Adam Opel AG is a German automobile manufacturer headquartered in Rüsselsheim, Hesse, Germany, and a subsidiary of General Motors Company. The company designs, engineers, manufactures and distributes Opel-branded passenger vehicles, light commercial vehicles and vehicle parts for distribution in Africa, Asia, Europe and South America. Opel designed and manufactured vehicles are also sold under the Buick brand in the United States, Canada, Mexico and China, the Holden brand in Australia and New Zealand and the Vauxhall brand in the United Kingdom.Opel traces its roots to a sewing machine manufacturer founded by Adam Opel in 1862. The company began manufacturing bicycles in 1886 and produced its first automobile in 1899.Opel became a share-limited company in 1929; United States-based General Motors took a majority stake in Opel that same year. General Motors assumed full control in 1931 and today Adam Opel AG is a wholly owned subsidiary of General Motors Company. Although Adam Opel AG continues to be a share-limited company, shares of the company are not publicly listed. Adam Opel AG is the parent company of General Motors UK Limited, better known as Vauxhall, and various other General Motors subsidiaries.During the 1970s and 1980s, Opel and Vauxhall ranges were rationalised into one consistent range across Europe. Wikipedia.
Agency: European Commission | Branch: FP7 | Program: CP | Phase: ICT-2009.6.2 | Award Amount: 18.24M | Year: 2011
The objective of the DRIVE C2X Integrated Project is to carry out comprehensive assessment of cooperative systems through Field Operational Tests in various places in Europe in order to verify their benefits and to pave the way for market implementation. This general objective is split into four major technical objectives:\nCreate a harmonised Europe-wide testing environment for cooperative systems\nCoordinate the tests carried out in parallel throughout the DRIVE C2X community\nEvaluate cooperative systems\nPromote cooperative driving.\nThe proposal fully responds to EC requirements and the Call 6 contents on Field Operational Tests.\nDuring the past decade, researchers have been working on cooperative systems worldwide in numerous research projects. Tentative results suggest that communication between vehicles and vehicles and infrastructure can substantially improve sustainable transportation. There is today a general understanding of the benefits of cooperative systems in terms of traffic safety and efficiency, but so far these systems have been tried out in small scale experiments only. There is no proof of their benefits yet with many communicating vehicles used in variable conditions on roads.\nThe work proposed builds strongly on previous and on-going work on cooperative systems, which are now considered to be mature enough for large-scale field operational tests. The Europe-wide testing community envisaged for DRIVE C2X comprises of six test sites in Germany, Italy, the Netherlands, Sweden, France and Finland. Essential activities in this project are the testing methodology and evaluation of the impact of cooperative driving functions on users, environment and society. In addition to impacts, other important areas of testing are technical functionality and robustness of the systems also in adverse conditions. The user feedback and the results from technical tests enable the creation of realistic business models for the following market introduction.
Agency: European Commission | Branch: FP7 | Program: CP | Phase: ICT-2013.6.5 | Award Amount: 24.19M | Year: 2014
AdaptIVe will enhance the performance and improve the acceptance of automated driving of cars and trucks. The project develops new and integrated automated functions to improve traffic safety by minimizing the effects of human errors and to enhance traffic efficiency by smoother flows and reduced congestion.The approach is based on a shared control concept, assuring proper collaboration between the driver and the automation system. This is realised using cooperative vehicle technologies, advanced obstacle sensors and adaptive schemes where the level of automation dynamically responds to the situation and driver status.The project will demonstrate and evaluate eight advanced vehicles seven cars and one truck with various combinations of automated functions. These implementations will be based on the needs of different environments and levels of traffic complexity, including motorways, urban scenarios and close-distance manoeuvres. Several common features developed in these vehicles will establish fundamental building blocks for the future exploitation of automated driving, in terms of architecture, fault-tolerance, and human factors. Communication technologies will be employed as a key enabler of highly automated schemes supporting cooperative traffic and improving road safety.In addition to the technological and ergonomic aspects, AdaptIVe will address important legal issues that might impact on the successful market introduction of automated systems; in particular product liability and road traffic laws. It will identify the legal implications for manufacturers and drivers and examine the need for corresponding changes in regulation.By demonstrating these results, AdaptIVe will significantly improve the knowledge base for automated driving and strengthen the position of European industries in the area of Intelligent Vehicles and road safety.
