Audi Sound Concept features 62 speakers

Audi Sound Concept is the most advanced project of the entertainment development engineers in Ingolstadt. The project is internally dubbed the Audi Sound Concept and is being tested on a Q7 model. This design boasts an insane 62 speakers in the vehicle, consisting of five woofers, five tweeters and fifty-two mid-range speakers in the instrument panel beneath the windshield, in the roof pillars, and in the doors.

The system consists of five tweeters spread between the dashboard and the rear seating area, a woofer in each of the four doors, a single subwoofer out back, and a whopping 52 midrange speakers wrapping the perimeter of the cabin and enveloping the passengers in 360 degrees of sound. You're definitely not going to want to crank this rig up to 11.

Moreover, five units are integrated into each door sill, thanks to modifications that included cutouts in the sheet metal, new bezels and lower interior door release handles.

Development of the system took place in both the €100,000 listening facility and the €10 million audio lab at Audi HQ in Ingolstadt.




Press Release

New approaches to perfect sound - Hi-fi expertise at Audi

High-end quality for listening pleasure is a field of technology that is becoming increasingly important. Audi is taking the lead in the advancement of this technology. Audi's successful collaboration with premium suppliers Bang & Olufsen and Bose is already setting standards, and the Audi development engineers have also established broad-based proprietary know-how independent of these partnerships. Their latest project takes an entirely new technical approach - and could turn out to be the next revolution in the hi-fi sector.

62 speakers: the Audi Sound Concept project

Peter Gleim's eyes light up when he cranks up the volume. The engineer works in Infotainment Development at Audi in Ingolstadt, where he heads the Audi Sound Concept project. His test subject is a Q7: Standard on the outside, interior modifications have transformed it into a rolling hi-fi studio that takes a radically new approach.

The idea behind Audi Sound Concept is a physical principle called wave field synthesis, which states that the front of any individual wave can also be considered as superposition of individual waves. In the world of acoustics this means that a sound wave can be recreated by a multiplicity of small sound sources placed closely adjacent to one another along the wave front.

The principle was first put into practice by Dutch scientists in the late 1980s, and it can be experienced today in a movie theater in Ilmenau, in the German state of Thuringia. Each of the 192 individual speakers at the Linden Lichtspiele movie theater is driven separately by a fast computer - at the precise moment in which the virtual wave front would pass through its point in space. Some signals are delayed by milliseconds, depending on the location of the speaker. The result is fascinating: Each moviegoer experiences perfect audio spatialization in optimal sound.

One of the driving forces in the field of wave field synthesis is the Fraunhofer Institute for Digital Media Technology (IDMT) in Ilmenau. Audi began its development work in collaboration with the IDMT five years ago. The current status of the project is the Q7 prototype, which is parked in a workshop. A powerful amplifier takes up most of the space in the luggage compartment, and thick cables connect it to three PCs.

Installed in the Audi Q7 are 62 speakers - five woofers and five tweeters plus 52 mid-range speakers in the instrument panel beneath the windshield, in the roof pillars and in the doors. Five units are integrated into each door sill - with Audi-typical perfect workmanship. Specialists made cutouts in the sheet metal, fabricated new bezels and lowered the interior door release handles.

"Prepare to be amazed," says Gleim, as his eyes light up and he cranks up the volume. A sound like a thunderhead issues from the speakers - an artful mix of music, traffic noise and animal sounds. A female narrator guides the listener through the acoustic hubbub, dancing past the listener on the right and at other times on the left. The whole time the listener's ears are surrounded by the sounds of driving cars and roaring lions. A marching band seems to march from side to side through the Q7 before finally a helicopter flies a lap around the cabin below the headliner.

"That is specially created wave field material," says Gleim, "comprising up to 32 tracks, with specific spatial information for each of those tracks." There are no corresponding audio media available on the market because there are no playback devices, either. A few film studios are already producing films with the method, however."

New stereo sound: the wide virtual stage

Wave field synthesis is not dependent on special material to demonstrate its strengths, however. It also coaxes entirely new acoustic images out of conventional stereo signals. As Gleim explains, "We can simulate any wave front. With stereo, we can generate a sound as if the two speakers were located far outside the car. And we can also add any desired spatial impression computationally - not as a sound effect, but as a mathematically precise simulation."

The sample for this is also very convincing. The vocals come from far off to the left, seemingly from the corner of the workshop, with the guitar coming from the other corner. This impression remains the same regardless of whether the listener is behind the wheel or on the back right seat of the Audi Q7. And sound quality is always first class - with sparkling trebles, crystal-clear midrange and dry bass. Even the slight buzz as the guitarist's fingers hit the strings makes its way to the ear with extreme precision.

"Our goal was to show what is technically feasible; to explore the limits," explains Denis Credé, Head of Sound Development at Audi. "What we are learning will be integrated into the sound systems of tomorrow. It's like with racing: A lot of what is first tried out on the race tracks of this world later shows up in modified in production vehicles. The Audi Sound Concept project is like racing for sound systems."

Wide-ranging know-how: Entertainment Development at Audi

Audi Sound Concept is the most advanced project of the entertainment development engineers in Ingolstadt. Audi has accumulated broad-based know-how in hi-fi technology in just a short time. The brand began collaborating with the upscale American supplier Bose a good twenty years ago; the collaboration with Bang & Olufsen began around the turn of the millennium.

Audi began offering the advanced sound system from the Danish sound wizards in the A8 luxury sedan in fall 2005. The 14 active speakers, including two acoustic lenses with anodized aluminum grilles, and 1,100 watts of amplifier power brought high-end sound to the automobile direct from the factory for the first time. The openly proclaimed collaboration between the two companies was another first in the European automobile industry. It proved to be a tremendous success for both sides - the advanced sound system has a penetration rate of greater than 10 percent in both models, the A8 and Q7, in which it is available.

If a new Audi model is to be equipped with a new premium or advanced sound system, the development work is performed primarily at Bose or Bang & Olufsen. The Audi engineers prepare precise requirement specifications in which the system layout - the type, number and installation location of the speakers - plus the speaker characteristics, the design of the amplifier and a target sound appropriate for the vehicle are defined.

Prototype vehicles are sent to Esslingen, Germany, and Struer, Denmark, where the partners work on the speakers, enclosures, amplifiers and acoustic algorithms. The last step is fine-tuning the sound, which is performed together with the Audi specialists in Ingolstadt. The "Sound Commission," a body comprising representatives from all units of the company, is responsible for final acceptance and approval.

How close does the high-end sound in a new Audi A8 come to the reality of the recording? "The determining factors are always the installation locations in the car and the quality of the components," explains Gleim. "When you order a car with the advanced sound system, you get the best speakers available anywhere. Many of them have membranes made of a fiberglass composite, which has a very natural and linear sound."

Pure sound is technically feasible - but not desired. "A linear frequency response in the car would be boring," says Gleim. The tight interior does not allow the sound to spread out like in a living room. Cushions and upholstery absorb it, which is why the low frequencies must be overdriven to a certain extent. The electronic fine-tuning - the tweaking of the algorithms in the sound processor - handles this.

"We deliver a certain fun factor with our compact and sporty models," explains the sound development engineer. "In the A8 and Q7, however, the sound is more subtle and natural. There is no ultimate ideal, though, because each person perceives sound in their own unique way."

Proprietary development: the Audi sound systems

Below the high-end and premium systems, Audi offers additional systems such as the Audi sound system, which also uses impressive technology to produce excellent sound quality. Because Audi alone is responsible for the design and tuning of these systems, the development engineers have developed an extensive foundation of expertise.

The Electronics Center established at the Ingolstadt plant in 2003 includes a sound laboratory, where the sound systems undergo rigorous testing during the development phase. The engineers test the speakers and amplifiers offered by the suppliers, beginning with the very first sample level and assess the quality delivered, in part by means of exhaustive listening comparisons.

