auto motion Testing & Validation Testing still essential despite increasing use of simulation IAV Customer Magazine

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1 auto motion IAV Customer Magazine 03/11 Testing & Validation Testing still essential despite increasing use of simulation Topics in this issue include: New battery test bench in Chemnitz New foot for crash-test dummies 20 years of e-vehicle development at IAV Study on financing a recharging infrastructure for e-vehicles

2 Working with precision: IAV engineers at the engine test bench automotion Editorial 3 Dear Reader IAV s getting a new face and automotion a refreshingly contemporary layout. In redesigning our brand appearance, we have given our client newspaper a new look too. Our aim: to make coverage presentation even more appealing while also giving you a more enjoyable read. But without compromising on the high quality of content you are accustomed to. That speaks for itself. Ever since 2002, automotion has been informing you four times a year on IAV s activities and exciting developments in automotive engineering. A lot has happened in this time technology-wise and in our company: Because of the confidence you have shown in us, we can now look back on ten years of strong growth. This has made us one of today s leading development partners to the international automotive industry. This premium-provider claim naturally goes for our customer newspaper too: We want to give you, the reader, a clear thread that guides you through the topics we cover in every issue. This is why, from now on, automotion is appearing in magazine format. ing our high quality and depth of coverage either this is something our editorial team of proven experts will make sure of. And in future too: We ll be reporting on everything that will play a part in shaping mass production tomorrow and beyond. We wish you some interesting reading. We haven t changed everything, of course what has shown to work well in the past will be carried on in future too. This includes publication intervals: We will still be reporting four times a year on developments that move us and the automotive industry. And we won t be chang- Kurt Blumenröder President, CEO IAV GmbH Michael Schubert President, CFO IAV GmbH Dr. Rüdiger Goyk President, CHRO IAV GmbH

3 4 Contents automotion automotion Contents 5 8 New Testing Center in Chemnitz All set for the end of 2011: IAV s new test benches for alternative drives will be going into service 6 Topic Focus: Testing & Validation Testing will remain indispensable despite more and more simulations from p New Foot for Crash-Test Dummies Better protection concepts for the lower leg reduce injury risk Editorial Trends 16 Crash Planning Tool IAV uses database solution to plan tests more quickly and coordinate them better Topic Focus: Testing & Validation Interview with Thomas Papenheim: Testing Will Be Indispensable in Future Too Taking a Look Inside the Energy Storage System FOCAS Focuses on Oil Consumption Complexity on the Test Bench No More Collisions in Crash Planning Smart Foot At the Service of Safety Infotainment Systems under Test: Top-Level Investigation Work Criticizing Maneuvers in Test Vehicle Catalyst Aging in the Third Dimension.. 28 Let There Be Light in the Cylinder Seat Testing: The Reference Test Bench Is at IAV Dr. Johannes Liebl interviewed As if we d done it ourselves C4D Study: And Who s Going to Pay? Projects Ten Times as Fast A One-Stop Service Is What We Wanted International Development Work in the Project House Electric (At)traction About IAV Interview: Concentrated Expertise in Electromobility New Laboratory for Sensor and Actuator Systems News in Brief IAV Dates This is Where to Meet Us And who s going to pay? Study by IAV subsidiary Consulting4Drive on financing a recharging infrastructure for e-vehicles 20 Years of E-Vehicle Development at IAV automotion interview with Wolfgang Reimann, Executive Vice President of Electrics / Electronics and E-Traction, and Jean Wagner- Douglas, Head of E-Vehicle Projects and Fleet Operation

4 6 Driving Forces automotion automotion Driving Forces 7 Testing will be indispensable in future too IAV is highly respected as validation partner testing expertise is being expanded further still Thomas Papenheim is Executive Vice- President of Vehicle Safety and Exterior Development. In this interview with automotion, he explains the importance of testing in conjunction with simulation and against the backdrop of new technical developments, such as lightweight design and electromobility. What significance does testing have in today s automotive industry? Testing vehicles and components, of course, plays a vital part. Despite simulation continuing to gain significance over recent years, there s still no way round testing for obtaining reliable information. This is why it will remain a key component in the development process assuming it continues to move forward. Has the balance between simulation and testing shifted? Not only has the share of simulation increased over the last 15 years it s also become far more conclusive. This is why we really can replace testing with computer simulations in some areas, such as in vehicle safety. And it is meanwhile saving us the need to carry out all sorts of crash tests. On top of this, manufacturers want to develop new vehicles in ever shorter periods. This is something that can only be done if we can simulate as much as possible in the virtual phase of projects while at the same time reaching a high level of maturity. Beside this trend toward more and more simulation, the demands placed on motor vehicles have constantly grown and these have given rise to new questions the computer currently has no answers to. So, although the boundary between simulation and testing may, in fact, be shifting, new tests are also coming into play for new functions. So, work isn t likely to run out on us in the future either. Where are simulations still stretched to their limits today? Even today, simulations provide a highly conclusive basis for configuring structures. In other domains, like fuel spillage or some of the simulations in crash testing, they still don t provide the necessary accuracy. This is where tremendous importance is still placed on testing, particularly in terms of validation for satisfying statutory requirements. Testing will remain indispensable here in future too. What influence do the high-voltage systems in hybrid and electric vehicles have on testing and validation? Besides meeting specific stipulations, vehicles with alternative drives need to meet the same legal requirements as combustion-engine vehicles do. At the same time, though, they differ significantly in terms of weight and package. This means we need to broaden the perspective in our test-case approach. In the event of a collision, for instance, the risk of fire from an electric vehicle is far higher, and we need to rule out the likelihood of this happening as far as possible. This demands many additional tests from component level to the entire vehicle. And it also means we must constantly match our testing facilities to new requirements and situations. Lightweight design with aluminum or CFRP is a further trend. What effect is this having on testing? The bodyshell is a central component in our vehicle-development projects, with lightweight construction playing a hugely important part in this context because cars need to become lighter also for climate-protection reasons. At the same time, of course, passive safety still needs to be guaranteed. But lightweight design and vehicle safety needn t necessarily be contradictory. In the past, vehicles have become heavier and heavier because the demands on safety have continued to rise, making it necessary to integrate new measures and components, such as knee bags. When alternative materials are used to make vehicles lighter again, less energy needs to be discharged in the event of a collision which, in turn, reduces strain on the vehicle s structure. In testing, we re confronted with new materials with behaviors which unlike steel are still largely an unknown quantity for us. What part can development partners like IAV play in testing? To start with, we can take care of specific test cases on the carmaker s behalf particularly in relation to integrating alternative drives where we have a wealth of experience both in the e-drive segment as well as on the bodyshell integration side. Both fields of expertise can be intermeshed very well in testing. This is a service our clients also ask for, and we are currently working on a project of this type. Although manufacturers in many cases also attend to innovative aspects themselves, they are just as pleased to fall back on a partner with experience in the new field. IAV can offer its clients precisely this. How would you like to take your department s testing competency forward in future? In my department, we work on a broad range of different projects, from customized solutions to vehicle integration. For us, testing is a central component, and we will need to grow to keep pace with ever tighter statutory requirements and new trends. We are currently in the process of upgrading our crash testing facility to meet new demands from e-mobility. This is a continuous process of improvement. A challenge we are facing to satisfy the demands of future projects. thomas.papenheim@iav.de

5 8 Driving Forces automotion automotion Driving Forces Storage area Transmission test bench Cell test bench Control room Preparation zone E-motor test bench Battery-system test bench Taking a Look Inside the Energy Storage System An ultra-modern testing center is being built in Chemnitz with test benches for batteries, cells, e-motors and transmissions 9

