AutomotiveTechnologiein Bavaria

+e-Car

GLOBAL PARTNER

VOSSIUS & PARTNER

Special ideas require

special protection.For over 50 years, VOSSIUS & PARTNER has been providing high-end

competently, reliably, precisely and creatively.

Legal areas.

software and IT, law on employees� inventions, licensing, food law,

distribution agreements, franchise agreements, R & D agreements, media

law, right of publicity, antitrust aspects in licensing, supplementary

Technical areas. Mechanical & electrical engineering, IT, physics,

chemistry, biotechnology, pharmacology, life sciences.

Services. IP prosecution, IP litigation, IP searches, freedom to operate,

contracts, annuities, arbitration, mediation, IP portfolio management,

due diligence, strategic IP consulting, IP landscaping, IP valuation services.

It is not without reason that VOSSIUS & PARTNER is among Europe�s

VOSSIUS & PARTNER · Patentanwälte Rechtsanwälte mbB · MÜNCHEN · DÜSSELDORF · BERLIN · BASEL

No sector influences people's behavior as causallyand effectively as the automotive industry.

New test fields are opening up, bound for themobility of the future. The development of theautomobile is being driven forward in order tomaintain competitiveness.

Priority is given to autonomous and environ-mentally friendly systems as well as the provisionof an appropriate infrastructure.

Exciting questions that need answers:

What role do trucks play in the freight trans-port of the future?

Is synthetic fuel an option on the way to aclean internal combustion engine?

What will sustainable, environmentallyfriendly mobility solutions look like in thenext few years?

Can hydrogen technology be a long-termstrategy in the mobility field?

What intelligent solutions in the field ofbattery and charging technology are therefor at home and on the go?

Mobility & health – is this a symbiosis ofincreasing importance?

Find out how collaborative work can helpdevelop useful standards and correct solutions.

Walter Fürst, Managing Director

Editorial

Mobility at the heart of society

Masthead:

Publisher: media mind GmbH & Co. KGHans-Bunte-Str. 580992 Munich/GermanyPhone: +49 (0) 89 23 55 57-3Telefax: +49 (0) 89 23 55 57-47E-mail:mail@media-mind.infowww.media-mind.info

Managing director: Walter Fürst, Jürgen Bauernschmitt

Design + DTP: Jürgen Bauernschmitt

Prepress: media mind, München

Responsible editor: Ilse Schallwegg

Published annually: 1 x annually

© 2019 by media mind GmbH & Co. KGNo part of this magazine may be stored, copied orreproduced without the written consent of the editorial office

if you read this magazine page by page, you will

gain some remarkable insight into the creativity

and capabilities of the automotive industry in

Germany‘s largest state. Even on a global scale,

Bavaria is a region that sets an example to others

in the industry. AUDI AG as a company and, in

particular, I as the member of the Board of

Management responsible for Procurement

know full well just what benefits are on offer

thanks to the diversity that we have right on our

doorstep and throughout the entire value chain.

We have a lot to defend as we negotiate a phase

of industrial development characterized by dis-

ruptive technologies and new competitors from

all kinds of countries and industries. Audi has

continued to refine its strategy so as to focus

more closely on offering the best solutions to

meet customer demands concerning premium

mobility.

At the heart of this strategy are products that

deliver distinct added value relative to the com-

petition when it comes to electrification, digital-

ly connected services and sustainability. Our

Audi e-tron, for example, is manufactured on a

completely carbon-neutral production line,

which is an environmental plus without parallel

anywhere in the world on an industrial scale.

Audi also offers its own eco-electricity solutions

for customers as well as digital updates to key

vehicle functions such as drive system power

components or lighting. That means real

Vorsprung durch Technik for people buying our

technology.

The product initiative is well under way. In 2019

alone, we launched 20 models. Many of these

were entirely new and had no direct predecessors.

It is particularly important to note that by the end

of 2020, our line-up will boast five electric cars

and seven plug-in hybrids. When it comes to fuel-

cell drive systems, Audi is even acting as a com-

petence center for the entire Volkswagen Group,

with the first vehicles due to enter series produc-

tion at the dawn of the next decade. That means

that we will be adding to our range in this prom-

ising segment more rapidly and systematically

than any of our competitors. Just six years from

now, a third of new Audi vehicles will be electric.

In preparation for this monumental accom-

plishment, we have already added considerably

to our expertise and given our employees fur-

ther training in electrification, digitalization and

conditional automation. The pace of the trans-

formation is building all the time.

Many other companies in the industry across

Bavaria are setting themselves similar assign-

ments. We need to work together to meet these

challenges, partly for the future of our company,

but also for the future of the entire state. After

all, something that even critical voices in politics

and society in general should keep in mind at all

times is that the automotive industry accounts

for 30% of industrial added value in Bavaria.

Dr. Bernd Martens

Member of the Board of Management of AUDI AGProcurement and IT

Dear readers,

Founded by the Bavarian Ministry of Economic Af-

fairs, Infrastructure, Transport and Technology, the

test laboratory is accredited according to EN 17025

and situated within the Automobilzulieferpark (= Au-

tomotive Supplier´s Park) Pole Position at Hof-Gat-

tendorf. It performs tests and experiments in ac-

cordance with customerspecific test instructions

and requirements. As regards concepts, the tests

are supervised by competent staff. Engineering ser-

vices and solutions to problems as well as construc-

tional adjustments are offered individually.

Automobiltechnikum Bayern GmbH

The Automobiltechnikum Bayern is your independent

competence center for environmental simulation, fatigue

testing, measuring methods and electrical engineering.

Contact

Automobiltechnikum Bayern GmbH

Ferdinand-Porsche-Straße 10

95028 Hof/Haidt

E-Mail info@atbayern.de

Phone + 49 (0) 9281 / 850 19 - 0

Fax + 49 (0) 9281 / 850 19 - 500

Concerning service strength, three Occubot seat

test robots made by KUKA are available at ATB.

Using a system for changing test dummies does not

only provide an automated programme process, but

a continuous picture documentation as well. At the

same time the test loads are constantly observed

and readjusted. The area of service strength com-

prises as well four spring testing machines, versions

„Schenck“ and „Reicherter Short and Long Stroke“.

Vibrations / wideband noise / harrowing: Audi VR611.4 2004-07, DIN 50100, DIN EN 60068-2-6, DIN EN 60068-2-53 Climate tests: BMW PR303.5, VW PV

1200, VW PV 2005, DAG A166 620 0000, DAG 7.1.1, DAG 7.1.2, DAG 7.1.3, PSA D17 1058, GM 9540P, DIN EN 60068-2-1, DIN EN 60068-2-2, DIN EN 60068-

2-14, DIN EN 60068-2-30, DIN EN 60068-2-38, EN 60068-2-78, DIN EN ISO 9227, PV 2005-A, PSA-10-AF, P PV 4015, P PV PTL 8140

For further informations please see our website

www.atbayern.de

The servo-hydraulic testsystem with a total of

8 hydro-pulse cylinders operates with loads of up

to 40 kN and mximum strokes of 400 mm.

Two electric stroke cylinders with loads of up to 20

kN and maximum strokes of up to 350 mm can also

be operated in connection with a climate chamber

of 1,5 m3. Tests with lower loads may be run by

using various pneumatic stroke cylinders.

The area environmental simulation disposes of 14

climate chambers with sizes ranging from 240

litres to 30 m3, the latter being accessible by

vehicles. Temperature ranges lie between -70 °C

and 180 °C, the relative humidity can be program-

med continuously between 10 % and 97 %.

The two heating furnaces with a volume of up to

720 litres allow tests up to 300 °C. The salt spray

fog chamber with a test volume of 2 m3 complies

with all established test standards, also for conden-

sation tests.

The measuring laboratory contains a material

testing machine for tensile and pressure tests,

several digital tracers by HBM with up to 8 measu-

ring channels per system, an infrared camera and a

digital light optical microscope with up to twohund-

redfold enlargement.

Furthermore, photogrammetric surveys are

offered, thereby using a system produced by AI-

CON.

The 90 kN shaker is fitted with a Headexpander

measuring 150 cm x 150 cm. The frequency range

goes from 5 Hz to ca. 2000 Hz. Maximum accelera-

tion is achieved at ca. 15 g. In addition, the control

system enables tests in multisinus mode. A climate

chamber of 15 m3 may be positioned over the sup-

port plates.

ele

ctr

od

yn

am

ic s

ha

ke

r in

ac

tio

n

Author

Peter Rüpplein

Executive Director

Automobiltechnikum

Bayern GmbH

E-Mail: pru@atbayern.de

environmental simulation

fatigue testing

measuring laboratory

electrical engineering

Tensile and pressure tests: DIN EN ISO 13934-1, DIN EN ISO 527-1, DIN EN ISO 527-2, DIN EN ISO 527-3 Electrical engineering: LV 124 / VW 80000, LV 148

More standards: Audi VR 630.1, DAG A0010017499, VW PV 6732, VW TL 226, VW 50014, VW PV 1303, DIN 75 220, DIN 60068-2-5, EP 84.300.19, PR

080.3Ford DVM-0004-RG, Ford DVM-0035-ST, RSA D 171058, Volvo 1579605, Opel TM 422000

we test the best.www.atbayern.de

Exterior design: Striking,

masculine with genes of the

sporty Ur-quattro

The A1 Sportback has grown sig-nificantly in length—with an addi-tional 56 millimeters (2.2 in), itnow measures 4.03 meters (13.2 ft).At the same time, the width hasremained almost the same at 1.74meters (5.7 ft). The new-genera-tion model is only 1.41 meters(4.6 ft) tall —including antenna,the car is 1.43 meters (4.7 ft) tall.The wide track and short over-hangs provide for a taut, sportylook. The wide, low-placed Single-frame grille and the implied sideair inlets dominate the distinctivefront. Below the edge of the hoodare three flat slits – an homage tothe Sport quattro, the brand‘s ral-ly icon from 1984.The new A1 Sportback alsoemphasizes a resemblance to theAudi Ur-quattro and Sportquattro when viewed from theside: The wide, flat sloping C-pillar seems to push the car for-ward even while standing still.The roof contrast line, which isavailable in two dark colors, endsabove the C-pillar. This gives theimpression that the roof is flatterand the complete car is evenlower-slung. All lines on the

flanks, from the window edge tothe sill, slope upward toward therear in a wedge shape. Thedistinctively highlighted wheelsand the low shoulder line in be-tween give the A1 Sportback asolid stance on the road. The lowline between the fender edgesdraws the visual focal pointdownward even further.With S line equipment, Audi hasemphasized the sporty charactereven more through numerous fea-tures. These include larger airinlets, additional sill trims, three flatslits located centrally beneath thehood – the middle slit is larger thanthe two outer ones. The larger rearwing rounds off the sporty overallpackage. The top-of-the-line en-gine is also recognizable with itsstricking twin tailpipes.

The distinctive daytime running lightgraphics of the optional full-LEDlights echo the dynamic wing shapesfrom sailing, known as hydrofoils.The design of the trims for the mainlight functions also draws inspirationfrom sailing. The wing segments onthe flanks create an impression ofmaximum width. A low-set, concen-trated look in conjunction with thesmall rhombus segments in the topsection of the headlights provides asporty appearance.The dynamic segmentation motifalso features in the rear lights toreinforce the instant recogniza-bility of the A1 light graphics. It isencased in the striking 3D geom-etry of the lens. The seamlesslight pattern of the graphics in thedark constitutes a remarkable featureof the two-part rear lights.

The New AudiA1 Sportback –ideal companion

for an urban lifestyle

Au

di A

1 S

po

rtb

ack

In 2010, a brand-new Audi model line made its debut in the shape of the A1. And now the second

generation of the compact success model is rolling to the starting line. Its dynamic design charac-

terizes the new Audi A1 Sportback. It is the ideal companion in the urban environment and is also

very well-suited for longer journeys. With its full-size-worthy infotainment and driver assistance

systems, the A1 Sportback is firmly networked with the digital world. New trim lines provide

ample opportunity for customization.

