Thanks to a high-resolution LED module in combination with laser technology and powerful digital components, this HD headlamp system offers a significant plus in safety. The system is based on so-called SMARTRIX-HD technology with a high number of individually controllable pixels. EVIYOS LEDs open up a wide range of possibilities for new, digitally controlled lighting functions that are both efficient and energy-saving.
Since the HD headlamp system is controlled digitally, there are no mechanical components that control cornering lights, for example. This reduces both the complexity of the headlamp structure and the installation space required. The compact design above all offers advantages for the design of the headlamps and offers vehicle manufacturers far-reaching design options in the front of the vehicle.
"One major advantage lies in the choice of the lamp itself: high-resolution pixel LEDs in combination with powerful laser components," explained Dr. Maximilian Austerer, Head of Technical Business Development at OSRAM Continental. "Then there are the electronics. The SMARTRIX-HD system developed by OSRAM Continental consists of EVIYOS LEDs and appropriate control electronics integrated onto a single printed circuit board. This allows the pixels – 1,024 pixels per chip – to be individually controlled by the electronics.“
Each SMARTRIX-HD module contains two such EVIYOS LEDs. And each headlamp in turn has two SMARTRIX HD modules. This makes 4,096 pixels per headlight, which are equipped for a variety of lighting scenarios.
Each SMARTRIX HD module illuminates a compound lens consisting of two glass lenses and a plastic lens to ensure the highest light quality on the road at all times, whether high beam, low beam, or cornering lights. The smart digital control unit also makes it possible to only illuminate exactly the LED pixels that are currently needed.
The HD headlamp system with its adaptive, glare-free low beam is also equipped with a laser auxiliary high beam with a range of up to 600 meters. The driver of a car with the HD headlamp system from OSRAM Continental simply switches to "Automatic", and the smart lighting system takes over. Oncoming traffic is automatically removed from the light cone, so they experience no glare. At the same time, the light automatically follows the course of the road, for example in curves, and specifically illuminates traffic signs.
Assistance systems also gain more safety in the dark thanks to smart lighting technology. The HD headlamp system can be coupled with the sensors of other driver assistance systems to analyse, recognise, and deliberately illuminate events on the edge of the road in fractions of a second.
Significantly higher resolutions will allow even more precise control of the light distribution in the future. In addition, symbol or text projections around the car become possible. The vehicle will increasingly be able to communicate with its surroundings. These and other smart innovations are developed and produced by the OSRAM Continental team at 16 locations worldwide.
Brunel’s Centre for Advanced Powertrain and Fuels (CAPF) plans to use SCI to further investigate the vast potential and control that digital valves provide. Comprised of three Professors and three Senior Lecturers, alongside 20 PhD students, CAPF is one of the UK’s leading automotive technology research centres.
“We are very excited to collaborate with Camcon Automotive in exploring and demonstrating the great potential of Intelligent Valve Technology,” explained Professor Hua Zhao, Director, CAPF, Brunel University London. “The technology’s flexibility and superior controllability will enable the development of the next-generation powertrain with very high efficiency, low carbon and zero environmental impact emissions.”
Based on iVT – which replaces the traditional camshaft on a gasoline engine with a set of digitally controlled electric actuators, dramatically reducing emissions and improving driveability – Single Cylinder iVT (SCI) is the next-generation of single cylinder development systems, bringing real-time digital control and flexibility to the gas exchange process.
Compatible with most single cylinder combustion development engines, SCI has everything a research centre or R&D department needs to ‘plug and play’ straight out of the box. It operates on both inlet and exhaust valves, offering endless development opportunities, including allowing researchers to focus on crucial combustion and after-treatment strategies, key to reducing emissions and improving fuel consumption.
“We are thrilled to see our new SCI system being put to use by such a highly-regarded team,” explained Mark Gostick, Chief Operating Officer of Camcon Automotive. “It has been designed to facilitate exploration of next generation combustion strategies and highly efficient engines by OEMs and research institutes alike; a gateway to a new era of engine development. The boundless possibilities of digital valve control make it a very attractive option for those looking to refine ICE powertrain.”
“iVT completely eliminates the conventional camshaft and for researchers, significantly reduces time needed to do a series of experiments – and improves the consistency of the results. Any valve event profile can be achieved and valve position can be monitored throughout the event using a bespoke sensor. It can mimic any valvetrain, enable on-the-fly cam changes and innovative combustion strategies. It represents an exciting opportunity for researchers, providing a significant new line of inquiry with industry-transforming implications. We will continue working closely with Professor Zhao and the CAPF team, eagerly anticipating the results of their research projects,” added Gostick.
SCI enables ‘event shaping’, allowing the maximum opening point of the valve to be skewed within the event. It also facilitates multiple events within one cycle, allowing extra exhaust events for Homogeneous-Charge Compression Ignition (HCCI) or Controlled Auto-Ignition (CAI) combustion studies. SCI provides each valve with a virtual camshaft of its own that can be ‘changed’ from one firing stroke to the next, rather than needing an engine strip and rebuild.