6 10 Driving Forces automotion automotion Driving Forces 11 The end of 2011 is a very special date for IAV s battery experts. This is when a new battery test bench will be going into service at the Chemnitz operation. This can be used for conducting detailed measurements on the complex and sensitive energy-storage systems under a wide range of ambient conditions. It will also make it easier to calibrate the battery management system. We are treading new territory with the new test bench, says Daniel Tittel, head of IAV s batterysystem development team. For our studies, we have so far used the existing infrastructure and adapted it to our needs. The new facility is the first test bench that has been specifically designed from the very beginning for examining batteries and operation in the system network. The significance of electrical energy storage systems has grown immensely in recent years, a fact that is also reflected in the increasing number of client projects. The new test bench complements IAV s portfolio which also covers the development of battery management systems (BMS) and battery prototypes. On the one hand, investigations will center around the behavior of batteries themselves such as the way they respond to heat and cold, their power output in relation to temperature and the effects ambient conditions have on aging. On the other hand, IAV s experts also focus their attention on the battery management system (BMS). In addition to working correctly, calibration of this control unit also plays a crucial part in terms of the later performance of electric vehicles in future, at least part of this process is to run through automatically. From the Arctic to the Sahara: energy-storage systems in the climate chamber The new test bench will allow our engineers to test two batteries side by side and even handle bulky specimens without a problem after all, the high-performance storage systems for electric vehicles are much bigger and bulkier than the familiar hybrid batteries. In future, we ll be able to examine batteries measuring up to 2.9 meters long, 1.4 meters wide and as much as 1.2 meters high, Tittel reports. Apart from a few oddities, this will provide the capability of scrutinizing any traction battery from the passenger-car and light commercialvehicle segment. What is more, energy storage systems can be exposed to a wide range of temperatures on the new test bench this is particularly important because their efficiency varies significantly if they heat up or cool down by just a few degrees. Lithium-ion storage batteries work best at a temperature of about 30 degrees and still achieve a respectable life span, Tittel explains. In the new climate chamber, we can generate temperatures from minus 40 to plus 90 degrees Celsius for testing cold starts or examining self-discharge at high temperatures. In the vehicle, sophisticated cooling and heating makes sure the sensitive storage battery always works at its feel good temperature in most cases using air, a mixture of water and glycol or oil as coolant or heating agent. The new test bench is equipped for all of these different systems so that Tittel and his colleagues can examine virtually every case occurring in practice. Nothing remains hidden: sensors look inside every cell The test-bench sensor system reports exactly what is going on inside the battery: Sensors for measuring current, voltage and temperature deliver an initial picture of the component s general state. The engineers are provided with more detailed information by monitoring individual cell voltages up to 130 values after all. This allows us, for example, to measure the internal resistance of single cells, Tittel explains. The mark of a good battery is for the voltages in the cells not to drift very far apart under steady-state and dynamic load. The new test bench will in future provide the battery experts with two different ways of obtaining this information: They can either read the voltage values from the battery management system (BMS) or use their own sensors to determine them directly in the battery this opens up the capability of checking whether the BMS functions correctly. Checking the internal resistances is a particularly exacting test case. As the voltage sensors always measure the voltage drop across cell and cell contact, isolation of contact resistance from the cell s internal resistance is not directly apparent. Both values can only be separated from each other by comparing a cell-voltage model with several steady-state and dynamic battery load tests. BMS much easier to calibrate Correct BMS calibration is crucial to battery life and performance. This means: Part of the 1200 to 1300 parameters must be defined by conducting measurements on the cell as well as in the system a lot of work for the developers. The new test bench is designed to automate at least part of the calibration process. In conjunction with our cell test bench, we will be able to determine around 200 of these parameters with the new facility, Tittel explains. To do this, the test bench selects a number of temperatures and power outputs, with the BMS defining the correct values all by itself. For instance, activation of the cooling system can be parameterized automatically by simulating various load states and ambient conditions. In a learning mode, relevant BMS functions then automatically set the necessary cooling parameters for the vehicle that is being calibrated. A similar process takes place for calibrating aging models. In the near future, IAV s cell test benches will be extended by additional channels with a higher output for conducting studies into isolating the various influences of aging. This leaves the way clear for the objective of transferring power from the individual cell to the battery system. daniel.tittel@iav.de Test bench control and measurement data recording system Conditioning unit DC load unit Safety climate chamber Vehicle electrical system simulation Test specimen 1 Test specimen 2 The ultimate in modern measurement technology: the new battery test bench in Chemnitz leaves engineers wanting for nothing.

7 12 Driving Forces automotion automotion Driving Forces 13 FOCAS Focuses on Oil Consumption IAV develops better method for calibrating a mass spectrometer IAV s experts use a mass spectrometer to determine an engine s oil consumption How much oil does an engine use? How well does the crankcase breather work? Questions like these can be answered using a mass spectrometer. With patent pending, a calibration process from IAV significantly enhances measuring accuracy. The basic idea behind determining oil consumption is: Isolating gaseous molecules from the flow of exhaust gas and measuring them in a mass spectrometer that separates the various constituents using a magnetic quadrupole. Whereas this method delivers the concentration of oil in exhaust gas, we are interested in information on absolute mass flow, says Klaus Herrmann from Base-Engine Testing at IAV. Using calibration, we can compute mass flows from the ion concentrations measured. The standard calibration method used by IAV s mass spectrometer was unable to satisfy the experts demands: It heats compressed air to 300 degrees that passes to the mass spectrometer in the form of a constant volumetric flow. A defined mixture of oil and solvent is added to it and serves as a reference for calibration. Unfortunately, this always meant interrupting the measurement campaigns and modifying the engine, Herrmann reports. Apart from this, calibration used to take place at constant pressure and temperature whereas measured values are extensively governed by engine boundary conditions. Close-coupled calibration improves accuracy Exhaust gas Throttle Measuring point in the exhaust system Cartridge for solvent/oil mixture Calibration Heater Metering valve Controller This is why IAV specialists developed closecoupled calibration. Part of the exhaust-gas flow is drawn off and throttled to a defined volumetric flow rate. This eliminates the effect pressure fluctuations have on the values measured, Herrmann says. The entire path is heated to 250 degrees, with the calibration mixture being added directly to the exhaustgas flow. This measure does away with the complicated process of modifying the engine so that the system can easily be used for recalibrating any operating point. This saves us about half the time, Herrmann reports. Apart from this, the new method enhances calibration accuracy and, with this, the quality of measurement information. Because the method widens the system s measurement range to include higher temperatures and pressures, it is not only suitable for studying naturally aspirated engines but also modern supercharged spark-ignition and diesel engines as well as exhaust-gas turbocharger as oil users. Following 18 months of successfully using the calibration method which belongs to the FOCAS-1200-System (Fast Oil Consumption Acquisition System 1200), IAV has applied to have it patented. Further details: klaus.herrmann@iav.de Draw-off point with baffle plates Heizer Mass spectrometer Blow-by meter

8 14 Driving Forces automotion automotion Driving Forces 15 PS TC Results close to reality DA I1 DB I2 S1 S2 D2 Interlinked with other test facilities, the new system test benches deliver reliable results that produce a realistic picture. D1 TS2 TS1 Legend D1 Dyno 1 D2 Dyno 2 DA Data acquisition systems DB HV disconnection box I1 Sample inverter 1 I2 Sample inverter 2 PS DC power supply (source / sink) S1 Sample e-machine 1 S2 Sample e-machine 2 TC Test bench control systems TS1 Torque sensor 1 TS2 Torque sensor 2 Complexity on the Test Bench IAV is expanding its capacities for testing e-traction systems Electrification of the powertrain is making great strides. But how do you test systems of this kind? In addition to existing modern engine test benches adapted for hybrid drives, two test benches are being built at the Chemnitz operation that are equipped specifically for hybrid and electric drives. As such, IAV is responding to the growing number of client projects and expanding its capacities in the field of electromobility. The future is a highly complicated affair: Once upon a time, cars had a handful of electric components to support the combustion engine in future, volts and amps are set to take center stage. This will have repercussions for the work of IAV s test specialists: In the past, our job was to develop and study components, like starters, alternators as well as small e-drives for auxiliaries, reports Mirko Taubenreuther, head of the E-Traction System Development department. Then, it was all about individual parameters, such as efficiency or maximum power output. The straightforward times are over: In testing hybrid and electric vehicles, the focus is on the performance of a complex system made up of many different components battery, power electronics and e-motor must work together reliably and produce optimum results. Validating functions in the context of the overall system Numerous controllers, for example, make sure that the flows of energy in a hybrid vehicle are channeled in the right direction. Activating the electric traction system alone involves evaluating a stack of information before it can be enabled. Spread over many levels, these diagnostic results must then be processed, says Taubenreuther, describing the challenge. This is why it is so important to validate these shared functions for components in the overall system context. The overall system is also influenced by the effect of functions to protect the user and electric traction system, also beyond its bounds. The new system test benches will allow us to evaluate this overall system and its response to operating conditions, Taubenreuther says. For example, we look at how temperature affects the power output, life span and function of battery and power electronics. His team can now examine safety aspects too: What happens if a fault occurs in the high-voltage system? How does the power electronics respond to shorting? Does the system assume a safe state in a controlled manner? Bench testing saves time and money Questions of this nature relating to functional safety can save lives: With a voltage in the region of 400 V, the system in an electric vehicle must respond immediately if a high- voltage cable becomes detached and electrifies the bodyshell. To begin with, it is necessary to tame the electric drive s high dynamics. In theory, initial calibration could also be tested in a test vehicle, Taubenreuther says. We prefer to do this on our test bench. This also saves a lot of time and money. Analyzing complex systems in a prototype vehicle would involve the testers constantly having to recharge the battery. In the laboratory, electric energy is constantly available from a battery simulator. Although the battery supplies energy all the time, testing with a real high-voltage energy storage system of the type used later on in the actual vehicle is more realistic in specific test scenarios. This is why IAV colleagues use reallife batteries for specific measurements: For this purpose, they connect the test bench for the e-traction system to the neighboring airconditioned battery test rig. This link-up makes it possible to examine the traction system under virtually all operating conditions on a reproducible basis. This takes us extremely close to reality and gives us reliable results in all operating states, says Taubenreuther with a smile. The system test bench extensive coverage of a broad market This is also partly attributable to the design of the two new drive-unit test benches: They can cope with outputs of up to 150 kilowatts and speeds of up to 15,000 rpm. This provides us with a universal test bench that covers much of the market, Taubenreuther reckons. Most electric vehicles will come with a power output of between 60 and 120 kilowatts. And a neighboring transmission and powertrain test bench can also be used. The automation systems and the electrics simulation environment are on the cutting edge of technology as well simultaneous validation of drive hardware and software places exacting demands on both test bench components. But even the best technology is of no use without qualified staff this is why IAV has provided advanced training for the test-bench operators, prepared them for the complex task they face and brought in experience from previous projects. For IAV, these investments in personnel and technology provide the cornerstone for further expanding the e-traction business area. Based on existing cell testers together with the new battery and batterypack test benches as well as the ability to test electro-mechanical drive systems through to the gear output on new test benches, we can cover all function tests in the e-traction segment. Demand is growing all the time. All manufacturers are hard at work in this domain and we are looking forward to new client projects. mirko.taubenreuther@iav.de