Audi A1 Sportback

taking into account the entire traf-fic situation.Additional highlights are the satellitemap view and the new 3D citymodels, which offer a precise mapview of many urban centers. Up tofour map updates per year are auto-matically downloaded and installedfree of charge – in addition, thecustomer can also use the versatileonline services from Audi connect.The Audi smartphone interfaceensures you are always wellconnected on board the new A1Sportback. It integrates iOS andAndroid smartphones using AppleCarPlay and Android Auto intoan environment in the MMI pro-grammed specifically for them andoffers two USB interfaces (1xUSB-A, 1x USB-C with increa-sed charging current). Anotheroption, the Audi phone box, inthis way ensures improved recep-tion quality with LTE support andcharges the smartphone induc-tively via wireless chargingaccording to the Qi standard.Music and acoustics aficionadoswill be pleased to find a DigitalAudio Broadcasting tuner, theAudi sound system and the Bang &Olufsen Premium Sound System.The B&O system drives elevenspeakers with an output of 560watts. Its 3D effect uses the wind-shield as a reflecting surface.

the full-size class. The MMIradio comes as standard – it can beoperated via the multifunctionbuttons on the steering wheel andthe display in the fully digitalinstrument cluster. In the topconfiguration, MMI navigationplus offers a 10.1-inch MMItouchscreen, which blends seam-lessly into the black glass lookarea. As with a smartphone, allcommands are via touch input.The latest generation of voicecontrol further improves the dia-logue between driver and car.In conjunction with Audi connect,MMI navigation plus offers A1Sportback drivers functions suchas hybrid route guidance – thiscalculates the route in the cloud,

Audi A1 Sportback

More space and comfort:

the space concept

The new A1 Sportback is muchmore spacious—making life muchmore comfortable for the driver,front passenger and rear passen-gers. Despite the compact exteriordimensions and the sporty roof lineadults in the rear seats still enjoyplenty of head and leg room.Luggage capacity has increased by65 l (2.3 cu ft): Normal capacity is335 liters (11.8 cu ft); with the rearseats folded down, this increases to1,090 liters (38.5 cu ft). Loading sillheight is a comfortably low 67 cen-timeters (2.2 ft).

Fully digital:

operation and display

The new Audi A1 Sportback is fitfor the digital future. Even the basicversion comes standard with an all-digital instrument cluster with ahigh-resolution, 10.25-inch displayand a multifunction steering wheel.The optional Audi virtual cockpitwith an extended range of func-tions presents comprehensive anddiverse information such as animat-ed navigation maps and graphics ofsome driver assistance systems inthe driver‘s direct field of vision.

Fully connected and always

up to date: Infotainment and

Audi connect

The Infotainment concept in thenew A1 Sportback comes from

Audi A1 Sportback – Interior

Audi A1 Sportback – Dashboard

Safety first: the driver

assistance systems

The driver assistance systems forthe Audi A1 Sportback also comefrom the full-size class. Theykeep the small compact car at theright distance from the car ahead,making it easier for drivers tomaintain the lane and help themwith parking.The standard lane departure warninghelps the driver to keep the car in thelane from a speed of 65 km/h (40.4mph). Also standard is the speedlimiter, which reliably prevents theA1 Sportback from exceeding a se-lected maximum speed.Another standard feature is Audipre sense front. The radar sensorrecognizes critical situationsinvolving other vehicles, crossingpedestrians or cyclists ahead ofthe vehicle, even when visibility ispoor such as in fog. The systemthen gives an acoustic and visualsignal to warn the driver. At thesame time it prepares for a possi-ble full brake application and, ifnecessary, initiates automaticemergency braking in order toprevent an imminent collision orreduce its impact. If necessary, theprotective measures of the option-al Audi pre sense basic are initiat-ed. The front seat belts are elec-trically tensioned, the windowsare closed and the hazard warning

lights are switched on. The adapti-ve cruise control also is radar-based.It keeps the Audi A1 Sportback atthe desired distance from the vehicleahead. If the vehicle is equippedwith S tronic, the system covers aspeed range of 0 to 200 km/h (0 to124.3 mph); with the manual trans-mission, the range begins at 30 km/h(18.6 mph). In stop-and-go traffic,the A1 Sportback with S tronictransmission brakes to a standstilland gets going again under certainconditions automatically.The new Audi A1 Sportback offersvarious systems to make parkingeasier. For the first time there is areversing camera in addition to theparking system, rear. The frontultrasonic sensors of the parkingsystem plus recognize objects infront of the car and emit acousticand visual warnings. The park assiststeers the A1 Sportback length-ways and sideways into parkingspaces. With the new version ofthe assistant, the A1 Sportback alsoparks forward into perpendicularparking spaces, maneuvering multi-ple times if necessary. The systemalso exits parallel parking spaces.

Light and particularly robust:

the body

The body of the new Audi A1Sportback includes componentsmade out of hot-formed steel that

form the backbone of the passen-ger cell. The rigid body and exactfits ensure sporty, precise drivingand prevent intrusive noise onboard. With a front area of 2.07sq m (22.3 sq ft) and a drag coeffi-cient of 0.31, the new A1 Sport-back offers very little windage.

Plenty of scope for

customization

The new A1 Sportback is availa-ble in a choice of ten colors. Theroof of the small compact modelcan be optionally finished in acontrasting color from the A-pil-lar to the roof edge spoiler. Theexterior mirror housings, the sidefront spoiler lips and the side sillsare also available in a contrastingcolor.The “edition one” model, basedon the S line equipment line andavailable from market launch, isparticularly distinctive. It impres-sively showcases the design lan-guage of the A1 with numerouscontrasts. Large 18-inch wheels –in bronze, white or black depend-ing on the exterior finish – setpowerful accents. The Audi ringsin film on the side of the car arealso available in the rim color.Borrowing from the legendaryAudi Sport quattro, the LEDheadlights and LED rear lights aredark-tinted. The Audi rings in theSingleframe and the model des-ignation at the rear are in black.

Freely combinable:

the equipment lines

A new feature in the A1 Sport-back is the modular lines structu-re. This provides for a particularlyhigh degree of flexibility. For thefirst time, customers can combineexterior and interior lines how-ever they like.Depending on the equipment line-basic, advanced or S line – theattachments on the exterior areavailable in various configurations.The black styling package setsadditional accents. By offering thelines “Interior advanced,” “Interi-

Audi A1 Sportback

Audi A1 Sportback – Sensors areas for environment observation

or design selection” and “InteriorS line,” Audi is additionally afford-ing customers numerous possibi-lities to select colors and materialsaccordingly.

New look: the interior design

“The sportiest interior in thecompact class,” that was the statedaim of the design. The interior isaccordingly driver-focused, withits emotive, customizable design.The eye is drawn in particular tothe sporty compact unit of air ventnozzles, hood and the digitalinstrument cluster. All of the con-trols and the optional MMI touchdisplay are strongly driver-orient-ed, thus emphasizing the distinc-tive cockpit character. The display and the air vent strip onthe front passenger side are integra-ted into an area in black glass look.The optional contour and ambientlighting package brings the interiordesign to life in the dark, if desired,through LED light elements in 30selectable colors.

Powerful and efficient:

the engines

Whether running around town orgoing on a weekend excursion –its powerful engines in particularmake driving the new Audi A1Sportback so much fun. There is a choice of efficientTFSI engines with outputs rang-ing from 70 kW (95 metric horse-power) to 147 kW (200 metrichorsepower). Turbocharging, di-rect injection and a particle filter

are standard. Audi offers four dif-ferent engines for the A1 Sport-back. As a three-cylinder enginewith 1.0 l of engine displacement,there is the 25 TFSI (combinedfuel consumption in l/100 km: 4.7-4.6 ) (50.0–51.1 US mpg); combin-ed CO2 emissions in g/km:106–104*) (170.6–167.4 g/mi)) with70 kW (95 metric horsepower)and the 30 TFSI (combined fuelconsumption in l/100 km: 4.9-4.8*) (48-49 US mpg); combinedCO2 emissions in g/km: 111-108*) (178.6-173.8 g/mi)) with 85kW (116 metric horsepower) ofpower. The A1 Sportback 35TFSI (combined fuel consump-tion in l/100 km: 5.1–5.0*) (46.1-47.0 US mpg); combined CO2

emissions in g/km: 116-115*)(186.7–185.1 g/mi)) is a 1.5-literfour-cylinder that boasts 110 kW(150 metric horsepower) and thecylinder on demand efficiencysystem. The 40 TFSI (combined fuelconsumption in l/100 km: 6.0*)(39.2 US mpg); combined CO2

emissions in g/km: 137–136*)(220.5–218.9 g/mi))– also a four-cylinder – is the Audi A1‘s mostpowerful engine with 147 kW(200 metric horsepower) and 320Nm (236.0 lb-ft).Audi is making a manual transmis-sion or the S tronic dual-clutchtransmission available dependingon the engine. The four-cylindervariants, which are equipped withthe S tronic as standard, are anexception to this.

Sporty, poised tuning:

the suspension

The axle design of the new AudiA1 Sportback delivers agile han-dling and a sporty, poised drivingexperience. The front suspensionis a McPherson construction; Acompact, lightweight torsionbeam axle is used at the rear. Be-sides the basic suspension, there isan option for a tauter sport sus-pension.Dynamic packages, individuallyconfigured for every engine ver-sion, bundle equipment options togive the A1 Sportback an evensportier trim. The “Basis” dy-namic package for the 25 TFSIincludes a sport suspension, redbrake calipers and larger brakediscs. Audi offers the “Perfor-mance” dynamic package for the otherengine versions. This also in-cludes red brake calipers and lar-ger brake discs as well as a suspen-sion with adjustable dampers, asound actuator and Audi drive select.The brakes of the new A1 Sport-back can be precisely metered andprovide a responsive, taut pedalfeel. The optional hold assistenhances safety on uphill anddownhill slopes by preventing thecar from rolling after stopping.Wheels are available in sizes from15 to 18 inches.

Four modes for an individual

driving sensation:

Audi drive select

The new A1 Sportback rolls off theproduction line with the Audi driveselect dynamic handling system as anoption. With it, drivers can selectfrom four modes that influence thedriving characteristics: Auto, dyna-mic, efficiency and individual.

Fuel consumption and CO2 emission figures givenin ranges depend on the tires/weels used.

Contact:

Tobias SöllnerI/GP-P3

D-85045 IngolstadtPhone: +49 841 89-36188tobias.soellner@audi.dewww.audi.com

Audi A1 Sportback

Audi A1 Sportback – Cockpit

With the push of a button, autopilottakes over control of the car and thesteering wheel disappears into thedashboard. Now the vehicle usercan decide how he or she wants toenjoy the ride. The vehicle interioris flexible: seats, screens and con-soles slide and adapt to the desireduse. Various modes for working,relaxing, entertaining and for enter-ing and exiting the car offer maxi-mum comfort and flexibility.

Brose already presented this visionof a dynamic interior at the Interna-tional Motor Show (IAA) in 2017 asthe mechatronics specialist‘s answerto one of the most interesting ques-tions right now in the industry:How will users’ demands on theinterior change when cars begindriving themselves? The future-oriented “Brose Interior Experi-ence” exhibit generated greatinterest from car manufacturers.

Since then the automotive sup-plier has continued to push for-ward with its strategy to becomethe preferred development part-ner of OEMs for innovativevehicle interiors.

The most obvious step is toexpand the adjustment possibili-ties of seats: concealed guide rails

Readyfor thenext level

Dyn

am

ic I

nte

rio

r

From specialist for power seat structures to system supplier of dynamic interiors:

In preparation for the next stages of autonomous driving, automotive supplier

Brose is expanding its expertise in interiors. The family-owned company is doing

this in part through joint ventures and research partnerships.The combination of

Brose expertise in the fields of vehicle interiors and vehicle access offers special

added value for customers.

The interior of the future adapts to changing driving situations. New kinematics and additional adjustments allow maximum

flexibility.

New adjustment systemsfor the interior

Another partnership is focusedon the development and supplyof completely upholstered ve-hicle seats through the joint ven-ture Brose AUNDE Fahrzeug-sitze. Cooperation partner AUNDEprovides its know-how in foam,upholstery and trim. The collab-oration is an opportunity for bothcompanies to grow and developtechnological innovations – likeseat foams with integrated massagesystems, new kinds of luxuryheadrests or 3D printed seatcovers. This leads to entirelynew seat concepts.

The vehicle user is always at thecenter of all further develop-ments. Brose brings together expertise inseat, door, drive and electronicsystems to offer end customers aunique experience. An exampleof this is vehicle access, which willbe more comfortable and con-venient than ever before whenthe vehicle is able to recognizethe user, open the door and movethe seat into a “welcome” positionautomatically for easy entry. Brosesupplies OEMs with the neces-sary technologies – perfectlycoordinated and from a singlesource.

The family-owned company‘sexpertise in electronics will playa key role in dynamic interiors:dozens of adjustment systemsneed to be linked and securelycoordinated.Thanks to its more than 30 yearsof experience in the field of elec-tronics, where it has around 600employees and supplies over 75million electronic systems andsensors annually, Brose can alsotake advantage of its expertise asa world market leader in mecha-tronic systems for doors and lift-gates. And to meet the special safetyrequirements for flexible interi-ors, the supplier is partneringwith sensor specialist Vayyar,which makes the 3D radar imagesensors that Brose embeds in theelectronics environment. In addi-tion to anti-trap protection, pre-cise interior monitoring addsfunctions such as anti-theft pro-tection and gesture control. It isalso able to detect if childrenhave been left in the vehicle,which could become a legal re-quirement in the very near futu-re. Also, this eliminates previouslyneeded components such as seatoccupancy mats. Customers likethis approach: several companieshave already equipped test vehic-les with the sensors.

for length adjustment, fold-out legrests and retractable control ele-ments in the armrest allow for newadjustment scenarios from a four-person meeting to a comfortablereclining or working position.Brose will also expand its compe-tence in mechatronics to the entirevehicle interior – including thecenter console, which will be veryflexible in the future. It will divide,swivel, slide forward and backward,convert into a table or integrate anadjustable screen. The companyhas already received the first orderin this new field: from 2020 Brosewill supply the structure for amoving center console to a carmakerin North America. The supplier isalso responsible for the motordevelopment and the electronicanti-trap protection.

