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JUNE 2013

Arnaud Deboeuf Renaults entry-program vice president on the secret of Dacias success

Active aerodynamics and 900 horsepower: how to test a 21st century hypercar
Full preview of Automotive Testing Expo Europe, June 4-6, Stuttgart, Germany


Stuttgart focus
Inside the Automotive Simulation Center and an insight into the regions automotive future How test methods and technologies are evolving in one of the fastest growing elds of automotive development: ADAS Crash-test lab
Thatcham has invested in new equipment to become a fully edged Euro NCAP test center

Driver assistance
Moves are afoot to make battery durability testing specications more relevant to cars

Tire development
We visit Goodyears Mireval proving ground and round up the latest testing equipment

Vehicle dynamics development and a chat with Qoross chief engineer


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004 McLaren P1

The next generation of hypercars has landed. Automotive Testing uncovers the testing program behind the McLaren P1


010 SEAT Leon



A case study on the extensive development of the SEAT Leon SCs rearview mirror Matter Aerosols NanoMet 3 measures nanoparticles in exhaust emissions

024 ADAS 032 GPS

013 New product focus

How test methods and technologies are evolving in one of the fastest growing elds of automotive development. By John OBrien John Challen discovers why satnav system development is becoming more complex The Mireval proving ground in southern France opens its doors. Rachel Evans reports Test equipment companies are pushing the boundaries in search of more reproducible results and more detailed measurements Expert opinions on what the future holds for vehicle dynamics development in China A research program has obtained realistic data for battery durability test specications Thatchams test lab has undergone a series of upgrades to secure Euro NCAP accreditation. Tristan Honeywill takes a tour


043 Site visit: Goodyear

020 Q&A: Klaus Schmidt

Qoross executive director of vehicle engineering on creating a brand from scratch The environmental chamber specialist plans to expand its business into the growing markets of China, Brazil and India The vice president for the entry program for Renault explains how Dacias cost-conscious philosophy shapes vehicle development

039 Supplier interview: Weiss

000 050

047 Tire testing

056 Dynamics in China 063 Battery durability 069 Crash testing

050 Arnaud Deboeuf, Renault


073 Show special!

Your comprehensive preview of Automotive Testing Expo Europe 2013 starts here How the Automotive Simulation Center Stuttgart is shaping the future of simulation Stuttgarts Economic Development Corporation is now focusing on electrication technologies

074 Stuttgart focus: Simulation

156 Transportation Weight Loss Diet Conference 2013

Whos speaking in Stuttgart in June?

080 Stuttgart focus: Business update 082 Exhibitor in focus


Danlaw believes that simultaneous engineering means testing early and often during development A roundup of the latest exhibitor news from 2013s Automotive Testing Expo Europe

085 Expo news in brief

JUNE 2013



016 Proving ground news

Updates from China, Europe and India

018 Read

The exponential development of off-road vehicle technology Our legal expert reveals the art of interviewing engineers

160 Geisler


Editors note
We cover the full spectrum of vehicle development in this issue of Automotive Testing Technology International , from satnav to tires, battery durability to driver assistance systems. We also have the car market topped and tailed, with insight into product development at McLaren, which makes one of the most expensive cars on sale in the form of the P1 (turn the page for our story), and Dacia (p50), which produces some of the cheapest. Its hard to think of a greater contrast. On the one hand we have McLaren, where the innovation lies in the P1s powertrain and suspension technology, not to mention the use of a simulator to pin down the specication of the cars active aerodynamic devices. Dacia meanwhile leaves the technical innovation to the Renault parent company and instead focuses on its much-envied low-cost strategy, which has important consequences for new-vehicle development. Thats not to say that corners are cut: in fact, Dacias are tested specically to withstand the punishment of poor roads in emerging markets, making them some of the most durable cars on sale. Like the McLaren, which has been developed to lap a racetrack as quickly as possible, theyve been honed to do the best job in their intended environment. Extremes they may be, but these two stories illustrate that even in the digital age, there is still no such thing as a standard vehicle development program. Whether youre currently developing a P1-beating hypercar or a Logan-busting budget special, youll nd everything you need at Automotive Testing Expo Europe 2013, which returns to Messe Stuttgart on June 4-6. Our preview also includes some features on how automotive development in this region is shaping up for the future; turn to page 73 to get started. Graham Heeps


092 094 096 098 100 102 104 107 109 111 113 115 117 119 121 123 125 127 129 131 132 134 136 138 MOOG: High-performance driving simulator MTS: Multi-axial simulation table Brel & Kjr: Mobile recording with real-time validation Vibration Research: Statistical properties of the random PSD FGB: Electromechanical solution qpunkt: Electric drivetrain test equipment BIA: Electric and hybrid test suite UTAC: Business restructuring ACS: Functional test facility D2T: Data acquisition system Messring: In-house crash test facility Zwick: Lightweight materials validation TMG: Test target expansion Kistler: Wheel force measurement Schaefer: Torsional vibration measurement Froude: Chassis dynamometer system Dynamotive: NVH test facilities and equipment Test World: Indoor winter test facility Kleinknecht: Gearbox test benches Gregory: Fuel consumption test equipment Horiba: Emissions measurement Racelogic: Open-road ADAS testing Q-Lab: Accelerated weathering Products and services directory

Editor Graham Heeps Assistant editors Rachel Evans, John OBrien Production editor Alex Bradley Chief sub editor Andrew Pickering Deputy chief sub editor Nick Shepherd Proofreaders Frank Millard, Kari Wilkin

Art director James Sutcliffe Art editor Anna Davie Design team Louise Adams, Andy Bass, Andrew Locke, Craig Marshall, Nicola Turner, Julie Welby, Ben White Contributors this issue John Challen, Alex Geisler, Tristan Honeywill, Max Mueller, Keith Read

Head of production/logistics Ian Donovan Deputy production manager Lewis Hopkins Production team Carole Doran, Cassie Inns, Robyn Skalsky Sales & marketing director Dominic Cundy Publication manager Jason Sullivan (

International sales Rob Knight ( Circulation manager Suzie Matthews Editorial director Anthony James Managing director Graham Johnson CEO Tony Robinson

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JUNE 2013


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Extensive use of a driving simulator, a new powertrain test rig and a new fatigue analysis procedure were central to the development of McLarens new hypercar

JUNE 2013


The McLaren P1 will become one of the worlds most exclusive cars when deliveries commence in around September of this year. Just 375 examples of the US$1.3 million, 217mph (350km/h) hypercar will be built during a two-year run. From a test and development point of view, theres a certain irony that many P1s will be bought by collectors and will be barely used. But as one might expect, that hasnt stopped the closely integrated team

of around 25 development engineers doing a thorough job. In all, about 120 engineers have worked on the P1 program. Some customers will use the cars, says the chief design engineer, Dan Parry-Williams, so the cars have to put up with what people will throw at them. The P1s calling card is its active aerodynamics, principally an active rear wing with an F1-style drag reduction system (DRS), and front underbody aps. The car has been

BELOW: P1 boasts a new hydraulic system to control the cars vertical stiffness, called RaceActive Chassis Control

designed to go as fast as possible around a racetrack, a feat for which Race mode (one of four selectable vehicle modes) has been designed. In Race mode, the vehicle is lowered by 50mm and the aerodynamic package generates 600kg of downforce at 161mph (257km/h), said by McLaren to be more in line with a GT3 racer than a supercar. In order to develop the cars aerodynamics, the team made more extensive use of the simulators at the McLaren Technology Centre (MTC)

JUNE 2013


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in Woking, UK (both on the desktop and the full driver-in-the-loop setup) than on the earlier MP4-12C development program. More and more systems are electronically controlled, and the simulator is particularly good at giving you early insight into what those control systems are going to do, explains Paul Burnham, who, as McLarens vehicle dynamics manager, also has responsibility for aerodynamic development. Its perfect for sizing the system, too, as you dont need to keep making parts: how big do the wings need to be, and what response time do the wings need to have? You can even change the response to things that arent feasible; you can make it perfect, then work back to something that is feasible. Then you can compare the cost and weight of the actuator [specications] versus the response time, and understand the benets of the different options. Burnham adds that although the driving simulator was originally developed around on the limit handling for racing use, more recently McLaren has been trying to extend its use to provide more road-relevant detail of the cars drive below the limit. The company has begun to look at digitizing some of the local roads around Woking that are used for ride development, and increasing the delity of the routes and tracks it already has.

ABOVE: Inside the car, the top layer of resin has been removed from the carbon ber, saving 1.5kg of mass BOTTOM OF PAGE: The P1s higher level of performance has demanded the increased use of non-UK proving grounds such as IDIADA and Nard

In the very early stages of the P1 program, in early 2011, the aerodynamic simulations were complemented by mule cars, based on heavily modied 12Cs. These had xed wings to give an approximation of the level of downforce that the nished car would generate, so that suspension and tire development (the latter working closely with Pirelli) could begin. Six mules were built in total, as well as 14 experimental XP prototype cars from early 2012. As this magazine closed for press, the verication prototype (VP) phase was in its early stages, for which a further

ve P1s have been constructed. As a nal step, three pre-production cars are scheduled for the summer. To underline the thoroughness of the program, one of the XP cars completed an acceleratedduty durability cycle equivalent to 80,000km of running, over a variety of road surfaces. We aim to do that twice more with the VP cars as part of the sign off, says Parry-Williams. Another XP was devoted solely to brake development, a reection of the level of innovation in the P1s braking system. Developed in partnership with Akebono, which

The simulator is perfect for sizing the [active aerodynamic] system, as you dont need to keep making parts
Paul Burnham, vehicle dynamics manager, McLaren Automotive

JUNE 2013



Fatigue analysis
As part of the P1s development, McLaren explored a different process for predicting fatigue life for highly stressed components. The rst step was to collect road/ load data by strain-gauging the complete suspension system on a mule vehicle and then driving it on the road and track routes. That data was then used to derive a complete vehicle duty cycle, including different road-driving, track and misuse loads. The next stage was to develop a new simulation methodology for fatigue-life prediction, including how to accelerate the test reliably. The simulation was proved out on components in a quasistatic rig test, comparing the predicted fatigue life with the measured one. From here, the team moved on to a corner assembly, again tested quasistatically, to make sure it could achieve the desired road loads (the ones measured at the start of the process) on the rig. A complete vehicle platform was then simultaneously tested on a multi-axis rig using real-time drive les generated from the duty cycle developed earlier. Finally, the complete vehicle was tested on all road types, and the track, for full durability mileage. We were able to signicantly reduce the weight of suspension components by understanding the fatigue life better, says Parry-Williams. Im sure well be using the technique again.

also handled the dyno-testing side of brake development, the P1s discs are made from a form of carbon-ceramic thats new to road cars, having previously found service in F1 and on the Ariane rocket. It dissipates heat more effectively than regular carbon discs, keeping disc size and weight down, and is infused with a mirror-nish surface layer rich in silicon-carbide. McLaren has opted not to employ regenerative braking on the P1 (unlike the competing LaFerrari), in a bid to retain a pure frictionbraking pedal feel. The move was one of a number of decisions to be made around the P1s complex petrol-electric powertrain, which required the construction of a new, high-torque-capacity test rig outside of MTC and regular development partner Ricardo. Its the only one in the UK that we know of that can handle that type of power, says Parry-Williams, who declines to reveal its location. The relationship with Ricardo was somewhat different this time as we were pushing the envelope more with the P1, he explains. We designed the engine, and Ricardo builds it. Ricardo was carrying more of the warranty risk on the 12C; this time around, we are. McLarens F1 experience of KERS systems has informed the development of the P1s hybrid drivetrain, even if the two systems bear little physical similarity due to the very different power demands,

ABOVE: A number of software packages have been employed during the P1s development, including Catia V5 for the geometry, Nastran for crash analysis, OptiStruct for linear static analysis of the structure, and STAR-CD for CFD

ABOVE: The design of the adjustable rear wing was honed in the simulator at MTC. It extends from the bodywork by 120mm on the road, up to 300mm on the track

battery-cell constructions, operating temperatures, cooling systems and durability requirements. After initially rejecting a hybrid setup, McLaren adopted it for the P1 only after the specic power available from electric motors rose rapidly following their use in F1, from around 1-1.5kW/kg to 10-12kW/kg. Former McLaren F1 team member Richard Hopkirk moved across to Automotive to be function group

leader for the hybrid system, while former Mercedes-HPE F1 engineer Axel Wendorff also joined the P1s development program. McLaren has worked closely with Axeon on the development of the P1s lithium-ion polymer battery pack, the innovative cell chemistry of which gives the same power density as supercapacitors. This is something that nobodys ever done before, so weve had to get involved in helping them with the validation and sign-off process, says Parry-Williams. That work will continue through the validation and certication phase. Other remaining jobs on the program include ne-tuning the ESC (a task to which one of Burnhams two VP cars has been allocated), as well as witnessed crash testing (McLaren has used a facility in Germany) and hot-weather environmental testing (probably in the USA).

JUNE 2013



Unimpaired visibility is key to a cars overall comfort level. This case study of the wing mirror is an example of the detailed development SEAT applied to the new Leon SC

Twelve months ago Dr Matthias Rabe, executive vice president of R&D at SEAT, told us that SEATs predominant focus would be on its short-term product, in a bid to return the Spanish brand to protability (see Back To Basics, June 2012, p62-65). The latest new car to join the range, competing in the crucial European C-segment, is the Leon. It is central to SEATs resurgence and will form the basis of a whole family of models. The rst of these spin-offs is the SC, a three-door hatchback with sporting pretensions. Rabe states that SEATs philosophy is design to functionality, which will see a level of t and nish unparalleled in the segment, and unequaled by anything that has previously left Martorell. One example of this new approach lies in the Leon SCs wing mirror. On the one hand the mirrors triangular design motif is repeated across the car, but more importantly, the placement, shaping and behavior of the mirror have all been specically tailored to offer uninterrupted and (SEAT says) unrivaled rearward vision. The mirror is perhaps the best example of design and technology working together, explains Javier Muoz, responsible for door

measurements and window seals at SEAT. It is our aim to give the driver the best of the best. To achieve this quality, the mirror unit was subjected to an extensive testing program. A key aspect of the mirror is its water management, says Muoz. Rain is a constant, so we wanted to study and learn what happens to the mirror when it rains. This study involved SEATs engineers observing the movement of water across the multiple surfaces and how it interacted with the main glasshouse of the car. To pick up on the smallest elements, a special pigment was added to the water, giving it ultraviolet qualities, before being lmed under a UV light. Findings from the study led engineers to develop a new drainage channel that extends around the mirror glass, along with a small lip spoiler that sits beneath the

ABOVE LEFT: Muoz explains the intricacies of the mirrors development ABOVE RIGHT: The triangular motif is a design-led solution that is repeated across the Leon SC

mirror and is barely visible from street level. We wanted to avoid the water impacting in front of the window, explains Muoz. This spoiler means that the water entering the mirror when driving is forced out. We placed the SC in our wind tunnel and used sprinklers to cover the car in water. Using an articial light, we were able to see the drainage paths of the water at varying velocities. The mirrors nal position, some 100mm further back than originally intended, not only gives a clear rearward view, but also reduces internal cabin noise by 2dB. Another key parameter in the mirrors nal specication was how it dealt with vibrations. Vibrations will always be present in cars, particularly at high speeds, says Muoz. In the past, high speed usually meant an unclear rear view. To counter this, we have to control the vibrations of the glass. As a result, testing on the Leons mirror glass was conducted at around 250km/h using multi-axis accelerometers to measure the distortion of the glass along the x- and y-axes. This, in turn, led to the development of small plastic tabs, afxed to the rear of the mirror glass. Its more than design, concludes Muoz. Its functionality.

JUNE 2013

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Nanoparticle counter
Matter Aerosols NanoMet 3 measures nanoparticles in exhaust emissions
NanoMet3 is a new instrument for Portable Emission Measurement Systems (PEMS) application to measure number concentration and diameter of nanometer-sized particles in the size range 10-700nm on the road. It has a compact, portable and rugged design, and provides online response. Due to these properties, it is a useful instrument for particle number concentration measurements in non-laboratory settings and even OBD instrumentation. It is 12V DC battery operated and therefore appropriate for onboard and eld measurements. The measurement range is suitable for vehicle exhaust emission concentrations (diluted 3E3-3E8pt/cm 3)
ABOVE: Matter Aerosols NanoMet3 portable emissions measurement system

and the response time is short enough to measure transient engine operation. Matter Aerosol believes that NanoMet3 is therefore the ideal candidate for in-use compliance testing, as well as for future PEMS type approval. For certain applications, PEMS have been proven to better identify in-use performance of vehicles than standard laboratory measurements, since they are designed to measure emissions during the actual use of an internal combustion engine vehicle or equipment in its regular daily operation under real-world conditions. Furthermore, PEMS constitute a cost-effective solution to perform in-service testing of engines: rather than extracting

PEMS are a cost-effective solution to perform in-service testing without extracting the engines from the vehicles

the engines from the vehicles and then installing them on an engine dynamometer to run their ofcial regulatory cycles, the vehicles are equipped with onboard emission measurement systems and then tested during their real in-use operation. The PEMS methodology and approach has been recognized by many governmental entities including the US Environmental Protection Agency and the United Nations Framework Convention on Climate Change. Particle counting on diesel cars is mandatory through Euro 5B since September 2011. The European Union and other countries throughout the world will continue to integrate particle counting into their emissions standards, especially since the World Health Organization identied diesel exhaust as one of the most dangerous pollutants. The increasing importance of accurate and cost-effective testing has become a signicant issue for the industry. Vast

JUNE 2013



Hydrocarbon emission measurement will no longer be affected by butanol contamination in the testing room, nor will it be inuenced by contaminated air
experience in nanoparticle measuring equipment for automotive, laboratory and ambient applications has enabled Matter Aerosol to develop a rugged, portable and cost-effective solid nanoparticle counter. When a standard dilution tunnel such as a constant volume sampling (CVS) tunnel is used for emissions testing, the volatile substances may condense into nanodroplets, which are detected as particles together with nonvolatile solid particles. To measure only the solid particle fraction, it is necessary to condition the sample thermally in order to eliminate the volatile fraction. NanoMet3 features a separate exhaust probe and control unit that effectively dilutes the sample at the source (tailpipe,

The compact dimensions of the NanoMet3 make it ideal for mobile testing situations

CVS tunnel or stack) in order to preserve it for accurate measurement. The portable system is completed with Matters proprietary Diffusion Size Classier technology, a new sensor for measuring the

number concentration and average diameter of nanometersized particles. Since its measuring principle uses electrical charging to count particles, it not only enhances the quality of the global measurement but also the

cost of acquisition, and costs per test are signicantly lower. Hydrocarbon emission measurement will no longer be affected by butanol contamination in the testing room, nor will it be inuenced by contaminated air.






50 million dollars invested for a world-class test and research centre located in North America


OUR SOLUTIONS CMVSS and FMVSS homologation services Research Compliance testing Child seat certification Environmental Chambers rental Software development Consulting and Training services Test tracks and Equipment rental


Product development center opens

BEIJING A new product development center incorporating a proving ground with a test track, torture track, steeply banked curve and a water trough has been opened in Quinkou, China, by Fujian Benz Automotive, the joint venture between Germanys Daimler Benz and Fujian. Some US$79.5m has been invested by the companies in the facilities that will be used to develop Mercedes-Benz Sprinter, Vito and Vianio light commercial vehicles.

Two new test tracks

PUNE Plans for two test

Winter test milestone

BRUSSELS Global technology and commercial vehicle control system supplier WABCO, the only CV industry supplier operating three privately owned proving ground facilities, has just chalked up a quarter of a century of winter testing behind the Arctic Circle. Its Rovaniemi centre the oldest of its test tracks, opened in 1988 undertook 1,600 person-days of testing in subzero temperatures as low as -30 C. This seasons 72-day winter program included upgrades to

ABS (anti-lock braking systems) and EBS (electronic braking system) with ESC (electronic stability control) as well as testing related to our automated manual transmission and trailerEBS with RSS (roll stability support), revealed WABCO spokesman, Ole Purschke. Subzero temperatures create optimum conditions for extreme testing prototype braking and driving control systems. WABCOs other test facilities are in Jeversen, near Hanover in Germany (opened 1995) and at Chennai in India (opened 2001).

tracks costing US$3.7m have been submitted by the Regional Transport Ofce in the state of Maharashtra. The tracks are part of an overall US$15m investment in Pune, one of Indias most important automotive hubs. Pune is home to a number of domestic vehicle manufacturers including Daimler Benz and Volkswagen.

The tracks will occupy a 30-acre (12-hectare) site. One will offer facilities for advanced vehicle testing, while the other will be designated as a driving track for four-wheelers and heavy vehicles. The advanced vehicle testing track will have electronic sensors working on an automated electronic driving system, said regional transport ofcer Arun Yeola.

GM plans for IT data center

MICHIGAN General Motors

is considering development of a US$258m IT data center on its Milford Proving Ground campus to back-up its current facility at the GM Technical Center in Warren. The decision is likely to depend on GM winning a rates abatement from Milford Township, where it already pays more than US$2.3m a year in rates.

Other venues in Michigan are believed to be under consideration, as well as sites further aeld. However, Milford is said to be high in the frame as it already has high-quality power and communications infrastructure. The incentive being sought is a 50% abatement on taxes for three years of construction and 12 years of operations.

New service partnership

LONDON Millbrook Proving Ground has entered into an agreement with Colmis in Sweden to offer extended capabilities in cold climate testing and development. Colmis has 3,500 acres of lake and land tracks that incorporate polished ice, scraped ice/snow and packed ice. The two companies will

work together to provide a wide variety of test and development services. The launch of this new partnership will be showcased at Automotive Testing Expo Europe 2013, which takes place in Stuttgart on June 4-6. A joint exhibition will demonstrate the full portfolio of technology services the two proving

grounds can offer. Millbrook managing director, Miguel Fragoso, said Colmis is a world center of excellence for extreme cold climatic conditions. Together, we are now able to offer one of the most comprehensive test and development packages in the automotive engineering industry, he said.

Proving ground directory

Aberdeen Test Center ACTS Arctic Falls AB Arctic Testing Services www.arctictesting. ATP Papenburg Bosch Bruntingthorpe Proving Ground

CAPE CERAM Colmis Proving Ground Cooper Tire and Vehicle Test Center Fowlerville Proving Ground Gerotek Test Facilities Icemakers

IDIADA Messring MGA Research Michelin Engineering & Services Michigan Proving Ground Millbrook PMG Technologies

Prodrive Prototipo Smithers Winter Test Center

Southern Hemisphere Proving Ground TNO Automotive Transportation Research



If you would like your facility to be included in the Automotive Testing Technology International proving grounds directory, please contact Jason Sullivan on: +44 1306 743744, or email:

JUNE 2013

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Inhouse testing facilities at qpunkt

5 zone climate chamber for automotive A/C circuits (also suitable for complete vehicle measurement) Measurement of A/C compressor efficiency map A/C component measurements including condenser, evaporator, chiller and expansion valve Multi-heat exchanger test rig for power measurement of different types of heat exchangers (water/glycol, engine/transmission oil, refrigerant) Engine test bed for power trains of conventional, hybrid and electric vehicles Acoustic chamber for different types of acoustic measurements HILL test benches

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While ne wines improve with keeping, cars get better only with the passing of time and introduction of new models something that increasing age, and the desire to reminisce, illustrates only too well. And while the worlds vintners occasionally get lucky with the weather and their crop to produce an outstanding vintage, automotive design, test and development engineers have a remarkable record of consistent improvement. This was graphically illustrated within the Read family recently when we celebrated an age-related event my wifes special birthday Marital diplomacy forbids me from disclosing her age. But she was born just a few weeks before Land Rover revealed its post-war baby that would, with maturity, become one of the worlds greatest automotive icons. The arrival of the Land Rover came 65 years ago on April 30 at the 1948 Amsterdam Motor Show. (Ironic that such a versatile four-wheel-drive hill-climber should be launched in one of the worlds flattest countries) So wheres all this leading? As owners of a 1957 Series I Land Rover, one of the last of the original-shape models, which has just been returned to roadworthy condition after almost a decade, we enthusiastically follow almost everything to do with Land Rovers especially older ones. When my wife watched a television program in which a female TV personality demonstrated off-road driving at Land Rovers demanding Jungle test track adjacent to its main production facility near Birmingham, UK, she took even more notice. When the program finished she announced that shed like to have a go! Cue my present for the upcoming special birthday... Land Rover Experience not only offers nerve-wracking (for the inexperienced) off-road driving, but also the chance to do so in historic vehicles that chart the technical and innovative development of its line-up over the past 65 years. I secretly booked her a session, with myself and our daughter as passengers. On a snowy birthday in February, we found ourselves in the Jungle aboard a Series III Station Wagon with one of Land Rovers most experienced instructors encouraging my wife to drive the 1970s nine-seater up and down slippery slopes that appeared to defy all the laws of traction, adhesion and gravity. With four forward gears, selectable all-wheel drive and a high/low ratio transfer box as well as leaf-spring suspension as the key mechanical features, the vehicles only concession to what we expect today in terms of electronics

An off-road session in a 1970s Land Rover reveals how far 4x4 technology has moved on in almost half a century

Cross-fertilization of ideas and technology remains one of the strengths of the automotive industry

were indicators! With an analog speedo and a couple of warning lights the sum total of instrumentation, and comfort and luxury accommodated by seatbelts and a (very welcome, but not over-efficient) heater, this vehicle was top of the range in the 1970s! But it easily coped with the various tracks deemed feasible in the snow by the instructor. Contrast that with the rarefied, digital and all-electronic world of todays 4x4 cars that is the Land Rover Discovery 4 in which my wife found herself after the Series III. I wont begin to list the raft of electronic gizmos that ensured the vehicle did everything perfectly and at the right time with hardly any input (apart from pressing a few buttons and twisting a large knob on the center console) from my wife. Virtually all she had to do was steer as the Disco 4 successfully tackled slopes ruled out-of-bounds for the Series III. This isnt, I assure you, a PR exercise for Land Rovers products. Firstly, just like other members of the public, I paid for my wifes birthday treat at the companys Jungle test track. Secondly, when road-testing the new Ford Ranger last year, I became all too aware of how much Ford had learned about off-road vehicles from Land Rover during the eight years, from 2000 to 2008, that it owned the company. And theres little doubt that BMW benefited from its six-year tenure at Land Rover before selling the company to Ford. Cross-fertilization of ideas and technology remains one of the strengths of the automotive industry. Engineers at Tata will be learning new skills, disciplines and techniques at this very moment from Land Rover, which the rapidly expanding Indian conglomerate now owns. And thats history repeating itself. After all, Maurice Wilks, chief designer at Rover in the 1940s and father of the Land Rover, drew inspiration for his new design from a World War II Jeep that he used on the farm he owned. He absorbed all that the American 4x4 could do, and the way that it had been designed and built, and decided to do a British version, which, he determined, should be better wherever possible. Plagiarism? Perhaps. I prefer to consider it evolution. For as long as the two continue to work in harmony for the benefit of motorists all over the world, the auto industry will be justified in cracking open the finest Champagne with every new model launched.
Keith Read spent many years as communications manager at MIRA before becoming an industry commentator

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d ideas here. o o g f o t lo a . There are o p x e e er OEMs. We th th o h d it n w a d s e r s e s li I am impre ideas of supp verything e e t th u t o a b a k o k lo in We have to e have to th w o s t s e b e want to be th Kiesgen,

Dr Gerrit ager, BMW n a m l a r e n e g

Klaus Schmidt
Executive director of vehicle engineering, Qoros The Qoros 3 Sedan was designed and developed in China. Was that the key market to focus on? How important is NVH in Qoross perception of quality? How was crash testing of the car undertaken?
The rst step was the Chinese market, yes. But if you want to be successful in China, with its very critical customers, then you have to fulll all European requirements. After China we want to go on to eastern Europe, then the rest of Europe and the Middle East. It is one of the most important factors to us. We used spider diagrams when developing the 3, and one of the biggest webs on any graph was NVH. We have to fulll the requirements of the European customers and NVH is key. We did a lot of testing with Magna Steyr and its facilities for NVH, and we have very, very good simulation Our pre-tests were done with the whole car at Chery in its brand-new facilities. Ive never seen anything like it, its an amazing place. But we did these tests for ourselves; the ofcial [certication] tests will be done at IDIADA.

The rst step was the Chinese market, but if you want to be successful in China, then you have to fulll all European requirements
Qoros has recruited a number of high-prole names from the West. How has this inuenced the 3s development?
software too. We put a lot of effort into this area and the correlations read really well.

The foreign engineers like myself understand the kind of level we need to reach for this car to be successful, so we have a big inuence on development. It is the reason why Qoros is very different from other Chinese OEMs. We have to fulll the European quality and safety standards, so the cars development has been based around this [European] ethos to ensure that it meets them. The rst phase began around 2008 with the idea to use a shared platform. We found out pretty quickly that it wasnt possible so we started again. The second phase began around the end of 2009.

With benchmarking, has the focus purely been western manufacturers?

The platform used for the 3 Sedan is called the C platform, which we will use on other models. It will work on anything up to an SUV. Our engineering target is to be developing a new model every six to eight months, based on the same platform of course, but we have to give the dealer more than one car.

How about future models? At the Geneva Motor Show and Auto Shanghai, Qoros showed concepts for a Cross Hybrid SUV and 3 Estate as well...

Right from the VTS [vehicle target setting] it was clear that the benchmarks were mostly cars from western OEMs the Golf, the Corolla. In some areas we looked at the latest Kias too, especially on the electrical side they have some good ideas and we are using the same suppliers. And of course, we have to surpass them, thats the target!

We have to develop Qoros into a competitive OEM. We have begun the next steps toward this by starting work on the next platform. < More Qoros testing images online at www.

Beyond the six-month cycles, what is the ve-year plan?

When was the program launched?

Where was testing undertaken?

We have an engineering center in Shanghai and operations in Munich and Graz. We did a lot of tests on things like cooling, electrical systems and so on in the coldest areas of northern China. Lots of endurance tests were done at Nard, and we did a lot of ABS and ESC tests in the north of Sweden. The entire program was done to a western OEM standard. Ive done such work before with BMW, and this was no different.
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OEMs are increasingly tting driver assistance systems to their cars. As a result, test procedures in this emerging eld are evolving to ensure complete reliability when it is needed most

Advanced driver assistance systems (ADAS) are becoming more commonplace in all sectors of the car market. Once the sole preserve of luxury sedans, even the latest city cars feature a variety of ADAS acronyms on their specication lists. Tier 1 supplier TRW predicts that between now and 2020, the front video camera market and front radar market will grow by 42% and 51% respectively. With such an impending boom, it is not surprising to nd research and development in this eld is at an all-time high. Where we normally begin is with the C-coding, or in some areas, coding based on Simulink models generated using Targetlink, explains Sascha Heinrichs-Bartscher, chief engineer of core development, TRW driver assist systems. Those are the testing areas that generate the data we use in the software-in-the-loop simulations. We can then analyze the performance, and once we are satised with that we have a toolchain in place that has really grown over the past decade, (see Toolchain History, page 30) and is highly automated. From here, we then integrate the software to a complete build running on the original hardware, but it is operating in a hardware-in-the-loop environment. This forms the basis of our [development] programs. Digital development is central to ADAS programs, at both suppliers and OEMs. Within the early stages of a typical program, there are simulations and calculations, explains Dr Jrgen Seekircher, who is responsible for intelligent drive at Mercedes-Benz.
LEFT: The Balloon Car was
developed by Mercedes-Benz to offer a risk-free means of testing radar-based driving assistance systems such as Collision Prevention Assist

JUNE 2013


For us, its mainly to work out what distances are realistic for example, when to brake if a pedestrian steps out in front of you. For the future, Mercedes is looking to further automate the process of testing the software outside of the car, reducing the time and cost aspects of development. In a hardware-in-the-loop scenario, the system is injected with data, be it articially generated or a recording from a real-life scenario, to enable it to replicate behaviors of a whole vehicle. From there, we then take it forward onto a vehicle, says TRWs Heinrichs-Bartscher. Thats when the really intensive work starts. On the vehicle side, TRW works to three dened modules for systems testing. The rst of these is to test the system requirement either on the vehicle, or in simulation systems, where a radar or camerain-the-loop system is used. This, in turn, allows for a formalized test scenario for use on either a test track with the use of a virtual target, or in the connes of a test bench. The latter nds favor due to the increased levels of safety, particularly when carrying out tests such as emergency braking scenarios where there is a higher likelihood of a crash. The following two modules of TRWs development program move away from simulation and immerse the systems in real-world scenarios. HeinrichsBartscher explains that the secondary phase is based on 10 reference roads around TRWs development center in Koblenz, Germany. They all have different

RIGHT: In testing futuregeneration driver assistance, Mercedes-Benz engineers make use of the Soft Crash Target BELOW: Mercedes-Benz has developed 6D-Vision, which will enhance driver assistance systems starting with the next S-Class. The vector arrows symbolize the 3D movement of objects that can be recorded by the systems stereo camera

JUNE 2013

characteristics in terms of trafc density, bends, curvature, number of lanes, rural and urban roads, and so on, he explains. So we have dened the tests over a wide spread of different road scenarios, and run over them at least two or three times during a program to get a statistical statement on how we are progressing in terms of development. By repeating the test routes multiple times, engineers are able to calculate the number of false alarms that are recorded, as well as how many critical observations have been reported correctly. The third and nal element of TRWs test activities involves testing the systems in as broad a mix of countries and temperatures as possible. We go to the UK to test in left-hand trafc; Italy to check the performance at altitude on twisty roads in the Alps; and to test the performance in extreme temperatures we go to a desert area in Arizona and to Sweden, states Heinrichs-Bartscher. Temperature and climatic testing is a core area because weather conditions can wildly affect the

We have dened the tests over a wide spread of road scenarios, to get a statistical statement on development
Sascha Heinrichs-Bartscher, chief engineer of core development, TRW

performance of ADAS systems. Its very important to test the system across all types of weather, stresses Mercedes-Benzs Seekircher. Fog is always an issue, not so much with radar, but denitely with a camera. The performance of cameras in ADAS systems is also affected in seemingly normal weather. Camera systems have led to a considerable increase in effort on our part, adds Heinrichs-Bartscher. This is because different light and weather conditions have a higher inuence on the systems performance. Direct sunlight, for example, is critical for a camera.

