auto motion

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

IAV Customer Magazine

Testing & Validation

Testing still essentialdespite increasing useof simulation

03/11

automotion | Editorial 3

Dear Reader

IAV’s getting a new face – and automotion a re-

freshingly 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 ap-

pealing 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 in-

forming you four times a year on IAV’s activi-

ties and exciting developments in automotive

engineering. A lot has happened in this time –

technology-wise and in our company: Be-

cause 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 lead-

ing development partners to the internation-

al 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 ap-

pearing in magazine format.

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 publica-

tion 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-

ing our high quality and depth of coverage ei-

ther – 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 to-

morrow and beyond.

We wish you some interesting reading.

Michael Schubert

President, CFO

IAV GmbH

Dr. Rüdiger Goyk

President, CHRO

IAV GmbH

Kurt Blumenröder

President, CEO

IAV GmbH

Working with precision: IAV engineers at the engine test bench

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

38

8

18

24

20 Years of E-Vehicle

Development at IAV

automotion interview with Wolfgang Reimann,

Executive Vice President of Electrics / Elec-

tronics and E-Traction, and Jean Wagner-

Douglas, Head of E-Vehicle Projects and Fleet

Operation

New Foot for Crash-Test Dummies

Better protection concepts for the lower

leg reduce injury risk

And who’s going to pay?

Study by IAV subsidiary Consulting4Drive on

financing a recharging infrastructure for

e-vehicles

4 Contents | automotion automotion | Contents 5

Editorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Topic Focus: Testing & Validation

Interview with Thomas Papenheim:

“Testing Will Be Indispensable in

Future Too” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Taking a Look Inside the Energy

Storage System . . . . . . . . . . . . . . . . . . . . . . . . . . 8

FOCAS Focuses on Oil Consumption . . . 12

Complexity on the Test Bench . . . . . . . . . . 14

No More Collisions in Crash Planning . . . 16

Smart Foot At the Service of Safety . . . . . 18

Infotainment Systems under Test:

Top-Level Investigation Work . . . . . . . . . . . 20

Criticizing Maneuvers in Test Vehicle . . . . 26

Catalyst Aging in the Third Dimension . . 28

Let There Be Light in the Cylinder . . . . . . . 30

Seat Testing:

“The Reference Test Bench Is at IAV” . . . 37

Trends

Dr. Johannes Liebl interviewed

“As if we’d done it ourselves” . . . . . . . . . . . . 23

C4D Study: And Who’s Going to Pay? . . . 24

Projects

Ten Times as Fast . . . . . . . . . . . . . . . . . . . . . . 32

“A One-Stop Service

Is What We Wanted” . . . . . . . . . . . . . . . . . . . 33

International Development Work

in the “Project House” . . . . . . . . . . . . . . . . . . . 34

Electric (At)traction . . . . . . . . . . . . . . . . . . . . . 36

About IAV

Interview: Concentrated Expertise

in Electromobility . . . . . . . . . . . . . . . . . . . . . . . . 38

New Laboratory for Sensor and

Actuator Systems . . . . . . . . . . . . . . . . . . . . . . . 40

News in Brief . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

IAV Dates – This is Where to Meet Us . . . 42

16Crash Planning Tool

IAV uses database solution to plan tests more quickly and

coordinate them better

6 Topic Focus: Testing & Validation

Testing will remain indispensable despite more and more simulations – from p. 6

6 Driving Forces | automotion

“Testing will be indis-pensable in future too”

IAV is highly respected

as validation partner –

testing expertise is

being expanded further

still

automotion | Driving Forces 7

Thomas Papenheim is Executive Vice-

President of Vehicle Safety and Exteri-

or Development. In this interview with

automotion, he explains the importance of

testing – in conjunction with simulation and

against the backdrop of new technical devel-

opments, such as lightweight design and elec-

tromobility.

What significance does testing have in

today’s automotive industry?

Testing vehicles and components, of course,

plays a vital part. Despite simulation continu-

ing 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 test-

ing with computer simulations in some areas,

such as in vehicle safety. And it is meanwhile sav-

ing us the need to carry out all sorts of crash

tests. On top of this, manufacturers want to de-

velop new vehicles in ever shorter periods. This

is something that can only be done if we can sim-

ulate 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 simu-

lation, 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 be-

tween simulation and testing may, in fact, be shift-

ing, 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 con-

clusive basis for configuring structures. In oth-

er domains, like fuel spillage or some of the sim-

ulations in crash testing, they still don’t provide

the necessary accuracy. This is where tremen-

dous importance is still placed on testing, par-

ticularly in terms of validation for satisfying

statutory requirements. Testing will remain in-

dispensable here in future too.

What influence do the high-voltage systems

in hybrid and electric vehicles have on test-

ing and validation?

Besides meeting specific stipulations, vehicles

with alternative drives need to meet the same le-

gal requirements as combustion-engine vehicles

do. At the same time, though, they differ signifi-

cantly in terms of weight and package. This

means we need to broaden the perspective in

our test-case approach. In the event of a colli-

sion, 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 fa-

cilities 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 ve-

hicle-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 con-

tradictory. In the past, vehicles have become

heavier and heavier because the demands on

safety have continued to rise, making it neces-

sary 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 cas-

es on the carmaker’s behalf – particularly in re-

lation 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 depart-

ment’s testing competency forward in fu-

ture?

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 up-

grading our crash testing facility to meet new de-

mands from e-mobility.

This is a continuous process of improvement. A

challenge we are facing to satisfy the demands

of future projects.

Contact:

thomas.papenheim@iav.de

Taking a Look Inside the Energy Storage System

8 Driving Forces | automotion automotion | Driving Forces 9

An ultra-modern testing center is being built in Chemnitz with test benches for

batteries, cells, e-motors and transmissions

Storage area

Preparation zone

Cell test bench

Battery-system test bench

E-motor test bench

Control room

Transmission test bench

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 meas-

urements on the complex and sensitive en-

ergy-storage systems under a wide range of

ambient conditions. It will also make it easi-

er to calibrate the battery management sys-

tem.