Dynamic Interior

From 2020, Brose will manufacture struc-

tures for moving center consoles.

The interior sensors from Brose and Vayyar provide reliable collision protection for

flexible interiors and other applications such as airbag control or theft protection.

Brose Fahrzeugteile GmbH & Co. KG, Coburg

Max-Brose-Str. 1D-96450 CoburgPhone: 09561/21-0info@brose.comwww.brose.com

Sandro Scharlibbe

Executive VicePresident SeatBrose Group

Author:

Innovative sensors

Focus on cross-systemcustomer experience

The increasing variety of modelsand variants with which automo-bile manufacturers meet theincreasing demand for customer-specific products requires pro-duction technologies that allow aflexible production of body vari-ants within an economic frame-work. In addition to the increas-ing complexity caused by thegrowing number of vehicle vari-

ants, ever shorter product lifecycles and an increasingly volatilesales market pose major challeng-es for conventional productionstructures. [1]Today’s production systems inbody construction are rigidlyinterlinked and model-specific.Particularly in the field of joiningtechnology, vehicle-specific clamp-ing fixtures are used which allowonly very little geometry flexibi-lity. Changes to the body struc-ture during a model or variant

change therefore generally requirea great deal of effort. Due to theconstant increase in complexityand increasing volatility, theflexibilization of production sys-tems is gaining strategic impor-tance. Resistance spot welding iscurrently used to a large extent asone of the central technologies inbody construction. Together withthe typically used fixture-basedclamping technology for posi-tioning the components, thismethod offers only very limited

Holistic Quality Assurance System for Highly Flexible

Production Systems in the BodyShop of the Future

TU

Mü

nch

en

Innovative Sensor Technology and Data Evalua-tion Using Artificial Intelligence as an Enablerfor Highly Flexible Joining Technologies

Fig. 1: Functional demonstrator within the research project RoKtoLas for the realization of a highly flexible system based on remotelaser beam welding (left) as well as a schematic sketch of short coherence interferometry (right)

Requirements for(automotive) production

systems of the future

flexibility - both with regard togeometric changes to the bodystructure and with regard tochanges to the production pro-cess.

At the Institute for MachineTools and Industrial Manage-ment (iwb) of the Technical Uni-versity of Munich, together withpartners from industry, researchis being carried out to increasethe flexibility of car body con-struction. The focus of theapproach is the partial substitu-tion of resistance spot welding byremote laser beam welding,which is particularly suitable forthe realization of adaptive andnetworked production systemsdue to its highly dynamic andflexible process control. Theconcept of a highly flexible pro-duction cell using remote laserbeam welding and the functionalprinciple of the optical sensorunit are shown in Figure 1. Withregard to the numerous effects ofthis technology substitution –from vehicle design through theentire production chain of body-in-white to subsequent produc-tion steps – a unique consortiumof sensor developers, systemdevelopers and automotiveOEMs has come together. With-in the framework of the publiclyfunded RoKtoLas research pro-ject, a comprehensive plant andproduction concept based on thenovel optical sensor unit is beingresearched and the industrialfeasibility of this approach isbeing demonstrated.

For a large-area industrial use ofremote laser beam welding, acomprehensive assurance of thequality of each weld seam is amandatory prerequisite for manyapplications. Conventional qualityassurance systems, however, either

number of quality criteria for theweld seam can be derived withoutfurther test steps using suitableevaluation algorithms.

Although the measuring principleallows a high-precision distancemeasurement with an accuracy ofa few micrometers and a temporalresolution in the order of 100kilohertz, a major challenge is toevaluate the recorded data in a

suitable way to be able to use theinline measured welding depthsignal for process control. Thecharacteristics of a typical weldingdepth signal are shown in Figure 4.The challenge is the correct anduniversal interpretation of the sig-nal structure under the require-ment of a real-time capability.Investigations of the signal char-acteristics showed that the scat-tering in the welding depth doesnot only follow stochastic fluctua-tions of the vapor capillary, but iscaused by characteristic processphenomena and can be reliablycorrelated with them. Conven-tional approaches to signal proces-

TU München

allow only an indirect assessmentof the highly dynamic processesduring welding and the resultingseam properties or require verycomplex subsequent test steps. Asystem based on Optical Coher-ence Tomography (OCT) allowsfor the first time a direct observa-tion of the interaction phenome-na in the process zone by record-ing geometrical information. Theinterferometric principle enablesdistance measurements with hightemporal and spatial resolution,which are largely independent ofelectromagnetic process emissi-ons and metal vapor or plasmagenerated during welding. By asuitable deflection of the measu-ring beam, topographic scans ofthe process zone and the sur-rounding areas (see Figure 2) canbe recorded in real time duringwelding.The topographic recordings canbe used for process observation,process control and quality assur-ance: The exact position of thebutt edge can be determinedfrom the height measurements inthe pre-process zone, in order tocompensate for any componentor path tolerances (see Figure 3).In the process zone, the depth ofthe vapor capillary can be mea-sured as a decisive influencingfactor on the resulting mechanicalproperties of the weld seam. Inthe post-processing zone, topo-graphic scans allow an exactreconstruction of the weld surfacefor quality assurance purposes.In addition to geometric informa-tion about the vapor capillary,which is one of the central influ-encing factors with regard to theresulting weld properties, a large

Fig. 2: Process zones in laser beam welding

Technological leap in auto-motive body construction

Universal sensor concept forholistic quality assurance

Artificial Intelligencefor real-time data

evaluation andprocess control

Fig. 3: OCT-based edge tracking andtopographic measurements for qualityassurance (according to [2])

sing and analysis can only approxi-mate the welding depth in a verylimited range with the given datastructure, for which detailedinvestigations must be carried outin advance. For deviating processstates, the signal characteristicscan change considerably andrequire a correspondingly adaptedevaluation. Also, effects whoseinfluence on the fluctuations inthe welding depth signal cannotbe quantified by simple statisticalparameters cannot be reliablydetected. An alternative approachis the use of Machine Learningmethods. Without being able toquantify the underlying signalpatterns, artificial neural net-works, for example, are able toreliably find correlations betweensignal characteristics and processeffects.

The highly dynamic processes inlaser beam welding require a highlevel of understanding of theexact processes to be able to vali-date the corresponding processdata. An exact study of the pro-cesses, however, is usually limitedto the individual application andcan only be transferred to a verylimited extent due to the com-plex measures for a comprehen-sive process observation in laser

beam welding. If, for example,the material of the joining part-ners changes or other processparameters are applied, new com-prehensive investigations areusually necessary to gain a suffi-cient understanding of the pro-cess (e.g. to evaluate the influenceof the radiation characteristic, seeFigure 5). In contrast, data evalua-tion using Machine Learningdoes not require a fundamentalunderstanding of the physicalinteractions and phenomena

within the process zone. Rather,suitable training algorithms canbe used to automatically recognizedependencies and interactionsand make them usable for futureapplications. Modern approaches indata evaluation thus enableflexible and universally applicablesystems that can guarantee a validevaluation of the highly dynamicand complex processes in laserbeam welding independent of theapplication and without priordesign attempts.

A reliable method for processmonitoring is the basis for arobust process control and a validquality assurance in laser beamwelding. Optical CoherenceTomography in combination withsuitable methods of MachineLearning allows a very robust anddirect observation of the process.Compared to conventional ap-proaches for quality assurance inlaser material processing, thedirect measurement of the pro-

TU München

Fig. 4: Determination of the welding depth (blue) during laser beam welding based onthe OCT signal and Machine Learning methods

Fig. 5: Influence of the radiation characteristic on the weld penetration depth measurement(left: multimode laser radiation, right: singlemode laser radiation (according to [3])

Machine Learning asenabler for highly flexible

production systems

Remote laser beam weldingfor the body construction

of the future

cess zone greatly reduces inter-pretation errors. The extensivegeneration of process data alsoallows the evaluation of a largenumber of quality criteria basedon the data recorded inline.This makes it possible to obtain avalid statement immediately afterthe welding process regarding thecompliance with process limits.The universality of the sensorconcept allows a continuous andcomprehensive process data re-cording and thus a completetraceability throughout the pro-cess chain. In addition to theevaluation of the process stabilityand the resulting weld seamproperties, the creation of aknowledge base enables a processqualification for many applica-tions for which extensive investi-gations are still required today. Byqualifying the highly flexible pro-cess for the use in body construc-tion, highly adaptive systems arepossible. Within the frameworkof the project, a concept for therealization of intelligent joiningsystem technology in the sense ofa fully digitalized production willbe demonstrated and validated onthe basis of serial componentassemblies.

The results presented wereachieved within the RoKtoLasproject, which is supported by theGerman Federal Ministry of Edu-cation and Research (BMBF) with-in the Photonics Research Ger-many funding program (contractnumber 13N14555) and super-vised by the VDI TechnologyCenter (VDI TZ). We would liketo thank the BMBF and the VDITZ for their support and for theeffective and trusting cooperation.

[1] Erler, F.: Downstream-Risiken inder automobilen Wertschöpfungskette:Instrument zur Risikobewältigung inder Kundenbeziehung von Automobil-zulieferern. Dissertation. TechnischeUniversität Chemnitz (2015).

[2] Stadter, C.; Schmoeller, M.; Zeitler,M.; Tueretkan, V.; Munzert, U.; Zaeh,M. F.: Process Control and QualityAssurance in Remote Laser BeamWelding by Optical Coherence Tomo-graphy. In: ICALEO Conference Pro-ceedings (2018).

[3] Schmoeller, M.; Stadter, C.; Liebl,S.; Zaeh, M. F.: Inline Weld DepthMeasurement for High Brilliance LaserBeam Sources Using Optical Coheren-ce Tomography. In: ICALEO Confer-

ence Proceedings (2018).

Christian StadterResearch FieldIntelligent JoiningSystem Technologychristian.stadter@iwb.mw.tum.de+49 89 289 15560

MaximilianSchmöllerResearch Field LaserManufacturingTechnologymaximilian.schmoeller@iwb.mw.tum.de+49 89 289 15492

Prof. Dr.-Ing.Michael F. ZähHead of Institutemichael.zaeh@iwb.mw.tum.de+49 89 289 15502

Authors:

Technical University of MunichDepartment ofMechanical EngineeringInstitute for Machine Tools andIndustrial Management (iwb)www.iwb.mw.tum.de/en/roktolas

TU München

Acknowledgements

Literatur

According to a forecast by theGerman Federal Ministry ofTransport and Digital Infrastruc-ture, by 2030 the volume of truckcargo transport will have risen by39 percent compared to 2010.This means efficient and environ-mentally friendly transport con-cepts are of continuing impor-tance when it comes to reducingroad traffic and emissions such ascarbon dioxide, soot particles andnitrogen oxides.In the project „Truck2030“ scien-tists at TUM investigated all aspectsof the truck of the future. Hereare the most important results inthe areas of People, Transport andLogistics, Environment and Po-litics:

The researchers’ concept is basedon the assumption that the truckof the future will drive on thehighway automatically. Driverswould then be able to invest thetime saved in their own health.The driver’s cabin presented bythe team is equipped amongother things with cables and pul-leys which can be used for exer-

cise, already familiar from thehealth club. A game-orientedaspect will be added in order toincrease motivation, for examplebased on a virtual reward system.

Long trucks with a length of 25.25meters are ideal for efficient cargotransport. Here two LHV truckscan replace three normal-lengthtrucks. This makes it possible tosave fuel, resulting in benefits tothe environment and the economy.And the total number of trucks onthe road will also be reduced.

Apps that record cargo informa-tion using scan codes or NFCcould save time and resourcesduring loading and unloading.

The use of LHV trucks alonecould cut CO2 emissions by 20percent due to lower fuel con-sumption with the same cargoloads.Using diesel plug-in hybrid drivescould reduce CO2 emissions byanother 10 percent, the best solu-tion from both the environmentaland economic points of view. Based

The truckof the

future

Th

e t

ruck

of

the

fu

ture

Trucks will remain essential to cargo transport in the upcoming decades. Scientistsat the Technical University of Munich (TUM) and their partners have developed aconcept for the truck of the future, including Europe-wide approval for the use ofLHV trucks (Longer Heavier Vehicles), diesel hybrid drives and a multifunctionaldriver's cab.

An illustration of the truck of the future. (Image: Chair of Industrial Design / TUM)

People

"Truck2030": Technical University of Munichpresents concept for efficient cargo transport

Transport and logisticsEnvironment

tive Technology, the Chair ofInternal Combustion Engines andthe Chair of Industrial Design.https://www.truck2030.tum.de/home/

mediatum.ub.tum.de/1453998

on the current state of the art, asolely electric drive train would notbe feasible, since a battery capableof providing sufficient energy forthe necessary range would be toolarge and too heavy.Tires with optimized road resist-ance and improved truck aero-dynamics could reduce CO2

emissions by 10 percent.

