DENSO GmbH and Denso Corporation | Date: 2017-06-14
The invention pertains to an aluminium alloy, especially for manufacturing block joints (10), in particular block joints (10) of a brazed, in particular CAB brazed, automotive heat exchanger. Moreover, the invention pertains to a semi-manufactured product, especially for manufacturing such block joints, as well as to a method for making such a semi-manufactured product and correspondingly manufactured block joints. To improve the hardness of such an aluminium alloy and of products formed from such an aluminium alloy, the aluminum alloy of the invention comprises:- copper (Cu) in an amount of 0.3 to 1.5 % by weight;- magnesium (Mg) in an amount of 0.25 to 1.0 % by weight, preferably 0.25 to 0.5 % by weight;- silicium (Si) in an amount of 0.5 to 1.2 % by weight; and- manganese (Mn) in an amount of 1.0 to 2.0 % by weight.
News Article | May 10, 2017
Global Automotive HVAC System market competition by top manufacturers, with production, price, revenue (value) and market share for each manufacturer; the top players including DENSO Hanon Systems MAHLE Valeo Air International Thermal Systems Bergstrom Calsonic Kansei Johnson Electric Sanden USA Webasto Geographically, this report is segmented into several key Regions, with production, consumption, revenue (million USD), market share and growth rate of Automotive HVAC System in these regions, from 2012 to 2022 (forecast), covering United States EU China Japan South Korea India On the basis of product, this report displays the production, revenue, price, market share and growth rate of each type, primarily split into Standalone HVAC Dependent HVAC On the basis on the end users/applications, this report focuses on the status and outlook for major applications/end users, consumption (sales), market share and growth rate of Automotive HVAC System for each application, including Passenger Cars Commercial Vehicles Global Automotive HVAC System Market Research Report 2017 1 Automotive HVAC System Market Overview 1.1 Product Overview and Scope of Automotive HVAC System 1.2 Automotive HVAC System Segment by Type (Product Category) 1.2.1 Global Automotive HVAC System Production and CAGR (%) Comparison by Type (Product Category) (2012-2022) 1.2.2 Global Automotive HVAC System Production Market Share by Type (Product Category) in 2016 1.2.3 Standalone HVAC 1.2.4 Dependent HVAC 1.3 Global Automotive HVAC System Segment by Application 1.3.1 Automotive HVAC System Consumption (Sales) Comparison by Application (2012-2022) 1.3.2 Passenger Cars 1.3.3 Commercial Vehicles 1.4 Global Automotive HVAC System Market by Region (2012-2022) 1.4.1 Global Automotive HVAC System Market Size (Value) and CAGR (%) Comparison by Region (2012-2022) 1.4.2 United States Status and Prospect (2012-2022) 1.4.3 EU Status and Prospect (2012-2022) 1.4.4 China Status and Prospect (2012-2022) 1.4.5 Japan Status and Prospect (2012-2022) 1.4.6 South Korea Status and Prospect (2012-2022) 1.4.7 India Status and Prospect (2012-2022) 1.5 Global Market Size (Value) of Automotive HVAC System (2012-2022) 1.5.1 Global Automotive HVAC System Revenue Status and Outlook (2012-2022) 1.5.2 Global Automotive HVAC System Capacity, Production Status and Outlook (2012-2022) 7 Global Automotive HVAC System Manufacturers Profiles/Analysis 7.1 DENSO 7.1.1 Company Basic Information, Manufacturing Base, Sales Area and Its Competitors 7.1.2 Automotive HVAC System Product Category, Application and Specification 126.96.36.199 Product A 188.8.131.52 Product B 7.1.3 DENSO Automotive HVAC System Capacity, Production, Revenue, Price and Gross Margin (2012-2017) 7.1.4 Main Business/Business Overview 7.2 Hanon Systems 7.2.1 Company Basic Information, Manufacturing Base, Sales Area and Its Competitors 7.2.2 Automotive HVAC System Product Category, Application and Specification 184.108.40.206 Product A 220.127.116.11 Product B 7.2.3 Hanon Systems Automotive HVAC System Capacity, Production, Revenue, Price and Gross Margin (2012-2017) 7.2.4 Main Business/Business Overview 7.3 MAHLE 7.3.1 Company Basic Information, Manufacturing Base, Sales Area and Its Competitors 7.3.2 Automotive HVAC System Product Category, Application and Specification 18.104.22.168 Product A 22.214.171.124 Product B 7.3.3 MAHLE Automotive HVAC System Capacity, Production, Revenue, Price and Gross Margin (2012-2017) 7.3.4 Main Business/Business Overview 7.4 Valeo 7.4.1 Company Basic Information, Manufacturing Base, Sales Area and Its Competitors 7.4.2 Automotive HVAC System Product Category, Application and Specification 126.96.36.199 Product A 188.8.131.52 Product B 