The system is different from a Heads Up Display or existing night vision systems in that it works over a much larger area of the windscreen and serves to highlight, not obscure vision. A system of grille-mounted cameras operating outside the visible spectrum scan the road ahead while more sensors inside determine the location of the drivers head and eyes. Invisible lasers then light up the specially coated windscreen, which reacts to their beams, highlighting things like lane markings, traffic signs, pedestrians and other vehicles. While the system is intended for older drivers, it could end up being useful to anyone who has to drive through heavy fog or rain.

The technology is still in the experimental phase, but is growing increasingly valuable as the proportion of older drivers in the world's biggest markets continues to increase rapidly. GM foresees demand from these customers for technology that will enable them to remain independent later in life while remaining safe.

Jalopnik Snap Judgement: We like toys. We especially like toys that make us safer. So if this works, and doesn't add too much to the cost or weight of the vehicle, we very well may like it too.

[via Car Central]

It will relay information about blood-glucose levels at any given time to keep the diabetic aware and to determine if it's time for a snack. This could be a potentially life-saving vehicle addition for long-distance drivers who deal with the disease. If combined with nav we could see this system then reminding the driver where to find a healthy snack in a nearby store, and purposefully denying the existence of sugary fast foods. [Ubergizmo]

F, of course, is force. It is the result of one car hurtling into another. It's what acts on the human attached to the inside of the car by way of seatbelt. When cars crash into each other there are an incredible number of variables, not the least of which are angles, bumper heights, braking forces etc., but the ones that can be controlled are the ones which have the biggest impact in that equation.

When crashing, you want to minimize the amount of speed involved; slamming on the brakes is a great way to do that. Minimizing mass is going to be a tougher one, considering your car is pretty heavy to start out, and you both won't have a lot of time to jettison stuff while yelling "Oh shit, oh shit, oh shit." But what about that time thing? What if you could stretch out the amount of time it takes from the start of the accident to the end? This is what crumple zones do.

The cars in the above gallery are designed to survive an accident, not to protect their occupants. In some of the scenarios, the car looks not too much worse for the wear, but the drivers likely suffered significant injuries that would have been avoided in a modern car. The cars that turned into mangled messes probably did the same to their drivers. No car can ever be completely safe; even though the new ones don't look tough, you're way better off in 'em.

Engineers design crash zones to fail along a predictable path using varying materials and construction techniques. As a result, predictable bending, breaking, and stretching occurs. These failure events act like a giant shock absorber sitting in front of your dash, "soaking up" force. If you play around with the above equation, you can see that stretching out the time, even by fractions of seconds, has a remarkable effect on the forces transmitted to the passengers. Of course, this is an extremely simplified look at why cars turn into play-doh during an accident these days. But at least it gives you a fighting chance of explaining why the next time your folks crank up the "back in my day" speech.

Photo credit to Complete All

Everything from eyelid sensors, to vitals sensors, to cameras, to speed and trajectory sensors are integrated in the Volvo, and the resulting data is stored in a hard drive in the trunk, allowing easy transmittal to the friendly neighborhood DMV. The DMV can, in theory, recognize if an older person is unfit for the road, and subsequently pull their license. In reality, the DMV will do approximately squat. [Boston Globe via Autopia] (Image via Getty)

Just another added distraction while driving? Maybe, but Smart Mirrors could also be useful, especially in rental cars and trucks where a driver may not be familiar with the size of the vehicle. And it's not all vaporware: The technology behind Toshiba Smart Mirrors is the same silicon that powers the pedestrian recognition system. [Tech On!]

That hidden display technology continues throughout the interior, providing as-need data on otherwise traditional-looking surfaces. For example, the doors include proximity sensors to warn of on-coming traffic or cyclists, flashing a warning just below the side windows when it's unsafe to open a door. Those proximity sensors are used inside, too, for adaptive, as-need lighting in places like the foot wells and map pockets.

3M has also developed a new, reconfigurable 3-D information display to replace traditional instruments. These can give the appearance of a manufacturer's own unique design in a universal package and be adapted to deliver optimal information levels for a specific driver or environment.

