Contents. Delivering Excellence Through Innovation & Technology

Transcription

1 LOW CO2 AUTOMOTIVE TECHNOLOGY Engineering the Low Carbon Future

2 Contents Ricardo plc Introduction... 4 Research & Technology... 5 Well-to-Wheels Vehicle Systems Total Systems Optimisation Vehicle Lightweighting...10 Ricardo Expertise Ricardo Global Locations Hybrid & Electric Technology Introduction...11 Micro(Mild) Hybrid)...12 Battery Pack Development Capability...12 Global Support Facilities...13 LCVTP Intelligent Energy EVAB2MS/SmartBatt...18 AFS Trinity/RE-EV...19 TorqStor...20 HyBoost...22 ADEPT

3 Intelligent Vehicles Technology Introduction/SARTRE...26 FootLite/Sentience/DriveWise Cost Effective CO 2 Reduction Introduction/Syner-D NZED...32 DI Boost...33 Advanced Spark Ignition Engines EBDI SGDI Efficient Transmission Technologies Introduction/eAMT...38 edct...39 wdct...40 Ricardo-AEA Sustainable Transport

4 Ricardo plc Ricardo plc A history of innovation & world class technology Ricardo is a global world-class, multi-industry consultancy for engineering, technology, project innovation and strategy. With a century of delivering value, we employ over 1600 professional consultants, engineers and staff world-wide. Our people are committed to providing outstanding value through quality engineering solutions focused on high efficiency, low emission, class-leading product innovation and robust strategic implementation. Our client list includes the world s major transportation Original Equipment Manufacturers (OEM s), supply chain organisations, energy companies, financial institutions & governments. Guided by our corporate values of respect, integrity, creativity & innovation and passion we enable our customers to achieve sustainable growth and commercial success. With a clear focus on delivering profit-enhancing clean-tech solutions, Ricardo addresses all the current core automotive industry drivers of international competition, globalisation and the developing power of the emerging economies, climate change, safety and maximisation of natural energy resources. Two key imperatives face the industry: the reduction of exhaust pollutants as regulators world-wide seek to improve air quality, and the improvement of vehicle fuel economy with the aim of both reducing global CO 2 emissions and making best use of the earth s finite oil reserves. These, along with automotive safety, provide the greatest impetus for Ricardo s self-funded research programme. Along with our proven ability to attract the best of industry talent, it is this research programme that has seen Ricardo maintain its technical edge. The fruit of this consistent innovation may be seen in the leading worldwide brand position Ricardo now occupies in the development of advanced clean diesel technology, hybrid vehicle systems, fuel efficient gasoline engines, efficient transmission systems including dual clutch technology and vehicle electronic systems integration. Our commitment is to excellence and professionalism in all we do, and our industry leadership in technology and knowledge is primarily attributable to our most important asset the Ricardo team of highly qualified multi-disciplined professional engineers, strategic consultants and technicians. Our vision is to be the first-choice partner for our clients in all sectors. Ricardo - a history of investment in world-class technology concepts. Recent demonstrators include: Hyboost Syner-D REEV Part-funded by TSB (with Controlled Power Technologies, the European Advanced Lead Acid Battery Consortium, Ford, Imperial College London, and Valeo) this vehicle demonstrates the benefits of extreme engine downsizing through the implementation of intelligent electrification Part-funded by TSB (with JLR, Valeo, SKF, Lontra and Shell) this targets cost effective CO 2 reduction in a premium segment diesel vehicle delivering a demonstrator with approximately 30% CO 2 reduction while meeting E6 emissions and delivering uncompromised drivability Initially developed as part of the LCVTP, the Ricardo RE-EV acts as a flexible technology development platform that allows new components and control solutions to be trialled on a premium SUV platform. The RE-EV current configuration features a mix of bespoke Ricardo components and project partner parts to provide a highly driveable demonstrator 4

5 Ricardo plc Research & Technology Ricardo maintains a position at the forefront of engineering technology, by investing substantially in advanced powertrain and vehicle R&D. We have developed a structured and proven approach to advanced technology development, consisting of four key elements: Technology strategy Technology Roadmaps are used by Ricardo to define the technical direction for both internal and client R&D programme planning. A robust roadmapping process has been established to develop and validate a vision of future technologies. Ricardo has applied this process within customer organisations to develop, validate and maintain client specific technology roadmaps. Together with our Strategic Consulting division this service can be extended to include definition of strategies for client specific technology acquisition. Technology selection & feasibility Where many possible technology solutions exist, a robust selection process is essential to inform investment decisions. Ricardo uses benchmarking and quantified parameter studies to select the correct technology combinations for the product and organisational requirements - the right technology for one company is not always right for another. Ricardo offer this as a stand-alone service or during the feasibility assessment phase of larger projects. Technology development & demonstration Ricardo have a proven track record of effective demonstration of advanced technology. Demonstration projects are performed on behalf of clients, government bodies, or for internal R&D purposes. Many of our demonstration projects have been performed in partnership with clients, Tier 1s, sometimes with funding support from UK, European, or US government. Ricardo are experienced in the co-ordination and commercial management of large collaborative projects of this nature. Tools and processes development Deployment of effective tools and processes are essential to give both technical understanding and rapid, efficient product development. Tools for improved product understanding and to guide fundamental change Processes to allow rapid, efficient development of products These are often developed in partnership with clients and rolled out to the client organisation to ensure effective, permanent transfer of new technology. Many such tools can be supplied open source to allow continued development by the client. 5

6 Ricardo plc Well-to-Wheels The car s CO 2 footprint Energy dependency, the rising cost of fuels and the need to focus on climate change reduction are driving a focus on low carbon transport and power generation. The energy losses which occur as crude oil is extracted, refined and then used to power a passenger car are illustrated below. Ricardo develops technologies to address key areas of CO 2 reduction such as vehicle electrification, high efficiency transmissions, hybridization and engine downsizing. Indicated Energy from Combustion 32% Total Energy in Raw Crude Oil Energy into Vehicle Fuel Tank Energy into Engine 25% 25% Exhaust Heat 11% Oil Refining & Transport 2% 5% Radiated Heat Gas Pumping Coolant Heat Bio-fuels offset CO2 in fuel by absorbing in production 18% CO2 reduction for B30 fuel Improved engine technology reduces losses to gas pumping, coolant and exhaust heat (VVT, lean-burn, HCCI, iso-thermal combustion) saves 10-20% fuel Use of electric vehicles transfers CO2 generation from the vehicle to the power station estimated 75g/km well-to-wheels on UK grid, reducing CO2 by > 55% 6

7 Ricardo plc The average European new car produces 145g/km CO 2 tank-to-wheels (or 162g/km well-to-wheels), requiring approximately 6 litres of crude oil per 100km Mechanical Energy Energy Energy to from Engine 21% at Wheels 18% Propel Vehicle 14% 3% 4% 2.5% 8.5% Engine Ancillaries Driveline Losses Energy Lost in Brakes Engine Friction Lightweight structures, low drag vehicles save 8% fuel Hybridisation reclaims braking energy otherwise lost to the environment saves 12% fuel Exhaust gas heat recovery reclaims energy otherwise lost to the environment saves 10% fuel Reduced engine friction & variable oil pump saves 4% fuel Improved transmissions and drivelines save 5% fuel Low rolling-resistance tyres save 3% fuel Intelligent ancillaries & energy management save 4% fuel 7

8 Total Vehicle Fuel Efficiency Vehicle Systems Ricardo expertise covers all vehicle sub-systems providing a hollistic view for complete vehicle optimisation and integration Total Systems Optimisation Maximise the benefit/cost ratio when selecting technology for fuel efficiency improvements Consider the complete system rather than individual sub-systems Apply any combination of technologies and parameters and instantly see the resulting performance and through life costs Understand the trade off between economy, cost, savings and performance plus any other parameter you choose; e.g. a 25 per gco 2/km target Make decisions based on data, not hunches, clarifying product strategy discussions Increase your ability to convey the approaches chosen and store a quality assured record of the analysis and decisions taken A proven process backed by decision support software The Ricardo TSO process is based on an assessment of the complete system and the way it is operated in the real world. Clear advantages over traditional technical modelling approaches include: Simultaneously understanding the trade space between economy, through life costs and performance and any other parameter e.g. availability Identifying unexpected positive and negative interactions between technologies Assisting product strategy meetings in real time to reduce the time and cost of programmes make decisions based on data, not hunches or favourite projects Overview of Total Systems Optimisation Baseline modelling definition Project aims/boundaries Product parameters Duty cycle Data collection Correlation 1 2 Energy audit identifies where energy is wasted in real world operation The effectiveness of all potential technology options, applied both individually and in combinations, is simulated in the virtual environment Vehicle Type Baseline analysis Detailed analysis 8

9 Total Vehicle Fuel Efficiency Case study 1 Select the technology... Ricardo designed, developed and built an all new vehicle that would maximise fuel efficiency while retaining current tactical vehicle capability Vehicle completed with the predicted 70% fuel economy improvement versus legacy vehicle benchmark (against a 30% improvement target) Upgrade path identified for 110% improvement Technologies selected according to both fuel economy benefit and low risk, feasible implementation into military vehicle fleets. Case study 2 Upgrade the performance Ricardo identified a c.25% fuel economy improvement for an Indian market commercial vehicle. The customer needed a 10-15% improvement to maintain market competitiveness Multiple enhancement combinations across all vehicle systems with final selection capable of c.25% fuel economy improvement whilst maintaining performance Ricardo trained the customers personnel and provided comprehensive documentation to the process 70% FUEL ECONOMY IMPROVEMENT 25% FUEL ECONOMY IMPROVEMENT 3 4 Technology improvements identified and ranked for performance, cost and savings Ricardo developed easy to use visualisation tool User can quickly understand the trade off between the technical performance, the cost investment and future operational savings performance Prototype trials Invest in a development prototype confident of success and production costs Motive Power Transmission Mass Aero CD Implementation Cost to OEM Electric Diesel Gasoline Biofuel DCT AMT Auto Manual +10% +5% Baseline -5% -10% $150 g/km CO End User Cost Over Product Lifecycle -$3000 Data based decision making 9