9 16 Driving Forces automotion automotion Driving Forces 17 No More Collisions in Crash Planning IAV uses database solution to speed up test planning and improve coordination Crash tests need to be planned carefully to get the most out of test vehicles and testing facilities. IAV has developed a database solution that helps to generate the testing matrix and makes sure that the timetable is easy to follow and coordinate within a project and beyond project boundaries. Which tests are prescribed for approval in country A? What does country B demand? Can tests for approval in both countries be combined? It is questions like these that crash experts face when they prepare their tests. So far, this complex task of planning crash tests has been done by hand, with test engineers sometimes using their own terms to denote crash types. In part, testing is also planned on a decentralized basis which means there is no project-spanning access to deadlines and plans. Planning changes are difficult to retrace when various persons sit at their computers are work on documents at local level. IAV database with the wordings of dozens of laws Working together, Björn Unnerstall and Markus Rogner have developed a solution to the problem: Their crash planning tool is a database-assisted application that runs on a central server. Now, everyone can view all plans, allowing teams to plan side by side and, in an ideal situation, even use one and the same test for different projects, explains the IAV expert in crash calibration and sensor systems. The system also standardizes the terminology and layout of test plans. With data being held at a central point, retracing changes is not a problem any more either. The tool makes the engineers work a lot easier: The database contains the latest wordings of legislation and, using check boxes, testers can specify what they wish to test and for which country or region such as statutory or client specifications. The tool then delivers a list of suggestions, Unnerstall explains. This puts an end to the involved process of planning by hand, and it is much easier to construct the testing matrix in other words, optimize the way tests are spread over individual vehicles. Fast planning and better utilization of testing capacity The crash planning tool not only saves a lot of time but also reduces the risk of bad planning. A clearly structured timeline shows the engineers all project milestones and allows them to plan crash dates accordingly. We can get more out of the crash testing facility and costing is made easier too because behind every test there s a budget, Unnerstall says. In future, we also want to include tests with bodyshells or pedestrian protection tests, for instance, that take place before the actual crash. Altogether, this would further complement planning. bjoern.unnerstall@iav.de

10 18 Driving Forces automotion automotion Driving Forces 19 Premiere Smart Foot at For the first time, it is possible to measure angles in the dummy foot in relation to the lower leg, conduct movement analyses and infer injury mechanisms optimizing the development of concepts for protecting vehicle occupants feet and tibiae. the Service of Safety IAV enhances the dummy foot with the aim of improving protection for the lower leg Head and thorax are already well protected by belt and airbag. IAV engineers have now developed an innovative foot for crash-test dummies that is designed to improve protection of the lower extremities. Crash-test dummies save lives: Without using the high-tech dolls of steel and plastic, the developers would not be in a position to provide any precise assessment of the injuries vehicle occupants would sustain in an accident and of how well safety measures protect them. As a rule of thumb: The greater the accuracy with which a dummy models the human body and the more sensors it uses, the more reliable the information will be that the engineers can get from it. Spectacular crash tests use cutting-edge measuring equipment, such as high-resolution high-speed cameras, acceleration pickups and high-performance computers, for evaluating the data. New goniometric dummy foot for movement analyses In recent years, safety experts from IAV have improved a crucial part of the dummies that are commonly used: Their new goniometric foot emulates the human ankle in a highly realistic manner and is capable of making detailed recordings of the movements occurring in a collision. For the first time, it is now possible to measure the angles in the dummy foot in relation to the lower leg, explains crash-test expert Lutz Deneke from the Overall Vehicle Safety Development department at Gifhorn. Angle information provides the basis for conducting movement analyses and inferring injury mechanisms. This could help to configure the concepts for protecting vehicle occupants feet and tibiae (shinbones) more effectively in future. An important mission: With the introduction of safety belt and airbag, the head and thorax of vehicle occupants are nowadays well protected this is why accident experts are increasingly turning their attention to the foot because too many injuries are still occurring in the lower extremity zone. Concepts that protect the lower leg more effectively reduce the risk of injury and prevent serious injuries occurring in the event of an accident, Deneke says. Sensors record angles in the ankle Normally, the human foot can only be moved to a very limited extent in relation to the lower leg: The anatomy only permits low levels of rotation. Exceeding them in an accident, say can result in serious injuries. To date, it has not been possible to measure these movements in any detail in a crash test the dummies simply have not had the necessary foot sensors. This is why IAV s experts have been enhancing the feet of dummies since 2005 and fitting them with additional sensors. The latest version of the newly developed foot measures the three angles in the ankle using magnets and Hall sensors that can record the movements and send them in the form of a highly accurate digital signal to the measurement electronics. The ball-and-socket joint is equipped with a magnet, and the joint socket has a chip with a Hall sensor, Deneke explains. Movement of the joint alters the magnetic field in the Hall sensor, allowing us to obtain angle data. New foot version is even more realistic The foot s predecessor version did not use a Hall sensor but a potentiometer. As a result, this variant weighed about a kilogram 300 grams more than a natural human foot. This isn t a problem in most cases because the foot is only rarely hurled through the foot well, Deneke says. Benefiting from the Hall technology used, our new model only weighs 700 grams, allowing us to obtain measurement readings that are even more realistic. Having already been used in several crash tests, a patent is now pending for the artificial body part. The angle information provides the basis for precisely analyzing the tibia index used in the safety test, says Deneke, describing the benefit of the new development. The resultant insight is the key to developing concepts for protecting the lower extremities. The new dummy foot is easy to use The aim of development was to extend the performance spectrum of the 50-percent hybrid III foot by three items of angle information. The 50-percent dummy is a doll that was developed on the basis of body measurements taken by the US Army and said to be representative of half the population. The term hybrid relates to the design of the dummy that is made of steel and plastic. The new dummy foot can be used without any major effort: Comparing the dimensions of the conventional dummy foot and the new goniometric foots shows that the diameter has been widened from 60 to 94 millimeters, Deneke says. To use the goniometric foot, all that s necessary is to adapt the dummy leg flesh. The new body part, however, has no effect on the way the dummy s lower leg and foot are positioned in the vehicle. lutz.deneke@iav.de lutz.quedenbaum@iav.de

11 20 Driving Forces automotion automotion Driving Forces 21 Every project is different: IAV s experts constantly face new challenges in testing infotainment systems. In tracking down defects, they rely on their automobile expertise and a tried and proven testing process. They get assistance from the standard Quality Center tool from Hewlett- Packard that can be matched to the specific demands of any client. Top-Level Investigation Work How do you test complex infotainment systems? With a good measure of expertise and the right tools It is mainly the electronics that are responsible for the constant stream of complex challenges IAV s defect hunters face: New functions in navigation systems, telephone, radio and internet are increasingly elbowing their way into the vehicle and want developing and testing. It is important here for all components to interact correctly. For example, when a traffic announcement comes in while a CD is playing, the infotainment system needs to change audio sources straight away. And while this is going on, the driver might get a phone call that is put out through the speaker. Once phone call and traffic announcement are over, the system must continue playing the CD precisely the point it was interrupted at. Many components are required to work together in perfect coordination. Besides the new functions, the growing number of vehicle variants is also making the investigation work involved in locating faults a highly complex affair. This is why version management is a key task today: The test environments can be completely different from one vehicle to the next, says Dirk Mitzlaff, head of the System Integration department. Ten to fifteen versions for different countries and models are no rarity, and all of them must be tested side by side.