“We are treading new territory with the new test

bench”, says Daniel Tittel, head of IAV’s battery-

system 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 exam-

ining batteries and operation in the system net-

work.” The significance of electrical energy

storage systems has grown immensely in re-

cent 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 pro-

totypes.

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 tem-

perature and the effects ambient conditions

have on aging. On the other hand, IAV’s experts

also focus their attention on the battery man-

agement system (BMS). In addition to working

correctly, calibration of this control unit also

plays a crucial part in terms of the later per-

formance of electric vehicles – in future, at least

part of this process is to run through auto-

matically.

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 han-

dle bulky specimens without a problem – af-

ter all, the high-performance storage sys-

tems for electric vehicles are much bigger and

bulkier than the familiar hybrid batteries. “In fu-

ture, we’ll be able to examine batteries meas-

uring 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 commercial-

vehicle segment.”

What is more, energy storage systems can be

exposed to a wide range of temperatures on

the new test bench – this is particularly im-

portant because their efficiency varies sig-

nificantly if they heat up or cool down by just

a few degrees. “Lithium-ion storage batteries

work best at a temperature of about 30 de-

grees 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 test-

ing cold starts or examining self-discharge at

high temperatures.”

In the vehicle, sophisticated cooling and heat-

ing 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 dif-

ferent systems so that Tittel and his col-

leagues can examine virtually every case oc-

curring in practice.

Nothing remains hidden: sensorslook inside every cell

The test-bench sensor system reports exactly

what is going on inside the battery: Sensors

for measuring current, voltage and tempera-

ture 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 af-

ter all. “This allows us, for example, to meas-

ure the internal resistance of single cells”, Tit-

tel 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 ob-

taining this information: They can either read

the voltage values from the battery manage-

ment 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 partic-

ularly exacting test case. As the voltage sen-

sors always measure the voltage drop across

cell and cell contact, isolation of contact re-

sistance 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 con-

ducting measurements on the cell as well as

in the system – a lot of work for the develop-

ers. The new test bench is designed to auto-

mate at least part of the calibration process.

“In conjunction with our cell test bench, we will

be able to determine around 200 of these pa-

rameters 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 simu-

lating various load states and ambient condi-

tions. In a learning mode, relevant BMS func-

tions then automatically set the necessary

cooling parameters for the vehicle that is be-

ing calibrated. A similar process takes place for

calibrating aging models. In the near future,

IAV’s cell test benches will be extended by ad-

ditional 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.

Contact:

daniel.tittel@iav.de

The ultimate in modern measurement technology: the new battery test bench in Chemnitz leaves engineers wanting for nothing.

10 Driving Forces | automotion automotion | Driving Forces 11

DC load unit

Test bench control andmeasurement datarecording system

Conditioning unit

Safety climate chamber

Vehicle electrical system simulation Test specimen 1 Test specimen 2

How much oil does an engine use?

How well does the crankcase

breather work? Questions like these

can be answered using a mass spectrome-

ter. With patent pending, a calibration process

from IAV significantly enhances measuring

accuracy.

The basic idea behind determining oil con-

sumption 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 in-

terested in information on absolute mass

flow”, says Klaus Herrmann from Base-Engine

Testing at IAV. “Using calibration, we can com-

pute mass flows from the ion concentrations

measured.”

The standard calibration method used by

IAV’s mass spectrometer was unable to sat-

isfy the experts’ demands: It heats com-

pressed air to 300 degrees that passes to the

mass spectrometer in the form of a con-

stant volumetric flow. A defined mixture of oil

and solvent is added to it and serves as a ref-

erence for calibration. “Unfortunately, this al-

ways meant interrupting the measurement

campaigns and modifying the engine”, Her-

rmann reports. “Apart from this, calibration

used to take place at constant pressure and

temperature whereas measured values are ex-

tensively governed by engine boundary con-

ditions.”

Close-coupled calibration improvesaccuracy

This is why IAV specialists developed “close-

coupled calibration”. Part of the exhaust-gas

flow is drawn off and throttled to a defined vol-

umetric 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 exhaust-

gas flow.” This measure does away with the

complicated process of modifying the engine

so that the system can easily be used for re-

calibrating any operating point. “This saves us

about half the time”, Herrmann reports. “Apart

from this, the new method enhances calibra-

tion accuracy and, with this, the quality of

measurement information.”

Because the method widens the system’s

measurement range to include higher tem-

peratures 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 tur-

bocharger 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

FOCAS Focuses on Oil ConsumptionIAV develops better method for calibrating a mass spectrometer

CalibrationThrottle

Measuring point

in the exhaust

system

Ex

ha

us

t g

as

Heater

Metering valve

Heizer

Draw-off point with

baffle plates

Blow-by meter

Cartridge for

solvent/oil mixture

Controller Mass spectrometer

automotion | Driving Forces 13

IAV’s experts use a mass spectrometer to determine

an engine’s oil consumption

12 Driving Forces | automotion

Electrification of the powertrain is mak-

ing great strides. But how do you test

systems of this kind? In addition to ex-

isting 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 ex-

panding its capacities in the field of electro-

mobility.