The laboratory features equipment valued at nearly €10 million - from the microphones and the special amplifier test bed custom-developed to Audi specifications to the laser vibrometer. The latter uses a laser to scan the surface vibrations that occur on the speaker membrane, the speaker housing or the door in which the speaker is installed.

The color graphics produced precisely indicate if the membrane does not oscillate properly across its entire surface. "Weaknesses in a speaker are very often a simple question of design," says Gleim's colleague, Wolfram Jähn. "In many cases, the manufacturer can resolve these with minor changes, such as details of the curvature or the overlap between the paper and the rubber at the bead."

Speakers are analyzed at the Audi sound laboratory in a testing room, which is a room-in-room construction. The testing room is mounted on thick elastomer bearings and is completely decoupled from the rest of the building. An absolute necessity given its direct proximity to a roller dynamometer.

All six sides of the testing room feature large fiberglass wedges covered in silk that break up the sound. A floating wire lattice serves as the floor.

The testing room is acoustically dead - the human voice loses its richness here. The room is also often used to refine operating noises in the cabin, i.e., to fine tune clicking rotary knobs and switches. "As far as we know, none of our competitors have such a facility," says Jähn.

The listening room: resetting your ears

Whereas the testing room is used for mathematical analysis, the adjacent listening room is tailored for the subjective experience. It, too, is an acoustically optimized room-in-room construction - the special wooden double walls backed with insulation only allow the linear reflections desired. The precisely calibrated, high-end sound system installed here costs around €100,000 and its tube-based end stages are the size of small refrigerators.

"The listening room is our acoustic magnifying glass," explains Jähn, "where we check what really is on a CD or DVD. This is important because your ears quickly get used to a sound and sometimes interpret errors as interesting effects. We test our sample speakers blind. We can compare them to the optimum and reset our ears."

Thanks to these detailed tests and comparisons, the sound development engineers at Audi can define detailed specifications for the speaker suppliers.

Another element for success is the tight networking between Technical Development, Production and Quality Assurance at Audi. This enables requirements from daily production work and the real-world customer experience to flow into the development of new sound systems.

The quality of the sound systems has gotten significantly better in recent years as a result, according to Gleim. And the engineers are constantly learning - at a rapid pace, day-in, day-out. Audi will further strengthen its leadership position in the high-end sector.

Ferrari Wireless GT Cockpit 430 is the Ultimate Experience for Racing Games [Video]

Thrustmaster has just released its newest gaming accessory, The Ferrari Wireless GT Cockpit 430 Scuderia Edition will make you feel like you really are racing in a luxury racing car. The Ferrari Wireless GT Cockpit 430 Scuderia Edition features resembles is a cockpit ensemble that includes a built-in wheel and pedal set that will work on PS3 and a PC.

The wireless system is compatible with the PlayStation 3 and PC (Xbox fans are left stranded by the side of the road), but if you thought the actual Scuderia was expensive, the 23-pound Thrustmaster setup will set you back $250.

For starters, the whole setup is wireless. Plug the 2.4 GHz receiver into the USB port of a PC or PS3, and you'll be driving in no time. No pesky cables to trip over or wear out. We're also assuming it sends the standard peripheral signals Windows and PS3 games understand, which would make it compatible with any well-developed racing game. Aside from brake and accelerator pedals, the paddle shifters and buttons built into the steering wheel provide a pretty comprehensive control suite.






Press Release:

Thrustmaster Unleashes Real Racing Power with Ferrari Wireless GT Cockpit 430 Scuderia Edition

Thrustmaster has created the ultimate cockpit that puts you in the driver's seat of your favorite racing games

New York, NY - (May 26, 2010) - Thrustmaster, the innovative PC and console accessory brand, unveils its newest gaming accessory release: a pre-equipped, streamlined, Ferrari-licensed cockpit, that's foldable and ready to be set up anywhere. The Ferrari Wireless GT Cockpit 430 Scuderia Edition is a cockpit ensemble featuring a built-in wheel and pedal set, for PlayStation® 3 and PC. It lets users experience the thrills of racing under conditions very close to those on real race tracks – without having to leave their living room. This compact, practical and efficient racing cockpit will be available in June 2010 for the SRP $249.99.

Wireless Cockpit Ensemble - The cockpit ensemble is wireless, featuring a range of more than 10 meters and 50 hours of battery life: it's got everything you need for great performance, whether in quick runs around the track, or endurance racing.

Optimal Stability - With a wide, solid base and a total weight of 23lbs., stability is optimal. The cockpit's construction is completely solid, thanks to its rigid metal structure, perfect for maintaining your racing lines, even through quick turns.

Adjustable Cockpit - The cockpit is fully adjustable, for an infinite number of possible positions according to the user's size (adult/child) and seating type (sofa/chair). It also features a mechanism which locks in place once the position has been selected. Foldable, with a detachable wheel and carrying handle, the cockpit takes up minimum space for easy storage when the race is over.

Absolute Precision Technology - This new racing release also provides absolute precision, thanks to the H.E.A.R.T HallEffect Accurate Technology™ system (12-bit precision, with 4096 values on the wheel's axis): it will give you the edge you need to take up the pole position.

Streamlined Design - The Ferrari Wireless GT Cockpit 430 Scuderia Edition has a streamlined design with smooth and harmonious lines, and features the metallic colors of the Ferrari 430 Scuderia's "musetto".

Programmable Wheel Replica of Ferrari 430 Scuderia - The wheel, 11" in diameter, is a replica of that found on the Ferrari 430 Scuderia, down to the smallest details – from the 5-position Manettino dial which lets users configure their car directly in the race, to the sequential gearshift levers crafted of metal, and rubber-textured grip. The wheel is 100% programmable and features an internal memory.

Magnetic Resistance Pedals - The metal pedals, inspired by those in the Ferrari 430 Scuderia, are built directly into the cockpit, and provide a long range of travel, for even greater realism. The brake pedal even features magnetic resistance for enhanced performance.

Volvo Concept Truck 2020

Swedish manufacturer Volvo Trucks recently unveiled the Volvo Concept Truck 2020 design concept, The Volvo Concept Truck 2020 displays a long distance vehicle, which can be combined in length, equipped with autopilot. The Volvo Concept Truck 2020 will be able to drive non-stop in nose-to-tail convoys that run at 90 km/h (56 mph) while the cars communicate with each other via a wireless connection.

Moving on to driver’s comfort, the driver’s seat looks more like a modern office chair with a thin ventilated mesh backrest. Behind the driver seat you will find a futon sofa which can be turned into a wide comfortable bed. The luxury experience is further complemented by the customizable lighting that can be changed as per in-cab tasks or resting. The driver may also control the privacy screening and blackout electronically.

Outside, the concept truck features LED headlamps and turn indicators that are integrated into the front of the vehicle. The rear-view mirrors have been replaced by cameras, while images are projected onto the inside of the windscreen.

The Concept Truck 2020 has rear-view cameras that project an image onto the inside of the windscreen and helps the driver to orientate better, LED headlamps and indicators, and collision protection panels on the truck's nose.




Press Release

TRUCKS OF THE FUTURE; CLOSER TO REALITY THAN YOU THINK

Progress is getting ever faster. In just ten years' time trucks are going to be a lot different to those of today. At least that is according to Rikard Orell, Design Director at Volvo Truck Corporation and one of the brains behind Concept Truck 2020, the Volvo Truck Corporation's bold vision for the future.

Long distance haulage for the future: long combinations, controlled by autopilot, driven non-stop in nose-to-tail convoys on green super-motorways linking the continents.

This is the vision of the future that generated the ideas behind the Volvo Concept Truck 2020 design concept. But will it really look like this in just ten years?

"That is the whole point," says Rikard Orell Design Director at Volvo Trucks. "Progress is getting ever faster. Because of this our vision for the future is not that far away. Much of the technology in the Volvo Concept Truck 2020 is already available; other technology needs to be developed. One needs to dare to stride firmly into the debate, demonstrating what one can and will do. Just tinkering at the edges runs the risk of progress slipping away."