The most important prerequisitefor realization of the concept isthe approval of the use of LHVtrucks in all of Europe. In theirinvestigations the scientists suc-cessfully refuted counterargu-ments such as lower driving safetyand increased road wear.Another important point is infra-structure: Use of the diesel plug-in hybrid will require additionalcharging stations on highways.Electric cars will also be able touse these charging stations.

Truck2030 is a Technical Univer-sity of Munich (TUM) researchproject, conducted in collabora-tion with the OTH Regensburg(Ostbayerische Technische Hoch-schule) as well as five industry

The truck of the future

partners. The project receivessupport from the Bavarian Re-search Foundation. The TechnicalUniversity of Munich units partici-pating are the Chair of Automo-

Contact:

Christian Mährle

Chair for Internal CombustionEngines

Phone +49 89 289 16344 maehrle@lvk.mw.tum.de

Sebastian Wolff

Chair for Automotive Technology

Phone +49 89 289 15881wolff@ftm.mw.tum.de

Simon Rauchbart

Chair of Industrial Design

Phone +49 89 289 28674simon.rauchbart@tum.de

Politics

The driver‘s cabin is equipped with cables and pulleys which can be used for exercise.(Image: Chair of Industrial Design / TUM)

More information

High resolution images

The team is building a model of the driver's cabin.(Image: A. Heddergott / TUM)

They generate carbon dioxide,particulate matter and nitrogenoxides: combustion engines are inthe cross-hairs of public opinionand many inner cities have alreadyimposed driving bans for certainkinds of diesel-powered vehicles.But synthetic fuels like the groupof oxymethylene ethers (OMEs)might hold the answer. They burnvirtually free of undesirable by-products such as soot and hydro-carbons, and thus provide an addi-tional air-quality benefit overother long-standing designerfuels. However, they also havedisadvantages: production costsare higher than those of fossilfuels and there are no productionfacilities available yet.The XME Diesel project, fundedby the German Federal Ministryof Economics, aims to promotethe use of OMEs. Scientists fromTUM's Chair of Internal Com-bustion Engines are also in-volved in the project. They inve-stigated the behavior of OMEs inengines, the adjustments requiredto improve combustion efficiencyand the degree to which harmfulemissions can be reduced in com-parison to fossil fuels.

First, the researchers did com-puter simulations and experimentson a single-cylinder engine test-bed. They determined the opti-mal parameters for efficient com-bustion. For example, the synthet-ic fuel has a lower calorific valuethan diesel, which means morefuel must be injected into theengine to achieve the same per-formance. The scientists thus

adapted the injectors accordingly.Furthermore, since the syntheticfuel does not produce soot, largeamounts of exhaust gas can berecirculated into the engine with-out contaminating the intake.This approach inhibits the forma-tion of nitrogen oxides becausethe recirculated exhaust gas pre-vents very high temperaturesduring combustion.Next, the scientists tested theparameters on a full-engine test-

On the roadto a clean

combustion engine

Syn

the

tic

fue

l

Emissions-free combustion engine cars — synthetic fuels like oxymethyleneether are bringing the idea into the realm of the conceivable. Researchers at theTechnical University of Munich (TUM) have tested how this kind of fuel behavesin engines and have developed an optimized combustion process.

Dominik Pélerin at the full-engine testbed. (Image: Moritz Ermert / TUM)

OME: Researchers test synthetic fuel

From one cylinderto a full-scale engine

drives, explains Härtl. Examplesinclude long haul trucks, energyprovision in remote areas and theaviation and shipping sectors.

The tests were carried out as partof the project „XME Diesel –(Bio) Methyl Ethers as Alternati-ve Fuels in Bivalent Diesel En-gines,“ funded by the GermanFederal Ministry of EconomicAffairs and Energy. Further research in the field ofOMEs at the Institute of InternalCombustion Engines is part ofthe project „OME – Environ-mentally Friendly Diesel FuelAdditives“ (funded by the Agen-cy for Renewable Resources withfunds of the German FederalMinistry of Food and Agricultu-re) and the project „Sub-Zero-Emissions Diesel Engine“ (fun-ded by the Bavarian ResearchFoundation).

bed comprising a six-cylinderproduction engine that was adapt-ed specifically to run on syn-thetic fuel. The tests on the fullengine confirmed the previousresults.

„We determined that using thisfuel can significantly reduce pol-lutant emissions,“ explains Dr.Martin Härtl, who coordinates theproject. „The Euro 6 level, thecurrently applicable limit, is easilymet when using the synthetic

Synthetic fuel

fuel. We are also convinced thathigh-performance exhaust after-treatment can even reduce emissi-ons to almost zero.“ OME madefrom waste CO2 – carbon dioxidegenerated in processes in the steeland cement industries, for exam-ple, or in coal and gas-fired plants –and electricity from renewablesources, would even be carbonneutral.Particularly interesting is the useof OME in vehicles and systemsin which internal combustionengines cannot be readily replac-ed by battery-powered electric

Contact:

Technical University of MunichInstitute of Internal CombustionEngines

Phone: +49 89 289 24110haertl(at)lvk.mw.tum.de

Emissions can bereduced to zero

More information:

Full-engine testbed in the engine laboratory of TUM's Chair of Internal CombustionEngines in Munich-Moosach. (Image: Mortiz Ermert / TUM)

A more holistic approach tomobility is needed in order tomeet the challenges arising in ourincreasingly networked and glob-alized world. It is thus key toidentify the synergy and transferpotential latent in the aerospaceand automotive sectors to be ableto leverage these in targeted fash-ion for mobility overall. Both industries deal with meansof transport that to some extentinvolve extremely complex inter-functionalities. Realized as em-bedded systems involving elec-tronics and software, these func-tionalities must meet incrediblyhigh demands for real-time appli-cations. Their respective integra-tion into complex traffic controlsystems is also comparable. Andfrom an engineering perspective,the domain structures in thebodywork & cockpit, drive andplatform control systems are large-ly similar as well. Of course, the specific functionalrequirements – and thus the even-tual solutions derived – are usuallyfundamentally different. There isgreat overlap however regarding

processes and the transferability ofbasic technology approaches andsolutions.As such, the main common de-nominator can be found in the areaof approaches to problem solving– in other words, engineering.The following are examples ofthis: At its core, ‚functional safety‘is about how to create a function-ally reliable product that meetsthe given requirements. Andensuring functional safety isessentially an overarching processnot specific to either field. Re-quirements management is simi-lar in both, for which the samestandard tool can be employed.The basic solutions used are trans-ferable, even for system architec-ture, which is more technical innature.

Transfer is not a simple matterdue to a number of fundamentaldifferences between the automo-tive and aerospace industries, suchas development time, innovationspeed, production quantities,costs and product service life.However, the process steps inelectronics and software develop-

ment are comparable in the twoindustries. These common fea-tures thus certainly do allow find-ing promising leverage points forthe automotive industry.The increasing importance ofsoftware in vehicles calls for asoftware development processthat is efficient and robust inequal measure. An increasingnumber of functions now need tobe realized by an increasing num-ber of players to increasinglytight deadlines, while an increas-ingly confusing set of parametersmust also be taken into account.This makes the processes andmethods involved incrediblycomplex; a factor that can only beovercome by seamlessly inter-twining the development steps inthe networks of vehicle manufac-turers, suppliers and service pro-viders and clearly defining thedivision of roles in a way that istransparent to all those involved.An important step toward achiev-ing this is the standardization ofinterfaces.The aerospace industry has longbeen aware of the great advant-ages of standardizing non-differ-entiated technical solutions, and

Shaping Mobility By Leveraging

the Transfer Potentialof Aerospace and Automotive!

Shap

ing

Mo

bili

ty

Definite synergyand transfer potential

Transfer processes done right

At first glance, the modern aerospace industry would seem to have little in common with the auto-

motive sector. However, metrics like development cycle time, number of employees, sales and price per

aircraft/vehicle reveal major differences in some cases. Yet both industries are characterized by highly

sophisticated technologies and increasingly interconnected embedded systems. At the same time, the

two are increasingly converging as part of a trend toward multi-dimensionality in mobility – the

mobility of the future.

and the hallmark of this change.The highly sophisticated, top-down architecture developmentprocess employed in the aerospaceindustry serves as an exemplarymodel for this. The core elementsin this process are standardization,interface uniformity and abstract-ing upward from granular techno-logical solutions. Key factor:Safety and security can really onlybe practicably realized on thearchitecture side. The sameapplies to system verification,which also benefits from a strin-gent architecture approach.Attempting to do this at the sub-system and component level is avery hit-and-miss process, andextremely time-consuming toboot. Safety cannot be divided,and must therefore be 'drafted' inits entirety from the architecture.With its focus on highly reliablesystems and safe functions, whichis born of years of experience, theaerospace industry represents anexcellent role model for this.This can require great effort ofcourse, but the benefits are real interms of technology, functionali-ty, processes ... and profits, as wefirmly believe!

such operational functions assteering, control and system relia-bility, and administrator functionslike support for development,production and service processes).A similar principle applies to thebasic functions at the user level,such as sensor and data fusion,system status detection, environ-mental awareness, centralizedsystem coordination and maneu-vering support and execution.

We have more or less undergonea critical technological paradigmshift – away from traditionalmechanical engineering andtoward electronics, embeddedsystems and IT. However, driveelectrification, the ever-accelera-ting growth in the use of softwareand the wealth of different new,heavily networked assistancesystems – plus the elimination ofsystem boundaries due to theadvent of cyber-physical systems –are all issues that demand new,future-proof solutions. A holistic system view in thedevelopment process is the key to

has acted accordingly. Overrecent years, the digitization ofcars through the extensive use ofelectronics and software has beendriven by a high innovationspeed, with the result that thesystem complexity in a premiumcar with all the variants is nowmuch higher than that of amodern commercial airplane, atleast when based purely on thesheer amount of software anddata involved. Standardization, asseen in the aerospace industry, isthus one way of removing part ofthe complexity from the develop-ment process, affording a modelto be emulated by the automotiveindustry!

The technological foundations, aswe have observed, are comparable(processors, programming lan-guages, sensors, actuators etc.).However, like-for-like, outrighttechnology transfer is not fea-sible, and cannot yield any break-throughs. Yet transferring experi-ence does makes sense in prob-lem-solving, with system and sup-port functions for example, i.e.

Shaping Mobility

Author:

ESG MOBILITY GmbH

Frankfurter Ring 211D-80807 MünchenPhone: +49 89 92161-0mobility@esg.de

Jörg Ohlsen

CEOESG MOBILITY

Technology transfer: addedvalue through experience

Top-down architecturedevelopment requires

a holistic system concept

Founded in 1986 in Leinburg asBEDIA Motorentechnik GmbH,BEDIA is a German medium-sized, family-run company with aninternational focus. In the firstfew years the company concen-trated mainly on selling sensors,water filters and automotivecables.Thanks to the company‘s innova-tive and far-sighted decisions,BEDIA has developed successful-ly through continuous and healthygrowth. In 2006 the business divi-sion BEDIA Kabel GmbH &Co.KG was spun off as an inde-pendent GmbH & Co.KG. Amilestone in the company‘shistory was the relocation of thetwo independent companies in2009 into the spacious companypremises in the Altdorf BusinessPark in Unterwellitzleithen.The company's continued growthled in 2017 to the building beingexpanded by an additional ware-house and parking spaces. Themodern building accommodates

currently over 140 – mainly long-term – employees. All companyfunctions from developmentthrough production to shipping arelocated at this one site. Interestingfuture-oriented apprenticeships areavailable for the career profiles ofindustrial manager and warehouselogistics specialists.