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No surprise, then, that the development of an ADAS system at TRW takes around a year, dictated by the need to verify performance across the four seasons. Aside from dependencies on the climate, the process is shaped by the level of complexity of the system. For us, the process depends heavily on the content of the software delivery for each single requirement, explains Heinrichs-Bartscher. The more functionality you have in the vehicle, or in the software, the more elements have to be tested. So that is a process that runs through the whole development period. Also, there can be difculties in getting a signicant number of cars at the right time. For example, if the right headlights are already in the car, even if it is a prototype or mule, we can begin the tests on that element. But its more as we go into the control functions that the vehicle has to be in a representative shape, in terms of the other controlling elements such as brake or ECU, and so on. The global testing programs also cover ADAS performance in the face of differing driving styles and infrastructure between countries. There are clearly some specic conditions to each market, explains Heinrichs-Bartscher. For example, in Japan the vehicle and trafc behavior is different to Europe, and we have to address this, purely from a comfort point of view. But on the AV side of things, there isnt a massive difference in the markets. One example of the differences, however, is with trafc sign recognition, as we have to identify the different signs in different languages, which is not so trivial. A sign in Dubai is very different to one in Europe. But while regional differences are currently an issue, Seekircher does not foresee it being a permanent problem for developers. These countries are developing so rapidly, he observes. The trafc situation in China is getting closer and closer to that of Europe. Over the coming years these types of

Wild frontier
To help achieve its 2020 goal of no-one being killed or seriously injured in a new Volvo car, the Swedish OEM is undertaking three ADAS research projects, focusing on autonomous driving in trafc queues, avoiding accidents at crossroads and junctions, and avoiding collisions with wild animals, which cause tens of thousands of accidents every year. In the latter case, the resulting system will be called Animal Detection and will detect and automatically brake for animals. The technology is a further development of our pedestrian protection system, explains Andreas Eidehall, a technical expert for active safety at Volvo. Considerable attention has been focused on ensuring that the system works in the dark since most collisions with wild animals take place at dawn and dusk. The system is trained to recognize the shapes of animals and their movement patterns via a vast amount of collected data. The gathering of images of animals in motion takes place on a continuous basis. But since wild animals have in many respects mastered the art of staying out of sight, this is a complex process. There is a huge challenge in collecting data that helps us understand how we can detect what nature has done its best to conceal. The focus is on large animals since they cause the most damage and the most severe injuries. We have worked with elk and large stags, but have now also included horses and cattle. One future step will be the ability to detect smaller animals such as deer and wild boar, says Eidehall.

We are always shaping our products to achieve the best scores, but we usually have very little time to get there
Sascha Heinrichs-Bartscher, chief engineer of core development, TRW

systems will converge, as in a country like China they will need to control that trafc like Europe does, and there isnt much freedom or choice to do it any differently from what we already do This commonality in thought process between OEM and supplier is no real surprise, with many manufacturers entrusting Tier 1s to provide a complete, plug-and-play type system. In terms of manpower, its [a ratio of] 1 to 5 or 1 to 10 between us and the supplier. Which means the supplier has more people involved, but we control the parameters, explains Seekircher. If you take the camera, that alone requires a huge amount of manpower just to make sure it works correctly. It creates a lot of

TOP: The next generation of active safety systems includes a technology that can help also avoid collisions with animals. Volvo Car Corporation uses a moose test dummy for development work

movies, terabytes, petabytes even, and all this data needs to be checked and corroborated. That is an immense level of manpower alone, and the same is applicable for algorithms and so on. I think its safe to say that none of this is off the shelf in this assistance eld, continues Seekircher. We have to work very closely with our supplier, and in the case of the camera and radar, ourselves and Continental are at the leading edge of this technology. The 2013 Mercedes-Benz E-Class debuts the jointly developed camera, and while it is currently unique to the car, the intention from both parties is that it will soon be made more widely available. Yet despite the desire for OEMs to be supplied with a complete system, Heinrichs-Bartscher condes that not all are able to provide the necessary tools to complete the job. It depends, very much, on the customers themselves, he says. Some are very generous with cars and ensure we have plenty from the very beginning of the project. But then there are others with whom you have to ght for every car. Even though suppliers often face the challenging prospect of developing a system without the desired

JUNE 2013


Toolchain history
The past 10 years have seen a huge increase in the importance of ADAS. Over this period, the toolchains used by system suppliers have dramatically improved. At TRW, it began with a software-inthe-loop simulator; I built it myself back in 1999, explains TRWs Heinrichs-Bartscher. It was very rudimentary and so it was replaced with a newer, Windowsbased version. Now we are building the third generation of radar software simulators that also services the camera and fusion development. In the beginning it was just recording data on the one side with some cameras and other standard tools, and replaying the data with a copy of the original code. A big step was made around six years ago as part of the Sigma project. We managed to get the radar software simulator from a simple replay tool to an automatic execution of sequences so, automatically loading les, replaying and loading the next one, while documenting itself in a separate le system. It was also run completely autonomously overnight. The second version of software, on the same database, can autonomously compare the results to other versions and point the developers directly to those sequences where there are differences.

level of manufacturer support, Heinrichs-Bartscher believes this isnt the biggest issue facing ADAS developers. Because ADAS technology is still in its infancy, he says, we are facing a situation where nearly every day, there is some kind of new technology popping up and claiming what it can do. So we have to react and analyze whether that is correct and nd out whether it can be done. The same goes for the [legislative] demands on the systems. They have very rapidly increased over the past year-and-a-half, especially those from Euro NCAP. With European crash standards beginning to dictate the standard t of such systems, which in turn drives development forward, there can be frustration that the goals are continually shifting. We try to adapt to the changing requirements, explains Heinrichs-Bartscher. We are always shaping our products in a way to achieve the best scores, but we usually have very little time to get there. Another aspect, which is a bit different, is the comparison tests of these systems, he adds. Previously, when they did brake comparisons

ABOVE: TRWs radars can be used in systems such as adaptive cruise control, collision warning and mitigation and automatic emergency braking. Sidefacing sensors support blind-spot warning and enhance airbag functionality

they had to just make sure that the vehicle and road surface were comparable. But now they have to think about a standardized virtual target, such as the balloon car, which needs to have a comparable reection for all the different radars on the market, or a standardized contrast for the cameras. So a big challenge is to get standardized equipment in order to do standardized tests, he concludes. There are many within the EU, who are all working on standardized test methodologies, but this sort of equipment is still over a year away.

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The testing of automotive navigation systems is not straightforward and new satellites and advanced communication technologies are adding to the challenge

As the number of navigation systems increases in the automotive industry, so do the satellites that communicate with them, causing a number of testing issues for the developers. In terms of global navigation satellite systems (GNSS), the two current systems are NAVSTARs GPS (global positioning system), and GLONASS (Globalnaya Navigatsionnaya Sputnikovaya Sistema) from Russia. These will soon be joined in the skies by technologies from China, India, Europe and elsewhere. Automotive satellite navigation systems have matured very quickly, and now provide accurate information about journey times, trafc and

amenities along a specic route, but their development, and the need for accuracy and consistency, remains a work in progress. The RF signals needed for navigation are very small, and you cant see them on most instrumentation, so their detection is quite a challenge, explains Steve Hickling, lead product manager for Spirent Communications positioning products. From a test and measurement point of view, this means there is nothing tangible you can see, and it highlights their vulnerability from jamming and interference, as well as potentially being blocked by buildings.

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Chicago isnt the most difcult, but it is certainly the closest challenging location for us
Scott Burgett, director of GNSS technology, Garmin


And its not just RF signals that test engineers have to contend with: Some navigation systems use other sensors on board to help the navigation solution, explains Hickling. They might use the vehicle speed signal, which means when you drive into a tunnel and you lose signal, the system has some way of telling where you are, instead of having to reacquire the signals from a new starting point. Also with ABS, some systems tap into that and monitor wheel speed, which tells how fast the car is going, and if it is turning. Fortunately, Spirent has developed a product that can simulate these sensors, helping to achieve the most accurate results. Like other disciplines in automotive testing, simulation as well as real-world testing plays a key role when testing GNSS, but its not without its drawbacks. Field trials provide real-life signals, but you need to move engineers somewhere such as downtown Chicago where there are lots of tall buildings and there are problems with repeatability, he reasons. Simulators are exactly repeatable, and you can program the system to carry out multiple tasks, but the delity of the simulation might be difcult to achieve and there is a certain amount of understanding of the environment needed to duplicate it in the simulator. There is, therefore, a need for a halfway house, as Hickling calls it: record and playback, where a real-life scenario is recorded, before playing it back in the lab. You dont have control of the environment, but it is repeatable, explains Hickling.

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For manufacturers of OE satellite navigation systems, testing is needed to ensure signal accuracy and availability: Before the systems enter the vehicle model, we have two test phases EMC work, to make sure the signal is not distorted by the rest of the system, and design validation, explains Paul Hesen, director of program management at TomToms Eindhoven R&D center. For 12 weeks the whole system undergoes testing, and at the end of that period we check the sensitivity of the GPS, and whether it is the same as when we started, he continues. After the test phase, when the product is ready to go, the testing is less linked to specic GPS sensitivity, and more linked to the positioning behavior so we use gyro and wheel sensor data. It is not our rst priority, but we would like the best position we get to be on the screen.

Testing-wise, its a similar story at Garmin, where, like Spirent, Chicago is a focus of the test and development work. Chicago isnt the most difcult, but it is certainly the closest challenging location for us, because we often have a poor view of the sky to the south, reveals Scott Burgett, Garmins director of GNSS technology. So if we nd that a lot of the satellites are obscured, thats where we can observe the poor performance, which is what we want to do, to ensure that overall performance is good.

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Meanwhile Hickling is looking forward to the arrival of more GNSS: The more satellites there are in the sky, the better the chances of having a decent selection of satellites to calculate your position, he argues. But not all the satellites will be available. If you want to test the effects of Galileo, the European GNSS, especially for those units being used in cars, the only way to do it is in a synthetic environment, as you obviously cant test in the real world. One place where plenty of real-world GNSS testing is underway is at MIRA, a part of which is occupied by InnovITS Advance, housing SkyClone. This facility enables vehicles to be tested for satellite signal reception while driving around a city created by the user anything from a semi-urban layout, to downtown Singapore is available. We take the signal transmitted from the satellite and then digitize it, and work out which satellite has been transmitting the signal that we have picked up, explains William Roberts, applications manager at Nottingham Scientic (NSL), creator of SkyClone. We then take off the signals from those satellites that have been blocked by the virtual city, and turn them back into an analog signal and send it back to the satnav in the vehicle. While Spirent uses simulated signals to feed into the unit, NSL takes the open-air signal, which has information from all satellites, removes certain ones that wouldnt be visible in the virtual city, and then retransmits to the vehicle in just a few milliseconds. The whole point is to reduce the need for development engineers to take the cars to places to nd out how the units are operating, says Roberts. You are in a simulated eld, but you are using real signals.

If you want to test the effects of Galileo the only way to do it is in a synthetic environment
Steve Hickling, lead product manager, Spirent Communications

Roberts says SkyClone will only improve: It is currently GPS-only, but it and the other constellations will transmit on different frequencies and give higher accuracies. Some critical applications require a different signal, transmitted from the same satellites but on a different frequency. SkyClone 2 will be based on testing systems using those signals, higher accuracy and authenticated positioning. As the technology progresses, testing GNSS will become more complex, says Hickling. If we end up in a situation where the testing is sufciently onerous for us to need standards and certication, things get easier for vehicle manufacturers, as they just need to select a system that meets the standards, he says. But at the moment, without those standards, the impact of new technologies will make it harder, particularly in automotive where there has been talk of positioning using wi- instead of GNSS or roadside infrastructure. The buzz phrase for the future is hybrid or blended navigation, where you are using a combination of low-cost MEMS sensors, wi-, cellular towers and GNSS sensors, and putting them into one system, he adds. They have to be tested as a complete system, which comes as a big challenge.

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Climate changer

Environmental chamber specialist Weiss Umwelttechnik plans to expand its business even further into growing markets including China, Brazil and India

Weiss Umwelttechnik has been supplying the automotive industry with environmental simulation equipment for 60 years. The company, which has 2,050 employees including subsidiaries, and is part of the Schunk Group, sees itself as a market leader in the eld. It has served some of the largest car manufacturers in Europe as well as in China, according to its international sales director, Dieter Haus. The company believes that the key to its success is its capabilities in the design and development of bespoke environmental test chambers for the testing industry. These range from chambers for the smallest of components for a wide range of requirements, to large drive-in chambers with a 1,000m 3 volume to test cars, trucks and SUVs, as well as system control software.

Weiss also supplies standard test chambers starting from 20 liters with a temperature range of -70 C to +180 C, and with relative humidity adjustable from 10-95%. Recently the company has also developed what it believes to be the worlds rst climate test chamber with an integrated measuring robot. The WK BM 1000 was developed in cooperation with Battenberg Robotic. This climate test chamber can be used for function-dependent component tests under extreme climatic conditions, with rapid temperature changes. Haus explains, Customers are increasingly testing different products from inside the car under different ambient conditions, for example, satellite navigation systems in summer and winter conditions. As the test chamber simulates these conditions, the component under test is operated by the robot.

ABOVE: Fuel conditioning systems are used to carry out ORVR refueling in vehicles in compliance with regulations, and to test vehicle tanks ABOVE LEFT: VT Mini SHED chambers are used for permeation tests in fuel tanks and HC emission tests in fuel-carrying components

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Were seeing an increased requirement for combined test chambers that can test temperature, humidity and salt corrosion all at the same time
Dieter Haus, international sales director, Weiss Umwelttechnik

BELOW: The WK BM 1000 climate test chamber with an integrated measuring robot BELOW RIGHT: Weisss salt-spray test chamber

The rigs integrated measuring platform enables the fast setup of single components through to complete cockpits and central consoles. And as always with Weiss, the whole measuring system can be customized to match the task in hand. The climate chamber has a temperature range of -40C to +85C at 10-80% relative humidity. The test chamber itself has a volume of approximately 1,000 liters, with outer dimensions of 2,300 x 1,600 x 2,500mm for the whole unit. With Weisss worldwide research and development locations in Asia, the Americas and Europe, Haus believes that the company can always be a step ahead of others in terms of innovation. In order to serve its growing number of customers, it also has nine production facilities around the globe. That global footprint helps give the company an edge over potential competitors, says Haus. Its a niche market and there are local competitors in each of the regions where we operate. But most other companies only supply standard units, so I believe theres no direct competitor. Further penetration into the BRIC countries is set to cement Weisss international position. Weve been working with the Chinese market for nearly 35 years, says Haus. Its a booming market with a very high growth rate. OEMs there are spending a lot of money on the development of their vehicles. More generally, there are several factors driving growth in the eld of environmental simulation. One

is the development of electric and hybrid vehicles, which requires dedicated test systems for battery systems. An increase in extreme weather has also had an effect on customer demands. Were seeing an increased requirement for combined test chambers that can test temperature, humidity and salt corrosion all at the same time, says Haus. Winter temperatures and humidity are variable, and there are also vibrations coming from the road and the vehicle itself. In addition to this, there may be salt spraying up from the de-icing of the roads, causing corrosion to the cars components. New corrosion-test specications also demand a combined test with salt spray and wide temperature variations. For example, in the winter components may be exposed to salt spray, and temperatures from as low as -20 C to above freezing. For these tests you need specially designed test chambers with a high grade of stainless steel construction. To understand and learn more about these new requirements, Weiss runs workshops where engineers can meet with clients and discuss future trends. This also ensures the company is up-to-speed with the latest industry regulations. The company welcomes visitors to its stand at Automotive Testing Expo Europe for a preview of one of its standard units for testing smaller components. A video of a drive-in test chamber that it designed and developed will also be on show.

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Weiss environmental simulation equipment and measuring technique for: Engine and Emission Tests Corrosion Tests Electrical and Electronic Component Tests Mechanical Component Tests

Weiss Umwelttechnik is one of the most renowned manufactures of Environmental Simulation Systems world wide. Weiss Umwelttechnik offers an entire range of high quality and well-proven designs used in all areas of the automotive industry. This includes the testing of all interior and exterior components. Our range of equipment includes standard test units and special testing systems used for Corrosion and Weathering tests, Testing of Electrical, Electronic and Mechanical Components and Engine and Emission tests. The wide ranges of Weiss Umwelttechnik Enviromental Simulation Systems are used in every stage of development. Weiss Umwelttechnik provides test technology that all renowned car manufactures have been using for many years as part of their quality management. Customer oriented consultation is ensured in all phases of project development throughout the world. If you place importance on quality and success in the international market then place your confidence in Weiss Umwelttechnik.

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Environmental Simulation Equipment

Mireval Proving Grounds, near Montpellier in the south of France, was originally opened in 1973 as a racetrack. The circuit was purchased by Goodyear in 1984 and has since served as a testing base for many of its tires. Sbastien Morin, proving ground manager, says the locations consistent weather makes it ideal for its purpose: We develop our full range of tires here, for which we require good conditions all year round. On average there are 300 sunny days a year in Mireval. We wanted to nd somewhere we could test summer tires in the winter and Mireval is the perfect place. The site covers approximately 200 hectares, including straight and curved aquaplaning tracks,


We pay a visit to Goodyears Mireval Proving Grounds in southern France, where car manufacturers, tire engineers and race teams go to test in the sunshine


wet handling and dry handling tracks (the facilitys two most popular features, according to Morin), a 4x4 track and a durability track. The most recent additions to the facility, three years ago, saw the installation of an EC noise track and wet braking lanes laid with multiple types of asphalt. The changes were implemented as part of Goodyears continuous improvement system, and also in anticipation of future tire-labeling requirements, which are now in place. The dry handling track measures 3.3km and the wet handling track is 1.7km both were homologated for Formula 1 in the past, but do not meet the current requirements. As were not engaged in F1 anymore we dont feel its necessary, explains Morin. The braking lanes vary in length between 93m and 128m depending on the surface. The test section of the noise track measures around 250m, with the whole track being over 400m including the acceleration and deceleration zones. Around 90% of testing carried out at the facility is for the development of Goodyears own products, but the site is also available for OEM customer use. Many car manufacturers, as well as race teams, also regularly come to Mireval to carry out testing; a minimum of two or three external customers per

ABOVE: Aerial view of the site shows the track layout LEFT: Wet braking lanes were installed three years ago

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We wanted to nd somewhere we could test summer tires in the winter and Mireval is the perfect place
Sbastien Morin, proving ground manager ABOVE: Most of the testing carried out at Mireval is for Goodyears own products RIGHT: The main visitor base contains ofce space, a changing area, two garages and the control tower

week, according to Morin. However the facility is not commercially available to third parties in the conventional way. Following a request, access comes only at the invitation of a Goodyear employee and such will only be issued if Goodyear feels that it is benecial to the business. For tire tests, visitors must be equipped with at least one set of Goodyear tires for evaluation. The necessary infrastructure is in place to support these guest users. Mireval has one main ofce building by the entrance to the facility and behind it there are garages. Having multiple large garages means that several parties can operate

independently at the same time, helping to protect client condentiality. A short distance further onto the site, near the tracks, there is another ofce building that is used as the main base for visitors. A state-of-the-art ber-optic internet connection as well as wi- is installed, so testers can easily stay in touch with base. Goodyear also offers support services if needed. Testers should identify in advance how they require assistance, then we can decide if its feasible or not, says Morin. For example during the session they might require tire changers or drivers to carry out aquaplaning tests. Site safety is maintained in a number of ways. First-time users are subject to a safety brieng on arrival at the site. In addition, all guests are supplied with a radio, which enables essential communication with the control tower at all times. Trafc ow on the site is carefully monitored by a safety manager who grants access to each track via electronic gates. There is always an ambulance on standby. Visitors typically use Goodyears own measuring equipment and software. The tire maker uses a variety of packages but has developed in-house software tailored to its specic needs. Morin notes, To measure noise we also use a piece of equipment that was developed internally, based on commercially available measurement equipment. The logistics of visiting Mireval are smoothed by its location close to Montpellier airport and the plentiful availability of hotels within a 10-20 minute drive. Nevertheless its isolated location in the mountains outside Montpellier helps with privacy. Car manufacturers often test their prototypes here, says Morin. The site isnt advertised much and we dont get disturbed.

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Adapt and overcome

Test equipment companies are pushing the boundaries in search of more reproducible results, more detailed measurements and innovative new applications
WORDS BY GRAHAM HEEPS ABOVE: Despite the detailed test procedures in place, measuring noise on outdoor tracks remains at risk of inconsistent results, opening the way for indoor test rigs such as the new one from TS TestingService (BELOW)

One might think by now that pretty much every piece of tire testing equipment that could be invented, has been invented. But a combination of changing standards, new technologies and clever thinking means there are always interesting new developments to report in this eld. Tire labelings arrival in Europe last year meant a strong focus on the test procedures that were adopted to determine the label ratings. Now that the scheme is operational and the dust has settled a little, thoughts are turning to how the consistency of testing might be improved in the two label categories where the current procedures allow for an element of variability in the test conditions: noise and wet grip. TS TestingService delivered its rst Tire Noise Test Stand to a client in China in 2012 and is now in talks with several other customers. Designed to be housed in an anechoic chamber and equipped with a replica ISO tire noise test surface on its drum, the rig is claimed to improve the accuracy of noise measurement. The companys managing director, Stephan Koehne, guarantees repeatability of results of between 1-2dBA, compared with perhaps 3-4dBA for an outdoor test surface. Thats a big margin when one considers that a difference of 3dBA constitutes a doubling of the volume, at typical tire noise values. In noise measurement you have very high measurement uncertainty, which is also why a new ISO asphalt surface is under consideration, Koehne says. Another approach is to take it indoors to remove the variable environmental conditions: no noise from birds or the wind, no temperature deviation and no humidity differences, so you have

more or less constant conditions throughout the day. Moreover, you can easily test day or night, which you cant do at a noise measurement track. Koehne and others propose to take a standard surface to apply to all noise-measurement drums, so that everybody measures on exactly the same surface, rendering the inuence of the surface negligible. Thats important because surface variation is the main cause of poor noise measurement reproducibility, he says. At the moment, label measurements still have to be done outdoors but there is an ongoing discussion as to whether it would be better to do it on a machine. Not everyone is in favor, especially those who have a noise measurement track! But I think in the long run, when the European Commission sees the uncertainty in the noise measurement and the ease with which its possible to take the lowest measured value for your label when much higher ones are recorded at another track they may be in favor of something that provides a good value. In the meantime, there is no reason why indoor machines such as Koehnes cant be used for development purposes. During development youre always going for small differences, he continues. Its hard to say if one thing is better than the other, if your measurements give contradictory results. It makes it very hard to develop a product, which is why you need something like this indoors. Looking further ahead, wet grip could also be measured on a test stand, and Koehne has just such a design on the drawing board. Such developments would open the door to reliable measurements from correlated machines for all three tire label

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performance criteria, although such a scenario is clearly still some way off, in legislative terms. Meanwhile, SDS Systemtechnik has designed an innovative way to monitor tires while they are on a test rig. SDSs Endurance test Monitoring System (EMS) is a patented device originally developed for Continental that is newly available to customers. EMS is an example of laser shearography slowly moving out of its R&D origins and into more industrial and production-type applications. It arose from a need for a system to automatically shut down durability tests in the event of a tire failure, to prevent further damage to tire and rig. However, the nature of the system means that it can offer much more, and is suitable for a variety of applications. The system can be operated as a one-head setup typically for dynamic growth or with two heads for sidewall monitoring, or three for bead-to-bead verication. EMSs camera(s) synchronize with the rotation of the tire, capturing a complete 3D image of the tread, sidewall or both, up to four times every minute, without the need for extremely high-speed cameras. The image can then be compared with a reference image, with a threshold of differentiation set to initiate shutdown. The images captured are also a powerful analysis tool post-failure as its possible to see exactly how and where the failure occurred over time, thanks to automatic data archiving that allows the aw development during the measurement period to be reconstructed. Other applications for the technology identied by SDS include monitoring the tread of a truck tire during high-speed testing in North America, and recording the dynamic growth of motorcycle or motorsport tires at speed. In the latter case, race teams have the chance to assess the inuence of the change in the tires shape on the cars aerodynamics. Its taken time to nd applications as it doesnt meet an obvious standards test, explains SDS Systemtechniks managing director, Stefan Dengler. Weve also been working on a simplied version to meet the original shutdown brief. While SDSs technology may be moving out of mainstream tire development and into racing applications, Rennwerk Engineerings new TyreTempPRO product could be making the journey in the opposite direction. TyreTempPRO is a dynamic surface temperature proling tool that has been developed in Formula 1 tire testing, but which, its makers believe, could have applications on tire test stands, too. The system works by using up to four cameras simultaneously to record infrared images of the tires. Rennwerks PROler software synchronizes the videos with chassis telemetry data and uses dimensional data to create a 3D car model. Matrix conversion then projects a 3D virtual tire into the 2D infrared video, enabling the user-dened temperature prole section a horizontal line across the tire surface from which a temperature prole of 100 data points can be read to follow the tire motion in the video. You could call it a high-resolution tire surface temperature sensor, like putting 100 infrared sensors on each tire, explains Steffen Schmann, Rennwerks managing director. The main advantage is that youre lming the tire so you can measure the temperature on your steered front tires, as the sensor doesnt need to move with the tire the software does that job for you. Engineers can work with the temperature data gathered do overlays, lap-based comparisons, compare run-to-run, or do all kinds of advanced data processing as the data is available in the common MATLAB le format. Motorsport is the obvious market for TyreTempPRO, but Schmann also reports lots of interest in applying the technology outside of motorsport, on tire test benches. Its the same problem, he says. A lot of tire test bench service providers use infrared cameras already, and they have video you can look at, but its difcult to work with it because you need the data too.

ABOVE: SDSs Endurance test Monitoring System in action BELOW: F1 airbox-mounted camera as part of Rennwerks TyreTempPRO proling tool

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Basic instinct
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Renaults Dacia brand is built on vehicles that are low in price but tested for the toughest of conditions. Arnaud Deboeuf reveals the recipe for success


In 2012, the Renault Group sold more cars outside Europe than in it for the rst time in its history more than 1.2 million vehicles in all and an increase of 9.1% on 2011. That was partly explained by falling demand in Europe, but also by the success of the entry program vehicles, variously badged Dacia or Renault, that are targeted at developing markets but have also proved popular budget choices in mature ones. The Logan alone accounts for one Group sale in ve, and is produced in seven countries: Romania, Russia, Colombia, Morocco, Iran, India and Brazil. The man in charge of developing these vehicles (for the sake of clarity, this article will refer to them as Dacias) is Renaults vice president for the entry program, Arnaud Deboeuf. He explains that the Dacia business model depends on rigorous cost control, especially when it comes to the entry ticket, the engineering development expenditure on a new model. The rst step is to minimize any changes to the platform. The original Logans B0 platform has been tweaked since its debut in 2004 to take account of new European regulations on frontal crash protection, as well as gaining a new electronic architecture and modications to the engine bay to accommodate more modern powerplants. Nevertheless, this updated M0 version retains more than 70% of the parts of its predecessor, says Deboeuf.

We have a very pragmatic and cost-efcient platform for cars over 4m, he adds. The Duster is 4.31m and we could easily go up to 4.7m. Below 4m the length of the Sandero we would start having problems with packaging and weight. When the car is smaller you need to have a lighter platform. There would also be a packaging issue with the rear because you cannot change the front dimensions. Deboeuf says that further changes to the platform will remain very limited, and subject to careful, caseby-case analysis. Dacia wont be chasing higher Euro NCAP crash ratings, for example. The Euro NCAP approach is becoming more about features than real crashes, he argues. We dont target ve stars because were sure that the customer will not value the higher price we would have to put on the car to increase to ve stars. We want to be better than the Chinese OEMs and in terms of real occupant crash test safety we aim to be very good. The results for the Duster would appear to illustrate this approach, scoring ve stars for child protection, four for adult, and three for pedestrian and safety assistance systems. The latter, lowest scores decide the overall rating of three stars; a similar result is expected for the latest Sandero. One component that is set to change, however, is the power steering. The rst modern Dacias had unassisted steering; thats since been supplanted by

MAIN: Arnaud Deboeuf RIGHT: Dacia cars like this Duster 4x4 are designed to cope with punishing terrain in emerging markets

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hydraulic PAS, in response to customer feedback. Were just answering demand; we dont need ve stars, but we do need power steering, says Deboeuf. Future cars could get EPS, as is now the norm for most mainstream OEMs, but only on Dacias strict terms. The current hydraulic solution was initially chosen because, with a belt-driven pump already on the engine, it was the cheapest solution. The problem has now arisen that the newer engines in the latest Dacias which are otherwise tted to cars with EPS require a secondary pump. Deboeuf says that this is still more cost-efcient than an electric system, but that the saving is smaller than for the original hydraulic system. Were in intensive negotiations surrounding the development of a low-cost electric power-steering solution to roll out across the Dacia range, he reveals. Based on our design-to-cost principles, Dacia has set a very tough cost target for EPS, and if we can stay within this budget, well switch. And because we make about a million cars a year, we can negotiate a good cost for the system! But hydraulic power assistance makes sense for now. As well as a high percentage of carry-over parts, another way in which Dacia limits the engineering development cost of new models is by reducing the number of parts. The new Sandero, for example, has around 1,800 components, compared with the similarsized Clios 2,300. Within that, the engineers carry over as many parts as possible from model to model. Despite this, the development of a new Dacia still takes around three years, the same as other Renaults. We do not introduce innovation and the platform is a carry-over, which should reduce the timescale, says Deboeuf. But at the same time, we typically have longer discussions with our suppliers to reach the target cost. We have a very strong design-tocost period where we work with the supplier in an open-minded way to reduce the cost of each part.

Alpine adventure
At the opposite end of the product scale from Dacia is Renaults revived Alpine sports-car brand. Following the formalization of a joint venture agreement with Caterham last year, work is ramping up for the twin cars 2013 launch. We now have project and engineering, purchasing and logistics departments, says Bernard Ollivier, CEO of the Alpine-Caterham JV (pictured below). These include people from Renault, Renault Sport and Caterham, but it is one team for the two cars. The styling is more than 50% complete and we are beginning to work with suppliers. For the project to be protable we have to maximize the number of parts carried over between the two cars. A feasibility study completed before the partnership was announced means that the architecture of the car has already been agreed, although the rst prototype has yet to be built. The engineering department for both cars is currently split between Renaults Technocentre in France and Caterhams Hingham, UK, site, but will move to Dieppe later this year to be closer to the manufacturing facility.

ABOVE: In Access spec, the new Sandero is a no-frills buy, with unpainted bumpers and white the only color option LEFT AND BELOW: Three views of RTRs test facility in Titu, Romania, which has 32km of tracks

Three years is still shorter than it took to ready the rst Logan, however, not least because there was considerable opposition to the car within Renault that had to be overcome a headwind, as Deboeuf calls it. Having fewer parts to develop also means fewer engineers, further reducing the cost of the program. That saving is added to by locating about 70% of Dacias development work in Renault Technologie Roumanie (RTR). Established in 2006, it has three sites in Bucharest, Pitesti and Titu. In terms of the teams make-up, we are at a turning point, explains Deboeuf. In the past we had a lot of Renault staff there to train the Romanians. We still have a lot of Renault expats, but we are now replacing the heads of the development teams with Romanians. When we decided to invest in Romania, one important point to us was that Romania is one of the

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Were in intensive negotiations surrounding the development of a lowcost electric power steering solution to roll out across the Dacia range
Arnaud Deboeuf, vice president for the entry program, Renault

most mechanically and engineering-oriented states in the former Soviet bloc, he claims. It has a big tradition in engineering, more so than in the Czech Republic, for example. Whats important is that we now have the full development pyramid: a design center in Bucharest, plus engineering staff and a proving ground. Renault products come to use those proving grounds too, and RTR develops parts for other Renault cars as well. From a testing point of view, Dacias are treated no less stringently than other Renault products; in fact more Dusters, Logans and Sanderos are sold under the Renault brand than as Dacias, which only appear in the European and EuroMed-Africa regions. From a durability point of view, the program is even more


rigorous than for Renaults destined solely for developed markets, and has been since the rst Logan appeared. BELOW: The car that started it For example with the Duster, we tested it in the all the rst Logan from 2004 Carpathian mountains in Romania, says Deboeuf. Im not sure how many kilometers we did, but we tested the vehicle for real off-road ability over two or three months without stopping. Our development focus is on emerging markets, where the impact of weather, humidity and bad road conditions is far higher than, say, for a Clio in the West. So we have a validation process that ts with this: exposure to the sun, a hot atmosphere, humidity, cold weather in Russia and bad road conditions. It is the development priorities that distinguish Dacias from other Renaults. Survival in tough conditions is deemed more important than every last gram per kilometer of CO2 reduction. We prefer to have increased ground clearance to handle the bad roads, and features such as the hydraulic steering, he conrms. Our priority is emerging markets. Nor are niceties such as a brand feel for ride and handling high on the agenda. Our focus is mainly on handling the bad roads rather than cornering at 160km/h! he laughs. Its more about primary ride. But there is now a difference in the chassis tuning for the new Logan and Sandero between central Europe and everywhere else, whereas the original Logan was 15.03.2011 12:28 Uhr Seite the 1 same everywhere.
RIGHT: The Duster undergoes Euro NCAP crash testing. It emerged with three stars

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Smoothly does it
Vehicle dynamics development in China is still evolving. An expert panel assesses the current challenges and likely future developments

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The panel
Mark Beasy In chassis design and development since 1996, specializing in tuning. Formerly with GM Holden (he worked on the original HSV GTO coupe), he has undertaken a number of consultancy jobs in China. John Heider Ex-Ford vehicle dynamics manager and principal of USA-based Cayman Dynamics, with connections to Cotech, and project experience in China. Nanda Kumar Malaysian engineer, ex-Lotus Engineering and Bufori; now runs Radical Chassis Solutions. He is also a multiple national rally champion and has worked on Chinese rally-car projects. Ren le Grand Freelance dynamics engineer now in his fth year in China. After two-and-a-half years at VW-Shanghai, he is now with the Cotech consultancy, serving almost all major Chinese OEMs and their JVs. Clive Roberts Currently director of vehicle integration at SAIC Motor Corp. Started out with Triumph in the 1970s; 14 of his almost 40 years in vehicle development and integration have been spent in China. Gao Yi Currently a senior vehicle dynamics development engineer (seven years experience) at Chinese engineering consultancy and rig builder KHAT. Bo Zhu Helped design an SCCA Spec D racer before working as a vehicle dynamics development engineer with a Chinese OEM. Now with IDIADA.