Safer and more efficient commercial transport

As road transport expands it must also become safer and more efficient. Volvo's design concept contains ideas about how that can be achieved. Some of these ideas can be integrated into production today, while others are there to arouse interest and start a discussion.

One of the more startling ideas is to link vehicles together wirelessly into long road-trains that rush across the continents at 90 km/h (56 mph).

"This will be possible when the transport sector's vision of green corridors becomes reality," says Rikard Orell. "Here heavy goods vehicles are separated from other traffic, driving in their own lanes, rather like a railway, but without the rails."

There are many advantages. Road safety increases, transport services require less space and wear and tear on the roads decreases. Fuel consumption and CO2 emissions drop thanks to reduced drag when a truck is in the slipstream of the vehicle in front. In addition the driver can rest behind the wheel while the truck effectively drives itself. If this is counted as idle time, transport times can be cut, deliveries will be made more quickly and drivers can get back to their friends and families earlier.

Spacious and airy driver environment

The driver is at the centre of Volvo's world. It goes without saying that a design concept from Volvo Trucks contains a great many ideas about the development of the driver environment. In the Volvo Concept Truck 2020 the driver's environment is spacious, airy and free of disruption.

"We have replaced the traditional dashboard with a thin film panel on which information is tailored to suit the driver," says Rikard Orell. "The panel is operated like a touchpad, just like an iPhone. We have saved a lot of space that way."

Another space-saving idea is the sleek driver's seat with its thin, ventilated mesh backrest, more like a modern office chair than a traditional driver's seat. Behind the driver is a futon sofa which folds out into a wide, comfortable bed in the evening.

The lighting in the cab is divided into zones customised for the driver's various in-cab tasks, or for resting. Around the driver are large areas of glass providing good visibility out of the vehicle and even into it. This benefits eye contact between the driver and other road users preventing accidents. Privacy screening and blackout in the evening are also controlled electronically.

Aerodynamic collision protection

The design team also aimed for a sleek look for the exterior, reducing the perception of the vehicle's size. The LED headlamps and indicators are integrated into the front of the vehicle. The rear-view mirrors have been replaced by cameras that project their images onto the inside of the windscreen.

The lower section of the front of the vehicle features integrated collision protection projecting forwards about half a metre. This ‘nose' is gentler on oncoming cars in the event of a head-on collision and has also been shown to improve the aerodynamics of the vehicle.

As Rikard Orell points out, "Because the nose is a safety function, our starting point has been that it does not count as part of the maximum permitted vehicle length, just as rear-view mirrors today are outside the maximum permitted width."

Some things you just do not change. The ‘Globetrotter' sign on the roof is still there, but has been redesigned so that it harmonises with the lines of the vehicle and reduces drag. The driver can also change the text on the sign from the instrument panel.

The rear end is the next stage

So work on the external design focuses largely on aerodynamics, but by how much is it really possible to reduce drag on a truck ?

"We have come so far with the front of the vehicle that further changes to the basic shape provide only marginal improvements," says Rikard Orell. "However, a lot will happen when we start work on the design of the rear end of the vehicle. There is a great deal of untapped aerodynamic potential there."

2011 Audi A8 - taking the fast lane onto the World Wide Web

The new 2011 Audi A8 is allegedly the first car in the world to offer an optional factory-installed WLAN hotspot for Wi-Fi access. Of course, this means that all your passengers will probably spend less time talking to you and more time on their laptops, Apple iPads and iPhones or netbooks.

To activate, the driver simply inserts a data-capable SIM card into the Bluetooth online car phone or by using a compatible cellular device with a SIM Access Profile.

All this is made possible through a rooftop antenna of the Audi A8 via the car’s own UMTS module. This enables the most connection stability with great reception quality.






via:egmcartech

Press Release

• First factory-installed WLAN hotspot in a car

• Wireless access for iPads, laptops and netbooks

• Secure encryption, stable connection

The new Audi A8 is the first car in the world to offer an optional factory-installed WLAN hotspot for wireless Internet access. Passengers in the front and rear can simultaneously access the Internet through the car's integrated WLAN module and via UMTS, using up to eight terminal devices such as laptops, Apple iPads or netbooks.

Wireless surfing, accessing information, data and e-mails from company networks, and downloading the latest apps for the iPad - passengers in the front and rear can conveniently and securely use all of these features while traveling in the Audi A8, just as if they were in their own office. WPA2 encryption provides the necessary security for the transfer of data.

Using the WLAN hotspot is remarkably simple. To activate Internet access with speeds up to 7.2 Mbit/s, the driver merely needs to insert a data-capable SIM card into the Bluetooth online car phone. Alternatively, an Internet connection can be established via Bluetooth by using a compatible mobile phone with a SIM Access Profile. Any existing mobile phone contract can be used for this - often coupled with a flat-rate data plan.

Communication with the Internet takes place through the rooftop antenna of the Audi A8 via the car's own UMTS module. This enables utmost connection stability with outstanding reception quality.

Mercedes-Benz automated test driver setup

Working on autonomous vehicle systems is all the rage lately, and Mercedes-Benz is no exception. Most of the work has been going within research groups and as part of competitions like the DARPA Urban Challenge. Mercedes-Benz has moved its automated driving work over to driver-assistance test groups. It's using the automation technology to evaluate crash avoidance systems without putting test drivers and engineers at risk.

By using its autopilot systems, the test maneuvers can be reproduced much more consistently. This isn't the first time that such systems have been employed in testing. Chrysler built an Automated Durability Road (ADR) at its Chelsea Proving Ground in the mid-1990s. The ADR used robotic drivers for accelerated durability testing over extremely difficult surfaces.

In both cases, the automakers can do far more extreme testing than would be possible with human drivers. Among the things Mercedes will be testing for is unintentional airbag deployments when driving over curbs, and detection of high-speed merging traffic or sudden braking.

via:autoblog





Press Release

Autopilots at Mercedes-Benz

"Automated driving" - new proving method for state-of-the-art safety systems

With an eye on future generations of assistance systems, Mercedes-Benz is the first vehicle maker worldwide to introduce an innovative proving method into its test driving portfolio - safety-critical driving manoeuvres that cannot be precisely reproduced by people are now being handled by autopilot on closed test tracks. "Automated driving" supports the development, testing and validation of assistance systems and other safety features. Testing at the limit can now be carried out without danger and health risks to development engineers, delivering clear benefits to Mercedes-Benz customers - because the tests are carried out with the highest degree of precision, future assistance systems can be developed and validated to Mercedes-Benz's exacting quality standards despite increasing levels of complexity.

For years, Mercedes-Benz has been setting benchmarks in the development of new technologies for the continuous improvement of active and passive safety in automobiles. Innovations in passive safety such as the rigid-form passenger cell, crumple zone, airbag and three-point safety belt, plus active safety like ABS, ESP® and braking assistant all trace back to Mercedes-Benz. They have made a demonstrable contribution to improving road safety and to reducing significantly the number of injuries and deaths among road users.

The current status of active safety technology is defined by intelligent assistance systems that turn the vehicle into a "thinking partner" - one that can see and feel, and that can react and function reflexively in the event of danger. Systems like the blind spot assistant, ATTENTION ASSIST and the night view assistant are focused specifically on accident problem areas like changing lane, fatigue or poor night time visibility.

"With future assistance systems, we will be able to address even more complex traffic situations and therefore to ease the dangers of further accident hot spots - like intersections," says Prof. Bharat Balasubramanian, Head of Product Innovations & Process Technologies at Corporate Research and Advanced Engineering Daimler AG. "The new automated driving test methods help us to fulfil the ex-tremely high quality and operational safety demands placed on our safety systems even more efficiently."

Autopilots ensure greater precision and relieve development engineers

In addition to established methods, Mercedes-Benz will in future fulfil requirements for reliable functionality and operational safety in future assistance systems through the "automated driving" of test manoeuvres on dedicated proving grounds. Prototypes used for this purpose are series production vehicles equipped with "robots" for steering, acceleration and braking. An on-board computer controls the autopilot so that a pre-programmed course is followed exactly - even if several vehicles are involved in one manoeuvre.