10 Vehicle Lightweighting Vehicle Lightweighting A 10% reduction in vehicle mass can give up to 7% improvement in CO 2 and fuel economy The vehicle mass reduction challenge European passenger car mass trend and estimated requirements to achieve future CO 2 and fuel economy targets 1600 Vehicle mass reduction has many benefits Improved fuel economy, irrespective of vehicle and legislation (real world) Towards CO 2 targets Secondary or spiral effects (engine downsizing, brakes, lower rolling resistance) Improved vehicle performance (vehicle dynamics, gradeability, payload capacity) Cost reduction in some cases 1500 Passenger Average Curb Weight (Kg) D C B Actual 2013: ~10% over mass target Vehicle mass still increasing C -segment : ~300kg reduction by : Estimated 30% mass reduction required to achieve 95g/km CO 2 European Passenger Car Mass Target Advanced high strength steel chassis demonstrator Source: Ricardo 95g/km Ricardo supports manufacturers to reduce mass in a number of ways Lightweighting strategy support - Review vehicle fleet mass reduction potential - Develop lightweight technology roadmap - Implement lightweight or mass management strategy - Review engineering processes and design guidelines Vehicle mass reduction study - Vehicle mass benchmarking - System mass opportunities evaluation - Technology filtering against for attribute/target compliance - Finalise vehicle and system concept solutions Lightweight component and system design - Component target setting - Advanced CAE optimisation tools - Application of novel materials and process - Attribute confirmation using thorough CAE approach - Support for production programme Baseline: European C-segment passenger car front subframe Advanced High Strength Steel Concept: - 30% mass reduction - Novel design, longitudinal/lateral beams - Same number of parts / pressings - No cost increase compared to baseline - Comparable performance (strength, stiffness, NVH) - Application of advanced CAE tools - Full manufacturing feasibility study - Similar solutions developed for suspension arms, uprights and body structure 10

11 Hybrid & Electric Vehicle Technology Hybrid & electric capabilities Ricardo expertise in hybrid and electric technology covers car, commercial vehicle, military and motorbike applications Experience From micro to full plug-in hybrid Electrical vehicle expertise Over 100 hybrid projects ranging from business case assessment to production release Over 200 engineers with hybrid development experience Ricardo s testing experience extends from the whole vehicle down into sub-system detail Powertrain and vehicle Production design and release Virtual simulation Prototype and pre-production build Thermal management Vehicle engineering & system simulation Engine design and development for hybrids Transmission design and prototype projects for electric and fuel cell vehicles Hybrid couplings Ricardo - Integrated Hybrid Control Module Single enclosure for three units, minimising tooling and development costs Single external connection system for the three units, minimizing harness and connector costs and simplifying routing and vehicle assembly Single cooling jacket for the inverter and DC converter, minimizing the cost and assembly of the cooling circuit Single installation required for the three units, minimizing bracket costs and assembly Electric machines, power electronics and energy storage Motor development Electrical and electronic hardware (including power electronics) development and validation Energy storage modelling, test and validation Regenerative braking systems Ricardo have developed world-leading simulation capabilities (V-SIM) to analyse the vehicle system as a whole and to understand the interactions within it this tool is used to assess fuel consumption and CO 2 saving potential Transmissions Experience in design of hybrid versions of MT, AMT, DCT and AT from 3kW to 350kW In-house manufacture and supply of transmission hardware (up to 5K units pa) including production tooling specification Fully validated dynamic simulation for all transmission elements Design practices for minimal e-machine air gap leading to improved efficiency NVH analysis and test including e-machine whine Controls and electronics System simulation Control strategy development Control hardware Embedded software development Software tools Hardware-in-the-loop application Safety and hazards identification ISO26262 Ricardo Universal Battery Management System [RU-BMS] Ricardo has developed a rapid prototyping battery management system that supports a variety of technologies. The Energy Storage System needs a management system that will let it be used by external applications, and that will allow it to meet life and functional requirements. Ricardo has developed a universal battery management system that supports a variety of technologies including: Ultracaps NiMH Any Li-Ion chemistry Functionality Feed information on state of battery to vehicle control system. Eg: Amount of energy in the pack SOC Power that pack can deliver Power that pack can receive Maintain the battery in a state in which it can fulfil the functional requirements of the application for which it was specified Protect the cells or the battery from damage Protect the rest of the system & users from faults in the battery pack Prolong the life of the battery Test Cell Modeller Pack Designer Can Definition Vehicle Requirements Cells Pack Design Ricardo Universal Battery Management System 11

12 Hybrid & Electric Vehicle Technology Mild Hybrid Technology Developments Although good fuel economy and CO 2 benefits are being achieved with full hybrids, the system on-costs can still limit the market for the vehicles. Effective Stop-start technology has been quickly adopted with conventional vehicles. Recently there has been a significant increase in interest, research and development in the application of micro/mild hybrid technology, with some production vehicles already in market. In parallel there has been a resurgence in interest in intermediate vehicle voltage (>12V <60V), driven by ever increasing electrical loads. Smaller Crosssectional area wiring and more compact, more efficient motors can be used. Significant benefits can be gained by combining this intermediate voltage with mild hybrid technologies. 48V mild hybrids have the ability to recover deceleration energy, apply boost torque and achieve significantly enhanced stop-start. The key components (electrical machine, battery, power electronics) can be significantly smaller and lower cost than for a full hybrid, so that overall Fuel Economy / CO 2 cost-benefit is attractive across a broader range of platforms. Electrical machines can be integrated with the transmission (Integrated Starter Generator or ISG) or belt driven on the Accessory Drive (Belt Integrated Starter Generator or BISG). The energy recovery and boost torque achievable allows a reasonable degree of engine downsizing and the fast, refined stop-start enables extended fuel cut off timing. The forecast oncosts for 48V mild hybrid systems suggest that the approach is viable for mass market application for C-segment and larger vehicles. Ricardo Battery Pack Development Capability Summary Producing battery pack designs solutions for new applications requires a detailed understanding of the thermal, package and application needs. Ricardo has already applied these skills to production and demonstrator programmes and has the ability to supply low volume product. Within all hybrid and electric vehicles, the battery pack continues to be a critical and cost sensitive component. Developing the right battery pack and modules for the application requires a thorough understanding of the BMS requirements, selecting the best cell format and chemistry whilst considering the thermal and package constraints plus the physical and electrical safety considerations. Ricardo has a well defined development process for supporting battery development. Cell, module and pack functional analysis Pack Requirements definition Power and energy needs Cell chemistry selection, modelling and string configuration Module design Thermal design and analysis 1D and 3D Cell / Battery Thermal Model development Cooling flow analysis Component selection Von Mises stress (MPa), Deformation scale 1x Mechanical design and analysis Battery Pack layout and configuration High density cell interconnections Validation standards and requirements FMEA 2D/3D modelling, Finite Element Analysis (FEA) BMS development Electrical safety and diagnostics Vehicle interfaces Cell monitoring/balance, SOH/SOC estimation Cooling control Pack build and test Module and Pack sample build Integration & functional test Validation test support Low volume supply of parts Ricardo can undertake the supply of low volumes of tested packs Full model Sub model 12

13 Hybrid & Electric Vehicle Technology Micro (Mild) Hybrid 48V BSG Vehicle Demonstrator Ricardo has delivered a number of micro/mild hybrid projects utilising Belt Integrated Starter Generators (B-ISG) and Crank Integrated Starter Generators (ISG) on both gasoline and diesel vehicles. Example A major Global OEM wanted to assess the viability of utilising a 48V BISG on their new C-class passenger car. The OEM approached Ricardo to help define the project and deliver a Vehicle Demonstrator for management assessment. The OEM focus was CO 2 reduction significantly beyond the already impressive stop-start enabled base vehicle. The Demonstrator was required to exhibit refined NVH and good driveability. Ricardo were engaged to provide the complete design, build, optimisation and test phases with close customer liaison. The OEM specified a short programme duration Ricardo were responsible for Powertrain simulation, hybrid strategy development and calibration, Front End Accessory Drive (FEAD) and ancillary systems definition and Procurement, packaging and layout design, hazard analysis, engine management system software change requirements, Vehicle build, Chassis Dynamometer testing and strategy optimisation. Results and benefits The Project was delivered on time (10 months). The CO 2 and emissions were on-target with close correlation between the Ricardo simulated predictions and the measured results. Vehicle Noise, Vibration and Harshness (NVH) was described by the customer as better than the base vehicle. The Demonstrator also exceeded customer expectations for Driveability. A roadmap to production and cost benefit analysis was also delivered. CONFIDENTIAL Global Support Facilities - Batteries Ricardo can immediately support hybrid and electrical programs with flexible access and use of Ricardo global facilities Ricardo has two Battery development centres that serve the global market; one based in Detroit and one in England focusing on the safe development of Li-Ion and NiMH battery packs. Battery management system testing: Develop/Verify SOC algorithms Confirm BMS functionality (high & low voltage circuits) Simulate failures and evaluate BMS response Performance testing to: Evaluate contactor performance Optimize pre-charge/discharge resistor size Choose wire and bus bar sizes Measure voltage drops during high power use Thermal testing to: Optimize air flow and structure location Optimize fan size and location Minimize thermocouple count by optimizing sensor location Key features: Enables early development testing in controlled environment Facilities at the 1200 square foot facility is located on the Ricardo Detroit Technology Campus in Belleville Michigan include 3 Li-Ion safe test cells Ambient & elevated temperature environmental control from room temperature to 50 deg C 1 PHEV capable battery cycler High voltage electrical upgrades for 1 cell HiL system to enable advanced controls and engineering development testing Each test chamber is 12 by 12, enabling large format battery testing AV900V battery cycler & ABC150 battery cycler HEV / PHEV / EV capability 250kW, 1000A, 8 to 900V High voltage instrumentation for independent measurements Safety considerations: Continuous ventilation through HEPA filter Fire proof double doors Hydrogen detectors Sparkers to ignite combustible mixtures at minimal quantity/concentration Blow-out panels on exterior wall High temperature thermal barriers High flow rate purge system with high temperature HEPA filters 13