The X-Wave also feature a variety of less sexy, but practical innovations like films, glues and materials that will offer manufacturers new ways of constructing vehicle interiors. As well as things like new-style hinges that allow the center console to pivot in multiple directions and the door-mounted arm rests to adjust for height.

Lighting solutions continue outside, with the use of precision lighting elements that offer more aesthetically pleasing and effective surface lighting. Expect to see many of these technologies appear on production cars in the next few years. [via Visteon]

Design constraints, like the need to lower the door window, mean car frames cannot be built with the beam already in place. Like airbags, once activated, the brace would need a trip to the workshop to be reset, but the team are working on making the brace retractable.

Hooray, safety! [New Scientist via Giz]

The type of display is more flexible and thinner than some of the current up-and-coming e-ink technologies. It also uses less battery power and the bi-directional nature of this specific keyfob from Delphi will allow for it to tell you all kinds of interesting facts about your car that nobody else will care about but you. [Slashgear]

He continues to give examples of how his talking car concepts would help drivers:

• Depressed drivers drive better when their car reacts as if it too is depressed
  
• Cars that speak in complex sentences tend to make you pay attention, rather than zoning out
  
• Older drivers prefer younger voices
  
• Drivers feel closer to the computer if they believe it's embedded in the car, rather than a remote device.

The one downside is that this technology could provide more information to insurers than you would want. As long as you don't get a lot of tickets or get into wrecks the insurers don't need to know you drive like a bat out of hell, but this technology could make that happen. [Physorg via Giz]

The researchers integrated this system into a Chrysler minivan and it has proved to be successful 97 percent of the time including in difficult situations like on gravel and in the rain. [New Scientist]

Microsoft and Hyundai-Kia Automotive Group to Develop Next Generation of In-Car Infotainment New partnership will globalize innovative in-car infotainment.

SEOUL, South Korea — May 6, 2008 — Today, Microsoft Corp. and Hyundai-Kia Automotive Group (HKAG) entered into a long-term agreement to co-develop the next generation of in-car infotainment systems. Bill Gates, chairman of Microsoft, and Mongku Chung, chairman of HKAG, were present as Martin Thall, general manager of Microsoft's Automotive Business Unit, and Hyun Soon Lee, president and chief technology officer of HKAG, signed the agreement in Seoul.

Together, Microsoft and HKAG will deliver new and innovative solutions based on the Microsoft Auto software platform, bringing the future of in-car technology to Hyundai-Kia drivers worldwide.

"These new systems will redefine consumer experiences in the car," Thall said. "Since the spring of 2006, HKAG and Microsoft have been sharing their vision for the future of in-car technology. We're now aligned to develop the next generation of in-car infotainment systems."

"We are pleased to partner with Microsoft to deliver high-performance infotainment solutions to our customers," Lee said. "The advanced capabilities, flexibility and low price point make the Microsoft Auto software platform an attractive solution for us."

The first product, a next-generation infotainment system that provides voice-controlled connectivity between mobile devices, will be introduced in the North American market in 2010. It will further apply to Asian and European markets, and expand into multimedia and navigation devices. These easy-to-use infotainment systems will allow consumers to enjoy music in various digital formats.

The next-generation infotainment systems are comparable to mini-PCs. Even after product launch, new functions can be added or upgraded in the form of software program updates, an innovation to existing in-car multimedia technology.

The Hyundai-Kia Automotive Group's adoption of the Microsoft Auto software platform increases Microsoft's presence in the Asian car market and enhances the global automotive business. The engineering and marketing teams of Microsoft's Automotive Business Unit in Redmond, Wash., will be working directly with counterparts at HKAG in Seoul to support this goal. Microsoft Auto-powered systems are currently available in Fiat Auto Group vehicles in Europe and South America and Ford Motor Co. vehicles in North America.

In a related announcement, Microsoft and Hyundai-Kia, along with the Institute for Information Technology Advancement (IITA), signed a memorandum of understanding (MOU) to co-establish an automotive IT innovation center with the goal of promoting innovation and opportunities for Korean software and device vendors in the global market.