The future is a highly complicated affair: Once

upon a time, cars had a handful of electric

components to support the combustion en-

gine – 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 com-

ponents, 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 effi-

ciency or maximum power output.” The

straightforward times are over: In testing hy-

brid 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 contextof 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 eval-

uating a stack of information before it can be

enabled. Spread over many levels, these di-

agnostic 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 af-

fects the power output, life span and function

of battery and power electronics.” His team can

now examine safety aspects too: What hap-

pens if a fault occurs in the high-voltage sys-

tem? 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 function-

al safety can save lives: With a voltage in the

region of 400 V, the system in an electric ve-

hicle must respond immediately if a high-

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

DA

I1I2

PS

TC

D2

S2

S1

D1TS2

TS1

DB

14 Driving Forces | automotion

voltage cable becomes detached and elec-

trifies the bodyshell. To begin with, it is nec-

essary to tame the electric drive’s high dy-

namics. 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 real-

life batteries for specific measurements: For

this purpose, they connect the test bench for

the e-traction system to the neighboring air-

conditioned battery test rig. This link-up makes

it possible to examine the traction system un-

der virtually all operating conditions on a re-

producible 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 – extensivecoverage 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 uni-

versal test bench that covers much of the mar-

ket”, Taubenreuther reckons. “Most electric ve-

hicles will come with a power output of between

60 and 120 kilowatts.” And a neighboring trans-

mission 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 with-

out qualified staff – this is why IAV has provided

advanced training for the test-bench opera-

tors, prepared them for the complex task

they face and brought in experience from pre-

vious projects. For IAV, these investments in

personnel and technology provide the cor-

nerstone for further expanding the e-traction

business area. Based on existing cell testers

together with the new battery and battery-

pack 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 proj-

ects.”

Contact:

mirko.taubenreuther@iav.de

Complexity on the Test BenchIAV is expanding its capacities for testing e-traction systems

Results close to reality

Interlinked with other test facili-

ties, the new system test benches

deliver reliable results that pro-

duce a realistic picture.

automotion | Driving Forces 15

16 Driving Forces | automotion

Crash tests need to be planned care-

fully to get the most out of test ve-

hicles 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 co-

ordinate 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 lo-

cal 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 data-

base-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 sys-

tems. “The system also standardizes the ter-

minology 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 eas-

ier: 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 deliv-

ers a list of suggestions”, Unnerstall explains.

“This puts an end to the involved process of

planning by hand, and it is much easier to con-

struct the testing matrix – in other words, op-

timize the way tests are spread over individ-

ual 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 plan-

ning. 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 com-

plement planning.”

Contact:

bjoern.unnerstall@iav.de

No More Collisions in Crash Planning

IAV uses database solution to speed up test planning and improve coordination

automotion | Driving Forces 17

Head and thorax are already well pro-

tected by belt and airbag. IAV engi-

neers have now developed an inno-

vative foot for crash-test dummies that is de-

signed to improve protection of the lower ex-

tremities.

Crash-test dummies save lives: Without using

the high-tech dolls of steel and plastic, the de-

velopers would not be in a position to provide

any precise assessment of the injuries vehi-

cle occupants would sustain in an accident

and of how well safety measures protect

them. As a rule of thumb: The greater the ac-

curacy with which a dummy models the human

body and the more sensors it uses, the more

reliable the information will be that the engi-

neers can get from it. Spectacular crash tests

use cutting-edge measuring equipment, such

as high-resolution high-speed cameras, ac-

celeration pickups and high-performance

computers, for evaluating the data.

New goniometric dummy foot formovement 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 re-

lation to the lower leg”, explains crash-test ex-

pert Lutz Deneke from the Overall Vehicle –

Safety Development department at Gifhorn.

“Angle information provides the basis for con-

ducting movement analyses and inferring in-

jury mechanisms.” This could help to config-

ure the concepts for protecting vehicle oc-

cupants’ feet and tibiae (shinbones) more ef-

fectively in future.

An important mission: With the introduction of

safety belt and airbag, the head and thorax of

vehicle occupants are nowadays well pro-

tected – this is why accident experts are in-

creasingly turning their attention to the foot be-

cause 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 low-

er 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 move-

ments in any detail in a crash test – the dum-

mies simply have not had the necessary foot

Smart Foot at the Service of SafetyIAV enhances the dummy foot – with the aim of improving protection

for the lower leg

18 Driving Forces | automotion

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 measure-

ment electronics. “The ball-and-socket joint is

equipped with a magnet, and the joint sock-

et has a chip with a Hall sensor”, Deneke ex-

plains. “Movement of the joint alters the mag-

netic field in the Hall sensor, allowing us to ob-

tain 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 tech-

nology 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, de-

scribing 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 hy-

brid III foot” by three items of angle informa-

tion. The “50-percent” dummy is a doll that was

developed on the basis of body measure-

ments 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 go-

niometric 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.

Contact:

lutz.deneke@iav.de

lutz.quedenbaum@iav.de

automotion | Driving Forces 19

For the first time, it is possible to meas-

ure angles in the dummy foot in relation

to the lower leg, conduct movement

analyses and infer injury mechanisms –

optimizing the development of con-

cepts for protecting vehicle occupants’

feet and tibiae.

Premiere

Top-Level Investigation Work How do you test complex infotainment systems?

With a good measure of expertise and the right tools

Every project is different: IAV’s ex-

perts constantly face new challenges

in testing infotainment systems. In

tracking down defects, they rely on their au-

tomobile 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.

It is mainly the electronics that are responsi-

ble for the constant stream of complex chal-

lenges IAV’s defect hunters face: New func-

tions 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 speak-

er. 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 to-

gether – in perfect coordination.

Besides the new functions, the growing num-

ber of vehicle variants is also making the “in-

vestigation work” involved in locating faults a

highly complex affair. This is why version man-

agement is a key task today: “The test envi-

ronments 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.”

20 Driving Forces | automotion automotion | Driving Forces 21

Flow diagram of HPQC module

HP Quality Center as IAV test management

Requirements

Structuredproject requirement

Test Plan

Structured test cases

TestLab

Test planning

TestLab

Testing

Defects

Defect management

Validation in the vehicle / test station

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 cor-

rectly assessing the complex links and func-

tions of the hardware and software compo-

nents 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 effi-

cient process that provides us with the capa-

bility of quickly localizing trouble sources.”

This tried and proven testing process guar-

antees the high quality of results and is ex-

tremely flexible: Our experts can match it to the

requirements of each and every client.