Test engineers in the control centre monitor all events and can stop the vehicles at any time. In parallel, the vehicles perform self checks and brake automatically if they register discrepancies. Thus, the test configuration is safe yet flexible. All Mercedes-Benz models can be equipped with the technical equipment for "automated driving". Moreover, a variety of different safety systems and equipment can be tested.

Using "automated driving", engineers analyse safety innovations under real-life conditions in the vehicle, addressing two critical challenges:

* Reproducibility. In order to calibrate the systems exactly, the same tests must be varied and repeated extensively. In so doing, all parameters like vehicle distances, speeds and steering radii must be exactly to specifications and always precisely maintained in order to guarantee comparability.
* Safety. Because the systems are intended to kick in only in critical situations, such scenarios must be induced during testing. The manoeuvres demand precision timing and cannot be permitted to put anyone in danger.

Both cases place human beings at their limits - in terms of their ability to react and the issue of reproducibility. However, for complex electronic systems and for assistance systems in particular, fully comprehensive functional validation must be carried out in a manner that is as close to reality as possible, thus making this kind of test driving indispensible.

The precise repeatability of the test methodology enables test vehicles to maintain exactly the pre-determined speed and course and to brake very precisely. For example, if a vehicle drives a pre-planned course several times, the tracks of all the runs vary from one another by less than two centimetres. Should the vehicle be brought to a complete halt at a particular location, the end points of all braking manoeuvres are within a radius of three centimetres.

Alongside the proving of assistance systems, "automated driving" will also be used in extreme tests in future. These put the vehicle under loads that are well in excess of those reached under normal use in traffic. The intention is to ascertain, for instance, that airbags are not activated unintentionally should the car be driven heavily over a ramp or against a kerb. Test drives that involve a high degree of physical stress for the driver can thus be avoided.

State-of-the-art test methods for the highest safety demands

In their development work, Mercedes-Benz engineers use the results from the company's in-house accident research, which delivers important findings. A variety of networked validation methods guarantee that the systems function reliably at the critical moment. Company philosophy insists that validation must go considerably farther than prescribed by regulatory standards. When it comes to passive safety, the internal company crash test requirements go well beyond meeting standard crash test requirements. The combination of computer simulations and real-life crash tests ensures passive safety to Mercedes-Benz standards.

Mercedes-Benz also makes use of state-of-the-art, networked test methods when it comes to active safety. Drive simulator tests combined with simulation procedures deliver a faster and more precise development process and complement test drives under real-life conditions.

"In Sindelfingen, we are currently building a new drive simulator. The state-of-the art technology of this equipment will make the future development of new safety systems even faster and more precise," confirms Balasubramanian.

Automated driving as the basis of future innovations

Mercedes-Benz is the only vehicle maker in the world to use "automated driving" as an additional element in the testing process. It will be used on dedicated proving grounds in tests that would be virtually impossible to reproduce manually, like merging at different speeds and distances; high-risk tests where, for example, a vehicle brakes heavily in front of another that swerves at the last minute; and safety-critical tests whereby, at an intersection, one vehicle crosses just in front of or behind the path of a second vehicle.

With "automated driving", Mercedes-Benz has developed a new, unique testing method for safety systems. It is yet further proof of the innovative power of Mercedes-Benz. The new test method guarantees the fast and efficient development of assistance systems to the highest levels of quality and reliability and also offers maximum safety at work for employees.

Bharat Balasubramanian sums up: "In order to be able to set trends in the field of safety in future, too, our test procedures must be able to keep pace with the wealth of ideas generated by our engineers. With automated driving, we feel we are well equipped for the development of the next generation of assistance systems."

Lotus Engineering demonstrates the lightweight future of the passenger car

Lotus Engineering conducted two studies to look at the possibility of developing passenger vehicles from 2017. The specialised lightweight sports car maker says its long-time philosophy of weight reduction will benefit potential customers in the areas of fuel consumption and C02 emissions.

company engineers discovered that by improving the aerodynamics by 80 counts, the car netted a six mile per gallon improvement in its highway fuel economy rating (note: a "count" is a thousandth of a point of a Cd number, so reducing a Cd of 0.150 by 50 counts would give you a Cd of 0.100). On the flipside, taking out 400 pounds of stuff only improved the car's highway mpg by one mile a gallon, though that's largely because of the Newtonian "an object in motion tends to stay in motion unless acted upon by an outside force" hubbub.

The interior systems include 50% lighter seats, climate control hardware, navigation electronics and others. There is a high level of component integration for space maximisation and weight minimisation. An example is the audio/ air conditioning/navigation touch screen which also contains the shifter and parking brake functions. Chassis and suspension components are to be downsized, the glazing and width of the windscreen possibly reduced and replaced with an appropriate, lower weight substitute.





Press Release

• Study by Lotus Engineering concludes that a vehicle mass improvement
  of 38% versus a conventional mainstream vehicle can be achieved at only
  3% cost.

• Efficient design and lightweight materials significantly reduce CO2
  emissions.

Lotus Engineering has conducted a study to develop a commercially viable
mass reduction strategy for mainstream passenger vehicles. This study,
released by the International Council on Clean Transportation, focused on
the use of lightweight materials and efficient design and demonstrated
substantial mass savings. When compared with a benchmark Toyota Venza
crossover utility vehicle, a 38% reduction in vehicle mass, excluding
powertrain, can be achieved for only a 3% increase in component costs using
engineering techniques and technologies viable for mainstream production
programmes by 2020. The 2020 vehicle architecture utilises a mix of stronger
and lighter weight materials, a high degree of component integration and
advanced joining and assembly methodologies.

Based on U.S. Department of Energy estimates, a total vehicle mass
reduction of 33% including powertrain, as demonstrated on the 2020 passenger
car model, results in a 23% reduction in fuel consumption. This study
highlights how automotive manufacturers can adopt the Lotus philosophy of
performance through light weight.

Dr Robert Hentschel, Director of Lotus Engineering said: "Lighter
vehicles are cleaner and more efficient. That philosophy has always been
core to Lotus' approach to vehicle engineering and is now more relevant than
ever. Lightweight Architectures and Efficient Performance are just two of
our core competencies and we are delighted to have completed this study with
input from the National Highway Traffic Safety Administration and the U.S.
Environmental Protection Agency to provide direction for future CO2
reductions. We believe that this approach will be commonplace in the
industry for the future design of vehicles."

The study investigated scenarios for two distinct vehicle architectures
appropriate for production in 2017 and 2020. The near-term scenario is based
on applying industry leading mass reducing technologies, improved materials
and component integration and would be assembled using existing facilities.
The mass reduction for this nearer term vehicle, excluding powertrain, is
21% with an estimated cost saving of 2%.

A benchmark Toyota Venza was disassembled, analysed and weighed to
develop a bill of materials and understand component masses. In developing
the two low mass concepts, Lotus Engineering employed a total vehicle mass
reduction strategy utilising efficient design, component integration,
materials selection, manufacturing and assembly. All key interior and
exterior dimensions and volumes were retained for both models and the
vehicles were packaged to accommodate key safety and structural dimensional
and quality targets. The new vehicles retain the vision, sight line, comfort
and occupant package of the benchmarked Toyota Venza.

Darren Somerset, Chief Executive Officer of Lotus Engineering
Incorporated, Lotus' North American engineering division which led the
study, said "A highly efficient total vehicle system level architecture was
achieved by developing well integrated sub-systems and components,
innovative use of materials and process and the application of advanced
analytical techniques. Lotus Engineering is at the forefront of the
automotive industry's drive for the reduction in CO2 and other greenhouse
gas emissions and this study showcases Lotus Engineering's expertise and
outlines a clear roadmap to cost effective mass efficient vehicle
technologies."