It doesn't include information regarding that matter, so let's start making guesses. Maybe it would disable the car from moving any further, which is a simple, electrical solution. Then again, it is a plasma wall, which just screams complete car disintegration. [Yanko]

Blind-spot detection, emergency brake assistance and adaptive headlights were the worst of the crash-avoidance technologies by being able to prevent 428, 3,079 and 2,553 fatal crashes annually. The forward collision with automatic braking and lane-departure warnings did better by being able to prevent 7.166 and 10,345 fatal crashes annually. There is between around 42,000 automobile deaths annually.

The IIHS found these numbers by analyzing all of the crash data from 2002 to 2006 that could be affected by these types of technology and highlighting how many crashes were fatal. Tom Baloga, BMW's vp of engineering said that the IIHS's figures have "significant limitations in accuracy" and adding that as more manufacturers include this technology, the numbers will go up. In other words, he's saying once the non-luxury cars begin including the technology, the figures will change. [USA Today]

The LED-flag system has been in development for 10 years now because of very strict regulations put in place by the La Fédération Internationale de l'Automobile, or the FIA, the governing body for motor racing events, including Formula 1. This is surprising because the president of the FIA is generally known to be pretty loose.

Valerio Maioli, the same design firm handling the ridiculous lighting for the event, was behind the creation of the LED flags. September can't get here soon enough. [Motor Authority]

We've seen nanotech help devise anti-fog glass and play a part in fuel-cell technology, but some of the German Ford designers have even gone as far as creating nano-particle spray-on coating for cylinder liners that reduce friction and more. [Autopia]

WILLWARN: a project using different wireless communications tools to warn other drivers about upcoming dangerous situations like wrecks, obstructions in the road, etc.

MAPS&ADAS: similar to WILLWARN, but uses satellite navigations to prepare for upcoming dangers and hazards like sharp bends in the road and more.

SASPENCE: a project that analyzes safe driving speeds and distances. This could essentially calibrate the perfect speed and distance from upcoming cars to compensate for sudden braking and more.

LATERALSAFE: a solution to the blind spot conundrum that is as old as Henry Ford himself.

APALACI and COMPOSE: two projects that address the surrounding vehicles while driving. The two technologies will actively track the speed and trajectory of the other vehicles and objects like pedestrians around you being able to react to sudden movements.

For some odd reason this reminds me a little of Nascar's "Car of Tomorrow" but with a lot cooler technologies. Also, I hate it because it reminded me for even a moment of the motorsports shame that is Nascar, but whatever, currently the technologies being implemented by PReVENT are being tested in a Volvo FH12, BMW 545i, Fiat Stilo, Alfa Romeo 156 and Mercedes E350. [Science Daily]

Will the elaborate setup have any affect on the buyers of the unnamed vehicles? More than likely not, but it's still a nice helper for planning out a lean manufacturing strategy. [Christie]

Talladega. Yes, the partial name of the semi-funny Will Ferrel movie is the codename of Microsoft's next generation of Sync. Then again, we all know codenames are rarely used for the real release of any product, but who knows with this case. I can already imagine the kids: "Hey dudebro, check my sa-weet Talladega system!" Yeah, it just doesn't sound right. [Automotive]

It's because the lights are capable of resetting and modifying a body's internal clock. Exposing the body to the short wavelengths of blue light has the strongest affect on the internal clock and is the most effective way to provide daytime alertness. The research team at Rensselaen Polytechnic Institute in Troy are also investigating putting LED lights in the cabs of trucks and vehicles to provide the light "baths" while driving. [New Scientist]

When you flip a switch inside the car a wireless signal is sent to the tires that will inflate a pocket of air within each tire that makes the little studs protrude from the tire's tread. Like most specialty tires, the Q Celsius is about 30 percent more expensive than traditional tires, but the manufacturer is hoping the lazy factor sets in and people will pay more to not have to put on chains or swap out for winter tires. [Detroit News]

Without real technical details, it's virtually impossible to dissect the actual electro-mechanical layout of this concept, but we have some speculation as to how it might work. Traditionally, the problem of a running a four-cycle in the same manner as a two-cycle has been how to get the exhaust out. This is partially solved in the Miller cycle, when the intake valves are opened after the exhaust stroke and some form of compression pushes remaining exhaust out with fresh air. In a two-cycle engine, the valving is designed to take advantage of both the up and down stroke of the motor to push exhaust and fresh air through the combustion chamber. This is an inherently dirty—but extremely powerful—system, because a power stroke occurs twice as often as a four-cycle engine.