More cars are now sold in China than in any other country in the world (although the USA still leads the way in terms of the value of vehicles sold). In fact, its thought that more cars were sold there in 2012 than in the whole of the EU. But China is not a mature market in vehicle dynamics terms. Customer requirements, although becoming clearer, are also less dened than in more mature car markets. Local OEMs lack the brand identity, expressed through their vehicles driving characteristics, that weve come to take for granted in the West. Many chassis tuning projects are still led by western companies such as Lotus, MIRA, Porsche, Magna or Prodrive due to a paucity of local expertise. All this makes for a very different environment for dynamic development and chassis engineering in China from the one familiar in other countries. To get a handle on the current situation, and discover what the future might hold, we spoke to a number of

engineers with current or very recent experience of the Chinese market (see The Panel, above); heres what they said. When it comes to facilities, its clear from the comments of our panel that the low-quality, poorly maintained facilities and hazardous operating conditions of commercially available proving grounds in China makes the dynamicists job harder than it might be elsewhere. With origins in truck or military-vehicle development and a focus on durability work, there is a relative lack of tracks dedicated to handling development. The problem is compounded when even moderate maneuvers to assess handling can be frowned upon or (as at Beijing proving ground) outlawed altogether. As a foreigner in China, Ren Le Grand, who works with Shanghai Cotech Engineering, a consultancy founded by Dr Ximing Huang, isnt allowed to drive on every proving ground. He notes that vehicle dynamics areas

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Development facilities and equipment in China
There are five public proving grounds in China: Nongan, Beijing, Xiangfan, DingYuan and Hainan There are 15 K&C test rigs in China. Seven were made by KHAT, one by Lotus, three by MTS and four by ABD There are two low-speed tire F&M test machines at Chinese OEMs and one high-speed tire F&M test machine at a tire supplier Two OEMs have their own damper tuning truck, as do half a dozen damper suppliers Almost all OEMs have handling test devices from Racelogic and Dewetron. Inertial Measurement Units tend to be Moog Crossbow VG700s and VG800s but OxTSs RT3100 is also used

Source: Gao Yi, KHAT

such as the one at Beijing can be unhelpfully rough-surfaced; ironically, other tracks are too smooth for ride development, so he prefers to head out onto public roads. Xiangfan proving ground, which was designed by MIRA, is the best proving ground for chassis tuning, adds KHATs Gao Yi, referring to the facility in Hubei province near Dongfengs base. The roads at most proving grounds are for durability testing, and too severe for ride. For handling, most proving grounds just have the [vehicle dynamics] area. IDIADAs Bo Zhu agrees: Xiangfan is better for handling than Beijing and has more test roads. But you have to pay an incredible amount of money to use their wheel alignment machine! It seems that the proving-ground situation is improving, however. They were very poor until 2012, admits SAICs Clive Roberts, but the new Shanghai GM Guangde Proving Ground and Maxxis Tyres new facility [in Kunshan City, near Shanghai] have made a big step forward. The picture is more complicated when it comes to chassis test equipment. There would appear to be plenty of cutting-edge rigs to assist in dynamics development programs (see Development Facilities and Equipment in China, above), even if the seeming absence of a shaker rig is an obvious gap in the armory. The problem is a lack of expertise in knowing how to make the best of whats there. The number of new K&C rigs in China is amazing, notes le Grand. Not all of them are properly maintained or operated. Systems are sometimes bought, installed and rarely used, either because the engineers dont know what to do with them, or simply because they overspent and need to save on electricity. Caymans John Heider has similar observations. The local facilities and expertise varies, he says. Its common for companies to spend money, but there

doesnt seem to be a lot of cohesive planning. One OEM might have a state-of-the-art Anthony Best K&C rig, but no alignment rack in its facility. At another you might see brand-new Hunter alignment racks and wheel balances, but nd that it is only now building a proving ground. All the OEMs have pieces of the puzzle in terms of facilities, but nobody has integrated everything together like a western OEM. Cultural differences should also be understood and respected, according to our experts. In China, the concept of driving a vehicle and forming an opinion of what you think could be improved is a foreign concept, says Heider. In my experience, engineers there like and understand objective testing, but the concept of relating your subjective impressions to the objective data is difcult for them to grasp. They dont know what they like, or should like. The problem is deep-rooted, however, as many engineers dont even have a driving license, let alone basic vehicle evaluation skills. Not many engineers in China can afford to own a car, and management doesnt always feel the need to teach them to drive, observes le Grand. The short history of the Chinese car industry and the resulting absence of a car culture is an issue, too;

TOP: View of the impressive new Shanghai GM/PATAC Guangde Proving Ground BELOW LEFT: As well as operating its own truck (seen here at Beijing proving ground), Cotech builds mobile workshops for clients. Its own truck has a Roehrig EMA 2K dyno (BELOW)

JUNE 2013



Suppliers perspective
Anthony Best Dynamics sells its Suspension Parameter Measurement Machines and its robot products in China, a market that the company believes is still growing. All of ABDs equipment is supplied with after-sales service and training, which is not always the norm in China, according to the MD, Tim Rogers. He says, Chinese OEMs expect to be sold a product that is ready to be used and requires no training or after-sales service, but weve been training the engineers to use them and theyre quickly up to speed. Its really down to us to educate people on what it can and cant do. Rogers advises suppliers looking to do business with Chinese OEMs to nd the best possible distributor: Be very careful and take the time to select the right person, he says. And make sure they are supported, because its all down to relationships. You could have the best product in the world, but if your distributor doesnt have that [customer] relationship, youll never get in there.

few engineers grew up tinkering with cars in their spare time. Taken together, these factors result in a lack of skilled, experienced development engineers in China. According to Yi, there are very few with more than 10 years experience, making it inevitable that foreigners will continue to be called in to assist domestic OEMs for the foreseeable future. But evidence suggests that the younger generation in particular is primed to step up and ll the gap. Most chassis design engineers are willing to cooperate with vehicle dynamics engineers by exchanging ideas at a component level, and learn more regarding its inuence on whole-vehicle performance, says Zhu, a 30-year-old engineer. Within Chinese OEMs, the Chinese expats, or foreigners who have previously worked in foreign OEMs, provide valuable experience to the younger generation of engineers. The relative lack of hands-on experience offered in Chinese universities means that most of the [homegrown] vehicle dynamics engineers have a CAE or chassis-engineering background, so a holistic view is needed. Some Chinese OEMs are aware of this and have been developing their vehicle evaluation teams for years, so that they can do a better job as vehicle dynamics engineers. As a vehicle dynamics engineer myself, I also think there is a lot more to be learned. Everyone we spoke to agreed that the level of chassis and dynamics expertise within Chinese OEMs is growing. Not all our experts share Zhus condence in the future development of an indigenous pool of dynamics-engineering talent in China, but Roberts does. Chinese engineers are severely hampered by a lack of experience outside their home area, but they learn fast and soak up good training, he says. [In a decade] they will be capable of tuning for the domestic market, but the lack of global experience will continue to be a restriction. Theyre eager and clever, but so were we and if it requires 10-15 years

The managers of Chinese OEMs will be pleased to rely on Chinese talent to develop their vehicles
Bo Zhu, vehicle dynamics engineer, IDIADA

experience to know how to put a good tune together, that is how long it will take an eager and clever person of any nationality. Most of the Chinese engineers I have worked with understand that they are nowhere near ready to tackle vehicle dynamics themselves and have stated that it is the next generation coming though who will be, adds Mark Beasy. The kids that play with cars, run around making engine noises, modify their electric bikes, mopeds and eventually cars to make them go faster and handle better will be up to scratch. Zhu believes that the rise of homegrown expertise could at last lead to Chinese-brand vehicles developing more distinct characters. I think the managers of Chinese OEMs and joint ventures alike will be pleased to rely on Chinese talent to develop their vehicles, not only for a better alignment of the engineers interests with the companys, but also for a better understanding of the end users tastes. What this will mean for the western consultancies plying their trade in China remains to be seen, but the market is only set to get tougher. I see a lot of things changing in this part of the world right now, says Nanda Kumar. Understanding what the client wants goes a long way. Whether or not this new generation of engineers will drive a shift away from western talent will depend on how the western talent deals with these changes.

TOP LEFT: A Cotech project car in front of the entrance to Beijing proving ground ABOVE LEFT: Work underway on the FAW-Volkswagen Golf CRC rally car in Beijing. Nanda Kumars RCS organization designed and built suspension components for the car

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Shaking king
all over

A research program in the UK could result in more accurate safety and durability testing for the battery packs in hybrid and electric vehicles

TOP: The Smart ED was one of four different electric or hybrid cars used to gather data by the team at Millbrook, plus the combustion-engined benchmark vehicle

In the young, fast-changing eld of hybrids and electric vehicles, test methods and standards are also evolving quickly as OEMs and specialist suppliers alike build their experience. In the case of durability testing, developers of combustion-engined vehicles can rely on mature testing procedures that have been correlated to decades of data from real-world use. That data simply doesnt exist yet for electried drivetrains, so there is a far greater risk that components will be under- or over-engineered. To help ll the gap, a team at the Millbrook test and development facility in Bedfordshire, UK, has decided to research the typical vibrations to which a cars battery pack is exposed, as a rst step toward establishing some new standards for battery durability testing. The projects impetus came from a customer who wanted Millbrook to devise a vibration testing system

for battery packs. When we reviewed the academic literature, we found very little published research or publicly available studies with regard to the vibration testing of electric-vehicle energy storage systems, says senior engineer Jim Hooper. Vehicle manufacturers have their own test specications for battery packs, but there are some industry standards. Hooper identies SAE J2380 and a similar US Advanced Battery Consortium specication for vibration testing, as well as British standard BS62660 (an abuse test for battery-pack cells) and the new ECE-R100, which also has a requirement for the vibration testing of battery packs. However, if you start looking in further detail at the existing specications, you see they suffer from a number of limitations, Hooper continues. Most of them havent been devised to represent a given vehicle durability life. The majority have only been devised as a short-term abuse test, just to determine

JUNE 2013


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There are little anomalies that havent been considered and that we have identied
Jim Hooper, senior engineer, Millbrook INSET BELOW: Collating the results of vibration testing on hybrid and EV batteries

the failsafe performance of the pack, as opposed to a durability-based procedure to decide if the pack would survive a warranty period. One of the biggest uncertainties for battery-pack suppliers is how long to guarantee them for. Hoopers team found that specications had often been based on consumer electronics data, which will have a completely different life and service operation from a battery pack in a vehicle application. Another limitation weve found is that some of the specications only test in the z-axis, he says. And when there are specications that want you to evaluate in the x- and y-axis, they want you to use the same vibration prole, which is not realistic at all, because you get different x and y behavior. A further shortcoming is that the majority of specications treat an EV battery the same regardless of the vehicle its going to go into, with no discrimination between a battery EV and a hybrid, which will most likely have different vibration characteristics due to its onboard generator. There are little anomalies that havent been considered and that we have identied, Hooper says. To gather some realistic vibration data, Millbrook obtained a set of different electric and hybrid vehicles including a Smart ED, a Vauxhall Ampera, a Nissan Leaf and a Mitsubishi i-MiEV. Data was collected from triaxial accelerometers at six locations on each vehicle: both A-pillars, the front and rear of the battery packs, and the front and rear of the chassis. We looked at the different vibrations to establish durability cycles, says Hooper. We used surfaces from Millbrooks structural durability test procedure as a basis, which simulates a 10-year life of a typical European passenger car. That test specication has been correlated to real-world data. Granted, the

Moving goalposts
Hooper acknowledges that the eld of EV testing is evolving rapidly and, inevitably, having completed the study, there are areas hed like to revisit. Wed like to instrument a vehicle to understand what the cooling system is doing and establish what impact different temperatures have on vibration with regard to the cooling system of different vehicles, he says. We can certainly do that at Millbrook because we have the large vehicle chambers, the tracks, and also a dyno within a chamber. It might also be interesting to do a whole-vehicle modal analysis and see how the pack behaves with regard to the modes at which

it resonates, from vehicle to vehicle. That will certainly give us more denitive answers for the impact of the various factors that weve identied.

Automotive Testing Technology In1 1

30.01.2013 09:58:43

limitation is that its going to be 10 years of an internal combustion engine because thats where the correlation has occurred. But this is a starting point. There is scope for us to do future research because there isnt any data out there at the moment on what the typical life is for a battery electric or hybrid EV. Early studies that have reviewed use of battery EVs, even though they took place over only two years, have seen changes in customers usage behavior. Customers are adapting their behavior to be more in line with how they used their internalcombustion engined vehicles. The test team recorded each surface separately using the same speed, the same vehicle setup and arrangement, and the same number of passengers. An ICE vehicle was used as a baseline, so that any differences in characteristics between EVs and ICE vehicles could be highlighted. There were some interesting ndings. All vehicles displayed signicant vibration energy from 0-5Hz, derived from primary ride behavior, says Hooper. That was interesting because the specications we reviewed typically evaluated EV vehicle batteries from 7Hz upward. So there is a big chunk of vibration that is being ignored in the specications. We also found on the Leaf and the i-MiEV that at frequencies of above 300Hz, there were some reasonably high vibration energy spikes. This is subject to further research, but we think those resonances could have three sources. They may be a function of powertrain vibration the vibration being transmitted from the EV motor to the pack. They could be a function of the cooling strategy, because we only saw these vibration spikes occurring at high speeds of around 50-70mph, which is when the cooling fan will activate. They could also be a function of the power electronics the transformers cutting in. If it is the cooling system, there are implications for test standards and how engineers are going to have to develop their products, he continues. The packs in vehicles destined for a warmer environment will be subjected to more vibration input than a vehicle in a more temperate climate such the UK. The Nissan Leaf displayed a unique vibration spike that could be a result of its battery pack being air cooled rather than water cooled, a setup dictated by the packs pouch-cell construction. Other spikes

TOP: The Nissan Leafs air-cooled, pouch-cell battery pack. Future test standards may need to take account of different cell constructions BELOW LEFT: Comparison of J2380 x-axis test prole vs. measured data from test cars


0.04 (g2/Hz)







400 Frequency (Hz)





Astra average x response (g2/Hz) Smart ED average x response (g2/Hz)

i-MiEV average x response (g2/Hz) SAE J2380 average x response (g2/Hz)

Leaf average x response (g2/Hz)

from 7-20Hz in all tested vehicles, the ICE-equipped Ampera included, could stem from the powertrain, such as the gearbox and engine rolling or bouncing on their mounts, or from suspension-to-road-surfaceinduced vibration, such as hop. In this respect, there is some correlation between EVs and normal ICE vehicles. Something we found that was EV-specic was vibration spikes from 20-70Hz, adds Hooper. We believe this is a function of the body torsion mode being introduced into the pack. In EVs the pack usually forms part of the chassis or body assembly because its such a large item. We noticed as well that in these frequencies there were differences in the isolation strategy for the pack being employed by the vehicle manufacturers. There are different forms of mounting and different NVH as a result, so thats another factor that needs to be considered when youre developing test standards. The Millbrook team sequenced the recorded data using nCode vibration analysis software. A power spectral density plot for a 10-year life of the vehicle was created and overlaid against the J2380 and BS62660 test proles. Whichever way we sequenced the data, we came to the conclusion that the J2380 standard is too harsh for a simulated life test of a European passenger car, says Hooper. We also evaluated against BS62660. As with J2380, we came to the conclusion that it was too severe from a vibration point of view. For the future, Millbrook would like to work with battery manufacturers to help devise specications that would be more realistic to the application of their automotive packs, and with other bodies to try to improve pack specications. We have a chance for this study to snowball, says Hooper. We are working with Dr James Marco at Craneld University in the UK to publish the results because we dont think they should be hidden away.

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The UK insurance industrys Thatcham test lab has undergone a series of upgrades to secure Euro NCAP accreditation so that it can crash-test new cars and create the assessments for driver assistance systems
WORDS BY TRISTAN HONEYWILL MAIN IMAGE: Frontal impact testing is done against Cellbond-supplied deformable blocks

at our place
(US$1.1m) was needed to bring Thatchams lab up to the same standard. The project began with structural improvements to the buildings. Euro NCAP requires a high overall view of the vehicle as it meets the crash barrier, explains Thatchams head of research, Matthew Avery: To achieve this we had to remove a roof support and reinforce others so that it could give the camera a clear shot of the crash. And because Euro NCAP crash tests must be conducted at temperatures of between 20C and 22C, we needed air-conditioning upgrades to give us much ner control of temperatures. Euro NCAP isnt prescriptive on how the vehicle is propelled toward the barrier. Thatcham uses an innite loop cable with a knock-off device and an electric motor on one end. The ying oor used for side-impact tests was designed in-house and is tethered at the front to the cable. At a predetermined point, the knock-off device releases the vehicle so that its moving under its own momentum at the point of test, says Avery. The deformable barriers used in tests come from one of three recognized providers. Thatchams are sourced from UK supplier Cellbond. These are made from a series of dense aluminum honeycomb blocks

Thatcham has been crash testing cars for the UKs insurance industry since 1969 and over the past decade the UK laboratory has steadily become more closely involved with Euro NCAP. It began by advising on whiplash testing and sharing its assessments of vehicles electronic stability control and tment rates with the safety organization. Seeing the potential to promote technologies that reduce accidents and claims, Thatcham realized it needed to be a senior partner in Euro NCAP. That meant becoming a fully accredited crash test laboratory alongside the other seven used by the safety organization: UTAC in France; ADAC and BASt in Germany; TNO in the Netherlands; IDIADA in Spain; CSI in Italy; and TRL in the UK. Despite having a lot of infrastructure and equipment already in place, investment of around 750,000

JUNE 2013



RIGHT: The required revisions to Thatchams facility went as far as structural upgrades to the buildings roof

ABOVE: The ying-oor rig, for side-impact testing, was designed in-house by Thatcham

of varying stiffness to represent the crash properties of a car body structure. Each must be batch-tested to ensure they provide uniform performance. Looking at stills and video of the facility, it is clear that the lighting is better than the average NCAP lab. But its not nearly as good as it could be, says Avery. People such as the IIHS in the USA do it better. They were focused on making the visuals very strong so they could be broadcast by TV companies, so their facility was designed by their photographers. Weve tried to emulate that. We have professional photographers on the team, not just technicians with cameras. Unless you know what youre doing, you wont get the right quality visual material. It takes a lot of light to shoot clear images at 1,000fps. The important thing, says Avery, is to light things relatively softly, with a very high level of intensity. By lighting the vehicle uniformly, you remove hotspots and dark areas. As part of the upgrade, Thatcham installed an additional six cameras to the eight already in place, three on each side, at a cost of 30,000 to 40,000 (US$45,000 to US$60,000) each. Thatcham chose Phantoms that work up to a rate of 5,000fps. With an airbag deploying in around 30ms, you need to see precisely whats happening, says Avery. Thatcham also upgraded its data acquisition, hardware and software to provide the high number of data channels Euro NCAP tests require. Besides expanding its existing capabilities, the test house had to invest in child dummies as well. It is now in

Were trying to create realistic tests that will drive manufacturers to save lives. It isnt about braking for a target
Matthew Avery, head of research, Thatcham

the process of upgrading to the more biodelic Q-Series, nally being adopted by Euro NCAP. The biggest investment that is planned is for the new side-impact dummy, WorldSID. It costs around 250,000 (US$378,000) and offers higher channel rates that enable test engineers to study neck, chest and pelvis injury mechanisms much more precisely. Euro NCAP also plans to introduce a full overlap test, which will require a small female dummy. There are concerns that manufacturers are optimizing vehicles too closely around the test procedures, producing designs that simply reinforce the structural integrity, says Avery. The stiffer structures mean that the occupants must absorb more of the crash energy okay for a t young man, but more serious for the growing number of elderly drivers and passengers. The full overlap test will encourage manufacturers to address this. Thatcham is developing new tests for car-to-car collisions and accidents involving pedestrians. The car is under the control of an ABD steer-and-brake robot that runs the car into the back of a balloon target designed to have the same radar reectivity visual characteristics as a real car. If the car has a stereo camera instead of a radar, it will be looking for something resembling a car, says Avery. Others look for a radar signature and a visual conrmation such as lights, a back window and a number plate. Were trying to create realistic tests that will drive manufacturers to save lives. It isnt about braking for a target: its important that we prevent false warnings. Despite its Euro NCAP accreditation, Thatcham remains a not-for-prot organization. It does conduct commercial testing work for manufacturers and provides consultancy on AEB, but its principal aim is to share best practice and knowledge. That will be useful for manufacturers as more and more of the development work in testing focuses on active safety that prevents crashes.

JUNE 2013

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Show special
Event: Automotive Testing Expo Europe 2013 Venue: Messe Stuttgart, Germany Date: June 4-6, 2013
Welcome to our preview of Automotive Testing Expo Europe 2013! Europes only dedicated automotive test, evaluation and quality engineering trade show returns to Stuttgart, for the 15th time this June, having rst opened its doors in 1999. More than 300 exhibiting companies will be displaying the very latest technologies and services that are helping car manufacturers to produce safer, more reliable vehicles. As well as Europe, the show boasts exhibitors from China, Korea, USA, Japan and even New Zealand! Dont forget that visitors to Automotive Testing Expo Europe will also have access to Engine Expo, the Vehicle Dynamics Zone, Automotive Interiors Expo and the Global Automotive Components and Suppliers Expo, which take place in adjoining halls. Theres also the Open Technology Forum, which boasts over 45 expert speakers, including Steven Haeg of MTS Systems Corporation, Dieter Scharpe of Technische Universitt Dresden, Dr Burkhard Scholz of IDIADA Fahrzeugtechnik, Dr Ireri Ibarra from MIRA, and Millbrook Proving Grounds Alastair Wynn. Best of all, entry to all the shows is completely FREE, so go online now to to register for your visitor pass. See you there!

The build-up to Automotive Testing Expo Europe 2013 starts here, with a focus on automotive development in the Stuttgart region and exhibitor news




000 073


Virtual harmony
The Automotive Simulation Center Stuttgart combines engineering, mathematics and IT to work with the industry at pre-competitive stages of development

Stuttgart and its surrounding districts have been of major importance to Germanys car makers for more than a century. For the past ve years, the region has also been host to a key player in the virtual world the Automotive Simulation Center Stuttgart (ASC-S). Established as a not-for-prot association, it aims to harness the power of numerical simulation for product development and optimization. It also uses engineering, mathematics and information technology as a platform to bring together OEMs, suppliers, scientists, software engineers and hardware rms at the pre-competitive stages of development. We deal with simulation methods for all areas of the industry from drivetrains to chassis design and vehicle physics, says Professor Dr Erich Schelkle, the centers managing director. If you look at vehicle structure optimization, we face the challenge of legislators constantly raising the bar when it comes to passive safety. Where previously crash tests were carried out at 56km/h, we now have to deal with 64km/h and even 80km/h for rear impact testing. Naturally, that can only be achieved by using more

JUNE 2013


LEFT: FEM ride simulation, as

illustrated by this Mercedes example, is one of many areas of simulation covered by ASC-S

material, and at the expense of a heavier car and increased fuel consumption. Of course we have conventional ways of optimizing the strength of chassis components, but there arent really any methods yet for topological optimization. Until now, simulation tools have been used for the functional design of parts, for example for optimizing the thickness of surface components, cross-section of girder structures, or in material selection. By contrast, topology optimization (i.e. the mathematical process of making the most of a material layout within a given design space, for a given set of loads and boundary conditions) is so far only being used to

ABOVE: Pathlines on an Opel Insignia. Simulation methods developed at the facility are integrated into relevant software

We face the challenge of legislators constantly raising the bar when it comes to passive safety
Professor Dr Erich Schelkle, managing director, ASC-S

JUNE 2013



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assess linear or non-linear structural behavior since theoretical foundations have not yet been sufciently developed or validated by the industry. However, ASC-S researchers are convinced that topological optimization offers the highest potential for future lightweight applications. One possibility is to build on a heuristic method proposed by the University of Notre Dame in Indiana, which aims to distribute the internal plastic deformation energy occurring during a crash as homogeneously as possible. This approach uses the principle of Hybrid Cellular Automata (HCA) and seems to be suitable for specic problem classes despite some constraints. Another technique splits the non-linear problem into linear sub-models that can then be optimized topologically as part of a multiple load case study (using discretization and linearization within the time domain). This is known as the Equivalent Static

EV eet trial
One of the projects in which the ASC-S has a stake is the state of BadenWrttembergs e-mobility showcase LivingLab BWe mobil. The schemes Get eReady research program aims to make the region the home to a eet of 750 new electric vehicles by 2015. The main aim of the research is to gain insights into how large e-mobility eets can be operated efciently in practice, says Daniela Hartmann-Ege, product group leader of Innovation Cluster Mobility at Bosch Software Innovations. The relatively high number of vehicles in the eet is claimed to allow reliable information gathering on driver proles, charging needs and the required supply infrastructure. By making e-mobility more accessible, it is hoped the project will spark drivers enthusiasm and provide many with their rst experience of electric driving. The project partners are also creating a network of charging stations, with intelligent networking technology (developed by Bosch Software Innovations). Get eReady is geared toward commercial, public and non-commercial eet and are offered a free assessment of their current eet operations. Further stakeholders include Athlon Car Lease Germany, the Fraunhofer Institute for Systems and Innovation Research, Heldele Elektro-KommunikationsTechnik, and the Karlsruhe Institute of Technology. The program is one of about 40 initiated under the auspices of LivingLab BWe mobil and is set to receive 4.7 million in funding from Germanys Federal Ministry of Economics and Technology, which has channelled 180 million to such programs in just a year.

operators with at least 10 vehicles. In cities, car eets often operate at high capacity on a limited number of short routes. This is a perfect t for the operating range of electric vehicles, Hartmann-Ege adds. Project participants receive a subsidy to purchase a new e-vehicle

Loads (ESL) method. However, in chassis design these non-linear techniques have not yet been implemented. These methods for topology optimization are what were working on at the moment, Schelkle says. Beside the ASC-S, the Crash-Topo project consortium comprises the Hamburg University of Applied Sciences and SFE, as well as Opel, Daimler, Porsche, Constellium/Alcan, Benteler Aluminium Systems and the University of Frankfurt, as associated partners. As for vehicle physics, the center is currently developing simulation methods to improve the cooling or heating efciency of high-performance batteries in electric and hybrid vehicles. In the past 10 years, numerous studies on the coupling of thermal and electrochemical models have been conducted but the current state-of-the-art does not provide these for all vehicle operating conditions. The ASC-S is therefore looking to develop new coupling strategies and numerical models. Researchers will be conducting a 3D computation

TOP: The center is

developing simulation methods to improve the cooling or heating efciency of high-performance batteries in electric and hybrid vehicles

LEFT: Mercedes-Benzs driver assistance systems (see also page 24) are one of the applications for the simulation research carried out at ASC-S

of the heat ow between a cell and the battery cooling system, and a calculation of the thermal behavior under maximum electrical and thermal load. They will also examine the driving cycle to support energy management and assess the inuence of thermal outliers of a hot spot in a cell and their effects on the battery module. The result is hoped to be a full CFD

JUNE 2013



TOP: Daimler is one of three

OEM partners in ASC-S, along with Opel and Porsche

ABOVE: The nearby HERMIT supercomputer provides computing capacity to ASC-S (picture courtesy of HLRS)

approach simulating the complete battery behavior in three dimensions. Project partners again include Daimler, Porsche and Opel, alongside CD-adapco, Battery Design LLC and Behr. One feature is common to all ASC-S projects the need for huge computing capacity. Convenient, then, that one of the worlds most powerful pieces of hardware is located within walking distance of the center. Opened in February 2012, HERMIT is the High Performance Computing Center Stuttgarts supercomputer and linked to the ASC-S via highspeed LAN. With a capacity of one Petaop (or one quadrillion oating point operations per second) and 116,000 cores, it ranks as the most powerful machine used in an industrial environment and as the 12th-fastest supercomputer in the world. But for Schelkle, its not just about sheer power.

One of our biggest concerns is the development of numerical methods, i.e. whether their predictive power is high enough, he says. The other is making sure the programs are adapted to the immense power of the hardware and run at optimum speed. As we further develop our simulation methods, they have to be integrated into the relevant software packages, he expands. Thats where we work closely with representatives of all four parties software developers, computer manufacturers, scientists and the automotive industry. So far, its been an extremely productive partnership. Schelkle is particularly proud of the ASC-Ss comprehensive list of members and his small-but-efcient team that oversees the many programs. Teamwork on a level is rare in the industry these days, he adds. At the ASC-S, its simply part of our everyday work culture.

The speed you need.

Cotta gearboxes are rugged and reliable platforms for R&D testing of automotive components. Applications include dyno resolvers, axle, transmission, and driveline test stands. Choose from our available models or have us design one for your application. Built and tested by craftsmen, backed by over 100 years of experience, and covered by an excellent warranty. Need speed? Contact Cotta.

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JUNE 2013

Sensors for Automotive Vibration Testing

Dytran Instruments, Inc. offers a full range of the industrys most reliable accelerometers for:

High temperature engine/ R&D/product prototype testing exhaust analysis Model 3316C 3224A Series
+538C operation Miniature cubic design weighing 6 grams Dytran patented technology Weighs just 0.2 grams +149C operation 500g, 1,000g and 2,500g ranges

Modal analysis & NVH testing 3333A Series

Lightweight triaxial design weighing 2.3 grams Miniature 4-pin connector Low noise operation

Whole-body vibration monitoring Model 5313A

Triaxial seat pad accelerometer Conforms to ISO 8041 50g range

High precision for lowlevel acceleration 7500A Series

Differential output Ultra low noise operation Hermetically sealed DC MEMS technology

Drop-in replacement for PR accelerometers 7600B Series

Utilize same power supply as strain gage sensors Differential output DC MEMS technology
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STAND 1302


Stuttgarts Economic Development Corporation is focusing on electrication technologies to help keep the region at the forefront of automotive development

The motor car has no future Im putting my faith in the horse. These are the infamous words of Emperor Wilhelm II after test-riding a 1904 Mercedes Simplex 17/22 PS. If only he could see Stuttgart and its ve neighboring districts today: Growth in and around Stuttgart is as strong as ever, and we predict a positive trend for the future, says Holger Haas, automotive expert and leader for business location development at the citys Economic Development Corporation (or WRS Wirtschaftsfrderung Region Stuttgart). However, thats not to say the city takes anything for granted: Over the next few years, the industry in the region faces two main challenges, continues Haas. The rst is globalization. The growth markets of the future are unlikely to be in Europe, and other countries will be establishing value chains for their own products and services this will pose a certain risk for the Stuttgart region. The second challenge is CO2 and emissions reduction, downsizing of engines and the electrication of drivetrains.

Suppliers in Stuttgart need to recognize electrication as a future mainstay of the industry. We have to track developments and make sure the process is evolutionary, not revolutionary. To this end, the WRS has introduced a number of innovations. CARS the Cluster Initiative Automotive Region Stuttgart supports the value chain in the region and improves communication between OEMs and suppliers, says Haas. As for promoting innovation, the WRS is working on three outstanding e-mobility projects e-mobil BW (a joint initiative with the state of Baden-Wrttemberg), Showcase Emobility and Model Region Electromobility which aim to increase the visibility of electric vehicles in the public domain and accelerate series production across the board. Further steps have seen the WRS step up its presence at expos such as Hanovers MobiliTec EV show, as well as Stuttgarts own Automotive Testing Expo Europe, where the WRSs Expert Lounge has proved popular. They are great platforms for networking, Haas says. These

ABOVE: Holger Haas, automotive expert at the Stuttgart Economic Development Corporation

opportunities to talk to international experts on your own doorstep make our job so much easier. The corporation also supports links within the industry on a national and international level. The fact that Daimler, Porsche and Bosch have their headquarters in our region is extremely attractive for suppliers and service providers in Germany and abroad. Traditional technology proponents such as Japan and North America still show a great interest in Stuttgart. But, if the rising numbers of visitors and expert exchange programs are anything to go by, there has been a recent surge in attention from countries such as China, Brazil and India. Foton Germany Auto-Tech Engineering is a recent example of a Chinese company that has set up business in Stuttgart. Other expansion initiatives have included Benteler Engineering Services and Engineering-Dienstleister Rcker; and Porsche, Daimler and Boschs expansion of their respective R&D centers, while engineering services provider Bertrandt has built a new technology center in Ehningen. No doubt the emperor would approve.

JUNE 2013

Automotive Safety
-Universal Impact Test System -Pendulum-Head Impact Test Machine -Seat Belt Anchorages -Side Intrussion & Roof Crush


6-Component Wheel Force Transducer (WFT) for Road Load Data



The one WFT for all test conditions we drive in all weathers!

Automotive Seats
-Linear-Head Impact Test Machine -Seat Static Strength -Jounce & Squirms

Automotive Driver Interface


-Pedals and Pedal Box -Park Brake -Dashboard and Central Panel

The MOPS Evolution TTI module provides comfortable acquisition of all WFT data. Other vehicle sensor signals of any kind can easily be acquired and processed simultaneously.

In-house dynamic calibration test stand.

CAEMAX Technologie GmbH Bunzlauer Platz 1 D-80992 Mnchen






Early bird
For show exhibitor Danlaw, simultaneous engineering means testing early and often during development, in order to shrink testing schedules and increase quality
In an era when CAE tools can speed up development and testing, Testing Expo Europe exhibitor Danlaw believes that not all tools are equally effective. This 30-year-old company has strengthened its niche as an embedded software test tool provider by coming up with what it claims is a unique, one-stop solution for testing software. Danlaw was founded in 1984 to provide engineering services to the automotive industry. In providing engineers and testing expertise, the company has worked with engineers from virtually every major OEM and Tier 1 supplier in the industry. Keeping a low profile, Danlaw employees refer to the company as automotives best-kept secret for verification and validation. Its a company that puts the employee first, says CEO Raju Dandu. Our core values of integrity, quality and capability, not to mention hard work, are what make us successful. Based in the suburban hi-tech corridor of Novi, Michigan, the company has global operations and resellers in North America, Europe and Asia. Danlaw is an innovator with an aggressive growth strategy in embedded software testing technology, infotainment system testing, telematics products, electronic components and body-control ECUs. Mx-Suite is Danlaws flagship testing product and is the brainchild of Mike McCormack, the companys director of product development. It has decades of development experience built into it, he says. Just as DOORS has become the industry standard tool for managing requirements, so a single tool is needed for testing models, code and electronics, regardless of when in the lifecycle they become available.
ABOVE: OEMs can use Mx-Suite to develop full executable specications for all ECUs in a vehicle. ECU suppliers can use Mx-Suite to fully test their products

Indeed with test automation and continuous integration becoming the norm, test systems need to run continuously around the clock with access to more test equipment and higher data sampling rates available from all regions of the globe. With bus types proliferating and data rates doubling each year, the amount of test data to be processed grows exponentially. What really becomes important is test data interchange, analysis and reporting. It is no longer an option to select and purchase test application software that works at isolated points in the test phase continuum, McCormack continues. There are as many test applications as there are modeling tools, data acquisition devices, HIL testers and network interface device manufacturers. Each tool has its strengths but invariably only works in one or two test domains. We believe that Mx-Suite provides a platform for test

000 082 MARCH JUNE 2013 2013


data interchange that is poised to dominate the industry over the next couple of years. Other companies seem to agree. American, European and Asian car makers all use Mx-Suite to validate simulation models and verify their ECU electronics during design and integration. Their suppliers use the tool to communicate and verify their software design and ECU integration before release. Offshore consulting companies use it to their operational costs during development. The tool embodies three basic and critical principles: clear presentation, test-case abstraction and universal connectivity. It is important to clearly communicate the requirements and acceptance criteria during the entire process. Mx-Suite uses an easy-tounderstand graphical representation to show testing requirements and illustrates how to decide if they have been met. The same representation is used whether documenting requirements, designing simulation models, validating software or testing electronics. Similarly, it is important to use test-case abstraction and automate the tests for optimum test-case reusability. Mx-Suite transforms connections of the system under test to a common interface so that test cases dont have to change as the system progresses through development. By presenting test cases in the same format, regardless of how the system was developed, product planners, engineers and suppliers talk the same language and interpret the product specifications the same way. It was a design goal to use the tool to drive every kind of real-time test apparatus. Mx-Suite provides universal connectivity. The Mx-Suite development team decided early on that it must support every test environment during every phase of development. In other words, it has to work properly when validating simulation models, verifying software algorithms, using bench equipment, or engaging full-size hardware-in-loop systems. To enable this functionality, Mx-Suite comes with a library of commonly used tool interfaces, as well as an easy-to-use facility to configure new kinds of connectivity.

