Month: June 2020

SAFETY: EFI AUTOMOTIVE, EXPERT IN OPERATIONAL SAFETY

SAFETY: EFI AUTOMOTIVE, EXPERT IN OPERATIONAL SAFETY

Stéphanie Daussin is in charge of Functional Security, of the Management of the Reference System at system level and of the implementation of training in the group. She enlightens us on the implementation of product safety. This mainly concerns the functional safety of electrical and/or electronic products in the automotive industry, but not only. For her and EFI Automotive, safety is everyone’s business!

Beyond a commercial issue, product safety is above all a public health issue and the automotive industry is no exception to this rule. This is why the implementation of functional safety requirements makes the development and production of systems that have an impact on vehicle safety more reliable. It is for these purposes that the ISO26262 standard was created in 2011 and that a specific chapter was added to the automotive quality management standard, IATF16949 version 2016. It is therefore only natural that functional safety management has become a strategic issue for EFI Automotive.

The ISO26262 standard on functional safety, which has always applied to the electrical and/or electronic systems of vehicles under 3.5T, evolved at the end of 2018 to extend its scope to all motor vehicles. As a result, buses, trucks, and motorcycles are now included in its scope. But beyond this standard, functional safety management is also based on the application of quality management requirements (IATF16949) and in particular for functions or systems not covered by ISO26262. This is why, with or without ISO26262 requirements, our sensors contribute to making vehicles safer.

ZERO RISK DOES NOT EXIST, BUT THE APPLICATION OF NORMATIVE REQUIREMENTS MUST MAKE IT “ACCEPTABLE”.

By definition, zero risk does not exist. On the other hand, thanks to a structured approach that applies to all levels of the company, to the respect of standards (design, development, production, quality management) and of the state of the art, manufacturers are obliged to minimise this risk in order to make it tend towards a value that remains “acceptable” for users. This is why the application of strict rules, proven methods and analyses is fundamental. “By analyzing the product’s life cycle, by the choice of concepts, materials and the different diagnostic methods that are implemented at the system level, we ensure that these risks are limited,” explains Stéphanie. A failure that is detected is a failure whose effect can be reduced if it cannot be eliminated. For example, a system can send a warning message to the driver to avoid an accident with potentially more serious consequences. This is the principle of reversing radars: they indicate by an audible signal that one is approaching the risk zone before the danger is effective. The implementation of these protocols or devices is then the subject of collaborative work between equipment manufacturers and constructors.

Not all safety systems have the same level of risk. In fact, in ISO26262, we are going to analyze the life situations of a vehicle and identify their effects in order to evaluate them according to three criteria (severity, probability of exposure and controllability). The result of this combination then allows us to associate to each safety objective its level of risk (ASIL level) and consequently the number of normative requirements to be respected as well as the level of reliability required for the product. We will then adapt the response scale according to the risk.

For EFI Automotive, there are various products available today that have to meet these new requirements. From crankshaft speed sensors, brake pedal position sensors to inductive position sensors for electric motors, they are all already in production. But far from resting on its laurels, the company is diversifying by developing new mechatronic products that will tomorrow integrate hardware and software for systems such as intelligent actuators. “Customer or supplier, security is everybody’s business” says Stéphanie!

THE INCREASING SHARE OF ELECTRONICS DOES NOT AFFECT VEHICLE RELIABILITY

The integration of more and more electronic systems in vehicles helps to improve their safety, comfort or performance. At the beginning of the 2000s, the increase in the number of these systems and the implementation of new technologies led to an increase in the number of failures related to electronics.
Today, however, the evolution of our knowledge, the application of the state of the art and the creation and implementation of new standards such as ISO26262 make it possible to improve the reliability of vehicles.

EFI Automotive, through its presence on the automotive market with car manufacturers and system integrators, therefore contributes with its technical solutions and expertise to making vehicles more reliable.

ZERO RISK DOES NOT EXIST, BUT THE APPLICATION OF NORMATIVE REQUIREMENTS MUST MAKE IT “ACCEPTABLE”.