12 22 Driving Forces automotion automotion Trends 23 Broad expertise and cutting-edge tools Fortunately, IAV s experts are masters of their trade. In infotainment testing, our automotive expertise is particularly important for correctly assessing the complex links and functions of the hardware and software components involved, says Mitzlaff knowingly, who is a kind of chief investigator. Going it alone is not our thing: We work as a team within an efficient process that provides us with the capability of quickly localizing trouble sources. This tried and proven testing process guarantees the high quality of results and is extremely flexible: Our experts can match it to the requirements of each and every client. Needless to say, we use modern tools for troubleshooting, Henkel says. This is where the Quality Center (QC) from Hewlett-Packard comes in: QC is a platform that is used on a broad basis in IAV test projects. The program helps us take down evidence in all phases of the troubleshooting process from managing requirements to documenting faults. The test management system s consistent structure makes work very easy because data can be interlinked, Henkel reports. For instance, you can Ext. requirements management Requirements Requirements Structured project requirement Flow diagram of HPQC module Test Plan instantly see which tests have been done and what their outcome was no lead is lost. This is precisely what counts: In cockpit electronics we are confronted with many thousand functions which means that a single unit involves working through several thousand test cases, Mitzlaff says, doing the math. There s no way of keeping on top of this complexity any more with simple tables or improvised databases successful troubleshooting today demands the use of cutting-edge tools. Powerful standard tool can be tailored to individual needs IAV s test engineers have been working with the software for many years now and know the program so well that they can adapt it to suit any specific need. This permits a made-to-measure approach to any assignment: If clients prefer to use their own solutions for managing requirements or faults, IAV s test engineers can program the appropriate interfaces for such tools such as for the commonly used DOORS program. These aligned interfaces ensure that data or intermediate results can be reliably imported and exported at any stage in the development HP Quality Center as IAV test management Structured test cases TestLab Test planning TestLab Testing Validation in the vehicle / test station process, Henkel reports. This permits seamless test management not only for the cockpit electronics but also for engine management, transmission development and other vehicle functions. Besides link-ups of this type, the system also offers an implemented workflow for dealing with faults, say and assigns various roles and rights to its users. No fault is left uncovered Many factors play a part in hunting down infotainment defects: Outstanding expertise across the vehicle, process knowledge, clientrelated organizational knowledge as well as being in command of standard tools and being able to adapt them. This combination of skills makes sure that defects do not stand a chance in IAV s test projects. This keeps our clear-up rate at a constantly high level, Mitzlaff is pleased to say. We make sure no defects can creep into mass production. dirk.mitzlaff@iav.de thomas.henkel@iav.de Ext. defect management Defects Defects Defect management As If We d Done it Ourselves A man who s achieved and changed a lot: automotion talks to ATZ and MTZ publisher Dr. Johannes Liebl Former BMW manager Dr. Johannes Liebl worked for BMW until the end of February where he was responsible as Minister for Energy for the EfficientDynamics package. The new publisher of ATZ und MTZ spoke to Wilfried Nietschke and Steffen Lintz about his career at the Munichbased premium manufacturer, working with IAV and the future of the automobile. Dr. Liebl, what were the highlights in your many years of working at BMW? The most prominent highlight as engine developer was the Valvetronic, and as vehicle developer, the EfficientDynamics technology I had been working on during my last years at the company. I d been in overall vehicle development since 2003 where I was responsible for efficiency. We came to realize we not only needed to offer sporty cars but efficient ones too. And we also realized we couldn t do so by improving our engines alone. That s why, as Minister for Energy, it was my job to follow a strictly systematic approach in tackling he subject. How did your colleagues react to the new Minister for Energy? There was great opposition to introducing the start-stop system, for instance. Many colleagues felt it would be unacceptable to our customers. We introduced it, all the same but without backing from the Board, it would have been impossible. We took it into mass production in March 2007, and the EfficientDynamics concept has been with us ever since. Let us take a glimpse into the future. How will the electric motor in the powertrain change the combustion engine? The electrical energy storage systems will determine every aspect of development. If we had reliable and efficient batteries, we could make massive changes to the combustion engine. Because when do you need maximum power output on a journey? In most cases, you can manage on much less and if we were to configure engines for this typical power requirement, they could undergo radical change in relation to charge cycle, for example. The peak power output occasionally demanded would then come from the electric motor. On the other hand, the combustion engine is under discussion as a range extender for electric vehicles. Is there any particular option you favor for this function? I believe a three-cylinder engine provides certain benefits in respect of charge cycle it has the charge cycle of a six-cylinder engine and sounds good too. But whether we still need to pack as much technology into the engine as we do today, I can t say. Generally speaking, I m fascinated with keeping things simple, and a small internal combustion engine would also have a clear edge over a large one in relation to friction and heat loss. Where else do you seen challenges in electromobility? Recharging vehicles is still a problem that remains unsolved: In my view, you can t expect any motorist in this day and age to fiddle about and connect a vehicle to the power socket with a bulky cable that also gets absolutely filthy in winter. This is where other solutions need to be found and, for this reason, I see IAV s inductive charging system as being a highly interesting idea. The new propulsion concepts are presenting developers with immense challenges. How do you see the future of developmentservice providers in this context? All automobile manufacturers have got so much on their plates at the moment that it s impossible for them to deal with these challenges Dr. Johannes Liebl on their own this means support will always be needed from outside. This trend is not only being driven by new drive concepts but also by the new markets we need to offer separate derivatives for. When was your first contact with IAV? That must have been about It so happened that I d been invited to IAV in Chemnitz and discovered they didn t only work for Volkswagen. At the time, our calibration engineers were firmly convinced they were the only ones who could give an engine that typical BMW character. About a year later, we then tested the waters : IAV calibrated the BMW 316i for Greece and Portugal where motorvehicle tax was defined by engine displacement and we had to develop a special 1.6-liter engine because our 316 had a slightly larger swept volume. This was the first time BMW s engine people had worked with an outsider. And after two or three calibration loops, the car was wonderful to drive as if we had done it ourselves. wilfried.nietschke@iav.de

13 24 Trends automotion automotion Trends 25 And who s going to pay? The power companies also need to be involved in setting up a recharging infrastructure for e-vehicles Wishful thinking Respondents in the C4D study said they did not want to recharge more than four to seven times a month at most. But for a traveling radius of 80 kilometers they would need to recharge as many as 15 times. This equates to a full recharge every two days. The EU s MERGE project (web address: is looking for ways of bringing the European power grid into line with the needs of sustainable e-mobility. Integrating renewable energies and the widespread introduction of electric vehicles are facing immense challenges. IAV subsidiary Consulting4Drive (C4D) has analyzed the market and uncovered a funding shortfall running into the billions for setting up a recharging infrastructure. The German government is planning to get a million electric vehicles onto German roads by And other European countries have set their sights on a widespread introduction of electric cars over the next few years as well. At the same time, more renewable energy sources are to be connected to the power grid. On behalf of the German Renewable Energy Federation (BEE), the Fraunhofer Institute for Wind Energy and Energy System Technology (IWES) has worked out that in 2020 as much as 47 percent of our electricity will come from renewable energy sources. Are e-vehicles any good as mobile energy storers? Restructuring the supply of energy in this way will have huge impacts on the power grids which is why the EU has launched the Mobile Energy Resources in Grids of Electricity (MERGE) project. Within two years, 16 partners from research and industry in nine European countries will develop a concept for enhancing the European power grid. Together, they will demonstrate ways of using a smart grid to avoid physically restructuring the grid and the costs this would involve. This is where MERGE sees electric vehicles as mobile storage systems capable of cushioning weather-induced fluctuations in alternative power production despite the battery capacity of a million vehicles only being sufficient at most for five percent of electricity produced by renewable means. As project partner in MERGE, C4D has based its study on a clear market focus. This includes an analysis of the existing supply grid at filling stations and presents refueling habits as a basis for comparison with the future recharging process. In a representative survey carried out in Germany, Spain and the UK, the experts also examined how the future target group felt about the time and comfort aspects. Consumers want in-journey recharging times of five minutes For the German market, several aspects play a key part in making recharging equally as attractive for consumers as today s refueling process. With an effective vehicle traveling radius of 80 kilometers per battery charge, a recharging station should be available every 2.1 road kilometers. During a journey, charging should not take more than five minutes at home and at work, people accept times of between 15 minutes and three hours. Even fast charging a recharging concept that promises to shorten charging times to about 15 minutes by using high levels of current but is so far not seen as being ready for the market is felt by consumers to be too slow during a journey. Those interviewed said they did not want to recharge a car more than four to seven times a month at most, and running costs should also be at least 40 percent less than for a combustion-engine vehicle. The number of accepted monthly recharges differs dramatically from the charging frequencies currently necessary. For a cruising range of 80 kilometers, the battery would have to be recharged as many as 15 times compared with the four to seven times half of those interviewed said they were prepared to accept. This equates to a full recharge every two days. How can consumers be motivated to take part? And a further challenge comes from cruising range: Battery capacity is only sufficient for a few kilometers which consumer would be prepared to act as a mobile storage unit and make part of this energy available to the power grid ( Vehicle2Grid ), additionally increasing charging frequency? This is precisely what MERGE wants to encourage, though. Low running costs could provide such motivation: In terms of consumption, motorists only expect costs of 6.23 to travel a distance of 100 kilometers in an electric vehicle instead of for the same distance in a combustion-engine vehicle. Although current figures proceed from 6.26 per 100 kilometers and thus satisfy expectations this analysis not only neglects possible future taxes but also fails to include the investments necessary in recharging infrastructure. Constructing the charging points will cost as much as 8.2 billion Going on the assumption that the average cost of a conventional i.e. slow charging point will be 7,250, the funding shortfall becomes obvious: An investment volume of 806 million is needed to provide a density of one station every 2.1 road kilometers in Germany. An infrastructure for accelerated charging at an average price of 12,425 per charging point would cost up to 1.4 billion. Today s filling stations, however, do not just provide one pump but an average of six. Translating this service into the provision of charging stations with the necessary charging duration alone speaking in favor of such a consideration, the necessary investment would even rise to 4.8 billion for a slow, and to 8.2 billion for a fast charging infrastructure. Neither case includes installation costs and annual servicing. Who will foot the bill? But which stakeholder in the system of energy companies, grid operators, charging-point providers, vehicle manufacturers and consumers is supposed to pay for this? The Fraunhofer Institute predicts that investment costs will be passed on in the price paid at the recharging point of 42 eurocents to 13.2 eurocents per kilowatt hour. No later than here will the question arise as to profitable business models. The return on investment from individual charging points is likely to be low if only a few vehicles are spread over a dense network of stations, and if motorists also expect lower energy costs than they are currently accustomed from their filling stations. Based on the assumption that a public charging point is frequented by three vehicles a day and each vehicle tops up a partially charged battery with a further 15 kilowatt hours, an electricity price of 20 eurocents per kilowatt hour will produce an annual turnover of just 3,300. A decision as to which market participant will pick up the cost of charge losses will also be needed. The field test conducted by a car magazine revealed that charge losses of up to 30 percent could be expected for a smart electric drive on account of the need to cool the battery. From today s perspective, these costs would have to be carried by the consumer. MERGE: Savings through the smart grid Despite these questions, the MERGE concept could still prove to be an altogether workable solution on account of the minimal grid modifications it involves. A smart grid is to provide the basis for simulating a uniform European power grid and reduce the need for physical changes to the grid. The cost saving for the grid operator could be used for closing the gap in the business case. The MERGE project also makes an important contribution toward setting technical standards in developing a payment system, for example. Developing a business model for a dense network of recharging stations with competitive energy prices and reducing the necessary charging time while increasing traveling radius continue to remain key fields of action. s.fengler@consulting4drive.com n.hartmann@consulting4drive.com

