Hyundai uses cloud server to remotely check vehicle performance

Hyundai data modem is part of TMU (telematics unit in center) and is tied into the high- and medium-speed data buses so it can monitor most vehicle systems and communicate with a cloud server.

Can the cloud play an important role in the detection and correction of quality and service issues from the instant a car leaves the assembly line and thereafter?

The onboard telematics systems, which are tied into the data buses that monitor and control all key systems on a car, may have more than just a cell phone chip to call a help center for road service. They also may include a modem through which the vehicle communicates with cloud servers.

In addition to infotainment and navigation, telematics already has been providing opportunities for monitoring the condition of a vehicle. But it’s been limited to just a few after-sale service functions, such as General Motors' OnStar with unlocking a car, slowing a stolen vehicle, and issuing vehicle “health reports” and basic trouble code descriptions. Now, other car makers are looking at a wider range of opportunities, although some pose challenges that first must be overcome—and not all are technical.

Hyundai may be the first company to use the telematics modem in its Blue Link system to begin the monitoring process from the instant the car comes off the assembly line and continue it until a customer has taken delivery. And even from that point, if the customer approves, there is the call center report on trouble codes, even a related data transmission to a cloud server for analysis, plus the stolen car slowdown for police pursuit.

The Hyundai system already has yielded results, and the company does see a number of appealing ways to move ahead, explained Erwin Raphael, Director of Product Quality and Service Engineering.

Customer privacy is an issue, and Nissan’s original attempts to monitor the Leaf in operation led to public objections that resulted in deactivation of the extensive vehicle monitoring system. So today, only if a Leaf customer signs an okay, will operational data even be collected, and then it goes only into an aggregating server to spot service issue trends, but without specific vehicle ID. However, Hyundai also has a server with aggregating software but saw some additional opportunities. It has identified where it wants to go in its next-generation system and is working to get around some present limits.

Early warning provided

When a car comes off a Hyundai assembly line, the modem is on, so if a failure has occurred that was not identified in the end-of-line (EOL) diagnostic check, or was triggered during transportation of the vehicle or while it’s in the dealer lot, the notice goes into Hyundai’s aggregating cloud server. This is one of the early-warning systems that Hyundai has put in place to further improve quality, explained Raphael.

As an example, the tire pressure monitoring system on the new Santa Fe was being set for too high a sensitivity, so each car coming off the line would trigger trouble codes for the pressures in all four tires. Although the information went through the aggregating cloud server, the trouble codes tied to a specific car line meant Hyundai was able to realize that something was wrong at the assembly plant and quickly execute a fix.

All new cars go through a Pre-Delivery Inspection (PDI) at the car dealer, but the cloud system also offers the opportunity to perform an electronic PDI (E-PDI), and that is in Hyundai’s plans.

The limitation of the currently possible data collection and transmission system, which is based on OBD II (on-board diagnostics), is that it requires a diagnostic trouble code to generate a message from the modem to the cloud server. However, many codes are accompanied by a “freeze frame” display of sensor readings, called PIDs (Parameter IDs), which can be helpful.

For increased effectiveness, vehicles would have to be started and running for some of the E-PDI tests. That’s feasible because start-and-run often follows E-O-L, driving vehicles on and off the trailers that deliver car to dealers, and for in-dealer operations. Inasmuch as a car still is owned by the vehicle manufacturer prior to delivery, privacy factors have not yet come into the picture. Assuming a dealer did not object, the monitoring could continue until the vehicle was sold, so demonstrators also could be covered, providing another source of vehicle quality information.

At the beginning, a cloud-based E-PDI would probably be used to alert dealers to any issues detected, but as it becomes more robust, it could supplant that aspect of the pre-delivery process.

One useful post-delivery service opportunity would appear to be continuous monitoring of a vehicle with an intermittent problem. It can be done, but to be really useful would require continuous sensor data transmission, rather than just a trouble code and a single “freeze frame” of sensor data. There already are available “flight recorders” easily installed to provide continuous monitoring and record data, so this feature is lower priority.

Reflashing issues 

One seemingly sure opportunity for the cloud connection would be for software updates—reflashing vehicle computers to the latest level of software, particularly to correct driveability and safety issues where possible. It’s probably on every carmaker’s “wish list” because it could save money and ensure critical updates are made promptly.