Mass and Cost Summary

Base Toyota Venza excluding powertrain		Lotus Engineering Design
System	Weight (kg)	2020 Venza		2017 Venza
		% Mass Reduction	% Cost Factor	% Mass Reduction	% Cost Factor
Body	383	42%	135%	15%	98%
Closures/Fenders	143	41%	76%	25%	102%
Bumpers	18.0	11%	103%	11%	103%
Thermal	9.25	0%	100%	0%	100%
Electrical	23.6	36%	96%	29%	95%
Interior	252	39%	96%	27%	97%
Lighting	9.90	0%	100%	0%	100%
Suspension/Chassis	379	43%	95%	26%	100%
Glazing	43.7	0%	100%	0%	100%
Misc.	30.1	24%	99%	24%	99%
Totals	1290	38%	103%	21%	98%

The full report, entitled ‘An Assessment of Mass Reduction Opportunities for
a 2017 - 2020 Model Year Vehicle Program' can be found at the following
link:

http://www.theicct.org/documents/0000/1430/Mass_reduction_final_2010.pdf

ENDS

The 2020 Passenger Car Technical Detail

Body

The body includes the floor and underbody, dash panel assembly, front
structure, body sides and roof assembly. The baseline Toyota Venza
body-in-white contained over 400 parts and the revised 2020 model reduced
that part count to 211. The body-in-white materials used in the baseline
Venza were 100% steel, while the 2020 model used 37% aluminium, 30%
magnesium, 21% composites and 7% high strength steel. This reduces the
structure mass by 42% from 382 kg to 221 kg.

The low mass 2020 body-in-white would be constructed using a low energy
joining process proven on high speed trains; this process is already used on
some low volume automotive applications. This low energy, low heat friction
stir welding process would be used in combination with adhesive bonding, a
technique already proven on Lotus production sports cars. In this instance,
the robotically controlled welding and adhesive bonding process would be
combined with programmable robotic fixturing, a versatile process which can
be used to construct small and large vehicles using the same equipment.

Closures/Fenders

The closures include all hinged exterior elements, for example, the front
and rear doors and the rear liftgate. One alternative approach included
fixing the primary boot section to improve the structure, reduce masses and
limit exposure to high voltage systems. A lightweight access door was
provided for checking and replacing fluids.

The closures on the baseline Toyota Venza were made up of 100% steel. The
low mass Venza closures/fenders would be made up of 33% magnesium, 21%
plastic, 18% steel, 6% aluminium with the other 22% consisting of multiple
materials. The mass savings are 41%, a reduction from 143 kg to 84 kg.

Interior

The interior systems consist of the instrument panel, seats, soft and
hard trim, carpeting, climate control hardware, audio, navigation and
communication electronics, vehicle control elements and restraint systems.
There is a high level of component integration and electronic interfaces
replace mechanical controls on the low mass model. For the 2020 model the
instrument panel is eliminated replaced by driver and passenger side modules
containing all key functional and safety hardware. A low mass trim panel
made from a high quality aerated plastic closes out the two modules. The air
conditioning module is incorporated into the console eliminating the need
for close out trim panels; heated and cooled cupholders are integrated into
the HVA/C module. The audio/HVA/C/Navigation touch screen contains the
shifter and parking brake functions and interfaces with small electric
solenoids. This eliminates conventional steel parking brake and shifter
controls and cables as well as freeing up interior space.

The front seats mount to the structural sill and tunnel structure
eliminating conventional seat mounting brackets (10 kg) and the need to
locally reinforce the floorpan. The composite front seat structure utilises
proven foam technology; the seat mass is reduced by up to 50%. The rear seat
support structure is moulded into the composite floorpan eliminating the
need for a separate steel support structure. The front and rear seats use a
knit to shape fabric that eliminates material scrap and offers customers the
opportunity to order their favourite patterns for their new vehicle. Four
removable carpet modules replace the traditional full floor carpeting; this
reduces mass and allows cost effective upgrading of the carpet quality. The
floorpan is grained in all visible areas. The 2017 production interior mass
was reduced from 250 kg to 182 kg with projected cost savings of 3%. The
2020 production interior mass was 153 kg with projected cost savings of 4%.

Chassis/Suspension

The chassis and suspension system was composed of suspension support
cradles, control links, springs, shock absorbers, bushings, stabilizer bars
and links, steering knuckles, brakes, steering gearbox, bearings, hydraulic
systems, wheels, tires, jack and steering column.

The chassis and suspension components were downsized based on the revised
vehicle curb weight, maintaining the baseline carrying capacity and
incorporating the mass of the hybrid drive system.

The total vehicle curb weight reduction for the 2020 vehicle was 38%,
excluding the powertrain. Based on the gross vehicle weight, which includes
retaining the baseline cargo capacity of 549 kg and utilising a hybrid
powertrain, the chassis and the suspension components were reduced in mass
by 43%, with projected cost savings of 5%.

Front and Rear Bumpers

The materials used on the front and rear bumpers were very similar to the
existing model to maintain the current level of performance. One change was
to replace the front steel beam with an aluminium beam which reduced mass by
11%. The use of a magnesium beam was analysed but at the current time
exceeded the allowable price factor.

Heating, Ventilation and Air Conditioning

The air conditioning system was integrated into a passenger compartment
system and an engine compartment system. This section addressed the under
hood components which included the compressor, condenser and related
plumbing. The under hood components were investigated for technologies and
mass.

The study showed a relatively small mass difference for the underhood air
conditioning components based on both vehicle mass and interior volume.
Because of the highly evolved nature of these components, the requirements
for equivalent air conditioning performance and the lack of a clear
consensus for a future automotive refrigerant, the mass and cost of the
Toyota Venza compressor, condenser and associated plumbing were left
unchanged for both the 2017 and 2020 models.

Glazing

The glazing of the baseline vehicle was classified into two groups: fixed
and moving. The fixed glass is bonded into position using industry standard
adhesives and was classified into two sub groups: wiped and non wiped.

Factors involved in making decisions about glazing materials include the
level of abrasion it is likely to see during the vehicle life, the
legislative requirements for light transmissibility, the legislative
requirements for passenger retention and the contribution it will make to
interior noise abatement.

The specific gravity of glass is 2.6 and the thickness of a windshield is
usually between 4.5 mm and 5 mm, therefore the mass per square metre of 5 mm
glass is approximately 13 kgs. The high mass of glass provides a strong
incentive to reduce the glazed area of the body, reduce the thickness of the
glass and find a suitable substitute that is lighter. Fixed glass on the
side of the vehicle offers the best opportunity for mass reduction.

The mass of the baseline glazing was retained for both the 2017 and 2020
models; this was a conservative approach. It is possible that coated
polycarbonate materials may become mainstream in the 2017 - 2020 timeframe
for fixed applications.

Electrical/Lighting

The estimated mass savings for using thinwall cladding and copper clad
aluminium wiring, as used on the 2017 model was 36% versus the baseline
model. The lighting technologies section reviewed included diodes, xenon and
halogen. The study also reviewed a variety of wireless technologies under
development for non-transportation applications that could be used in this
time period pending successful development for mobile applications.

Video: BMW Technik Think Tank Celebrates 25 Years of Concepts

BMW Technik is the BMW Group’s research subsidiary that put simply works on the future. They step back from the day to day task of designing and building the next BMW and MINI models and focus on research and engineering at a level that’s simply not possible normally. And since the introduction of Technik 25 years ago the group has created show stopping engineering mules, concepts and even a few production components and full on cars. So with that said BMW is celebrating today with an enormous amount of photos and press releases meant to give you the full run-down on what Technik has done over the past 25 years. With it we also present you an incredible gallery of photos some of which are seen here for the first time.

via:bimmerfile


Press Release

Source of innovation. 25 Years of BMW (Forschung und) Technik GmbH.