7.4.3 Valeo Automotive HVAC System Capacity, Production, Revenue, Price and Gross Margin (2012-2017) 7.4.4 Main Business/Business Overview 7.5 Air International Thermal Systems 7.5.1 Company Basic Information, Manufacturing Base, Sales Area and Its Competitors 7.5.2 Automotive HVAC System Product Category, Application and Specification 184.108.40.206 Product A 220.127.116.11 Product B 7.5.3 Air International Thermal Systems Automotive HVAC System Capacity, Production, Revenue, Price and Gross Margin (2012-2017) 7.5.4 Main Business/Business Overview 7.6 Bergstrom 7.6.1 Company Basic Information, Manufacturing Base, Sales Area and Its Competitors 7.6.2 Automotive HVAC System Product Category, Application and Specification 18.104.22.168 Product A 22.214.171.124 Product B 7.6.3 Bergstrom Automotive HVAC System Capacity, Production, Revenue, Price and Gross Margin (2012-2017) 7.6.4 Main Business/Business Overview 7.7 Calsonic Kansei 7.7.1 Company Basic Information, Manufacturing Base, Sales Area and Its Competitors 7.7.2 Automotive HVAC System Product Category, Application and Specification 126.96.36.199 Product A 188.8.131.52 Product B 7.7.3 Calsonic Kansei Automotive HVAC System Capacity, Production, Revenue, Price and Gross Margin (2012-2017) 7.7.4 Main Business/Business Overview 7.8 Johnson Electric 7.8.1 Company Basic Information, Manufacturing Base, Sales Area and Its Competitors 7.8.2 Automotive HVAC System Product Category, Application and Specification 184.108.40.206 Product A 220.127.116.11 Product B 7.8.3 Johnson Electric Automotive HVAC System Capacity, Production, Revenue, Price and Gross Margin (2012-2017) 7.8.4 Main Business/Business Overview 7.9 Sanden USA 7.9.1 Company Basic Information, Manufacturing Base, Sales Area and Its Competitors 7.9.2 Automotive HVAC System Product Category, Application and Specification 18.104.22.168 Product A 22.214.171.124 Product B 7.9.3 Sanden USA Automotive HVAC System Capacity, Production, Revenue, Price and Gross Margin (2012-2017) 7.9.4 Main Business/Business Overview 7.10 Webasto 7.10.1 Company Basic Information, Manufacturing Base, Sales Area and Its Competitors 7.10.2 Automotive HVAC System Product Category, Application and Specification 126.96.36.199 Product A 188.8.131.52 Product B 7.10.3 Webasto Automotive HVAC System Capacity, Production, Revenue, Price and Gross Margin (2012-2017) 7.10.4 Main Business/Business Overview For more information, please visit https://www.wiseguyreports.com/sample-request/1270494-global-automotive-hvac-system-market-research-report-2017
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: MG-3.6a-2015 | Award Amount: 9.61M | Year: 2016
ADAS&ME (Adaptive ADAS to support incapacitated drivers &Mitigate Effectively risks through tailor made HMI under automation) will develop adapted Advanced Driver Assistance Systems, that incorporate driver/rider state, situational/environmental context, and adaptive interaction to automatically transfer control between vehicle and driver/rider and thus ensure safer and more efficient road usage. To achieve this, a holistic approach will be taken which considers automated driving along with information on driver/rider state. The work is based around 7 provisionally identified Use Cases for cars, trucks, buses and motorcycles, aiming to cover a large proportion of driving on European roads. Experimental research will be carried out on algorithms for driver state monitoring as well as on HMI and automation transitions. It will develop robust detection/prediction algorithms for driver/rider state monitoring towards different driver states, such as fatigue, sleepiness, stress, inattention and impairing emotions, employing existing and novel sensing technologies, taking into account traffic and weather conditions via V2X and personalizing them to individual drivers physiology and driving behaviour. In addition, the core development includes multimodal and adaptive warning and intervention strategies based on current driver state and severity of scenarios. The final outcome is the successful fusion of the developed elements into an integrated driver/rider state monitoring system, able to both be utilized in and be supported by vehicle automation of Levels 1 to 4. The system will be validated with a wide pool of drivers/riders under simulated and real road conditions and under different driver/rider states; with the use of 2 cars (1 conventional, 1 electric), 1 truck, 2 PTWs and 1 bus demonstrators. This challenging task has been undertaken by a multidisciplinary Consortium of 30 Partners, including an OEM per vehicle type and 7 Tier 1 suppliers.