However, Raphael pointed out, this is the toughest challenge, even if the legal concerns were overcome with releases and remote identification of a viable setting (such as engine warmed up, vehicle parked, etc.). Here the challenges raise both technical and denial-of-use issues, he said, including sizes of the files. Some reflashes are so long that an owner might have to dedicate hours, and although that’s possible with a personal computer, a motorist might become impatient.

Just for openers, the modem and cloud server would have to identify the software level in the car, a shop procedure typically performed with a factory scan tool. Also, reflashing typically requires specified, stabilized voltage to a minimum level, and if the voltage dropped, the reflash likely would fail.

It is possible for a smart charging system to provide that capability and even transmit the voltage data to the cloud server. But to maintain the voltage through an entire reflash, the file size would have to be very small. So some reflashes still would have to go to the car dealer, even if not all.

The system would have to be designed for recovery in cases where a file didn’t load properly or if the motorist had to abort it for a driving emergency. And even if it seemed to go well, there would have to be an absolutely positive verification algorithm, Raphael pointed out. “The current system does not perform reflashes and is not designed to,” he noted.

Here again, the first applications of remote reflashing would likely be done when a car is in the dealer shop for other service. During this period, one of the special battery chargers used to maintain required voltage for reflashing could be connected, and the success of the update could easily be verified. However, verification often is done by a shop scan tool, so a cloud-to-modem equivalent is well within current technology.

Paul Weissler

GM and Ford join forces on AT development

Packing more gear ratios into compact front-drive transmission housings is one of the technical challenges facing GM and Ford engineers as they collaborate on future AT development. Shown is a 2013 GM 6T70 6-speed unit, which shares its architecture and much of its bill of materials with Ford's 6F. 

A decade ago, the word "collaboration" was on everyone’s lips as the industry looked for new ways to save cost and speed time to market. Even companies that were arch competitors were joining forces out of economic realism. Collaboration was a pragmatic strategy as long as the shared goals were understood by all involved—and kept clear throughout the process, which could be awkward at first for those charged with making it happen.

"The secret is to gang up on the problem, rather than each other," advised Tom Stallkamp, Chrysler’s purchasing boss who enjoyed the best supplier relations of the Detroit Three during the 1990s.

The 2002 deal between GM and Ford to co-develop a new 6-speed automatic transaxle for front-drive applications turned out to be a landmark in collaborative ventures. It wasn’t easy convincing the large transmission-development groups of each OEM to play nice and work together, but that’s what they did and production began in 2006. Since investing a combined $720M in manufacturing assets to support the new transmission, Ford’s 6F and GM’s 6T70/6T75 have been produced in multiple plants at high volume and quality in nearly 30 vehicle applications to date.

As SAE readers know, creating and producing new transmissions is one of the most expensive activities in product development. Experts in this area tell me an all-new planetary automatic will cost approximately $90M in ER&D, plus another $600M to $700M for production equipment able to handle output of 500,000 units per year. And if you need new bricks and mortar, add $200M. There’s not much change left from a billion dollars. And PD costs are expected to continue rising as the transmissions themselves become ever-more sophisticated.

That’s why the news that GM and Ford are again collaborating in the transmission-engineering arena is important. By the time this SAE Technology eNewsletter reaches you, the two automakers will be close to officially announcing their joint studies, development, and potential manufacture of a variety of new fuel-efficient transmissions. Independently GM and Ford have been investigating and developing new 8-, 9-, and 10-speed automatics for front- and rear-drive car and truck applications. Perhaps the units farthest along will be completed as joint programs. Perhaps clean-sheet designs that combine the best ideas from each OEM are already under way. (When this article was written in late September, there was no word on how intellectual property will be addressed.)

Either way, the new GM-Ford collaboration limits both companies’ risk exposure while increasing the mutual benefits in production. Rather than having to purchase licenses from third-party powertrain suppliers as some competitors are doing, the world's second- and fourth-largest OEMs are maintaining this “core” powertrain technology in-house. Their combined scale will put considerable cost pressure on competitors. Their engineers again will have to “gang up” on the challenges ahead.

Lindsay Brooke

2013 BMW R 1200 GS Looks Awesome

BMW seems to celebrate the 9th production year for the R 1200 GS model. The 2013 beast brings together the best the German manufacturer has to offer at the present time, all in a good-looking package which promises extraordinary fun and solid performance.