Ricardo says that it's using electromagnetic valves, which can operate completely independently of each other and the piston based on software running power electronics. Direct injection and a Honeywell turbo blend the two different cycles together. We suspect the system looks like a normal engine, minus the hole in the side of the cylinder liner necessary in a normal two-cycle. It starts up like a normal engine, but on demand can double the cylinder fire frequency and utilize a Miller cycle-like strategy to evacuate gas from the compression chamber.

This is all speculation, but the engine geek in us is very excited to see where the internal combustion engine can be taken one electromagnetic valves are reliable (and don't destroy valve seats). Imagine having a lumpy, long-duration cam profile—Heck, apparently even a 2 cycle engine!—for acceleration, and then a lean-mean mileage cam for over the road travel. Brilliant! And it's not magic, it's engineering.

27% fuel savings projected as 2/4-stroke research prototype engine completes initial testing

Ricardo and a consortium of automotive partners today announced the
completion of an advanced prototype research programme based on the
highly innovative 2/4SIGHT engine concept. This gasoline engine
concept uses novel combustion, boosting, control and valve actuation
technologies to enable automatic and seamless switching between two-
and four-stroke operation, with the aim of delivering significant
performance and fuel economy improvements through aggressive downsizing

The 2/4SIGHT engine concept uses a direct injection gasoline
combustion system in which the design of intake and exhaust ports,
combined with appropriate changes in boost supply, fuel injection,
ignition and valve timing, enable operation both in two-stroke and
four-stroke modes. An advanced control system coupled with flexible
valve actuation manages driver demands and coordinates operation of
the boost system, valves and fuel injection equipment at an individual
cylinder level. This enables smooth transitions between two- and four-
stroke operation without torque interruption in both transient and
constant torque conditions.

Prototype engine configuration
The research prototype engine is based on a single bank of a 2.1 litre
V6, which in 6 cylinder 2/4SIGHT configuration is intended to deliver
levels of performance and driveability more usually associated with a
3-4 litre V8 gasoline engine. In order to enable the project team to
assess control strategies in a completely unrestricted manner, an
electro-hydraulic valve (EHV) actuation system was used for the
prototype development rig. The air handling system of the 2/4SIGHT
concept is based on two-stage boosting and intercooling using a Rotrex
supercharger and Honeywell turbocharger. For simplicity in the initial
test bed prototype configuration however, boosting is provided by an
external compressed air supply. The engine control system of the
prototype is a DENSO rapid prototyping system working with DENSO
gasoline direct injection and ignition components. The prototype
engine was built at the Ricardo Shoreham Technical Centre and
installed for testing at the Sir Harry Ricardo Laboratories of the
University of Brighton.

Development test results
Testing of the prototype 2/4SIGHT engine has enabled development and
validation of the combustion system which has been optimised for
operation in both two and four-stroke modes. The flexibility of the
advanced control system - developed jointly by DENSO and Ricardo -
allows rapid changes to high level code which, coupled with the
flexibility of the EHV valvetrain, has enabled the project team to
develop and optimise a new control strategy for the 2/4SIGHT engine,
including the management of two-four-stroke switching.

Highlights of the development test results include:

* Smooth and reliable switching between two- and four-stroke
modes under both constant torque conditions and transient operation.
* Control strategies amenable to implementation in cost-effective
mechanical valvetrain hardware.
* Extremely high two-stroke specific torque demonstrated of 150
Nm/L at 1000 rev/min and 230 Nm/L at 2500 rev/min, opening the
prospect of highly aggressive engine downsizing using the 2/4SIGHT
engine concept.