BEDIA Motorentechnik

GmbH & Co. KG

BEDIA Motorentechnik devel-ops, produces and distributes wellthought-out solutions in the filllevel and temperature monitoringsectors.Having focused our competenciesin the areas of fill level and tem-

BEDIA – more than 30 years thought-out solutionsat the highest level

Fill

leve

l/te

mp

era

ture

se

nso

rs +

au

tom

oti

ve c

ab

les

Fill level/temperature sensors

BEDIA head office in Altdorf near Nuremberg

customers worldwide in the au-tomotive, commercial vehicle, indus-try, building services, photovol-taics and solar energy sectors.Its portfolio includes vehiclecables of all types, twisted cables,sheathed cables, ABS/EBS truckcables, H05/H07 cables, solarcables, speaker cables, welding,ignition and data cables such asFlexRAy and CAN, high-tem-perature and media-resistance FLR6Y,thin cross-sections with copper-magnesium alloy (FLCuMg02RY0,13mm2) and much more.International customers in par-ticular value the competent inven-tory management with about2,000 different cable variants andthe ensuing high level of flexi-bility in responding to customerrequirements.

perature monitoring under ex-treme operating conditions for manyyears, we are now able to respondto the specific requirements ofour customers with customisedsolutions for both large-scale pro-duction and smaller productionquantities. We have achieved thisby combining our proven tech-nologies with innovative productideas. It is specifically through thedevelopment of these customisedsolutions that BEDIA Motoren-technik can showcase its highlevel of expertise and flexibility inthe best possible way. BEDIAMotorentechnik has been a re-spected partner worldwide ofnumerous manufacturers of con-struction machines, engines, com-mercial vehicles, agricultural ma-chinery, aggregates and compres-sors since 1986. Thanks to theirrobust construction, IP protectionclass and operating temperatureranges of -40 to +125 degreesCelsius, the monitoring sensorscan be used in many differentenvironments. The high qualitystandard demanded by the long-standing international customersfor BEDIA Motorentechnik‘sproducts and solutions is the com-pany‘s motivation for continuousimprovement. In 2012 BEDIASensors was founded in Austin /

Fill level/temperature sensors + automotive cables

Texas (USA) as a new sales subsid-iary. BEDIA products are repre-sented successfully in the mostimportant markets through ourworldwide distribution partners.

BEDIA Kabel GmbH & Co. KG

As a recognised partner of nume-rous companies, BEDIA Kabelspecialises in the purchase andresale of all types of brandedcables. BEDIA Kabel supplies

Contact:

BEDIA MotorentechnikGmbH & Co. KGIm Erlet 1D-90518 Altdorf bei Nürnberg

Phone: +49 (0) 9187 9509 632Fax: +49 (0) 9187 9509 1632Email: bedia-sales@bedia.com

BEDIA Kabel GmbH & Co. KGPhone: +49 (0) 9187 9509 811Fax: +49 (0) 9187 9509 1811E-Mail: kabel@bedia.com

Internet: www.bedia.com

The BEDIA Reel Cart

In the Community of Practice(CoP), universities, researchinstitutions, inventors, start-upsand established companies worktogether. The focus is on digi-tization projects that focus onpeople and their individual lifesituations by means of cross-sec-toral digitization concepts andcross-industry approaches. Thegenerated concepts are open toinnovation and thus not yetknown for changing life, workand mobility situations. Thefocus is on the close link bet-ween mobility and health.The first focus of digitization ison mobility and travel sectors aswell as health and medicine (seeFigure 1). The focal points arederived from those in the follo-wing order: „Prevention“, „Acci-dent prevention process chain“and "Accident". Within the„Accident process chain“ priority

area, accident reports via eCalland eRescuator are the mainfocus. The drivers/doctors of thee-rescue vehicle receive immedi-ate access to the relevant patientdata of the injured person viadigital data transmission in orderto be able to guarantee fast andtargeted care. The focus „Preven-tion“ deals with preventive mea-sures during journey or traveltime. For example, it is possiblethat built-in sensors in passengercars can promote a better postureby pointing out bad posture orsupporting stress managementwith measured vital parameters.Real-time information enablesdrivers to be warned of potentialhazards, such as traffic jams oraccidents, in order to prevent fur-ther accidents. These topics haveled to the development of theongoing „personalized eCall“funding project. Since 2018, thetopics have been dealt with by

MRK with the support of theDigital Health/Medicine TopicPlatform of the Zentrum fürDigitalisierung.Bayern (ZD.B)and Medical Valley EMN e.V..Ideas, questions and develop-ments regarding mobility andhealthcare will be discussedduring the meetings.During the kick-off event „mobi-lity meets health“ at the ZD.B inNovember 2018, the basic idea ofthis initiative was already imple-mented. Various concepts such asa mobility app for people withlimited mobility were presented.Also mentioned was a sensor-supported prevention app thatmotivates people to move orchange an unfavorable sittingposture, as well as answers toquestions and suggestions. Further-more, new approaches for themedical care of elderly people -especially in rural areas - wereaddressed.

Communityof

Practice (CoP)

30

Com

mu

nit

y of

Pra

ctic

e (C

oP)

Basic idea and review

own ideas and ideas from theirpoint of view.

Do you also have ideas for bund-ling mobility and health in rela-tion to digitization? Are youlooking for partners to help youimplement your ideas, or are yougenerally interested in the subjectareas? Then we look forward towelcoming you to our next CoPmeeting.All companies, start-ups, associ-ations, organizations, universitiesand research institutions active inthe field of mobility & health arecordially invited to attend theCoP. For further questions pleasecontact the speaker of the CoPInitiative Mr. Köpplinger.

Contact: Herbert Köpplinger |Managing Director MRK Management Consultants GmbHHerbert.Koepplinger@mrk.de+49 89 21 66 67-0

The CoP offers space for furtheruse cases, which are conceivablefor all modes of transport, cars,trains and aircraft.

Acquisition of the sitting post-ure, stimulation and promotionof active sitting and movementstimulation.

Non-invasive / non-contact re-cording of vital parameters(heart rate, heart rate variability,respiratory and movement para-meters, etc.) and facial expressi-on analysis for stress manage-ment, emotion recognition,attention recording and drivercondition recognition.

Development of a telematicinfrastructure for the fusion,analysis and communication ofall collected data for researchpurposes and for the implemen-tation of use cases in real appli-cations.

Especially companies from theautomotive and supplier industryare invited to contribute their

31Community of Practice (CoP)

Authors:

MRK Management ConsultantsGmbHcarolin.huber@mrk.de+49 89 21 66 67-166

MRK Media AG hans.schell@mrk-media.de+49 911 25 52 49-100

Fraunhofer-Institut für IntegrierteSchaltungen IISmatthias.struck@iis.fraunhofer.de+49 9131 776-7345

Carolin Huber

Project assistant

Hans Schell

Team leader|

Matthias Struck

Group leaderSector Smart Sensingand Electronics

Fig. 1: Sectors and brainstorming ideas

Possible further use cases:

Invitationto automotive companies:

What's the next step?

Speciale-Car

eMove360° 2018

www.emove360.com

4. Internationale Fachmesse für die Mobilität 4.0

elektrisch - vernetzt - autonom

15. - 17. Oktober 2019, Messe MünchenPARALLEL

4 CONFERENCES

The ambitious climate targets of theUnited Nations of November 2015 and thedecisions of the European Parliament, theEuropean Council and the EuropeanCommission of December 2018 can beonly be reached by a systematic decarbon-ization in the mobility sector.It does not only make sense, but it is alsoabsolutely necessary for most countries tofocus on electromobility. But in the longrun we should not neglect the hydrogentechnology. The application of hydrogentechnology in the sector of mobility is,without doubt, a long term strategy, goingfar more easily on resources than battery-based electromobility, which heavilydepends on the availability of lithium.A method of bonding the usually explo-sive hydrogen with an organic substancewas developed at the Friedrich-Alexander-University Erlangen-Nuremberg, permit-ting hereby a safe storage and transporta-tion of hydrogen and, in addition, guaran-teeing the use of existing gas-station infra-structure with hardly any modification.With the help of catalysts an organic sub-stance named dibenzyltoluene can behydrogenated and transported without any

danger. At the destination site the hydro-gen can then be separated again from theorganic carrier substance.In the national as well as in the interna-tional trade such bonded hydrogen can betransported within the existing infrastruc-ture of container ships or on rails.This new method has attracted enormousattention in the last few months in thescientific community and has managed tobe amongst the “top three” of the “futureprize of Germany‘s Bundespräsident”.There is no doubt, that these chemicaltransformation processes entail losses ofefficiency.But with the increase of the renewable elec-tricity production in the future, there willalways be enough surplus electricity to beused for the production of hydrogen.

Siegfried Balleis

Honorarprofessor an der Friedrich-Alexander-Universität

Erlangen-Nürnberg

Preface

The Audi e-tron is an electricSUV for sport, family and leisure.It is 4,901 millimeters (16.1 ft)long, 1,935 millimeters (6.3 ft)wide and 1,616 millimeters (5.3 ft)high. It offers the spaciousness andcomfort of one of the brand‘s typi-cal full-size models. With a wheel-base of 2,928 millimeters (9.6 ft),the Audi e-tron has ample spacefor five occupants along with theirbags. The total luggage capacity is660 liters (23.3 cu ft), equippingthe electric SUV for major tours.

Powerful performance on any

terrain: drive and dynamic

handling system

Efficiency, performance and quiettranquility – the Audi e-tronexemplifies the driving experi-ence of a new technological era.Two electric motors drive theelectric SUV powerfully, free ofemissions, and almost silently,with a system output of up to 300kW and 664 Nm (489.7 lb-ft) oftorque. The maximum drive torque is avail-able within fractions of a secondand provides enormous pullingpower. The Audi e-tron completesthe standard sprint in 5.7 seconds.Top speed is an electronically-limited 200 km/h (124.3 mph).

A new quattro generation – elec-tric all-wheel drive – provides forsuperlative traction and handlingon any terrain and in any weatherconditions. It ensures the contin-uous and fully variable regulationof the ideal distribution of drivetorque between the two axles –within a fraction of a second. Inmost cases, the electric SUV tendsto use its rear electric motor toachieve the highest efficiency. Ifthe driver demands more powerthan it can supply, the electric all-wheel drive redistributes torque asrequired to the front axle. Thisalso happens predictively even

before slip occurs in icy conditionsor when cornering fast, or if thecar understeers or oversteers. Thedynamic talents of the Audi e-tronare especially apparent at low coef-ficients of friction, such as onsnow.A key factor for the sporty charac-ter and outstanding transversedynamics is the low and centralposition at which the drive compo-nents are installed. The batterysystem is optimally matched to thedimensions of the Audi e-tron andis located between the axles in theform of a flat, broad block beneaththe passenger compartment. The

Electrifyingly funto drive:the Audi e-tron

Au

di

e-t

ron

The brand with the four rings presents its first fully electric series-production model, the Audi e-tron.Thefull-size SUV combines sportiness and everyday usability. Its two electric motors together with electricall-wheel drive provide for awesome performance and agile handling. The large high-voltage batterylays the foundation for a range of more than 400 kilometers (248.5 mi) in the WLTP driving cycle. Incombination with a comprehensive range of charging options for home and on the move, customerscan enjoy fully electric driving without having to compromise.

Audi e-tron – Front view

concept. Audi is the first manufac-turer worldwide to use this con-cept in a series production vehiclewith electric drive. When brakingfrom 100 km/h (62.1 mph), forexample, the Audi e-tron can recu-perate electric power with a maxi-mum of 300 Nm (221.3 lb-ft) and220 kW. That corresponds tomore than 70 percent of its ope-rating energy input. No other seriesproduction model can achieve sucha value. The electrohydraulicallyintegrated brake control systemdecides as a function of the drivingsituation whether the SUV usesthe electric motor, wheel brake ora combination of the two for recu-peration – with this taking placeindividually at each axle. The tran-sition between electric andhydraulic braking is smooth andhomogeneous, so the driver doesnot even notice it. Brake forcesremain constant.Another key factor for the highefficiency of the Audi e-tron is thesophisticated aerodynamics. Onehighlight of this concept are theoptional virtual exterior mirrors – aworldwide first in a series produc-tion model. Integrated into each ofthe mirror supports is a smallcamera, whose images are dis-played on high-contrast OLEDdisplays inside the vehicle. Otheraerodynamic solutions go about

means of coasting recuperationwhen the driver releases the ac-celerator, or by means of brakingrecuperation when the brake pedalis depressed. In both cases, theelectric motors function as a gen-erator and convert the kineticenergy of the Audi e-tron intoelectric energy. At up to 0.3 g ofdeceleration, the electric SUVrecuperates solely via the electricmotors. This is the case well over90 percent of the time. The wheelbrakes are involved only when thedriver decelerates by more than 0.3g using the brake pedal. They res-pond extremely quickly, thanks toa new electrohydraulic actuation

Audi e-tron

center of gravity of the Audi e-tron is thus on a level similar tothat of a sedan. Axle load distri-bution is perfectly balanced atalmost 50:50.With Audi drive select, the drivercan vary the characteristics of theAudi e-tron between seven pro-files depending on the drivingsituation, road conditions or perso-nal preferences. The system alsoinfluences the standard air suspen-sion with adaptive dampers. As aresult, there is a vast differencebetween smooth rolling comfortand sporty, stable handling. The airsprings adjust individually to theroad conditions depending on thespeed and the driver‘s preferences,varying the ride height by as muchas 76 millimeters (3.0 in). Especial-ly on long journeys, a lower rideheight improves aerodynamics,thus increasing the range.