Just as DOORS has become the industry standard tool for managing requirements, so a single tool is needed for testing models, code and electronics
Mike McCormack, director of product development, Danlaw LEFT: Test engineers can dene their own signal conditioning for HiL equipment and electronics

Legacy equipment can be used just as easily as new COTS hardware. One of the most useful features of Mx-Suite delivers executive summaries, detailed summaries, the test cases and results themselves, as well as indicators of root symptoms of failure. This powerful reporting mechanism enables cross-functional teams to quickly develop a plan of action when errors are found. Most engineers have different tools to contend with, depending on what part of the development process they support. Algorithm designers often rely on model-based tools for analysis before releasing their designs. Rapid prototypes might be created using automatic code-generation tools, and software engineers might start developing on representative target ECUs. Various debuggers, emulators, network connections and data acquisition devices are used during the debugging and integration phase. Finally, hardware-in-loop test equipment proves out the component or integrated system. Mx-Suite replaces many third-party tools and integrates with the other ones. Mx-Suite is the only test tool in the market that fully spans the complete development process and

supports all phases of testing, claims business development manager Chris Domin. Whether in R&D or getting ready for preproduction, using one tool for early testing cuts waste from the value chain. We will continue to stretch the limits of simultaneous engineering practices. Danlaw is aggressively investing into continued development and global support of Mx-Suite. Recent focus has been on tighter integration with model-based tools; ISO-26262 support; AUTOSAR support; MOST and Bluetooth protocol support; and expanded connectivity to the latest hardware-in-the-loop systems.

ABOVE: The consolidated graphical user interface provides an easy way to dene test cases and sequences


000 083


Exhibitor news-in-brief
New snow circle
BOOTH 1258

Electric heating solutions

BOOTH 1020

Regular Expo exhibitor Southern Hemisphere Proving Grounds (SHPG) New Zealand is constructing a large snow circle facility designed to accommodate the unique demands of constant g-force driving. The facility will be a valuable addition for torque vectoring ESC and other chassis and drivetrain developments. Measuring 280m in diameter, the course will consist of 140m outer and 95m inner radii. The extrawide 45m lane width will comprise compacted and groomed snow, with the ability to tailor ice and other winter mediums, and will be oodlit to facilitate 24/7 operation. Construction is underway and is scheduled for imminent completion at a cost of US$1.8m.

The project has required the blasting and removal of over 35,000m3 of New Zealands hardest Middle-Earth rock and the removal and revegetation of over 140,000m3 of earth. The facility will help align SHPG testing with the frozen lake facilities of the northern hemisphere winter, improving data correlation, procedural accuracy and testing efciencies.
BOOTH 1301

Winkler develops and manufactures electrical heating devices that are tailored to specic customer requirements. Employees boast a wealth of knowledge in a wide range of technologies. Winklers speciality remains exhaust gas analysis and process measurement. The company provides a continuous temperature for the total measuring gas path in the development of combustion motors and in legal emissions tests. Heated lines, wall bushings, parallel heating tapes and heating jackets serve in the transport of gas samples, without introducing measured gas sample value inaccuracies from the removal point to the gas preparation system and analyzer. There is also a solution available for explosion hazard areas. Without requiring additional acceptance, ATEX-approved systemcertied heated lines facilitate reliable measurements.

Advanced industrial drives

The new industrial drives developed by Expo attendee ABB are claimed to be universally compatible. The ACS880 drives are designed to tackle any motor-driven application, no matter what the power range. The drives can be exibly connected to different

automation networks, and through the use of direct torque control they precisely control different motors such as AC induction and permanent magnet motors. Despite the drives wide-ranging capability, they are remarkably easy to use and integrate.

Additionally, the experienced ABB engineering team uses its wealth of knowledge to provide drive solutions for wind tunnels, large gearbox test benches and balancing machine testing.



EnUrga Inc. 1291-A Cumberland Avenue, West Lafayette, IN 47906 P: +1-765-497-3269, F: +1-765-463-7004, E:

JUNE 2013


Flexible coupling systems CAN acquisition in RT system
In Stuttgarts Hall 1, Oxford Technical Solutions (OxTS) will turn a spotlight on the new CAN acquisition feature in its RT systems. It is now possible to acquire CAN signals directly into the precision OxTS RT inertial and GPS navigation system, which removes the need for a separate data acquisition system in the vehicle. The RT will capture the data internally, or write it straight to a CSV le on a PC for immediate analysis. Up to 12 messages, which is typically 48 signals, can now be logged directly into the RT from a thirdparty CANbus. This reduces the time, cost and complexity of installation because

BOOTH 1835

BOOTH 1656

Reich-Kupplungen offers testers a broad range of exible coupling systems, adaptive designs and connection shafts for a variety of tasks and applications. This includes solutions for prototype engine testing, research and development of process and material, and solutions for quality, serial or lifetime testing. Design is mainly based on standardized, modular components that are combined and packaged for customer-specic solutions. The modular coupling program TOK and ARCUSAFLEXVSK can be custom-designed to the specic test-bench application with its different conditions. The company works closely with its partners in consultation, design, calculation, manufacturing and integration into existing environments. Reich-Kupplungen says this customer-orientated approach is applied across the business. Visitors can meet the company at Expo to learn more about the development of its tailor-made couplings for specic requirements.

the RT represents a true one-box solution for automotive engineers and removes the need for an additional data acquisition system. Incoming CAN signals are sampled at either 100Hz or 250Hz and then time-stamped and incorporated directly into the RTs internal data le. This means they can easily be viewed, manipulated and exported along with all existing inertial navigation data using the RT software tools.

Testing in silence
Merford designs and manufactures acoustic test cells for the industry. Silent ventilation has always been a part of Merfords work and with over 35 years of experience, the company is able to design and install a turnkey project with sound warranty worldwide. Merfords range of automotive applications includes

BOOTH 1001

test cells, chassis dynos, engine dynos, cycle dynos, control rooms, anechoic chambers, and silent rooms.

Developments in passive safety

BOOTH 1250

ENCOPIM will present the latest developments in vehicle passive safety at the Expo, including: its compact FMH launcher, the tubular type Ejection Mitigation module of reduced frontal prole; its new combined linear and pendulum head impact test machines; the new range of servo-electric driveline test rigs for both gearboxes and sideshafts; as well as the new generation of real-time closed-loop controller SCE-CAT, based on Ethercat bus.

To put their engines through highly dynamic endurance trials on test rigs, car manufacturers and motorsport racing teams all over the world rely on the quality and reliability of Hueber turbo- and highspeed gearboxes.

Customized gearbox solutions and top-notch precision gearing ensure high load capacity, the best coefficients of performance and smooth running all at the same time. Interested? Then why not come and talk to our Engineering Team at the Automotive Testing Expo in Stuttgart from 4 to 6 June? You can find them at Booth 1751 in Hall 1.

JUNE 2013


| 1200

High-speed gearboxes

BOOTH 1751

In test facilities, reduction gears are often an indispensable tool to adapt the torque levels or rotational speeds between interfaces, to set up particular relationships between components, or to tense up a closedloop test rig. Show exhibitor Hueber says its high-speed gearboxes are extremely precise. Smooth rotational speeds up to 30,000rpm are achieved, and loads up to 10,000kW can be transferred. In addition to this, the standardized Hueber turbo gearboxes, with their high power-density, can often prove to be an economic option for basic operations.

Huebers high-speed and turbo gearboxes can be applied in various areas including motorsport test facilities, automotive, utility and agricultural vehicle components, and aviation gearboxes and turbines, as well as in the testing of electrical motors and generators. With its exibility, efciency and in-house production capabilities, Hueber is an established component supplier to some of the leading providers of test facilities, with a wealth of knowledge established over 100 years in the business. The company welcomes visitors to its stand at Automotive Testing Expo Europe 2013.

Data acquisition modules BOOTH 1840

Accurate Technologies (ATI) has carefully designed the EMX Series of Data Acquisition Modules to offer high performance in a small, environmentally sealed, robust package built for the harshness in-vehicle testing. The EMX Series provides DSP software lters with unprecedented programmability for each channel, enabling the user to maximize the precision of the incoming measured signal. The integration of the EMX Series with Vision software facilitates automated time correction of recorded data. EMX Analog channels have an essential 10th-order precision Butterworth hardware lter as a rst line of defence against errors. Sensor wiring is simplied with the native Sensor Power Supply module that enables single cable connections between the EMX and sensors. The EMX Thermocouple channels support a wide range of thermocouple types and use precision internal cold junction compensation to keep measurements accurate over the EMXs operating range. Various combinations of channels and features enables customers to tailor the offering to their budget and needs. ATI believes cost-effective, high-performance data acquisition is now a realistic proposition with its EMX Series Data Acquisition Modules.

JUNE 2013


State-of-the-art test center
CRITT M2A is an independent test center located in northern France. It runs seven engine test benches and there is a comprehensive range of additional equipment available to cover the largest panel of studies. The test center relies on highly skilled technicians and engineers, who are continuously working on the development and improvement of existing services. In 2012 the company invested 15% of its turnover in R&D and is now engaged in various projects. With its strong testing capabilities and competencies, CRITT M2A is highly exible and responsive, and

BOOTH 1952

Telemetry steering effort sensor

BOOTH 1902

has the capability to manage various customer requests for tests dealing with planning constraints. The service provider has recently installed a new switch unit for its turbocharger test center; it has been specially designed to be adapted for use on several gas stands. A thermal switch unit provides the capability to carry out turbocharger durability tests on two specimens at the same time. This equipment completes the existing thermal shock unit and offers an enlarged temperature amplitude range up to 1,050C and pressures up to 2 bar. CRITT M2A prides itself on its expertise in carrying out testing services for turbochargers, engines and acoustics, as well as the quality of monitoring offered to its customers.

The new telemetry steering effort sensor, CLS-E, from Expo exhibitor Caemax, ts into the airbag compartment of nearly every serial steering wheel on the market. In addition to torque, steering angle and steering angle velocity acquisition, accelerations in x, y and z direction can be measured in the center of the steering column. The new receiver unit offers online monitoring in physical units, CAN and Ethernet interfaces, as well as the BNC output of the analog signals. Also on show will be the MOPS Evolution. Due to its modular plug-and-play ability, the MOPS Evolution now provides almost every kind of signal conditioning with unprecedented comfort. Ampliers offer programmable gain factors of 1 to 10,000, an automatic auto-zero over twice the measuring range and active low-pass lters.

Safe temperature measurement

Environmentally friendly modes of transport such as electric vehicles are becoming increasingly popular. To furnish the necessary power, highvoltage supply systems that get their energy from high-voltage batteries are required on board. Thus, the available energy is limited and a considerable

BOOTH 1613 (SAB) AND 1728 (CSM)

amount is wasted as thermal power loss (heat). Temperature measurement during the development of this technology is necessary to localize the source of thermal loss. In this process the measuring sensors and modules can be exposed to high voltages, which results in increased safety demands.

The Stuttgart show serves as the ideal opportunity for SAB Brckskes and CSM to present the special temperature measurement system developed by the two companies for this application with which users safety, from the sensor via data collection (datalogger, laptop, etc), is of the highest priority.

JUNE 2013

STAND 1320

BIA France Tel: +33 1 34 90 22 22 BIA Deutschland Tel: +49 6028 99 30 0

A company of

Flat Belt Road Simulator for Truck Axle

Electric Car Battery Test Systems

Truck Shock Absorber Test System with Climatic Chamber

Beyond Expections
Automotive Safety Testing Engine & Powertrain Testing Vehicle Dynamics Testing Components for Test Systems Climatic Test Chambers


High-performance driving simulator

Installing a Moog driving simulator has enabled race-car specialist Dallara to improve its cars performance and train drivers


Tel: +31 252 262 000 Email: Web:



Moog Industrial Group delivered to race-car manufacturer Dallara a high-performance driving simulator for race-car test and simulation. Dallara had been looking for a way to shorten product development time and reduce the cost of testing and driver training. Dallara asked Moog, the market leader in electric 6DOF (six degrees of freedom) motion bases, to provide the motion system and software for the driving simulator. The solution is based on

high-delity motion simulation technology that has been successfully used in innovative systems for testing and training for the aerospace, defense and automotive industries for decades. Dallara Automobili, based in Varano Melegari, Italy, provides design, engineering and support for some of the worlds most competitive car racing teams. Since the driving simulator was delivered in 2010, Dallara has experienced a range of benets

ABOVE: The Dallara facility in Varano Melegari, Italy

from using the Moog Test System, including saving training time and costs, eliminating potential problems and safety concerns with using a racetrack, enabling better evaluation of design choices and providing early feedback in the development process. The high-performance driving simulator was specially developed for test and simulation in motorsport. For this application, very low latency and high acceleration and velocity are required for race car drivers to experience

JUNE 2013



Over the two years the simulator has been operational, it has proved to be an indispensable tool for us to reduce the development time and costs for new products
the most accurate feel of the cars behavior. For the 6DOF motion system, Moog designed new actuators that feature higher stiffness at lower weight in order to meet stringent frequency response specications. The integration of a Moog control loading system to simulate the force feedback during steering, the special shape and construction of the dome, and the highquality visual system, also helped improve the delity of the system. Over the two years the simulator has been operational, it has proved to be an indispensable tool for us to reduce the development time and costs for new products and the cost of car setup optimization and driver training as part of race preparations, says Andrea Pontremoli, CEO and general manager of Dallara. It has contributed greatly in the evaluation and renement of car parts and bodies prior to the production phase. For example we have reduced the number of prototypesmost of the early prototyping can now be done by using sophisticated models and testing them in the simulator. The advantages of preparing drivers for races in a simulator are numerous. Dallara saves considerable time and money without compromising training quality. Drivers can even feel the little bumps in the race track that are so characteristic of certain circuits, as a laser scans the track and the results are loaded into the circuit software model. When combined with the highly responsive Moog actuators and sophisticated algorithms in the motion cueing software, this creates a highly realistic driving experience. Training in the simulator also helps Dallara optimize the car settings prior to the race. As a result, fewer training laps are needed to reach the optimum settings. Even race tactics can be discussed, prepared and trained for using the simulator. Another advantage is that a simulator is available around the clock whereas training on the race track is restricted. Other important benets are that the simulator eliminates many problems associated with a racetrack and improves safety. When training is done on the test track, there is a chance that the car might suffer electrical or mechanical problems that can affect the training process and even inuence the outcome of a race. Even though racing on circuits has become safer, it cannot compete with the absolute level of safety that a professional simulator provides. In addition to the advantages of driver training, Dallara has reduced its design and development times for car parts, bodies and complete models. The simulator makes it possible to accurately measure the effect of certain design choices. The new car model is loaded into the simulator and the driver can then test it. The procedure can be used for assessing new aerodynamic parts, springs and shock absorbers, and testing how tire behavior and degradation changes with the level of fuel. A simulator veries driving aspects of a car design just as a wind tunnel does for aerodynamics. There are numerous advantages to using a driving

simulator to obtain driver feedback early in the development process, including identifying improvements in the vehicle model and reducing the need for design alternatives. A simulator environment also offers the possibility of including feedback from less experienced drivers. It provides a safe environment under all kinds of driving conditions, including more dangerous maneuvers. Moog has provided motion systems for driving simulators used by a number of automotive OEMs and component manufacturers. Driving simulators with various setups can also be used for other applications, such as evaluating the ride and comfort of a car, investigating the behavior of drivers, and evaluating active driver assistance systems. In applications like these, a high-performance driving simulator also represents an extremely useful tool for developing designs of road cars and optimizing their prototypes. The required level of delity for the application plays a crucial role in selecting the type of simulator and motion system, and Moog works with customers to evaluate their requirements and ensure the right technology is used.
LEFT: The control room at Dallara where the 6DOF simulator is installed

JUNE 2013



Multi-axial simulation table

MTS multi-axial simulation table improves test efciency and helps developers achieve more realistic simulations
Automotive component and subsystem developers face intense pressure to evaluate and validate new designs earlier in the vehicle development cycle. To address this challenge, manufacturers, suppliers and contract labs across Europe are employing six degrees-of-freedom (6DOF) MAST (Multi-axial Simulation Table) systems from MTS to accelerate test schedules, accommodate a diversity of test applications, and combine multiple discrete tests to achieve more realistic simulations. At the Centre dEssais Dynamiques (CED) in Caligny, France, 6DOF MAST systems are helping to speed up mechanical testing by serving as platforms for combining multiple single-axis tests without sacricing delity. CED employs two hexapod MAST systems. A larger model performs durability testing on seats and dashboards at frequencies up to 180Hz and can be contained within a climatic chamber for environmental tests. A smaller system is used primarily for NVH testing of seats. Built in a semi-anechoic chamber, it enables the objective assessment of noise levels in tests running at up to 500Hz. Both CED systems incorporate RPC (Remote Parameter Control) Pro software from MTS, which is a key factor in convincing local manufacturers that switching to multi-axial testing is a viable means of improving test efciency. RPC software is widely accepted in France and has a good reputation for producing reliable results, says Thierry-Olivier Magon,


MTS Systems Corporation

Tel: +1 952 937 4000 Email: Web:



ABOVE: Complete engine mounting system durability test at Jaguar Land Rover, UK FAR RIGHT: Exhaust system thermal/ durability test at IMA Dresden Dashboard durability test (BELOW) and seat NVH test (BELOW RIGHT) at CED Caligny

the labs director. The fact that the MAST systems employ RPC Pro is a big benet. In Dresden, Germany, contract test lab IMA Materialforschung und Anwendungstechnik relies on a exible MAST platform to adapt rapidly to customers ever-changing test requirements. We have to develop, congure and operate unique test setups every day, said Timo Grahnert, head of sales for IMA. As a result, we require highly exible test systems with modular congurations that can easily adapt to new test arrangements. To meet this need, IMA uses a hexapod MAST system with a custom test xture developed by MTS and IMA engineers to perform service life verication of automotive subsystems subjected to 6DOF mechanical vibration. The rig also integrates a multiow natural gas burner, which enables IMA

JUNE 2013


Were trying to roll as many tests as we can into a single physical prototype. Its more complex, but were actually saving a great deal of time during development
In the UK, Jaguar Land Rover (JLR) employs a pair of MAST systems to improve test efciency and realism by integrating multiple discrete tests into single, data-rich simulations. JLRs orthogonal MAST platforms feature large, rectangular 2 x 3m tables and are capable of providing high-delity 6DOF replications of real-world road data. They are used to verify the structural endurance of complete engine mounting systems, including power train and drive train. Test inputs are applied through the car body to replicate realistic boundary conditions and real-time torque is delivered through Torque Input Fixtures (TIFs). Were trying to roll as many tests as we can into a single physical prototype, says Ian Payne, group leader for JLR product analysis and verication. Its more complex, but were actually saving a great deal of time during development. The test is also more robust because the system interactions are all working together, which is a lot more realistic. Flexible MAST systems are proving to be an ideal solution for test labs looking to explore the advantages of complex test integration, as well as improve efciency and perform a wider range of tests. To learn more about MAST technology, visit MTS at Automotive Testing Technology Europe 2013, stand 1214.

to combine thermal testing with typical durability testing. With the MAST systems high-frequency vibration capabilities, IMA can perform complex durability tests on exhaust systems and vehicle body components, as well as additional tests that evaluate how components respond to internal and external thermal shocks. Test setups run the gamut from single-channel to multichannel control, each requiring tightly managed execution of temperatures and accelerations.

JUNE 2013



Mobile recording with real-time validation

The ultra-portable multichannel NVH recorder from Brel & Kjr has powerful capabilities for analyzing recorded data on the go
What engineers need when dealing with NVH is the ability to record and characterize vehicles quickly, and with maximum condence in their results. The Sonoscout system lets them see all test data, such as acoustic, vibration, tacho and vehicle CANbus information, in real time on a clearly visible windshieldor dashboard-mounted iPad. Recording is controlled through large buttons on a simple interface that lets the user mark events and replay time histories immediately after nishing the recording. The user can then explore the data with their ngertips to validate and compare it with previous tests and other vehicles, ensuring that results are reliable before leaving the test vehicle. Since much development testing involves before/after or competitor vehicle comparisons, where vehicles are available for a limited time, a highly portable system that lets engineers quickly grab-and-go is a valuable addition to their toolkit, and this is central to Sonoscouts design. Until now the most effective NVH solutions have involved using laptops in the vehicle that are wired up to data-acquisition front-ends, but Sonoscout offers a smart new concept. This is best explained by looking at the system and the workow that it enables. Sonoscout is a system consisting of an iPad app that


Brel & Kjr

Tel: +45 77 41 20 00 Email: Web:



works in combination with a wireless LAN-XI dataacquisition hardware module. Connected to measurement transducers, including a binaural headset, this small module transmits test data to the Sonoscout app on an iPad, or records direct to an SD card with control from the iPad. So setup is fast and involves simply placing the compact front-end anywhere in the vehicle using short transducer cables. The self-contained battery which lasts for hours and wireless connectivity mean there is no need for cable routing or power supply. Automatic TEDS transducer setup reduces errors and cuts tedious input tasks, and can quickly calibrate multiple sensors at once. The front-end eliminates the need for input ranging because of Brel &

ABOVE: Operation and analysis is performed with the ngertips, with multi-touch control such as pinching data displays and single-tap event markers. The binaural headset quickly records sound at the drivers head position

Kjrs Dyn-X technology, which automatically switches between two parallel A/D convertors to avoid overloads, under-ranging and signal clipping, and gives an effective dynamic range of over 160dB. When only quick sound recordings are needed, binaural headphones enable rapid characterization at the driver and passenger head positions. Once the front-end is ready, the iPad can be used to document the measurement by taking photos and videos of the test setup. Then the iPad is mounted in front of the dashboard with a suction mount and wirelessly connected to the front-end. On the screen, the users can clearly see that the test setup is working perfectly by viewing signals at all times, and can listen to vibration signals to

JUNE 2013


make quick condence checks of the mounting security. Automatic mapping using the iPads GPS function allows users to track their route and identify the location of marked events enabling exible, ad hoc testing through smarter documentation. Immediately after recording, engineers and technicians can be certain they have the right data in the simplest way possible by replaying the time history, listening to it and actually touching the data to validate and explore it, such as by pinching graphs to zoom them. The intuitive operation is so simple that it doesnt need a manual, with intelligent features like color-coded measurement channels assisting instant recognition and making navigation simple. The basic analysis functionality assures engineers of the validity of their data before leaving the vehicle, and avoids retesting or incomplete data. It enables immediate comparison of up to four vehicles and test conditions, by listening as well as via FFT, synthesized 1/3 octave, order analysis and spectrogram analysis. Measurements can be checked against targets using sound quality metrics the same ones used in Brel & Kjrs PULSE Reex postprocessing software. Integration with other programs is simple when exporting data for further analysis, but in many cases Sonoscout eliminates the need for later analysis altogether, enabling a more exible testing strategy. Such mobile analysis gives early conrmation when problems have been identied, so engineers can compare tests in the vehicle and cut short testing when they are certain of the outcome. Consequently Sonoscout allows engineers to optimize their test plans based on up-to-date results, and perform more of their development work on the go. A core capability of Sonoscout is to record data for further use in a variety of post-processing programs, and

The basic analysis functionality assures engineers of the validity of their data before leaving the vehicle, avoids retesting or incomplete data and enables comparison of up to four vehicles
GPS denition of the actual road used in the test. All this data can be easily processed to recreate the experience by driving the same vehicle model and track in a virtual scenario. There, users can switch between various virtual and actual models for comparison, and perform jury evaluations of alternative designs and benchmarked competitors. Sonoscout is developed by the same leading NVH experts responsible for Brel & Kjrs NVH Simulators. According to designer Roger Williams, We have very carefully designed this to give NVH engineers a tool that makes their day-today tasks easier, giving them just enough analysis capability to be sure of their recordings without overloading the program. Everything we have done, all of the features and functionality, are selected to maximize condence, convenience and efciency. A virtual front-end feature in Sonoscout enables users to try the full analysis functionality using demonstration data without the necessity for purchasing any extra hardware. Sonoscout can be downloaded from the Apple App Store.

ABOVE: The acquisition front-end is a standard LAN-XI module joined to a standard battery module with a small wi- frame on the back. The front connector panels of LAN-XI modules are also interchangeable

it is especially optimized to integrate with the PULSE Reex. Data can be exported using easy tools that transfer to a PC in four common le formats. Recording data saved using the SD card option is rst quickly transferred to the iPad App, where it can also be analyzed and sent onwards. Further external capabilities include synchronizing with Google Earth to show the test routes taken, with event markers made during recording being displayed so that users can locate notable sections. Sonoscout is also an ideal tool for gathering data for Brel & Kjrs NVH simulators, giving not only sound, vibration and vehicle performance data but also a

RIGHT: Seeing full test information in real time is invaluable. Clear faults in the RPM prole show that this test is invalid immediately, without getting a nasty surprise later

JUNE 2013



Statistical properties of the random PSD

Vibration Research

Vibration Research explains how a random vibration test is calculated and displayed

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The PSD of a Gaussian random waveform is computed using a Fast Fourier Transform (FFT). The FFT is a linear transform, and it is given a Gaussian input. As a result, the output of the FFT at each frequency line is a complex number, with a Gaussian real part, and a Gaussian imaginary part. These are squared and added together to get the magnitude, so the square magnitude of the FFT output is a Chi-squared distributed random variable with 2 degrees-of-freedom (DOF). To compute an averaged random PSD, F frames of time data are measured, an FFT of each frame is taken, and the square magnitudes are averaged together. As a result, the averaged PSD of a Gaussian waveform is a Chi-squared distributed random variable

with (2*F) DOF. This is from the mean. If we note that where the DOF averaging the mean of a Chi-squared specication for a p random random variable is equal to the Statistical roperties of the Random PSD vibration test comes from. DOF , n, then, using MATLAB In a practical sense, this notation, The PSD of a Gaussian random waveform is computed using a Fast Fourier Transform (FFT). The FFT is a The PSD of a Gaussian random waveform is computed using a Fast Fourier Transform (FFT). The FFT is a linear transform, and it is given a Gaussian input. As a result, the output of the FFT at each frequency means we can directly compute linear transform, and it is given a Gaussian input. As a result, the output of the FFT at each frequency line is a complex number, with a Gaussian real part, and a Gaussian imaginary part. These are squared line is a complex number, with a Gaussian real part, and a Gaussian imaginary part. These are squared condence intervals and Pr[x<dB] = gammainc(10^(dB/ and added together to get the magnitude, so the square magnitude of the FFT output is a Chi-squared and added together to get the magnitude, so the square magnitude of the FFT output is a Chi-squared probabilities from the 10)*DOF/2,DOF/2,lower) distributed random variable with 2 degrees-of-freedom (DOF). To compute an averaged random PSD, F F distributed random variable with 2 degrees-of-freedom (DOF). To compute an averaged random PSD, equations dening the for dB<0 frames of time data are measured, an FFT of each frame is taken, and the square magnitudes are frames of time data are measured, an FFT of each frame is taken, and the square magnitudes are Chi-squared distribution. Pr[x>dB] = gammainc(10^(dB/ averaged together. As a result, the averaged PSD of a Gaussian waveform is a Chi-squared distributed averaged together. As a result, the averaged PSD of a Gaussian waveform is a Chi-squared distributed random variable with ( 2*F ) DOF. This is where the DOF averaging specification for a random vibration The Chi-squared distribution 10)*DOF/2,DOF/2,upper) random variable with ( 2*F ) DOF. This is where the DOF averaging specification for a random vibration test comes from. test comes from. with n degrees-of-freedom has for dB>0 probability density function In a practical sense, this means we can directly compute confidence intervals and probabilities from the In a practical sense, this means we can directly compute confidence intervals and probabilities from the equations defining the Chi-squared distribution. The Chi-squared distribution with n degrees-of- degrees-of- and cumulative distribution The probability calculations equations defining the Chi-squared distribution. The Chi-squared distribution with n freedom has probability density function and cumulative distribution function as follows. freedom has probability density function and cumulative distribution function as follows. function as follows: give the probability for a single line being outside the tolerance ! ! ! ! PDF: ;; = = (for w0) PDF: PDF: ! !( (! !/ /! !) ) (for w0) ! ! band. The typical random test is composed of a broad band ;; = = ( (w w/ /2 2,, n n/ /2 2) ) CDF: CDF: CDF: of frequencies, with 200, 400, Where ( ( ) is the gamma function, and ( ( ,, ) ) is the regularized lower incomplete gamma function. is the regularized lower incomplete gamma function. Where 800 or more lines distributed where )(is the gamma function, and a) is the gamma Tolerance and bands ands over that band, and we are function, P(x,a) is the Tolerance b Using this relationship and given a DOF value, we can tabulate the probability of exceeding a given dB Using this relationship and given a DOF value, we can tabulate the probability of exceeding a given dB interested in knowing the regularized lower incomplete level from the mean. If we note that the mean of a Chi-squared random variable is equal to the DOF, n n, , level from the mean. If we note that the mean of a Chi-squared random variable is equal to the DOF, probability of any one of those gamma function. then, using MATLAB notation, then, using MATLAB notation, lines going outside of the Using this relationship, Pr[x<dB] = gammainc(10^(dB/10)*DOF/2,DOF/2,lower) for dB<0 tolerance or abort bands. and given a DOF value, we Pr[x<dB] = gammainc(10^(dB/10)*DOF/2,DOF/2,lower) for dB<0 Pr[x>dB] = gammainc(10^(dB/10)*DOF/2,DOF/2,upper) for dB>0 Pr[x>dB] = gammainc(10^(dB/10)*DOF/2,DOF/2,upper) for dB>0 To account for this we assume can tabulate the probability the lines are independent, and Table 1: Probability of a PSD value exceeding the tolerance dB for a given DOF of exceeding a given dB level Table 1: Probability of a PSD value exceeding the tolerance dB for a given DOF
!! !! !/ /! ! ! !( (! !/ /! !) ) ! (! !/ /! !) ) (

+3 dB 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% Table 1: Probability of a PSD value exceeding the tolerance dB for a given DOF 0.000% +3 dB 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% +2 dB 0.068% 0.018% 0.005% 0.001% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% +2 dB 0.068% 0.018% 0.005% 0.001% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% +1.5 dB 0.892% 0.418% 0.199% 0.095% 180 0.046% 0.022% 200 0.011% 0.005% 0.003% 0.001% 0.001% 0.892% 0.199% 0.095% 0.046% 0.022% 0.011% 0.005% 0.001% DOF = 80 100 120+1.5 dB 140 0.418% 160 220 0.003% 240 0.001% +1 dB 5.867% 4.099% 2.892% 2.056% 1.470% 1.055% 0.761% 0.550% 0.399% 0.290% 0.211% +1 dB 5.867% 4.099% 2.892% 2.056% 1.470% 1.055% 0.761% 0.550% 0.399% 0.290% 0.211% +0.5 dB 21.342% 19.032% 17.058% 15.350% 13.856% 12.541% 11.375% 10.337% 9.409% 8.576% 7.827% +0.5 dB 21.342% 19.032% 17.058% 15.350% 0.000% 13.856% 12.541% 0.000% 11.375% 10.337% 9.409% 8.576% 7.827% +3dB 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% -0.5 dB 25.424% 22.628% 22.628% 20.283% 20.283% 18.276% 18.276% 16.534% 16.534% 15.006% 13.655% 13.655% 12.452% 12.452% 11.377% 11.377% 10.411% 9.541% 9.541% -0.5 dB 25.424% 15.006% 10.411% +2dB 0.068% 0.018% 0.005% 0.001% 0.000% 0.000% 0.000% -1 dB 8.870% 6.426% 4.708% 3.478% 0.000% 2.586% 1.932% 0.000% 1.450% 1.091% 0.824% 0.623% 0.473% -1 dB 8.870% 6.426% 4.708% 3.478% 2.586% 1.932% 1.450% 1.091% 0.824% 0.623% 0.473% -1.5 dB 2.214% 1.188% 0.647% 0.356% 0.197% 0.110% 0.062% 0.035% 0.020% 0.011% 0.006% 0.006% -1.5 dB 2.214% 1.188% 0.647% 0.356% 0.197% 0.110% 0.062% 0.035% 0.020% 0.011% -2 dB 0.402% 0.146% 0.054% 0.020% 0.008% 0.003% 0.001% 0.000% 0.000% 0.000% 0.000% +1.5dB 0.892% 0.418% 0.199% 0.095% 0.046% 0.022% 0.011% 0.005% 0.003% -2 dB 0.402% 0.146% 0.054% 0.020% 0.008% 0.003% 0.001% 0.000% 0.000% 0.000% 0.000% -3 dB 0.006% 0.001% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% -3 dB 0.006% 0.001% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% +1dB 5.867% 4.099% 2.892% 2.056% 1.470% 1.055% 0.761% 0.550% 0.399% +0.5dB 21.342% 19.032% 17.058% 15.350% 13.856% 12.541% 11.375% 10.337% 9.409%


80 80

100 100

120 120

140 140

160 160

180 180

200 200

220 220

240 240

260 260

280 280

300 300 0.000% 0.000% 0.000% 0.000% 0.000% 0.000% 0.154% 0.154% 7.152% 7.152% 8.755% 8.755% 0.359% 0.359% 0.004% 0.004% 0.000% 0.000% 0.000% 0.000%

260 0.000% 0.000% 0.001% 0.290% 8.576% 10.411% 0.623% 0.011% 0.000% 0.000%

280 0.000% 0.000% 0.001% 0.211% 7.827% 9.541% 0.473% 0.006% 0.000% 0.000%

300 0.000% 0.000% 0.000% 0.154% 7.152% 8.755% 0.359% 0.004% 0.000% 0.000%

-0.5dB -1dB -1.5dB -2dB -3dB

25.424% 8.870% 2.214% 0.402% 0.006%

22.628% 6.426% 1.188% 0.146% 0.001%

20.283% 4.708% 0.647% 0.054% 0.000%

18.276% 3.478% 0.356% 0.020% 0.000%

16.534% 2.586% 0.197% 0.008% 0.000%

15.006% 1.932% 0.110% 0.003% 0.000%

13.655% 1.450% 0.062% 0.001% 0.000%

12.452% 1.091% 0.035% 0.000% 0.000%

11.377% 0.824% 0.020% 0.000% 0.000%

Table 2: Probability of all lines within tolerance band, 800 lines DOF = 80 100 120 140 160 3dB 95.60% 99.41% 99.92% 99.99% 100.00% 2dB 2.32% 26.92% 62.49% 84.21% 93.83% 1.5dB 0.00% 0.00% 0.11% 2.69% 14.28%

180 100.00% 97.64% 34.71%

200 100.00% 99.10% 56.01%

220 100.00% 99.66% 72.64%

240 100.00% 99.87% 83.76%

260 100.00% 99.95% 90.60%

280 100.00% 99.98% 94.62%

300 100.00% 99.99% 96.94%

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When overlapping frames and window functions are used, the frames are no longer independent, and the effective DOF of the average will not be simply a multiple of the number of frames

Table 3: Probability of all lines within tolerance band, 400 lines DOF = 80 100 120 140 160 3dB 97.78% 99.70% 99.96% 99.99% 100.00% 2dB 15.23% 51.89% 79.05% 91.77% 96.86% 1.5dB 0.00% 0.15% 3.35% 16.41% 37.79% Table 4: Condence interval, in dB, of a PSD value for a given DOF DOF = 80 100 120 140 160 99.9% 2.05 1.85 1.70 1.59 1.49 99% 1.63 1.47 1.35 1.25 1.18 90% 1.05 0.95 0.87 0.81 0.76 90% 99% 99.9% -1.22 -1.94 -2.52 -1.08 -1.72 -2.23 -0.98 -1.56 -2.01 -0.91 -1.43 -1.85 -0.84 -1.33 -1.72

180 100.00% 98.81% 58.92% 180 1.41 1.11 0.72 -0.79 -1.25 -1.62

200 100.00% 99.55% 74.84% 200 1.34 1.06 0.68 -0.75 -1.18 -1.53

220 100.00% 99.83% 85.23% 220 1.28 1.01 0.65 -0.71 -1.13 -1.45

240 100.00% 99.93% 91.52% 240 1.23 0.97 0.62 -0.68 -1.08 -1.39

260 100.00% 99.97% 95.18% 260 1.19 0.94 0.60 -0.65 -1.03 -1.33

280 100.00% 99.99% 97.27% 280 1.15 0.90 0.58 -0.63 -0.99 -1.28

300 100.00% 100.00% 98.46% 300 1.11 0.87 0.56 -0.61 -0.96 -1.23

compute the probability for having all lines within the specied tolerance band. This is done by computing the probability of a single line being within the tolerance range, and then combining this probability together with all other lines. Mathematically this is done by multiplying the probabilities together, so for a given number of lines we can tabulate the probability of meeting the tolerance using the formula p l where p is the probability of a single line being in-tolerance, and l is the number of lines. This calculation tells us what DOF parameter is required to achieve and maintain a stated tolerance with reasonable probability. Since the waveform is random, we can never achieve 100%, but some cases get very close (see Tables 2 and 3). This calculation can be reversed, and we can also compute the dB levels given a probability value. This is

typically expressed as a 90%, 99%, or 99.9% condence interval. The 90% condence interval gives the range of dB values that cover the central 90% of the probability curve. In other words, there is a 5% probability of being less than the lower bound, and a 5% probability of being greater than the upper bound, and a 90% probability of being within the stated bounds. These condence intervals can be tabulated and plotted as a

FIGURE 1: Condence intervals plotted as a function of DOF

function of DOF (see Table 4 and Figure 1). The above calculations, with DOF equal to two times the number of frames, assume independent frames of data. When overlapping frames and window functions are used, the frames are no longer independent, and the effective DOF of the average will not be simply a multiple of the number of frames. The effective DOF can be estimated numerically by simulating data with the specied overlap and window function applied, computing the statistics of the resulting PDF , and comparing those statistics to a Chi-squared distribution with a known DOF . As a rule of thumb, for 50% overlap, and with a window function, you still achieve a DOF of nearly two times the number of frames averaged together. For 75% overlap you achieve a DOF of about one times the number of frames. The practical result of this is, for a given time interval, that you can double the effective DOF by using 50% overlap.