By definition, zero risk does not exist. On the other hand, thanks to a structured approach that applies to all levels of the company, to the respect of standards (design, development, production, quality management) and of the state of the art, manufacturers are obliged to minimise this risk in order to make it tend towards a value that remains “acceptable” for users. This is why the application of strict rules, proven methods and analyses is fundamental. “By analyzing the product’s life cycle, by the choice of concepts, materials and the different diagnostic methods that are implemented at the system level, we ensure that these risks are limited,” explains Stéphanie. A failure that is detected is a failure whose effect can be reduced if it cannot be eliminated. For example, a system can send a warning message to the driver to avoid an accident with potentially more serious consequences. This is the principle of reversing radars: they indicate by an audible signal that one is approaching the risk zone before the danger is effective. The implementation of these protocols or devices is then the subject of collaborative work between equipment manufacturers and constructors.

Not all safety systems have the same level of risk. In fact, in ISO26262, we are going to analyze the life situations of a vehicle and identify their effects in order to evaluate them according to three criteria (severity, probability of exposure and controllability). The result of this combination then allows us to associate to each safety objective its level of risk (ASIL level) and consequently the number of normative requirements to be respected as well as the level of reliability required for the product. We will then adapt the response scale according to the risk.

For EFI Automotive, there are various products available today that have to meet these new requirements. From crankshaft speed sensors, brake pedal position sensors to inductive position sensors for electric motors, they are all already in production. But far from resting on its laurels, the company is diversifying by developing new mechatronic products that will tomorrow integrate hardware and software for systems such as intelligent actuators. “Customer or supplier, security is everybody’s business” says Stéphanie!

THE INCREASING SHARE OF ELECTRONICS DOES NOT AFFECT VEHICLE RELIABILITY

The integration of more and more electronic systems in vehicles helps to improve their safety, comfort or performance. At the beginning of the 2000s, the increase in the number of these systems and the implementation of new technologies led to an increase in the number of failures related to electronics.
Today, however, the evolution of our knowledge, the application of the state of the art and the creation and implementation of new standards such as ISO26262 make it possible to improve the reliability of vehicles.

EFI Automotive, through its presence on the automotive market with car manufacturers and system integrators, therefore contributes with its technical solutions and expertise to making vehicles more reliable.

A NEW STANDARD BEING DEVELOPED FOR AUTONOMOUS VEHICLES

The ISO26262 standard now focuses on the functional failures of electrical and/or electronic systems, but with the arrival of autonomous vehicles and the new constraints attached to them, new design, verification and validation rules are emerging.
The appearance of new functions such as emergency braking systems and advanced driver assistance systems (ADAS) lead to risk analyses linked to the inadequacy of the functions provided or misuse by people (reasonably foreseeable risk). This is why these new requirements will now be dealt with in a new reference frame ISO21448: Road vehicles – Safety Of The Intended Functionality (SOTIF).

 

Stéphanie Daussin
GROUP QUALITY LEADER, SAFETY SPECIALIST

Zero risk does not exist, but the application of normative requirements must make it “acceptable”.

EFI AUTOMOTIVE develops a new generation of current sensors

EFI AUTOMOTIVE develops a new generation of current sensors

Olivier Brunel, is in charge of Marketing for the e-mobility product families.
Here is his analysis on current sensors and their application in the fast-growing e-mobility market.

 

Before explaining what a current sensor is, it’s interesting to do a little history… EFI Automotive is a specialist in electromagnetic sensors and actuators. “Originally, more than 10 years ago, we worked on a current sensor installed on lead batteries” says Olivier. When a vehicle stopped at a red light or at a stop sign, as part of vehicle management, the sensor mounted on the lead battery would give an indication of its status to check that it would have enough energy to restart the engine. At the time, the solution proposed by EFI Automotive was chosen by Mercedes for a truck application. Despite the interest of the collaboration, for strategic reasons, it was decided to withdraw from the project.

The magnetic and electronic technology used on these products is at the heart of our know-how and is adjacent to our product families (these are onboard solutions in the powertrain part). We have continued to develop our skills in this field over the years for other applications.
Thus, with the arrival of hybrid and electric vehicles on the market, we naturally returned to the market of current sensors in order to provide solutions adapted to this new type of motorization.