High efficiency: recuperation,

aerodynamics and thermal

management

The Audi e-tron covers more than400 kilometers (248.5 mi) on asingle charge in the WLTP testcycle. This value is due primarilyto the innovative recuperationsystem, which accounts for up to30 percent of the electric SUV‘srange. The electric SUV can re-cover energy in two ways: by

Audi e-tron – Interior

Audi e-tron – Manual and automatic coasting recuperation

their business hidden from view,such as the air suspension and thefully lined underbody with thealuminum plate to protect thehigh-voltage battery. These reducedrag, as does the adjustable coolingair intake. It includes channels forcooling the front brakes and servesas a switching point for the com-plex thermal management systemwith the standard heat pump.Benefits of the thermal manage-ment system include unwaveringhigh performance even under highload, long battery life and fast DCrecharging. With the virtual ex-terior mirrors, the Audi e-tronachieves a drag coefficient of 0.27 –a top mark in the SUV segment.With a typical use profile, thisvalue provides for a range advant-age of approximately 35 kilometers(21.7 mi) per battery charge versusa comparable, conventionally pow-ered vehicle.

Intelligent solutions for home

and on the move: the charging

concepts

The large high-voltage battery inthe Audi e-tron can store up to 95kWh of energy and is thus thefoundation for the long range.There is generally no need to stopat charging stations during eve-ryday driving. On long trips, suchas when going on vacation, customers

can use fast charging stations tocharge with direct current (DC) atup to 150 kW – a first for series-production automobiles. Thismeans that the Audi e-tron is allset for the next long-distancestretch of a journey in approxi-mately half an hour. The electricSUV can also be recharged withalternating current (AC) at up to11 kW; recharging with 22 kW isavailable as an option. A pro-prietary Audi charging service pro-vides e-tron customers with easyaccess to roughly 80 percent of thepublic charging stations in Europe.Whether AC or DC, 11 kW or150 kW – a single card is all cus-

tomers need to start the process.The procedure will become evenmore convenient with the func-tion Plug & Charge, which willfollow in 2019: The car self-authorizes at the charging stationand activates it.Audi offers various solutions forcharging in the garage at home:The standard mobile chargingsystem can be used with either a230 volt household outlet or a 400volt three-phase outlet. The op-tional “connect” charging systemdoubles the charging power to asmuch as 22 kW. In conjunctionwith a home energy managementsystem, it offers intelligent func-tions such as charging when elec-tricity is less expensive or withsolar power if there is a photovol-taic system on the roof. Audicustomers can control all chargingprocesses as well as pre-entry cli-mate control via their smartphonewith the myAudi app.

Electrification visualized:

exterior and interior

The Audi e-tron reflects the fun-damental formal idiom of Audidesign – translated into the electricage by new, stylistically definingdetails. Typically for one of thebrand‘s SUV models, the Audi e-tron bears the octagonal-designSingleframe grille with vertical

Audi e-tron

Audi e-tron – Electric drivetrain

Audi e-tron – Charging point

struts. Its corpus is largely enclosedand presented in platinum gray –identifying it as a fully electricmodel. At the lower edge of theMatrix LED headlights, four hori-zontal struts create the e-tron-spe-cific signature in the daytime run-ning lights. For the first time this isintegrated directly into the head-lights. The expressive design ofthe sill area with the black insertsvisualizes the location of the bat-tery and thus the energy center ofthe Audi e-tron. At the rear, slatsin the wide diffuser call attentionto the omission of exhaust pipes.The e-tron logo on the chargingflap and optionally the brake cali-pers stand out in the high-voltagesignal color orange.Colorful accents such as these arealso available for the spacious, airyinterior, whose design embodiesperformance, intelligence andlightness. The large arc, into whichthe optional virtual exterior mir-rors are harmoniously integrated,stretches across the expansiveinstrument panel to the sculpteddoor trims, taking in-car digitali-zation to a whole new level. Thecenter tunnel console rests onopen sidewalls. Seeming to floatabove it is the hand rest with inte-grated shifter, which the driveroperates with thumb and fore-

finger. Lightness and performanceare fused into one.The entire driver‘s area has a driv-er bias, and the two large MMItouch response displays are angledin the driver‘s direction. Theyreplace nearly every conventionalswitch and control. Many functionscan also be controlled via the natu-ral voice control system as well asthe Amazon voice-activated assis-tant Alexa. With the standardAudi virtual cockpit, the driver canchoose between two views thatclearly present all information inthe form of sharp, high-resolutiongraphics. The optional Audi virtualcockpit plus offers a third screenthat highlights the electric drivesystem. The comprehensive com-fort features paired with high-qual-ity materials and fine workmanshipmake electric mobility a premiumexperience.

Top-caliber connectivity: info-

tainment and assist systems

In the German market, the Audi e-tron comes standard with thehigh-end media center MMI navi-gation plus. It supports the LTEAdvanced data transmission stand-ard with integrated Wi-Fi hotspotfor the passengers‘ mobile devices.The navigation system makesintelligent destination sugges-

tions based on previous routes,ideally supplemented by the e-tronroute planner. This displays thesuitable route with the requiredcharging points. Besides the trafficsituation, the computation alsoconsiders the battery‘s chargelevel. The projected arrival timeincludes any required chargingtime.Numerous assist systems make thedrive even more relaxing, includ-ing the standard efficiency assist.With predictive tips in the Audivirtual cockpit and automatic recu-peration, it helps the driver to driveeconomically. The system usesradar sensors, camera images, navi-gation data and Car-to-X informa-tion to detect the traffic environ-ment and the route. In combina-tion with the adaptive cruise assist,the efficiency assist can also brakeand accelerate the electric SUVpredictively. Backing the assistsystems is the central driver as-sistance controller, which con-tinuously computes an exact modelof the environment. The requireddata is obtained – depending onthe selected options – from up tofive radar sensors, six cameras,twelve ultrasound sensors and thelaser scanner. The Audi e-tron will be thebrand‘s first model to allow custo-mers to add certain functions on-line whenever the need for themarises. This will be possible frommid-2019 onwards. For example,the LED headlights can be upgrad-ed to matrix LED headlights withintelligently controlled high beams,and assist systems or infotainmentextras such as DAB+ digital radioand the Audi smartphone interfacecan be added.

ContactElectrifyingly fun to drive:the Audi e-tron

Tanja Lehner-IlsankerI/GP-P3

D-85045 IngolstadtPhone: +49 841 89-34105tanja.lehner@audi.dewww.audi.com

Audi e-tron

Audi e-tron – Network of the quattro drive control system

Weikersheim, 4th April 2019. As acentral component of the energyrevolution, the future of mobilitywill be electric. For the automotiveindustry and its suppliers, thismeans an unprecedented paradigmshift that requires the extremelyrapid development of highly quali-fied expert knowledge in manydetails. In future, PUR foam sealinggaskets will play a decisive role intwo of the central challenges – sea-ling of electrical connections andvibration-free (noise) insulation.

These predominantly closed-cell,soft sealing gaskets combine basictechnical requirements for use ine-mobility applications - such ashigh tensile strength / fatiguestrength and special tightnessrequirements even with consider-able over- and underpressure -with the economic manufacturingand processing advantages ofpolyurethane (PUR) while main-taining closest tolerances, even inlarge-scale production.

To ensure that the material andthus the foam seals can show alltheir advantages in applicationssuch as battery covers, plug sealsor seals for covers or housings ofall kinds, it is important to in-volve the development supplier atan early stage in the design phase,

especially in projects in the fieldof e-mobility: the expertise gai-ned on decisive parameters - suchas space-saving dimensioning, ne-cessary tightness (protection

against dirt / moisture / noisetransmission), expected degree ofdeformation, seal heights, instal-lation details (i.e. minimum insta-llation forces), etc. – does notonly have a significant influenceon the long-term performance ofthe entire unit, but also on thecosts of installation, subsequentmaintenance or possible replace-ment.

As one of the leading manufac-turers of 1K-PUR foam sealsincluding the necessary experi-ence in the entire value chain,CeraCon is your qualified partner.

Defined operationalreliability due topredominantly closed-cell

PUR foam seals

PU

R f

oa

m s

ea

ls

The predominantly closed-cell CeraPUR®foam remains tight even if the surface ofthe gasket is damaged.© CeraCon GmbH

Not only the specific design of the PUR foam seals, for example in terms of density andload-bearing capacity, but also the height and the required deformability can be adaptedto the respective product, in this case an electronic housing. © CeraCon GmbH

Expertise inmaterial combinations

Expertise in development

E-mobility benefits from knowledge transferfrom a wide range of applications

sealing gaskets should be combinedcan be included in the developmentright from the beginning. Forexample, due to intensified use oflightweight constructions, a cleartrend can currently be observedfrom the familiar cast or aluminiumhousings to particularly filigreemetal lightweight construction orplastic solutions to which the pre-dominantly closed-cell PUR foamseals from CeraCon Sealing sys-tems are already adapted.

PUR foam seals

From the needs-based selectionof the specific sealing material andsupport in the process-optimizeddesign of the components to besealed to the development of pro-totypes / pre-series and seriesproduction in contract gasketingplants in Germany and abroad.Thus, in addition to the originaltask, such as tightness against dirt /moisture or noise insulation, thespecific characteristics of thematerials with which the foam

PUR foam gasket, here in a cover made of die-cast aluminium.© CeraCon GmbH

In the field of e-mobility, PUR foam gaskets will in future become both functional andeconomical problem solvers in a wide variety of applications. © CeraCon GmbH

Information about CeraCon

The German mechanical engi-

neering company CeraCon GmbH was

founded in 2000 and has got its

head office in Weikersheim/ Baden-

Württemberg. Currently, CeraCon

has got about 200 employees in

different business areas working in

Germany and abroad.

The core business of CeraCon is

selling, designing and manufactu-

ring of standardized and custo-

mer-specific machines. The division

“Sealing systems” is responsible for

processing and applying foam gas-

kets directly to the components to

be sealed as well as for developing

and producing the corresponding

adhesives and sealing compounds.

The division “Thermal systems”

comprises the heat treatment and

buffering of components in hori-

zontal and vertical design.

Furthermore, CeraCon offers con-

tract gasketing service and is able

to apply foam to customer compo-

nents in large or small series.

Target industries are the automo-

tive sector, the respective suppliers,

the electrical and electronics indus-

try as well as the white goods sec-

tor. More than 70 % of the com-

pany turnover is achieved abroad.

Author:

CeraCon GmbH

Talstr. 297990 Weikersheim/GermanyPhone: 0049-7934-9928-621Fax: 0049-7934-9928-600E-mail: frank.kukla@ceracon.comwww.ceracon.com

Dr. Frank Kukla

Managing director,Head of Technologyand Development„Sealing systems“

The spread of electric mobilitywill fundamentally change theautomotive industry. Apart fromhigh-performance batteries, effi-cient drives must be developedthat meet the strict requirementsof the automotive industry interms of costs, quality, reliabilityand operational safety. Regardingelectric motors, the reduction ofinstallation space, weight andnoise emissions is of particularimportance. Further objectivesinclude increasing power density,optimizing cooling concepts andimproving controllability. This results in a need for researchnot only for the development ofelectric motors but especially fortheir production. Since industrialmotors in higher power classeshave only been manufactured insmall quantities so far, their pro-duction is largely manual. How-ever, for an economical andseries-flexible production of elec-tric traction drives, efficient andhighly automated manufacturingprocesses are indispensable. There-fore, far-reaching new develop-ments are necessary to enableexisting production technologiesof electromechanical engineeringfor the automotive industry. Thecost and quality goals of the auto-motive industry can only be

achieved by a close combinationof functional and process opti-mization measures.

In order to meet these new chal-lenges, researchers at the Fried-rich-Alexander University Erlan-gen-Nuremberg (FAU) are wor-king, among other things, on theseries-flexible automation of theelectric motor production. In theresearch sector ElectromechanicalEngineering of the Institute forFactory Automation and Produc-tion Systems (FAPS), innovativemanufacturing technologies are

being researched with the aim oftransferring the knowledge gainedto industrial practice (Fig. 1).Aside from production-orienteddesign, the main focus is set onthe development and optimizationof production processes for com-ponents and systems of electricdrive technology, particularly forelectric mobility and hybrid elec-tric aircrafts. In addition, pro-cesses for manufacturing inductivecharging systems are being re-searched.Electric motors and inductivecharging systems represent im-portant components of futureforms of mobility. However, theymust always be considered in con-

Innovations for the electric motor production of tomorrow

Re

sea

rch

Se

cto

r E

lect

rom

ech

an

ica

l E

ng

ine

eri

ng

New requirements forelectric motor production

Electromechanicalengineering at the

FAPS institute

From new process technologies, automation solutionsthrough to Industry 4.0 approaches

Fig. 1: View of the demonstration plants for different winding technologies in the

laboratory of the research sector Electromechanical Engineering of the FAPS institute

junction with other central com-ponents such as energy storage,wiring systems or power elec-tronics. Therefore, the researchactivities in the field of electrome-chanical engineering are supple-mented by the complementarywork of the institute‘s adjacentresearch sectors Electronics Pro-duction, Wiring Systems and Effi-cient Systems. In total, the FAPSinstitute employs around 100 people,spread over its two sites in Erlan-gen and Nuremberg.