JUNE 2013



Electromechanical solution
FGB has discovered the benets of using electromechanical stress components as an alternative to servohydraulics
In the past, primarily servohydraulic actuators (rotary drives, cylinders) dominated in test facilities. Recently, however, a change has become apparent. On the one hand this is because the servohydraulic stress components are associated with various disadvantages (availability of hydraulic supply, ecological and health aspects, comparatively low degree of efciency of the overall system). On the other hand, the performance of electromechanical stress components has improved steadily and they are therefore ideally suited to an increasing number of uses. FGB recognized this trend years ago and supplemented its own portfolio of servohydraulic actuators with electromechanical stress components. The medium-sized special-purpose machine manufacturer, based in Germany, has been active in the servohydraulic testing systems market for more than 40 years. From the beginning the company has been known in various industry sectors for its teams comprehensive experience, innovative ideas, and most of all, for the reliability of its technology. With its established standard components (hydrostatically supported rotary drives/ cylinders, connector units, hydraulic assemblies), FGB comprehensively covers the market demand for parts. However, as a specialpurpose manufacturer the company focuses especially on applications for which there is currently no suitable standard solution. With its team of experienced engineers and craftsmen, FGB develops custom-made testing systems that are seen as the absolute reference for accuracy, quality and durability. FGB manufactures all its products in-house, producing turnkey solutions including highperformance control software. This strategy, which has proved very successful in the eld of servohydraulics, was transferred by FGB to its electromechanical stress components. In the same manner, the company offers its customers a standard program of electronic motors based on high-performance direct drives (gearless) manufactured in a special process. Moreover, FGB develops drives as special designs/prototypes, starting from quantities of a single unit, which have to fulll specic requirements (e.g. redundancy, limited installation space, holding torques) or special testing assignments, according to customer specications. All electromechanical stress components are also manufactured entirely in-house and have high power density and durability. This means that FGB can draw on two product elds (servohydraulic and electromechanical actuators) for its customers to offer the solution best suited to their


FGB A Steinbach GmbH & Co. KG

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BELOW: Air-cooled torque motors for exible testing system RIGHT: Testing machine with torque motor and control system developed in-house

requirements. Both elds complement each other perfectly, with each offering specic advantages. In addition, the electromechanical stress components are situated more in the lower to middle range of performance while the servohydraulic actuators are in the middle to high range. Such electromechanical stress components were used in a testing machine recently realized by FGB. The drives of this system apply stress on steering rods in continuous operation with revolving torque prole. The interlocking of the units under test was realized by employing two motors per drive train, in the

JUNE 2013


FGB develops drives as special designs/prototypes, which have to fulll specic requirements or special testing assignments, according to customer specications

form of a main motor and a braking motor. Of course, certain technical requirements (maximum continuous speed, 350rpm; maximum continuous driving or braking torque, 180Nm; high angular acceleration; very short reaction times) were required for these drives. The system lent itself to the use of FGB torque motors because of the customers specications. The benets of this drive concept are economic as well as ecological. Instead of developing these drives as standard hydraulic motors, any uid technology (hydraulic oil, cooling water cycle, etc) with its associated potential environmental impact was avoided by using air-cooled torque motors. But the economic aspect is also important in this type of drive design. In contrast to a completely hydraulic solution with efciency losses in the hydraulic aggregate motorpump, lter, connector unit, pipeline, servovalve and the hydraulic motor itself the degree of efciency has proved to be much higher, which leads to lower operating costs. The actuators of such testing machines are effortlessly stimulated by the in-house developed control software. In principle there is no difference whether the stress components are servohydraulic or electromechanical. That is because one can simply select the type of actuator in the software and the control parameters are automatically

adjusted to whichever stress component is being controlled. The transition is seamless and complies with FGBs overall test system strategy. This multichannel real-time control software is a powerful tool that enables exible conguration and control of various test systems as required. With the help of its freely generable actuator and sensor library, the system can dene multiaxial testing processes, link them as required and execute them. Any axis can be adjusted in terms of position or force control as required. In addition, it is possible to control them according to

external reference values. The control software also includes congurable oscilloscopes for individual signal meters. If required, additional modules for non-linear iteration are also available for testing assignments, with strongly non-linear behavior of the units under test. In FGBs testing concepts there are no ready-made solutions that dont quite meet the requirements of the individual case. Rather, the manufacturers formula for success is individual one-stop testing solutions. In close cooperation with its customers, FGB develops concepts that provide exactly what

is required in test facilities or on production lines. The basis for the companys successful solutions is many years of experience in the eld of testing systems for various industry sectors. Furthermore, being a medium-sized company enables exibility and fast decisions. In-house design, manufacturing and installation, control cabinets and software development ensure that projects remain manageable at their points of intersection and the quality of the testing system is continually assured. The FGB team solves even technically challenging tasks quickly and with ying colors.

JUNE 2013



Electric drivetrain test equipment

qpunkt can provide professional development support in the optimization of the energy-efciency of electric drivetrains
The complexity of production cars has dramatically increased over the past two years. The requirements of thermal management have also increased especially in electric and hybrid vehicles. Instead of managing just the basic functions of the vehicle, control algorithms today could be called the heart and the brain of state-of-theart vehicles. The energy efciency of such vehicles can only be as good as its control strategies. Thus, one of the most important goals during development is to nd the perfect balance between energy consumption and driveability. The company qpunkt offers high-end engineering in the eld of thermal management and, true to its motto made of visions, it has eagerly stepped up to the challenge of developing a visionary development process. qpunkt can provide professional development support in order to optimize the energy efciency of electric drivetrains through innovatively combining virtual and physical methods to generate a complete picture of the vehicles functions. There is a wide range of problems that need to be solved to guarantee the thermal function of electric and hybrid vehicles. There are also numerous methods of solving this problem, and qpunkt uses a variety of virtual and physical approaches to


qpunkt GmbH
Tel: +43 316 572 111 Email: Web:



model vehicle physics. These approaches are then combined to act as one in real time. The center of the testing side is a special test bench on which all components of the electric drivetrain, including the battery, electric motor and power electrics, as well as the cooling jacket of the combustion engine and other energy sources, are represented by the actual components or by in-house-developed proxy components, which behave like the real parts on the thermal and uid side. Through fully controllable components, any standard or custom driving cycle can be simulated on the test bench.

ABOVE: Five-zone climate chamber for automotive A/C circuits is also suitable for complete vehicle measurement

On the heat sink side, either the real heat exchangers or heat transfer components capable of representing a number of heat exchangers are used. To be able to cool the battery below high ambient temperatures, such as during the summer, it is necessary to connect the uid cycle of the battery with the air-conditioning system of the vehicle. Therefore the entire cold cycle, including all necessary components, is also installed on the test bench. In a nutshell all necessary components are installed, representing the corresponding geodetic heights as well as piping with the correct

JUNE 2013


is the most demanding aspect of this work. The most complex part of introducing all heat sources is modeling the thermal behavior of the energy storage system without using the real battery module. But once a real battery module is used, the danger of high voltage is present. In reality, however, only the thermal impact of the battery system is necessary for testing the function of the cooling system. On the other hand, when judging if the cooling system works properly, the crucial temperature is not the temperature of the cooling uid but the temperature of each cell of the entire battery system. To determine this temperature precisely without using real energy storage, qpunkt has developed a virtual battery module based on hightech materials, which enables it to physically model any energy storage system by knowing the basic geometric setup, the material data and the type of cell used. In the background, MATLAB/Simulink-based models of the single cell communicate with the real test setup to calculate the current heat loss of each cell as a function of the actual load based on the driving cycle. With this method it is possible to determine the temperature of every single cell according to the time, status and mode of the cooling system, control algorithm, driving cycle and environmental conditions. For qpunkt, this method represents state-of-the art testing.

diameter, length and curvature. In doing so the test bench represents the real setup of the entire cooling system as it would be installed in the actual vehicle, including all relevant and important components of the electric drivetrain. The entire test setup is then placed within the in-house-developed climate chamber, in which the temperature can be adjusted between -25C and +60C and the humidity between 10% and 90%. Additionally, through two separately controllable sources of airow (adjustable for volume ow, temperature and humidity) components such as the cooling module and the evaporator can be tested under totally different conditions. With that option, an extremely wide range of points of operation can be represented by this setup. In a real test, the parameters of the chamber and also of the independent air sources such as ow and temperature over the cooling module are controlled by software that derives the corresponding values of the parameters directly from the driving cycle. The main goal of building and using this kind of test setup is not only to make sure that all temperatures are kept within their required limits,

TOP: Engine testbed for powertrains of conventional, hybrid and electric vehicles ABOVE: Diagram to show usage applications of qpunkts test chamber

but also to optimize the control system so that temperature limits are not exceeded even though it requires less energy. It is particularly important to maximize battery life, which can be done by keeping the temperature of each cell of the battery module within a precisely dened and often very small temperature window. Optimizing the cooling system means that the control system of the vehicle has to ensure that, depending on the driving cycle or more precisely the current load the temperatures of each cell and all other components are kept within the given limits. Controlling the battery modules that are connected to the air-conditioning system

qpunkt offers high-end engineering in the eld of thermal management and has eagerly stepped up to the challenge of developing a visionary development process

JUNE 2013



Electric and hybrid test suite

BIA now offers a complete test lab to support the development and testing of electric and hybrid vehicles
The increasing concern over lowering both emissions and vehicle fuel consumption has led to the development of alternative power sources. Car manufacturers have heavily invested in infrastructures to develop EVs and HEVs. New technologies require new R&D approaches and testing as well as the development of the appropriate tools. BIA, which has been in the industry since 1986, has also innovated in EV testing and can now offer a complete test lab for EVs/HEVs to support hybrid vehicle testing and development. The key feature of BIAs solution is its exibility. A collection of modules is available and each can be selected and combined to fulll most testing requirements. The modularity of the designed solution enables everything from single component to the full powertrain to be tested. If any part of the powertrain is missing, it can be modeled and emulated. For each specimen the laboratory has the opportunity to simulate the environment (temperature, humidity, vibration), the source (battery and inverter simulation) and the load (battery tester, motor and road-load simulation) actually the motor is considered a load even though it may act as a generator during vehicle braking. BIA uses its experience and know-how in environmental simulation to develop hybrid testing applications. For


Tel: +33 1 34 90 22 22 Web:



battery tests, BIA provides a range of standard chambers in different sizes of housing from the small LV start battery up to an electric vehicle multicell traction battery. Temperature and humidity are precisely controlled in a wide range of -40C to 80C and 10-95% RH. As well as climatic simulation, the battery chamber features a kit of accessories that makes the testing procedure easier and safer wall passage for power and signal cables; gas, ame and smoke detection; re extinguisher; and explosion pressure relief. Embedded in the wall passage in a completely customer-congurable panel are the high current copper bars, temperature and voltage signal sockets, communication bus connectors.

ABOVE: BIAs battery test chamber FAR RIGHT: Full electric or hybridelectric test implementation

Climatic control is in the form of an enclosure to condition the other equipment under test a running motor or an inverter. A variety of additional units reproduces the required conditioning of the specimen air cooling for battery packs and liquid conditioning for everything. The air generator brings thermostatically controlled air to the battery with a variable ow of 20-500m3/h and temperature controlled within 0-30C. The liquid conditioning supply delivers up to 20 liters/min of waterglycol mixture at -40C to 150C. Completing the simulation are electro-dynamic shakers or multi-axis tables that can apply vibrations to the specimen. Research into the maximum performance of hybrid vehicle

JUNE 2013


The key feature of BIAs solution is its exibility. A collection of modules is available and each can be selected and combined to fulll most testing requirements

traction has led to the development of high-speed and high-torque electric motors that require specic design dynamometers. BIAs range of dynamometers climaxes with an outstanding 400Nm, 20,000rpm performance that is combined with inertia lower than 0.08kg m2 for high vehicle dynamic simulation. This has been achieved through the development of a hybrid hydraulic bearings technology that enables high speed with vibration reduced to 2mm/s at 20,000rpm. This motor may replace the real one for drivetrain and gearbox testing. More common motors are available for alternator and starter testing, including start-and-stop capability. The dyno controller performance includes running any type of stationary test, speed and torque control, as well as whole vehicle road simulation. The battery charge/ discharge, the inverter and motor supply, and the motor simulation, require an extensive range of power electronic equipment to reproduce real vehicle behavior. A wide selection of two- and four-quadrant, high-speed IGBT converters is offered. Conversion technology adopted in these multiphase power supplies has resulted in a considerable reduction in output ripple, better performance in speed of response, a reduction in output capacity and greater accuracy.

The existing ranges in terms of voltage and current capability cover any requirement for both R&D and end-of-line testing applications. Accuracy of control is 0.2% with a relevant 2ms at 50% set-point transient response time. For battery simulation the internal resistance is typically adjustable from 0-10 with 0.01 resolution. A chopper module with resistor, as well as lowdistortion full sine wave regeneration, completes the conguration possibilities. While BIAs climatic test chamber, dynamometer and power electronics represent a rock-solid platform on which to build up the testing rig, the BMC800 is the brain that controls all these technologies in a smooth and realistic way. It is a multi-application controller used to control independent servo-actuators or complete test systems in a closed loop. It is designed for a wide range of durability and performance testing

equipment, from the simplest to the most complex application. Based on over 20 years of experience, it is a eld-proven solution that integrates the advanced digital technology used to control all BIA test systems. All the units installed in the test rig are controlled by the BMC, thus giving the ability to run very complex and fully synchronized simulation cycles with control over all available physical parameters temperature/humidity, current/ voltage and speed/torque. A drag-and-drop cycle editor, based on a comprehensive library of functions, supports the creation of custom tests, and a built-in oscilloscope is useful for data display and analysis. The BMC, with its UTM suite, can replace any component of the electric powertrain with a model developed on MATLAB/ Simulink or equivalent tools. The battery can be tested with a vehicle electric load

simulation, the inverter supplied by a battery simulator, and the inverter tested with a motor emulator. The main parameters and features of some available models are battery testing (programmable source and sink, road electric load prole execution with voltage/current dynamics simulation during ECE, FTP or custom road cycle), battery simulator (state of charge, internal resistance/ current/voltage as a function of the state of charge, capacity in ampere-hours, inuence of temperature effect, various types of technology management such as NiCd, Li-ion), motor simulator (motor/generator behavior, road load prole execution). As well as the main powertrain components, the BMC can also simulate the other ECU or signals involved in vehicle control and monitoring according to the HIL philosophy. CANbus, FlexRay and LIN interfaces are available.

JUNE 2013



To nd out more about our industry leading Electric Powertrain Test Systems visit
D&V ELECTRONICS LTD. T: 905-264-7646 F: 905-264-0502



Business restructuring

UTAC CERAM is undergoing a business reorganization, which will enable the group to offer its customers a broader service range

Tel: +33 1 69 80 17 52 Email: Web:


In 2012 UTAC CERAM successfully began restructuring its business with the creation of the Technical Business Engineering Division (DCT) and the merger of the groups events-planning activities. UTAC CERAM CEO Laurent Benoit is pressing ahead with this restructuring effort. The main drive behind these changes has been to bring its customers a broader and more readable offer with added-value services. This optimization process will also unlock synergies to make the company more competitive in an increasingly tight marketplace. The UTAC UdS holding controls the executive-tier functions, as well as the Automobile Standardization Bureau. The UTAC CERAM Group now controls three companies. The rst, Events and Training, is a new segment pooling together the eventsplanning (Paris Auto Events brand) and driver-training (EFCAM brand) activities. Next is Consultancy and Training, a legacy segment dedicated to technical consultancy and training (legislation etc) under the UTAC C&F brand. And third is UTAC, a legacy segment now expanding its scope through


UTACs facility at Mortefontaine test center, France

two brands: the UTAC brand itself, dedicated toall the core institutional activities by pulling together the regulatory, approvals, vehicle inspection and certication services; and the CERAM brand dedicated to core technical development/ne-tuning and validation activities by unifying the skill sets and facilities mobilized at the Linas-Montlhry and Mortefontaine sites.

All these changes will be implemented with a new brand identity designed to bring greater brand reach to the freshly restructured UTAC CERAM Group, which is staking a claim as one of the professions major players. The UTAC brand now also offers services in regulatory issues and approvals activities including: regulatory intelligence and support; European and national-level type-approval;

These changes will be implemented with a new brand identity to bring greater brand reach to the restructured UTAC CERAM Group, which is staking a claim as one of the professions major players

and EC type-approval certicate processing. UTAC also runs the OTC in France, which oversees roadworthiness inspections. Furthermore, the UTAC brand also offers services in certication. The CERAM brand scope thus integrates active and passive safety (advanced driver assistance systems, impact behavior, dynamic behavior, lighting and signalling); environmental performance (emissions, pollution and energy, electromagnetic compatibility, noise and vibration); and endurance and reliability testing (on test tracks and open roads, and on test rigs).

JUNE 2013


join the actsperience

400.000 hours environmental simulation

9.000 sled tests new markets


15 years vehicle safety

5.000 crash tests PRE BRAKE SCENARIOS

Automotive Research & Test

From a single source: Advanced products and systems to achieve optimum engine power and efficiency, to improve vehicle driveability, durability and safety, to reduce development costs.

Kistler sensors of various technologies, data acquisition systems, software, accessories and services provide a complete range of solutions for modern automotive engineering. Get Better. With Kistler.
STAND 1524

Kistler Group, Eulachstrasse 22, 8408 Winterthur, Switzerland Tel. +41 52 224 11 11, Fax +41 52 224 14 14,



Functional test facility

ACS uses its integrated project delivery model to design, develop and construct test facilities that provide reliable data economically
Engine and vehicle manufacturers, suppliers and research centers require accurate, efcient and economical means to produce, collect and analyze data. Critical to effective data collection is an understanding of the inuence of the building systems on the test systems and equipment. In addition, the interdynamics of test equipment and related components must be predicted and controlled, as they can profoundly affect the host facility with increased demands on utilities and internal systems; raised safety, ergonomic and ecological requirements; as well as additional insurance and regulatory challenges. ACS uses an Integrated Project Delivery model to provide single-source responsibility for complete facility design and construction, equipment specication, selection and procurement, and complete systems integration and commissioning. The result is a fully functional test facility that delivers reliable data economically. Integrated project delivery allows development of project costs early in the design process. This minimizes internal resource commitment while maintaining client participation in all aspects of design, cost and schedule development. This is accomplished by early assembly of the project team, which consists of the client, ACS, and mutually selected consultants, contractors and suppliers. Typically, the rst phase in the process is the concept and budget report, delivering to the client a dened scope, a project execution plan and detailed project costs. This early recognition of the project budget enables the client to make strategic decisions in the planning phase, minimizing changes and reducing overall project costs. Phase two is equipment specication, selection and procurement. Working as an extension of its clients staff, ACS assembles equipment specications and requests submittals from qualied suppliers for each component. The responses are then reviewed jointly, allowing the client to make a matrix-based selection. Selected equipment is then procured by ACS. During the nal design phase, construction documents are developed and long-lead equipment packages are completed. In this way, facility construction can start shortly after approval of the concept document. This allows overlap of the development of construction documents with construction activities and accelerates the schedule dramatically by beginning construction in parallel with production of the nal design documents. The construction and commissioning phase spans from initial construction activities through start-up and commissioning. ACS requests


Tel: +1 608 663 1590 Fax: +1 608 663 1591 Web:



ABOVE: ACS designed oil conditioning skid, for a locomotive turbine

competitive bids from multiple subcontractors in each category. Employing local contractors enables ACS to be competitive at locations around the world. ACS takes single-source responsibility to coordinate and manage all contractors and suppliers. The on-site project superintendent facilitates and supervises the daily construction activities. This single-source responsibility allows ACS to conduct streamlined commissioning processes for even the most complex facilities. The customers operation and maintenance personnel are included in the start-up and commissioning process. The nal phase is preventive maintenance and operations support. ACS develops operations and maintenance manuals to keep all the systems operating in peak condition. This phase can also include a preventive maintenance program and ongoing operations and

maintenance training customized to the project and client needs. ACS staff are vertically integrated specically for the single-source delivery of engine, vehicle and component test facilities. Coupled with a fundamental knowledge of industry regulations, testing technology and facility issues, ACS has experience with master planning, design and construction for projects from corporate technology centers to laboratory relocations and single test-cell upgrades. Renovations of active plants are often completed in phases, enabling the client to continue operating while upgrades are completed. The ACS team will complement your resources by providing expertise as needed from both a facility and an equipment perspective, effectively working as an extension of your internal staff even after your project is completed, by offering ongoing technical support, diagnosis and operations support.

JUNE 2013


The newest standard in weathering testing is here!

Introducing the NEW

xenon arc test chamber
Rotating drum design Air-cooled for low operating costs and less maintenance Affordable, accurate and remarkably easy to operate Full range of optical filters for all major standards Renowned Q-Lab reliability Simple calibration
4-6 June | Booth #1929

See the Q-SUN Xe-2 at the Automotive Testing Expo |

Industry Leading Test Solutions...

Electrodynamic Shakers
50 - 55,000 lbf (0.2 - 245 kN) 2 or 3 inch (51 or 76 mm) Stroke

Power Ampliers
Air Cooled 15-720 KVA >90% Efciency IGBT


Guidance Bearings Building Isolation

NEW! APEX SL Vibration Controller

4, 8, 12 or 16 Input Channels Up to 16 Channels in 1U Rack Spacing! Sine, Random, Shock, SRS, SOR Res Dwell, ROR, Time History

Head Expanders
Various Sizes Guidance with Auto Load Support

...for over 50 years!

Signal Conditioners Accelerometers, USA Tel: 203-265-3929




Data acquisition system


With its new data acquisition module, D2T aims to provide a robust system that helps ensure an excellent testbed rotation rate

Tel: +33 1 30130756 Email: Web:


D2T has launched its own range of measurement acquisition modules to expand its MORPHEE automation system, one of the most widely used in the market for engine and powertrain testbeds, and chassis dynamometers. The company aims to provide a robust, fully integrated acquisition system that helps ensure an excellent testbed rotation rate. The D2T solution, named MIO, features high-performance, autonomous and reliable acquisition modules. When using an engine, a powertrain testbed, or a chassis dynamometer system, unscheduled shutdowns are unacceptable. D2T has chosen technologies to ensure optimal reliability, based on more than 20 years of experience in measurements with this type of testbed at over 2,500 installations managed with MORPHEE. Maintenance operations on testbeds take place at regular intervals. They are greatly simplied if maintenance constraints are taken into account from the outset when designing the equipment. With the D2T solution, each acquisition module is seen as an independent slave on the communication bus, and MORPHEE is the master. As a result, the module is diagnosed and processed independently during maintenance: there is no need to recongure the entire system.


In cases where fast intervention is required, the MORPHEE automation system makes it possible to interrupt a test without stopping the engine. It is then possible to quickly extract from the boom box a module needing recalibration and replace it with another. The module can then be recalibrated in the workshop, if a database containing all the sensor characteristics has been prepared in advance. Acquisition and control performance are optimized thanks to the use of the EtherCAT communication standard. EtherCAT (Ethernet for control and automation technology) is an Ethernet solution for industrial automation offering exceptional performance while being very easy to use. The master bus requires no additional extension board and can be easily implemented on any Ethernet adapter. EtherCAT is especially well-suited for

ABOVE: D2Ts MIO utilizes EtherCAT communication to optimize its performance and accuracy

control-command systems that use remote I/O, such as engine testbeds. The D2T range already meets the core needs of an engine testbed: analog as well as digital inputs and outputs, thermocouples, resistors and pressure. The number of channels on todays testbeds has expanded considerably due to more complex powertrains and tests. This often causes space problems in the cell or when developing the boom box. D2T acquisition modules resolve these issues because they are extremely compact 30%

smaller than a traditional conguration. The range includes numerous modules in various rack sizes: half 19in 1U, 19in 1U and 2U. This compact design is also a key benet when developing mobile trolleys. Many testbeds now use mobile acquisition measurement trolleys. The increasing number of channels per testbed is driving up the cost of equipment: a mobile trolley reduces costs by making equipment usage more exible. If a testbed has a specic need for additional measurements in order to carry out a test, a trolley can easily be added. When the task is completed, the trolley is moved to another testbed. This type of equipment also lets you use instruments with the engine outside the testbed, in the preparation zone. D2T modules offer an ideal solution they are compact, easy to wire, and easy to replace if you need to upgrade the trolley conguration.

JUNE 2013



In-house crash test facility

Messring says that its crash test facility ensures the highest quality products for all of its clients
As one of the leading manufacturers of crash test systems and components, it is of paramount importance for Messring to meet stringent quality standards and to supply products that work across the globe with no problems despite being individual designs. Customers have high demands when it comes to the precision and quality of every one of the companys products. For this reason, in 2000 the company decided to construct a complete crash and sled test facility at its headquarters in Krailling, Germany, near Munich. Messring says it is still the only manufacturer of automotive test systems to own such equipment. Particularly in the automotive sector, the speed at which new components and systems are developed and launched on the market is extremely high. This, among other reasons, was a strong argument in favor of Messring creating an in-house test facility. Similar to a vehicle test-drive, it provides an opportunity to put every product ordered by customers to the acid test on the companys own test bench. The advantage of this approach is that possible sources of error can be identied in the factory, rather than during subsequent assembly at the customers premises. All systems are rst built, activated, tested and then dismantled at Messring before

Messring GmbH
Tel: +49 89 89 81 39 0 Web:



being prepared for shipment by truck, train, ship or airplane. Automotive test systems from Messring are not mass products but rather assembled according to the precise requirements of the customer. The quality of each crash test component has to be tested individually before every delivery and there are aspects concerning service and durability that can only be ensured with an in-house test facility. At its testing ground, the global leader examines complete sled systems, including control technology, and carries out all steps of internal preacceptance for the controls and trolleys. In most cases, customers are present when their components are tested at Messring. It is not only hardware that is tested in the in-house facility, but also subsystems such as new software, M=BUS dataloggers, and lighting systems such as the M=LIGHT LED. This approach guarantees the compatibility of all systems and solutions while

Messrings crash and sled test facility at its headquarters in Germany

minimizing downtime at the premises of Messrings customers around the world from northern Germany to Shanghai. For Dierk Arp, managing director of Messring Systembau, it was clear from the outset what the advantages of investing in an internal crash-test facility would be: Having our own facility not only enables us to bring state-of-the-art innovations to the market time after time, but also helps us meet a very broad range of customer requirements. Ultimately, this results in considerably fewer delays in delivery times, quality approval and system design. As the international market leader we have a reputation to live up to, and we also aim to set new standards when it comes to service. This is why, in 2012, we constructed our own acceleration sled at our site in addition to the existing crash test facility once again expanding our testing capabilities.

JUNE 2013



The Automotive Testing Expo 2013 which will take place in Stuttgart from the 4th to the 6th of June, 2013, is our platform to present new products for todays trends. We will take you with us on a journey through 20 years of non-contact measuring at wheel aligner. Visit us and find out more: Drr Assembly Products GmbH, Pttlingen, Germany, Hall 1, Booth 1956.


Lightweight materials validation

Zwick says that materials testing is key to the selection process when choosing the right materials to deliver desired properties
Rising fuel prices and a changing regulatory environment have stimulated substantial interest in the investigation of alternative materials for passenger vehicles. In the past several years, a series of initiatives aimed at reducing weight, improving fuel economy and enhancing performance have been launched. The term lightweighting is often applied to describe the activities of OEMs and key suppliers aiming at cost-effective integration of mixed materials. BMW, Jaguar Land Rover and Daimler represent a few producers actively engaged in the application of novel materials to deliver enhancements in fuel economy and reductions in emissions without sacricing performance or style. Delivering to these targets in a cost-effective manner certainly involves manufacturing implications that must be addressed. Among these are formability and joining, cost factors associated with volume manufacture, and introduction of components comprised of novel materials into existing facilities. While there are hurdles that must be overcome to prepare for volume production, the majority of manufacturers are rst emphasizing product application elements, such as structural performance and durability, as channels to optimize performance-to-cost ratios. Material and component testing plays a vital role in enabling manufacturers to discern which options in a vast materials matrix will deliver the properties required to impart the performance sought, while maintaining acceptable thresholds on cost. Chief among the materials under consideration are aluminum, aluminum alloys, and ber-reinforced composites. Production efforts in these areas have previously been limited to racing and specialized performance vehicles. This is rapidly changing, however, and some tangible examples may be found in recent announcements by manufacturers. Jaguar Land Rovers lightweight vehicle strategy, for example, involves an all-aluminum monocoque on its Range Rover L405 model. The fourth-generation Range Rover L405s aluminum monocoque weighs 39% less than the steel body in the outgoing model. BMW incorporated aluminum door inner components into its 5 series, 7 series and GT models beginning in 2010. Zwick/Roell offers automotive customers the toolsets needed to validate mechanical properties in support of materials selection processes and quality control programs. Zwicks newgeneration Allround-Line with testControl II electronics is ideally suited to the high-throughput test environment mandated by


Zwick Testing Machines Ltd

Tel: +44 1568 615201 Email: Web:



TOP: The 2013 Range Rover L405 features an all-aluminum monocoque, reducing vehicle body weight by 39% ABOVE: Zwicks Z1200E system performing a compression test on a lightweight vehicle bumper component

materials selection routines for lightweighting initiatives. Rapid test and positioning speeds, coupled with fast return, enable reductions in cycle times for testing. Intelligent features such as integrated adaptive control with automatic setting of all control parameters, sophisticated strain-rate control, and online compensation for changes in specimen properties, enable lab managers to spend more time focusing on results analysis. Applications such as buckling tests on lightweight vehicle door components demonstrate the exibility of the Allround-Line. While

standard Allround-Line systems are used to characterize specimens of aluminum, various grades of steel and even composite materials, specialized AllroundLine systems are available to address component testing applications such as vehicle door buckling tests. To determine the loaddeformation curve of components with large geometries, such as vehicle doors, a widened version of Zwicks Allround-Line testing system, with dual load cells and a semi-cylindrical bending tool, is used. As the components do not fail symmetrically along the length of the bending tool, a bending moment arises relative to the test axis. This presents no difculty from a measurement perspective as the two load cells employed are insensitive to moments. The dual testing areas of the Allround-Line system provide manufacturers with the additional advantage of accomplishing material and specialized component tests on a single platform. Enhancing test throughput and intelligent testing features enable Zwicks latest AllroundLine test systems to offer OEMs the optimum toolset for validating lightweight materials and components.

JUNE 2013


A new addition to the PAK family.

Capture your measurement smartly - from anywhere at anytime.


E x perien c e a new way of work ing - PAK c apture suite.

The perfect addition to the PAK portfolio. Find out more about PAK capture suite on OR VISIT US AT Sensor+Test 2013. 14 - 16 May 2013, Nuremberg Booth 314


Automotive Testing Expo Europe. 04 - 06 June 2013, Stuttgart Booth 1220

Acoustics I Vibration I Strength I and more PAK. A complete path to vibrant measurement.



