivered the parts to the factory
the next day – and production was not affected.
50 to read full version of AI stories go to www.ai-online.com

Automotive Industries (AI) spoke to Andrew Austin, chief executive
officer, and Neal Williams, managing director, of Priority Freight.
AI: How much of your business is automotive?
Austin: We are a significant player in the automotive market
and find it to be a dynamic and challenging environment to operate
in. The size of this logistics environment, plus the willingness of
most of those involved in the industry to consider a range of
responses to their logistical issues, means that this is the dominant
market that we are involved in.
AI: What are the supply chain logistics systems involved
in the auto industry, and what are your company’s
automotive OEM and Tier I capabilities?
Austin: The complexity of the global automotive
supply chain is such that it means that Priority
Freight is involved in many aspects of logistical
services, everything from scheduled routes
to dedicated transport, and all modes of
transport – by sea, land, or air. We also
perform personalized services including
specific air charters of hand-carried
consignments, depending on the solutions
designed. We work with all major OEMs and
Tier 1 suppliers, and are intrinsically familiar
with the industry, its requirements, and the
various nuances of the automotive sector.
AI: What integrated logistics services
and time-critical express transport services
do you use for the automotive industry?
Austin: On a daily basis, we “knit” together solutions using
a variety of modes in order to provide an integrated solution to
the customer’s issue. This can involve collection and delivery
by van, trucks of various weight capacities, air-freight or aircharter
by aircraft or helicopter, and short- and deep-sea
shipping routes. With an extensive network of suppliers, all
major eventualities can be resolved.
AI: Are you planning to increase Priority Freight’s
global footprint?
williams: We are planning to increase our presence in a
number of markets, as witnessed by the recent opening of offices
in both Germany and Russia. We are particularly excited about
emerging opportunities in Asia. Further locations are planned for
Europe to increase our presence, and to fulfill customer demand,
AI: What are the challenges of doing business in
developing countries?
williams: There are many challenges in working in
developing countries, including taut and complex
supply chains due to distances involved, cultural
differences, and the maturity of support
operations in those locations. Additionally,
experienced personnel have to be
seconded to the various new locations, to
supervise the establishment of indigenous
manufacturing sites. Priority Freight is
regularly called upon to help resolve such
issues relating to the supporting supply chain.
AI: What has gone into the development of Priority
Freight’s network of associates around the world?
williams: Apart from a considerable investment in time
and money, much focus has been on introducing the Priority
Freight culture into the new operations, to ensure that a
consistency of service to our customers is achieved, to the
benefit of a long-term relationship in the various locations in
which we operate. AI
Automotive Industries 51
The Priority Freight headquarters in Dover
Neal Williams, managing director
of Priority Freight.

innovation
The 109th session of the China Import and Export Fair, also
known as the Canton Fair, will start on April 15, 2011. The
first phase will be held from April 15 to 19 and the second
phase from May 1 to 5, 2011.
The Canton Fair is held biannually in Guangzhou, China, every
spring and autumn. The first Canton Fair was held 53 years ago in
1957 and has grown to be the largest exhibition in China covering
a gamut of industries, including the vehicles and the vehicle
spare parts sector. The Canton Fair acts as a facilitator
between international and Chinese businesses at
many levels including economic and technical
co-operations and exchanges, commodity
inspection, insurance, transportation,
advertising, consultation, and more.
Canton Fair exhibition
venue at night
The 108th Session of the Canton Fair
in November 2010 attracted 200,612
overseas buyers from 208 countries and
regions around the world. The number of
buyers from the European Union and the United
States significantly increased from the previous
year, with European visitors increasing by 23% to a total
of 41,735 buyers. Declines in numbers were seen in Asian buyers
(109,536 down 7.8%), the Americas (28,879 down 1.61%), Oceania
(6,180 down 11.25%) and Africa (14,282 down 12.64%).
“The 108th session’s buyers were mostly from Hong Kong SAR
(26,935), the United States (11,725), Taiwan Province (8,737), Iran
(6,829) and Russia (6,598). Among the total buyers, the number of
repeat buyers reached 135,403, accounting for 67.5% of the total.
The number of new buyers reached 65,209, accounting for 32.5%
of the total overseas buyers,” says Liu Jianjun, vice secretarygeneral
and spokesperson of the Canton Fair.
According to Liu Jianjun’s analysis, despite the drop in buyer
attendance, business turnover registered a slight increase,
showing that the proportion of effective buyers relatively increased
in the 108th session. Market differentiation also shows that
different countries have experienced different conditions in the
recovery of domestic markets. The foundation of world economic
recovery has, therefore, not been consolidated and the future
remains uncertain. Liu Jianjun says that with the impact of the
Canton Fair brings
in effective buyers
in downturn By: Alan Tran
rising price of raw materials and appreciation of RMB, the pressure
of bargaining for export enterprises increases greatly.
The fairs’ organizers strongly implement measures for the protection
of Intellectual Property Rights (IPR) during exhibitions to fight the selling
of counterfeit and shoddy goods. The Ministry of Commerce holds the
Canton Fair IPR protection meeting which enhances the companies’
awareness of IPR protection. Of 884 complaints in the last session,
544 of them were identified as suspected cases of infringement. This
is the same level as the previous session, although the
amount of complaints regarding copyright and alleged
copyright infringement decreased by 50%.
“Notably, the number of successfully
defended companies in patent cases
increased by 62%, reflecting that the
awareness of IPR protection among
foreign trade enterprises has enhanced,
and they can reliably use
the national laws, Canton Fair IPR
protection regulations and other legal
means to protect their legitimate
rights and interests,” say the Canton
Fair’s organizers.
The recent sessions of the Canton
Fair have seen improvements in facilities,
such as an increased capacity in the
international pavilion. A newly established
Brand Zone showcased a number of hightechnology
products and energy saving exhibits
from European and American companies. In the vehicle
spare parts section, products such as engines, cooling, lubricants,
transmission parts, steering and brake parts, vehicle dashboard
parts, and automotive electric equipment were highlighted. In
addition to the physical exhibition of the Canton Fair is the online
version – the Canton Fair Online. Both the actual as well as the
online version of the fair help boost exports as well as imports.
“At present, the Canton Fair embraces new development
opportunities. China Foreign Trade Centre, the organizer of the
Canton Fair, will implement the guiding principles of “specialization,
marketization, legalization, industrialization, and internationalization”
by strengthening its efforts to invite buyers, promote the International
Pavilion of the Canton Fair, adjust the organization structure, and
improve the Canton Fair’s service. To promote the economic
and trade development and cooperation between China and the
outside world, we will foster a better environment and create more
business opportunities to develop the Canton Fair to be a world
class exhibition,” said Wang Zhiping, secretary-general of the China
Import and Export Fair in a press release. AI
52 to read full version of AI stories go to www.ai-online.com

