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Monthly Archives: March 2017

Toyota electric car’s

Toyota is working on an electric car powered by a new type of battery that significantly increases driving range and reduces charging time, aiming to begin sales in 2022, a Japanese newspaper reported.

The car have an all-new platform. It will also use solid-state batteries, allowing it to be recharged in just a few minutes, the Chunichi Shimbun daily reported on Tuesday, without citing sources.

Toyota has decided to sell the new model in Japan as early as 2022, the paper said.

Toyota spokeswoman Kayo Doi said the company would not comment on specific product plans but added that it aimed to commercialize all-solid-state batteries by the early 2020s.

Toyota is looking to close the gap with EV leaders such as Nissan and Tesla as battery-powered cars gain traction around the globe as a viable emissions-free alternative to conventional cars.

Whether Toyota will be able to leapfrog its rivals remains to be seen, however, as mass production requires a far more stringent level of quality control and reliability.

“There’s a pretty long distance between the lab bench and manufacturing,” said CLSA auto analyst Christopher Richter. “2022 is ages away, and a lot can change in the meantime.”

Having long touted hydrogen fuel-cell vehicles and plug-in hybrids as the most sensible technology to make cars greener, Toyota last year said it wanted to add long-range EVs to its lineup. The automaker set up a new in-house unit, headed by President Akio Toyoda, to develop and market EVs.

Toyota is reportedly planning to begin mass-producing EVs in China, the world’s biggest auto market, as early as in 2019, although that model would be based on the existing C-HR crossover and use lithium-ion batteries.

Other automakers such as BMW are also working on developing solid-state batteries, eyeing mass production in the next 10 years.

Solid-state batteries use solid electrolytes rather than liquid ones, making them safer than lithium ion batteries currently on the market.

Automotive Remanufacturing

Remanufacturing is a standardized industrial process* by which cores are returned to same-as-new, or better, condition and performance. The process is in line with specific technical specifications, including engineering, quality and testing standards. The process yields fully warranted products.
*An industrial process is an established process, which is fully documented, and capable to fulfill the requirements established by the remanufact

A core is a previously sold, worn or non-functional product or part, intended for the remanufacturing process. During reverse logistics, a core is protected, handled and identified for remanufacturing to avoid damage and to preserve its value. A core is not waste or scrap and is not intended to be reused before remanufacturing.

REMANUFACTURED PART

  A remanufactured part fulfills a function which is at least equivalent compared to the original part. It is restored from an existing part (CORE), using standardized industrial processes in line with specific technical specifications. A remanufactured part is given the same warranty as a new part and it clearly identifies the part as a remanufactured part and states the remanufacturer.

The common language is a landmark achievement inautomotive remanufacturing, and offers a bright future for an industrythat has already benefitted from greater awareness, among policy makers and the general public, in recent years. In 2015, the United States Congress passed legislation recognizing the federal government’s responsibility for outfitting its vehicles through remanufacture. The same year the G7 Alliance for Resource Efficiency declared its support for remanufacturing at a summit attended by representatives from business, government, organized labor, research, and science.

Despite the trend toward official recognition and support for the industry, the absence of unified and codified language to describe key terms, threatened to undermine the gains in automotive remanufacturing. The lack of cohesion led to misunderstanding and sub-optimal growth, as well as competition, rather than collaboration, among organizations representing auto remanufacturers, all with a common goal of growing the industry. Early indications suggest that this state of affairs is over.

As the Asia-Pacific partner of the APRA (Automotive Parts Remanufacturers Association), a non-profit trade association representing more than 1,000 automotive remanufacturers, Duxes has a history of engagement with and support for the automotive remanufacturing industry.With the release of the reman terminology, we will take the responsibility of promoting the terms and definitions in China and Asia Pacific area, and inform the rapidly expandingremanufacturing industryof the prospect for increased efficiency, and cooperation with international partners, offered by the new terminology, as well as the potential for futurelegal recognition.

VEHICLE CONNECTIVITY

Automotive suppliers and companies from other fields are jockeying to team up with the right group of partners to provide services for connected vehicles and smart cities. The collaborations cross boundaries to include insurance companies, app providers and public services as well as a range technology suppliers.

Connected vehicles are rapidly moving into the mainstream, putting pressure on companies to figure out what services and features they want to offer. App companies, cellular and satellite providers, insurance companies, data centers and service providers are all struggling to cash in on the connected car boom. Communication companies like Ericsson are attempting to help vehicle owners find the apps and services they need. Ericsson created a center for app and service providers.

Automakers also detailed the need for multiple partnerships, which are often called an “ecosystem,” during the 2017 TU-Automotive Detroit conference. These ecosystems build upon alliances that have been established in recent years

Public sector must step up

Consumers who spend much of their time connected to the Web are pressing automakers to provide far-ranging amenities. Today’s technology lets service providers offer a broad range of offerings, making it difficult to determine what users might want and how they can earn revenue. For example, insurance companies that use connectivity to track mileage must decide what else they want to do.

The challenge facing automotive suppliers extends to the public sector. More urban planners are exploring ways to use connectivity to reduce congestion by using vehicle data to adjust stoplights and help drivers quickly find parking, among many other tasks. However, creating the digital infrastructure needed to support various services won’t be cheap, so private companies may be asked to help pay for equipment.

“Public-private partnerships are very important for increasing cities’ role in providing some of the infrastructure,” said Jens Weitzel, Vice President, Business Development Manager at Free2Move. “The whole of mobility’s future will be a mesh of public-private partnerships. Collaboration will become much more important.”