Test target expansion

Toyota Motorsport has ne-tuned its portfolio to attract OEMs with specialist testing solutions
Toyota Motorsport
Tel: +49 2234 1823 0 Email: Web:


Toyota Motorsport GmbH (TMG) is targeting the automotive testing world as it continues to expand its operations beyond its traditional racing environment. The Colognebased company has been an external services supplier since 2010, providing top teams from Formula 1 with access to its unique range of R&D facilities, while developing the hybrid LMP1 race car with which Toyota competes at the Le Mans 24 Hours. Over the past few years, TMG has also broadened its horizons to include testing services for the general automotive sector, with increasing success. Essentially motorsport is an extreme form of automotive development, so the facilities we have here at TMG are ideal for manufacturers and OEMs, explains Sebastian Janssen, TMGs manager, business development. One big plus point is the obsession with detail and accuracy that is essential at the top level of motorsport. We are finding this aspect to be particularly attractive to our automotive clients. TMG has outlined a determination to encourage more manufacturers and OEMs to join its growing client portfolio. Although there are literally hundreds of separate test rigs within the 30,000m facility, TMG has the highest hopes for its engine dynamometers,

full-car testing solutions and transmission analysis rigs. With seven combustion dynamometers of various specifications and a hybrid/EV rig, TMG can offer a solution for road car engine testing needs, whether the focus is on power or efficiency. A two-axle rolling road dynamometer, suitable for automatic or manual transmissions, additionally allows evaluation of driveability, reliability, emissions and fuel consumption.

TOP: One of TMGs seven combustion dynamometers ABOVE: The two-axle rolling road dynamometer

TMG is already very active in road car engine testing, both in conjunction with our parent company Toyota and with external companies, says Janssen. As an independent subsidiary, we are free to work with OEMs not associated with Toyota and our engine testing capability has shown great potential.

Full-car testing has proved to be a growth area for TMG, particularly with its two high-tech wind tunnels, which have generated much interest and business. With the tunnels almost at capacity for the next 18 months, focus has switched to other full-car testing solutions. The MTS 329 rig is a rare example of a full-car road simulator, designed for stress distribution analysis and fatigue testing of complete vehicles in a variety of sizes. In addition, the vertical dynamics rig (seven or four post shaker) allows analysis of stiffness and damping settings, as well as component fatigue or stress testing, with adaptable wheel base and track options to suit most cars. The same principles of accuracy and repeatability are in evidence a short distance away in TMGs 2,600m component testing area. The transmission testing suite features an advanced gearbox dynamometer capable of real-time simulation of road conditions, recreating all forces including suspension loads. These tools are relatively specialist and we are seeing strong interest from OEMs who want the competitive advantage of using such technology without the high up-front installation and purchase costs, Janssen adds. We are still actively looking for more clients in these areas and we challenge OEMs to consider TMG when they seek a testing solution.

JUNE 2013



ServoSled Catapult Systems ServoSled Catapult Systems

Capacities: Capacities: 3.1 MN, and 1.4 MN 3.1 MN, 2.0 2.0 MN,MN, and 1.4 MN accuracy and repeatability High High accuracy and repeatability frequency response High High frequency response low-g whiplash pulse capability Excellent Excellent low-g whiplash pulse capability Rapid tuning to a new pulse Rapid tuning to a new pulse Inherent negative-g capability Dynamic Inherent negative-g capability Pitch Simulation Dynamic Side-impact testing options Yaw Simulation Pre-Impact Long-stroke, high-velocity Braking Simulation tests Upgrade Upgrade Hyge-type systems to ofof Hyge-type systems to 1.4MN MN ServoSled system 1.4 ServoSled system
9.0 8.0 7.0 6.0 5.0 4.0 3.0

EuroNCAP Whiplash V2.9 P1 Low Severity Pulse

Acceleration Target Test 1 Accel Test 2 Accel Test 3 Accel Pulse P1 T0 +.255 g limit Pulse P1 T0 -.255 g limit Pulse P1 accel slope high Pulse P1 accel slope low Pulse P1 accel plat top Pulse P1 accel plat bottom Pulse P1 accel 6 g limit 1 Pulse P1 accel 6 g limit 2 Pulse P1 accel 1 g limit Pulse P1 accel -1 g limit Pulse P1 Time "s" limit Pulse P1 Time "t" limit Velocity Target Test 1 Vel Test 2 Vel Test 3 Vel Low Corridor High Corridor

18 16 14 12 10

Payload - 1251 kg

Acceleration (g)

Velocity (kph)

2.0 1.0

4 2
0 -2

-1.0 0.03 0.04 0.05 0.06 0.07 0.08 0.09 0.1 0.11 0.12 0.13 0.14 0.15 0.16 0.17 0.18 0.19 0.2

Time (sec)

25 20 15 10

Seat Pulse

50 40 30 20

Acceleration (g)

0 -5 -10

Payload -1180kg

Acceleration Ta rget Te st 1 Acc- RMS Error: 1.89g's Te st 2 Acc- RMS Error: 1.13g's Velocity Ta rget Te st 1 Vel- RMS Error: 0.35 kph Te st 2 Vel- RMS Error: 0.28 kph

-20 -30 0.26

-15 0.02












Time (sec)

822 Third Ave. S., Kent, WA 98032 USA Tel 253-395-4321, Fax 253-981-0223 E-mail


...Engine Dynamometers...Unique Transmission Testing...Full Car Test Solutions...

Velocity (km/h)


Our products and services include: Full vehicle crash test systems Sled testing services ServoSled catapult sled systems Deceleration sleds Floodlighting systems Facility integration Please contact Seattle Safety for more information.


Wheel force measurement

Kistlers tools enable developers to analyze wheel forces under the inuence of camber and tire slip angle
A cars behavior is inuenced by the complex interactions of many parameters. The aim of car development is to not only impose a brandspecic feel but also safe and predictable driving behavior. That means it is necessary to investigate special parameters as well as reach the standards set out by the brand. Proper structural design and durability of axles depends on knowing the forces that will act on all components. Suspension components such as wishbones (A-arms), top mounts and other bearing arrangements are all affected by forces exerted by the car and the road. In critical maneuvers there is potential for damage to components that can lead to dangerous situations for the occupants. Almost equally important to safety is the reduction in mass of the vehicle, particularly in the non-suspended parts of cars. New steel and aluminum alloys offer needed structural strength as well as reduced fuel consumption. Focusing on the driving dynamics will show a cars many degrees of freedom. These forces and motions will vary according to lateral speed, lateral forces and roll angle(s). The tire is the connection between the car and the road. Longitudinal and transversal forces, as well as the tire slip angle, have to be studied in every driving situation as the forces will interact and affect each other. Varying driving conditions will also contribute


Kistler Group
Tel: +49 6441 9282 0 Email: Web:


Lateral Force FY [N] -7000

Lateral Force vs. Tire Slip Angle



-4000 ForceY_Front_Right -3000


-1000 -2 0 -3 -4 -5 -6 -7 -8 Tire Slip Angle []

to unique force combinations. The tire slip angle has a denite inuence on the amount of force that can be transmitted to the road through the tire. With increasing tire slip angle the lateral force also rises (Figure 2). On the x-axis of the graph from 0-5 the tire slip angle is nearly linear. Above 5 the curve is digressive. These results indicate that increasing the tire slip angle doesnt reduce the radius in a turn as it does in the linear tire slip angle range. At 6.8 the lateral force reaches its maximum, and if the angle

FIGURE 1: Test car equipped with RoaDyn S625 wheel force transducers, DCA System and Correvit slip angle sensor FIGURE 2: Steady state circular test with activated stability control; circle radius = 100m

rises further the lateral force decreases and tire tread wear will increase. Also, the camber angle is changing the potential of the tire to transfer forces. With a higher camber angle, less force can be applied. Measuring wheel forces in all three directions, as well as the tire slip angle and the camber angle, enables the designer to optimize the

system, achieve safety goals and create brand-specic driving behavior. Factors such as the length of the wishbones, spring rates, roll bars, and other important geometric and system-relevant settings and variations, can be adjusted. The measured wheel forces can be integrated into test benches to validate investigations and dimensions of parts. Some cases of driving behavior are difcult to understand and interpret. It is important to have a reliable, reproducible measuring system as well as continuous documentation of variants, test settings, and environmental and individual conditions. To investigate critical behavior and improve reactions from vehicles, a useful procedure is needed to analyze all variables before and during traction loss. After investigating important parameters, decisions to change design can be dened and driving behavior can be monitored again. To intervene in the right parameters, it is important to understand the individual effects. The combined application of wheel force transducer (e.g. RoaDyn S625), optical slip angle sensor (e.g. Correvit SFII) and a dynamic camber angle system (e.g. Kistler DCA System) enables users to analyze and understand important parameters. Engineers can develop advanced systems in their cars, enabling higher performance such as an increase in the maximum lateral acceleration and safety.

JUNE 2013




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Torsional vibration measurement

The high-speed datalogger designed by Schaefer Engineering is able to measure pulses to a resolution of 80ps
Torsional vibrations can be important to the functioning of a system, for example the vibrating balance in mechanical clocks. However, with a combustion engine in a vehicle or ship propulsion system, torsional vibrations are frequently caused by the rotational irregularities of the crankshaft and have to be correspondingly attenuated. Such torsional vibrations in mechanical drive systems are undesirable because they can cause component failure, or disturbing noise and vibrations. A fundamental task when designing a drive system is therefore the calculation of the torsional vibration properties and hence knowledge of resonance frequencies, because resonances can lead to the destruction of a system. Even with the growth of alternative propulsion methods (hybrid, electric and hydrogen technology) the Shell study Car Scenario 2030 conrms that the combustion engine (Otto or diesel) will remain by far the most predominant type of drive for the next 30 years, at 73.5%. It can therefore be assumed that the classic combustion engine will be our companion in the world of automobiles for some time yet, and the continuous improvement of the combustion engine, whether Otto, diesel, hybrid or range extender, will remain very important for our environment.


Schaefer Engineering GmbH

Tel: +49 2392 809 0 Email: Web:


Engineers today are therefore constantly faced with the task of reducing torsional vibrations. In order to reach the right conclusions now and in the future, a measuring system optimally designed for this application is of crucial competitive benet. The measurement of torsional vibrations is based on the time measurement of angleequidistant events on rotating parts and hence cannot be accomplished with standard measuring technology. The incremental rotational speed is derived from this angle information. The speed channels must have a high sensing rate to ensure the exact time measurement as well as precise recording between two angle pulses. Schaefer Engineering assesses its PikesPEAK, a high-speed datalogger, to be a master of both disciplines. It is able to measure the pulses to be examined to a resolution of 80ps. In addition all channels are synchronized so that the

ABOVE: The PikesPEAK datalogger measures pulse resolutions to 80ps BELOW: A transmissions-based application for the PikesPEAK logger

in-phase order analysis, an indispensable and elementary basic prerequisite, is ensured. The following examples are cited as possible applications to demonstrate the variety of practical areas of application. The primary drive is an application component sized to the exact measurement between the crankshaft and the camshaft for examining and tuning variable camshaft systems. The corresponding quality of the algorithms within the control unit is

optimized with these results. Parallel to this, the corresponding analog pressure curves in hydraulic systems, the valve ows and temperature curves as well as the corresponding control variables of the nominal values on the CAN, and other ambient conditions, can be recorded. The desire for low consumption and CO2 emissions leads to combustion engines with high torque at low speed on the one hand, and transmission concepts with a wide spread of ratios on the other. In order to realize the full potential of these developments, comfort during low-speed touring is a must. The effectiveness of a torsional vibration damper, such as a dual-mass ywheel, plays an important role. LuKs centrifugal pendulum serves as an ideal adaptive absorber that can be used to demonstrate the isolation required for new drive systems. These developments can be achieved only through systematic and highly synchronized measurements of the crankshaft. The applications mentioned above are just a few examples, as several hundred other effects and phenomena requiring highly accurate and precise measurements for solutionnding are examined in practice. PikesPEAK represents a state-of-the-art tool for this type of engineering, assisting in the continuous optimization of drivetrains that feature a combustion engine.

JUNE 2013



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Chassis dynamometer system

Froude Hofmanns chassis dynamometer system has been installed in the wind tunnel at a French testing facility
Souferie Climatique Ile de France (SCIDF), a French company that offers climatic wind tunnel testing for the automotive industry, has installed a Froude Hofmann chassis dynamometer system. The test system is a customized 4x4 conguration designed specically to enable the company to test a wide variety of vehicles from small cars to large trucks, buses and military vehicles. Froude Hofmann claims that the control system provides a unique control mode 4x2 independent conguration which enables two different vehicles, following each other in the wind tunnel, to be tested simultaneously. This provides important information about the vehicles performance in heavy trafc when following other vehicles closely. SCIDF , situated at Saint-Ouen-lAumne, just northwest of Paris, is an independent facility that offers customers within the automotive industry an impressive array of testing options. It enables them to test their vehicles from the early stages of development, through benchmarking, to final validation, in a confidential and private environment. Froude Hofmann was selected to supply and install the chassis dynamometer as the company demonstrated a high level of technical competence, with a willingness to provide a customized design that optimized the space


Froude Hofmann
Tel: +44 1905 856800 Fax: +44 1905 856811 Email: Web:



ABOVE: Froude Hofmanns customized chassis dynamometer in the pit of the wind tunnel

ABOVE: Inside the SCIDF wind tunnel where the chassis dyno system is installed

available in the existing test area. The solution provided a system that maximized the parameters of vehicle track, wheelbase and inertia range to ensure the largest range of vehicle test capacity possible. Designed for maximum flexibility, to enable all sizes of vehicle to be tested, the wind tunnel has an adjustable cross-section, made possible by the installation of moveable walls and ceiling. The wind tunnel itself has the capability

of testing temperatures from -35C to +55C; humidity from 10% to 98%; solar simulation intensity from 0 to 1,200W/m2; and wind speed from 0 to 250km/h. The 1.6m roll 4x4 chassis dynamometer was customized to suit SCIDFs exacting requirements. In order to accommodate the wide range of vehicles that is tested at SCIDF , the 4x4 configuration featured a wheelbase adjustment from 2-7m,

an axle load of 6,500kg per axle, speed of up to 250km/h, and a floor plate designed to carry 18-ton trucks. Froude Hofmann installed and commissioned the chassis dynamometer in record time. This meant that there was very little downtime for this extremely busy testing facility, even with the site work having to include some structural modifications within the building to optimize the maximum vehicle track and wheelbase capability. With the installation of the Froude Hofmann chassis dynamometer, as well as being well-equipped to test both cars and trucks, SCIDF now has the capability of providing an even higher quality of control and accuracy, ensuring its place as one of Frances leading test houses for the next generation of electric and hybrid vehicles. More information can be found at: http://www.

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NVH test facilities and equipment

The engineers at Dynamotive have more than 20 years of experience in the design and installation of NVH test facilities
Vehicle renement has often been described as the invisible feature of a vehicle. Todays customers expect levels of renement that were conned to the luxury segment of the market only a few years ago. Coupled with the increasing proliferation of hybrid and all-electric drivelines, this has led to an increased demand for NVH (noise, vibration and harshness) development facilities within the automotive sector to accurately simulate and measure these phenomena. For more than 20 years, Dynamotives engineers have been involved in the design and installation of NVH test facilities for motorcycles, passenger cars, SUVs and commercial vehicles, including those with hybrid and all-electric drivelines. From initial feasibility studies through to supply, installation and lifetime support, Dynamotive is able to offer its customers a full-service solution, on a global basis. Using the latest in AC drive system technology, coupled with liquid-cooled dynamometer machines, Dynamotive is able to offer exceptionally low background noise levels and frequency signatures for its equipment. It is possible to achieve a background noise level from the chassis dynamometer of <45dB(A) when motoring the rolls at 100km/h.


Dynamotive Ltd
Tel: +44 1530 277930 Email: Web:


Coupled with Dynamotives Dynamics automation and control system, it is able to offer customers the very latest in AWD (four motor) roadload simulation technology. Features include active torque vectoring as well as tire and roll phase control. The latter is a useful feature for NVH engineers who want to introduce programmed (phase displaced) inputs into the vehicle suspension via proled cleats/bump-strips attached to the roll surface. Congurations are available to suit a wide range of vehicles, from single- to multi-motor systems. A range of NVH roll assemblies is also offered to suit various vehicle drivelines, from 1.0m to more than 3.0m in diameter, each being supported in their own silent hydrostatic, oil-lift bearings. Dynamotive can offer a wide range of dynamometer machines, from direct water-cooled AC through to air-cooled DC, with acoustic enclosures to minimize radiated noise. Power absorption levels vary from tens of kilowatts to

ABOVE: Dynamotive supplies the latest AWD road-load simulation technology on a 4x4 NVH CD BELOW: A typical NVH test facility for motorcycles

more than a megawatt, with speeds up to 300km/h. Optional features include road surface simulation shells that can be easily attached to the rolls to simulate a particular surface nish, such as asphalt, or cobblestone/pav. A singlepoint restraint system via the vehicles wheel hubs can also be provided to locate the test vehicle on the apex of the rolls without introducing any downward force on the vehicles suspension.

Further enhancements to the system are also available, including automatic throttle actuation, by servo-actuator or e-gas simulator, programmable drivers aid for a time- or distance-based drive cycle and even a real-time interface to an engine-calibration tool. As well as the normal mechanical features of an automatic moving-oor system for variable vehicle wheelbase setting, Dynamotive is able to offer a remotely controlled, fully integrated vehicle ventilation and exhaust extraction system with supply and extraction aps built into the oor structure. An engineering inspection platform, for full undervehicle access, is also provided. This can take the form of an adjustable scissor lift, or a xed platform with a powered inspection cover at oor level. In addition to NVH testing, Dynamotive offers specialist test systems for a wide range of other applications, including climatic, aero-acoustic, performance and EMC, to name but a few.

JUNE 2013



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Indoor winter test facility

With real snow, Test Worlds new indoor winter test facility enables vehicle developers to carry out all-year-round testing
Tire testers do all they can to manage test conditions in winter, including the implementation of limitations and ensuring that tests are not carried out when its too cold, too warm, too humid or too windy. And then snow hardness, ice roughness, air and ground temperatures, and many other things, can be measured in order to be able to nd any statistical reliability between tests done on different days, months or years. The only way to really master the effect of nature is to exclude it from testing. This creates the need for a roof and walls around the test vehicle. Ski halls and ice hockey rinks have been used in testing for decades, but the problem is that the conditions are not like those outside. Articial snow is totally different from real snow and the temperature prole in ice hockey arenas with cold ice and very warm air is virtually non-existent in real life. Finally there is a solution. In January 2013, Test World opened the worlds rst indoor winter test facility. It has been designed purely for winter testing, offering natural snow, ice, and adjustable ground and air temperatures, all year round. The main objective is to provide test teams with the possibility of testing in real winter weather conditions in the summer time, thus enabling them to increase the speed of the development cycle of winter tires.


Test World
Tel +358 44 7788802 Email: harri.eskelinen@testworld. Web: www.testworld.


Many people question the reliability of indoor testing and its correlation with outdoor testing, but so-called real outdoor test conditions can also change dramatically. There may be very light powdery snow in cold months, and then rough hard snow in the spring, when the surface is partly melted during the daytime and frozen again at night. And is the snow the same in Michigan, New Zealand and Scandinavia? The experts at Test World have carried out a large number of tests, comparing indoor and outdoor results in different conditions. The results are clear. In winter testing there is always some variation in the ranking order of tires, especially when the differences between specications is small. But the average results are the same for both outdoor and indoor tests as they should be when tests are carried out on natural snow. Indoor tests are repeatable from day to day because the conditions are stable. Outdoor

ABOVE: Test World uses real snow for more accurate, repeatable results BELOW: Temperature variations, which affect outdoor testing, are eradicated at Test Worlds indoor facility

tests are also repeatable but only if there are no problems with weather conditions, sun, rain, humidity, wind and rapid temperature variations. Measurement deviation is sometimes a big problem, and if the deviation is high, the results are not statistically reliable. Also, in homologation tests there are certain limits for deviation, and if the requirements are not met, all work goes straight into the trash can. This virtually never happens in indoor testing, but in outdoor testing it is possible to lose approximately 5-15% of results in the middle of winter, or even up to 30% at the beginning or end of season when the weather is less reliable. If the track conditions are not perfect, testers can either try to prepare tracks better or carry out the tests more times, for example, brake 16 times with each tire instead of the normal amount. This takes time. In indoor testing, a good amount of brakings is six, and when the tire changing area is 10m away from the track, testing is very quick. In the same amount of time, it is possible to get two to three times more test results indoors than outdoors. Indoor testing will provide new possibilities for developing tires and will also speed up the development process. It will not replace outdoor testing completely at least not anytime soon but it certainly offers benets and lowers testing costs.

JUNE 2013




PROCUREMENT OF AUTOMOTIVE TESTING LABORATORY EQUIPMENTS Applications are invited from competent, reputable and interested original equipment manufacturers (OEMs) or their representatives with relevant experience and good track records for pre-qualification to tender for the supply, installation and training for the equipment: (i) Automotive Emission Testing Laboratory - Comprising of testing facilities for: Emission measurement on Vehicle & Engine as per ECE/SON standard. Evaporative emission measurement facility for vehicles. Automotive Component testing Laboratory Comprising of testing facilities for: Safety Critical components like Brakes, Safety Glasses, Lighting & Signaling System, Horns, Windscreen Wiping System, Automotive Lamps, Metallic Fuel Tanks, Speedometer, Rear View Mirror, External Projections, Tyres and Steering Mechanism. Active & Passive Safety Components like Door Latches and Hinges, Seat, Seat Belts and Seat Belt Anchorages, Hydraulic Brake Hoses, Hydraulic Brake Fluid, Wheel Rims, Head Restraints, Emergency Doors and Door Fittings, Passenger Hand Holds for Motorcycles and Stands. Other Safety Critical Components like Interior Fittings, Rear Under Run Protection Device, fuel Tanks (Metallic & Plastic), Lateral Protection (Goods Vehicle), Spray Suppression System (Heavy Duty Goods Vehicle), EMI/EMC, Noise, Installation Requirements for Lighting & Signaling Devices, Installation Requirements for Mirrors. Materials and Vehicle Evaluation Laboratory - Comprising of testing facilities for: Metallic Components and Safety Glasses Rubber and Plastic Components Supporting Testing Facilities




The Council hereby request OEMs or Agent in Nigeria to indicate their interest in participating in a pre-qualification exercise, following which, only those qualified original equipment manufacturers/representatives will be chosen and invited to competitively tender for the works. PRE-QUALIFICATION DOCUMENTS Prospective original equipment manufacturers/representatives are requested to forward the following documents along with their application as minimum requirement: (i) Evidence of Registration with Corporate Affairs Commission for Nigerian companies and equivalent Company Registering Bodies for foreign companies (In case of foreign, indicate whether there is a Nigeria office & location); Tax Clearance Certificate for the last three (3) years;


(iii) (v)

(iv) (vi) (vii) (viii) (ix)

Evidence(s) of compliance with the provisions of the Pension Reform Act 2004 for Nigerian companies; Companys Audited Account and Annual Turnover of similar business for the last three (3) years; VAT registration and evidence of past VAT remittances certificates for Nigerian companies;

Evidence of financial strength, credit worthiness and readiness to instruct bankers to supply financial information on the company as may be required;

Verifiable list of previous similar works successfully carried out within the last ten years with names of clients, evidence of award and practical completion certificates; Evidence of registration with relevant professional bodies; and Company profile and organisational structure, including names and brief resumes of key personnel.

SUBMISSION OF PRE-QUALIFICATION DOCUMENTS The expression of interest should be submitted in sealed envelope clearly marked pre-qualification for Procurement of Automotive Testing Laboratory Equipments on the left hand corner and must be delivered to the address below not later than two weeks from the date of this publication.

The Director General, National Automotive Council, 23, Parakou Street, Wuse II, P.M.B. 320, Garki, Abuja. Nigeria.



Gearbox test benches

H.Kleinknecht GmbH & Co. KG

H.Kleinknecht GmbH & Co. KG produces test benches for use in many automotive manufacturing applications

Tel: +49 561 81610 Email: Web:


Products must be well thought-out and every aspect tried and tested before they can be delivered to the customer. No car manufacturer can afford a recall, especially with imagerelated products such as double-clutch gearboxes or electric motors. For decades H. Kleinknecht GmbH & Co. KG, based in Lohfelden, Germany, has been active in the provision of general testing technology, as well as the testing of gears and related components including power packs (mechatronics), clutches and hybrid modules. Testing technology engineering was initially limited to manual gearboxes, but in the 1980s test benches for electronically controlled and hydraulically switched gears were added to the portfolio. Today, double-clutch gearboxes, drives for electric battery-powered cars and hybrid technology have led to further development, and the market share of these solutions is anything but small. For the end-of-line and component test benches, Kleinknecht has now developed in addition to its own mechanical and electrical engineering, production, assembly and commissioning facilities the innovative ATS-Advanced open test stand automation system, perfect for todays requirements. Kleinknecht draws on substantial experience and shares innovations with customers to help them


End-of-line test benches for double-clutch gearboxes. The DL501 (ABOVE) is also made for the testing of all-wheel drive gearboxes

enhance their production. Feedback is welcomed and integrated into the design work. The growing diversication and quantity of gearboxes means that the demands on test benches are also increasing. Test benches used to be loaded manually, but starting in 1980, fully automatic loading using conveyors, portals and, later, grip-arm robots was established. To realize these kinds of systems, Kleinknecht has developed customerspecic knowledge reecting the complexity of vehicle transmissions. Kleinknechts track record and team of 200 employees demonstrate that changes in special-purpose engineering are leading away from classic mechanical engineering toward software-based systems integration. Customers require complete solutions from

a single supplier, so systems integrators are closely associated with the purchasers workow to bring the necessary knowledge. Due to the high level of vertical integration, Kleinknecht sources very few complete subassemblies, but taps into extensive in-house expertise. Kleinknechts prociency has grown considerably over the years. Therefore and because of increasingly stringent customer requirements the company today not only offers test bench technology (end of line and components) but also complete lines, including peripheral equipment such as weighing units, leak tests, screw fastening stations, media lling and handling

tools (manual and fully automatic), reecting the complete test eld. With its highly motivated staff, 60% of whom are engineers and technicians, Kleinknecht can act as a general contractor, realizing all the customers requirements, including advice, design, project handling and delivery of complete machines or plants. Based on close cooperation with afliated companies of the Graebener Group as partners in machine and system construction, Kleinknecht is able to provide comprehensive and customized solutions for complex mechanical, electric and hydraulic tasks, including the perfect coordination of interfaces.

JUNE 2013



Fuel consumption test equipment

Precise fuel consumption measurement can be achieved with GREGORY Technologys owtronic system
GREGORY Technology GmbH
Tel: +49 6131 60309 0 Email: Web:


German manufacturer GREGORY Technology offers a wide range of turnkey solutions for stationary and mobile fuel consumption testing. The spectrum of applications begins with small engines (for example, motorcycles) up to the diesel engines used in large to very large commercial and special vehicles, locomotives and so on. The precise fuel consumption measurement of commercial vehicles, construction machinery and such in all sizes is increasingly important due to rising energy costs. The main reason for that is the increasing operational cost of the vehicles, especially in multi-shift operation. Best-practice fuel-consumption measurement is carried out using independent testing equipment as a reference system, instead of just capturing data from the engine control unit (ECU). This also includes the advantage of having comparable test data when running consumption tests with different engines. Flowtronic FCS-D systems are available as complete turnkey solutions for precise measurement of fuel consumption (250 l/h) and circulation (typically up to 700 l/h). The robust and compact design supports easy installation on the test vehicles. All systems are based on the owtronic sensor element, which is characterized as a four-piston volume meter with


ABOVE: GREGORYs owtronic sensor S8005C with optional clean-disconnection quick couplings RIGHT: GREGORYs owtronic FCS-D system for precise fuel consumption measurement

very high accuracy (0.1-250 l/h and ow rate ratio of 1:6250) and resolution (0.004ml). Recognition of the ow direction is also possible. In contrast to other measuring methods, four-piston volume meters are independent of mounting position, vibration, acting forces and rotation rate. GREGORY Technology has developed automated test systems to prove the sensors technical data and to provide a calibration certicate with each system. Quick and easy installation into the engines fuel supply system is enabled by the universal quick-lock connectors. This helps to reduce the time required for installation and commissioning

too. Sensors for fuel pressure and temperature can also be integrated into the various owtronic systems. Here, the optional temperature sensors (thermocouples or Pt100), are installed directly into the fuel ow at the input or output of the sensor element during production. For engines with a very small fuel return from engine back to tank, a new gas bubble separator has been developed for the FCS-D systems as an optional module. The SE8005D signal electronics unit with analog, digital and serial/USB outputs, which is required for all owtronic systems, now has an optional Ethernet interface

that enables customers to integrate owtronic systems into their software packages for data acquisition and analysis. The data protocol includes fuel ow rate, fuel volume, fuel pressure and temperature. This interface also offers long-distance signal transmission between the owtronic system and the central test-bench data acquisition system via a local network (maximum 500m per segment) with minimum signal noise. Maximum exibility to cover special customer requirements at reasonable costs and within a manageable time frame is given by the modular design structure. GREGORY Technology supplies owtronic systems worldwide for mobile and stationary applications. The use of most modern CAD and ERP software, competent and reliable manufacturing and service partners, as well as experienced co-workers, form the basis for the success and high quality of owtronic products.

JUNE 2013



Emissions measurement
The new constant volume sampler developed by Horiba features an optimized hardware design and new system software support


Horiba Europe GmbH

Tel: +49 6172 1396 0 Email: Web:



First presented to the public at the SAE 2013 World Congress, Horibas new constant volume sampler, CVS-One, is the latest advancement in the measurement of diluted mass emissions from vehicles and engines. New functions, improved usability, and the support for a wide range of test applications result in a exible system for reliable and highly accurate emissions testing. In conjunction with Horibas latest motor exhaust gas analyzer, Mexa-One, the new sampling system enables the measurement of extremely low emissions levels such as those required by SULEV and Euro 6. With 65% less volume and a 70% smaller footprint than conventional Horiba products, CVS-One features a compact and user-friendly design that enables a more exible test cell layout. The system offers a wide range of dilution ow rate options and separate sample line functionality while maintaining the high accuracy expected from Horiba technology. One single system covers a variety of applications such as diverse engine sizes, vehicle testing cycles, and various fuel types (gasoline, diesel and alternative fuels). The new CVS-One is especially suitable for certication tests and highly accurate fuel consumption measurement. As well as complying with emissions

regulations Euro 5/6, Euro 6 and US EPA regulation 40 CFR Part 1065, CVS-One also supports future regulations such as WLTP and GTR, which are now under consideration. Its advanced bag sampling techniques, and the exibility of the number of bags and combinations, promote a variety of testing cycles. In addition, fuel consumption measurement of modern powertrain concepts is now possible, with support for hybrid vehicles and plug-in hybrid vehicles. To achieve its high capability in measuring of low emissions, the sampling system is characterized by a reduced

ABOVE: In conjunction with the motor exhaust gas analyzer Mexa-One, the new constant volume sampler CVS-One enables the measurement of extremely low emissions levels such as those required by SULEV and Euro 6

inuence of contamination from sampling gas. This is due to the fact that the bag sampling unit and analyzers share the same enclosure (shorter gas line). In addition, the CVS-One features enhanced line purge functions and an automatic system blank test (null test), and history management functions. For more accurate CO2 measurement, a highly sensitive CO2 analyzer was developed. CVS-One is the natural progression of our emissions systems update policy, starting with Mexa-One last year, explains Atsushi Horiba, chairman, president and CEO of Horiba. The new system layout, as well as the additional functions and a wide range of possible applications, makes CVS-One the ideal solution for futureproof emissions testing. Along with its more compact design and high testing exibility, the system comes with the newly developed integrated operating platform, Horiba One Platform. The intuitive, ergonomic design of the new operating platform makes system operation easier. System control and a complete system view of other measurement devices such as Mexa-One are available from a single display. User support for system operation such as maintenance, alarm and message functions have been further enhanced.

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Open-road ADAS testing

Racelogics moving base solution removes the need for a base station by replacing it with a second VBOX
One of the issues encountered by engineers looking to sign off advanced driver assistance systems (ADAS) is how to test in a realistic environment. Test tracks provide the most controlled and repeatable conditions but real road driving is more indicative of how the systems will operate in normal use. Using high-accuracy, fast updating GPS dataloggers is the only practical way to develop and validate ADAS applications such as blind spot detection, adaptive cruise control, collision mitigation warning and emergency braking. To obtain the accuracy required, a battery-powered, static RTK base station is usually used nearby to transmit correction information via a radio link to each roving datalogger at an update rate of once per second. This real-time RTK message enables the roving GPS engine to achieve a position measurement accuracy of a couple of centimeters, as long as the radio link is maintained. Although this is ne for shortrange work, any separation greater than 2km can cause dropouts between the base station and the vehicles under test, leading to reduced accuracy. The broadcast range can be increased by using more powerful telemetry modems, but that will almost certainly require licensing. Also, accuracy is reduced considerably when the separation between the xed base station and roving receiver is greater than 8-12km. In an ideal world, test drives would be conducted without any of these constraints, because there is no substitute for real-world evaluation of systems in their true environment. On the test engineers wish list is the ability to drive the subject and target vehicle(s) along normal roads, over reasonable distances, among other road users and alongside roadside furniture while maintaining high positional accuracy. To overcome this limitation Racelogic has recently released a moving base solution, available as a rmware upgrade to the VBOX3i. In a typical setup with two such units, the subject vehicle takes over the role of the base station and transmits corrections to the target vehicle at an update rate of 20 times per second, rather than just once per second, as employed in a traditional base station setup. The moving base solution uses this higher correction frequency to cope with the fact that all the receivers are constantly moving. The


Tel: +44 1280 823803 Email: Web:



Test setups for static base station (ABOVE) and moving base station (BELOW LEFT) options

accuracy is further enhanced by employing signals from the Russian Glonass system as well as a method that uses rened delta positions obtained from carrier phase measurements. This reduces the noise levels of pseudo-range measurements (raw distances to each satellite) and removes positional jumps. This means that Racelogic can now offer a completely mobile testing solution that provides a relative car-to-car measurement accuracy of 2cm. For those who already use the VBOX3i RTK system, all they will need is an additional 2.4GHz telemetry modem per VBOX. For new acquisitions there are some signicant cost savings to be made as no base station is required. The range over which the two VBOX systems can retain RTK lock is approximately 300-400m more than enough for validating a variety of ISO standards, such as ISO 15622 (adaptive cruise control) and ISO 15623 (forward collision warning). For more complex tests, the subject vehicle can transmit corrections to two target vehicles.

To further simplify the analysis process, the Racelogic Video VBOX can be seamlessly integrated with the moving base setup, providing fully synchronized, multiple camera video onto which the ADAS parameters can be graphically overlaid. The resulting footage is great for understanding the actual conditions that were present, giving a very useful visual reference to the positions of all the vehicles involved and obstacles encountered during the test. By using a laptop or one of the VBOX-compatible displays, all the measured and calculated parameters can be viewed in real time inside the subject vehicle containing the moving base unit, giving the engineers instant feedback during the duration of the test. Time spent validating newly developed ADAS features on the highway can result in a shorter development process than using a test track under articial conditions. With the new moving base solution from Racelogic, the same level of accuracy is now available in both situations, giving the test engineer the ultimate exibility to choose which environment is most suitable for each test.