14 Hybrid & Electric Vehicle Technology LCVTP Low Carbon Vehicle Technology Project LCVTP Low Carbon Vehicle Technology Project investing in your future European Regional Development Fund European Union LCVTP was a multi-million pound project funded by Advantage West Midlands and the European Regional Development Fund with contribution from industry partners. The project aimed to develop enabling technologies for future low carbon vehicles, particularly electric (EV) and range extended electric vehicles (RE-EV). Since the project commenced late 2009, Ricardo have led and contributed to the development of a broad range of technologies, including a range extender (comprising a production 2-cylinder engine and a compact integrated generator), waste energy recovery systems and a rapid prototype supervisory controller, complimented by advances in system simulation and analysis techniques. Selected technologies have been integrated into the Ricardo Technology RE-EV Demonstration Platform based on a Land Rover Freelander 2 vehicle. This highly effective project has further enhanced Ricardo s capability to assist our worldwide customers to realise solutions to the many challenges of vehicle electrification. 14

15 Hybrid & Electric Vehicle Technology E-Drives Scaleable permanent magnet generator design for APU application Direct attachment to engine crankshaft for robustness and best package High Voltage Electrical Distribution Systems (HVEDS) Benchmarking of best practice HVEDS Extensive design tools and databases for efficient system design HVAC and system cooling Optimisation of cooling circuit design for EV and RE-EVs Optimisation of efficient cabin comfort control Auxiliary Power Unit (APU) APU technology demonstrator using volume production gasoline engine and bespoke generator Engine efficiency optimisation for APU application via Atkinson cycle, optimised breathing and operating strategies Power electronics Design of a high efficiency DC-DC converter Vehicle supervisory control Advanced vehicle supervisory controller hardware Robust and modular EV and RE-EV supervisory control algorithms Battery Development of battery module technology including cell interconnect, thermal management and structural optimisation Reduction of parasitic losses Advanced and validated analytical models of mechanical and electrical parasitic losses Vehicle dynamics Development of ABS and stability control algorithms for hybrid vehicles Life cycle assessment Carbon Footprinting of multiple low carbon vehicles for strategic platform decision making Clean n Lean : Process for deploying LCA results to minimise costs and carbon from the supply chain Waste energy recovery Phase change materials of efficient thermal management Thermal electric generators and heat engines for waste heat recovery Air-conditioning by waste energy We now have two EV technology demonstration platforms, for the continual development and integration of EV technologies. The Land Rover Freelander 2 is range extended and the Volvo XC60 is a pure EV. If you would be interested in driving either of these vehicles please register your interest with a Ricardo member of staff. 15

16 Hybrid & Electric Vehicle Technology Intelligent Energy Ricardo helped Intelligent Energy in the development of the Emerald Automotive Range Extended Light Commercial Vehicle Leading power technology company Emerald Automotive, working in partnership with Revolve Technologies, was recently successful in gaining funding assistance from the UK government s Technology Strategy Board (TSB) for a project to develop a lightweight and ultra-low emissions delivery van. The project team, led by Emerald Automotive s low emissions vans subsidiary IE LEV, submitted a proposal for a rangeextended electric van (RE-EV) aimed at the fleet vehicle market, featuring a diesel engine acting as an auxiliary power unit (APU). To develop the proof of concept the team turned to Ricardo. One of the things Ricardo did very early on in the simulation work was to confirm that the specification for the components was the right choice, explains IE LEV s s programme director Chris Hiett. In February 2011 we signed a contract with Ricardo, and at that stage, we had already identified the diesel engine, battery, motor and generator and inverter suppliers contributing to the project. However, we did not have the exact specifications. Ricardo s technical activities and strengths and their knowledge of electric vehicles and EV drivelines, made us confident in their ability to do the simulation work. Ricardo was subcontracted for the simulation and also to develop and supply the vehicle control system, which has now been fitted into two prototype demonstrator vehicles built by Revolve. Driveline details The t-001 features a 25 kwh lithium-ion battery with a 75 kw traction motor and a Ford four-cylinder, 1.4 litre diesel engine coupled to a 54 kw generator. The t-001 s rear wheels are driven by the motor, which is directly coupled to the differential; the engine acts only as a range-extender to run the generator. This gives an all-electric range of up to 106 km before the engine kicks in, and fuel consumption over a 200 km route of 2.0 lit/100 km; in simulations, a carbon dioxide output of 22 g/km was achieved. The van s total possible range between refuelling or recharging stops is over 645 km, and its battery can be recharged in 3-4 hours from a three-phase power supply; different recharging solutions could be adopted in a production vehicle, but this current arrangement would be adequate for a fleet van returning to a fixed base. Performance remains acceptable for a vehicle of this type a top speed of 130 km/h, acceleration to 100 km/h in 8.5 seconds and crucially, it maintains a kerb weight of just 1650 kg and a payload of 1400 kg, thanks to its lightweight structural components and body panels. This was designed to be all about low carbon, reduced total cost of ownership and fleet volume adoption, a real-world application, says Nick Tebbutt, project director at Ricardo. The powertrain was picked to support these requirements. IE came to Ricardo saying they wanted to do an RE-EV; they had already carefully calculated the business model for the application and were looking for a practical execution of the idea. The inclusion of the APU gets around range anxiety and is a way of addressing the variability of fleet use, not necessarily doing a fixed route like a bus. We used relatively mature technology parts, broadly speaking those available within the timescale of the project 18 months to build a fully-functioning vehicle from scratch. It s not an experimental powertrain, adds Tebbutt. However, many of the components were sufficiently new that there was little data from their suppliers. We had to use our own expert assumptions from previous projects to build a model which best represented the components, says Scott Porteous, a graduate engineer on Ricardo s Development and Simulation team. Then it evolved as more data became available. We did a lot of work looking at the electric motor, looking at the battery, the electric currents you could expect. There were concerns over how hot the battery could get, so we looked in-depth at the current and voltages. The idea was to get as much information from the simulation as possible before the vehicle was built for testing. 16

17 Hybrid & Electric Vehicle Technology Careful control Developing the vehicle s control systems was key to the optimization. Ricardo supplied the vehicle controller, which manages components on the vehicle talking to the battery, the motor controllers, the engine management system and all the base vehicle systems, says the chief engineer on the programme, Andrew Preece. Thermal systems, custom control, electrical architectures, vehicle networks, a CAN interface bespoke for this application our core expertise is in building this sort of solution, adds Nick Tebbutt, who explains that this can then all be taken a stage further by integrating the ideas from Ricardo s Sentience technology (originally reported in RQ Q2/2009 see box-out). Sentience combines telematics and telecommunication, navigation and intelligent mapping, for forward planning of the route. You can schedule the powertrain, for example, if it knows that there is a zero-emissions zone coming up, says Tebbutt. The system looks at the journey profile and rearranges the strategy to deploy the engine earlier to ensure it has sufficient charge to go through the EV zone. When in rangeextended operation mode, it will also use knowledge of the remaining journey distance to ensure that the engine provides just enough charge to the battery to return to base this way the minimum amount of fuel is used and the battery can be fully re-charged using the cheap and potentially more carbon-efficient electricity supply. The demonstrator vehicles are not equipped with a fully-automated version of the Sentience technology, however, having a basic but bespoke GPS-based mapping tool which logs the route; in this version, pre-logged routes can be programmed and selected via a touch-screen interface in the cabin. This is a prototype mapping solution for the demonstrator vehicle, Tebbutt notes. This project is about getting data into the powertrain control system. Long term, we can then talk to the end user to see what interface can be added, what customers want. We can talk to fleet operators about integrating with their existing system, telematics options, and how to download data. Ultimately, once security issues are resolved, operation via terminals, remote programming or operation via smartphone apps are all possible, along with features such as automated speed or motor output limiting and even driver curfews. But, says Tebbutt, this is not necessarily a priority at this stage of the project. Our main activities are simulation and control, and how the van will meet performance criteria. What may they want to change in the future? What are the necessary changes for production, and how will these affect performance? The impact of changes accounts for a lot of our simulation work. Ricardo Sprinter - a long history OBD in hybrids i-mogen HyTrans Efficient-C Integrated Motor Generator programme. Mild hybrid vehicle capable of achieving low emission output and fuel consumption, whilst not compromising performance or packaging. i-mogen was our first diesel hybrid, the project was started in HyTrans micro-hybrid diesel delivery van concept, delivering up to 21% fuel efficiency savings on a real world urban delivery cycle. HyTrans is 42V micro-hybrid, completed in A two year program that delivered a fullhybrid diesel demonstrator vehicle emitting just 99g/km CO 2 based on a fully featured Citroen Berlingo Multispace family car. 17