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: GV-2-2014 | Award Amount: 6.39M | Year: 2015
Optimised energy management and use (OPTEMUS) represents an opportunity for overcoming one of the biggest barriers towards large scale adoption of electric and plug-in hybrid cars: range limitation due to limited storage capacity of electric batteries. The OPTEMUS project proposes to tackle this bottleneck by leveraging low energy consumption and energy harvesting through a holistic vehicle-occupant-centred approach, considering space, cost and complexity requirements. Specifically, OPTEMUS intends to develop a number of innovative core technologies (Integrated thermal management system comprising the compact refrigeration unit and the compact HVAC unit, battery housing and insulation as thermal and electric energy storage, thermal energy management control unit, regenerative shock absorbers) and complementary technologies (localised conditioning, comprising the smart seat with implemented TED and the smart cover panels, PV panels) combined with intelligent controls (eco-driving and eco-routing strategies, predictive cabin preconditioning strategy with min. energy consumption, electric management strategy). The combined virtual and real-life prototyping and performance assessment in a state of the art, on-the-market A-segment electric vehicle (Fiat 500e) of this package of technologies will allow demonstrating a minimum of 32% of energy consumption reduction for component cooling and 60% for passenger comfort, as well as an additional 15% being available for traction, leading to an increase of the driving range in extreme weather conditions of at least 44 km (38%) in a hot ambient (\35C and 40% rH) and 63 km (70%) in a cold ambient (-10C and 90% rH).
Agency: European Commission | Branch: H2020 | Program: ECSEL-IA | Phase: ECSEL-17-2015 | Award Amount: 64.82M | Year: 2016
ENABLE-S3 will pave the way for accelerated application of highly automated and autonomous systems in the mobility domains automotive, aerospace, rail and maritime as well as in the health care domain. Virtual testing, verification and coverage-oriented test selection methods will enable validation with reasonable efforts. The resulting validation framework will ensure Europeans Industry competitiveness in the global race of automated systems with an expected market potential of 60B in 2025. Project results will be used to propose standardized validation procedures for highly automated systems (ACPS). The technical objectives addressed are: 1. Provision of a test and validation framework that proves the functionality, safety and security of ACPS with at least 50% less test effort than required in classical testing. 2. Promotion of a new technique for testing of automated systems with physical sensor signal stimuli generators, which will be demonstrated for at least 3 physical stimuli generators. 3. Raising significantly the level of dependability of automated systems due to provision of a holistic test and validation platform and systematic coverage measures, which will reduce the probability of malfunction behavior of automated systems to 10E-9/h. 4. Provision of a validation environment for rapid re-qualification, which will allow reuse of validation scenarios in at least 3 development stages. 5. Establish open standards to speed up the adoption of the new validation tools and methods for ACPS. 6. Enabling safe, secure and functional ACPS across domains. 7. Creation of an eco-system for the validation and verification of automated systems in the European industry. ENABLE-S3 is strongly industry-driven. Realistic and relevant industrial use-cases from smart mobility and smart health will define the requirements to be addressed and assess the benefits of the technological progress.