JUNE 2013


Dynamotive is a high performance engineering company focused on the supply and upgrade of specialist chassis dynamometers and component test stands for the automotive and associated industries. Operating on a global basis we are able to offer a full service to our clients from initial installation and commissioning services through to life cycle support contracts for calibration, maintenance and system enhancements. Coupled with a signicant experience in medium to high power AC and DC drive systems from kW to several MW for dynamometers and fan drives, Dynamotive delivers cost-effective & innovative engineering solutions.

> Specialist chassis dynamometers for NVH, EMC, Climatic and performance testing > System upgrades including controls, automation, drive systems and mechatronics > Life cycle facility support > Facility control and data acquisition systems > High power AC dynamometers > Component test stands for renewables & aerospace industries

CONTACT T: +44 (0) 1530 277 930 UK Head Ofce E: W:


Accelerated weathering
Q-Lab offers a new method of performing accelerated weathering tests on coatings that promises better and faster laboratory results
At the end of the 20th century, accelerated weathering test standards for automotive coatings were dominated by methods specifying the use of a particular xenon test chamber conguration. These methods were typically effective in anticipating only certain modes of degradation mainly gloss loss over a narrow range of materials. However, these methods were proved insufcient when applied to materials outside their original scope of research (in other words, most materials) or when examining other modes of failure. Exacerbating this problem was the fact that these hardware-based standards forced the industry into using only certain test chambers even if they lacked characteristics important for accurate reproduction of environmentally induced photodegradation. Recognizing that this approach stymied innovation, a few OEMs and coatings suppliers, led by Chrysler, created a new performance-based approach that reinvigorated the world of xenon arc weathering testing, formalized through the publication of SAE standards J2412 and J2527. These rst performancebased standards bridged the gap between the old and new eras. Test cycles remained unchanged, and results were expected to be similar to tests run under the old standards. Consequently, many of the aws from the old tests existed in the newer methods. The importance of these new standards, however, was that industry was now free to explore alternative methods of performing xenon arc tests. After introducing its rst xenon arc test chambers in


Q-Lab Corporation
Tel: +44 1204 861616 Email: Web:



MAIN: 2006 Q-SUN Xe-3 xenon test chamber ABOVE: Cross-section of a rotating rack chamber

1998, Q-Lab Corporation became the rst company to offer a device designed specically for this new era in weathering testing. The Q-SUN Xe-3 was the rst at array xenon arc tester with relative humidity control and a large capacity. An early success with this new approach was the publication of ASTM D7356, Standard Test Method for Accelerated Acid Etch Weathering of Automotive Clearcoats Using a Xenon-Arc Exposure Device. Based on research performed by BASF and Q-Lab, this test reproduced the acid etch of automotive clearcoats associated with a summer of exposure in the acid rain environment of Jacksonville, Florida. One of the key lessons applied to subsequent work was how to characterize

moisture uptake of coatings in the outdoor environment. The next phase of innovation came from a group representing the transportation coatings industry during a decade-long series of studies to improve the correlation between accelerated weathering test methods and real-world performance. The goal of this effort was to accurately anticipate the multiple failure modes seen in outdoor tests in south Florida, a particularly harsh environment. After many years of experimentation and comparisons of the failure mechanisms that occurred in natural and accelerated tests, a new test method emerged that greatly improved correlation, while increasing acceleration compared with the old methods. The culmination of this work is a proposed ASTM test method from technical committee D01.27, Paints and Coatings. The draft method recently cleared its rst hurdle to acceptance as a new ASTM standard after a successful technical subcommittee ballot. The ASTM chairman for this committee, Doug Grossman, president of Q-Lab Corporation, commented, This is a unique procedure, unlike anything currently in use for automotive paints. It produces results that correlate much better with outdoor service than other tests currently in use. It is the most thoroughly researched weathering test procedure ever developed.

JUNE 2013

The Best for Your Success in Fuel Consumption Testing

GREGORY Technology provides worldwide introduced high precision testing equipment for mobile or stationary fuel consumption testing. Time saving installation and ease of use is given by flexible turn-key system solutions Made in Germany. The new special quick-lock couplings offer a clean and most odorless handling. On top, the modular design concept based on reliable system components supports special solutions according to customer requirements.

The outstanding sensor resolution of 0,004 ml in combination with the wide measuring range of 0,04 up to 250 l/h (ratio 1:6250) enables the flowtronic systems for use with various applications like motor bikes, passenger cars, hybrid vehicles, trucks, busses, commercial vehicles, specialized vehicles, agricultural machines, diesel locomotives, boats etc. All flowtronic systems with touch-screen and software based operation are designed as stand-alone systems. Over and above, the new ethernet interface and various signal outputs (analogue, TTL, serial/USB) offer additional functionality and the integration into the customers software packages for data acquisition and analysis.

G R EG O RY Te c h n o l o g y G m b H - M o m b a c h e r St r a sse 5 6 - 5512 2 M a i n z /G e r m a ny w w w.f l ow t r o n i c.d e - i n f o @ f l ow t r o n i c.d e +49 (0) 6131- 6 0 3 0 9 - 0

A dditional Sales Par tner s Wanted !


LED lighting solution

Powray is an abbreviation of powerful ray, which refers to the powerful rays emitted from Visols 3kW high-power LED lighting apparatus. The company launched the Powray light xtures, for use in crash test labs, at Automotive Testing Expo Korea 2013. The future-oriented energy-saving technology has already attracted many lab operators. The main feature is that it can be synchronized with all high-speed cameras through a strobe signal or frame synchronizer from a camera, or a strobe out from the Powray controller. Control of the lighting by the operator is easily achieved from the software of any high-speed



camera, giving the precise amount of intensity that the customer needs. The company claims that this powerful LED highspeed lighting is an unparalleled technology with a convenient system of operation for highspeed photography. In terms of energy saving, Powray provides an effective solution without requiring the installation of many individual light units in the laboratory. Visol says that the unique Light On-time control whereby light is only provided during the exposure time of the cameras reduces energy consumption. It is also possible to operate the system using signals that it generates itself, when used

Crash dummy technology

with cameras that have no strobe or frame signals. As a high-speed lighting system specialist, Visol will again exhibit in Stuttgart to showcase its excellent solutions to customers. PMG Technologies is privileged to be one of only two crash labs in the world able to conduct 3D sensing of the 50th percentile male world harmonized side-impact dummy (WorldSID) shoulder, thorax and abdominal ribs, and the rst and only crash lab with 3D sensing capability for the WorldSID 5th percentile female. The unique shape of the WorldSID ribs offers the capability of multi-dimensional responses and improved dummy biodelity. The challenge facing the research community has been to nd instrumentation that could accurately measure and track the rib deformation without interfering with the mechanical properties of the ribs. As manager of the Transport Canada Motor Vehicle Test Center, in Quebec, Canada, PMG has been evaluating the performance and durability of the RibEye in side-impact crashes. Developed by Boxboro Systems, the RibEye uses LEDs at each of three measurement points on each rib; the optical angle sensors are attached to the spine. Using triangulation techniques, the 3D position of each LED can be measured to within a 1mm accuracy at a sample rate of 10 kHz per LED. Each LED is turned on sequentially for 3 to 4 microseconds while the sensor outputs are recorded using analog-to-digital converters. PMGs extensive experience with the RibEye system in side-impact testing has greatly contributed to improvements to the latest generation of this state-of-the-art device. For example, the increased measurement range now makes it possible to investigate the effect of fore-aft and vertical motion on the lateral displacement of the shoulder during different types of severe loading conditions. This innovative measurement method represents a promising opportunity for the development of advanced safety counter-measures.


Tel: +82 2 2612 2111 Email: Web:

Electromagnetic interference protection

Electromagnetic interference (EMI) can cause problems with sensitive test equipment, causing


reduced signal integrity and component damage. VPCs receivers with EMI protection enable a customers test system

to maintain signal integrity, while protecting valuable instrumentation and test equipment. Featuring EMI gasketing to create and maintain a secure seal between the receiver and interchangeable test adapter, the receivers are available in a wide range of I/O levels.

Virginia Panel Corporation

Tel: +1 540 932 3300 Email: Web:

Temperature control system

Single Temperiertechnik, of Hochdorf, Germany, boasts a portfolio of high-quality temperature control systems based on water or oil as a transfer medium; heat transfer units; water-to-water chillers; and customized and tailor-made special series and solutions such as the Alternating Temperature Technology (ATT) system, which allows for fast temperature variations within the cycle time. The company provides highperformance temperature control of test benches for vehicle technology applications. Single temperature control technology operates with liquid media with a wide performance range and maximum temperatures between -40C and +350C. These liquid


media help maintain and precisely control constant temperatures or specic temperature proles at the test benches. Single temperature control systems control the media temperature and the ow and/or operating pressure, and create

realistic conditions involving serial operation or excessive loads for safety checks. In addition to its rst-class product portfolio, Single highlights its enhanced service package for new business opportunities. Single works with an international network with more than 30 sales and service points, and has technology and manufacturer certications that meet the European Pressure Equipment Directive (PED) and complies with standards such as UL and regional directives to CSA and GOST.

Single Temperiertechnik
Tel: +49 7153 3009 0 Fax: +49 7153 3009 50 Web:

PMG Technologies
Tel: +1 450 430 7981 Email: Web:

138 JUNE 2013


New high-speed transmission

Cotta has developed a new high-speed transmission that provides maximum application exibility for repair depot and multi-unit test stands. The new dual output SN2291 high-speed gearbox features a nominal power rating of 300hp, 25,000rpm output speed, and ratios up to 5 with the option to have different output ratios. The SN2291 has a horizontal shaft design, single stage gearing, and comes with a lubrication system. Cottas high-


speed transmissions are used extensively for R&D and production testing of components such as generators, constantspeed drives, and pumps in the automotive and commercial/ military aircraft industries. Cotta also designs and manufactures precisionengineered transmissions for a wide range of specialized mobile and stationary applications. Models are available in a wide range of output speeds (up to 80,000rpm).

Cotta Transmission Company

Tel: +1 608 368 5600 Email: Web:

te of output ra


1000 Hz
Inertial / GPS System for Vehicle Dynamics Testing

Leakage test system

EOL test systems 529 require precise, reliable and reproducible leakage tests. Documentation of these tests is essential to assure quality, improve assembly processes and enable later tracking of possible warranty issues. Designed for QC leakage tests, static leakage tests and dynamic leakage tests, each piece of equipment provides the highest possible detection of leakages in all critical vehicle areas, including window gaskets, door gaskets and during production undetected or unsealed penetration into the passenger compartment or trunk. Manual and full automatic systems are available. Documentation for each vehicle or component is ensured through data acquisition of all relevant measurements, such as vehicle


model identication, water volume (m2 /min) to the projected surface of the vehicle or component, pressure controlled nozzles, cycle time and dry up time. All test systems are equipped with visualization to enable the operator to monitor each test process and process-engineering related issues.

The dynamic leakage test systems are as standard delivered with integrated oor-conveying systems or can interface to factory installed oor-conveying systems. Modular build-up enables easy expansion to reduce cycle time and creates high exibility in the event of relocation. Imtechs standard test systems cover all kinds of passenger cars and SUVs. Tailor-made solutions for truck and bus manufacturing are possible. The image shows a dynamic leakage test system, which Imtech delivered in 2013 for a customer in India.

GPS synchronized easy to use fast set-up low data latency

Imtech Deutschland GmbH & Co. KG

Tel: +49 40 6949 2527 Email: Web:

Vehicle Dynamics Testing Functional Safety Testing Adjustment of Chassis Systems Comfort Analysis Tyre Testing Deceleration / Acceleration Testing Road Survey and Monitoring Highly Precise Positioning Verification of Simulation Models Steering Robot Guidance Driver Assistance Systems Testing

Acoustic measurement tool

PCB Automotive Sensors claims that its PCB Model HT378B02 is the worlds rst IEC-compliant high-temperature microphone and preamplier system used by test engineers to perform acoustic measurements. This model also incorporates TEDS technology to help enable quicker setup times and to eliminate errors in manual data entry associated with large channel count applications. This PCB innovative breakthrough in technology extends the life of the



microphone system and is ideal for obtaining accurate measurements in and around a vehicles engine, manifold, underhood, exhaust pipe, and other hotspots associated with powertrain and vehicle systems NVH testing.

Model HT378B02 is also part of the PCB Platinum Stock Product line, which means they are always in stock and guaranteed to ship within three days. They come with a lifetime warranty so that if the client isnt 100% satised, PCB will repair, replace or exchange the product at no charge.

Elektronik GmbH
GeneSys Elektronik GmbH
77656 Offenburg Germany Tel. +49 781 / 96 92 79-0 Tel. USA +1 401-284-3750

PCB Automotive Sensors

Tel: +1 716 684 0014 Email: Web:

Expertise in GPS and Inertial Metrology JUNE 2013


Leading competence in servohydraulic test systems

Hydraulic cylinder with hydrostatic bearing, peak load between 2 kN and 4,000 kN, higher loads on request

Rotary drive for torques of 500 Nm to 32,000 Nm with hydrostatic bearing, or up to 100,000 Nm as a custom solution

Supply and connection unit, adjustable pressure and flow, all safety valves are redundant, immediate cut-out in case of emergencies

Hydraulic power supply with separate filter and cooling circuit resulting in a great durability of the servo valves

Stewart platform / Hexapod test rig for high performance test demands, e.g. Fz up to 500 kN



Request product information and company profile:

Fertigungsgertebau Adolf Steinbach GmbH & Co. KG | Strahlunger Strae 18 | 97616 Salz | Germany Tel.: +49 9771 6168-0 | Fax: +49 9771 6168-19 | | E-Mail:



Test scheduling tool

For better support in the process of scheduling tests, Peak Solution offers the Peak Resource Planner. Based on denable test types, a date for a test is scheduled in the calendar and all resources involved in the test are marked as allocated. The user can specify what resources are required to perform specic types of tests. Each resource comes with a calendar that can be used to determine its availability. Although the description of resources can change over the course of time, the application does not have to be modied from a programming perspective.



Torque sensor
Nowadays, telemetry systems with near-eld transmission are often used to measure torque. Manner Sensortelemetries telemetric torsion measuring technology combines the proven features of strain gauge techniques with an extremely low-cost application technology. The telemetric torsion sensor already has a torque sensing feature, which can be easily afxed like a postage stamp. This is achieved using a common carrier for the torsion sensor on a strain gauge basis, as well as a signal detection unit with an integrated telemetry interface. The system operates without any contact and no soldering iron is needed to install it. As the structure can be afxed anywhere on the body of the shaft, the main area of application is in the costeffective manufacture of torque sensors for series applications.


In combination with the Peak Solution modules for measurement data management, testers can centrally manage test descriptions and measurement results from different facilities in a standardized format based on ASAM ODS. In addition to the measured data, the associated meta information is also

stored in the database. This may, for example, be the structure and condition of the test specimen, and the environmental conditions for the test. Test departments can therefore achieve a transparent scheduling of tests and better utilization of the resources, as well as relocate the wide range of information within the scope of its context and make it more useful for evaluations.

Peak Solution
Tel: +49 911 3757 200 Email: Web:

Wheel force transducers

Six-component wheel force transducers (WFT) are used in the research and development of vehicles to determine the forces and torques at the wheels during test drives. With the new generation WFT-CX, Caemax Technologie presents its rst complete in-house WFT development suitable for compact cars, limousines, SUVs and light trucks. Based on an innovative digital signal conditioning electronic using 24-bit DSP power (16-bit analog resolution) and a completely new mechanical design, a level of measurement accuracy can be reached that has not been not possible in the past.



Manner Sensortelemetrie
Email: Web:

The WFT-CX is not only waterproof, but also provides a signicantly higher resistance against any mechanical or thermal load (up to 50g, -40C to + 105C) which allows for extreme off-road testing in all weather conditions. Intelligent micro-processing permits a very quick pre-test setup and adjustment within only 2-3 turns of the wheel. The intelligent rmware offers online calibration and linearization during the test, resulting in increased data quality compared with current systems. Standard interfaces such as CAN or Ethernet enable a comfortable connection not only to the new MOPS Evolution, but to any given

measurement system for further data analysis. Caemaxs own dynamic calibration test rig has been extended accordingly to provide optimum calibration for the new range of wheel sizes.

Caemax Technologie

Dipl.-Ing. Herwarth Reich GmbH E-Mail: Telefon: +49 Tel lefon: + 4 9 (0) ) 234 9 59 16-0

Ihr Antrieb ist unsere Strke. Ihre Strke ist unser Antrieb. Your drive is our strength. Your strength is our drive.

Stand 1835
12-10 Anzeige_D2C_Drittelseite_183x80_16.indd 1 18.04.2013 15:23:49

car SIM

Vehicle Dynamics Software


Fast. Accurate. Validated.


Worldwide vehicle simulation solution for: 4 of the 5 largest automotive OEMs 8 of the 10 largest Tier 1 Suppliers

Mechanical Simulation

Chinas ONLY automotive test, evaluation, and quality engineering trade show

September 10-12, 2013
Shanghai Everbright Convention & Exhibition Center, Shanghai, China
AUTOMOTIVE TESTING EXPO CHINA 2013 Abinger House, Church Street, Dorking, Surrey, RH4 1DF, UK tel: +44 (0)1306 743744 fax: +44 (0)1306 877411 email:

Our business partner in China is: Mr Wilko Fong, Reliable International Exhibition Services Co Ltd Rm 1702, Bldg 6, SOHO New Town, No 88 Jianguo Road, Chaoyang District, Beijing 100022, Peoples Republic of China Tel: +86 10 85898181 Fax: +86 10 85898180 Email:


Triaxial accelerometer
Vibration measurements on engines, mufers and induction systems call for triaxial, high-temperature accelerometers with internal electronic charge converters (IEPE). Due to transients created during engine operation, it is necessary to lter the input to the accelerometers charge converter to prevent saturation and permit a wide dynamic range. IEPE accelerometers are preferred for most automotive applications because of their high noise immunity and compatibility with popular data acquisition systems and analyzers.



While the actual vibration levels may be within the accelerometers measuring range, transients can excite the accelerometers resonance, thus causing saturation of the internal charge converter. The solution is the placement of a low pass lter between the sensing system and the charge converters input. The lter must roll off above the maximum measurement frequency at a rate of at least -10dB per octave, as does the new Meggitt (Endevco) model 65HTLPF. It is important that the accelerometer lter is located at the input of the charge converter also a feature of the 65HTLPF.

For such applications, an accelerometer with a minimum high temperature limitation operating range of 175C should be used. It may be necessary to include some thermal isolation when making

measurements on the exhaust system.

Meggitt Sensing Systems

Email: +1 949 493 8181 Web:

Innovative interconnection solutions

When designing a functional test solution, several options are available for connecting the unit under test (UUT) to the test system resources. For small systems with only a few test points, it may be sufcient to simply cable from the breakout box or screw terminals and connect to the UUT. For larger systems using hundreds of test points, multiple instruments and varying measurement needs, or frequent system changeovers, a more comprehensive approach to connectivity is required. In order to meet these signal connection requirements, a mass interconnect system is the best


solution. A mass interconnect system is a mechanical assembly designed to easily facilitate the connection of a large number of signals coming from and going to the UUT. If a test system is designed to handle multiple UUTs, each with different connection requirements,

a reliable interface is a necessity. Regardless of the number of connections required across all UUTs, a mass interconnect system enables changeovers from one test set to another in a matter of seconds. Instrument connector reliability should also be taken into consideration. For many standard connectors on system instruments, cycle life is often as low as 500-1,000 cycles before signal integrity is compromised. For RF connectors such as SMAs or SMBs, this number is much smaller. When a mass interconnect solution is deployed, expensive test instrumentation is not at risk

of being damaged by repetitive mating cycles and signal integrity is maintained. The connections from the instrumentation to the receiver modules are made only once and interface connectors are rated at a minimum of 20,000 cycles. The steady increase in the demand for exible test systems has led MAC Panel to produce technically superior and more costeffective interconnection solutions.

MAC Panel Company

Tel: +1 336 861 3100 Email: Web:

Get On the Fast Track!


VROOM: Theres a Multi-Component Emissions Analyzer with: Cutting-edge performance Precise, accurate and consistent results Extraordinary dynamic range (ppb - %) For more information about VROOMTM, please visit us at Clean, calibration-free operations that saves on: Consumables and spare parts (none needed) Dead-end jobs & make work Take a test drive to see why national labs and gas protocol makers trust Tiger Optics!


creating order out of wiring chaos

Experience that makes real difference. Ultimate service. With a personal touch.
After more than 30 years in the business, we know for sure what all the globally leading companies require for their winter testing. Otherwise they wouldnt be coming back, year after year. Its a question of presenting perfect test conditions and prime security standards. But just as well about the personal treatment, making every stay memorable at Icemakers. The one stop shop for winter testing in Arjeplog, Swedish Lapland.

Take a closer look at how iSeries high cycle life hybrid solutions can bring all of your test connections together


Turnkey solutions
Angelantoni Test Technologies (ATT) is the synergy of technology expertise from French company BIA, the Italian ACS and the German TIRA. ATT can provide complex turnkey systems integrating BIA test benches, ACS environmental test chambers, TIRA electrodynamics shakers, and comprehensive engineering solutions. The Environmental Test Chamber Division of ATT has recently supplied three A/C System Calorimeter sets to the world-leading manufacturer



of automotive air conditioners. ATTs Calorimeters are designed to provide extreme accuracy, repeatability and exibility in the determination of automotive air conditioning system thermal capacities. ATT uses code testers to determine system airows and the psychrometric conditions of the air as it exists in the test piece. The calorimeter offers control over such parameters as ambient temperature and humidity, test piece air ow, compressor speed, discharge pressure, condenser inlet

temperature, expansion device inlet temperature, suction temperature, heater core inlet temperature, pressures and ows. The calorimeter is supplied with a fully automated computer data acquisition and control system and is designed for heat balances of 2% with a repeatability of 1%.

Cooling performance beyond limits

See us at
Stand 1360 Hall 1 4-6 June 2013

Angelantoni Test Technologies

Tel: +39 075 89551 Email: Web:

Vibration test system for batteries

IMV Corporation has developed a series of vibration test systems that enable manufacturers of hybrid vehicle technologies to test at extreme shock levels according to the latest international standards. These systems are optimized for high displacement (100mm), high velocity (4.6m/s) as well as acceleration and force. IMV has a full range of standard single-axis electrodynamic vibration test solutions that are widely used for testing automotive components and subsystems. IMV says it is a leader in providing simultaneous multi-axis



test systems, which have been designed to enable customers to perform high-frequency tests that accurately reect the real-world vibration environment that the products will endure. With the increasing customer demand for IMVs leading-edge

vibration test technology, the company has recently announced a further expansion, with the opening of a sales and service center in Munich, Germany. This expansion is fully supported by IMV Europe in the UK, which was opened in 2011. IMV will be exhibiting its range of electrodynamic vibration test solutions at this years Automotive Testing Expo in Stuttgart, on stand 1658.

IMV Europe Limited

Tel: +44 1462 488210 Email: Web:

Thermal management solution

IPEtec is one of the four business units of Ipetronik. It offers a complete range of professional test bench technology focusing on thermal management applications for the automotive industry. Complex thermodynamic test bench solutions for heat exchanger and climate systems are predominately offered with IPEtec test benches. The replacement of road trials with a reproducible test bench environment shortens the development period for new vehicles. Ipetronik thus offers its complementary know-how of instrumentation, software and


Bowman heat exchangers are renowned worldwide for their high performance cooling efficiency and operational reliability. Thats why theyre already the first choice for many OEMs and Motorsport teams. And with a comprehensive product range plus full technical advice, product support and rapid ex-stock delivery, you can have complete confidence when you specify Bowman heat exchangers for your test house cooling facility. Bowman test house equipment includes: Charge Air Coolers Hydraulic oil coolers Exhaust Gas Heat Exchangers Fuel Coolers Header Tank Heat Exchangers In Line Plate Type Heat Exchangers Stainless Steel Heat Exchangers For maximum cooling performance beyond limits, choose Bowman Heat Exchangers. Quality without compromise.


engineering services from a single base. IPEtec system solutions and test bench modules enable complete simulation of all vehicle and environmental conditions relevant to climate and cooling systems. Besides power test benches and functional test benches for HVAC systems and components, Ipetronik offers climate and cryogenic chambers for vehicle tests as well as climatized acoustic chambers for vehicle and aggregate analysis. Sophisticated test bench solutions for cooling systems and their components, compressor test benches for mechanical and electrically driven refrigerant

compressor (IPEcomptest), test bench cycles for valve and pump tests, media supply modules for refrigerant, coolant (IPEcool), intercooling (IPEchargeair) and oil (IPEoil) complete the spectrum of high-quality products offered by Ipetronik. The in-house IPEmotion software also offers programming and sequence controls for test applications, in addition to its specic test evaluation functions for test bench operation.

Ipetronik GmbH & Co. KG

Tel: +49 7221 9922 0 Web:

EJ Bowman (Birmingham) Ltd Chester Street, Birmingham B6 4AP, UK Tel: +44 (0) 121 359 5401 Fax: +44 (0) 121 359 7495 Email:
BS EN ISO 9001-2008 Reg. No. FM38224
HP JUNE 2013


North Americas ONLY automotive test, evaluation and quality engineering trade show

October 22, 23 and 24, 2013


AUTOMOTIVE TESTING EXPO NORTH AMERICA 2013 Abinger House, Church Street, Dorking, Surrey, RH4 1DF, UK Tel: +44 (0) 1306 743744 Fax: +44 (0) 1306 877411 email:

Advanced accelerometer
Dytran Instruments has recently expanded its DC MEMS accelerometer offering to include new models designed for use in tilt measurements, ride quality, and other low frequency vibration measurements. The 7700A series, is a family of high-precision DC accelerometers, tailored for zero-to-medium frequency instrumentation applications. This module contains a hermetically sealed micromachined capacitive sensing element, a custom integrated circuit amplier, and differential output. Units are packaged in a robust titanium housing weighing


8g and incorporate an M4.5 x 0.35 four-pin radial connector and 10-32 stud mounting capabilities. The 7700A series is offered with a choice of six measurement ranges from 5g to 200g, and all models use a capacitive sensing element and an advanced ASIC to simulate the operation of a

piezoresistive bridge. They combine an integrated VC accelerometer chip with high drive, low impedance buffering for measuring acceleration in commercial and industrial environments. In addition to the 7700A series, Dytran has released the 7701A series. The series are identical except for the 7701A series incorporates a ve-pin M5-5 radial connector.

Automotive Testing Expo Europe Stand 1001

Dytran Instruments
Tel: +1 818 700 7818 Email: Web:

Forward collision warning

FCW (forward collision warning) systems are complex driver assistance systems in modern vehicles. The US NHTSA (National Highway Trafc Safety Administration) has dened various driving scenarios to evaluate FCW systems. These evaluation tests are very challenging because data from multiple sensors must be acquired synchronously from two vehicles. Among others, this is CANbus data for speed and yaw rate, analog data for accelerations and acoustic warnings, video data for optical warnings and GPS/INS. More challenging is the full synchronization between the two vehicles during the measurement, in order to accurately calculate


Testing in silence


the relative distance between the vehicles, their trajectory and speed. Thanks to its SYNC-CLOCK technology Dewetron provides a turnkey solution for FCW testing. The powerful recording software shows live data online, during measurement, in customizable data visualization instruments (bar graphs, recorders, GPS maps and so on).

The acoustic warning of the FCW system is measured using an analog ICP microphone. The warning signal is isolated from disturbing environmental noise (such as motor noise and speech) via an online FFT calculation lter. The synchronization of the measurement systems between the two vehicles is carried out by Dewetrons GPS-SYNC. Since it is necessary to see important values, including vehicle speed and distance, during the tests, measurement data is transferred in real time between the two vehicles using a wireless network.

Noise and acoustic control

Design, manufacturing and installation Custom-made, turnkey solutions Over 30 years of experience Sound guarantee Applications: Test cells chassis/ engine/ cycle dyno, control rooms, anechoic and silent rooms

Dewetron GmbH
Email: Web:

Copper-free heat exchangers

A new range of copper-free in-line fuel coolers has generated a ood of interest and orders for Bowman. Stainless steel in-line plate type heat exchangers are the industry standard for cooling fuel in testbed engines. However, the latest ethanol-based fuels will cause copper to be leached into the ethanol and deposited in the fuel injection system with the risk of performance problems and failures.



Bowman has solved the problem by developing a heat exchanger with a unique brazing compound that totally eliminates copper from the manufacturing process and the risk of it entering the fuel injection system. The units can be installed directly into the fuel line without the need to modify pipe work, and exhaustive testing has proved that they work reliably and efciently on ethanol based fuels, even at 100% levels. The copper-free fuel coolers are part of an extensive range of

test house equipment renowned by OEMs and motorsport teams for its high-performance cooling efciency and reliability. Bowmans range includes charge air coolers, oil coolers, exhaust gas heat exchangers, fuel coolers and header tank heat exchangers, all backed by full technical advice, product support and rapid ex-stock delivery.

EJ Bowman
Tel: +44 121 359 7495 Web:

Franklinweg 8, Gorinchem, NL-4207 HZ, Netherlands | Tel: +31 183 675 000 | JUNE 2013



PLUS Specialist Feature area for Vehicle Dynamics

From the publishers of Automotive Testing Technology International magazine

The Transportation Weight Loss Diet Conference is a unique event that will bring together key innovators from across the automotive, aerospace and rail industries, as well as leading academics, to highlight major breakthroughs in mass reduction.



Dr Stphane Abed, ceo, Poly-Shape 3D Generative Manufacturing Richard Adams, cto & senior vice president, CPS Technologies Corporation Sarah Baneld, research manager, Tecvac Ltd Vincent Banton, thermoset development technical support, IDI Composites Europe Dr Donald Baskin, senior associate, Exponent Phillip Bell, product line manager, Corning Incorporated Jacques Belley, director r&d standardization and innovation, Bombardier Transportation North America Edwin Buechter, ceo/president, Clean-Lasersysteme GmbH Jrn Buss, partner, Oliver Wyman Ian Butterworth, researcher, automotive polymer composites, Craneld University Guillaume Cledat, key market developer, CCP Composites Hendrik De Keyser, technology ofcer, Vyncolit NV Klaus Decking, product segment manager lightweight, Georg Fischer Automotive AG Ian Donaldson, director r&d auburn hills tech center & materials engineering americas, GKN Sinter Metals Dr Dan Dragulin, head of r&d, Belte AG Akbar Farahani, vice president, engineering, ETA Inc Terry Gordon, epoxy development chemist, Permabond Jeffrey Gross, director of product development, The Acme Group Phil Hall, managing director, Caterham Composites Frank Heppes, head of Research & Development, Drahtzug Stein Combicore GmbH & Co KG Prof Santiago Hernandez, professor, University of Coruna Gail Hite, market development director, RTI International Metals Inc Walter Kiersch, CEO, Carbon Conduction Technoloies (CCT) GmbH Dr Alexander Kling, head of structural mechanics department, DLR, Institute of Composite Structures and Adaptive Systems Jannis Kranz, researcher lightweight design for Laser Additive Manufacturing, Technical University Hamburg-Harburg Gaurav Kumar, senior lead engineer, MBRDI Robert Langlois, ceo, Powder Coating Solutions Mikhail Levit, global technical leader, aerospace and mass transportation, DuPont Protection Technologies Quaranta Lorenzo, development manager, Sandvik AB Mogens Lkke, ceo, ECOmove ApS Nicolas Meilhan, senior consultant, Frost & Sullivan Michael Mowins, president global licensing, Phillips Screw Company Giri Nammalwar, responsible for Global CAE Strategy Planning, Ford Motor Company Dr James Njuguna, lecturer - transport lightweight structures, Craneld University Fredrik Ohlsson, product development director, Oxeon AB Gulsen Oncul, Senior Expert , Turkish Aerospace Industries, Inc. Stephen Philipson, business development manager Carbon, Oxeon AB Andrew Rich, president, Element 6 Consulting Javier Romo, project manager, Cidaut Foundation Dr Stephen Rudzewski, head of Technics and Innovation, Semcon Holding GmbH & Co KG Armin Schneider, product applications manager, Carpenter Technologies GmbH Dr Anna Schwarz, general manager, Danto Invention Jody Shaw, director, technical marketing and product development, United States Steel Corporation Norman Starke, CEO, Proof Technologies Sbastien Stassin, managing partner, Kiska GmbH James Stike, president and CEO, MIT LLC Ashutosh Tomar, senior research engineeer, Jaguar Landrover Dr Isabel Van de Weyenberg, research engineer, Flanders Drive Oliver Walter, responsible product manager BMW i3, BMW Prof Nicholas Warrior, Head of Polymer Composites Research Group , University of Nottingham Mark Watkins, automotive plastic bearing development manager, BNL (UK) Limited Patrick Weichand, researcher ber-reinforced materials, Institute for Manufacturing Technologies of Ceramic Components and Composites, University Stuttgart Randall Wilburn, global manager automotive sector, Molex Inc Jens Winiarz, product manager lightweight, Hennecke GmbH Tom Winters, market development manager Mass Transit High Performance Foams , Rogers Corporation Ingo Wuggetzer, vice president Cabin Innovation and Design, Airbus Operations GmbH Dr Simon Xu, engineering group manager for Vehicle Optimisation, General Motors Dr Robert Yancey, senior director - global aerospace, energy, and marine, Altair Richard Zemann, head ber-reinforced polymers activities, TU Vienna

If weight reduction, fuel efciency or environmental impact matter to you, then you need to attend this conference!



Spectrum of test capabilities

CRITT M2A is an independent test center in northern France. Independent from OEMs, its testing capacity with ve gas stands makes its turbocharger department unique. Increasingly recognized by customers, CRITT M2A is becoming one of the main turbocharger testing providers in Europe and worldwide. The CRITT M2A is also known as an NVH, engine endurance and development test provider with more than 10 years of experience. Indeed the center runs seven engine test benches available with a comprehensive range of



additional equipment to cover the largest range of studies. The CRITT M2A test center relies on highly skilled technicians and engineers who continuously work on development and improvement of existing services. CRITT M2A is always innovating and constantly attentive to the latest technologies to provide its customers with solutions tted to their new needs. In 2012 the company invested 15% of its turnover in R&D. Thanks to its extensive testing capabilities and competences, CRITT M2A is highly exible, responsive and able to manage

various customer requests for tests dealing with planning constraints. The centers expertise in carrying out testing services for turbochargers, engines and acoustics, as well as the quality of monitoring offered to its customers, give CRITT M2A the recognition of having real know-how from manufacturers, equipment suppliers and auto makers worldwide.

Tel: +33 391 800 2 02 Web:

Non-contact laser wheel aligners

This year Drr 543 Assembly Products is celebrating 20 years of supplying non-contact laser wheel aligners. To achieve a perfectly horizontal steering wheel position when driving straight ahead, the wheel geometry must be measured and adjusted accurately in the range of angular minutes. The most important wheel geometry parameters are individual and total toe angles, camber angles, castor angles, crab angle and ride heights, which are determined at the highest point of the wheel house edge. First introduced in 1993 at Autotech in Birmingham, UK, the advantages of non-contact laser measuring are abundant. The very high reliability and repeatability, as well as minimum maintenance requirements, are some of the advantages. The numbers speak for themselves. Since 1993 Drr


Constant? Dynamic?
SINGLE high-performance temperature control and cooling systems use liquid media for either maintaining constant operating temperatures or for running dynamic temperature profiles on test benches. Distinguished by their high reliability and precision, these systems control either the flow rate or the operating pressure and cover temperatures of between -40 and +350 C: tailor-made temperature control technology for operating and safety tests of engines, pumps or heat exchangers. Your competent partner for test bench optimisation.