18 Hybrid & Electric Vehicle Technology EVAB2MS: Electric Vehicle Advanced Battery and Battery Management System Replacement battery pack for an existing EV which is lighter and stores more energy. A two-year collaboration between Ricardo, Allied Electric and Axeon with part-funding from the Technology Strategy Board. Project achievements The new pack gives 10% more energy with an 18% weight reduction and a 9% volume reduction. The pack is 94Wh/kg, a 35% improvement over the original pack. Vehicle top speed and acceleration improved. Vehicle range extended by 20% The project aim was to develop a replacement battery pack for an existing EV using more recent production cells combined with Ricardo s advanced battery management system. The Battery pack was designed and manufactured by Axeon and fitted by them into a standard production EV supplied by Allied electric. The new battery also integrates an automotive BMS developed by Ricardo, this works with multiple cell chemistries, has active balancing and delivers diagnostic and prognostic information to the vehicle control system. Testing showed this new battery gave superior performance, increasing top speed, acceleration and significantly increasing its range. SmartBatt Smart & Safe Integration of Batteries in Electric Vehicles The objective of SmartBatt is to develop and prove an innovative, multifunctional, light and safe concept of an energy storage system which is integrated in the pure electric car s structure. The main challenges of this smart integration is the combination of lightweight design with a high safety level against all kinds of hazards, the optimization of functions and the intelligent design of interfaces to various on-board systems. This is a European Union Framework 7 program. Project targets 15% lighter than a state of the art pack. Able to survive all the standard vehicle crash tests Low cost when produced in volume. This program uses the next generation of Ricardo s battery management system which is approximately ½ the cost of the system used in the EVAB2MS while having the same functionality. Within this program Ricardo was responsible for leading the cell selection process and was responsible for the final design of the modules that hold the cells. As part of this process Ricardo s cell and pack modelling & simulation software was extensively used, in particular to understand what type of cooling would be the most suitable for each of the cells. 18

19 Hybrid & Electric Vehicle Technology RE-EV Range Extended Electric Vehicles Ricardo have combined their extensive experience in hybridisation, plug-in technology, low weight engines and vehicle refinement to benefit the new genre of RE-EVs. A number of key challenges affect rangeextended electric vehicles in offering a practical package while also maximising electric vehicle operation. These have included the provision of acceptable performance when operating in extremely cold ambient conditions, in hilly terrain, at high speeds or in a battery deleted state to mitigate range anxiety. Through the integrated, systems level engineering of the range extended electric vehicle powertrain, genuine synergies can be realised in terms of thermal performance and the sizing and specification of key components such as the electric motor, battery system, transmission and mechanical flywheel. As the requirements from different manufacturers and their vehicle types, intended uses and mission profiles are so diverse, Ricardo have developed a simulation toolset to allow rapid optimisation of systems level components for RE-EV applications ensuring that customers receive the performance, driveability and useability they expect from their low carbon vehicle purchase. Effect of RE-EV engine power level 1.5 tonne MPV over aggressive OEM Mission Profile Charge Sustaining mode 10 deg C cold start Target 25 km EV range - achieved 25.5km Charge sustained with 39.5 kw AFS Trinity - Plug-in Hybrid Ricardo delivers AFS Trinity Power s Extreme Hybrid demonstrator vehicle in record time An advanced demonstrator vehicle developed by AFS Trinity and built by Ricardo under contract. The first vehicle to feature AFS Trinity Power Corporation s Extreme HybridTM technology. Plug-in hybrids offer the prospect of dramatically extending the all-electric vehicle (EV) mode of hybrid vehicles through the use of high capacity energy storage systems which can be recharged using grid electricity (typically overnight using discounted offpeak power). AFS Trinity Power s patent-pending Extreme Hybrid technology employs a proprietary dual energy storage system that combines Lithium-Ion batteries and ultra capacitors with proprietary XH power and control electronics with the aim of satisfying performance expectations of consumers and providing extended vehicle range in a highly energy-efficient and costeffective package. Looking to the future, AFS Trinity CEO Ed Furia said, Our primary goal now that we have succeeded in developing, demonstrating and testing the XH-150 is to license our XH system to automakers around the world who would like to have this exciting fuelefficient drive train in their vehicles, and who better to help integrate the Extreme Hybrid technology into the vehicles of the world s automakers than Ricardo. Ricardo responsibilities Integrating AFS Trinity s proprietary power and control electronics module into two 2007 Saturn Vue Greenline SUVs Incorporating off the shelf ultracapacitors and batteries selected by AFS Trinity Design and development of a completely new Ricardo transmission for the vehicles Modifying the host vehicles suspension and chassis control Vehicle build. Delivered ready for test in just five months The results of road tests carried out by AFS Trinity in December 2007 at Michelin s Laurens Proving Grounds in South Carolina are highly impressive. In simulated urban/highway conditions the XH-150 achieved an all-electric range of 41.9 miles and a top speed of 87mph. In acceleration tests the company reports an all-electric zero to 60mph time of 11.6 seconds. The most interesting 0-60 acceleration time, however, was that for the XH-150 in full hybrid mode, which was a stunning 6.9 seconds. 19

20 Hybrid & Electric Vehicle Technology TORQSTOR Ricardo Flywheel Energy Recovery System 3D CAE model of TorqStor s magnetic gear Torqstor Lower Cost of Ownership Machines Through Innovative Hybridisation Ricardo TorqStor is an advanced flywheel energy storage system that provides increased fuel efficiency at reduced cost when compared to other hybrid technologies. It can be applied to: off-highway machines, such as excavators and loaders on-highway vehicles, such as city buses, commercial vehicles and passenger cars rail locomotives, cranes and lifts A flywheel stores potential and/or kinetic energy that would otherwise be wasted through parasitic losses or braking to be harvested, stored, then returned to the drivetrain when needed to provide average fuel efficiency improvements of greater than 10%, sometimes substantially more. Flywheels are sometimes described as mechanical batteries, providing short-term energy storage for hybridisation but without the high cost, environmental impact or unfamiliar servicing requirements and safety considerations of supercapacitors and chemical batteries. Ricardo is addressing the off-highway sector as the first mainstream adopter of flywheel technology, and has already developed a 17 tonne tracked Display model of a 200 kj capacity TorqStor unit comprised of genuine machined parts fitted in a transparent casing enabling visibility of the highly innovative internal workings of the system (identical to those of the preproduction prototypes currently being prepared for delivery to key OEMand Tier 1 customers) excavator that validates the fuel efficiency improvements claimed. This machine was launched very successfully at BAUMA 2013 in Munich generating significant interest and is available for demonstrations. Such excavators typically operate over 12 hours per day and consumes fuel worth approximately 50,000 per year. Ricardo s TorqStor flywheel delivers a months payback on the incremental investment in a flywheel-equipped excavator over a conventional machine. Flywheel energy storage provides a more economic alternative to high cost electric hybrid systems such as those employing super capacitors, and overcomes end-users reluctance to invest in electric hybrids machines due to their poor resale values. A flywheel also offers a much smaller package size than cumbersome hydraulic (gas-spring accumulator) hybrids. Ricardo has invested over 7 years effort in developing flywheel technology to the point where it is proven. Significant development over the past year has evolved our validated prototype flywheel into a production-intent industrial design. Ricardo is not the only company developing flywheel systems, but it has the most industrialised design for real world deployment. For flywheels to be efficient they must operate in a vacuum to minimise losses due to windage (as their rotational speeds are usually high). Ricardo utilises a unique permanently sealed vacuum system that employs a geared magnetic coupling to totally eliminate rotating seals and vacuum pumps that represent single points of failure. 20

21 Hybrid & Electric Vehicle Technology The Ricardo permanent sealed vacuum system also provides for efficient field-service operations, as the vacuum cartridge containing the flywheel can be replaced without specialist tools or equipment as part of a normal service. The system has been designed to be maintenance free for a period of 2 years, requiring only swap out of the flywheel vacuum cartridge which itself is a factory refurbishable part in order to reduce end-user lifecycle costs. Ricardo has a number of patents granted and pending in relation to these aspects of the flywheel design, its integration with the machine/vehicle, its control systems and the processes by which it can be effectively and economically produced. COMMERCIAL EXPLOITATION OF FLYWHEEL Taking the opportunity presented by the off-highway construction market as an example, over 250,000 heavy excavators suitable for flywheel hybridization are sold globally each year. This opportunity is mirrored by a similar number of wheeled loaders. It is Ricardo s vision that a flywheel should be perceived as a simple mechanical fuel efficiency enhancement suitable for fitment to the mainstream majority of such machines. This represents a much greater business opportunity that of electric and hydraulic hybridisation approaches that are expected to achieve only marginal levels of market penetration. The illustration shown is designed to bolt to a offthe-shelf commercially available hydraulic pump/ motor, which enables it to harvest energy from the machine and return it back when required to improve fuel efficiency. Immediate production availability of these hydraulic pump/motor components means that flywheel is a technology ready for mainstream production deployment now. Ricardo is also involved in the integration of constantly variable transmissions (CVTs) to provide a mechanical (rather than hydraulic) means of energy transfer so as to address the broadest possible range of applications. A modular design approach also means that the core flywheel may be augmented with an additional rotating mass of advanced steel and carbon-fibre construction to scale its energy storage capabilities from 225kW (excavator application) up to 3MW (rail and mining applications). This provides flexibility for different applications without the high cost and protracted timescales of designing and validating different products for each application. Ricardo is actively engaged with a number of OEMs and machine/vehicle operators at present, and is leveraging our Performance Products operation to cost effectively produce early volume units. Ricardo s Performance products operation has proven itself successful at high quality and reliability low volume production of specialized components such as supercar transmissions and engines for Bugatti and McLaren, and differentiates itself through having the appropriate advanced assembly and production processes in-house so as to ensure quality and reliability. 21