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SST-2007-4.1-01;SST-2007-4.1-07 | Award Amount: 4.77M | Year: 2009
Computer aided engineering is a routinely used technology for the design and testing of road vehicles, including the simulation of their response to an impact and the prediction of the risk of injuries sustained by the potential victims. But, so far, the release of a vehicle on the market still depends on the verification of the product compliance with safety standards through a series of type approval physical tests. To increase car industry competitiveness by reducing the burden of this type approval test system and to improve road safety by raising the quality level of protection measures, recent initiatives have been taken by both industry and public authorities, to promote the use of alternative ways (e.g. virtual test through numerical simulation) to check vehicle compliance with safety standards. The main objective of this project is the implementation of virtual (VT) procedures in existing safety standards by consolidation of advanced VT technologies, analyzing the ensuing costs and benefits and looking for the improvement of homologation procedures as well as setting the base for improvement of integrative safety. The achievement of this objective implies among others, that the accuracy of the simulation models and procedures can be assured and rated independently of the modelling process, software tools, computing platform and the performing organization (end user). Procedures that consider uncertainties due to different real tests results (depending on the lab performing), input parameters dispersion, etc. will be taken into account in these processes. In this project, the future potential of Virtual Testing will be investigated not only to fully substitute real testing (RT) in regulations but also to define procedures for fully virtual testing including biomechanics validation of real and virtual test devices and to evaluate transferring the process of VT to new advanced safety systems (active and pre-crash safety systems).
Agency: European Commission | Branch: FP7 | Program: CP-IP | Phase: FoF.NMP.2013-7 | Award Amount: 10.67M | Year: 2013
LIAA aims to keep assembly jobs in Europe by creating and implementing a framework that enables humans and robots to truly to work together in assembly tasks. Co-working allows the senses and intelligence of the human to be complemented by the strength and endurance of the automation and so obtains the best from each of them, reducing repetitive injuries and costs and enhancing job satisfaction and the average length of time that a worker can continue in the same job. The LIAA framework will be developed not from theory, but instead from the extensive experience partners have gained through many previous projects. It will not be a thought experiment, but applied to create solutions to five real use cases from five different areas of industrial assembly. In this way the framework will be forced not only to be useable and functional but also general enough to be broadly applicable. A LIAA work station c an be used either by human or robot alone or by both together, and the instructions for tasks will be written for both, by formalising a modular skill hierarchy and creating both human and machine instruction sets for each skill. People will be able to keep track of what the automation is doing and is about to do via an augmented reality (AR) display. The robot will keep track of what the human is doing and is about to do via a dedicated camera-based system and some intelligent prediction algorithms. To date, safety regulations only cover very limited types of human-robot interaction in industry. The inclusion of Denmarks Notified Body as a partner in LIAA ensures that not only will all our solutions be properly risk assessed for actual use in industry but also that our experiences will feed back to those responsible for drafting new EU robot co-worker safety regulations. The direct final outcome of LIAA will be five working co-worker solutions to diverse industrial assembly use cases and a strong unifying framework providing a basis for future co-worker solutions.
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SST.2008.4.1.1. | Award Amount: 6.06M | Year: 2009
For the real life assessment of vehicles safety in frontal collision the compatibility (described by the self protection level and the structural interaction) between the opponents is crucial. Although compatibility has been analysed worldwide for years, no final assessment approach was defined. Taking into account the EEVC WG15 and the FP5 VC-COMPAT project activities, two test approaches are the most important candidates for the assessment of compatibility. Both are composed of an off-set and a full overlap test procedure. However, no final decision was taken. In addition another approach (tests with a moving deformable barrier) is getting more and more in the focus of todays research programmes. Within this project different off-set, full overlap and MDB test procedures will be analysed to be able to propose a compatibility assessment approach, which will be accepted by a majority of the involved industry and research organisations. The development work will be acompanied by harmonisation activities to include research results from outside the consortium and to early disseminate the project results taking into account recent GRSP activities on ECE R94, EuroNCAP, etc..
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: NMBP-08-2016 | Award Amount: 9.02M | Year: 2016
6 of the European carmakers (DAIMLER, VW, TME, CRF, VOLVO, Opel), under the coordination of EUCAR, have joined forces to commonly address the high cost issue of innovations in vehicle lightweighting, having identified it as the major bottleneck towards their implementation in vehicle series and mass production. The AffordabLe LIghtweight Automobiles AlliaNCE (ALLIANCE) has the ambition to develop novel advanced materials (steel, aluminium, hybrid) and production technologies, aiming at an average 25% weight reduction over 100k units/year, at costs of <3 /kg. Additionally, ALLIANCE will develop a mass-optimizer software tool and a multi-parameter design optimisation methodology and process, aiming at an accelerated pre-assessment of technologies over existing designs in a holistic framework. ALLIANCE will work on 8 different demonstrators of real vehicle models, 6 of which will be physically tested, aiming at market application by OEMs within 6 years from project end (in 2025). A transferability and scalability methodology will also be developed for results replication across other vehicle components and models in other segments. ALLIANCE aims at becoming a central hub for innovation in lightweight design in Europe. To do so, it will establish an open inclusive framework towards external centres and clusters in this field, involving them in ALLIANCE development through an open lightweight design contest and dedicated workshops.