The next year's R 1200 GS brings a heap of new stuff, from the minute modifications to the major ones. For starters, we should note that the engine has been redesigned: the same opposed-boxer unit, but with a vertical coolant (glycol-water instead of oil) flow-through channel system and integrated gearbox. Already raised an eyebrow, huh?

Well, hang on, for there's so much more! The cardan shaft is now on the left side, so we're already looking at a different bike. The 2013 R 1200 GS blasts 15 bhp more than its one year-old father and now reaches 125 bhp @ 7700 rpm.

Enter the anti-hopping 6-gear wet clutch as opposed to the dry clutch used so far! And with less weight, things sound even better: the new R 1200 GS weighs now 525 lbs (~237kg) dry. And since the new big GS is not meant only for Mongolia, you get no less than 5 riding modes: "Rain", "Road", "Dynamic", "Enduro" and "Enduro Pro". Each mode comes with its own electronic throttle actuator and dynamic update for the ASC (Automatic Stability Control) and ABS.

The rear disc is now 11 mm wider, with a diameter of 276mm, while the ABS is stock. LED lights with daytime function are also present, like are the adjustable windshield and seat. Semiactive suspension is also standard. One thing will make enduro riders not so happy: the 19-inch front wheel. No matter who would claim the contrary, 21" front wheels are the classic way to go for enduro bikes and it would be little surprise when some potential clients will look into other bikes.

The specs above have been announced for the European market, with prospects of slight differences for the US . Pricing is still yet to be announced.

Ducati Shows 2013 Multistrada 1200

Great news for the Ducati fans come from Bilbao, Spain, as the new Multistrada has just been launched. The 2013 model packs a lot of top-drawer features which will simply enthrall the fans, but leave a burning hole in their bank accounts as well.

Now, all the great machines come with rather steep prices, and that's no news. What's really new and exciting is the fact that the Audi-owned company has managed to add a lot of nice features on the old platform and the next year's bike is indeed a major fun machine.

The 2013 Multistrada's heart is the brutal Testastretta 11° engine which now delivers with up to 5% more torque and sports a smoother feel thanks to the repositioned injectors, dual spark plugs, additional air intake system and different ignition mapping.

The three S models are equipped with the Ducati Skyhook System (DSS), which promises better contact between bike and road, thanks to the intelligent damping adjustment, keeping the Multistrada in better balance.

The Ducati Traction Control (DTC) system receives info from the front and rear accelerometers and makes necessary amends to the whole dynamics of the bike, ABS and all. The Bosch Brembo ABS is a lightweight state of the art one, delivering unrivaled performance to both front and rear brakes; it features the same processor like the one to be found on the 1199 Panigale model.

The 2013 Multistrada boasts no less than 4 riding modes: Sport (150 bhp direct), Touring, Urban and Enduro, the latter three with an even spread of the available 100 bhp, ensuring optimal traction and fuel consumption in any riding scenario.

As for the rest of the enhancements, we should also note the larger, on-the-fly manually-adjustable windshield, LED headlights and position lights, dedicated connector for an optional Garmin GPS. The Ride-by-wire throttle is stock, as is the hands-free proximity ignition. Rumor goes that the price tag for the new Multistrada 1200 top model could read as much as 23,000€ ($29.700) in Europe. Stay put for official pricing in the US soon.

❐ Check out the 2013 Ducati Multistrada 1200 photo gallery

 

 

 

Higher-volume vehicle gets carbon-fiber body panels produced in less time

The current production Chevrolet Corvette ZR1 (shown) features carbon-fiber fenders, roof, roof bow, hood, air splitter, and rocker panels supplied by Plasan.

While not every body panel on an upcoming vehicle will be carbon fiber, its usage marks a milestone.

“It will be the first time that carbon fiber has been used this extensively on a base production car anywhere in the world,” Gary Lownsdale, Chief Technology Officer of Plasan Carbon Composites, told AEI.

A secrecy agreement prevents Plasan officials from naming the vehicle or the automaker, but details about the vehicle will not stay under wraps indefinitely. January 2013 marks the start of body panel production at Plasan’s new 200,000-ft² (18,600-m²) facility in Walker, MI.