Due to the high application rele-vance of the FAPS institute‘sresearch, numerous demonstra-tion plants have been set up andoptimized in practical test serieswithin the scope of past projects.Sufficient space is provided bythe laboratory and office facilitieson the former AEG site, onwhich the research sector Elec-tromechanical Engineering hasbeen located since mid-2011. Thelarge laboratory hall comprehen-sively covers the various technolo-gies of electric motor production(Fig. 2). The extensive plant equipment isnot only used for the work on

enable the production of complexcoil geometries for inductivecharging systems. In addition, aninnovative universal windingmachine is being developed,which can be used to producevarious winding patterns withvarying wire geometries (Fig. 4).A CAD/CAM chain allows a fastand flexible offline programmingof the machine. The next generations of electrictraction drives will increasinglyuse semi-open form coils, so-cal-led hairpins. While hairpins areeasier to handle in an automatedway, they go along with a highnumber of contact points. Thus, acentral challenge of hairpin tech-nology is the contacting. Here, apromising approach is laser weld-ing, which is being holisticallyresearched and further developedin the research sector Electrome-chanical Engineering (Fig. 5).Additionally, other projects inves-tigate hot-crimping and innova-tive ultrasonic welding for contact-ing enameled copper wires. Inthe same context, variousmethods for the removal of insu-lation from flat copper wires arequalified. Moreover, new con-cepts for the assembly and twis-ting of hairpins are examined.

Research Sector Electromechanical Engineering

research and industrial projectsbut also for the practical trainingof FAU students.

The numerous past and currentresearch and development pro-jects are distributed along the entireprocess chain of electric motorproduction. Thus, the followingdescriptions are only a smallexcerpt of the research activitiesof the research sector Electro-mechanical Engineering.As a complementary alternative inthe processing of electrical steel,the continuous process of rotarycutting is investigated (Fig. 3).Flexible laser cutting, on theother hand, is used for rapid pro-totype production. In order toincrease the motor's efficiency, afurther aim is to minimize thehysteresis losses of laminatedcores. For this purpose, the mate-rials used and the respectivepacketizing processes are beingoptimized in a current project.In order to minimize product-specific tool costs, various robot-based winding and pull-in tech-niques are being tested. Robot-based winding techniques forhigh-frequency litz wires also

Fig. 2: Overview of the laboratory hall of the FAPS institute at the site in Nuremberg with numerous demonstration plants on

innovative technologies in the field of electromechanical engineering

Research projects alongthe entire process chain

Research laboratory withextensive plant equipment

Further optimization potentiallies in the manufacturing of theinsulation in electric motors.Compared to conventional slotliners, powder coating can signifi-cantly improve the copper fillingfactor of rotors and stators. Inaddition, the inductive curing ofinsulation resins is investigated asa resource-efficient alternative tofurnace processes. For this pur-pose, different approaches foreffective temperature control andmonitoring have been developed.A further focus of the researchsector Electromechanical Engi-neering is the handling andassembly of permanent magnetsalready magnetized. Besides feed-ing devices, precise positioningsystems and gluing processes areinvestigated. In addition, inlinemeasuring systems for rotortesting and a magnet intralogisticssystem for selective magnetassembly are currently beingdeveloped.Apart from that, automated pro-cess chains for the manufacturingand balancing of rotor-shaftconnections are investigated.Hereby, a new concept for thecombination of packetizing andmagnet assembly has been estab-lished.Due to the increased qualityrequirements for traction drives,it is necessary to develop effi-

cient inline testing methods. As aresult, new testing techniques areapplied and further developed toenhance product understandingand defect detection. Hence, themagnetic field measuring labora-tory of the research sector Elec-tromechanical Engineering pro-vides various magnetic field pro-bes and measuring systems forthe characterization of hard mag-netic materials, electrical steelsheets or other ferromagneticcomponents. In addition, varioushigh-voltage testing devices allowthe qualification of primary in-sulation and insulation systemsin accordance with standards.

Furthermore, specially developedmethods enable the detection ofinsulation weaknesses caused bymanufacturing processes. Due to the limited availability andthe high value of many materialsused in electric motors (especiallyrare earths, non-ferrous andheavy metals), procedures forrecycling as well as processes forminimizing the material con-sumption have also been devel-oped.The trend topics additive manu-facturing and Industry 4.0 are alsoincreasingly being addressed inthe production of electric drives.For the additive manufacturing ofpermanent magnets, for example,the processing of rare-earthmagnetic material by laser beammelting in a powder bed is beingresearched. Furthermore, com-puter-aided methods of the digi-tal factory are used for the simu-lation of production systems andvirtual process validation. In thecontext of Industry 4.0, data-drivenapproaches using machine lear-ning methods offer great poten-tial. In ultrasonic welding, forexample, the connection qualityrepresented by the electricalcontact resistance could be pre-dicted solely on the basis ofsound emissions and images of

Research Sector Electromechanical Engineering

Fig. 3: Prototype plant for rotary cutting of electrical steel as a complementary

alternative to conventional punching

Fig. 4: Innovative universal winding machine for the flexible production of different

winding patterns with varying wire geometries

the burnup. Further applicationsfor machine learning methods arecurrently being investigated inclose cooperation with industry.

With its research on innovativeproduction technologies for to-morrow’s electric drives, the rese-arch sector ElectromechanicalEngineering fits perfectly into theBavarian cluster initiatives formechatronics and automation,automotive as well as environ-mental technology. Since the foun-dation of the research sector Elec-tromechanical Engineering in May2010, a high number of researchand industrial projects have alreadybeen completed. In the course ofthe E|Drive Center, the BavarianTechnology Center for ElectricalDrive Technology funded by theFree State of Bavaria, the coopera-

tion with partners from industryand science has been sustainablystrengthened. In doing so, theFAPS institute has been estab-lished as a recognized teaching andresearch institution in the field ofelectromechanical engineering.In addition to several inventiondisclosures, numerous technicalseminars, lecture series and confer-ences were organized. Within theWGP seminar „Production ofElectric Drives“, scientists from theresearch sector ElectromechanicalEngineering invite you once a yearto an intensive transfer of know-ledge involving lectures, expert dis-cussions and demonstrations in theresearch laboratory. The seminarprogram also offers the opportuni-ty to discuss individual problems inelectric motor production.With the E|DPC, the InternationalElectric Drives Production Con-ference, the research sector also

organizes an internationally uniquescientific congress (Fig. 6). Thisyear’s E|DPC in Esslingen fromDecember 3 to 4 will be the ninthtime in a row that a unique plat-form for an intensive experienceexchange on the production ofelectric drives between science andpractice will be offered.

Dr.-Ing.Alexander KühlHead of ResearchSector

Andreas Mayr,M.Sc., M.Sc.Research Assistant

Dipl.-Ing.Michael MasuchResearch Assistant

Authors:

Research Sector ElectromechanicalEngineeringInstitute for Factory Automation andProduction Systems (FAPS)

Prof. Dr.-Ing. Jörg FrankeFriedrich-Alexander UniversityErlangen-Nuremberg

Fürther Str. 246bD-90429 Nuremberg Tel.: +49.911.5302.9066Fax: +49.911.5302.9070E-Mail: alexander.kuehl@faps.fau.dewww.faps.fau.de

Research Sector Electromechanical Engineering

Fig. 5: Experimental cell for laser welding in order to investigate laser-based processes for

joining copper materials

Forms of cooperationand technology transfer

Fig. 6: Annual international conference and accompanying exhibition on electric drives

production

Institute for

Factory Automation

and Production Systems

Prof. Dr.-Ing. Jörg Franke

95 kWh of energy: the high-

voltage battery system

The powerful lithium-ion batteryin the Audi e-tron provides for arange of more than 400 kilome-ters (248.5 mi) in the WLTPdriving cycle. The battery oper-ates with a nominal voltage of 396volts and stores 95 kWh of ener-gy. The battery system in theAudi e-tron is located beneaththe cabin and is 2.28 meters (7.5 ft)long, 1.63 meters (5.3 ft) wideand 34 centimeters (13.4 in) high.It comprises a total of 36 cellmodules in square aluminumhousings, each of which is rough-ly the size of a shoe box. Theyare arranged on two levels, knownas “floors” – a longer lowerfloor and a shorter upper one.The cell modules in the Audi e-tron can reproducibly dischargeand charge electricity over a broadtemperature and charge statuswindow. They can be denselypacked to achieve a very highoutput and energy density in thevolume available. At marketlaunch, each module is equippedwith twelve pouch cells having aflexible outer skin of aluminum-coated polymer. In the future,Audi will use both technicallyequivalent prismatic cells in its

modular concept, also in terms ofa multiple supplier strategy.An indirect cooling systemdistinct from the cell space en-sures the high-performance opera-tion of the battery over the longterm. It is made of flat, extrudedaluminum sections uniformlydivided into tiny chambers. Heatis exchanged between the cellsand the cooling system beneaththem via a thermally conductivegel pressed beneath each cellmodule. In what is a particularlyefficient solution, the gel evenlytransfers the waste heat to thecoolant via the battery housing.

The battery and all key parame-ters, such as charge status, poweroutput and thermal management,are managed by the external bat-tery management controller (BMC).This is located in the occupantcell on the right A-pillar of theAudi e-tron. The BMC commu-nicates with both the controllersof the electric motors and the cellmodule controllers (CMC), eachof which monitors the currents,voltage and temperature of themodules. The battery junctionbox (BJB), into which the high-voltage relays and fuses are inte-grated, is the electrical interface

Audi e-tron:Batteryand charging technology

Au

di e

-tro

n H

igh

-vo

lta

ge

ba

tte

ry s

yste

m

With its first fully electric series production model, Audi has transformed from a classic automobile

manufacturer to a system supplier for mobility. Thanks to a comprehensive range of charging options

with intelligent solutions for home and on the move, customers can enjoy fully electric driving without

having to compromise.

Audi e-tron: Lithium ion battery

functions. In this case, the Audie-tron can be charged with themaximum power available withconsideration of other consumersin the household to avoid over-loading the electrical system.Customers can also define theirown personal priorities, such ascharging when electricity is lessexpensive. If the home is equip-ped with a photovoltaic system,the car can be charged preferen-tially using the electricity gener-ated by the system, and chargingeven considers forecast phases ofsunshine.

Remote control via app:

charging and heating/

cooling

The myAudi app provides forconvenient operation with smart-phone from the couch. With it,customers can also plan, remotelycontrol and monitor chargingprocesses and the pre-entry cli-mate control of the Audi e-tron.They can set a departure time,for example, so that the electricSUV is charged and/or heated/cooled at the desired time.Customers can even choose forthe first time to heat or cool cer-tain zones in the car. On coldwinter days, for example, theycan turn on the seat heating,heated steering wheel or theheated rear window using their

let. In the latter case, the batterycan be fully recharged in roughlyeight and a half hours. Theoptional connect charging systemdoubles the charging power to asmuch as 22 kW. This requires asecond charger on board theAudi e-tron, which will be availa-ble from 2019. The connectsystem comprises a control unitwith a 5-inch touch display and awall mount. It enables customersto view their individual chargingstatistics and charging progress inthe myAudi portal and themyAudi app.Together with a home energymanagement system, the connectcharging system offers intelligent

Audi e-tron High-voltage battery system

to the vehicle. Enclosed in adie-cast aluminum housing, it islocated in the front section of thebattery system. Data exchangebetween the BMC, the CMCsand the BJB is via a separate bussystem.

Standard with 11 kW, option-

ally with 22 kW: charging

at home

The Audi e-tron will typically berecharged most often at home.And each charging cycle coststhe owner just a few seconds oftime, i.e. the time required toconnect and disconnect thecharging cable. In most cases, theelectric SUV is charged over-night and then sets off the nextmorning with a fully charged bat-tery and a range of more than400 kilometers (248.5 mi) accord-ing to the WLTP test cycle.Audi offers various solutions forcharging at home. If desired, anelectrician referred by the localAudi dealer will check the powersupply in the garage and installthe suitable technology. Thestandard compact mobile charg-ing system can be used in twoways – with a charging power ofup to 2.3 kW when connected toa 230 volt household outlet, andwith up to 11 kW when connect-ed to a 400 volt three-phase out-

Audi e-tron: Liquid cooled lithium-ion battery with two charging points

Audi e-tron: Components of the lithium ion battery

smartphone. The app also dis-plays charging and driving data.Communication with the car isvia the integrated LTE module,which is standard equipment inthe Audi e-tron.