14 26 Elektromobilität Projects automotion automotion automotion Projects 27 Assessing Maneuvers in the Test Vehicle Automatic test-drive evaluation avoids costly repeat runs Test vehicles are precious goods: There only come in small numbers and involve a lot of work in getting them ready before each test drive. All the more tragic if results are shown to be unusable after a test. IAV has developed an automatic maneuver assessment tool for testing driver-assist systems that tells test drivers whether they have kept to the rules immediately after testing. Driver-assist systems need to provide reliable recommendations or even make decisions in complex situations. Before they go into production, this is why safety-critical components are thoroughly tested with only some of the measurements being possible in the laboratory: New functions, like adaptive cruise control or lane departure warning systems, are based on a network of different systems which is why they can only be tested in combination, explains Jan Obermüller, Technical Consultant in Test Methodology at IAV. In practice, this involves our test pilots driving a test vehicle over thousands of kilometers in road traffic or on test tracks. Test drivers must complete maneuvers as accurately as possible While test-driving, pilots work through a catalog of scenarios in which driver-assist systems must demonstrate correct behavior in response to any driving situation. A scenario of this type, for example, may involve approaching a truck from behind, decelerating in a defined manner and then tailing at a constant distance, Obermüller says. IAV has developed this test catalog over a period of many years, and it contains a wide range of critical situations, such as road works or driving into tunnels. In test driving, it is important for drivers to follow the prescribed sequence as closely as possible. If they stray from it too far, the test is not conclusive and must be repeated but to date, this is something drivers have only been able to find out after the test run. Just imagine, you get back to the office in the evening, evaluate your data to discover that some of the maneuvers need repeating, Obermüller says. In the meantime, the test vehicle may easily not be available any more making it extremely complicated to repeat the run. Evaluation Automatic evaluation immediately shows the engineers whether the scenario driven is suitable for testing the driver-assist system. To avoid this, Obermüller has developed a system that immediately compares a completed maneuver with the specifications, telling the driver in traffic-light form whether everything has gone as planned. Green denotes everything OK, red means Please repeat. If the yellow symbol shows, testers need to take another close look at target and actual values and then decide whether to repeat the test. Automatic evaluation of the driving maneuver only takes a few seconds and avoids nasty surprises later on when it comes to analyzing data, Obermüller is keen to add. Straight after testing, we know whether everything has gone to plan. Precision test-drive measurement Before setting out on a test drive, the test driver opens the test brief that describes the maneuver in writing and may also include a sketch. Obermüller s system also provides the driver with a computer animation of the scenario. This improves understanding and avoids driving errors, he explains. Now comes the test. During the maneuver, sensors record the movements made by the test vehicle and if necessary also by other vehicles. Movement measurement is based on absolute coordinates (such as GPS or a reference system on the test site) and relative coordinates (from radar or laser sensors, for example) or a combination of both. Testers can also use data, such as road speed and acceleration, from the vehicle s diagnostic system. Needless to say, no test driver can take the vehicle through the prescribed maneuver with millimeter accuracy which is why the automatic evaluation process is designed to tolerate faults: To begin with, the system filters unavoidable noise out of the data measured and fills in measurement gaps on the basis of intelligent interpolation. This delivers actual values of good quality. Are the traffic lights on green? Target values are resident in the computer and divided into phases, such as approaching, slowing down and tailing at constant distance. Many typical situations can be configured for these phases using five to ten parameters, Obermüller explains. Once the measured values are in hand, they are compared with the reference target: From the permissible target scenarios including given tolerances the computer searches for the maneuver that goes best with the measurement. By way of result, automatic evaluation provides a target scenario with the best possible set of parameters, Obermüller says. Proceeding from set thresholds, it then decides whether the driving maneuver came close enough to the specifications with the traffic-light system showing green, yellow or red. As a result, the engineers know straight away whether the driven scenario is suitable for testing the driver-assist system. Besides saving time, the system also comes with another advantage: It helps inexperienced test pilots to improve their skills. Young drivers, in particular, benefit from the direct feedback evaluation gives them, Obermüller says. jan.obermueller@iav.de

15 28 Projects automotion automotion Projects 29 Catalyst Aging in the Third Dimension IAV examines local aging in catalysts and provides new approaches to realistic accelerated-aging methods for three-way catalytic converters Just how well a three-way catalytic converter works over a vehicle s lifespan depends on many different factors that need considering in ever-shorter development phases. IAV applies various methods of assessment for measuring aged catalysts and improving aging techniques. Automobiles need to be clean and stay that way over their useful life. This is the job of the exhaust-gas aftertreatment system, in the case of spark-ignition engines, usually a threeway catalytic converter (TWC) will be used. It converts nitrogen oxide into nitrogen and water, carbon monoxide into carbon dioxide as well as hydrocarbons into carbon dioxide and water. The vehicle s on-board diagnostic system (OBD) monitors whether it continues to perform as it should even after many years and high mileages. If catalyst performance deteriorates too far, it generates a fault message, and the vehicle is checked through at the garage. This is theory in practice, though, diagnosing catalyst performance properly is not that easy because there is no way of measuring catalyst conversion performance directly. This is why the TWC s oxygen storage capacity (OSC) is measured as an indication of its efficiency. An oxygen sensor upstream of the catalyst and a second sensor downstream measure the oxygen component in the flow of exhaust gas and use the difference between the levels they measure to determine how much oxygen the catalyst can store. Just as conversion performance, the resultant OSC value falls in relation to life or stress duration, providing a measure of the catalyst s current state. This correlation, however, is not necessarily linear, making it necessary to examine the different catalyst functions on a selective basis. In terms of configuration, it must also be remembered that sensors only monitor a small part of the catalyst. Accurate three-dimensional picture of aging The diagram on the right shows three catalysts that have undergone aging in different ways. To obtain a more accurate analysis, the catalyst monoliths were cut into slices, with ten samples being taken from each slice. Oxygen storage capacity and the light-off temperatures (TLO) of carbon monoxide, nitric oxide and propene were determined on IAV s synthetic-gas test benches. TLO is the temperature at which 50% of the particular exhaust-gas component is converted. These individual values now provide us with the basics for obtaining an exact three-dimensional picture of conversion rate and oxygen storage capacity, says Dr. Matthias Schmidt, development engineer and specialist in catalyst chemistry. An on-road endurance test vehicle has a conversion or OSC profile differing from that of a burner-aged catalyst for example, Dr. Schmidt states. We also have indications to suggest that even the consumer s general driving behavior is reflected in the catalyst s aging profile. The reasons for inhomogeneities occurring in the catalyst aging profile are many and varied. Local temperature maximums in the catalyst can be just as responsible for uneven catalyst stress as uneven distribution in the exhaust-gas flow, Dr. Schmidt adds. Optimized accelerated aging as an important tool in configuring exhaust-gas aftertreatment These findings are essential to develope realistic and reproducible accelerated aging processes. Catalysts are exposed to different gas compositions at high temperatures, provoking deterioration in conversion and oxygen Upstream Downstream OSC for fresh catalyst Manganhaltiger Kraftstoff storage capacity. Realistic, rapidly aged catalysts are required for developing vehicles in the context of exhaust-gas aftertreatment (EGT) and on-board diagnostics. During the advanced-development phase, vehicle-aged catalysts are often not available for calibrating and validating EGT and OBD. This is where use is then made of rapidly aged catalytic converters. To avoid iterations in EGT and OBD, and cut development costs, these catalysts must, of course, age in the same way as the catalysts used later on in consumer vehicles for aftertreating exhaust gas. Being familiar with the processes involved in aging helps us develop a time-saving ovenaging method that ll allow us to deliver realistic and reproducible aging results, says Dr. Methe, head of Exhaust-Gas Aftertreatment Concepts for SI Engines. He continues to explain that oven-aging is far quicker in producing catalyst damage and, in particular, a damage profile similar to that resulting from standardized engine test-bench aging over a period of a hundred hours. But IAV s catalyst specialists are focusing their attention on optimizing test-bench aging too. Although the oven is capable of generating heat-induced catalyst damage in a highly selective way, oven-aging can only reproduce chemical contamination to a limited extent. We are currently taking a dual-track approach: OSC for burner-aged catalyst OSC for test-bench aged catalyst While improving our oven-aging technique by introducing additional gases into the catalyst, we re also helping our clients to achieve realistic accelerated aging on engine test benches, Dr. Schmidt comments. Costs optimized by even in-vehicle aging Analyzing the three-dimensional damage pattern in the vehicle can also open a window for the manufacturer to optimize costs. Highly uneven catalyst aging resulting, for instance, from an unfavorable flow of exhaust gas can produce inhomogeneity that results in an unrepresentative assessment of OSC and thus in an unnecessary garage visit. Using the described method of showing the catalyst in 3-D, IAV is able to identify inhomogeneities of this kind, make any necessary adjustment to oxygen-sensor positioning, adapt oxygen storage capacity or, by optimizing layout, reduce the precious-metal load and thus costs. dr.matthias.schmidt@iav.de dr.henning.methe@iav.de OSC Increase Increase