innovation
smartphones Smartphones –
making the right call
By: James Hilton
With worldwide sales rising from 178 million units in 2009
to 478 million in 2014, smartphones are becoming the new
standard in the mobile phone market.
Customers rely on their smartphones for location-based
services that help them in their everyday lives. Customers also have
become accustomed to customizing their phones by installing their
favorite apps for productivity, entertainment and social networking.
This spectacular change in market mix and customer behavior
led Parrot, a reference supplier in connectivity solutions for the
automotive world, to create a new module, FC6100, designed for
the OEM industry, aimed at integrating smartphone features in the
vehicle environment.
Automotive Industries (AI) spoke with Parrot’s executive
vice president, Eric Riyahi, to learn more about the FC6100
and asked him how the FC6100 had evolved from the
previous CK5xxx modules generation.
Riyahi: The CK5xxx series has been adopted by many Tier
1 companies for vehicle manufacturers worldwide, in both mass
markets and premium segments. Today, the FC6100 includes
all the CK5xxx generation’s existing features such as hands-
free telephony, multimedia connectivity, best-in-class acoustics
and voice recognition. The FC6100 enhances these features by
introducing a framework based on Android along with continuous
Internet connectivity. This combination allows features such as
Internet radio, point of interest (POIs) management, off-board
navigation, and other apps customers rely on in their everyday lives.
The FC6100 brings together Parrot’s knowledge in automotive
connectivity software libraries and the booming use of mobile
Internet access based on Android.
AI: What in-vehicle infotainment experience can
customers expect thanks to the FC6100?
Riyahi: Customers can expect to use their FC6100-powered
unit the way they use their smartphone for productivity and
entertainment, e.g. road maps, internet radio, weather, internet
browsing, navigation, messaging and traffic information. New
apps will be integrated depending on customer demand. In theory
all Android marketplace apps can be integrated as long they have
been validated by the car maker. The end user will have access to
these apps through the car maker’s app store.
AI: What are the key factors of success for this module?
Riyahi: Parrot contends that connectivity is a commodity. The
FC6100 is a platform targeting innovative mass-market vehicles.
It is meant to be used by the main equipment manufacturers to
54 to to read full full version of of AI AI stories go go to to www.ai-online.com

3g+
dUn-pan
speaker-Independent
voIce recognItIon
playlIst
ManageMent
“ Customers can expect to use their FC6100powered
unit the way they use their smartphone
for productivity and entertainment.
”
aUdIo streaMIng
UsB
Mass storage
ManageMent
hands-free
telephony
3.0
MUltI-profIle
wIfI access poInt
apple devIces
ManageMent
drastically reduce time-to-market and engineering costs.
Customers can customize their products based on FC6100, an
open-source platform, by implementing their own HMI, Android-
compatible apps and use cases.
The platform will come with a standard suite of apps and
connectivity solutions.
Equipment manufacturers will develop their specific use cases
and will not have to spend time and money developing already-
existing and widely-used features.
AI: What’s next in Parrot OEM’s quest to provide ongoing
connectivity in automobiles?
Riyahi: Parrot launched a groundbreaking entertainment
device in 2010, the AR.Drone. This mass-market quadricopter
has helped spread the use of augmented reality by
implementing video software processing in combination with
realtime wireless feeds from on-board cameras. On the OEM
side, Parrot will bring this technology in automotive mass
market. One could imagine the possibilities of transforming
the surrounding environment into synthesized information for
the driver.
weather
BrowsIng
Maps
navIgatIon
Automotive Industries 55
Internet radIo
speed caMeras
MessagIng
traffIc Info
The FC6100’s software libraries Examples of apps running on FC6100
AI: How is the FC6100 currently being publicized for customers
and future prospects?
Riyahi: It’s been publicized in live demos, along with the AR
Drone and a whole range of automotive solutions at CES Las Vegas
2011. A website dedicated to the FC6100 has been created,
http://fc6100.parrotoem.com, which offers detailed information on
the fields of expertise applied in the composition of the FC6100,
the software libraries being used, compatible applications and its
integration in the car environment. The site also features explanatory
video content. Apart from the website and the CES Las Vegas
2011, the next opportunity to see a live demo will be at Telematics
Detroit on 8th & 9th June 2011, held at The Rock Financial Showplace,
Novi, Michigan, USA. AI
Find out more online at
http://fc6100.parrotoem.com.