“Needless to say, we use modern tools for trou-

bleshooting”, 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 in-

terlinked”, Henkel reports. “For instance, you can

instantly see which tests have been done

and what their outcome was – no lead is lost.”

This is precisely what counts: “In cockpit elec-

tronics we are confronted with many thousand

functions which means that a single unit in-

volves 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 data-

bases – 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 pro-

gram so well that they can adapt it to suit any

specific need. This permits a made-to-mea-

sure approach to any assignment: If clients pre-

fer to use their own solutions for managing re-

quirements 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

process”, Henkel reports. “This permits seam-

less test management – not only for the cock-

pit electronics but also for engine manage-

ment, transmission development and other ve-

hicle functions.” Besides link-ups of this type,

the system also offers an implemented work-

flow – 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 in-

fotainment defects: Outstanding expertise

across the vehicle, process knowledge, client-

related organizational knowledge as well as be-

ing 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.”

Contact:

dirk.mitzlaff@iav.de

thomas.henkel@iav.de

22 Driving Forces | automotion

“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 “EfficientDy-

namics” package. The new publisher of ATZ

und MTZ spoke to Wilfried Nietschke and

Steffen Lintz about his career at the Munich-

based 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 de-

veloper was the Valvetronic, and as vehicle de-

veloper, the EfficientDynamics technology I

had been working on during my last years at

the company. I’d been in overall vehicle de-

velopment since 2003 where I was responsi-

ble 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 col-

leagues 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 pro-

duction in March 2007, and the “EfficientDy-

namics” concept has been with us ever since”.

Let us take a glimpse into the future.

How will the electric motor in the power-

train change the combustion engine?

The electrical energy storage systems will de-

termine every aspect of development. If we

had reliable and efficient batteries, we could

make massive changes to the combustion en-

gine. 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 re-

quirement, 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 en-

gine 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 re-

mains 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 in-

ductive charging system as being a highly in-

teresting idea.

The new propulsion concepts are presenting

developers with immense challenges.

How do you see the future of development-

service providers in this context?

All automobile manufacturers have got so

much on their plates at the moment that it’s im-

possible for them to deal with these challenges

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 1995. It so hap-

pened that I’d been invited to IAV in Chemnitz

and discovered they didn’t only work for Volk-

swagen. At the time, our calibration engi-

neers 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 motor-

vehicle tax was defined by engine displace-

ment 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.

Contact:

wilfried.nietschke@iav.de

automotion | Trends 23

Ext. requirements management

Requirements

Ext. defect management

Defects

Dr. Johannes Liebl

And who’s going to pay?

The power companies also need to be involved in setting up

a recharging infrastructure for e-vehicles

24 Trends | automotion

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.

Wishful thinking

automotion | Trends 25

The EU’s MERGE project (web ad-

dress: www.ev-merge.eu) is looking

for ways of bringing the European

power grid into line with the needs of sus-

tainable e-mobility. Integrating renewable en-

ergies and the widespread introduction of

electric vehicles are facing immense chal-

lenges. IAV subsidiary Consulting4Drive

(C4D) has analyzed the market and uncov-

ered a funding shortfall running into the

billions for setting up a recharging infra-

structure.

The German government is planning to get a

million electric vehicles onto German roads by

2020. 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 En-

ergy Federation (BEE), the Fraunhofer Institute

for Wind Energy and Energy System Tech-

nology (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 enhanc-

ing 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 cushion-

ing weather-induced fluctuations in alterna-

tive power production – despite the battery

capacity of a million vehicles only being suffi-

cient at most for five percent of electricity pro-

duced 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 fill-

ing stations and presents refueling habits as

a basis for comparison with the future

recharging process. In a representative sur-

vey carried out in Germany, Spain and the UK,

the experts also examined how the future tar-

get group felt about the time and comfort as-

pects.

Consumers want in-journey

recharging times of five minutes

For the German market, several aspects play

a key part in making recharging equally as at-

tractive for consumers as today’s refueling

process. With an effective vehicle traveling ra-

dius of 80 kilometers per battery charge, a

recharging station should be available every

2.1 road kilometers. During a journey, charg-

ing 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 mar-

ket – is felt by consumers to be too slow dur-

ing 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 com-

bustion-engine vehicle. The number of ac-

cepted monthly recharges differs dramatically

from the charging frequencies currently nec-

essary. 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 pre-

pared to act as a mobile storage unit and make

part of this energy available to the power grid

(“Vehicle2Grid”), additionally increasing charg-

ing frequency? This is precisely what MERGE

wants to encourage, though.

Low running costs could provide such moti-

vation: In terms of consumption, motorists

only expect costs of € 6.23 to travel a distance

of 100 kilometers in an electric vehicle instead

of € 10.37 for the same distance in a com-

bustion-engine vehicle. Although current fig-

ures 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 ob-

vious: An investment volume of € 806 million

is needed to provide a density of one station

every 2.1 road kilometers in Germany. An in-

frastructure 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 pro-

vide one pump but an average of six. Translating

this service into the provision of charging sta-

tions – 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 in-

cludes installation costs and annual servicing.

Who will foot the bill?

But which stakeholder in the system of ener-

gy companies, grid operators, charging-point

providers, vehicle manufacturers and con-

sumers is supposed to pay for this? The Fraun-

hofer Institute predicts that investment costs

will be passed on in the price paid at the

recharging point of 42 eurocents to 13.2 eu-

rocents per kilowatt hour. No later than here will

the question arise as to profitable business

models. The return on investment from indi-

vidual 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 accus-

tomed from their filling stations.

Based on the assumption that a public charg-

ing point is frequented by three vehicles a day

and each vehicle tops up a partially charged

battery with a further 15 kilowatt hours, an elec-

tricity 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 mag-

azine revealed that charge losses of up to

30 percent could be expected for a smart elec-

tric 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 con-

cept could still prove to be an altogether work-

able solution on account of the minimal grid

modifications it involves. A smart grid is to pro-

vide 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 stan-

dards – in developing a payment system, for ex-

ample. Developing a business model for a

dense network of recharging stations with

competitive energy prices and reducing the

necessary charging time while increasing trav-

eling radius continue to remain key fields of

action.