“It is this feature that saves so much time – and improves accuracy by allowing ‘a-b-c-b-a-c’ type testing to be conducted consecutively in the same run without stopping the engine and therefore under the same running conditions and with no engine stripping to disturb frictional effects,” added Roger Stone, Camcon Automotive’s Technical Director.
The system has built in fail-safes and automatic protection against any events that might produce valve clash. A single cylinder engine using this equipment can either reduce the time taken to gather a set of combustion data covering a given set of valve event options or permit hugely more complete data sets to be gathered in the same development time.
“In practice, significantly larger data sets will be gathered, allowing more detailed response surfaces to be determined in a fraction of the time a conventional single cylinder development programme would take,” continued Stone. “What’s more the system is compact, quiet and, apart from the actuators fitted to the cylinder head assembly and a dedicated absolute crank position sensor, requires only a power supply plus a laptop with a custom interface to control the system. The entire system, including valve position instrumentation and power supply, can be provided ready to interface with a customer’s data acquisition equipment.”
Under development for the last seven years, Camcon Automotive’s iVT system has completed more than 1,000 hours on a dynamometer and a demonstrator vehicle has been built. Jaguar Land Rover has been an R&D partner throughout the project. iVT has been designed for ease of manufacture and affordability.
“The car industry is facing huge pressure to meet upcoming emissions regulations in both the short and the long term. Petrol engines will still have a major role to play, particularly in electrified, hybrid powertrains. For those applications, a smaller, more efficient, more controllable engine is a must. Rapid, reduced cost combustion development is absolutely key and we believe SCI will be crucial to continuing to unlock the potential of the internal combustion engine. Reducing CO2 now – and other harmful emissions – is better than preventing doing it in 2030,” added Gostick.
With Dassault Systèmes as Groupe PSA’s preferred digital partner, the two companies are engaging in a long-term strategy with the intent to deploy the 3DEXPERIENCE platform as a key innovation enabler across the group’s activities. Like many established automakers today, Groupe PSA must address tough sustainability and technological challenges as the industry shifts its focus toward greener, more electrified, autonomous and regulated mobility. This requires new ways to invent, develop, test, make and deliver innovative customer experiences. The 3DEXPERIENCE platform offers a holistic approach that will enable every organization in the group to support this value creation process.
“Our suppliers play an important role in our strategic plans to prepare for upcoming stringent carbon emissions regulations, the move from internal combustion engines to electric, and from driven to driverless cars,” said Jean-Luc Perrard, Chief Information Officer, Groupe PSA. “Dassault Systèmes shares our vision for efficiency and innovation. By making them our preferred digital partner, we can prepare with a transformative shift at every level of vehicle development.”
Since starting its digital transformation program, Groupe PSA has already used the 3DEXPERIENCE platform to improve efficiency and collaboration across its research and development, technical and testing facilities worldwide, which earned Dassault Systèmes the “Best Supplier” award in 2016. As testimony to the platform’s ease-of-use, 2,000 employees at its brand Opel fully began using it within only one year of its deployment. Groupe PSA and Dassault Systèmes will now collaborate on further deployments that enlarge the scope of this transformation including a project to improve manufacturing agility and flexibility.
“Groupe PSA has been a Dassault Systèmes customer for decades and we have truly become partners to completely transform the group into an even stronger, more innovative mobility leader,” said Olivier Sappin, Vice President, Transportation & Mobility Industry, Dassault Systèmes. “As Groupe PSA’s preferred digital partner, we can reinforce our relationship in the coming years to help it achieve ambitious goals such as electrifying all its vehicles by 2025. Today’s era of mobility requires a revolution in thinking. The 3DEXPERIENCE platform will be a game changer for them.”
The new reverberation chamber makes efficient and comprehensive EMC measurements possible. New measuring methods allow vehicle antennas to be measured quickly and realistically. The complex simulation of the global mobile communication services in the new antenna testing hall makes system development in terms of maximum data protection possible. Daimler invested about €50 million ($56.5 million) in the new building at the Mercedes Benz Technology Centre (MTC) in Sindelfingen.
In the presence of Thomas Strobl, Deputy Minister-President and Minister of the interior, Digitalisation and Migration in Baden-Württemberg, Daimler inaugurated the new test facility for electromagnetic compatibility (EMC) and radio-frequency (RF) antenna systems. The measurements taken there contribute to electromagnetic fields of vehicles not interfering with other receiver systems – including those in the own vehicle, minimising the exposure of the passengers in the vehicle interior, the vehicle functions not being impaired by external (electromagnetic) fields and maximising the reception quality and performance of the antennas.