Innovative force entails future capability. The BMW Group owes its status as the world's most successful manufacturer of premium automobiles to an outstanding development concept in all areas relevant to driving pleasure, sustainability and safety. The principles of this pre-eminence have been forged over the last quarter of a century in BMW (Forschung und) Technik GmbH. The researchers operating within the framework of this think tank develop technologies and concepts for individual mobility in tomorrow's world. The subsidiary was created 25 years ago as BMW Technik GmbH. With this company the BMW Group has a centre of competence that is unique throughout the world. It safeguards and expands technology leadership for BMW by providing a constant stream of innovations.

This groundwork is carried out autonomously, but it is by no means uncoupled from the development of series vehicles. The experts working in BMW Forschung und Technik GmbH enjoy a high degree of creative freedom that allows them to take innovative approaches and look for unconventional solutions. They make use of diverse sources of inspiration which can range
from bionics to space engineering, and they develop perspectives on the future that extend far beyond the life cycle of a vehicle model. "Our project-related research is not linked to the current product range, although we naturally have the objective of consistently optimising the characteristic features of vehicles coming from the BMW Group and transferring our projects and ideas to series development," explains Professor Raymond Freymann, Managing Director of BMW Forschung und Technik GmbH.

The concept of cooperative research also ensures that the departments responsible for subsequent series development can be integrated within the relevant project at an early stage. This approach guarantees that operations for realisation are already being monitored during the research phase. The initiators of an innovation also support their project after it has been transferred to the pre-production and series development phase. They then move with their project to the series development department at BMW AG. This provides safeguards for ensuring that information is not lost at interfaces, and it promotes a dynamic exchange of ideas on a personal level between research and series development. This strategy facilitates a strategic and efficient use of the innovative force pooled within BMW Forschung und Technik GmbH.

Competence centre in Munich and international network.

The subsidiary company was founded as BMW Technik GmbH in 1985. The main focus of activities in the early years was defined as the development and construction of concept vehicles. The minutes of the Executive Board meeting in January 1985 clearly set out the mission of the fledgling company: "The recently founded company BMW Technik GmbH has the mission to develop innovative, future-oriented and original overall vehicle concepts and sub-concepts away from the constraints of a specific series workflow schedule. However, the objective should always be to develop solutions that have the potential for series development." The initial aim was to work on projects under the working title "Auto 2000" and "Local Vehicle".

When the company was rebranded in 2003 as BMW Forschung und Technik GmbH to reflect both research and technology, the focus was shifted to developing technology that encompassed all types of BMW vehicle. The workforce currently has a headcount of around 200 at the Munich site, and BMW Forschung und Technik GmbH has extensive expertise in the areas of vehicle engineering, hydrogen technologies, alternative drive and energy management concepts, active safety and driver assistance systems, as well as information and communication technologies in the vehicle. The research and technology centre also maintains centres in the USA: the Technology Office Palo Alto in Silicon Valley, California, and the Liaison Office Clemson, South Carolina. They enjoy a close relationship with universities such as Stanford University and the Massachusetts Institute of Technology, as well as research institutes and high-tech companies in other sectors. The aim is to harness innovative trends and technologies for deployment in the automobile sector.

There is also an extensive exchange of ideas with universities and research institutes at German and European level. Participation in the Eurécom European communication network - based at the Sophia Antipolis high-tech centre in southern France - ensures that the research subsidiary of the BMW Group has access to leading-edge information and telecommunication technologies. In addition, BMW Forschung und Technik GmbH has a base at the German Research Centre for Artificial Intelligence and drives forward the automation of intelligent behaviour and hence the "Automobile of the Future".

The Munich Center of Automotive Research (CAR@TUM) established as a joint venture with Munich Technical University gives the subsidiary of the BMW Group permanent access to high-flying young academics with great potential for the future and it also ensures access to important results derived from ground-breaking scientific research.

BMW Forschung und Technik GmbH also works on state-financed research projects at national and international level together with other automobile manufacturers and suppliers in order to create industry-wide standards, ultimately for the benefit of all customers. One of the latest examples of this work are the field trials for vehicle-to-vehicle communication in the project entitled "Safe mobility - Test bed Germany", abbreviated to simTD.

Anniversary: Premiere for fascinating concept vehicles and pioneering technologies.

The history of BMW Forschung und Technik GmbH has been defined by a long track record of concept vehicles and technological innovations which generated pioneering impetus for the development of series vehicles, components and systems. The influence of research projects exerts varying effects on series development, depending on the subject focus and complexity. The scope ranges from direct implementation in the form of a concrete project to long-term development of technology competence. BMW Group Research and Technology is presenting a selection of projects to celebrate this landmark anniversary. The specialists working at the centre have developed these projects and some of them will be experienced for the first time outside the confines of the well-guarded laboratories and workshops.

One of the first projects to be launched by the fledgling subsidiary company was the prototype for a BMW Z1 Coupé developed in 1988. This vehicle was created within the framework of a concept development based on the very first project of the new subsidiary - the BMW Z1 roadster produced in a limited series. The development engineers were interested in methods and technologies to facilitate a maximally efficient extension of a vehicle concept to additional derivatives. The knowledge gained from this project was used for the BMW Z3 series model, which was produced as a roadster and coupé, and for the first generation of the BMW Z4, which was also manufactured in open-top and closed versions.

A fuel-cell hybrid vehicle based on the BMW 1 Series is another project being presented in the public domain for the first time. This project developed by BMW Forschung und Technik GmbH shows a highly innovative form of hybrid technology developed within the framework of Efficient Dynamics in conjunction with the use of hydrogen as a fuel. Alongside a four-cylinder petrol engine, the research vehicle has an electric power unit for city traffic. The electrical energy is generated by a small fuel cell in the form of an Auxiliary Power Unit (APU) and stored temporarily in high-performance capacitors. These so-called super caps cover the performance peaks for acceleration and taking off at traffic lights, and store the electricity generated during braking. Using a comparatively small fuel cell to generate electricity from hydrogen achieves a high level of efficiency for city traffic, while the internal combustion engine is only used for high-speed journeys. This combination could have the capability to provide an emission-free range of several hundred kilometres in city traffic and facilitate "recharging" within the space of a few minutes - this is in addition to the mobility reserves provided by the internal combustion engine for long-distance travel.

BMW Forschung und Technik GmbH is also celebrating its anniversary by providing a unique insight into innovative projects in the area of intelligent networking between driver, vehicle and environment. BMW ConnectedDrive already delivers a package of driver-assisted systems and mobility services that is unique throughout the world. These systems enhance comfort and safety, as well as optimising infotainment functions in the vehicle. The current research projects in this area include the narrow-passage assistant, which assists drivers if they are driving along particularly narrow lanes, for example near building works, and the emergency stop assistant which brings the vehicle safely to a stop if there is a medical emergency.

The latest success of the joint venture between BMW Forschung und Technik GmbH and Munich Technical University (CAR@TUM) is also presented. The project "IT-Motive 2020" involves the researchers developing an innovative architecture for information and communication technology integrated within the vehicle that permits functions previously distributed over a large number of different control units to be pooled in a homogeneous communication network. The aim is to provide a consistent hardware platform for displaying the continually expanding number of vehicle, comfort and safety functions.

Milestones: from the BMW Z1 to the lightweight sports coupé BMW Z29.

BMW Technik GmbH was launched in 1985 with the mission to develop innovative solutions for a large number of aspects associated with individual mobility. The specialists working in the newly established department were able to get to grips with this mission successfully in the very first project they tackled. They developed the BMW Z1 roadster. This vehicle project was intended to trial innovative materials, launch a revolutionary bodywork concept, and highlight opportunities for optimising development processes.

The result was so impressive that already three years later the first out of a total of 8 000 series vehicles left the Munich BMW Plant. With its plastic body, vertical sliding doors and fascinating handling properties, the BMW Z1 was not simply the first milestone in the history of BMW Technik GmbH - it also made its mark as an exceptional phenomenon on the road.