22 Hybrid & Electric Vehicle Technology HyBoost - Intelligent Electrification A combination of low cost technologies used with a high degree of synergy to deliver micro-hybrid operation using a combination of gasoline engine downsizing and intelligent stop/start Key facts Downsized Gasoline Engine: Downsized, highly boosted gasoline engine gives improved fuel economy at low cost Downsizing results in operation at high load factor and generates high exhaust enthalpy E-Supercharger: E-Supercharger for improved transient response and potential to increase pressure ratio Low Cost Energy Storage: 12V AGM Lead Acid battery plus supercapacitors allows high current operation for engine stop/start and e-charger acceleration and supports micro-hybrid operating modes Compatible with existing 12V vehicle architecture Micro-Hybrid - 12V or 12+X belt mounted electric machine allowing: Engine stop/start operation Allows deletion of conventional starter motor Mild regenerative braking Efficient electrical generation Potential to deliver turbocompound electricity to crankshaft Mounted in position of conventional alternator Conclusions With this mix of proven or ready-forimplementation electric components, engine downsizing of 50% can be achieved without harming vehicle performance or driveability The Ford Focus vehicle used on the project achieved a CO 2 level of 99 g/km, and the project has identified opportunities for further reductions on CO 2 emissions C-segment car <100g/km NEDC CO 2 ; cost below Diesel Target Achievements: Base Vehicle (2.0 litre Gasoline) 169g/km Aggressively downsized DI, low loss engine -30% Add stop-start and 6kW re-generation -12% Taller gear ratios + gearshift indicator light -5% HyBoost vehicle 99.7g/km HyBoost is a research collaboration of Ricardo, CPT, Valeo, Ford, Imperial College and EALABC, co-funded by the UK Technology Strategy Board. Ricardo role is leadership, integration & control 22

23 Hybrid & Electric Vehicle Technology ADEPT ADEPT Advanced Diesel Electric Powertrain The ADEPT concept features Intelligent Electrification to deliver a very low CO2 mild-hybrid diesel C-segment vehicle Key facts: Programme targets: 48V mild-hybridisation applied to 1.5L Euro 6.1 Diesel, comprising: 75g/km CO2 C-Segment demonstrator vehicle (NEDC) 12.5kW 48V belt starter generator: Technology studies to show path to 70g/km - Improved stop-start operation At a cost/co2 ratio superior to full-hybrid solution - Regenerative braking The Advanced Diesel Electric PowerTrain (ADEPT) combines low-cost technologies with a high degree of synergy to reduce current class-leading C-segment CO2 emissions by a further 15-20% - Torque assist - Efficient electrical generation 48V low-cost advanced lead-acid battery Charge Air Cooler - High carbon battery to operate mild-hybrid duty-cycle without reduction in life 48V Water Pump 48V electric ancillaries EGR Cooler 48V Advanced Lead-Acid Battery Pack - 48V electric coolant pump - 48V electric oil pump ADEPT - Efficiency improvements from optimised flow and pressure control Advanced Diesel Electric Powertrain 1.5L Diesel 48V Oil Pump - Use of regenerative braking energy for further fuel savings Charge Air Cooler 48V Water Pump EGR Cooler 48V Advanced Lead-Acid Batter y Pack 1. 5L Diesel 48V Oil Pump 48V 12.5KW Belt Starter Generator 48V E-Turbine Final vehicle configuration 48V electric turbine LNT cdpf 48V 12.5KW Belt Starter Generator Advanced Diesel Electric Powertrain pscr ADEPT Advanced Diesel Electric Powertrain - Located downstream of standard turbocharger 48V E-Turbine - Capture exhaust waste heat for reapplication as torque on crankshaft LNT cdpf - Aftertreatment thermal management pscr m/adept Project co-funded by ADEPT Consortium partners Suppliers Advanced Diesel Electric Powertrain Consortium partners Project co-funded by Project co-funded by Consortium partners ADEPT Suppliers Advanced Diesel Electric Powertrain 23

24 48V Advanced Lead-Acid Battery Pack 48V Oil Pump 48V Water Pump Final vehicle configuration ADEPT Advanced Diesel Electric Powertrain EGR Cooler 48V 12.5KW Belt Starter Generator 48V E-Turbine LNT cdpf Charge Air Cooler 1.5L Diesel pscr Project co-funded by Consortium partners Suppliers Project co-funded by Consortium partners Suppliers Advanced Diesel Electric Powertrain Cooler 48V EGR Cooler 48V 48V pscr LNT cdpf Advanced Diesel Electric Powertrain Ricardo plc Ricardo: Engineering the low Innovative and cost effective solutions for all vehicle types Mass Market EV Technology Charging Infrastructure Energy Storage Breakthrough Plug-In Hybrid ADEPT Advanced Diesel Electric Powertrain Energy Storage Breakthrough Full Hybrid Micro/Mild Hybrid ADEPT Advanced Diesel Electric Powertrain IC Engine and Transmission innovations (gasoline/diesel/gas/renewa Charge Air 1.5L Diesel ADEPT Advanced Diesel Electric Powertrain Vehicle Weight and Drag Reduction Water Pump 48V Advanced Lead-Acid Battery Pack Oil Pump 48V 12.5KW Belt Starter Generator E-Turbine Final vehicle configuration ADEPT

25 Ricardo plc CO 2 vehicles of the future Fleet Average CO 2 Targets (g/km) Fuel Cell Vehicle Fuel Cell & H 2 Supply/Storage breakthrough bles/h 2 ) Mass market technology introduction 25

26 Intelligent Vehicles Technology Extending the electronic vehicle horizon with huge potential for fuel savings with minimal investment Ricardo connected services Ricardo provides connected services / solutions enabling you to achieve higher levels of quality, reliability and performance for your products / assets. We apply our expertise in engines, transmissions and automotive electrical / electronic systems to collect and comprehensively analyse vehicle data and identify both potential failures and opportunities for product improvement. Ricardo is well positioned to help you with your production, demonstration or systems development programme in all areas of intelligent connected vehicle technologies including active safety, telematics, sensor fusions, hardware integration and production level calibration. Ricardo has a track record of production solutions, advanced demonstrator vehicles and standalone systems covering: Vehicle to vehicle and infrastructure communications GPS 3D mapping to situational awareness Vision and radar sensor fusion Steer-by-wire and Torque Vectoring Crash avoidance Safety-Critical software and hardware tools and development Fault detection, tolerance and infrastructure data security Safe human-machine interfaces with speed and driving style feedback Key projects illustrating Ricardo connected services capabilities are described later in the section titled Ricardo Connected Services Showcase Projects. Connected services demonstration Ricardo s HyBoost vehicle demonstrator illustrates how a combination of low cost technologies can be used with a high degree of synergy to deliver micro-hybrid operation providing significantly improved fuel economies. We have equipped the demonstration vehicle with Ricardo s connected services technologies to show our real-time data acquisition and reporting capability. SARTRE Road train using vehicle-to-infrastructure and vehicle-to-vehicle communication Background steering, brake, active safety, cruise Increased driver and passenger technology comfort and convenience Vehicles and robotic systems working together provide larger Following vehicles are free to join Reduced accidents benefits than vehicles operating in and exit as required Autonomous road train isolation Maximum passenger freedom Benefits Maximum drag reduction Concept Reduced fuel consumption and A road train develops behind a lead vehicle utilising automatic greenhouse gas emisasion Improved traffic flow/journey times Partners Entering under manual control Exiting under manual control The research leading to these results has received funding from the European Community s Seventh Framework Programme (FP7/ ) under grant agreement n Autonomous Control Lead Vehicle 26

27 A classification and analysis scheme has been devised that allows threats relevant to Intelligent Transport Systems to be more readily identified, understood and addressed at an early stage Additional Ricardo Intelligent Vehicles Programmes facits: A suggested classification and analysis scheme has been devised that allows threats relevant to Intelligent Transport Systems to be more readily identified, understood and addressed at an early stage in the design process. This scheme encourages the consideration of threats that are potentially malicious attacks. This is a co-funded project with part funding from innovits. Project partners are Ricardo, innovits, Warwick Manufacturing Group, Association of Chief Police Officers, TRL, HW Communications and Autotxt CoDriver: An integrated system to improve vehicle driving safety has been developed using an off-vehicle system to collate data sources relating to hazards and traffic, data which can be transmitted to vehicles. Ricardo s role was in detailing the system requirements. Off-vehicle system collates data sources relating to hazards and transmits this to vehicles Smart electronic module presents hazard information to the driver in a suitable timeframe to allow a relaxed and controlled response System can be used to report hazards Partners: University of Warwick, Loughborough University Enterprise Ltd, Atkins Ltd, MIRA Ltd, Ricardo UK Ltd, AutoTxt Ltd. 27

28 Intelligent Vehicles Ricardo Connected Services Showcase Projects Information Enabled Control/Advanced Control Driver Information Systems Enhanced Driver Feedback Assessment of Driving Real-Time Advice Monthly Reports Green Routing Navigation Foot-Lite Foot-Lite seeks to modify driver behaviour to improve safety and reduce emissions through provision of feedback on driving style Background Typical real world fuel consumption figures can be higher than manufacturers official fuel consumption figures Individual driving styles have an influence on real world CO 2 consumption and emissions Average emissions can be reduced by encouraging enthusiastic drivers to operate vehicles closer to the current average Ricardo s role in this programme includes sensor fusion (radar, vision etc) and metrics to deliver driving instructions and analyse driving style, giving safety and CO 2 improvements. Concept Smart electronic co-pilot provides real-time guidance on efficient driving based on situational awareness Co-pilot can issue challenges as well as giving guidance Historical driving data can be transferred to a remote PC for further analysis Benefits Relatively low-cost co-pilot Can be fitted in the aftermarket Advisory nature of co-pilot will increase driver acceptance compared with interventional device (e.g. speed or acceleration limiter) Competitive nature of the challenges can make emissions reduction fun Partners 28