Significant improvements in fuel economy
Following completion of the test programme, Ricardo has carried out a
vehicle drive cycle and acceleration performance simulation based on
the steady state fuel consumption and full load performance of the
2/4SIGHT engine. The study was carried out using the Ricardo
powertrain blockset in the MSC "EASY5™" software package that allows
detailed modelling of engines, transmissions, drivelines, tyres and
aerodynamics. The baseline vehicle for the study was an 1800 kg
passenger car sold in the European market with a 3.5 litre naturally
aspirated V6 gasoline engine and 5 speed conventional automatic
transmission with torque converter. To verify the validity of the
models and input data, the baseline vehicle fuel consumption results
were compared with published data, which were reproduced by the model
to an acceptable accuracy of 1%.

The simulation results indicate that vehicle acceleration performance,
including launch from rest, can be maintained with a 2.0 litre V6
2/4SIGHT gasoline engine replacing the 3.5 litre baseline powerplant.
This would deliver fuel savings of 27% over the New European Drive
Cycle (NEDC) and would reduce the vehicle CO2 emissions of the
baseline from 260 g/km to 190 g/km.

Excellent cost-benefit trade-off
In parallel with the prototype engine development effort in the UK,
Ricardo engineers at the company's Detroit Technology Campus have
designed a patented mechanical cam switching system which is capable
of delivering the required switching performance for the control
strategies developed on the test bed using the EHV system for the
2/4SIGHT engine. This not only opens the way for packaging and
integration of the 2/4SIGHT engine into a production vehicle but also
represents a highly cost-effective means of implementation of this
highly efficient combustion concept. As such a future gasoline engine
equipped with 2/4SIGHT technology offers the prospect of superior
performance and lower production cost than other advanced gasoline and
diesel powertrains, and straightforward compliance with gasoline
engine emissions standards.

Having completed development of the prototype 2/4SIGHT engine, the
partners are currently negotiating potential sources of funding and
support for a vehicle demonstration programme. Commenting on the
successful completion of the prototype engine development programme,
Ricardo technology director, Neville Jackson, said:

"The completion of the prototype engine development programme of the
2/4SIGHT engine and demonstration of its two-/four-stroke switching
capability is an important milestone for the project partners. While
significant further research and development challenges remain, not
least in the vehicle demonstration of this advanced engine concept,
the initial prototype development project has demonstrated the
potential of 2/4SIGHT to offer improved gasoline fuel economy and
reduced CO2 emissions, while also maintaining or improving vehicle
performance. In addition to validating the 2/4SIGHT concept, the
research project is also delivering significant benefits in terms of
its many constituent technologies which are likely to see application
in the more immediate term."

The folks at the MDC were all too pleased to show off some of the toys they use on a daily basis to evaluate the impact of design on the assembly process and the worker in the plant. We were introduced to Allison Stephens, a Ford ergonomics technical specialist, and her $200k Virtual Ergonomics Lab. Outfitted with the latest in motion capture goodies, the lab is used to simulate installation of parts, the impact the process has on the human body and the work flow. Glenn Harrington was the brave fellow who acted as the "human" in the full body motion study and showed us just how things were done. After the initial demo, it was time for us to strap on the VR helmet and gloves. The VR helmet acts as a way to put imaginary parts in the virtual build book together with the real world motions and parts in hand. Plus it's pretty cool. This is a long way from cardboard boxes. After a brief and awkward demo, it was on to the impressive sounding "Virtual Manufacturing Assembly Arena."

No, there were no bullfights and no gladiators, but there were three giant screens with matching projectors, and a row of PCs running the show. Dan Hettle is the man with plan here, Chief Engineer for Vehicle Operations, he works with different advanced engineering teams to make sure the designs can be assembled and don't cause worker strain. In this environment, Ford engineers can "build" the car virtually on a macro level. The data is pulled from supplier CAD files for the equipment and the Ford parts system for parts to simulate the virtual assembly line.Trouble spots are identified in the process and engineering teams are able to communicate through Netmeeting and over speaker phone about possible solutions. If a problem is human related, or sufficiently complex, it's sent down to the ergo lab for a deep dive.