Assembly Products has sold more than 500 laser wheel alignment stands with non-contact measuring equipment for the production of passenger and commercial vehicles. The company is looking forward to welcoming visitors to stand 1956, Hall 1, at Automotive Testing Expo in Stuttgart, June 4-6, 2013.

Drr Assembly Products


ADAS test equipment

Real-time testing of vision-based ADAS sensors, capable of recognizing road signs or trafc signals, just got a lot easier thanks to Feature Point technology from OxTS. The new technology, introduced in the RT-Range, not only provides 2cm accuracy, but is clever enough to check if objects around it fall within a sensors scope. As soon as any



Feature Point enters the sensors dened range, it instantly appears on the real-time display software. This removes the need for engineers to perform additional calculations to determine if and when vision-based sensors could see the road signs. The eld of view for the test sensor is dened in the RT-Range prior to the start of the test. It is expressed in terms of maximum

and minimum sensing distance, as well as an angle to dene the width of view. When the eld of view is dened, a le containing the location of the Feature Point is loaded into the RT-Range. The RT-Range then reacts dynamically to Feature Points as they enter or leave the eld of view. The RT-Range is already the most comprehensive solution used globally for developing advanced driver assistance systems. The inclusion of this new feature gives users almost limitless freedom when planning realistic scenarios to validate trafc sign recognition systems.

Pressurised water unit up to 200 C

Oxford Technical Solutions

Tel: +44 1869 238015 Email: Web:

SINGLE Temperiertechnik GmbH Ostring 17-19, 73269 Hochdorf, Germany Phone +49 7153 30 09-0, Fax: +49 7153 30 09-50 _Tacho ATTI Anz en 58x250.indd 1 JUNE 2013


11.01.12 11:43

4, 5, 6 June 2013 Stuttgart, Germany 10, 11, 12 September 2013 Shanghai, China 22, 23, 24 October 2013 Detroit, USA

19, 20, 21 March 2014 Chennai, India March 2015 Seoul, Korea

Stuttgart, Germany Detroit, USA Seoul, Korea Shanghai, China Chennai, India

Spanning the world!
Book your booth or register for your FREE visitor pass now!


Onboard high-speed camera

The Q-MIZE is particularly suited for all applications where a compact, portable, high-resolution and robust camera is essential. The highly light sensitive sensor and the sophisticated image quality algorithm embedded in the camera is the basis for crisp, clear images. The Q-MIZE is designed and certied by an independent test lab for withstanding g-forces in excess of 100g, 10ms, all axes, and spikes up to 200g. The self-contained unit



is ideal for embedding in the harsh crash test environment and includes a wide range of signals for external control or feedback of camera status during tests. The cameras parameters are set by the easy-to-use software and it can be switched on by a remote signal without the need to attach a PC before the test. After the camera has been switched on, the Q-MIZE is ready to take the sequence with the dened parameters stored in the camera.

hot-swappable external battery pack to increase autonomous operation time up to 2.5 hours, a compact ash card in the camera, and live SDI or analog video-out. A wireless interface device that just plugs into the camera for setup and data transfer is also available. After the test, a fast download of the image sequence is achieved via gigabit Ethernet. Multiple options and extensions are available, such as an additional

AOS Technologies AG
Tel: +41 56 483 34 88 Email: Web:

Climatic wind tunnels

Aiolos Engineering has designed nine climatic wind tunnels (CWT) in the past three years. It is a clear trend that customers are demanding much more performance from their facilities. Features such as boundary layer removal, snow and rain capability and full spectrum solar simulation have become almost standard features of modern CWTs. The most notable change has been for customers to demand extremely high air-ow quality. This has presented interesting challenges to Aiolos and has resulted in the most recent projects with BMW and Daimler in Germany



turntable-mounted chassis dynamometer with full yawing capability. New technology used in recent CWT projects can also be used to greatly improve the testing capability of existing CWTs. Engineers from Aiolos will be available on stand 1566 at Automotive Testing Expo Europe, to explain more about recent trends in CWTs. and the University of Ontario Institute of Technology (UOIT) in Canada, providing ow quality only previously seen in aerodynamic wind tunnels. The UOIT project offered a different challenge because the facility is used for passenger cars and trucks. It is a very unusual CWT as it also incorporates a

Aiolos Engineering Corporation

Tel: +1 416 674 3017 Email: Web:

1310 Kalamazoo Street South Haven, Michigan 49090 Phone: 269.639.7229 Fax: 269.639.7306

Dynamometers -Small Engine Dynamometers -Gasoline/Diesel Dynamometers -Types of Dynamometers -New and used Dynamometers Engine Handling -Dynamometer Risers -Engine Handling Carts -Engine Cart Receivers -Small Engine Test Stands -Engine Handling Accessories

Drive Line Components -Torsional Couplings (Voith Kusel)-Driveshafts -Driveshaft Guards -Flange Adapters -Flywheel Systems Fuel Systems -Diesel Fuel Systems -Fuel Supply Systems -Fuel Measuring Systems -Fuel Tempering Systems

Cooling Systems -Engine Coolant Cooling -Engine Oil Cooling -Oil Tempering Systems -Combination Systems -Dynamometer Cooling Systems Actuator Systems -Standard Duty Throttle Actuators -Heavy Duty Actuators

Developers of Engine and Powertrain Testing Accessories WWW.APPENGINC.COM JUNE 2013


September 17-19, 2013 Novi, Michigan, USA

The fastest growing exhibition focused on next generation advanced battery technology

attendance increase in 2012


2013 exhibition & sponsorship opportunities available

book now
exhibition space limited



Test automation software

Test facility owners seek to sustain and optimize aging capital investments with minimal operational budgets. Companies are achieving this by retrotting their existing test facilities with Jacobs low-cost test automation software, Test SLATE. Customers are recognizing that a small investment can breathe new life into an existing facility, taking advantage of modern Windowsbased software that provides full integration of measurements and controls orchestrated under a highly exible test automation toolset. Facilities upgraded with Test SLATE have documented testing efciency improvements of 30% with many intangible advantages such as improved data quality, speed and security. Test SLATE enables the integration of new technologies with existing legacy measurement and control devices. Jacobs extensive interface library includes devices spanning three decades and is continually expanding to embrace new devices in the marketplace. Test SLATE provides a path for facilities to easily utilize existing equipment and only purchase and install new equipment in the future as needed. For a small investment in Test SLATE and current Windows-based computers, a modern operational interface can be created in an existing test facility for enhanced performance that rivals the operational efciency of a new facility.

Durability and data analysis solution

For over 30 years the nCode brand has provided cuttingedge durability and data analysis solutions to major OEMs and component suppliers, enabling engineers to understand product performance, accelerate product development and improve design. For example American BOA, which specializes in the engineering and production of ex-joints for exhaust emission systems that decouple the engine motion from the exhaust structure, selected nCode as its software solution for performing



test-data processing and nite element fatigue analysis. BOA previously used a number of internally developed and commercial software packages for test-data analysis. Each time engineers moved from one software package to another they

had to go through a data conversion process. With nCode, BOA is now able to streamline its engineering test-data analysis. BOA is now able to accurately predict the failure location using capabilities in DesignLife such as hot spot detection and stress distribution in 3D, and virtual strain gauge analysis.

HBM nCode
Tel: +44 114 254 1246 Email: Web:

Intelligent robot system

With F.R.I.T.S., the Force controlled Robotic Intelligent Test System from ACTS, various tests and measurements on components such as steering columns, seats, glove boxes and doors, up to complete car bodies, can be conducted. An industrial robot from ABB is the main part of the system and provides high accuracy, repeatability of positioning, and application of force. With its handling capacity, speed, measurement technique and six degrees of freedom, the system also enables a wide range


of endurance and fatigue tests on car components. The robot control realizes very complex motion sequences with speeds up to 2.2m/s and an accuracy of positioning of 0.8mm. The operator can follow force

versus time on a certain path with the highly sophisticated closed loop force control. Depending on the robot, a load up to 6kN can be applied. The embedded data acquisition system is time based and event triggered and works with 200 samples per second. The live data can be visualized on screen and the recorded data, plots and graphs can be analyzed.

Tel: +49 6093 9942 0 Email: Web:

Environmental test chambers

With its highly efcient temperature test chamber and climatic test chamber with humidity unit, Memmert provides the market with two devices that considerably shorten the process of controlled material and function testing, as well as aging testing. Sufcient reserves of power across the temperature control range of -42C to +190C guarantee that relevant test standards are fullled, such as DIN EN 60068-2-1, 2-2, and 2-3. The Memmert environmental test chambers set the benchmark in terms of temperature change speed. In just 20 minutes (to 98% of the setpoint) they heat up from -40C to +180C, and in the opposite direction they cool down in just 95 minutes (to 98% of the


Jacobs Technology
Tel: +1 931 455 6400 (Tennessee); +1 248 633 1440 (Michigan); +49 89 30 90 71 60 (Germany) Email: Web:;

In order for the two appliances, with a nominal power of 7,000W, to be able to work highly energy efciently at the same time, the twin-compressor is regulated according to output, while the extremely low K-value of the insulation also provides for optimized energy consumption. The three-layer insulation system cant be penetrated by moisture, thus permanently guaranteeing insulation capacity. With a chamber volume of 256 liters, the compact appliances can be easily moved into most laboratories. setpoint) from +180C to -40C. This means an average temperature change speed of 10K per minute in heating operation, and 3K in cooling operation (according to IEC 60068-3-5).

Tel: +49 9122 925 177 Fax: +49 9122 14585 Email: Web: JUNE 2013



Natural gas safety

The tendency of methane to gather rather than disperse requires carefully conceived random-path positive supply ventilation and high-level exhaust as well as sparkresistant blowers, motors outside


the airow, redundant fans and/ or power backup as a critical proactive safety system. Robust safety control, marshaled by a programmable logic controller, should be separate from device-under-test data acquisition systems.

Meanwhile the quest for high thermal efciencies and low emissions calls for basic upgrades: new gas trains with proper block and bleed venting logic; gas blending stations (with modied span gas inventories) controlled by a precision gas chromatography analyzer; compressors to emulate the turbo boost; new gas infrastructure/pressure

assessment relative to utility or new boost compressor stations; ow measurement adjustments; and adjusted back pressure and purge cycles for a start.

Afliated Engineers
Tel: +1 608 236 1231 Email: Web:

GPS-aided gyro system

For more than a decade, GeneSys Elektronik, based in Offenburg, Germany, has produced a GPSaided gyro system called the Automotive Dynamic Motion Analyzer (ADMA). With greatly enhanced computing performance, interface extensions and an improved real-time capability, the new generation of ADMA meets customers needs worldwide. Previously the maximum achievable output rate was 400Hz with limited data records. ADMA 3.0 now offers an output rate of 1,000Hz with unlimited data records and a data latency of less than 1ms. As well as CANbus



interfaces, the device now includes Ethernet interfaces for data output, conguration and updating. Measurement data is available for an evaluation in real time, enabling user access at very high data rates. Driver assistance systems are becoming increasingly important

in automotive engineering, due to their ability to enhance the safety and comfort of modern vehicles. When measuring vehicle dynamics in the automotive sector, the accurate determination of all movements is an important requirement. The ADMA permits a high-precision dynamic measurement of all states of motion of the vehicle, including acceleration, velocity, position, rotational speed, position angle and slip angle. With the new ADMA 3.0 generation, the data output rate has been increased to 1,000Hz by using a very fast signal processor and a modern FPGA. A total of

three Ethernet and ve CANbus interfaces enable rapid data transfer, with the various Ethernet interfaces serving for data output, conguration and updates. In practice such high data rates in real time prove particularly valuable in developing driver assistance systems. For example, the position of a vehicle moving at 62mph (100km/h) can be resolved to less than 3cm, making possible many new applications with even more accurate results. There is also the ability to transmit GPS correction data via Ethernet.

GeneSys Elektronik GmbH

Tel: +49 781 969297 34 E-mail: Web:

ABB Automation GmbH ...................................................64 Accurate Technologies Ltd. .............................................90 ACS Inc ...........................................................................71 ACTS GmbH & Co KG ....................................................108 Afliated Engineers Inc .................................................120 AFT Atlas Fahrzeugtechnik GmbH...................................35 AIOLOS ...........................................................................76 ANRITSU .........................................................................38 AOS Technologies ...........................................................67 Application Engineering Inc...........................................151 Automotive Testing Expo Global Events ........................150 Automotive Testing Expo China 2013............................142 Automotive Testing Expo Europe 2013................19, 21, 22 Automotive Testing Expo North America 2013..............146 Automotive Testing Technology International Online Reader Enquiry Service ...................................160 Autonomous Solutions Inc ............................................133 Berndorf Band GmbH ..............................Inside Back Cover BIA ............................................................................61, 91 Brel & Kjr .........................................Outside Back Cover Caemax ...........................................................................81 CCI Region Nord de France (Critt M2A) ..........................48 Cisema GmbH .................................................................45 Cotta Transmissions .......................................................78 D + V Electronics Ltd ....................................................106 D2T .................................................................................55 DANLAW .........................................................................46 Dewetron GmbH ..............................................................12 Drr Assembly Products GmbH ..................................... 114 Dynamotive Ltd .............................................................135 Dytran Instruments .........................................................79 EJ Bowman (Birmingham) Ltd ......................................145 ENCOPIM ........................................................................81 EnUrga Inc .....................................................................85 FAIST Anlagenbau GmbH ................................................79 FGB Fertigungsgertebau A. Steinbach GmbH ..........140 Froude Hofmann .............................................................49 Gantner Instruments Test & Measurement GmbH ...........27 GE Measurement & Control ............................................. 11 GeneSys Elektronik GmbH ............................................139 GREGORY Technology GmbH ........................................137 High Speed Vision GmbH...............................................120 HORIBA Europe GmbH ....................................................49 Hueber Getriebebau GmbH .............................................87 Icemakers AB ................................................................144 ICT Software Engineering GmbH...................................130 IMTECH Deutschland GmbH & Co KG..............................37 IMV Corporation ..............................................................15 IPETRONIK GmbH & Co KG..............................................34 Jacobs Technology Inc ....................................................76 Kistler Automotive GmbH ..............................................108 Kleinknecht ...................................................................124 KMT Kraus Messtechnik GmbH ...................................64 Kyowa Electronic Instruments Co Ltd..............................58 LMS International................................... Inside Front Cover MAC Panel ....................................................................122 MAHA GmbH & Co KG .....................................................41 Manner Sensortelemetrie GmbH .....................................54 Matter Aerosol ................................................................88 MeasX GmbH & Co KG ....................................................65 Mechanical Simulation ..................................................142 Meggitt Sensing Systems ...............................................89 Memmert GmbH & Co KG ................................................37 Merford Noise Control...................................................147 Messring Systembau MSG GmbH .....................................9 MOOG ...............................................................................3 MTS Systems Corporation ..............................................72 Mller BBM VibroAkustik Systeme GmbH ..................... 116 nCode..............................................................................68 National Automotive Council Nigeria .............................128 Orion Test Systems and Engineering...............................28 Oxford Technical Solutions .............................................41 PCB Piezotronics .............................................................67 PCO AG ......................................................................... 124 Peak Solution GmbH .......................................................34 PMG Technologies...........................................................14 Q-Lab Europe Limited ................................................... 110 qpunkt GmbH ..................................................................17 Race Technology Ltd .......................................................31 Racelogic ...................................................................... 112 Reich Kupplungen ......................................................... 141 Renk Test Systems GmbH ...............................................52 Roehrig Engineering Inc ..................................................52 RUAG Schweiz AG .........................................................122 SAB Brockskes GmbH .....................................................36 Seattle Safety ............................................................... 118 Seoul Industry Engineering Co ........................................45 Single Temperiertechnik GmbH.....................................149 Southern Hemisphere Proving Ground ............................68 Test World OY..................................................................62 Tiger Optics LLC ...........................................................143 The Battery Show 2013 ................................................152 Toyota Motorsport GmbH .............................................. 118 Transportation Weight Loss Diet conference 2013 .......148 Unholtz-Dickie Corp ...................................................... 110 UTAC Ceram....................................................................86 Vibration Research Corp ...................................................6 Virginia Panel Corp........................................................144 Visol Inc ..........................................................................84 Weiss Umwelttechnik GmbH ...........................................42 Winkler GmbH .................................................................30 ...155 ZSE Mess-Systeme & Sensortechnik............................155 Zwick Testing Machines ................................................126

154 JUNE 2013

authorised distributor

Excellent crash test results

Hchste Leistung auf kleinstem Raum DIS-5010A & DIA-512A
Das kompakte 32-Kanal DIS-5010A On-BoardData-Logging-System besticht durch funktionales Design und kleine Abmae. Durch Kaskadierung mehrerer Einheiten lsst sich die Kanalzahl beliebig erhhen. Der DIA-512A Airbag-Timer kann zusammen mit der DIS-5010ASerie direkt im Fahrzeug oder auf Crashschlitten eingesetzt werden. Ein Trigger-Signal ermglicht die Zndung der Airbags nach einer voreingestellten Verzgerungszeit.

[Pedestrian Safety]
Gedmpfte Beschleunigungsaufnehmer der ASE-A- (500 G & 1.000 G) und ASDE-A-Serie (1.000 G) von KYOWA ermglichen durch die angewendete Sputted Straingage Technology sehr kleine Abmae, ein niedriges Eigengewicht und eine ldmpfung der seismischen Masse des Aufnehmers. Diese bieten gegenber ungedmpften Aufnehmern den Vorteil, dass Ausgangssignalberhhungen einer Messung nahe der oberen Grenzfrequenz fast ungedmpfter Aufnehmer gedmpfter Aufnehmer vollstndig ausgeschlossen ASE-A-500 von KYOWA werden.
Sampling: 100 kHz

Automotive Testing Technology International


News & exclusives Supplier directory Recruitment Industry opinions Image gallery Read the latest issue online

Beim Einsatz des gedmpften Aufnehmers, wie der ASE-A-Serie, tritt im Gegensatz zum ungedmpften Beschleunigungsaufnehmer keine hohe Resonanzschwingung bei Aufprallversuchen auf der Windschutzscheibe und der Khlerhaube auf.

ZSE ELECTRONIC MESS-SYSTEME & SENSORTECHNIK GmbH In den Fressckern 28 _ 74321 Bietigheim-Bissingen Tel.: (0 71 42) 68 45 _ _


KYOWA & ZSE Stand Nr. 1304


2-DAY Y NL PASS O 0 E1,35

The Transportation Weight Loss Diet Conference will bring together designers, engineers, program leaders and heads of industry from the global aerospace, automotive and rail industries for a two-day conference dedicated to cutting-edge research and technologies aimed at reducing weight and decreasing carbon footprint, without compromising safety, efficiency or operational ability. The Transportation Weight Loss Diet Conference is a two-day conference that will operate using three separate conference rooms in order to accommodate the amount of content and discussion available. Every care has been taken to avoid certain content being scheduled together, but on occasions unfortunately choices will need to be made. To avoid disappointment we will issue conference proceedings and, with the consent of the speakers, make the slides of all sessions available to all registered delegates.

Speakers include
Simon Xu engineering group manager, Vehicle Optimization, Architecture Strategy, General Motors, USA Ingo Wuggetzer vice president, Cabin Innovation and Design, Airbus Operations GmbH, GERMANY Jacques Belley director R&D Standardization and Innovation, Bombardier Transportation North America, CANADA Oliver Walter responsible product manager BMW i3, BMW, GERMANY Jody Shaw director, Technical Marketing and Product Development, United States Steel Corporation, USA Giri Nammalwar responsible for Global CAE Strategy Planning, Ford Motor Company, USA Ian Donaldson director R&D, Auburn Hills Tech Center & Materials Engineering Americas, GKN Sinter Metals, USA Ashutosh Tomar senior research engineer, Jaguar Land Rover, UK Michael Mowins president, Global Licensing, Phillips Screw Company, USA Quaranta Lorenzo development manager, Sandvik AB, FRANCE Klaus Decking product segment manager, Lightweight, Georg Fischer Automotive AG, SWITZERLAND



PLUS Specialist Feature area for Vehicle Dynamics


DAY 1, WEDNESDAY 5 JUNE, ROOM 1 9.00-10.15AM

Opening keynote session
Aerospace vs automotive perspectives on composites needs and requirements
Dr Robert Yancey, senior director Global Aerospace, Energy, and Marine, Altair, USA

10.30 - 12.30 Increasing Composite Potential: Affordability, Lifecycle and Thermal Properties
This session will look at the developments in composite materials to make them more useful to OEMs. Some of the limiting factors have been the cost, and issues concerning lifecycle as well as thermal properties which limit their application. This session will look at developments in processing techniques aimed at reducing the cost, recycling and using recycled composites, and increases in thermal resistance that allow them to be used in new applications.

13.30 - 15.30 Designing and Creating Composite Structures
This session will investigate developments in optimising composite structures using examples from aerospace and motorsport to demonstrate how composite structures can be improved and what potential the composite structure has for weight reduction by incorporating electrical conduction into the structure.

16.00 - 17.15 The Relative Value Of Weight: How Much Is A Kilogram Reduction Actually Worth?
16.00 - Panel
Ingo Wuggetzer, vice president Cabin Innovation and Design, Airbus Operations GmbH, Germany Jacques Belley, director R&D standardisation and innovation, Bombardier Transportation North America, Canada Nicolas Meilhan, senior consultant, Frost & Sullivan, France

13.30 - Weight reduction by optimised reinforcement structures

Fredrik Ohlsson, product development director, Oxeon AB, Sweden

10.30 - 12.45 Challenges in Aerospace Mass Reduction
10.30 - Cabin Concept 2050 based on a bionic structure

10.30 - The development of processing techniques for affordable carbon composite materials

Stephen Philipson, business development manager Carbon, Oxeon AB, Sweden

Prof Nicholas Warrior, head of Polymer Composites Research Group, University of Nottingham, UK

13.55 - Effect of bre treatments on mechanical properties of ax/tannin composites

Dr James Njuguna, lecturer - Transport Lightweight Structures, Craneld University, UK

Ingo Wuggetzer, vice president Cabin Innovation and Design, Airbus Operations GmbH, Germany

10.55 - Cradle-to-cradle use of carbon bre 11.20 - Thermo-impact resistance of PA66 composites for automotive structural application

James Stike, president and CEO, MIT LLC, USA

14.20 - Composite honeycombs for weight savings in aerospace and ground transportation

Dr Daniel Schrage, professor and director, Georgia Tech, USA

10.55 - Understanding weight loss for VTOL aircraft

Ian Butterworth, researcher, Automotive Polymer Composites, Craneld University, UK

Dr Mikhail Levit, global technical leader, aerospace and mass transportation, DuPont Protection Technologies, USA

11.20 - Advanced methodologies for weight minimisation of aircraft structures

Prof Santiago Hernandez, professor, University of Coruna, Spain

11.45 - Competitive lightweight structures with increased thermal stability

14.45 - Low-density thermoset composites for transportation ATT (automotive truck train)

Patrick Weichand,researcher brereinforced materials, Institute for Manufacturing Technologies of Ceramic Components and Composites, University Stuttgart, Germany

Vincent Banton, thermoset development technical support, IDI Composites Europe, France

11.45 - Design solutions to reduce weight during assembly operations

Gulsen Oncul, senior expert, Turkish Aerospace Industries Inc, Turkey

12.10 - Validation approach for robust primary thin-walled CFRP structures

Dr Alexander Kling, head of structural mechanics department, DLR, Institute of Composite Structures and Adaptive Systems, Germany





13.30 - 16.00 Lightweight Electric Vehicle Design and Materials
11.20 - A multi-disciplinary stochastic optimisation (MDSO) approach to reduce vehicle weight and meet performance targets
Dr Simon Xu, engineering group manager for Vehicle Optimisation, General Motors, USA This session will look at the challenges of designing and building actual modern lightweight electric vehicles.

PLUS Specialist Feature area for Vehicle Dynamics


09.00 - 10.15 Will Steel Still Be Relevant? Future Steel Vehicle - Special Presentation
09.00 - Future Steel Vehicle: innovative development and mass-reduction strategies

11.45 - High pressure meets lightweight

13.30 - BMW i3: a battery electric vehicle from the beginning

Jens Winiarz, product manager lightweight, Hennecke GmbH, Germany

Oliver Walter, responsible product manager BMW i3, BMW, Germany

13.30 - 15.30 Growing Lighter: How to Benet From Additive Manufacturing Techniques
Additive manufacturing allows a parts manufacturer to grow high-value, customdesigned parts layer by layer, enabling the manufacture of complex shapes from a wide range of materials without the need for new tools or machinery. Even using extremely lightweight materials, additional mass reduction can be achieved by minimising the use of those materials. This is an exciting technology for mass reduction and this session will look at case studies to demonstrate its value.

13.55 - Strategies of global OEMs to reduce future car weight

Akbar Farahani, vice president, Engineering, ETA Inc, USA Jody Shaw, director, Technical Marketing and Product Development, United States Steel Corporation, USA

Nicolas Meilhan, senior consultant, Frost & Sullivan, France

14.20 - Advanced light architectures specically designed for electric vehicles

Javier Romo, project manager, Cidaut Foundation, Spain

10.30 - 12.30 Mixed Material Design Challenges

This session will look at the practical experience of integrating different materials into the design of a vehicle in order to fully exploit and optimise the mass reduction potential of each material.

14.45 - Automotive solar applications changing the rules in car design

Norman Starke, CEO, Proof Technologies, Germany

15.10 - Half-weight vehicle with new materials: chassis, body and driveline
Mogens Lkke, CEO, ECOmove ApS, Denmark

10.30 - Daimler hybrid transmission: making it better through weight optimisation 10.55 - Lightening the way ahead

10.30 - 12.30 Optimising Manufacturing Processes
10.30 - Combining extrusion, owforming and friction stir welding to design lightweight aluminium wheels
Herv Vericel, engineer, Saint Jean Industries, France

13.30 - Additive manufacturing technologies for producing innovative lightweight structured components
Dr Stphane Abed, CEO, Poly-Shape 3D Generative Manufacturing, France

Gaurav Kumar, senior lead engineer, MBRDI, India Phil Hall, managing director,Caterham Composites, Germany

13.55 - Lightweight design and laser additive manufacturing: exploiting new potentials

13.30 - 15.30 Innovations for Lighter Interiors
13.30 - Silicone foam allowing weight reduction through thinner cushion
Tom Winters, market development manager Mass Transit High Performance Foams, Rogers Corporation, Belgium

Jannis Kranz, researcher lightweight design for Laser Additive Manufacturing, Technical University Hamburg-Harburg, Germany

10.55 - Automated multi-disciplinary optimisation (MDO) process development for full vehicle weight reduction, performance balancing and time-saving

14.20 - Lightweight bre- and particlereinforced Al-metal matrix composite structures

Richard Adams, CTO & senior vice president, CPS Technologies Corporation, USA

13.55 - Big windows, light weight 14.20 - Low-weight, low-energy infotainment

Giri Nammalwar, responsible for Global CAE Strategy Planning, Ford Motor Company, USA


14.45 - Powder metallurgy delivers weight savings in automotive powertrain applications

Phillip Bell, product line manager, Corning Incorporated, USA

Ian Donaldson, director R&D Auburn Hills Tech Center & Materials Engineering Americas, GKN Sinter Metals, USA

Ashutosh Tomar, senior research engineer, Jaguar Land Rover, UK


14.45 - Suspension fabrics a new era in seating

Jeffrey Gross, director of Product Development, The Acme Group, USA



15.45 - 17.45 Intelligent Design: Lighter Materials Are a Requirement, But They Are Not All That Is Necessary
This session will consider some of the more philosophical issues concerning the lightweighting of vehicles. Apart from the question of whether the change is best achieved incrementally or through a complete paradigm shift, it will also focus on the need for designers to think less about using lighter materials merely to replace vehicle structures and components and more towards appreciating the potential of new materials to completely change the way vehicles are designed and assembled.

Dr Anna Schwarz, general manager, Danto Invention, Germany

11.45 - GFC leaf-spring: approved technology in a new form of appearance

Solutions, Canada

16.25 - SMC composite material for automotive on-line painted body panels
Guillaume Cledat, key market developer, CCP Composites, France

12.10 - Conductive connection of carbon structures for failure detection safety and repair
Walter Kiersch, CEO, Carbon Conduction Technologies (CCT) GmbH, Germany

10.30 - 12.30 Advances in Lightweight Metals
10.30 - Heat treatment of light alloys structural castings for automotive applications

13.30 - 15.45 Advances in Bonding/Joining Technology
The use of new materials in lightweight vehicles requires a revision of bonding and joining techniques for efcient and cost-effective vehicle assembly as well as consideration for aftermarket repair. This session will look at advances in bonding and joining materials and techniques.

Dr Dan Dragulin, head of R&D, Belte AG, Germany

10.55 - Weight savings with castings in iron, aluminium and magnesium

15.45 - Automotive body-in-white massreduction philosophy

Dr Donald Baskin, senior associate, Exponent, USA

Klaus Decking, product segment manager lightweight, Georg Fischer Automotive AG, Switzerland

16.10-Lightweight the paradigm shift

11.20 - Stable inlay aluminium tubes for HPDC and other casting processes
Frank Heppes, head of Research & Development, Drahtzug Stein Combicore GmbH & Co KG, Germany

Sbastien Stassin, managing partner, Kiska GmbH, Austria

13.30 - Adhesives for composite assembly

16.35 - Composite structure is not making a black sheet metal structure

Andrew Rich, president, Element 6 Consulting, USA

Terry Gordon, epoxy development chemist, Permabond, UK

13.55 - Potential of vibration joining for carbon composite assembly parts 14.20 - Durability testing for adhesive joints in the vehicle industry
Dr Isabel Van de Weyenberg, research engineer, Flanders Drive, Belgium

11.45 - Replace die-cast in control modules for dramatic weight savings

Randall Wilburn, global manager Automotive Sector, Molex Inc, USA

17.00 - Truck of the future evolve or leap?

Jrn Buss, partner, Oliver Wyman, USA

Jeanine Vluggen, researcher, BMW Group, Germany

13.30 - 15.45 Advances in Lightweight Metals Part 2
13.30 - A new stainless-steel material for weight reduction
Finn Petersen, technical marketing, Sandvik SMT, Denmark

10.30 - 12.45 Innovative Uses of Composite Materials
This session will look at innovations in the uses of composite materials for major reductions in mass, for example to replace heavy components such as engines, springs and bearings.

14.45 - Shedding weight while ensuring maintainability and recyclability with threaded fasteners
Michael Mowins, president - Global Licensing, Phillips Screw Company, USA

10.30 - PM2 engine concept a composite innovation

15.10 - Sustainable laser surface cleaning for joining preparation in lightweight production

13.55 - New material concept for weight reduction

Armin Schneider, product applications manager, Carpenter Technologies GmbH, Germany

Edwin Buechter, CEO/president, CleanLasersysteme GmbH, Germany

Hendrik De Keyser, technology ofcer, Vyncolit NV, Belgium

10.55 - Weight-loss potential of composite spring elements

Richard Zemann, head Fibre-Reinforced Polymers Activities, TU Vienna, Austria

16.00 - 17.00 Coating and Painting Developments for Composites

This session will look at developments in techniques and materials that will enable composite vehicles to be coated and painted effectively and affordably, making their use by OEMs easier to integrate.

14.20 - Enabling lightweight high-load bearings

Sarah Baneld, research manager, Tecvac Ltd, UK

11.20 - Using plastic bearings in automotive applications

14.45 - Magnesium/MnE21 lightweight solutions the eco-friendly solution of the future?

Dr Stephen Rudzewski, head of Technics and Innovation, Semcon Holding GmbH & Co KG, Germany *This programme may be subject to change

Mark Watkins, automotive plastic bearing development manager, BNL (UK) Limited, UK

16.00 - Lightweight breglass composites for automotive

Robert Langlois, CEO, Powder Coating



People chat a lot of breeze, they really do. Just listen on the train or in Burger King. Blah, blah, warm air, inane wafe. But not engineers. Have a meeting at MIRA or a lunch at Lotus and the air in the canteen is thick with talk of theories, tests and data. Eleanor Roosevelt uttered a brutal truth when she said: Big minds talk about ideas, average minds talk about events and small minds talk about people. Engineers are in the business of not knowing and never assuming. So they discuss ideas. Therefore, even if the conversations at Millbrook are as impenetrable as the busy corridors in which they take place, there is no frivolous banter. If the Gods are against you, or if you were particularly despicable in an earlier life, you may find yourself saddled to a lawyer, galloping unrestrained into litigation. Which brings us to the interview. I dont expect engineers to speak in legalese, but they do expect me to speak engineering. And so they should. If I have any utility a debatable proposition it is to be the interface between the manufacturers and the courts. This is a multistage process. It starts with developing a strategic interview plan in which the PMKs (Persons with Most Knowledge) are identified and stood to. The trick here is to anticipate what technical resources will be required from the manufacturer, and then pre-plan to tie in deliverables from all disciplines. All this must be carefully charted in advance, with full if/or logic. So far, so good, but that is merely structure. The art of interviewing an engineer involves, at its core, interpretation of what is essentially a foreign language. The job of reformulating the information for a sceptical court is a distinct skill, but this comes much later. So does reporting, because the dutiful lawyer will also wish to update legal command, which is usually the office of the General Counsel. This is the time for brevity. I like lean process,

Our legal expert reveals the art of interviewing engineers

I always have. Americans have a succinct expression that applies to what the General Counsel of a manufacturer wants, it is this: Get to win, no frills, take the W. A full days interview with a PMK can be adequately reported in three lines since all the General Counsel wants to know is, first, that the engineering community is supporting the process, and second, that the lawyer is comfortable with evidence. So now to the interview itself, which as readers will have detected often takes place in the canteen. The easiest way to understand the process is to imagine that the PMK is an information store and the lawyer is a data acquisition system. So data is acquired on a simple platform the lawyer then filtered and shared. The golden rule about acquisition at this stage is that it is impossible to collect too much data. What matters is what the lawyer does with it. The goal is to interpret, analyze and then filter. The engineer gives the lawyer hard, impenetrable beans and the lawyer refines them into warm, palatable coffee.
Alexander M Geisler is a partner at Duane Morris. He has over 20 years experience in the automotive sector and is regularly retained by OEMs, Tier 1 and Tier 2 suppliers, test facilities and engineering companies. He is the resident legal columnist for Automotive Testing Technology International . Alex can be reached at amgeisler@, +44 20 7786 2111 (London) and +1 215 979 1000 (Philadelphia).

The way to understand the process is to imagine that the PMK is an information store and the lawyer is a data acquisition system

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