Revolutionary body and power-unit concepts were to shape development operations during the years to come. In 1993, the BMW Z13 was presented, a compact vehicle with a sporty design powered by a rear-mounted engine and three seats in an unconventional configuration. The driver was positioned behind the centrally located steering wheel, with seating space being provided behind the driver for two passengers. The study featured the driving pleasure typical of the brand, a high level of comfort, and outstanding safety attributes.

BMW E1: pioneer for electro-mobility.

The same year already saw BMW Technik GmbH presenting the BMW Z15. This first fully functional concept vehicle with pure electric drive was a development of the BMW Z11 electric vehicle presented at the Frankfurt Motor Show in 1991. As a prototype with the model designation BMW E1, the four-seater incorporated a design with pioneering aerodynamic and
ergonomic features that provided impressive testimony to the superlative potential of its emission-free drive technology even in normal everyday use. The BMW E1 provided a range of up to 200 kilometres and a top speed of 120 km/h. The prototype generated universal acclaim among members of the public and independent testers. The readers' choice in car magazine "Auto Zeitung" voted the BMW E1 as the winner in the category "Environment and Technology", and trade magazine "Auto Bild" described the BMW E1 as "the most advanced car of the century".

At the time, it was already evident that BMW was in a position to achieve typical BMW driving characteristics and operational capability geared to city driving with a purely electrical power unit. Series development would also be achievable if a battery technology with optimised power and cost could be developed. Today, BMW is continuing to build on this knowledge base in the context of project i: it provided the impetus for the development of a Mega City vehicle designed for emission-free mobility within large urban environments. An innovative vehicle concept and the most recent developments in the area of power unit and energy storage technology form the basis for a state-of-the-art presentation of electrical mobility.

New routes to maximum driving fun: BMW Z18 and BMW Just 4/2.

The development of the prototypes launched in 1995 also saw the specialists at BMW Technik GmbH searching for new and sophisticated approaches to driving pleasure. One of their ideas focused on designing an automobile counterpart to the Enduro motorcycle concept that was so successful during the 1990s. The yearning to explore off-road terrain and the pleasure of mobility under the open skies was combined for the first time on four wheels in the BMW Z18. An eight-cylinder engine, four-wheel drive, a variable interior concept and elevated seating characterise the innovative driving experience in the robust roadster.

The BMW Z18 had to wait five years after it was created for its public debut - the occasion was the celebration of 15 years of existence for the think tank. Another prototype that offered the prospect of driving fun while having previously been confined to motorcycles captivated the driving public at the Tokyo Motor Show in Japan as early as 1995. Freestanding wheels, a body that abandoned roof and windscreen, and a rear-mounted four-cylinder engine packing 100 hp were the hallmarks of the study where the two-seater concept was already integrated in the model designation - BMW Just 4/2.

Festival of innovations: The BMW Z22.

The BMW Z22 was among the most sophisticated technology platforms that BMW Technik GmbH ever created. The study was presented in 1999, and it bristled with no less than 70 innovations and 61 registered inventions in areas ranging across body concept, lightweight construction, power unit, safety, mechanical systems and controls. The use of carbon-fibre reinforced plastic in an innovative processing procedure permitted compliance with the highest crash safety standards while at the same time significantly reducing weight. Power steering, an electromechanical braking system, cameras instead of wing and rear mirrors, and a cockpit design reduced to the bare essentials defined the mould-breaking, future-proof character of the BMW Z22. Adaptive headlights, Head-up Display and central control unit enabled the prototype to offer innovative functions that were soon implemented further down the line in BMW series vehicles.

Consistent lightweight construction for uncompromising driving pleasure: The BMW Z29.

Optimization of the vehicle weight by deploying the most advanced high-tech materials was the focus of development for the BMW Z29 concept study. The prototype of a two-seater sports car was completed by BMW Technik GmbH in 2001 and represents the culmination of cooperation with another subsidiary of the BMW Group - BMW M GmbH. The vehicle exerts
fascinating appeal with flowing lines and lambo-style doors. The principles underlying the outstanding potential of the BMW Z29 for dynamic driving can be found under the engine bonnet and below the surface of the paintwork. The power was generated by the in-line six-cylinder engine of the BMW M3 - at that time a technological benchmark - and the passenger cell was manufactured from carbon-fibre reinforced plastic while the rear axle, and front and rear module were designed in aluminium. The most important results of this combination: a weight-to-power ratio of 3.4 kg/hp and an acceleration ratio of 4.4 seconds for the sprint from a standing start to 100 km/h.

Research as foundation for Efficient Dynamics.

The Efficient Dynamics development strategy provides the BMW Group with the world's most efficient programme for reducing consumption and emission values in road traffic. The development of power systems with optimised efficiency, smart energy management in the vehicle, and aerodynamic measures form the key supporting aspects of this strategy, complementing lightweight construction throughout. BMW Group Research and Technology has made significant progress in all these areas since the company was established and the results have been channelled into the series development of many different new models.

Intensive fundamental research has also been carried out in the context of the development of innovative and alternative propulsion systems. The spectrum of research ranges from new concepts for the classic internal combustion engine, through hybrid technology and the deployment of hydrogen as a fuel in the vehicle, to electro-mobility. This demonstrates that research covers all the areas that today form the mainstays of the Efficient Dynamics development strategy.

Hybrid concepts: more efficiency, more driving pleasure - right from the start.

The BMW ActiveHybrid 7 and the BMW ActiveHybrid X6 are the first two models of the brand available in 2010 to use a combination of internal combustion engine and electric motor. Each model deploys a unique platform of BMW ActiveHybrid technology while also presenting a characteristic homogeneity: BMW ActiveHybrid presents tangibly enhanced dynamic
driving accompanied by significantly reduced consumption and emission values. This twin-track advance is manifested in the BMW EfficientDynamics development strategy, and from the start it shaped the ground-breaking work carried out by BMW Forschung und Technik GmbH in hybrid technology. Hybrid technology in the style of BMW advances efficiency and intensifies driving pleasure.

The hybrid concept car based on the BMW 5 Series and developed in 1994 already facilitated fully electric and hence emission-free driving with characteristic features optimised for city traffic. The car's power-unit technology configured as a parallel hybrid drive combined a four-cylinder petrol engine with an electric drive which generated a maximum output of 26 kW. The energy stored in a nickel-metal hydride battery was sufficient to power the car over a range of eleven kilometres in purely electric drive mode. Today, hybrid technology in the BMW 5 Series is more relevant to the modern world than ever before. It is well on the way to series maturity, as demonstrated at the Geneva Motor Show in 2010 when the BMW Concept 5 Series ActiveHybrid was featured and bore impressive testimony to the technology.

Within the space of just one year, the researchers had developed another hybrid concept vehicle and significantly extended the range of the vehicle solely under electric power. The BMW 3 Series with serial hybrid technology was primarily intended for city traffic and was able to travel a distance of 38 kilometres with the internal combustion engine switched off. Two electricmotors supplemented the four-cylinder petrol engine. One of them provided the propulsion while the other served as a generator within the system.

Researchers presented a hybrid vehicle based on the first generation of the BMW X5 in 2001, and this demonstrated the progress that had been made in the area of drive and energy-storage technology. The study combined an eight-cylinder petrol engine and an electric motor to generate a maximum combined torque of 1000 newton metres. The high-power capacitors known as supercaps were the most important innovation in the first vehicle to be named after the Efficient Dynamics strategy. They were deployed as energy storage devices with particularly high power density. The BMW Concept X3 EfficientDynamics consistently progressed development of supercaps integrated in the side sills. The technology was presented at the Frankfurt Motor Show in 2005. The specialists at BMW Forschung und Technik GmbH were also able to present new solutions for integrating the internal combustion engine and electric motor. BMW Concept X3 EfficientDynamics integrated the electric motor including performance electronics in a compact active transmission.

Option for the future, already operating today thanks to intensive research: hydrogen as a fuel.