16 30 Projects automotion automotion Projects 31 Let There Be Light in the Cylinder Optical measurement techniques show developers the course of the mixture-formation process and how temperature is distributed in the combustion chamber. Laser-induced fluorescence (LIF) provides valuable data IAV uses the endoscopic version on the full engine Advance developers of vehicle engines must be able to look into the future and also inside the cylinder. Using cutting-edge measurement technology, IAV s gasoline-engine experts can do both. In particular, optical measurement techniques give them valuable information from inside the combustion chamber that can help them to cut fuel consumption and CO 2 emissions. We re working on concepts that ll reach the development department in two to three years at the earliest before we then see them enter mass production a further two to three years down the line, explains Michael Günther, head of IAV s Gasoline Engine Thermodynamics department. The strategies we re examining include refining engine downsizing with mean pressures of up to 30 bar, enhanced gas exchange and lean-burn concepts. IAV believes in lean-burn concepts Above all, Günther sees further advances being made in lean-burn engines these have an air-fuel ratio (lambda) of greater than one. This is the most consistent way to improve the thermodynamics of an engine, the expert says. It takes them close to the efficiency of the diesel while retaining all the advantages of the gasoline engine, such as quiet combustion through to high engine speeds. Under the Quality Controlled Gasoline (QCG) heading, IAV is pulling all the stops in this domain. Compared to a conventional engine with stratified charge, QCG has made it possible to achieve fuel savings of between five and ten percent in the NEDC. Günther expects even better savings in everyday driving: 15 to 20 percent driving at moderate speeds and as much as 30 percent with a foot pressed on the gas. Ignition, though, fails to work without further ado since spark plugs expect a lambda of between 0.7 and 1.4. At a higher value, the mixture must be rich enough at least in the area around the spark plug. Yet excessively rich zones in the range of lambda = 1 such as for a classic stratified charge with spark-plug ignition generate NOx concentrations that are unacceptably high in exhaust gas. So richness must be further reduced within the local mixture zone as well and this can only be done with an alternative ignition system, like corona ignition. We achieve this optimized local mixture zone with several successive short injections, says Günther. We also need to be sure we find the optimum position for the injector and corona igniter, select the appropriate type and also get the spray cone parameters right. Testing is the only way we can tell whether this works in practice and this is where the modern optical measurement technique comes into play: Günther s department was well-appointed even before, being able to look into the cylinder with Doppler Global Velocimetry (DGV) and the quantitative light sheet method (QLS). DGV uses the Doppler effect to measure flow fields on a spatially resolved basis. QLS evaluates the raw DGV data further and provides the capability of simultaneously visualizing spatial distributions of droplets using scattered light. This, for example, shows how the fuel s liquid phase is distributed in the combustion chamber. LIF helps to provide new insight With laser-induced fluorescence (LIF), tracer molecules added to the fuel are excited by a pulsed UV laser, making them fluoresce. Using a special tracer pair, we can even obtain separate recordings of the fuel s liquid and vaporous phase, Günther happily reports. This method also allows us to detect the distribution of oxygen, making it possible to measure the distribution of residual gas in the cylinder. Temperature distribution in the combustion chamber can also be recorded to locate knocking points and pre-ignition centers for example. The fluorescence light even shows the course of the flame front. Few modifications to the system even provides the means to ascertain soot distribution (Laser-Induced Incandescence, LII). The laser makes the particles glow and the intensity of heat that is radiated lets us determine the distribution of soot, Günther reports. These are important pieces of information because from EURO VI gasoline engines will also be required to meet ceilings for particulate emissions. With our measuring system, we can now study the entire mixture-formation process, from the point at which fresh air flows into the cylinder right to the distribution of different substance concentrations and temperature in the combustion chamber, Günther says. IAV as a user of endoscopic LIF IAV has chosen an endoscopic version of the LIF technique: The developers do not need a transparent engine any more to see inside the cylinder a conventional full engine with two bores at an angle of approximately 90 degrees is now all that is needed. The laser goes into one orifice, the other holds a camera endoscope for measuring fluorescence or soot radiation. This takes us far closer to reality, says Günther with a smile. With transparent engines often only having one cylinder, we can examine complete engines with all of the interactions that go on between the cylinders. Thanks to LIF, LII, DGV and QLS, he can now measure almost everything that happens inside the engine and look that bit further into the future. michael.guenther@iav.de

17 32 Projects automotion automotion Projects 33 A One-Stop Service Is What We Wanted IAV tests new infotainment systems fitted in VW vehicles as part of model improvement Engine test bench now replaces test track: Leaving IAV s developers to manage with fewer prototypes and save no end of time Ten Times As Fast IAV stokes up the speed of calibration using full-vehicle simulation Answering growing engine-development demands in a conflict between system complexity and development resources, IAV s now establishing full-vehicle simulation in the calibration process. Using an IAV simulation program, developers can examine concepts and also work on calibration tasks. Paired with the engine test bench, full-vehicle simulation allows our calibration engineers to balance the engine s control units in dynamic operation while doing without any test vehicle whatsoever. So far, calibration engineers have had to use roller dynamometers or test tracks if they have wanted to include dynamic processes, such as changing operating modes or catalyst heating, while cali brating engine control units. But for cost reasons, the manufacturers are providing fewer and fewer test vehicles, with only very few prototypes of particularly exclusive models ever being available in the past anyway. With this dearth not applying to engines why not put the engine on a dynamic engine test bench and fool it into thinking it has got the rest of the vehicle too? Virtual test vehicle on the engine test bench The approach taken by the team under Olaf Kannapin, head of SI-Engine Production Cali - bration, is this: The electric-load unit on the engine test bench and the test engine are controlled by VeLoDyn IAV s MATLAB / Simulink-based software tool capable of simulating all parts of the powertrain in real time. This means there is no need to perform any vehicle measurements on the test bench for simulating the driving cycle. The properties of the virtual vehicle such as exact transmission behavior are prescribed by the calibration engineers using map models in the form of Excel tables or, if necessary, by following model-based physical approaches. Once the test vehicle has been configured, VeLoDyn gets on with the testing despite standard cycles, like NEDC and FTP75, being resident in the software, customized measurement cycles can be imported too. This allows us to achieve an extremely high level of reproducibility and gives us defined bounda - ry conditions at all times, Kannapin says. And we re far more efficient in the measurements we do: Instead of one exhaust emission test a day, we now manage ten. As the boundary conditions are defined, it is also possible now to integrate advanced testing methods, such as DOE, into the calibration process and use them for dynamic applications. Future technologies The new approach cuts costs and is extremely flexible: Our engineers can also use the software for simulating components that do not even exist yet the electronics of a planned hybrid vehicle, for instance, or new vehicle/ transmission variants. This way, for instance, developers can generate a calibration concept or measure emissions even before the first vehicle leaves the prototyping department. Diverse applications Resolutely simulating the entire vehicle on the engine test bench permits a wide range of applications. In addition to controlling emissions, for example, it is also possible to calibrate diagnostic functions and examine them for robustness to different driving behaviors. Application for the fully monitored generation of limit catalysts is an option too. olaf.kannapin@iav.de Wolfsburg, Fallersleben district: It is in one of Volkswagen s laboratories that Andreas Reckewerth and his team test the Group s infotainment systems. There are over a hundred test benches and the electronics experts also use them for testing products that will only be going into VW vehicles in a few years to come. State-of-the-art technology support them in the work they do: Most tests run through fully automatically. Computers feed the components with data. Robots work the buttons, simulating the settings made by the later user. Video cameras film the instruments and displays that are then evaluated by computer. A lot of work for this goal: Making the technology work reliably under all circumstances, in all countries and in all vehicle variants. IAV has been supporting Andreas Reckewerth and staff since May: A team headed by Dirk Mitzlaff is responsible for testing new software and hardware that will be used in existing VW vehicles in the course of model improvement from Polo to Touareg. In this automotion interview, Reckewerth and Mitzlaff report on the background behind the Test Center Infotainment (TCI) project and the progress being made. How did the idea of working together come about? Mitzlaff: We started supporting Volkswagen at the TCI back in Last year, we also took over project management and overall testing in two projects on improving radios and navigation systems. After working well together for so long, we wanted to take on more responsibility in an entire project. As Volkswagen develops its new products in house, we now take care of model improvement. Reckewerth: With new functions being developed in ever shorter times, we were stretched to our limits after all, VW wants to become the world s number one which is why we re having to work on more and more projects at the same time and tend to more and more models. So we started to look for a reliable partner who s on top of the technology and knows the processes at VW. IAV qualifies on both counts, and that s why we launched this project, which for now is limited to one year. How does this cooperation work in practice? Mitzlaff: VW provided up with five testing stations that took us just a few days to set up in Berlin. We use them for testing infotainment-component communication and the HMI. So we don t examine individual components, like the instrument panel the specialist departments do that nor do we have anything to do with integration in the overall vehicle because that s left to the Electronics Test Center. Our job is to carry out testing at the level in between. In other projects we develop the specs for new functions and hand them over to the component suppliers in other words, our work takes place at the beginning and end of the process. Reckewerth: This is precisely the one-stop service we wanted. Consolidating these activities in IAV s hands will improve efficiency and reduce process costs. It is, of course, a new experience for both sides but we put our heads together beforehand and worked out the best possible basis for transferring activities: defining tasks and responsibilities as well as interfaces for communication and contact persons. That s paid off: To my mind, cooperation is excellent and has met all our expectations. The strain has been removed from us and we ve been able to make the potential savings we were hoping to. Do cooperation arrangements like this exist with other development partners? Reckewerth: No, we only work with IAV on this sort of basis. And if we can, we d like to carry on until production of this generation of infotainment systems comes to an end. That will be in What challenges await testing experts in future? Reckewerth: We are seeing complexity explode as a result, for instance, of new driver assist systems, extended navigation capabilities, new instruments in hybrid and electric vehicles as well as incorporating new devices, like ipods. All of these functions, and the way they interact, need testing used in VW vehicles from 2012, we ll need to check some 19,000 requirements for the Modular Infotainment System (MIB) alone. There s no way we can do this by hand anymore which is why automatic tests are becoming increasingly important. Mitzlaff: And this is where experience will continue to play a huge part. There are some faults that occur in very specific situations time and again pitfalls like these are only familiar if you re an old hand in this domain. Reckewerth: That s right. IAV has a wealth of experience here and in developing electronics generally. It s because of these skills that we know they re the right people to take full responsibility for testing in model improvement. dirk.mitzlaff@iav.de