The current sensor project relaunched with the electrification of the automotive market

A current sensor is a sensor that will measure the intensity of the current flowing in electrical conductors.
In a vehicle in general, there are about 20 current sensors. In the case of an engine is electric, it is supplied with voltage and current. The current must therefore be monitored to ensure its proper operation and the movement of the actuator.

For example, all window lifters are controlled by a current sensor to prevent fingers from being pinched. If you put your finger towards the window and the window is moving upwards, a resistance will be created that requires more current. This resistance will be identified by the sensor, which will then command the window to stop.
Another example is the Start & Stop function: if the current sensor detects that the battery is no longer powerful enough, it will not stop the engine at a red light to prevent the vehicle from being unable to restart.

There are therefore several types of current sensors (low current and high current). EFI Automotive, for its part, has decided to specialise in current sensors dedicated to power electronics that operate in very harsh environments, 400 or 800 volts with enormous insulation constraints. This power electronics, composed of three to four current sensors, is the one that powers the electric motor and passes between the battery and the engine.
The solution offered by the torque is what is known as a “packaged” sensor, i.e. a current sensor with a connector and a housing, integrated into a finished product, which will then be sold either to OEMs or directly to manufacturers.

A new generation of components

Sensors currently used in power electronics use magnetic circuits of significant size and weight, adding to the complexity of the sensor. With the new magnetic technologies of the future (currently under development at EFI Automotive), it will be possible to do without these magnetic circuits and simplify the sensor and its integration into power electronics at more attractive prices.
However, these new generation solutions do not yet exist on the market as they are currently in the development phase. However, they are already being promoted to our various customers around the world.

These current sensors can work in synergy with our position sensors for electric motors (e-mobility family) which measure the angular position of the motor. These are the two sensors that are truly vital for the proper control of the electric drive train. Together, they enable the ECU to precisely control the electric motor, its power supply, acceleration and continuous rpm phases.

Our expertise of more than 10 years on this type of sensor now enables EFI Automotive to be a partner of the Volkswagen Group in this type of application.
We also have other developments in progress that will go into series production in 2022 and as a developer of electric Powertrain (GMP), we have already identified other applications on which we can collaborate in the future.

Bringing value to the market with breakthrough innovation

EFI Automotive is positioning itself on electric and hybrid vehicles with the ambition to bring breakthrough innovations that offer a perceptible benefit to the customer. Next, the Group’s strategy will be to broaden the offer, to become a significant market player with a wide range. EFI Automotive is already planning to work on other functions…

For example, in our collaboration with the Volkswagen Group, we are working on the version according to the ID3. The process of prospecting customers and presenting our solution takes time. After all, it takes at least two years from the time the product is presented to the customer until it is put into operation. On this project, the team is in the technology validation phase with the customer. The objectives for the start of series production are for 2023 – 2024.

Global presence and flexibility: key assets for collaborating with major car manufacturers

Global presence and flexibility: key assets for collaborating with major car manufacturers

EFI Automotive works with the world’s leading manufacturers. Thanks to its production sites on several continents and a high degree of adaptability to customer needs, the group has won numerous contracts with major manufacturers.

“Today’s manufacturers are thinking globally: although they are based in the United States, the major manufacturers like GM and Ford with whom we work have needs on all continents.” Adam Kirwin is Sales Director for EFI Automotive and has been working with Ford for many years: “Customers like this are looking for suppliers who can produce as close as possible to their factories, whether in the USA, Europe or China.” EFI Automotive, which has 12 locations on three continents (Europe, USA, Asia), offers global coverage that allows it to be as close as possible to its customers during the development of a project. To respond to and win the calls for tenders launched by GM and Ford, EFI Automotive was able to mobilize its American teams in Plymouth, Michigan, near Detroit, the birthplace of the two American manufacturers. Throughout these global projects, in order to best meet the customer’s needs, it is imperative to set up a robust project team with a single point of contact: “This is the role of the Global Account Manager,” explains Adam Kirwin, “he or she will coordinate the project for all the sites, manage the research, prototyping and production start-up phase, and be the one who will report on progress and any difficulties that may arise. His or her ability to share information well and to get people from different cultures working together in geographically remote areas is essential to the smooth running of the project.”