“We’ve been molding parts at our Wixom, MI, R&D center, which has two of the new pressure presses. We’re moving one of those presses to the Walker facility and adding five more pressure presses by 2013,” Lownsdale said, adding the new facility has the capacity to house 12 pressure presses.

The novel pressure press technology shatters the 90 minutes needed by Plasan to mold a body panel with autoclave processing. Materials processing time with the pressure press is a 17-min machine cycle.

“It took us about a year and a half to synthesize fully the process of what happens inside the autoclave. But once we were able to find out exactly what happens physically and chemically inside the autoclave at discreet time increments, that enabled us to plot a whole new thermal dynamic curve and a whole new pressure curve with our patented pressure press technology,” said Lownsdale.

A provisional patent addresses the entire process while eight separate pending patents involve Plasan as well as the equipment provider Globe Machine Manufacturing Co. of Tacoma, WA.

The new process applies up to 150 psi (10.3 bar) of surface pressure at up to 450°F (232°C).

Plasan’s cure cycle can be as low as 7 min, depending on the resin formulation. (Technical specialists at Plasan have achieved a 2-min cure time in the lab by producing an 18-in (457-mm) long, 6-in (152-mm) diameter cylinder made of thermoplastic resin.)

Like Plasan’s other carbon-fiber body panel production applications, the same thermoset epoxy-based resin will be used for several of the new base vehicle’s exterior panels, including the hood, fenders, and roof.

“The density of the carbon fiber components is the same as our current autoclave production parts,” Lownsdale said. “Weight savings for all of the components will be similar to what was achieved on the current Chevrolet Corvette and SRT Viper production programs.”

Carbon-fiber body panels on the future vehicle will be a combination of exposed weave and painted finish.

“There are some new components with unusual shapes that required innovative mold tooling. We developed removable sections of the mold tools to attain detailed design shapes for fine character line definition in order to meet the stringent design studio requirements,” explained Lownsdale, who cannot reveal the specific components.

Plasan’s new production center and its equipment represents a $30 million investment. The company initially will employ 202 workers, including 20 engineers, at the production facility.

Providing body panels for a medium-volume production vehicle is just a first step for Plasan.

“We’re processing carbon fiber with a breakthrough piece of technology. It’s not RTM (resin transfer molding), and it’s not autoclave. It’s something entirely new. Our 10-year plan calls for the development of breakthrough technology every three years. This is just the first of what’s to come,” said Lownsdale.

Kami Buchholz

Deere releases a faster, more powerful Gator

All RSX850i Gators come equipped with an 839 cc, V-twin, liquid-cooled, four-cycle gasoline motorcycle engine that produces 62 hp (46 kW) and a top speed of 53 mph (85 km/h).

With the RSX850i, John Deere enters the recreational utility vehicle category with an all-new Gator that was engineered to be faster, more powerful, and more agile than any Gator ever built.

Deere first created its AMT (all materials transport) in 1987, which it claims as the launch of the entire utility vehicle (UV) category, and the first Gator UV in 1992. It says the addition of advanced power, high top speed, and precision handling are integral parts of the current evolution of the Gator line of utility vehicles.

There are three RSX models—the Gator RSX850i Sport, the RSX850i Trail, and the Base RSX—all designed in collaboration with engineering consultants with expertise in Formula One and NASCAR. The Sport model was designed for harsh desert and rocky, sandy terrains and includes sport seats, alloy wheels with Maxxis tires, Prerunner bumper, cargo box rails, sport steering wheel, and Fox 2.0 Performance Series shocks.

The Trail model was developed with hunting, fishing, and back country trails in mind. It features sport seats, alloy wheels with Maxxis tires, winch, front brushguard, 2-in (50-mm) front receiver hitch with recovery loops, rear bumper, and cargo box rails. The Base RSX can be modified and personalized with factory-installed options. And all three can be well appointed with over 70 available aftermarket attachments.

All models come equipped with an 839 cc, V-twin, liquid-cooled, four-cycle gasoline motorcycle engine that produces 62 hp (46 kW) and a top speed of 53 mph (85 km/h). The engine also delivers 0-30 mph (0-48 km/h) acceleration in three seconds.

Advanced electronic controls and a fuel-injection system supply enhanced starting, idling, and throttle response during operation. In addition, the closed-loop system offers dependable performance at high altitude and hassle-free cold weather starting (tested to -20°F, or -29°C). The RSX also incorporates a large 7.4-gal fuel tank.