Eberle U.,Adam Opel AG |
Von Helmolt R.,Adam Opel AG
Energy and Environmental Science | Year: 2010
The energy storage system is of decisive importance for all types of electric vehicles, in contrast to the case of vehicles powered by a conventional fossil fuel or bio-fuel based internal combustion engine. Two major alternatives exist and need to be discussed: on the one hand, there is the possibility of electrical energy storage using batteries, whilst on the other hand there is the storage of energy in chemical form as hydrogen and the application of a fuel cell as energy converter. The advantages and limitations, and also the impact of both options are described. To do so, existing GM concept vehicles and mass production vehicles are presented. Eventually, an outlook is given that addresses cost targets and infrastructure opportunities as well as requirements. © 2010 The Royal Society of Chemistry.
Agency: European Commission | Branch: FP7 | Program: CP | Phase: FoF-ICT-2011.7.4 | Award Amount: 5.34M | Year: 2011
The information gap between virtual product and manufacturing engineering and the physical start of production is a fundamental problem for Europes manufacturers. Information about products and processes, which is currently distributed over heterogeneous systems, is rich of information, but a platform for presenting this knowledge according to the different user roles (e.g. production planners or shop floor people) is missing. Enterprise data must be captured, updated, enriched and transferred into an interoperable platform, which enables cross-disciplinary knowledge sharing throughout the product life-cycle.Reuse of product and process data is a promising approach to leverage virtual simulation of manual manufacturing processes. Up to now, the complexity and incompatibility of digital data are main reasons why planning and training of manual manufacturing processes, e.g. in automotive and aerospace, and are still carried out in physical stages or during the ramp-up. The simulation and training of complex manufacturing processes in physical stages are expensive and often ineffective. In order to reduce the need for physical prototypes and to reduce time-to-market, virtual training must overcome the problems of former approaches, e.g. inadequate authoring times, cost-prohibitive hardware and insufficient user integration.We propose the development of a comprehensive platform for simulation, documentation and training of manual assembly processes based on advanced ICT-technology: auto-generation, realistic physical behaviour, game-based learning, advanced user-interaction, low-cost hardware and cross-disciplinary information sharing.VISTRA will allow to train workers in a way which is more efficient, straightforward and resource-saving than todays methods; VISTRA will enable production engineers to analyse assembly processes before physical mock-ups exists. Overall, VISTRA will sustainably support Europes labour-intensive industries in their worldwide competition.
Adam Opel AG | Date: 2012-07-10
Systems and methods for automatically evaluating the useful life of an engine oil based on data corresponding to a plurality of preselected key oil properties. The evaluation includes determining, in connection with each of the pre-selected key oil properties, a first current measured oil property value, a first reference oil property value, a first deterioration-limit value, and a first weighting factor. The evaluation also includes determining a single index value, indicating a state of deterioration of the engine oil, in a calculation using each of the values and factors.
Agency: European Commission | Branch: FP7 | Program: JTI-CP-FCH | Phase: SP1-JTI-FCH.2009.1.3 | Award Amount: 3.96M | Year: 2011
Up to now, much work has been performed on the catalyst but much on the active layers structure and on the two other major components (carbon and electrolyte) whereas they do have a major impact on the MEAs performance and on Pt utilization. Based on this analysis, PEMICAN proposes to reduce the Pt loading for automotive application down to 0.15 gram of Pt per kW, by a twofold approach: 1.to increase Pt utilization and power density by improving effective transport properties of ALs by tuning some properties of the electrolyte and by adding special carbon blacks in order to improve catalyst, electrolyte distribution and water management; 2.to reduce Pt loading by controlling its distribution: very thin layer on the anode side and gradients of Pt on the cathode side. These structured layers will be defined in order to optimise the utilization of the Pt. The combination of these two approaches will allow reducing the total mass of Pt for a given power density. Whereas the main objective of PEMICAN is to develop and manufacture MEAs with reduced quantity of Pt, it is supported by numerical modelling to help defining the best Pt distribution. Special structural and electrochemical characterizations will be done to improve the existing models and to analyse the performance of our MEAs as a function of manufacturing processes and properties of components. Performance and durability tests under automotive conditions will be performed and analysed. PEMICAN will demonstrate gains in terms of Pt cost (g Pt/kW) obtained by improving the design and properties of the ALs. Its results will be useful also In the future when non pure Pt is available. The Consortium is built-up on the expertises of 6 European organisations with complementary skills: 2 Research Institutes (CEA and INASMET), 1 University (IMPERIAL COLLEGE), 2 industrial suppliers (SOLEXIS, TIMCAL) and 1 automotive OEM (OPEL). Among these partners, 4 of them are active members of the FCH JTI.