Over the long term, the BMW Group is also committed to using hydrogen as an alternative fuel in vehicles. The use of hydrogen produced with assistance from renewable energy sources offers the option of emission-free mobility for the future. The capability of this power-unit technology for everyday use has already been demonstrated with the BMW Hydrogen 7. This car passed through the complete series development process before being manufactured as a limited series. The world's first hydrogen-powered luxury saloon for use under everyday conditions is powered by a bivalent twelve-cylinder internal combustion engine and has been made available to selected customers worldwide. They have meanwhile travelled a total of more than four million kilometres driving the BMW Hydrogen 7.

On the way to the BMW Hydrogen 7, BMW Group Research and Technology set up a large number of research projects and concept vehicles, leading to a much better understanding of hydrogen technology and the framework conditions for use in the automobile. A precursor to the BMW Hydrogen 7 was presented in 2000 as the BMW 750hL and used as a shuttle vehicle atthe Expo World Exhibition. The following years saw the BMW 750 hL driving more than 170 000 kilometres in a practical test during the "Clean Energy World Tour". Other pioneering achievements were provided by the BMW H2R hydrogen record vehicle. In September 2004, the model powered by a twelve-cylinder engine set up nine international records for hydrogen-powered vehicles with a piston engine at the BMW test track in Miramas, France. The car achieved a top speed of more than 300 km/h.

Research is currently focusing on the challenges that still have to be mastered for the application of hydrogen. Milestones are the development of a hydrogen-four-cylinder cryogenic test engine and modular hydrogen single-cylinder research engines with combustion chamber geometries similar to petrol and diesel engines that achieved outstanding levels of performanceand efficiency for hydrogen engines. The other innovations developed by BMW Forschung und Technik GmbH in the area of hydrogen technologyinclude a variable shape tank with optimised weight made of carbon-fibre reinforced plastic for storing hydrogen in the vehicle and a reformer system for generating synthesis gas as a concept for effective emission reduction inthe cold-start and catalytic-converter heating phase.

Another field of research involves tracking fuel cell technology with consistent focus on application for generating electricity to power the vehicle's on-board supply. Use of the fuel cell as an Auxiliary Power Unit (APU) has been undergoing development since 1997 at BMW. Consistent further development over the subsequent four generations of technology has resulted in a continuous increase in efficiency and permanently optimised compatibility with everyday use. These advances are being demonstrated with the fuel-cell hybrid vehicle on the occasion of the anniversary.

Connected Drive: networking as the key to more comfort, security and driving pleasure.

The development of electronic systems facilitates smart networking between driver, vehicle and environment, and BMW Forschung und Technik GmbH has played a major role in enhancing comfort, safety and driving pleasure. Many of today's series vehicles feature driver assistance systems, mobility services, and systems for integrating external communication andentertainment modules that are based on innovations developed by BMW Forschung und Technik GmbH.

Motivated by the objective of opening up new perspectives for networking with the outside world and creating the foundations for the necessary technology, the specialists at BMW Group Forschung und Technik GmbH are working on assistance systems that extend way beyond the scope of the assistance systems integrated in current series vehicles.

Advanced assistance systems created by the research department of BMW Forschung und Technik GmbH include the TrackTrainer, which is supported by a melding of highly specific data from digital mapping, GPS and video and allows racing tracks - even the North Loop of the Nürburgring - to be negotiated autonomous in an ideal line. This system is used for training purposes during BMW Driver Training.

The emergency stop assistant developed in the context of the research project "Smart-Senior - Intelligent Services for Senior Citizens" uses the capabilities developed for the TrackTrainer to enhance traffic safety. The system is able to change to autonomous drive mode if an emergency situation caused by a health problem with the driver is identified, in order to carry out a safe emergency braking manoeuvre. Apart from reliable localisation of the vehicle within the lane, precise execution of the manoeuvre primarily involves robust identification of all the vehicles in the immediate environment.

Another research project in the area of automatic driving is the garage parker debuted in 2006. This system permits independent manoeuvring of the vehicle. All drive, braking and steering functions are controlled automatically to enable the vehicle to be steered in and out of a garage where space is restricted using remote control by the driver. If required, the system also activates the warning indicators and the headlamps, as well as swinging the wing mirrors in and out. The sensors for stopping the car automatically are naturally also activated if an obstacle is encountered.

More safety and efficiency through targeted communication.

A key area of development for our research subsidiary is interchange of information between vehicles and the traffic infrastructure, known as Car-to-X Communication (Car2X). One example is transmission of information about sequence times from traffic light systems. This means that a driver assistance system can either get information about the optimum speed so that cars can hit an individual green sequence of traffic lights and travel without stopping, or issue a warning about the possibility of going through a red light. Strategic transfer of data about the traffic situation, conditions on the carriageway and other factors allow early warnings to be broadcast from one vehicle to other drivers in the immediate environment about accidents, traffic jams or the formation of black ice. It is also possible to calculate the risk of collision based on the transmitted vehicle data so that warnings can be given in advance of potential crashes at junctions. As a manufacturer of cars and motorcycles, the BMW Group is in the unique position of being able to integrate both types of vehicle in the communication scenarios.

BMW Forschung und Technik GmbH also carries out ground-breaking work in the development of revolutionary operating concepts and control systems. One example of this is the concept of an entirely innovative cockpit design presented in a second-generation BMW 3 Series compact, with the Drive Stick as the focal point. Instead of steering wheel, accelerator and brake pedal, the concept vehicle has two control levers projecting vertically from the door panel and the centre console. These allow the driving direction, acceleration and deceleration to be controlled using drive-by-wire technology. The Drive Stick Car project provides a particularly vivid example of the abilities of the specialists working at BMW Forschung und Technik GmbH to ask questions about basic assumptions, deploy a high level of creativity in seeking out radically different solutions, and harness the potential of innovative technologies. The knowledge collected in this project played a major role in influencing the evelopment of the electromechanical power steering and active steering marketed for BMW series models. It also provides the typical BMW steering feeling under the conditions of power steering support.

From sailing yacht to car: Optimised Head-Up Display technology.

Their fundamental research and technology development continually encourages the researchers to look at issues that at first glance appear to be way beyond the scope of the automobile. However, over the long term the knowledge gathered in this way is channelled into projects that lead to an increase in comfort, safety and driving pleasure within the context of BMW ConnectedDrive. The team from the Technology Office located at Palo Alto in the US developed a miniature head-up display integrated in the sunglasses of the crew members in the Oracle BMW Racing Team. This system was designed for use in the ocean race for the America's Cup and allows information and commands to be transferred speedily and selectively by projecting it onto the lenses of the sunglasses. This project generated additional know-how that was used for the advanced development of the Head-up Display in the latest series vehicles of BMW.

Identification and integration of new technologies as a recipe for success: BMW ConnectedDrive Services with functionality that is unique worldwide.

Defining principles were also identified by the Technology Office in Palo Alto for integrating external communication and entertainment modules in the vehicle. The first interface for integrating the Apple iPod was developed there and this included the option of using the BMW iDrive System to control the audio function. The pioneering work carried out by BMW Research and Technology has secured BMW a unique position for the integration of external communication and entertainment systems in the vehicle. The systems and services integrated within BMW ConnectedDrive guarantee functionality that remains a world first not matched by any other automobile manufacturer worldwide.

Innovative services for future mobility solutions are already being developed today, including the technology required for these concepts. The BMW Group Technology Office Palo Alto joined forces with other technical departments to develop an iPhone application for the BMW Concept ActiveE vehicle. This application delivers vital information directly to the driver's mobile phone, including data concerning battery charge status and the potential range of the vehicle running on electric power alone.

The prototype of a multifunctional car key was also developed as a means of networking the mobility experience with the driver's lifestyle. The BMW Key is provided with a security chip that allows the driver to make cashless purchases while also enabling other functions such as memorising the e-booking for hotel rooms. The driver's key has integrated credit card functions which offer the possibility of e-booking for bus, train and air travel while in the car and storing the purchased e-tickets on the key. When using hire car or car-sharing systems, the personalised key offers additional potential because it is assigned to the owner of the vehicle rather than to the car itself.