18 34 Projects automotion automotion Projects 35 International Development Work in the Project House IAV was involved in working on the new VW Passat for China cooperation on three continents The body of the new Passat for the Chinese market was developed by VW Shanghai on behalf of Volkswagen AG and acceptance-inspected in Wolfsburg. Production will take place in China. IAV was also involved in its development, creating a special infrastructure for intercontinental collaboration. A success story: This international cooperation project ran like clockwork. Based on the sister model for the US market, Volkswagen presented the New Passat to its Chinese customers in April. IAV was part of the project: The vehicle s superstructure, including bumpers, fenders, body styling parts, doors and flaps, was developed in Gifhorn. For the doors, IAV was also involved in generating the documentation VW used for selecting suppliers. Mixed German-Chinese teams in Gifhorn The joint project started at the end of Volkswagen saw very good potential in the IAV for a joint activity with Shanghai Volks - wagen, reports Dirk Dohemann who managed IAV s part of the project. We re a proven partner that has a good knowledge of the processes involved which is very important for the release stages. But this was no routine project for IAV s developers: Its customer was Volkswagen in Shanghai, production will be taking place in China whereas data were approved and released by the engineers in Wolfsburg so the new Passat for the North American and Chinese market was born on three continents. The German developers and their Chinese colleagues operate together the Project House at IAV in Gifhorn where they worked as Simultaneous Engineering Teams (SETs) on the body-in-white or body styling parts, for example. There were two spokespersons for each SET, one from Shanghai Volkswagen and one from IAV, Dohemann says. Completely screened off from the outside, a dedicated computer network was also set up that the Chinese engineers could use too. All parties involved were on board every step of the way Intensive communication was necessary between the German and Chinese teams as production demanded more than the usual coordination: Because although the Passat for the Chinese market and the US model were to be as identical in design as possible, allowances had to be made for local specifics. The mentality at the two sites is different, Dohemann says. Plus the fact, there are differing approaches, for example, in the methods used for producing and assembling components. Yet the aim was to keep production as identical as possible on both continents to cut costs and make sure parts can be interchanged if the need arises. This is why every modification request from China had to be discussed with the partners in the US and also approved by them. A feat the developers successfully pulled off: At the end of the day, there were just a handful of market-specific differences. Dirk Dohemann draws a positive balance for the joint activity: Cooperation was excellent and we had no problems with differing mentalities on the German, American and Chinese sides. IAV played a large part in optimizing lightweight steel body Not only was organizing the project a challenge. So, too, was the vehicle s engineering for IAV s developers. The new car, for instance, was to be as light as possible, making it fuel-efficient, and also come with a high-quality line-up on the safety and ride comfort front and all at lowest possible cost. On top of this, the lightweight steel body was simulated and optimized for safety with support from IAV s computation department. A comparison of virtual simulation and real-life collision on Volkswagen s testing ground showed a very high level of conformity, as did comparing stiffness and strength computations with test results. The project has since been successfully completed, having gone into production on both continents. But we ll also be staying on board during the year, Dohemann says. This way, for example, we can be of assistance should further support be necessary after the start of production. In the meantime, the car has also made its debut in public: At the beginning of January, the US version had its premiere at the North American International Auto Show in Detroit, presented by CEO and President of Volkswagen Group of America, Inc., Jonathan Browning. Chinese consumers were able to admire their Passat after it was presented to the press and dealers in April at the Shanghai Motor Show. heike.doersing@iav.de, thorsten.lahmann@iav.de

19 36 Projects automotion automotion About IAV 37 Electric (At)traction MUTE concept vehicle captivated audience at IAA Motor Show Visitors took the joint Bayern Innovativ Innovative Bavaria booth by storm at the IAA Motor Show in Frankfurt: MUTE, a lightweight and inexpensive electric vehicle, proved to be a real crowd puller. And IAV played a major part in developing it together with TUM (Munich University of Technology) and nine other partners from the automotive industry. There was constant huge interest here on the last three days, reports Steffen Lintz, head of IAV s Munich operation. Even on the first day, visitors not only included radio and TV reporters as well as trade journalists but also numerous board members from major car manufacturers. They had all come to inspect the booth s highlight: MUTE. The electric city runabout has been developed since mid-2010 by a consortium led by TUM and is packed with technical innovations but the completely roadworthy prototype was still ready in time for the start of the motor show. Not only did Lintz team play a key part in making this possible but also IAV s Body Development department: The design provided the basis for constructing the frame in Munich. During the project, IAV also stood by the university in an advisory capacity, contributing expertise from areas like electromagnetic compatibility (EMC) and highvoltage electrical system safety. Benefiting from this professional support, MUTE was able to reach an astonishing level of quality and therefore attract huge attention even alongside the automobile manufacturers concept vehicles. Listen to the way the doors close or take a look at the gap widths even now, MUTE gives the impression of being a fully-fledged vehicle, says Project Manager Martin Whitcombe. Everyone of distinction came by on the first day The experts attending naturally wanted to get a good look at it for themselves, with numerous top decision-makers from the automobile industry paying MUTE a visit during the show. BMW s majority shareholder Susanne Klatten came to the booth on the very first day and spent no less than three quarters of an hour inspecting the vehicle in every detail as joint owner of SGL Carbon, she was particularly interested in the lightweight aspect. Visitors of this caliber show how well MUTE is going down with the experts, Lintz is pleased to report. And Ms. Klatten wasn t the only one everyone of distinction came to see us on the first day. Funding is to be requested before the end of 2011 from the German Research Ministry for the next vehicle generation involving BMW and Daimler. And, needless to say, we re also extremely keen to be involved in taking MUTE forward, Lintz says. steffen.lintz@iav.de The Reference Test Bench Is at IAV Seats are more than a wire frame with a cover and need to be meticulously tested as complex equipment elements Head of department Dr. Holger Pastillé is responsible at IAV for interior, seats and accessories. He explains why testing seats is a real challenge and which test benches IAV uses and develops itself to do this with. Which tests do you put seats through? One of the most important tests measures the strain on the seat surface using a buttock mockup. But we also examine the seat adjustment mechanism and the Easy Entry seats from Volkswagen and their suppliers that are designed to make it easier to get into two-door cars. Everything needs to work properly without wear throughout the vehicle s life. To do these tests, we have numerous test benches, some of which we have developed ourselves. A huge effort that s meanwhile paying its dividends: Our test benches are turning out to be really big sellers we have received inquiries from numerous interested parties who want to buy them. This mainly relates to the Endurance Strength 2 which is used for testing the durability of a front seat with the buttock mock-up. We have a unique selling point here: The test bench is provided with facilities that allow us to meet all of the conditions prescribed in the testing specifications. That may only be a minor detail, but it makes a major difference leading clients to say: The reference test bench is at IAV. What other highlights do you have in your laboratory? We have a test bench, for example, that provides the capability of determining the compensating force for a ratchet-type seat adjuster. These forces are recorded in the endurance test and evaluated. And all under climatic conditions, of course: The inside of an automobile can easily heat up to 80 degrees if it stands in the sun. This is repeated several thousand times to measure durability. The test runs day and night and lasts for about a week. At the end, we can see from the computer whether the forces from the test specification have been met. If we identify wear or sluggishness during the test, we look for the causes and give the client a recommendation on how to rectify the problem. What else do you scrutinize? Play and stiffness measurements are also another interesting aspect: When a product is new, everything s tight and nothing moves about. But over time, a certain play is inevitable. And we measure this too: First on a new seat that then undergoes other tests. At the end, we examine play and stiffness once again. This enables us to draw conclusions on how the seat will behave when the car is ten years old or more. The analyses we perform generally focus on durability also because comfort is so hard to measure objectively. Apart from this, durability is becoming more and more important in general: When I started out in the automotive industry ten years ago, a vehicle was designed to last for ten years. Shortly after that, the German automobile industry formulated the goal of making vehicles last far longer. This naturally stepped up the requirements on seat testing. Do you have a favorite test bench? As head of department, I m particularly proud of our latest test benches. As these are largely secret, though, I can only give you a few details: In future, we will be moving more into material testing which will allow us to examine the durability of seat covers, for example we have developed something new. We will also be able to simulate endurance testing in the laboratory and are currently in the process of working on a project for a seat heating test bench. And, finally, we are also working on a new test bench for endurance testing seat-height adjustment that comes with all sorts of interesting features such as adjustable lever speed. But as I said, the details are secret. Why does IAV develop these test benches itself at all? IAV has been in the business for many years and our technical consultant with over 15 years of professional experience knows exactly what can happen to a seat. In other words, we know seats inside out we use this incredibly broad knowledge for our test benches so we can give our clients the best possible service. And they are well aware that the seat is one of the main psychological criteria in buying a car. A crucial but often underestimated component then? Precisely! That s something I had to learn at the beginning as well: For me, seats used to be wire frames with a bit of foam and a cover over them something absolutely unspectacular. Then I delved deeper into the subject, and today I know: The seat is one of the most complex components in the entire vehicle. And that also means that we need complex tests for it. holger.pastille@iav.de