This infrastructure will probably include V2V and V2I (vehicle-to-vehicle and vehicle-to-infrastructure) communications. That is expected to reduce accidents, which cost communities and drivers millions of dollars and copious time. When vehicles communicate in this fashion, security is paramount. Green Hills Softwareis addressing this security by partnering with Autotalks and Commsignia to address the huge volume of certificates that will be needed to limit communication to authorized transponders.

Satellite-based OTA

Many conference speakers noted that innovative offerings will often come from startups, which can pose challenges for large companies that aren’t used to finding and working with tiny companies. OEMs and Tier 1s will have to devise strategies that let them work with many different partners without spending getting bogged down.

“You need to be able to connect with a number of different suppliers without using up a lot of your bandwidth,” Ericsson’s Herlitz said. “You need to pre-define business models and revenue-sharing models. When you define business models, you’re taking a risk.”

While cellular communications will play a central role in connected services, these links may not be the most effective technology for OEMs to transmit over the air (OTA) updates, monitor vehicles’ diagnostic and other tasks. Satellite provider Inmarsat has partnered with Continental to offer OEMs a global network.

Handling all this data brings management services and big data analysis into the fray. Rush-hour traffic may tax the data handling capabilities of infrastructure equipment that’s sending infotainment files to vehicles while collecting traffic and safety information. The amount of data created by vehicles will soar even higher when autonomy becomes real. That will impact processing requirements on vehicles and off.

Driving simulator

Williams Formula One experience is helping to close the gap between objective and subjective vehicle simulator testing, often a contentious area for vehicle development engineers.

Automotive test systems’ supplier AB Dynamics is using Williams’ platform and proven motion control techniques for its next generation vehicle driving simulator. It has been designed with the aim of allowing far more vehicle development in advance of a prototype than previously possible.

The new aVDS (advanced Vehicle Driving Simulator) features reduced latency and increased frequency response to deliver what the company describes as “a high resolution, fully representative driving experience.”

Using the Williams platform, which has direct-drive linear actuators, the aVDS can provide up to 60 Hz response and capability in six axes. It is complemented by a vision system with mono or stereo projection. Such level of simulation is essential beyond just vehicle dynamics, explained Dr. Adrian Simms, AB Dynamics’ Business Manager for Laboratory Test Systems.

“The aVDS can be used for the development of features such as ADAS (Advanced Driver Assistance Systems), autonomous emergency braking, autonomous vehicle systems, and the integration of electric and hybrid systems.”

Both the cost and duration of new product engineering programs have tended to increase in line with greater vehicle complexity and as more derivatives are required from global platforms. At the same time, consumer pressure is dictating shorter lead times between model facelifts.

OEMs have responded by replacing hard prototypes with virtual ones where possible, enabling faster progress at lower cost. But more was needed, said Simms. “The ultimate example of human interaction with a virtual vehicle is the driving simulator but, until now, the range of effective applications has been constrained by the physics of the motion platform,” he explained.

This restriction has generally limited simulator use to the human-machine interface (HMI) and ergonomic studies. With the aVDS, the aim is to fully meet the demanding requirements of driver-in-the-loop (DIL) vehicle dynamic simulation, based on techniques developed in Williams’ Formula One operations.

Simulators often fail to provide the driver with a high enough level of feedback and familiarity, resulting in driver behavior that may vary from on-road performance, explained Simms. He sees a wider potential role for the system in bridging the gap between objective and subjective testing—to provide a link between computer-based simulation, laboratory-based simulation, and whole-vehicle testing both in the laboratory and on the test track.

Simms regards the aVDS as not only as a stand-alone product, but also as the central tool in a suite of test and development systems that can increase correlation, reduce timescales and simplify development programs.

Unique motion platform

The Williams motion platform used by the AB Dynamics system mounts a vehicle cockpit on four identical “wedge” actuator modules mounted on two parallel rails. Quiet and lightweight linear motors control both the height of the platform on the wedge and the position of the wedge on the rail. With its angled sides, the platform can be moved backwards and forwards by changing the distance between the wedges on each rail. The comprehensive platform has a 500-kg (1102-lb) payload capacity.

Said Simms: “The range of surge [fore and aft] movement is +900/-320 mm (+35.4/-12.6 in) with a frequency response of 10Hz; lateral movement [sway] is +/- 1350 mm (+/-53.1 in) with a 35-Hz frequency response. The platform is turned by moving the front and rear actuator pairs in opposite directions along the rails.

Heave, pitch and roll are controlled by moving the wedges independently to lift or lower the platform at each corner. The range of movement available is: +/- 111 mm (4.4 in) at 35 Hz in heave; +/- 30° in yaw, +/-12° in pitch, both at up to 30Hz. The range of movement in roll is +/-8.6° at up to 60 Hz.

The arrangement of the motion platform, which Simms describes as being “unique,” means that consistently high frequency response is achieved throughout the full range of travel. Motion in one direction does not constrain motion in the others, ensuring accurate simulation of vehicle attributes, including ride quality and steering feel anywhere within the envelope of motion.

Other simulator architectures, such as the hexapod arrangement, impressive travel in one axis can hide limited excursion capability in combined directions, Simms noted. AB Dynamics has also kept the inertia of the platform to a minimum by mounting the graphics system remotely; a floor-standing 4-m (14.1-ft) radius screen, 3 m (9.8 ft) high, surrounds the installation.