The Ford Flex was the first to go through the complete process and as a result is expected to have much better initial quality scores than some products from the past. We were pretty happy to get in there an check out the gadgets, and doubly happy we didn't break anything. On a serious note though, that "Virtual Manufacturing Arena" reminds me of so many design reviews where sleep nearly overtook me that I almost felt a little panicky.

Nissan Engineers use Special Suit to Simulate the Elderly

Nissan's 'Perfect Fit' For Baby Boomers

Baby boomers are commanding a bigger share of automotive sales worldwide and Nissan is meeting their needs with some lateral thinking.

Nissan engineers in Japan are using a special 'suit' that simulates the physical effects of ageing. It allows engineers and designers to see car ownership through the eyes of older customers and then alter features to accommodate special needs.

Nissan Design Engineer Etsuhiro Watanabe said, "As we get older, it can become harder to perform physical maneuvers. When it comes to driving, that can mean more difficulty seeing writing on the switch gear, reach and use controls, distinguish colors on navigation equipment or get in and out of seats.

Mr Watanabe said many engineers were in their 20s and 30s and the suits provided an accurate reflection of the daily physical challenges not necessarily experienced by young drivers.

"It's not always practical to recruit older motorists for product research," he said, "so these special suits allow Nissan's engineers and designers to come up with solutions that make car use a safer and more positive experience."

"This is a critical part of our vehicle research and shows Nissan is alert to the changing needs of drivers and at the leading edge of vehicle development."

The suits can simulate poor balance through a raised front-toe design, cataract goggles simulate failing eyesight, casts on the body simulate arthritic pain by making it more difficult to raise arms and legs, and color-deficiency goggles simulate problems distinguishing colors.

Nissan engineers wearing the suits have been experimenting with the location and angles of switches, testing the ease of reading instrument and navigation panels and determining where to locate grips to make it easier to get in and out of a vehicle.

The suits are being used by engineers at the Nissan Technology Center (NTC) outside Tokyo. Work at the Centre accelerates research and advances the engineering of breakthrough technologies for Nissan's next generation of products.

One feature of the suit is a thick waist-belt. About 250 mm wide and 50 mm thick it does an excellent job of duplicating what is euphemistically known as the 'middle aged spread'. The belt makes it harder to enter or exit a car and can even cramp an engineer's movement behind the steering wheel in poorly designed seating.

The special suit also stiffens the engineers' flexibility, particularly with later-in-life susceptible knees and ankles. Restrictions are also created at the elbows using a complex system of levers. Checking on neck movement is also important as it can influence how well a driver is able to use the door mirrors and how easy - or difficult - it is to look back whilst reversing.

Naturally, the research suits also give an insight into problems faced by partially disabled drivers of any age.

[Nissan via World Car Fans]

The concept car acting as guinea pig for this windshield is called Hidra. The first layer of the windshield is a layer that filters the sun and simply repels water. Think of it as a giant Teflon pan. The second layer uses "nano dust"—whatever the hell that is—to magically get rid of windshield dust. It detects the dust with a third layer and employs a fourth, conductive layer to power the entire windshield.

Fioravanti says this technology could be ready within five years. I call BS, but I also would prefer to keep my old-fashioned rubber wipers, because i don't want no damn nano-robots living in my windshield, getting smarter and smarter, plotting my demise. [Sparkingtech]

Now while, the idea behind the dual-view LCDs is basic, the technology that makes it happen probably isn't. This would be an excellent feature, given that the quality of the display remains sufficient for navigation and the like, but finding a price point people would be willing to pay is the difficult task. I guess we will just have to wait and see, but don't expect to see it in the 2009 Hyundai Genesis Coupe at the New York Auto Show. [via Crunchgear]

SmartAlert works with good old fashioned GPS technology. It locates vehicles on the fly and sends the coordinates to the proper authorities. SmartAlert will include more options than just tracking. This service will allow users to unlock their doors remotely through a call-in service or online (OnStar! Take heed!) and it will also track speed of vehicles for parents who are being a bit to overprotective of their little hooners. The initial fee and first year of service will be somewhere between $700 and $1,200, requiring an annual service fee thereafter. [Auto News (sub. req.)]