20 38 About IAV automotion automotion About IAV 39 Concentrated Expertise in Electromobility Interview with Wolfgang Reimann and Jean Wagner-Douglas on 20 years of developing e-drives at IAV For some years now, manufacturers have increasingly been working on developing vehicles with electric drives. As a development partner to the automotive industry, IAV is involved on the cutting edge. Which projects did IAV start out into electromobility with? Reimann: From 1990, IAV was initially involved in developing the Golf CityStromer. The City- Stromer was engineered on the basis of the second Golf generation, with the Golf 3 taking over as the platform from Unfortunately, the Golf 3 CityStromer was only built in a small batch of 120 units and sold primarily to energy suppliers. What was the reason for its low acceptance on the automobile market? Reimann: Back then, just as today, the main problem with battery-powered electric vehicles was their limited range on account of the battery s low energy density compared with gasoline and diesel fuels. Extending traveling range means installing larger batteries, while accepting a significant increase in weight and space loss. But the battery s energy density can also be improved. A major advance on the energy-density front came with the advent of the lithium-based storage battery. Wagner-Douglas: In 1999 IAV started out with projects on developing e-vehicles with lithiumion batteries, such as for a vehicle with wheelhub motor, and for a minivan. Our job involved designing and positioning new components and assemblies, like the battery and battery cooling system, designing and installing the low-voltage and high-voltage wiring harnesses, adapting the control system software, vehicle calibration and constructing prototypes. We then saw a surge in development from 2008: Resulting from growing discussion about reducing CO 2 vehicle emissions and higher oil prices as well as pressure from governments, the OEMs felt obliged to do more in driving forward the development of e-vehicles. Since then, IAV has completed several projects for concept and production vehicles with electric and hybrid propulsion. Are there any particular challenges in developing electric vehicles? Reimann: In developing e-vehicles, the manufacturers have, on the whole, so far integrated e-traction components into conventional vehicle architectures to put it simply, they fit an e-motor and battery instead of combustion engine and tank. But to exploit the benefits of the electric drive concept in full, an e-vehicle needs to be completely re-engineered starting with the chassis, the e-motor and the traction battery and extending right through to the auxiliaries, such as motor and battery cooling systems and passenger-compartment air-conditioning, as well as the control system software. An integrated concept should be provided for the electric vehicle as early as the design stage. Wagner-Douglas: Over recent years, we have built up a knowledge base and development potential that allow us to turn this integrated concept into reality. Some 250 development engineers at IAV are currently working on electric and hybrid projects for various OEMs. Recently, we set up our third battery laboratory and a test bench, the only one of its kind, for testing electric and hybrid drive systems. Today, IAV has the expertise to develop an all-new electric vehicle from the concept phase and prototype to the start of production and field support. Has IAV also developed any concepts of its own for electromobility? Wagner-Douglas: We produced the Rolling E- Chassis concept study in which we can demonstrate the technical feasibility and savings potential for future-proof universal chassis for various e-vehicle concepts. This e-chassis provides the basis for exploiting innovative system-optimized e-drive concepts, making it possible to produce a significant number of thoroughbred e-vehicles both quickly and cost-effectively. On top of this, we have also invested a lot of development work in concepts for various e- drive components. One example being IAV s DrivePacEV80 electric drive unit, a compact module comprising electric motor and two-speed transmission. Given its modularity and scalability, the drive unit can be used in various vehicle categories from class-a microcar to compact-size category C of either axle-hybrid, range-extender, battery-powered or fuel-cell type. Reimann: A further focus is on concepts for the electromobility infrastructure. Our project on inductive energy transfer aims to improve the ease, reliability and convenience of supplying electric cars with power in future. Instead of using a cable at the recharging point, charging current is transferred to the battery without making contact and without plug and cable across an air gap between the induction surfaces in the vehicle floor and in the road. This would completely resolve the cruising-range problem electric vehicles face because the induction surfaces can be integrated in any roadway, and a vehicle can in principle even be supplied with power on the fly. wolfgang.reimann@iav.de, jean.wagner-douglas@iav.de

21 40 About IAV automotion automotion About IAV 41 New Laboratory for Sensor and Actuator Systems News in Brief IAV expands capacities in Ingolstadt Staff at IAV s Ingolstadt operation moved into new premises in August where, from the fourth quarter, they will have a modern laboratory for sensor and actuator systems at their fingertips. Benefiting IAV s southern German clients in particular, it will continue to expand in the next few years. In future, though, alternative drives are likely to take on growing importance at IAV s Bavarian site too. Getting even closer to the client that is what IAV s staff at the Ingolstadt site want to do. Which is why they moved to a new office building in the Bavarian town of Gaimersheim in August. The industrial estate there is just a few minutes drive from the technical development center of our client, Audi. And with the regular service provided by the shuttle bus, we can easily be at our contacts there whenever we need to be, explains Office Manager Martin Petermann. We re convinced these short distances will be a real boon to the work we do together. Projects growing all the time IAV has had a branch office at Ingolstadt for as long ago as Back in those days, cooperation started with a cockpit development project, and the mechanical development experts can also look back on a long history of working for the premium manufacturer from Bavaria. Over the years, this cooperation has flourished, with the office in Ingolstadt growing all the time, recalls Roland Pöppl, Senior Project Manager at Ingolstadt and Petermann s predecessor as office manager. Today, IAV experts are in demand in many different domains: engine and transmission calibration, electronics development, cooling and airconditioning as well as sensor and actuator systems. Following the move, the sensor and actuator system experts will be the ones to benefit from the optimized working conditions most: From the fourth quarter, the new site will have a laboratory providing the capability of measuring every conceivable component in detail and under a wide range of different ambient conditions. Initially, the focus will be on all sensors and actuators to do with the engine like throttle valves, EGR valves, pumps, turbocharger actuators, temperature, pressure and position sensors, Petermann reports. Thanks to a universal electronic reader, there is hardly a component the new laboratory will not be able to focus on. We can export and evaluate all sensors and actuators in the engine, the office manager is pleased to report. Later on, we want to expand the lab, and also put sensors through their paces from the bodyshell, chassis and the exhaust system. Troubleshooting and avoiding problems in production In the new laboratory, Petermann s team will be able to study sensors and actuators at temperatures as low as minus 40 degrees and as high as 150 degrees Celsius. It will also be possible to measure components at a wide range of different humidity levels. We have climate cabinets we can produce all manner of temperature and humidity profiles in, Petermann explains. This also helps us when it comes to troubleshooting: In the lab, we can simulate every situation sensors and actuators are likely to be confronted with in the vehicle too. This not only helps the experts in analyzing problems with the tests they perform, we also set out to avoid later failures. We help manufacturers and suppliers develop robust components, Petermann says. For instance, we get initial samples ready to go into production, compile requirements specifications and assess the quality of potential suppliers on behalf of our clients. Setting up the new laboratory in Ingolstadt is no coincidence: IAV has been assisting the premium manufacturer for years in the field of sensor and actuator systems. Meanwhile, the IAV team is highly conversant with the processes involved at Audi and can check whether a part meets the requirements for production. Analyzing faults, speed is of the essence: Our client expects us to show huge flexibility, Petermann reports. If problems occur in production vehicles, we need to analyze them within twenty-four hours another reason why being in Audi s direct proximity is so important for us: Because in a situation like this, there s no time for us to start sending a component to another location. Significance of alternative drives is growing In future, Petermann is expecting cooperation to grow in the field of alternative drives. The interest in hybrid and electric vehicles is increasing all the time and it s in this domain that IAV can already demonstrate tremendous expertise. With our detailed knowledge of technical platforms in the VW Group, we can provide Audi with optimum support in this field too. martin.petermann@iav.de New Premises in Neckarsulm IAV s Neckarsulm operation moved to new premises in June. The industrial building it is using will be extended by an indoor measurement and workshop facility, providing twice as much space as it had before. Most of the work done by IAV staff in Neckarsulm is for Audi and has to do with diesel engine development for the A6 and A8, engine design and package well as motor racing. IAV has been active at the southern German site since IAV at Aachen Colloquium IAV was an exhibitor at the 20th Aachen Colloquium Automobile and Engine Technology from October 10 to 12, Our booth Munich displayed IAV innovations in e-mobility / alternative drive systems as well as new developments on the conventional engine Staff Yukihiko Mihara took over the reins at our subsidiary in Japan on July 1, The 52-yearold gathered many years of experience in the powertrain business at Nissan, Siemens and Continental before coming to IAV Japan in 2009 as VP Sales & Marketing. He is successor to Dr. Mirko Knaak who, since 2007, has been successful in turning IAV Japan into an important agent serving our clients in Japan. front. Sponsored and featuring articles by IAV, the Combustion-Engine Handbook was also presented during the event. The new IAV show booth concept

22 42 Messe automotion IAV s Diary This is Where to Meet Us! December February April CTI-Symposium Innovative Vehicle Transmissions EMC 2012 Congress with accompanying exhibition crash.tech 2012 Munich, Germany Berlin, Germany ATZ/MTZ Conference Virtual Powertrain Creation Unterschleissheim, Germany dr.bernd.findeisen@iav.de Düsseldorf, Germany th Braunschweig Symposium Hybrid and Electric Vehicles Braunschweig, Gifhorn, Germany SAE World Congress Detroit, USA SAE Transmission Symposium China January March Beijing, China Vienna Engine Symposium MTZ 1/2012 Improving Efficiency in Optimizing Cold-Start and Cold-Idle Behavior in Automobile Diesel Engines carsten.enge@iav.de, ralf.sternberg@iav.de, wolfgang.tschiggfrei@iav.de th International Stuttgart Symposium Automobile and Engine Technology Stuttgart, Germany Vienna Engine Symposium ATZ 4/2012 Efficient Energy Management for Next-Generation Commercial Vehicles joern.seebode@iav.de, peter.eckert@iav.de, lars.henning@iav.de, kai.behnk@iav.de Imprint MTZ 4/2012 Diesel Plug-In Hybrid matthias.diezemann@iav.de automotion Publisher Magazine for the customers of IAV GmbH, Ingenieurgesellschaft Auto und Verkehr IAV GmbH, Carnotstrasse Berlin Phone contact@iav.com Responsible for Content Marketing/Communication: Burkhard Heise Editors-in Chief Volker Schiffmann, Diana Reuter Editors Kurt Blumenröder, Gerhard Buschmann, Matthias Kratzsch, Dr. Gerhard Maas, Christian Müller-Bagehl, Wilfried Nietschke, Wolfgang Reimann, Ralf Richter, Thomas Rölle, Dr. Jörg Roß, Stefan Schmidt, Michael Schubert, Sven Siewert, Lutz Stiegler, Carsten von Essen, Prof. Dr. Bernd Wiedemann Assistants Christian Buck, Holger David Picture Credits IAV VW TUM Design and Layout ZITRUSBLAU GmbH Werbeagentur 3D Visualizations LIGHTSHAPE Frequency of Publication: Four times a year All rights reserved.