Contact:

s.fengler@consulting4drive.com

n.hartmann@consulting4drive.com

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 in-

volve a lot of work in getting them

ready before each test drive. All the more

tragic if results are shown to be unusable af-

ter a test. IAV has developed an automatic

maneuver assessment tool for testing driv-

er-assist systems that tells test drivers

whether they have kept to the rules imme-

diately after testing.

Driver-assist systems need to provide reliable

recommendations or even make decisions in

complex situations. Before they go into pro-

duction, this is why safety-critical components

are thoroughly tested – with only some of the

measurements being possible in the labora-

tory: “New functions, like adaptive cruise con-

trol or lane departure warning systems, are

based on a network of different systems

which is why they can only be tested in com-

bination”, explains Jan Obermüller, Technical

Consultant in Test Methodology at IAV. “In prac-

tice, 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 possi-ble

While test-driving, pilots work through a cat-

alog of scenarios in which driver-assist sys-

tems must demonstrate correct behavior in re-

sponse to any driving situation. “A scenario of

this type, for example, may involve approach-

ing a truck from behind, decelerating in a de-

fined manner and then tailing at a constant dis-

tance”, Obermüller says. “IAV has developed

this test catalog over a period of many years,

and it contains a wide range of critical situa-

tions, such as road works or driving into tun-

nels.”

In test driving, it is important for drivers to fol-

low the prescribed sequence as closely as

26 Elektromobilität | automotion26 Projects | automotion

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 ve-

hicle may easily not be available any more –

making it extremely complicated to repeat the

run.”

To avoid this, Obermüller has developed a sys-

tem that immediately compares a completed

maneuver with the specifications, telling the

driver in traffic-light form whether everything

has gone as planned. Green denotes “every-

thing OK”, red means “Please repeat”. If the yel-

low symbol shows, testers need to take an-

other close look at target and actual values

and then decide whether to repeat the test.

“Automatic evaluation of the driving maneu-

ver only takes a few seconds and avoids

nasty surprises later on when it comes to an-

alyzing 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 driv-

er opens the test brief that describes the ma-

neuver in writing and may also include a

sketch. Obermüller’s system also provides the

driver with a computer animation of the sce-

nario. “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 ab-

solute coordinates (such as GPS or a reference

system on the test site) and relative coordi-

nates (from radar or laser sensors, for exam-

ple) or a combination of both. Testers can also

use data, such as road speed and accelera-

tion, from the vehicle’s diagnostic system.

Needless to say, no test driver can take the ve-

hicle through the prescribed maneuver with

millimeter accuracy – which is why the auto-

matic evaluation process is designed to tol-

erate faults: To begin with, the system filters un-

avoidable noise out of the data measured and

fills in measurement gaps on the basis of in-

telligent 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 dis-

tance. “Many typical situations can be con-

figured for these phases using five to ten pa-

rameters”, Obermüller explains. Once the

measured values are in hand, they are com-

pared with the reference target: From the

permissible target scenarios – including giv-

en tolerances – the computer searches for the

maneuver that goes best with the measure-

ment. “By way of result, automatic evaluation

provides a target scenario with the best pos-

sible set of parameters”, Obermüller says.

“Proceeding from set thresholds, it then de-

cides 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 test-

ing the driver-assist system. Besides saving

time, the system also comes with another ad-

vantage: It helps inexperienced test pilots to

improve their skills. “Young drivers, in partic-

ular, benefit from the direct feedback evalua-

tion gives them”, Obermüller says.

Contact:

jan.obermueller@iav.de

Evaluation

Automatic evaluation immediately

shows the engineers whether the sce-

nario driven is suitable for testing the

driver-assist system.

automotion | Projects 27

Just how well a three-way catalytic con-

verter works over a vehicle’s lifespan de-

pends on many different factors that

need considering in ever-shorter development

phases. IAV applies various methods of as-

sessment for measuring aged catalysts and im-

proving 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 three-

way catalytic converter (TWC) will be used. It

converts nitrogen oxide into nitrogen and wa-

ter, carbon monoxide into carbon dioxide as well

as hydrocarbons into carbon dioxide and wa-

ter. The vehicle’s on-board diagnostic system

(OBD) monitors whether it continues to perform

as it should even after many years and high mi-

leages. If catalyst performance deteriorates too

far, it generates a fault message, and the vehi-

cle 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 mea-

sured as an indication of its efficiency. An

oxygen sensor upstream of the catalyst and a

second sensor downstream measure the oxy-

gen component in the flow of exhaust gas and

use the difference between the levels they

Catalyst Aging in theThird DimensionIAV examines local aging in catalysts and provides new approaches to realistic

accelerated-aging methods for three-way catalytic converters

measure to determine how much oxygen the

catalyst can store. Just as conversion perfor-

mance, 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 ne-

cessary 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 ca-

talyst.

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-dimensio-

nal picture of conversion rate and oxygen sto-

rage capacity”, says Dr. Matthias Schmidt, de-

velopment 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 rea-

listic and reproducible accelerated aging pro-

cesses. Catalysts are exposed to different

gas compositions at high temperatures, pro-

voking deterioration in conversion and oxygen

storage capacity. Realistic, rapidly aged cata-

lysts are required for developing vehicles in the

context of exhaust-gas aftertreatment (EGT)

and on-board diagnostics. During the advan-

ced-development phase, vehicle-aged cata-

lysts 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 de-

velopment costs, these catalysts must, of

course, age in the same way as the catalysts

used later on in consumer vehicles for after-

treating exhaust gas.