Agency: European Commission | Branch: FP7 | Program: JTI-CP-ARTEMIS | Phase: SP1-JTI-ARTEMIS-2013-AIPP5 | Award Amount: 93.92M | Year: 2014
Embedded systems are the key innovation driver to improve almost all mechatronic products with cheaper and even new functionalities. Furthermore, they strongly support todays information society as inter-system communication enabler. Consequently boundaries of application domains are alleviated and ad-hoc connections and interoperability play an increasing role. At the same time, multi-core and many-core computing platforms are becoming available on the market and provide a breakthrough for system (and application) integration. A major industrial challenge arises facing (cost) efficient integration of different applications with different levels of safety and security on a single computing platform in an open context. The objective of the EMC project (Embedded multi-core systems for mixed criticality applications in dynamic and changeable real-time environments) is to foster these changes through an innovative and sustainable service-oriented architecture approach for mixed criticality applications in dynamic and changeable real-time environments. The EMC2 project focuses on the industrialization of European research outcomes and builds on the results of previous ARTEMIS, European and National projects. It provides the paradigm shift to a new and sustainable system architecture which is suitable to handle open dynamic systems. EMC is part of the European Embedded Systems industry strategy to maintain its leading edge position by providing solutions for: . Dynamic Adaptability in Open Systems . Utilization of expensive system features only as Service-on-Demand in order to reduce the overall system cost. . Handling of mixed criticality applications under real-time conditions . Scalability and utmost flexibility . Full scale deployment and management of integrated tool chains, through the entire lifecycle Approved by ARTEMIS-JU on 12/12/2013 for EoN. Minor mistakes and typos corrected by the Coordinator, finally approved by ARTEMIS-JU on 24/01/2014. Amendment 1 changes approved by ECSEL-JU on 31/03/2015.
Agency: European Commission | Branch: FP7 | Program: CP | Phase: ICT-2011.3.4 | Award Amount: 4.58M | Year: 2011
Engineers who design hard real-time embedded systems express a need for several times the performance available today while keeping safety as major criterion. A breakthrough in performance is expected by parallelising hard real-time applications. parMERASA targets a timing analysable system of parallel hard real-time applications running on a scalable multi-core processor. Several new scientific and technical challenges will be tackled in the light of timing analysability: parallelisation techniques for industrial applications, operating system virtualisation and efficient synchronisation mechanisms, guarantee of worst-case execution times (WCET) of parallelised applications, verification and profiling tools, and scalable memory hierarchies together with I/O systems for multi-core processors.\nThe output of parMERASA will be at least an eightfold performance improvement of the WCET for parallelised legacy applications in avionics, automotive, and construction machinery domains in comparison to the original sequential versions. The execution platform, i.e. the parMERASA multi-core processor and system software, will provide temporal and spatial isolation between tasks and scale up to 64 cores. A software engineering approach will be taken targeting at least four parallel execution patterns that are analysable. Verification and profiling tools will be developed, and we aim to provide at least four recommendations to enhance both automotive and avionic standards.\nparMERASA will impact new products for transportation systems and industrial applications. It will impact standards by introducing parallel execution and time predictability as key features. This will contribute to reinforce the EC position in the field of critical computing systems and yield an advantage for European industry in the highly competitive avionics, automotive, and construction machinery markets.
Agency: European Commission | Branch: FP7 | Program: CP | Phase: GC-ICT-2011.6.8 | Award Amount: 3.54M | Year: 2011
PowerUp aims to develop the Vehicle-2-Grid (V2G) interface, involving a full development cycle of physical/link-layer specification, charging control protocol design, prototyping, conformance testing, field trials, and standardisation. Its results will ensure that FEVs smoothly integrate into emerging smart-grid networks. Thereby the efficiencies resulting from robust grid operation may be achieved; V2G capabilities will smoothen the daily fluctuation of electricity demand and will enable FEVs to act as emergency energy supplies. To achieve these desired results, it is essential that any electric vehicle type would be compatible with any European smart-grid network.\n\nV2G technology will be developed in liaison with the ongoing ISO/IEC standardisation of the V2G interface, and it will extend existing smart-metering standards and ETSI ITS standards for vehicular communications. On the grid side, smart electric meters will be enhanced for V2G capability and V2G-specific demand-balancing control algorithms will be researched. The specification phase will synthesise requirements of both vehicle manufacturers and utility operators. The produced V2G adapter prototypes will undergo conformance testing and field trials. The testing part will also cover safety and security aspects. The field trial activities will demonstrate end-to-end integration with the chain of smart-grid control systems. These trials will be furthermore complemented by simulations of larger V2G uptake rates, which assess V2G impact on grid stability and robustness.\n\nThe validated PowerUp results will be contributed into standardisation, completing the overall R&D cycle. We aim to ensure industrial consensus on V2G interface, and carefully trial V2G implementations in a realistic integrated environment. PowerUp partners are capable of follow-up project results deployment; its impact will facilitate reaching FEVs full potential economic and environmental benefits.