The new version of their time contour map is interactive and lets commuters choose where they'd have to live to get to work in a certain amount of time. Recognizing that time isn't the only factor in where people choose to live, the map is also adjustable by median house price. Adjust the sliders and you can find the pockets of London where you can keep your commute under 30 minutes and your mortgage payment under $5,000 a month. It's a lot easier than making The Stig take the train. [mySociety]

The product comes from Takata, a company that's apparently dedicated to ending all automotive deaths. We get how it works, actually. You'd never crash your car because you'd wouldn't dare be spotted face-hugging a gigantic, gas-emmiting ass. Brilliant! [Boinkology]

A custom-made acrylic disc brake is also used to give NVIDIA's SLI branding a little love and the two exhaust pipes do function for the PC's radiator, which assists in the water cooling. The green glow is a bit too teenage-tuner for our likes, but maybe if the wheel shell was from a 1999 Honda CRX. [Gizmodo]

How Purdue is reinventing this bit of wheel technology is by inventing a way to turn the entire tire into one big, rolling sensor, rather than having a single sensor in each tire. Having a layer of sensing material allows for anything from "cuts, punctures, manufacturing defects, imbalance, degradation and improper mounting" to be always analyzed and addressed if necessary.

Gary Krutz of Purdue's Electrohydraulic Center compared the tire to doughnut (because that has never been done before...) says that "if you poke it anywhere, like with a nail, we can tell you where it is at and that you poked it." How that relates to a doughnut still confuses me, though.

The target audience for the tires initially would be race cars, due to the nature of the tire use and how expensive those tires can be, but I'm sure truckers, AutoX drivers and drifters are listening as well.

If it reaches the consumer level, the estimated cost would be and additional $50 per tire. [Reuters]

(Image via plaxo)

NISSAN'S JOINT-STUDY ON DRUNK DRIVING RECEIVES GRANT SUPPORT

TOKYO (Dec. 17, 2007) - A joint-study on drunk driving, undertaken by Nissan Motor Co., Ltd. in collaboration with the University of Occupational and Environmental Health Japan*1, School of Health Sciences, has been awarded a grant from the Kitakyushu Foundation for the Advancement of Industry Science and Technology. The study, to be conducted between July 2007 to March 2008, aims to determine the physiological, psychological and behavioral influences of alcohol in the body.

[Nissan via Automotive World]

The first project is the biggie. The Institute of Physical and Chemical Research, who goes by RIKEN for some reason, will be the ones putting the neurodocs to work inventing all kind of neurotechnology. This will be a 20-year project focusing on three specific areas.

The first area of study will be on neuro-driving, or how the brain acts as the driver is driving and reacting to all of the outside variables. Toyota and RIKEN are setting the stakes high with this one. They are aiming to completely eliminate accidents all together. It would seem that studying the mind in this manner would allow designers and engineers to completely change the build to better link the vehicles safety equipment with how the mind handles specific situations.

The project will also focus study on neuro-robotics, with the goal to likely create an entire orchestra of instrument-playing robots, and mind-health research, which will focus on the link because the brain, the nervous system and physical health. [Pink Tentacle]

In the second project, Kawashima will be working with Toyota to develop vehicles for older folks. These vehicles will include advanced systems that can determine whether a driver is being dangerous, erratic or "slow as balls" as I like to put it. The system would be able to recognize irrational acceleration and other commonalities found in all elderly hoons. [Gizmodo]

FORD FURTHER ACCELERATES PRODUCT DEVELOPMENT WITH INDUSTRY-LEADING TECHNOLOGY TO SPEED DESIGN PROCESS

DEARBORN, Mich., Dec. 11 - High-resolution animations, life-size presentation screens and virtual cars that come to life with a click of a mouse: No, this isn't Walt Disney or Pixar studios but rather is the state of the business inside Ford Design studios.

Faster, sharper and with higher quality, the latest digital design tools are being utilized by Ford designers to further accelerate future product development - and reduce costs.