29 Intelligent Vehicles Semi-Autonomous Control Improved Vehicle System Management and Integration Using Electronic Horizon Data Longitudinal Control V2I/V2V Communications Intelligent Speed Adaptation Fully Autonomous Control Removing Driver Inefficiencies Lateral & Longitudinal Control Intelligent Traffic Management and V2I/V2V Communications Cooperative Control Strategies Sentience Improving fuel consumption and emissions through the use of telematics Expanded capability of existing vehicle features On-board computing integrated with web services to provide the vehicle with impending road environment information allowing vehicle to automatically maximize energy efficiency through: Improving Road Safety Reducing Congestion Telematics & ITS Demand for comfort functions Optimised engine load Managing energy storage and use more efficiently based on advanced knowledge of recharge opportunities Initial test results showing 2% improvement in fuel consumption for simple strategies with potential for 5% with more advanced strategies Optimised air-conditioning control Modifying air conditioning temperature set-point prior to temporary stops to enable engine stop-start Enhanced acceleration/deceleration Controlling vehicle speed to meet actual and virtual speed limits enhanced cruise control Initial measurements show savings of 5% to 24% during track testing Scaling this data to average vehicle usage on the GB roads gives a total estimated fuel saving of nearly 14% Real world road test (in evenings) has already shown a fuel consumption reduction of over 5% Reduced average speed and smoother driving Additional benefit of increased driver convenience Cutting Emissions/ Pollution DriveWise Steer-by-wire is a key enabler of fully autonomous control The Drivewise program has demonstrated the safety critical control of two safety relevant actuator systems (Steer-by-wire and Torque-Vectoring TM ) in such a way that the combined system is both suitably safe and integrated from a drivers and cost perspective. This means that where practical from a safety viewpoint, sensors and electronic control units are shared by the two sub-systems and some faults in one subsystem are managed at a system level by the other sub-system. The design process has been heavily automated particularly by use of the AutoFMEA TM tool which allows a safety analysis to be conducted at an early stage in the program and progressively refined during the program. The speed and flexibility of this tool allowed exploration of various design tradeoffs, allowing for example, the safety impact of sharing a sensor to be easily investigated. The Steer-by-wire system fitted to the vehicle has a mechanical backup to allow driving on public roads but normally operates in a true steer by wire mode. The Torque-Vectoring TM system works on the two rear (driven) wheels and allows complete control of the torque split between the 2 wheels (even if the input torque from the gasoline engine is zero). This means that the Torque-Vectoring TM sub-system is able to generate a yaw motion on the vehicle which is normally used to compliment the yaw introduced by the (front) steering. This capability for both systems to generate a yaw motion on the vehicle allows the use of one system as a backup for the other under some fault conditions. The system also includes redundant sensors, dual ECUs and a monitored ultra capacitor power back up system. In the event of a single failure, including power, the system can keep the vehicle under control and guide the driver to take appropriate actions. The cost effective design approach taken by Ricardo is essential for such systems to reach maturity in the automotive sector. Collaborative Project 29

30 Advanced Diesel Technology Advanced Diesel Engines Ricardo research programme exploring cost effective reduction technologies with no driveability compromise Syner-D Thermally optimised, torque boosted low CO 2 diesel A downsized turbocharged and supercharged Euro 6 diesel, using optimised thermal, air path and aftertreatment systems to target a 30% reduction in CO 2 with no driveability compromise relative to the V6 baseline vehicle Integrated technologies for cost effective CO 2 reduction Ricardo is the lead partner in the Syner-D research consortium Achieving European fleet average CO 2 targets relies on the mass-market adoption of low CO 2 technologies which requires commercially viable cost effective solutions that are available within a 3-5 year timeframe. Analysis by Ricardo indicates that deploying low cost technologies across a large number of vehicles is the most cost-effective method in reducing fleet CO 2, rather than deploying high-impact and costly technologies to a small fleet percentage. The Syner-D research consortium aims to demonstrate the CO 2 benefits of these technologies, whilst reducing tailpipe emissions and maximising vehicle driveability. SYNER-D Low CO 2 : No Compromise Key objectives reference to the baseline 3.0 V6 vehicle Achieve a 30% reduction in CO 2 Achieve Euro 6 tailpipe emissions To deliver equivalent driveability Key achievements More than 25% CO 2 reduction achieved to date 500 Nm peak torque target met Turbocharged and supercharged diesel Roller crank engine demonstrates technology and benefits SYNER Low CO 2 : No Comp As to be used on demonstrator vehicle 30

31 Advanced Diesel Technology The technologies deployed include: Downsized diesel engine (3.0 to 2.2 litres) 8-speed automatic transmission Stop-Start Intelligent thermal management including zero flow & high temperature control modes Coolant heat storage system Long and short route EGR SCR aftertreatment and dosing system Two-stage boosting (LP turbocharger and HP supercharger) Two stage water charge air cooling circuit, including an integrated HP EGR rail Prototype software and engine calibration to optimise with hardware fitted Advanced lubricants Roller bearing crankshaft (parallel activity to assess the benefits for reduced friction) Air system architecture driven by WAVE analysis The selected air path system utilises LP VGT turbocharger with HP supercharger, along with short and long route EGR coupled to a DPF/SCR aftertreatment system to give the best design to achieve emissions, CO 2 and performance requirements LONG ROUTE EGR CLEAN AIR IN CLEAN EXHAUST OUT SCR DPF DOC TURBO THEMIS ADVANCED LUBRICANTS DOWNSIZED ENGINE INTEGRATED INTAKE MANIFOLD + WATER CAC + EGR RAIL REVISED COOLING PACK PROTOTYPE SOFTWARE CONTROL SYSTEM SUPERCHARGER INTERCOOLER HST Programme power and torque targets have been achieved 500Nm target torque met by use of turbocharger and supercharger system coupled with engine calibration optimisation Supercharger control software written to utilise transient torque benefits of system for through gear acceleration and reduce periods of fuel limitation by increasing boost rise rates Corrected Brake Power [kw] Syner-D I4 Baseline 3.0 V Corrected Brake Torque [Nm] Engine Speed [rev/min] Conclusions CO 2 reductions of more than 25% have been realised, with further improvements expected Engine performance targets have been achieved, with a peak torque of 500Nm Using a high pressure supercharger solution delivers greater heat energy to aftertreatment components than would be possible with a twin turbocharged solution Advanced thermal systems offer significant benefits to cold start fuel consumption and emissions Dataset 1 Filename: Project: Engine No.: Build No.: Cell: Test Date: ETR No.: Test No.: Calibration: _ETR051_Power_Curve Realising the maximum benefit from a heat storage device over the NEDC cycle is constrained by present legislation. 2.2 I4 Baseline Emissions credits or a change 3.0 in V6 the Target [176kW] regulations to reflect real world usage would be advantageous to maximise both real world and homologated benefits Application of long route EGR in combination with SCR is a key enabler to achieve Euro 6 emissions without compromising CO 2 The Ricardo Efficient Calibration process, Q57077 SynerD Upgrade Syner-D 2.2 Supercharged ETR051 T001 P963F63_X1_SCR_Demo Full_Load_Power_Curve Full_Load_Po _SynerD_ETR051_ Page 2 - Full Loa with system level optimisation for SCR NO X conversion efficiency, has been used to capitalise on the application of an SCR system during engine calibration optimisation A demonstrator vehicle incorporating a high number of additional components has been designed and built within the original production package space Prototype software has enabled the integration of a diverse range of production components from multiple suppliers. 31

32 Requirements: both doors 700mm w x 300mm h Advanced Diesel Technology bonnet logo plus text and graphic above 700mm w x 500mm h boot requirs R logo and Ne0N 300mm x 300mm NZED - Near Zero Emissions Diesel SIZE 380mm X 100mm NZED Near Zero Emissions Diesel US diesel emissions (Tier2 Bin5) achieved without aftertreatment The NZED engine has a two-stage sequential turbocharger system using two variable geometry turbochargers (VGT) combined with an advanced EGR system. A smaller VGT turbo gives good transient response, but to achieve a high rated power output there is also a larger, low-pressure VGT turbo. Both the air and exhaust paths can bypass the smaller unit when necessary. With this approach, it is possible to achieve much higher levels of EGR, while still maintaining lean combustion. The engine develops 160 horsepower and 400 Nm torque, yet produces staggeringly low emissions: Engine-out NOx levels are 90 per cent lower than the Euro 4 base engine. Moreover, the engine delivers a fuel economy improvement of 5 to 10 per cent, countering the received wisdom of so many years that emissions reduction must be paid for in fuel efficiency. Using two VNT turbos does represent extra cost, but the project is still at an early stage. The technology Ricardo is applying here provides a rare example in which there is a genuine synergy between emissions reduction and fuel economy, while also offering a product with performance that is fun to drive. This gives far more value to the customer than simply having them pay for emissions reduction by filling the tailpipe with even more precious metal. This system can easily achieve Euro 6 without using a lean NOx trap. in order to reduce NOx. EGR coolers, super-cooled using an external water coolant circuit, ensure a dense low-temperature charge enters the cylinders. This cooling also makes it possible to achieve HPCC across a much wider operating range. As ever, Ricardo software played a major part in the development, a six-month WAVE study being undertaken before the project started. This modelled the air system and EGR, while VECTIS was used to analyse combustion. One approach investigated comprised a mini diesel oxidation catalyst integrated into the exhaust manifold for ultra-fast lightoff, a main oxidation catalyst, and a combined lean NOx trap (LNT) and diesel particulate filter (DPF) assembly. Although that may sound like a positive armoury of aftertreatment devices, the most significant gains are made at the engine-out stage. Highly pre-mixed cool combustion The combustion strategy (HPCC) combines improved air/fuel mixing strategies with ultra-high EGR delivery Key Features Two-stage series-sequential turbocharging and low pressure EGR layout Two-stage EGR cooling with separate low temperature circuit Ricardo air/egr path control and warm up strategies Ricardo advanced combustion system design HPCC Calibration strategy: Note: Ricardo is not applying a late combustion strategy and does not need calibration switching Closed-loop cylinder pressure control (CPEMS) Note: Initial test results shown do not require CPEMS Integrated PTC and DOC packaging Close coupled LNT and DPF Ricardo LNT control strategy with in-cylinder rich spike control Ricardo DPF control strategy Benefits High EGR delivery with minimum pumping losses Note: the novel layout is a critical enabler for US06 NOx reduction High EGR delivery with minimum pumping losses: all loads Transient boost and EGR control enabling low NOx with good drivability EGR tolerance - NOx and soot reduction Low NOx with good fuel consumption and HC controlled Robustness control and improved emissions, fuel consumption and noise control NMOG control <Bin5 NMOG and NOx control LNT rich operation with minimum impact to HC, soot, drivability and noise DPF soot control. Minimum KI factor impact due to DPF regenerations 32