“Being familiar with the processes involved in

aging helps us develop a time-saving oven-

aging method that’ll allow us to deliver realistic

and reproducible aging results”, says Dr. Met-

he, head of Exhaust-Gas Aftertreatment Con-

cepts for SI Engines. He continues to explain

that oven-aging is far quicker in producing ca-

talyst damage and, in particular, a damage

profile similar to that resulting from standardi-

zed 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 se-

lective way, oven-aging can only reproduce

chemical contamination to a limited extent. “We

are currently taking a dual-track approach:

While improving our oven-aging technique by

introducing additional gases into the catalyst,

we’re also helping our clients to achieve reali-

stic accelerated aging on engine test benches”,

Dr. Schmidt comments.

Costs optimized by even in-vehicleaging

Analyzing the three-dimensional damage pat-

tern 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 un-

representative assessment of OSC and thus in

an unnecessary garage visit. Using the des-

cribed method of showing the catalyst in 3-D,

IAV is able to identify inhomogeneities of this

kind, make any necessary adjustment to oxy-

gen-sensor positioning, adapt oxygen storage

capacity or, by optimizing layout, reduce the pre-

cious-metal load and thus costs.

Contact:

dr.matthias.schmidt@iav.de

dr.henning.methe@iav.de

Manganhaltiger KraftstoffOSC for fresh catalyst

1000

750

500

250

1000

750

500

250

Up

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OSC for burner-aged

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28 Projects | automotion automotion | Projects 29

Advance developers of vehicle en-

gines must be able to look into the fu-

ture – and also inside the cylinder. Us-

ing 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 CO2 emissions.

“We’re working on concepts that’ll reach the de-

velopment 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 in-

clude refining engine downsizing with mean

pressures of up to 30 bar, enhanced gas ex-

change and lean-burn concepts.”

IAV believes in lean-burn concepts

Above all, Günther sees further advances be-

ing 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 ther-

modynamics of an engine”, the expert says. “It

takes them close to the efficiency of the diesel

while retaining all the advantages of the gaso-

line engine, such as quiet combustion through

to high engine speeds.” Under the “Quality Con-

trolled Gasoline” (QCG) heading, IAV is pulling

all the stops in this domain. Compared to a con-

ventional engine with stratified charge, QCG has

made it possible to achieve fuel savings of be-

tween five and ten percent in the NEDC. Gün-

ther 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 be-

tween 0.7 and 1.4. At a higher value, the mix-

ture 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 ig-

nition – generate NOx concentrations that are

unacceptably high in exhaust gas. So richness

must be further reduced within the local mix-

ture zone as well – and this can only be done

with an alternative ignition system, like corona

ignition. “We achieve this optimized local mix-

ture zone with several successive short injec-

tions”, 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 mod-

ern optical measurement technique comes into

play: Günther’s department was well-appoint-

ed even before, being able to look into the cylin-

der with Doppler Global Velocimetry (DGV)

Let There Be Lightin the CylinderLaser-induced fluorescence (LIF) provides valuable data –

IAV uses the endoscopic version on the full engine

and the quantitative light sheet method (QLS).

DGV uses the Doppler effect to measure flow

fields on a spatially resolved basis. QLS eval-

uates 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 oxy-

gen, making it possible to measure the distribu-

tion 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 fluores-

cence 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 ceil-

ings 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 sub-

stance 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 exam-

ine 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.

Contact:

michael.guenther@iav.de

30 Projects | automotion automotion | Projects 31

Optical measurement techniques

show developers the course of the

mixture-formation process and how

temperature is distributed in the com-

bustion chamber.

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 want-

ed to include dynamic processes, such as chang-

ing operating modes or catalyst heating, while

cali brating engine control units. But for cost rea-

sons, the manufacturers are providing fewer

and fewer test vehicles, with only very few pro-

totypes of particularly exclusive models ever be-

ing 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 enginetest 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 proper-

ties 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 ap-

proaches.

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 meas-

urement cycles can be imported too. “This al-

lows 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 ex-

ist yet – the electronics of a planned hybrid ve-

hicle, for instance, or new vehicle/ transmission

variants. This way, for instance, developers can

generate a calibration concept or measure emis-

sions – even before the first vehicle leaves the

prototyping department.

Diverse applications

Resolutely simulating the entire vehicle on the en-

gine test bench permits a wide range of appli-

cations. In addition to controlling emissions, for

example, it is also possible to calibrate diagnos-

tic functions and examine them for robustness

to different driving behaviors. Application for

the fully monitored generation of limit catalysts

is an option too.

Contact:

olaf.kannapin@iav.de

Ten Times As Fast

IAV stokes up the speed of calibration using full-vehicle simulation

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 test-

ing products that will only be going into VW ve-

hicles in a few years to come.

State-of-the-art technology support them in

the work they do: Most tests run through ful-

ly automatically. Computers feed the com-

ponents 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 com-

puter. A lot of work for this goal: Making the

technology work reliably under all circum-

stances, in all countries and in all vehicle vari-

ants.

IAV has been supporting Andreas Reckew-

erth and staff since May: A team headed by

Dirk Mitzlaff is responsible for testing new

software and hardware that will be used in ex-

isting VW vehicles in the course of model im-

provement – from Polo to Touareg. In this au-

tomotion 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 2006. Last year, we also

took over project management and overall

testing in two projects on improving radios

and navigation systems. After working well to-

gether for so long, we wanted to take on more

responsibility in an entire project. As Volk-

swagen develops its new products in house,

we now take care of model improvement.

Reckewerth: With new functions being de-

veloped 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 tech-

nology and knows the processes at VW. IAV

qualifies on both counts, and that’s why we

launched this project, which for now is limit-

ed to one year.

How does this cooperation work

in practice?

Mitzlaff: VW provided up with five testing sta-

tions that took us just a few days to set up in

Berlin. We use them for testing infotain-

ment-component communication and the

HMI. So we don’t examine individual com-

ponents, 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 proj-

ects we develop the specs for new functions

and hand them over to the component sup-

pliers – 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 ac-

tivities 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 po-

tential 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 2015.