A tailor-made solution

Another advantage of EFI Automotive in meeting the expectations of the automotive giants is its flexibility. “While Ford is a long-standing customer, we were not yet referenced with GM,” explains Adam Kirwin, “when they were looking for a solution to remotely automate the parking brake function on their electric vehicles, we offered them not a off-the-shelf solution, but a tailor-made solution, which we developed with them.” The e-lock parking brake solution was also an opportunity for EFI Automotive to demonstrate its ability to innovate and offer new solutions for the electric and hybrid vehicle engines for which it was developed. In the end, GM was won over by this solution, which better met its expectations and also had the advantage of being more compact and therefore easier to integrate into its engines. The EFI Automotive site in Plymouth then underwent quality tests and received the TASL Approved label, an essential key to joining the American manufacturer’s list of suppliers.

From 5,000 to 20,000 hours of development

The duration and number of staff behind the various projects depends on the complexity of the specifications. Depending on whether we are supplying a completely new part or a part that we are already producing in series, the project could require between 5,000 and 20,000 hours of development time and involve between 3 and 10 people. The contracts then include a production period of five years, generally renewable. For the tenders related to GM and Ford, production at EFI Automotive’s American, European and Chinese sites should total around 25 million parts!

Evolution of the powertrain in the next 15 years, hybridization, electrification?

Evolution of the powertrain in the next 15 years, hybridization, electrification?

Applications and market innovations

What motorization in our cars in 2040?

With the reconsideration of diesel and the rise of electricity, the automotive industry is undergoing a revolution. But is this the end of the combustion engine? Nothing is less certain! Two engineers from EFI Automotive tell us their vision of the automobile in 2040.

For some time now, car manufacturers have systematically accompanied the presentation of their new models with an electric version. “The enthusiasm for this motorization can be explained, on the one hand, by the improvement in technology with electric vehicles that offer greater autonomy and lower production costs and, on the other hand, by the increasingly strict regulations for internal combustion engines,” explains Olivier Brunel, E-mobility & Strategic development Market Manager. Indeed, a version 7 of the Euro standards, which have been limiting pollutant emissions from internal combustion engines since the 1990s, could be introduced and the European Union decided at the end of 2018 to impose on manufacturers a limit on CO2 emissions during use cycles as of 2020, with heavy fines per car produced in the event of non-compliance.

Thermal and electrical technologies will coexist

“However, if the share of diesel is reduced, the internal combustion engine will not disappear in the short and medium term,” continues Olivier Brunel, “internal combustion and electric vehicles will coexist, particularly with the development of hybrid vehicles, because if we think globally, it is estimated that in 2030, about 45% of cars will be internal combustion, 35% hybrid and 20% all-electric.” These figures are based on industry figures, but they are more a trend than a forecast. “There are still many unknowns,” emphasizes Philippe Grébert, Product Line Manager, “particularly as regards the time it will take to make the transition, the evolution of world demand, particularly in developing countries, and the consequences of electricity consumption if nearly a third of the cars sold were electric.”

EFI Automotive has anticipated the energy transition

Nevertheless, even if these contours remain blurred, this transition to electrification is a reality. For Philippe Grébert, Product line manager, “the switchover has already taken place in the design offices of car manufacturers, and most of the projects we are working on involve electric or hybrid engines. ” EFI Automotive was one of the first to anticipate this changeover. “The group began working on sensors for electric vehicles about ten years ago,” continues the product manager. “Today we offer a complete range that meets our customers’ expectations and sometimes we even anticipate them, as with the project for a new bearing sensor developed with NTN SNR,” he explains.  Today, as in the past, EFI Automotive is continuing its successful innovation policy. The 300 engineers in its Research and Development department are currently working on tomorrow’s solutions, mainly around electric motors. Without revealing any industrial secrets, Olivier Brunel mentions a project for a current sensor that would make it possible to control the use of actuators, the electric pump or even battery charging. “We are currently evaluating this new technology,” says Olivier Brunel, “and we will offer it to our customers if we are convinced that it will be accepted by the markets and that it will bring value to our customers.”