"The capability of the advanced design technology has transformed the Ford team into a powerhouse of digital designers, helping expedite Ford's product development," said Peter Horbury, Ford's executive director of Design for the Americas. "In the nearly four years since I arrived in Dearborn, we've made great strides from a conventional design team modeling many full-size clays to becoming a team that is also versatile and efficient at designing digitally."

That's been a passion - and a vision - of Horbury's, in part, because digital tools bring more flexibility to the design process. Designers, engineers and executives around the globe can simultaneously review many different high-resolution product design iterations - in any color, lighting condition or setting - without having to invest weeks developing many clay models.

Horbury estimates in the past it would take approximately six weeks to transform a sketch into a
full-size model. With advanced digital tools, however, Ford designers have dramatically decreased development time to approximately two weeks to complete the same process - a savings of nearly 70 percent.

The digital design revolution began in 2005 when Horbury and his team began integrating new software to revolutionize the process from the largely traditional hand modeling to a more efficient digital process. Although extensive progress has been made with the new digital procedures, this isn't a story about the elimination of clay modeling, says Horbury; it's about creating a more cooperative relationship between traditional and digital design methods.

Beyond Flat Screens
Forget the flat screens; Ford designers are using impressive digital high-definition (HD) screens, known as powerwalls, to view life-size digital vehicles with extreme detail.

Several screens have been installed in Ford design studios around the globe, accelerating the globalization of product development at Ford Motor Company.

Powerwalls use HD rear-screen projection to enable review and refinement of full-scale computer-rendered vehicle designs prior to fabricating physical properties in foam, clay and fiberglass.

The technology also has made the review process more compelling and detail-oriented. The photo-realistic computer-rendered images rotate and show driving dynamics in realistic lighting, from any angle and in lifelike detail. Colors and reflective surface textures in vehicle interiors can be changed with a click and exterior views are equally eye-popping with close-ups.

Early implementation of the current technology was used in the development of Ford's 2009 model year vehicles including the new Lincoln MKS luxury sedan.

The centerpiece of Ford's new powerwall facilities is the Electronic Design Presentation Room at Product Development Center in Dearborn, which features a 60-foot-wide wall that accommodates three 20-foot-wide vehicle or technology projections simultaneously.

"The Electronic Design Presentation Room is the pinnacle of powerwall technology," said Jeff Nowak, chief designer, Digital Core Team. "The facility provides an effective forum for group discussions and executive reviews that are difficult to do over a 20-inch computer monitor. The reviews are more thorough, and we're able to deliver even better designs as a result."

Bringing Design to Life
Ford's modeling team now includes digital sculptors as well, bringing sketches from ideation to full-size models using some of the most advanced software.

To animate designs and allow vehicles to be imported into a variety of environments, simulating natural sunlight, reflections and real-life locations, Ford Design uses the software program called Udrive developed by Bunkspeed. This software is unique because with just a few clicks of the mouse it allows designers to review one of the most crucial viewpoints of a vehicle - seeing it in motion, with light and shadow playing across the simulated sheet metal.

One of the newest software programs, HyperShot, produces real-time renderings that instantly replicate the effect of light rays on the vehicle. Using high-dynamic range image technologies to gather lighting, reflection and shadow properties, HyperShot produces images that look as precise as a photograph. This dramatically speeds up the rendering process by having the designer focus on the materials and position of the product, instead of all the technical aspects, such as lighting it.

Smarter Research
The new digital technology is not only accelerating the design process but also the way Ford is conducting market research. During the past year, Ford's market research group has began moving away from using physical models when conducting consumer clinics and instead utilizing the precise, high-quality renderings for consumer reviews.

This new process saves time and resources in producing, transporting and conducting research while offering the added capability to review more data with consumers. Although physical models are still necessary for some market research, digital presentations allow designers to modify designs on-site adapting instantaneously to consumers' feedback.

"At this point in our design transformation, we've been very pleased with the flexibility our digital process has brought for the entire Ford Product Development team, and the cost savings has been significant," said Horbury. "We're continuing to make advancements each day, and I look forward to the day when we can virtually design even more of the product development process." [Source: Ford]