RSX Gators are equipped with a unique four-wheel independent suspension for what the company says is "an unparalleled ride" over challenging terrain and precision handling through corners. A dual, wide-arch A-arm design delivers maximum front-wheel control, precise steering, and 10.3 in (262 mm) of ground clearance. An exclusive Multi-Link semi trailing arm independent rear suspension features 9 in (229 mm) of wheel travel and moves wheels rearward in compression, lowering the impact of terrain and improving ride.

Exclusive aluminum body monotube Fox shocks are standard on the Base and Trail models. While Fox 2.0 Performance Series shocks with full spring and compression adjustability come standard on the RSX Sport, they are available for aftermarket upgrade on the other models.

Easy entry and exit from the RSX850 is the benefit of "an industry first" automotive-style door for the operator and passenger. Side-by-side 35.5-in (902-mm) high-performance sport seats combine proven off-road riding experience and automotive styling to enhance driver confidence and comfort.

Deluxe high-back bucket seats on the Base model are positioned to provide ample legroom, with large headrests for support during aggressive driving, and all seats tilt forward for ease of service and to keep dry during outdoor storage. In addition, the RSX features an ISO-certified ROPS (roll-over protective structure) with three-point seat belts and multiple passenger-side grab handles.

Best-in-class sealed storage includes 1.82 ft³ (0.05 m³) of space in the glove box and under the hood, with additional storage in the center console and cup holders. An easy-to-read digital instrument panel displays a system diagnostic light, engine oil pressure light, park break light, seat belt indicator light, fuel level, and a four-wheel-drive indicator, among other vehicle gauges.

A high-density, 8.9-ft³ (0.25-m³) polyethylene composite one-piece cargo box has rounded inside corners to ensure material removal when tilted and has a 400-lb (181-kg) payload capacity. The tailgate can be opened or removed for easier cleanout and to carry longer items. Deere says it features "truck-like performance and can be operated with one hand." The dumping mechanism is as simple as lifting a lever. Integrated tie-down points offer increased versatility and are incorporated in all four corners, on multiple points along the side walls, and via tie-down bars on either side of the cargo box.

Jean L. Broge

A swifter shifter for truck transmissions

 

Oerlikon Graziano claims a number of improvements for its new heavy-duty truck tranmission synchronizer.

Transmission specialist Oerlikon Graziano of Italy has developed a new family of synchronizers for heavy-duty truck transmissions, designed to speed up gearshifting and deliver improved fuel consumption. This is the company’s first component for heavy truck transmissions, having gained experience in the agricultural and construction machinery sectors.

The first applications will be for nine- and 14-speed transmissions. The company claims that the new synchronizers will reduce fuel consumption and emissions in two ways—by minimizing the torque interruption and reducing the steady-state drag torque in the transmission.

Many European heavy-duty transmissions are now automated, but according to Andrea Serra, Product Manager, Synchronizer and Power Shift Design, Oerlikon Graziano, most of the heavy-duty truck transmissions under development in Europe, India, and China are manual transmissions. “We have developed these new synchronizers specifically for manual transmission gear change functions. There is also an automatic synchronizer for the high/low range change function.”

Although Oerlikon Graziano has signed supply deals to transmission manufacturers, no further details are available at the moment.

The synchronizers are set up in single- and double-cone arrangements, all sharing the same external geometry. Construction is from molybdenum coated steel cones offering torque capacities of up to 18,000 N·m (13,276 lb·ft). Oerlikon Graziano is also considering the use of carbon coating. The company says that the integrated activation system of the synchronizers is key to reducing the large differences in their relative rotating speeds. Four different synchronizer specifications are used on the 14-speed transmission and three on the nine-speed.

The company says that the synchronizers improve the shift over the three phases of a gearshift. Before synchronization, the integrated activation system is said to optimize the load characteristics, giving improved consistency and durability. The multicone technology is said to shorten the synchronization phase, while the sliding sleeve travel is said to be smoother, reducing balking.

Oerlikon Graziano is best known for its transmission synchronizers for agricultural machinery and also produces similar equipment for construction machinery. The company plans to expand further into the truck sector, following the launch of these new synchronizers.

John Kendall