The test facility at the Mercedes-Benz Technology Centre (MTC) is one of the most advanced in the automotive industry. It sets standards for the comprehensive protection of the vehicles with new measuring and testing methods, which were developed together with the Technical University Ilmenau (Thuringia), the TU München and others.
"We are a pioneer in the digitisation of the automotive industry. The new test facility for electromagnetic compatibility (EMC) and antennas is an important step to ensure we remain a pioneer", said Sajjad Khan, Member of the Divisional Board of Mercedes-Benz Cars responsible for CASE. "Because all four CASE fields of our corporate strategy – connectivity (Connected), autonomous driving (Autonomous), flexible use (Shared & Services) and electric powertrains (Electric) – require the transmission of data. In physical terms, all these data streams use electromagnetic waves as a means of transport.“
A Mercedes-Benz passenger car can have more than 200 control units; an S-Class vehicle has over five kilometres of wires. On one hand, the electromagnetic compatibility therefore must ensure that the electronics installed in the vehicle do not cause any interference that could disturb other vehicles or devices. On the other, there are a myriad of electromagnetic waves that reach a vehicle from the outside. The cars therefore must be designed in a way that ensures that their electronics along with particularly important functions such as engine control and driving assistance systems are not impaired.
For this reason, a vehicle from Mercedes-Benz undergoes many EMC tests before it gets an approval. The day-to-day operations with such tests in the EMC facility will start at this central location already tomorrow.
Over 200 employees work in the new EMC facility in part in multiple shifts. Construction started in late November 2016. More than 60 companies were involved in the design and construction of the building. In addition to the administrative wing, the building houses three halls for EMC tests and one especially large hall that rises three storeys (length/width/height: 27/20/11.5 metres) for radio-frequency (RF) antenna tests. These halls use metal to provide complete shielding against outside interferences.
Another special feature of the antenna testing hall is the flooring: It has the same properties as a dry asphalt or concrete roadway and offers the possibility to be converted to a metal or absorbing floor and thus makes a wide range of realistic test set-ups possible. The halls are equipped with turntables and chassis dynamometers for the vehicles to be tested in order to investigate signal interferences from different directions in stationary or moving vehicles.
Cameras monitor the test set-ups in the test facility during a test. The developers sit in the operator room and are able to control and observe the measurements on the test rigs from there on monitors.
A highlight of the new test facility is a unique reverb (short for reverberation chamber). It allows interference immunity measurements to be conducted there in an especially efficient manner and in particular self-driving vehicles to be tested comprehensively for their immunity to electromagnetic interference.
The reverb houses three large mechanical "stirrers". These spiral reflector structures rotate at speeds of ten or 120 revolutions per minute, which constantly distributes the electromagnetic waves in the room. It is possible to demonstrate that this electromagnetic field distribution is locally equivalent to irradiation with an antenna from all directions.
A major efficiency gain, because in the past the vehicle was bombarded sequentially with antennas from different directions and with different polarisations. This is now done in the reverb very quickly as part of a single test step. Daimler designed the stirrer system in-house.
Modern vehicles have more than just the classic radio antenna: They are equipped with antennas for radio broadcasts, mobile communications, navigation, WLAN, Bluetooth, rf central locking system. They all need to be developed to achieve an optimal reception quality. Furthermore, the antennas may not interfere with each other.
The new 5G mobile communications standard creates additional requirements. One antenna is no longer enough to physically achieve the future data rates. That is why two or four antennas are usually used simultaneously in order to make the high data throughput possible. In addition to the individual radiation patterns, this requires analysing both the array of the various antennas – the experts refer to it as MIMO: multiple input, multiple output – as well as the receiver in the measurement technology.
Apart from classic antenna measurements, the antenna hall also allows conducting tests of such complex receiver systems as measurements of the data throughput. An important test set-up, because the reception in the moving car depends on many factors, e.g. the number of users in a cell or the location and the density of the transmission towers in a region. Trucks passing by and the buildings as well as the vegetation also can influence the data throughput.
That is why the antenna specialists of Daimler, together with experts of the Technical University Ilmenau, developed a method that for the first time allows simulating such scenarios for a vehicle in a reproducible way, and measuring them. All globally available and future frequency bands and services can be emitted in the hall, which is crucial for mobile communications, navigation and for automated driving.
Thanks to the shielding of the hall, there is no interference with the actual radio, TV and mobile communications transmitters in Sindelfingen and the surrounding areas.
The new test facility for electromagnetic compatibility (EMC) and antenna systems is part of extensive expansions and reconstruction measures of the Mercedes-Benz Technology Centre (MTC) in Sindelfingen. Amongst other things, a new technology centre for vehicle safety (TFS), a new powertrain integration centre, the driving simulator, the climatic wind tunnels and the high-tech aeroacoustic wind tunnel came online in recent years. The MTC is home to the headquarters of the company's global Group Research and passenger car development, including design.