33 Advanced Diesel Technology DI BOOST High performance gasoline direct injection concept The objective of the DI Boost project was to demonstrate the benefits of a downsized, turbocharged direct injection concept on a full scale application. The benefits of direct injection in combination with turbo charging have been demonstrated several times on smaller displacement 4-cylinder engines, as a viable alternative to medium displacement 6-cylinder engines. The DI Boost project demonstrates that the same downsizing benefits apply to a medium displacement 6-cylinder engine as a viable alternative to a large displacement V8 engine. The key achievements of the project were: Negligible change in performance compared with the larger displacement, naturally aspirated V8 baseline powertrain Improved fuel economy compared with the baseline (target 15% improvement) SULEV emissions potential Two prototype DI BOOST engines have been developed and combine the performance enhancing capabilities of modern valve actuation and turbocharging with the improved fuel efficiency and low emissions of gasoline direct injection. The engines are based on GM s global high feature 3.6L V6 engine. A premium sport brand vehicle is employed as the demonstrator platform. The first phase of DI BOOST, the design and procurement of prototype engines, was completed in January The next phase, which started in March 2006, concentrated on base engine calibration for best fuel efficiency and drivability. In parallel, vehicle integration was completed. Next steps focused on achieving SULEV emission levels via high-pressure start capability and split injection. Bosch provided the complete DI Motronic engine management system including the new, second generation direct-injection fuel system as well as ignition, air and exhaust control. Ricardo has contributed to the study using its expertise for prototype powertrain integration and providing base engine calibration work on modern engine dynamometers. Technical specifications: V6 3.6L SIDI twin turbo DI Boost Tremec T56 6-speed manual transmission Single mass flywheel made to suit clutch/transmission Netway box for vehicle ECU communications 380 hp 5,500 rpm 412 lb ft 2,000 to 4,000 rpm Intake and exhaust cam phasing with 50 degree authority Optimized inlet and exhaust cam events 10:5:1 compression ratio on premium fuel Forged pistons with catalyst heating crown feature Updated connecting rods Optimized intake manifold Twin Borg-Warner single scroll turbochargers Twin air to air charge air coolers Single Bosch HDPS fuel pump, 15 MPa fuel pressure, high flow multi-hole injectors 4-lobe fuel pump profile on exhaust cam Bosch Motronic MED9.6 EMS system 33

34 Advanced Spark Ignition Engines Advanced Spark Ignition Engines Extreme downsizing promises 27% fuel savings compared with current engine technology by combining the benefits of two- and four-stroke combustion EBDI - Ethanol Boosted Direct Injection Optimizing ethanol A unique collaboration between Ricardo and Growth Energy, is demonstrating the benefits of extreme optimization of ethanol combustion using Ricardo s EBDI engine technology. A highly optimized engine fuelled on ethanol can provide a cost-effective, low-carbon, high-fuel economy alternative to fossil fuel power. Ricardo s EBDI engine technology shows that even for larger applications, extreme optimization of ethanol combustion can enable engine downsizing of the order of 50 percent and still deliver substantial fuel economy and CO 2 emission improvements from a cost-effective, high performance and inherently low emission powertrain. Based on engine test work Ricardo has carried out a fuel economy improvement of up to 30 percent is possible with no loss of power or performance, by using a downsized EBDI engine in place of currently available gasoline powertrain technology. Ricardo s EBDI optimized fully flex fuel capable engine, developed from a production V6 gasoline unit, has been used to re-power two GMC Sierra 3500 HD pickup trucks, each with a kerb weight of some 2.7 tonnes (6000 lbs) and a towing capacity up to 7.5 tonnes (16,500 lbs). The project team selected these comparatively large vehicles as the basis for the programme in order to demonstrate the full flexibility of the EBDI engine concept. EBDI is applicable across an extremely wide range of vehicle types in essence, anywhere that higher blends of ethanol are generally available. EBDI: optimized power from renewable fuel Ricardo s EBDI engine technology solves many of the shortcomings of current generation flex-fuel engines, which are typically only optimized for gasoline operation and do not make full use of the properties of ethanol. Unlike existing flex-fuel engines, EBDI takes full advantage of ethanol s properties of high octane and latent heat of vaporization to deliver near-diesel levels of engine efficiency at substantially reduced cost. For example, a flex-fuel product derived from a standard gasoline engine might suffer a fuel economy penalty of about 30 percent when operating on higher ethanol blends such as E85. The Ricardo EBDI engine addresses this problem by being able to adapt its operation to offer fully optimized flex-fuel performance on any blend of fuel from standard pump gasoline to E85 fuel. It achieves this through the sophisticated application of the latest in boosting technologies, fuelling strategy and combustion control, matching the effective compression ratio and in-cylinder conditions to precisely those required for optimal performance and fuel efficiency. In doing so it offers exceptional fuel economy and high specific performance without the need for complex aftertreatment technology to meet current or planned emissions regulations. The results of test-bed evaluation of the EBDI engine already carried out by Ricardo have demonstrated the potential of this technology to deliver significant fuelefficiency improvements with uncompromised performance, in particular while operating on high ethanol blends. Ricardo is grateful for the additional support provided by partners Behr, Bosch, Delphi, Federal-Mogul, Grainger and Worrall Castings, and Honeywell. 34

35 Advanced Spark Ignition Engines EBDI Technical Specification Ethanol Boosted Direct Injection EBDI key facts Extreme downsized spark ignited V6 engine that is optimized for E0 through to E85 Diesel levels of performance from an extreme downsized SI engine Technology scaleable from small passenger car through to Class 6 on-road truck Applicable to on-road and off-road applications Technical specifications Extreme downsizing V6 3.2l SIDI twin turbo Cooled external EGR Optimized for E0 through to E85 900Nm on E85 770Nm on E0 Benefits for medium duty applications Simpler aftertreatment Low cost fuel system Less complex diagnostics Improved vehicle packaging BMEP extension Reduced total cost of ownership 35

36 Advanced Spark Ignition Engines SGDI Spray Guided Gasoline Direct Injection research Programme Project aims: Development of an ultra fuel-efficient combustion system tolerant to high amounts of diluents Maintaining gasoline typical low engine-out emission levels, including particulate matter Maintaining the cost benefit over Diesel combustion systems Key achievements: Un-throttled operation achieved over complete speed and load range Excess air ratio greater than 10 achievable at idle with excellent combustion stability Lean operation range investigated for loads of up to 10.5 bar IMEP with CoV in IMEP below 2% Lean operation on pump grade gasoline (RON 95), E85 and M30 in stratified mode Reduction of engine-out NOx emissions by up to 70 % through advanced injection strategies Reduction of fuel consumption of up to 30 % when compared to homogeneous stoichiometric operation BSFC lower than Diesel benchmark for loads up 11 bar BMEP over entire speed range Minimum BSFC achieved so far 214 g/kwh despite relatively high friction losses of baseline PFI engine Maximum brake thermal efficiency 39 % despite relatively high friction losses of baseline PFI engine Development approach: 1D and 3D Analysis using Ricardo WAVE and VECTIS Development of injection strategies for improved tolerance towards high diluents rates Effects of gasoline blends on engine performance Effects of injection strategies on volumetric efficiency Characterisation and modelling of FIE for pump grade gasoline (RON 95), E85, and M30 Optimisation of combustion chamber design (location of injector and spark plug, design of piston bowl) for stratified operation Thermodynamic single cylinder testing DoE type testing using Ricardo η-cal calibration tool Focus on stratified NA operation and lean boost operation Optical single cylinder engine testing LASER Induced Fluorescence (LIF) Measurement of liquid and vapour fuel phase for various injection strategies Particle Image Velocimetry (PIV) measurements to assess gas flow field High Speed Video (HSV) of injection and combustion process 36

37 Advanced Spark Ignition Engines Multi-cylinder development and testing Four cylinder turbocharged engine with SGDI combustion system developed for baseline PFI engine conversion Extension of lean operation range by lean boost operation and development of advanced injection strategies 37

38 Efficient Transmission Technologies Efficient Transmission Technologies Ricardo research programmes explore the next generation of transmission systems that deliver reduced fuel consumption and exceed consumer driveability expectations. High efficiency actuation of automated transmission technologies is a key area of development interest for OEMs, Tier 1s and their supply chains. Power consumption and parasitic losses associated with hydraulic actuation systems contribute significantly to real world and on cycle efficiency, whilst assembly and cleanliness standards lead to increased costs. Ricardo has developed an innovative high efficiency electromagnetic actuator that can be used in a number of automated transmission applications. This system has been demonstrated on an automated manual transmission (eamt) and is currently under development for use on a dual clutch transmission (edct) eamt Electromagnetically Actuated Automated Manual Transmission eamt electronic Automated Manual Transmission Based on Opel Corsa Easytronic 1.2 Uses Ricardo s novel direct drive electromechanical actuation system Retro-fitment to existing Easytronic gearbox for direct performance comparison Module package not the main focus System architecture and capability Combined linear and rotary actuator Reduced component count Fast response : 60ms step response Peak actuator force capability of 1kN 12V operation Multiplexed actuation Clutch, gear selection an engagement within single actuation module Shift performance metrics (interim 05/08) Clutch disengagement 90ms Torque Interrupt < 350ms Pre-cursor to Ricardo s edct demonstrator scheduled for Q Standard Easytronic Transmission retrofit module Ricardo Actuation Demonstrator vehicle Prototype actuation 38