What challenges await testing experts in

future?

Reckewerth: We are seeing complexity ex-

plode as a result, for instance, of new driver

assist systems, extended navigation capa-

bilities, new instruments in hybrid and elec-

tric vehicles as well as incorporating new de-

vices, 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 in-

creasingly 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 fa-

miliar if you’re an old hand in this domain.

Reckewerth: That’s right. IAV has a wealth of

experience here and in developing elec-

tronics generally. It’s because of these skills

that we know they’re the right people to take

full responsibility for testing in model im-

provement.

Contact:

dirk.mitzlaff@iav.de

“A One-Stop Service

Is What We Wanted”

IAV tests new infotainment systems fitted in VW vehicles

as part of model improvement

automotion | Projects 33 32 Projects | automotion

Engine test bench now replaces test track:

Leaving IAV’s developers to manage with

fewer prototypes and save no end of time

IAV was involved in working on the new VW Passat for China –

cooperation on three continents

34 Projects | automotion automotion | Projects 35

International Development Work in the „Project House“

The body of the new Passat for the Chi-

nese 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 inter-

national cooperation project ran like clock-

work.

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 inGifhorn

The joint project started at the end of 2008.

“Volkswagen saw very good potential in the

IAV for a joint activity with Shanghai Volks -

wagen”, reports Dirk Dohemann who man-

aged IAV’s part of the project. “We’re a

proven partner that has a good knowledge of

the processes involved which is very impor-

tant for the release stages.” But this was no

routine project for IAV’s developers: Its cus-

tomer was Volkswagen in Shanghai, pro-

duction will be taking place in China where-

as 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. Com-

pletely screened off from the outside, a ded-

icated computer network was also set up that

the Chinese engineers could use too.”

All parties involved were on boardevery 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 dif-

fering approaches, for example, in the meth-

ods used for producing and assembling

components.”

Yet the aim was to keep production as iden-

tical as possible on both continents to cut

costs and make sure parts can be inter-

changed 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 suc-

cessfully pulled off: At the end of the day, there

were just a handful of market-specific differ-

ences.

Dirk Dohemann draws a positive balance for

the joint activity: “Cooperation was excellent

and we had no problems with differing men-

talities on the German, American and Chinese

sides.

IAV played a large part in optimizinglightweight steel body

Not only was organizing the project a chal-

lenge. 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-qual-

ity 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 assis-

tance 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 Interna-

tional Auto Show in Detroit, presented by CEO

and President of Volkswagen Group of Amer-

ica, Inc., Jonathan Browning. Chinese con-

sumers were able to admire “their” Passat

after it was presented to the press and deal-

ers in April at the Shanghai Motor Show.

Contact:

heike.doersing@iav.de,

thorsten.lahmann@iav.de

36 Projects | automotion

Visitors took the joint “Bayern Innova-

tiv” – Innovative Bavaria – booth by

storm at the IAA Motor Show in

Frankfurt: MUTE, a lightweight and inexpen-

sive 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 re-

porters as well as trade journalists but also nu-

merous board members from major car man-

ufacturers.” They had all come to inspect the

booth’s highlight: MUTE. The electric city run-

about 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 capac-

ity, contributing expertise from areas like elec-

tromagnetic compatibility (EMC) and high-

voltage 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 ful-

ly-fledged vehicle”, says Project Manager

Martin Whitcombe.

Everyone of distinction came by onthe first day

The experts attending naturally wanted to

get a good look at it for themselves, with nu-

merous top decision-makers from the auto-

mobile 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 particu-

larly interested in the “lightweight” aspect. “Vis-

itors of this caliber show how well MUTE is go-

ing 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.

Contact:

steffen.lintz@iav.de

Electric (At)traction“MUTE” concept vehicle captivated audience at IAA Motor Show

Head of department Dr. Holger Pastil-

lé 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 mock-

up. But we also examine the seat adjustment

mechanism and the “Easy Entry” seats from

Volkswagen and their suppliers that are de-

signed 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 sell-

ers – 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 dif-

ference – 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 recommenda-

tion 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, every-

thing’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 stiff-

ness once again. This enables us to draw con-

clusions 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 au-

tomotive industry ten years ago, a vehicle was de-

signed 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 se-

cret, though, I can only give you a few details: In

future, we will be moving more into material test-

ing 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 cur-

rently 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 ad-

justable 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 pro-

fessional experience knows exactly what can hap-

pen to a seat. In other words, we know seats in-

side 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 psycho-

logical criteria in buying a car.

A crucial but often underestimated compo-

nent 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.

Contact:

holger.pastille@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

automotion | About IAV 37

For some years now, manufacturers have

increasingly been working on developing

vehicles with electric drives. As a deve-

lopment 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 se-

cond Golf generation, with the Golf 3 taking over

as the platform from 1993. Unfortunately, the

Golf 3 CityStromer was only built in a small batch

of 120 units and sold primarily to energy sup-

pliers.

What was the reason for its low acceptan-

ce on the automobile market?

Reimann: Back then, just as today, the main pro-

blem 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 in-

stalling larger batteries, while accepting a si-

gnificant increase in weight and space loss. But

the battery’s energy density can also be im-

proved. 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 lithium-

ion batteries, such as for a vehicle with wheel-

hub 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-volta-

ge and high-voltage wiring harnesses, adapting

the control system software, vehicle calibrati-

on and constructing prototypes. We then saw

a surge in development from 2008: Resulting

from growing discussion about reducing CO2

vehicle emissions and higher oil prices as well

as pressure from governments, the OEMs felt

obliged to do more in driving forward the de-

velopment of e-vehicles. Since then, IAV has

completed several projects for concept and pro-

duction vehicles with electric and hybrid pro-

pulsion.

Are there any particular challenges in de-

veloping electric vehicles?