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: GC.SST.2011.7-10. | Award Amount: 3.57M | Year: 2012
The V-FEATHER project presents a complete electric vehicle architecture vision on how urban light duty vehicles will be designed, built and run in the near future. This project is led by industrial partners with emphasis on energy efficiency, commercial viability, life cycle design and development of new technologies for LDVs steered by leading research institutes. The vehicle is built around an active adaptive structural architecture (ADAPTecture) that replaces the platform concept with a modular building block concept. The functional modules are part of the vehicle structure itself thus reducing the frame weight and add their own power and energy units which can be shared. This increases the payload capacity and the available power to weight ratio of the vehicle can be controlled. As the weight distribution and structural integrity changes when a payload module is added or removed, active vehicle dynamics are incorporated through a modular actively controlled reconfigurable structure, collapsible body panels, active suspension modules incorporating in-hub motors and modular battery pack systems. A High-level control architecture controls the vehicle dynamics, active safety, power and energy requirements and driver interaction. The specifications of these modular LDV are based on a radical new Deposit, Rapid Recharge and Recollect (D3R) system for urban freight, last mile delivery, freight security and tracking. The modular vehicle is able to drop off modules for delivery, recharging and collection later while continuing a freight run. This varying payload structure and vehicle footprint allows the LDV to function in the entirety of the supply chain run. Dynamic charging (while moving) can be carried out using available infrastructures. The D3R concept could theoretically allow 24 hour running without a single charge pause. A complete prototype vehicle with a cab and payload module will be developed during the project to validate and test the new concepts.
Agency: European Commission | Branch: FP7 | Program: CSA | Phase: ICT-2013.6.5 | Award Amount: 1.69M | Year: 2013
The improvement of sensors, power train control as well as communication, make possible the automation of vehicle driving. Vehicle prototypes are currently capable of driving automatically, in road and urban environment. The automation is provided by systems in the vehicle and/or deployed on the road infrastructure, so that the process is named Vehicle and Road Automation.Partial or full automation of vehicles will improve traffic safety by reducing the number of incidents due to human errors, drivers distraction or reduced vigilance. Furthermore, Vehicle and Road Automation is likely to improve the traffic efficiency by smoothening the flow of vehicles as well as reducing congestions due to accidents. The resulting reduction of vehicle emissions and fuel consumption will have a positive impact on the environment.Research activities on Vehicle and Road Automation have significantly increased over the past few years especially in US and Japan. Therefore, it is important to ensure that the expert community share their expertise and reach common views on Vehicle and Road Automation. This objective will be achieved through networking and promotion activities.VRA is a Support Action for networking and international cooperation on Vehicle and Road Automation addressing in particular the deployment needs. VRA intends to address common issues and agree on solutions enabling good market conditions for a seamless and fast deployment.Therefore this support action for Vehicle and Road Automation is an initiative to share expertise and cooperate, at European and International level. It aims to: Maintain an active European network of Vehicle and Road Automation experts and stakeholders, Contribute to EU-US-Japan international collaboration on Vehicle and Road Automation, Identify deployment needs for the different domains of Vehicle and Road Automation, Promote the European Research on Vehicle and Road Automation through an innovative set of dissemination tools.VRA will address the identified deployment needs from different perspectives: the deployment scenarios, the legal and regulatory needs and finally the standardisation and certification requirements.VRA spins off from the iMobility Forum Automation WG discussions in order to build together an open network to support the deployment of Vehicle and Road Automation over Europe and beyond.