39 Efficient Transmission Technologies edct Electromagnetically Actuated Dry Clutch DCT Summary Increasing the affordablility of high efficiency DCT transmissions using Ricardo s patented novel directdrive electromechanical actuation system for clutch & gear actuation Key facts Cost ~15% to 20% reduction System architecture and capability 1 actuator per clutch 1 actuator for gear selection(multiplexed) Fast response : 30ms step response Peak actuator force capability of 1kN Package comparable to hydraulics 12V operation edct electronic Dual Clutch Transmission Performance achieved Seamless shift time < 300ms 40W mean consumption over NEDC 1.6% CO 2 reduction over current BIC Multiplexed linear drive technology for rail & clutch actuation Innovative cooled dry clutch concept Multiplexed gear actuation module Hill-hold / antirollback concept Ricardo DCT control software Driveable demonstrator Q

40 Clutch Control Gear selection & Pre-Selection Coordinator Rail actuation Torque control Auxilliaries IO drivers CAN etc Diagnostic and I/O RTOS Efficient Transmission Technologies wdct Wet Dual Clutch Transmission Control Dual Clutch Transmissions (DCTs) offer efficiency benefits over other transmission types through automation and configuration advantages. Ricardo has developed its own control strategies as part of an internally funded R&D programme that have been implemented in a production level demonstrator as a development and learning platform for its global client base. DCTCONTROL DUAL CLUTCH TRANSMISSION The strategies and algorithms are currently being transferred into the next generation of DCT transmissions under development by clients globally in passenger car and truck applications as part of their efficiency improvement programmes. Overview Based on current production unit Ricardo rcube rapid prototyping ECU incorporated Ricardo proprietary DCT control software applied in place of standard production software Interface with PRND and instrument pack for normal operation Demonstrator objectives Provides an opportunity for clients to experience a tangible example of Ricardo s DCT control strategies & algorithms. Provides a suitable platform for implementation of further software developments. Supports Ricardo objectives in developing high efficiency systems for next generation transmission actuation. Provides a training and development tool for Ricardo and client engineers in support of transmission development programmes Steps To Realisation Production TCU modification PCB cover machined off Pins identified and wiring added to extract required I/O Unit re-sealed Transmission commissioning Vehicle harness produced connecting prototype controller to transmission I/O Sensors and valves characterised Software commissioning Ricardo generic DCT software employed Low level actuator controllers modified to suit existing hydraulics Transmission control calibration Gear and clutch actuation control calibrated to benchmark level 40

41 Sustainable Transport Sustainable transport in the 21st century Ricardo-AEA is an internationally-respected consultancy with more than 350 technical experts in the fields of sustainable transport, energy, climate change, air quality, waste, resource efficiency and economics. Together, we deliver the integrated solutions needed to address today s most pressing business and sustainability challenges. Ricardo-AEA s team of transport specialists works with a wide range of clients to achieve a sustainable, low carbon future for all modes of transport. Our expertise covers carbon emissions and air quality, vehicles, fuels and driver behaviour. Our work ranges from leading edge technical research to policy and strategy development. Policy support Ricardo-AEA helps clients to understand the impact of policy changes on their businesses and to have their voices heard by policy-makers. Ricardo-AEA is uniquely placed to help businesses operate in the context of a rapidly evolving policy landscape. Our expertise covers the transport and climate change policy landscape globally, including regulations on fuel economy, CO 2 emissions, air quality, safety, fuel quality standards and carbon pricing. To support our work, we use bespoke modelling tools, including the Sustainable Transport Model (SULTAN). This model, which was developed under a contract for the European Commission, has been applied in projects globally to analyse the potential impact of different technologies and policy pathways for all modes of transport. Impact assessment Ricardo-AEA s team of experts has extensive experience in quantifying the economic and social impacts of technologies, projects, strategies and initiatives. Coupled with our detailed understanding of the sectors and industries concerned, we are well-placed to demonstrate the corporate and wider societal benefits of green business. Sustainability strategy development Sophisticated businesses are increasingly taking an integrated, strategic approach to sustainability to protect them and their supply chains against environmental and reputational risk. Ricardo- AEA s in-depth understanding of low-carbon and low-polluting transport technologies makes us the partner of choice when seeking to identify areas of focus for reducing both emissions and costs. As a recognised market leader in the strategic analysis of sustainable transport solutions, we apply evidence-based analysis to develop informed strategies and action plans that improve the sustainability and cost effectiveness of our clients vehicles and fleets. 41

42 Ricardo Global Locations Ricardo s corporate strategy Ricardo is a global world-class, multi-industry consultancy for engineering, technology, project innovation and strategy. With a century of delivering value, we employ over 2100 professional consultants, engineers and staff world-wide. GLOBAL DELIVERY CAPABILITY Project Management Research & Development Mechanical Engineering Electrical & Electronics Computer Aided Engineering Test & Development Emissions Analysis & Management Policy & Strategy Development Economic Evaluation Data Management MARKET SECTOR Marine Clean Energy & Power Generation Rail Defence Agricultural & Industrial Vehicles Commercial Vehicles Motorcycles & Personal Transportation High Performance Vehicles & Motorsport Passenger Car Government Engines Driveline & Transmission Systems Vehicle Systems Hybrid & Electric Systems Performance Products Strategic Consulting United Kingdom United States Germany Czech Republic China India Japan Korea Malaysia Russia Italy GEOGRAPHY Environmental Consulting (Ricardo-AEA) Software PRODUCT/SERVICE Our people are committed to providing outstanding value through quality engineering solutions focused on high efficiency, low emission, classleading product innovation and robust strategic implementation. Our client list includes the world s major transportation Original Equipment Manufacturers (OEM s), supply chain organisations, energy companies, financial institutions & governments. Guided by our corporate values of respect, integrity, creativity & innovation and passion we enable our customers to achieve sustainable growth and commercial success. 42

43 Ricardo Global Locations Ricardo s global locations Local project delivery through Technical Centres in Europe, North America and Asia. Ricardo in Russia Moscow Ricardo US Chicago Technical Centre Detroit Technical Centre Ricardo UK Shoreham Technical Centre Midlands Technical Centre Cambridge Technical Centre Ricardo Prague Czech Republic Ricardo Deutschland Ricardo in Korea Schwäbisch Gmünd (HQ) Seoul Ricardo in Saudi Arabia Abu Dhabi Ricardo India Delhi Ricardo China Ricardo Japan Yokohama Shanghai With offices and technical centres around the world we can support projects locally and work closely with our clients wherever they are in the world. Ricardo in Malaysia Kuala Lumpur Global test facilities 78 Engine test facilities Steady state, semi anechoic and high dynamic test beds. Road Load Simulation (RLS), Constant Volume Sampler (CVS) and heavy duty transient capability. Performance and Emissions beds. Steady state and dynamic. Configurable to utilise advanced techniques such as auto-mapping and Vehicle Calibration on Testbed (VCOT). Durability beds configurable to undertake most current test sequences including those with thermal, shock and motoring stages. Operation on a 24/7 schedule as appropriate. Prototype manufacturing and assembly 7 Vehicle test facilities Fully equipped manufacturing and inspection workshops capable of with low-volume production capability. Emissions chassis dynamometers up to 150kW climatic capability (-25 to +40 C). Dedicated gasoline dilution tunnels, motorcycle emissions, durability and semi anechoic vehicle chamber for emissions testing, calibration development, NVH development and durability testing. Battery system development Ricardo has two Battery development centres, one based in Detroit to service the American market and one in England for the rest of the world focusing on the safe development of Li-Ion and NiMH battery packs. Driveline 2 and 4WD fully dynamic rigs, semi-anechoic chamber, gearshift durability, functionality and lubrication development rigs. Mechanical development Chemistry Full chemical capability. On- and off-line techniques (GC, MS, FTIR, TGA). Specialists in particle sizing (facilities incl. SMPS, MOUDI & Aerosizer). Intelligent transport systems Hardware in the loop (HiL) is used to replace or supplement the validation of ECUs & systems on vehicles or test beds. Comprehensive mechanical development capability on components or sub-systems. Component motoring (incl. engine simulator), tilt rigs (loaded and unloaded), torsional vibration, bending and fatigue, coolant and lubrication flow, hot gas rig, block testing, FIE 43

44 Contact Global point of contact: Neville Jackson Chief Technology & Innovation Officer T: +44 (0) F: +44 (0) E: Paul Rivera Managing Director - Hybrid & Electric Systems Business Unit T: +91 (0) M: +91 (0) E: [email protected] Sector focus Ricardo delivers increased value and sustainable solutions to a number of market sectors: Passenger Cars Commercial Vehicles Agricultural & Industrial Vehicles Motorcycles & Personal Transportation High Performance Vehicles & Motorsport Clean Energy & Power Generation Marine Rail Defence Government The information provided in this brochure contains merely general descriptions or characteristics of performance which in case of actual use do not always apply as described or which may change as a result of further development of the products. An obligation to provide the respective characteristics shall only exist if expressly agreed in the terms of contract. Availability and technical specifications are subject to change without notice. v20