At up to 150 kW: charging on

the move

Thanks to the long range ofmore than 400 kilometers (248.5mi), there generally is no need tostop at a charging station duringeveryday driving. This is not thecase for longer trips, however,such as when going on vacation.In these situations, the Audi e-tron can recharge with up to 150kW DC at fast charging stationsmeeting the European CombinedCharging System (CCS) stand-ard – a first for a series-produc-tion automobile. This means thatthe electric SUV is all set for thenext long-distance stretch of ajourney in approximately half anhour. It is all made possible bythe sophisticated thermal mana-gement of the lithium-ion bat-tery, which allows charging at upto 150 kW. Plans call for theIonity network to include 400such high-power charging(HPC) stations installed at 120-kilometer (74.6 mi) intervalsalong European highways andmain transportation corridors by

2020. The Volkswagen Groupincluding Audi and Porsche, theBMW Group, Daimler AG andthe Ford Motor Company arejointly promoting the expansionof the HPC network. Additionalcompatible HPC charging pointsare also being installed in Europeoutside of this joint venture.In addition to direct current, theelectric SUV can also be chargedon the move with alternating cur-rent at AC chargers, with up to11 kW as standard and at 22 kWwith the optional second on-board charger. The car is connec-ted to the charging station usingthe standard mode 3 charging

cable. Roughly 95 percent of allexisting charging points in Eu-rope currently conform to thisstandard.From market launch Audi willoffer a proprietary charging ser-vice for its customers – the Audie-tron Charging Service. It prov-ides convenient access to roughly80 percent of all charging stationsin Europe, corresponding to wellover 70,000 public chargingpoints in 16 EU countries.Whether AC or DC charging, 11kW or 150 kW – a single card isall customers need to start thecharging process. Data transfer isbased on RFID (Radio Frequen-cy Identification) radio technolo-gy. Many charging stations canalso be activated by scanning aQR code with a smartphone. Touse the service, customers haveto register one time on themyAudi portal and conclude acontract. Billing is automatic viathe user account. No physicalmeans of payment is used.Customers can use the myAudiportal to view their current charg-ing history at any time, reviewtheir latest bills and manage theircontract. Independent of this,customers can also use chargingstations that are not included inthe e-tron Charging Serviceportfolio. In these cases the

Audi e-tron High-voltage battery system

Audi e-tron: Electric drivetrain

Audi e-tron: Integration of the high-voltage battery

customers settle directly with therespective provider.From 2019 onward, charging willbe even more convenient forAudi customers. This is whenthe Plug & Charge function willbe introduced. It enables theAudi e-tron to authenticate itselfat charging stations via state-of-the-art cryptographic procedures,after which it is authorized – thecard will no longer be necessary.This requires a valid chargingcontract with the e-tron Charg-ing Service. All Audi e-tronmodels rolling off the assemblyline from mid 2019 will supportthis function as standard.

In the spotlight: the charging

process

Each Audi e-tron charging pro-cess begins with a little show: Atthe push of a button, the motor-ized charging flap in the driver-side fender opens toward thefront to reveal the connector illu-minated by a white LED. Next toit is a second LED that indicatesthe status. A pulsing green light,for example, means charging isactive; a steady green light meanscharging is complete.When the plug is disconnected,the charging flap closes automati-cally within five seconds.

Together with the optionalsecond charger, Audi provides anadditional connector on the pas-senger side for AC charging.

Important performance

factor: thermal management

The effective thermal manage-ment system in the Audi e-tronguarantees fast DC charging withup to 150 kW, long battery lifeand reproducible road perfor-mance even under heavy load.For the customer, this meanshigh performance at all times.The thermal management systemof the Audi e-tron comprisesfour circuits that can be connect-ed in various ways as required. Itcools the electric motors includ-ing their rotors, the power elec-tronics and the charger. It alsocools and warms both the interi-or and the highvoltage battery.The rotors, which reach up to13,300 revolutions per minuteduring real vehicle operation,consist of magnetically conduc-tive electrical sheets and light-weight, high-purity aluminum.Coolant flows through the insideof the shafts to ensure that thetemperature does not exceed 180degrees Celsius. The stators andend shields of the electric motorsare also water-cooled. The gear-

boxes mounted on the endshields benefit indirectly fromthis solution. Effective coolingposed new challenges for thedevelopers, particularly with thecoaxially arranged electric motorat the rear axle. The solution isto supply the coolant via adouble-wall pipe and its ceramicseal on the electric motor rotor.22 liters (5.8 US gal) of coolantcirculate around the 40 meters(131.2 ft) of cooling pipes in theAudi e-tron. Being the hottestcomponents in the powertrain,the electric motors provide thethermal management system witha large quantity of heat. Thestandard heat pump uses theirwaste heat – up to 3 kW of actualpower losses are efficiently usedfor heating and air conditioningthe interior. Depending on theoutside temperature, that canboost the Audi etron‘s range byup to ten percent in customeroperation.The thermal management systemalso ensures that the battery iskept within its optimal efficiencyrange of 25 to 35 degrees Celsiusin all situations, from a cold startin winter to fast highway drivingon hot summer days. This alsocontributes to the long servicelife. During DC charging with150 kW, which is possible for thefirst time ever in a series produc-tion automobile with the Audi e-tron, cold coolant dissipates theheat produced as a result of electri-cal resistance. If the battery is stillcold when charging in winter, it isheated with warm coolant.

Contact:

Tanja Lehner-IlsankerI/GP-P3

D-85045 IngolstadtPhone: +49 841 89-34105tanja.lehner@audi.dewww.audi.com

Audi e-tron High-voltage battery system

Audi e-tron: Charging point

The technology of lithium-ionenergy storages is well estab-lished. While already while beingused in cell phones, smartphones,notebooks and tablets today, theautomotive sector is an increas-ingly important scope of application.In line with the current energyrevolution and thereof resultingchallenges, a global growth ofenvironmental con-sciousness aswell as an increasing electrificati-on in mobility and further techni-cal areas, the safe storage of ener-gy is gaining importance. Hence, the research group “SafeElectromobility” under the direc-

tion of Prof. Dr. Hans-GeorgSchweiger including a post-doc,ten PhD students and twotest/laboratory engineers is re-searching energy storage systems.Together with small and medium-sized companies, industry partnersand universities, battery systemsand their safety as well as electro-chemical measurement systemsare being investigated. Differentscenarios and the effects ofvarious battery conditions can bevisualized and tested in a safeenergy storage laboratory. Anexternal test site allows to per-form abuse tests on electrochemi-

cal energy storages, especially onLIB (experiments at cell, moduleand system level). The focus lieson experiments for research pur-poses such as the further develop-ment of test procedures and theresearch on new battery safetyconcepts.

Practical exercises in physical chemis-try, electrochemistry and electroche-mical energy storages are offered inthe laboratory for electrical energystorages. This lab primarily servesfor teaching at the TechnischeHochschule Ingolstadt (THI).

SafeElectromobility

Sa

fe E

lect

rom

ob

ilit

y

Teaching

Fig. 1: Fields of activity aimed at a safe electromobility

Research and development for anemerging form of mobility

performed considering the entireoperation including the end of life ofthe vehicle. This includes warningconcepts, shutdown strategies in alloperating modes, safe shutdownwhile driving, safe charging and ulti-mately the safe disposal of thevehicles at their end of life.

For a safe and reliable operation ofenergy storages in all applicationareas, it is important to know thebehavior under extreme loads. Inorder to picture this, characteristicparameters of energy storages such ascapacity, performance, energy con-tent, internal resistance and powerdelivery of lithium-ion cells areexamined when exceeding the nor-mal working range. The aim is toincrease the efficiency as well as thesafety level during the design phaseof energy storages. At the externaltest site mentioned earlier, abuse testsare performed with the energy stor-ages. Abuse tests are necessary for theapproval of battery systems. Perform-ing destructive tests and the knowled-ge gained from them can improve thecrash safety of electric vehicles andtherefore lead to a significant con-tribution to safe electric mobility.

the individual components have to beconsidered first. By intensive researchon components like battery manage-ment systems (BMS), shutdownelements, insulation monitoring and-concepts, crash-proof design, ther-mal design and state recognition ofenergy storages, the aim of ensuringtheir safety is pursued. Research andteaching are closely interlinked at theTechnische Hochschule Ingolstadt.Thus, research results are practicallyapplied in student projects such as theE-Falke project (see Fig. 2), where thebattery concept as well as the batterymodules were developed.

In addition to the battery system asthe central single component ofhybrid and electric vehicles, thevehicle as an overall concept isconsidered. In order to ensure safevehicle operation, investigations are

Safe Electromobility

In addition, semester projects arebeing carried out, in which stu-dents develop battery systems,battery management electronicsand battery measurement tech-nology within the framework ofteaching. In a different lab, the ElectricMobility Laboratory, the focus ison software development for bat-tery management systems, bat-tery measurement technologyand the simulation of batterysystems (thermal, electrical andmechanical) as well as on the op-eration of a driving simulator foran electrified racing car.

The accelerated development of elec-tric mobility significantly increases theimportance of battery systems. Inorder to ensure the safety of the morecomplex and efficient battery systems,

Safe vehicle operation

Safe battery systems

Behavior underextreme conditions

Fig. 2: Battery module developed in the

E-Falke project at the Technische Hoch-

schule Ingolstadt

Fig.3: Overcharged battery pack

Powerful and safe electrochemi-cal energy storage systems play akey role in the energy revolutionand electromobility. In order topromote especially small andmedium-sized companies in thisdynamic market, the project„SENSE BAY - Safe ElectricEnergy Storage Systems Bavaria“supports the establishment of aleading bavarian position in re-search and technological deve-

lopment in the field of electro-chemical energy storages.An adaptation of THI‘s test andbattery measurement technologyand an increase in technologytransfer make it possible to es-tablish a competence region forelectrochemical energy storagesin a central location in Bavaria.Thanks to a focused networkingof actors in the subject area andthe open, professional exchangeof science and industry, innova-tive business models and services

in the field of the developmentof safe energy storages are gen-erated. Examples are the optimi-zation of test procedures in thedevelopment phase or the reali-zation of reliable security con-cepts.

The optimization of existing tech-nologies, the development of inno-vative concepts and emergingbusiness models lead to a highdynamic market, which is a big

SENSE BAY - Safe Electric EnergyStorage Systems Bavaria

Vision

Networking of scienceand industry

challenge for companies as well asan opportunity to open up newbusiness fields. However, thesteadily increasing energy densi-ties of the systems pose risks inproduction, storage and operati-on, which lead to a great need forinnovations in the field of safetythat is not easy to cope withespecially for small and medium-sized companies. In addition tonecessary investments in modernexperimental and battery measure-ment technology, the cooperationof companies from various disci-plines is required.This is where the project „SENSEBAY - Save Electric Energy Stor-age Systems Bavaria“ comes in.An adaptation of the batterytesting options targeted at speci-fic groups at the TechnischeHochschule Ingolstadt (THI) onone hand and the promotion ofnetworking of science and indu-stry on the other hand allows thedevelopment of cooperations togenerate new business ideas and thusthe development of a leading bavari-an position in research and techno-logical development in the field ofelectrochemical energy storages.

The following measures allowthe establishment of a compe-tence region for safe energy stor-ages:The high demand for battery-testing options for the develop-ment of safe and powerful energy

storages is addressed by strength-ening the research field „SafeElectromobility“ at THI. Thepossibilities of advanced, moderntest and battery measurementtechnology, such as test stands,equipment for test recording andion chromatography for analy-zing emerging pollutants, includ-ing appropriate staff will especi-ally stimulate the developmentactivities of SME partners andother stakeholders together withincreased technology transferbetween science and industry.Battery tests at cell or systemlevel that increase the safety ofelectrochemical energy storagesand their components are per-formed with the aim of developinginnovative products and servicesin the project-funded region.At a higher level, a network ofcooperation partners is set up toprovide SMEs with an excitingplatform for exchange. SMEscovering a wide range of electro-chemical energy storage sectorsare involved, such as develop-ment service providers, manufac-turers of electrochemical work-stations, engineering offices, pro-viders of power supply systems,research service providers andrecycling management consult-ants.The cooperation of all partnersin „SENSE BAY“ takes place viasemi-annual, open network meet-ings. These meetings will beexpanded to a congress “KON-SENSE – Safe Electric Energy

Storages Systems Bavaria” at thehalfway point and end of the pro-ject, that will provide informationvia lectures, exhibitions and the-matic workshops to the generalpublic. Moreover, participation inevents (expert conferences, pub-lications, lectures) is planned as wellas a comprehensive digital appea-rance together with print media.

For efficient cooperation, inno-

vation clusters were formed on

the following topics:

Battery developmentTestingMeasurement TechnologyApplication/Recycling

The project “SENSE BAY - SafeElectric Energy Storage SystemsBavaria” is funded by:

European Regional DevelopmentFund

Authors:Christoph Nebl

Technical Head of the technology field„Safe Electromobility“Christoph.Nebl@carissma.eu+49 841 9348 1491

Daniel Koch

Research AssociateDaniel.Koch@carissma.eu+ 49 841 9348 6504

Dr. Katja Brade

LecturerKatja.Brade@thi.de

Prof. Dr.

Hans-Georg Schweiger

Head of the technology field„Safe Electromobility”Hans-Georg.Schweiger@thi.de+49 841 9348 4500

Safe Electromobility

Project implementationand goals

Fig.4: Meeting with SENSE-BAY project partners

The all-electric Audi e-tron is here.

Electric has gone Audi.

Audi Vorsprung durch Technik