Reimann: In developing e-vehicles, the manu-

facturers have, on the whole, so far integrated

e-traction components into conventional ve-

hicle architectures – to put it simply, they fit an

e-motor and battery instead of combustion en-

gine 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 bat-

tery and extending right through to the auxilia-

ries, such as motor and battery cooling systems

and passenger-compartment air-conditioning,

as well as the control system software. An in-

tegrated 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 po-

tential that allow us to turn this integrated con-

cept into reality. Some 250 development engi-

neers 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 ve-

hicle – 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 de-

monstrate 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 sy-

stem-optimized e-drive concepts, making it

possible to produce a significant number of tho-

roughbred e-vehicles both quickly and cost-ef-

fectively.

On top of this, we have also invested a lot of de-

velopment work in concepts for various e-

drive components. One example being IAV’s Dri-

vePacEV80 electric drive unit, a compact mo-

dule comprising electric motor and two-speed

transmission. Given its modularity and scalability,

the drive unit can be used in various vehicle ca-

tegories from class-A microcar to compact-size

category C of either axle-hybrid, range-exten-

der, battery-powered or fuel-cell type.

Reimann: A further focus is on concepts for the

electromobility infrastructure. Our project on in-

ductive 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 ma-

king contact and without plug and cable across

an air gap between the induction surfaces in the

vehicle floor and in the road. This would com-

pletely resolve the cruising-range problem

electric vehicles face because the induction sur-

faces can be integrated in any roadway, and a

vehicle can in principle even be supplied with

power on the fly.

Contact:

wolfgang.reimann@iav.de,

jean.wagner-douglas@iav.de

Concentrated Expertisein Electromobility

Interview with Wolfgang Reimann and Jean Wagner-Douglas

on 20 years of developing e-drives at IAV

38 About IAV | automotion automotion | About IAV 39

IAV’s Neckarsulm operation moved to

new premises in June. The industrial

building it is using will be extended by

an indoor measurement and work-

shop facility, providing twice as much

space as it had before. Most of the

work done by IAV staff in Neckar-

sulm 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 1997.

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. Bene-

fiting IAV’s southern German clients in par-

ticular, 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 build-

ing in the Bavarian town of Gaimersheim in Au-

gust. “The industrial estate there is just a few

minutes’ drive from the technical development

center of our client, Audi. And with the regu-

lar 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 1998. Back in those days, coop-

eration 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, Sen-

ior Project Manager at Ingolstadt and Peter-

mann’s predecessor as office manager. Today,

IAV experts are in demand in many different

domains: engine and transmission calibration,

electronics development, cooling and air-

conditioning 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 lab-

oratory providing the capability of measuring

every conceivable component in detail and un-

der a wide range of different ambient condi-

tions. “Initially, the focus will be on all sensors

and actuators to do with the engine – like throt-

tle valves, EGR valves, pumps, turbocharger ac-

tuators, 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 sen-

sors 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 tem-

peratures as low as minus 40 degrees and as

high as 150 degrees Celsius. It will also be pos-

sible to measure components at a wide range

of different humidity levels. “We have climate

cabinets we can produce all manner of tem-

perature 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 man-

ufacturers and suppliers develop robust com-

ponents”, Petermann says. “For instance, we

get initial samples ready to go into production,

compile requirements specifications and as-

sess the quality of potential suppliers on be-

half 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 process-

es 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 flexibili-

ty”, 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 isgrowing

In future, Petermann is expecting cooperation

to grow in the field of alternative drives. “The

interest in hybrid and electric vehicles is in-

creasing 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.”

Contact:

martin.petermann@iav.de

New Laboratory for Sensor andActuator Systems

IAV expands capacities in Ingolstadt

40 About IAV | automotion

New Premises in Neckarsulm

News in Brief

automotion | About IAV 41

IAV was an exhibitor at the 20th Aachen Col-

loquium “Automobile and Engine Technolo-

gy” from October 10 to 12, 2011. Our booth

displayed IAV innovations in e-mobility / al-

ternative drive systems as well as new de-

velopments on the conventional engine

front. Sponsored and featuring articles by IAV,

the “Combustion-Engine Handbook” was

also presented during the event.

The new IAV show booth concept

Staff

Yukihiko Mihara took over the reins at our sub-

sidiary in Japan on July 1, 2011. The 52-year-

old 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 impor-

tant agent serving our clients in Japan.

IAV at Aachen Colloquium

Munich

42 Messe | automotion

IAV’s Diary – This is Where to Meet Us!

December

06–07-12-2011CTI-Symposium

“Innovative Vehicle Transmissions“

Berlin, Germany

12-08 – 12-09-2011ATZ/MTZ Conference

“Virtual Powertrain Creation”

Unterschleissheim, Germany

dr.bernd.findeisen@iav.de

January

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

February

02-07 – 02-09-2012EMC 2012

Congress with accompanying exhibition

Düsseldorf, Germany

02-14 - 02-15-20129th Braunschweig Symposium

Hybrid and Electric Vehicles

Braunschweig, Gifhorn, Germany

March

03-13 – 03-14-201212th International Stuttgart Symposium

“Automobile and Engine Technology”

Stuttgart, Germany

April

04-24 – 04-25-2012crash.tech 2012

Munich, Germany

04-24 – 04-26-2012SAE World Congress

Detroit, USA

04-24 – 04-26-2012SAE Transmission Symposium China

Beijing , China

04-26 – 04-27-2012Vienna Engine Symposium

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

MTZ 4/2012

“Diesel Plug-In Hybrid”

matthias.diezemann@iav.de

Imprint

automotion Magazine for the customers of IAV GmbH,

Ingenieurgesellschaft Auto und Verkehr

Publisher IAV GmbH, Carnotstrasse 1 · 10587 Berlin

Phone +49 30 39978-0

www.iav.com · 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 · www.zitrusblau.de

3D Visualizations LIGHTSHAPE · www.lightshape.net

Frequency of Publication: Four times a year

All rights reserved.

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