Mercedes-Benz F500 Concept Car

The F 500 Mind showcases the very latest technology

At the Tokyo Motor Show 2003, Mercedes-Benz presented the latest in a string of research vehicles which have attracted much interest and attention over the years and which provide fascinating insights into the automotive technology of tomorrow and beyond. Packaged as a modern four-door fastback saloon, the F 500 Mind mobile research lab showcases more than a dozen ideas for enhancing the safety, drive technology and comfort of future Mercedes passenger cars.

The DaimlerChrysler researchers will be using this vehicle to conduct the first practical tests of these innovative systems and pave the way for their commercialisation. The raft of innovations extends all the way from the night vision system with infrared laser headlamps to two-way doors and a programmable multivision display in the cockpit. Electronic accelerator and brake pedals, an interior pillar which provides structural rigidity and an ultrasound driver information system are further features being tested by Mercedes-Benz in the F 500 Mind.

For the powertrain, the DaimlerChrysler researchers have developed a high-performance diesel hybrid unit whose NEDC fuel consumption is up to 20 per cent lower than that of a comparable CDI engine. The state-of-the-art V8 diesel engine (184 kW/250 hp) from the S-Class has been combined with a powerful electric motor (50 kW) which is switched on and off by an electronic controller in response to traffic conditions and driving style. The electric motor can take over for example when moving off from rest, in stop-go conditions or in other situations where an internal combustion engine does not operate at optimal efficiency. When the driver demands more power, the V8 internal combustion engine cuts in to provide sharp acceleration. The 300 V battery for the electric motor is located under the passenger cell and is recharged during braking.

With a body length of 5092 millimetres and a wheelbase of 2965 mm, the F 500 Mind offers a significant gain in legroom in the rear compared with a conventional present-day saloon in this class. This was made possible by using innovative-design electronic accelerator and brake pedals which take the form of pressure-sensitive surfaces. Sensors in these “pedals” transmit the driver’s commands to the engine and SBCô brake system by means of electrical impulses. The technology takes up much less room than conventional mechanical pedals, increasing the length of the front footwell by 120 millimetres. The driver’s and front passenger’s seats can therefore be positioned further forward, so providing more space for the rear passengers. The steering, too, is controlled electronically.

Intelligent door-opening technology allows the doors to be opened in two different ways: either conventionally (both doors open forwards) or from the centre (centre-opening). In the latter mode, the B-pillar stump moves backwards with the rear door to provide a 1900 mm-wide opening for occupant entry and exit.

In the absence of full-size B-pillars, which would normally provide the all-important structural rigidity and side impact protection, the Stuttgart engineers came up with an innovative interior pillar which provides exemplary rigidity and typical Mercedes standards of occupant safety. The pillar is located in the middle of the vehicle towards the rear, and connects the reinforced floor pan to the roof structure. It also houses the air-conditioning ducts and interior lighting units.

The multivision display in the cockpit of the F 500 Mind forms the centrepiece of an innovative instrumentation and control system which offers the driver more flexible information delivery and at the same time reduces fatigue. The dials and displays in the instrument cluster are programmable and their images can be optically superposed or combined with the aid of a semitransparent mirror. In this way the driver can call up a wide range of information at the push of a button on the steering wheel. The information is always displayed directly in the driver’s field of vision where it can be seen easily and will not distract him. A further display, the central display unit, is situated above the centre console. It is linked to a touchpad whose surface is divided up in exactly the same way as the surface of the central display. By briefly touching it, the driver can control the navigation system, radio, air conditioning, telephone and other systems.

Further switches and keys in the vehicle are equipped with special sensors which can detect the driver’s approaching hand even at a distance of several centimetres. They then immediately call up the relevant function in the central display, for more convenient operation.

An advanced-design voice control system and an ultrasound-based driver information system take convenience even further. The ultrasound technology targets the sound at the driver so that only he or she can hear the information from the navigation system, the traffic news and other sound-based information sources, while the front passenger and rear passengers remain undisturbed.

In the dark or in poor visibility, the innovative night vision system projects its images onto the right-hand display. The night vision system consists of two infrared laser headlights on the front of the vehicle which “illuminate” the road with their invisible light over a range of up to 150 metres. The light reflected back from other vehicles, cyclists or pedestrians to a camera mounted on the front windscreen of the F 500 Mind is projected in black and white onto the multivision display. This allows the driver to spot hazards much earlier than in a vehicle operating on conventional dipped headlamps, which have a range of only about 40 metres. Thus Night Vision offers further opportunities for making night driving safer.

As a mobile research lab, the F 500 Mind is equipped with a special “laboratory bench” which folds out towards the rear. This allows a researcher sitting in the back of the vehicle to monitor and control the vehicle systems during testing on the proving grounds and to carry out measurements. For example the researchers are planning to use this fascinating vehicle for intensive user acceptance-testing of the innovative instrumentation and control system and for further practical testing of the diesel hybrid drive system and the Night Vision system.

Mercedes-Benz creates bizarre concept car that looks like a 19th century carriage

It bears more than a passing resemblance to an old-fashioned carriage, but Mercedes-Benz claims this roadster could be the car of the future.

Built by 150 trainees, the car combines traditional design features with the latest technology.

Mercedes-Benz

So while it has large spoked wheels that hark back to the first Benz Motor Car of 1886, it is powered by a hybrid drive system using an emission-free fuel cell.

It can reach a top speed of 15.5miles an hour and has a range of 220miles.

The students from Daimler AG have worked on the overall concept, development, assembly, and completion of the F-CELL Roadster for a year. The project was created to train the junior employees in alternative drive systems.

The car has a top speed of 15.5miles an hour

The car is operated by a joystick and powered by an electric motor

They included carbon-fiber bucket seats with hand-stitched leather covers and a distinctively styled fiberglass front section, inspired by Formula One racing cars.

The roadster is controlled with drive-by-wire technology, and a joystick takes the place of a conventional steering wheel.

'I am delighted to see how much initiative and creativity the young people have put into this project,' Labor Relations Manager Günther Fleig said.

The Mercedes-Benz F-CELL Roadster has similar spoked wheels to the first Benz Motor Car

SunRed Solar-Powered Motorcycle: Best Innovative Technology

One look at these photos and you know this motorcycle is in the concept stage as I cannot remember seeing any of these on the road.

This is the SunRed solar-powered motorcycle that won the Best Innovative Technology award at the Barcelona Int’l Auto Show, this does look pretty cool and anything that is good to the environment and can be classed as gadget or latest technology is good in my books.

This SunRed project in the near future will result in a life-size prototype of the solar-powered motorcycle, the prototype will be able to store electrical power from captured sunlight and power the motorcycle in the most environmentally-friendly way.

The clamshell looking motorcycle is built that way to optimize the panel’s surface and to make the vehicle not too bulky. The SunRed solar-powered motorcycle is not moving it can store energy for up to 20km (13 miles) and travel at around 50km/h (30 mph).

Most modern electric bikes are designed in the same way as the motor on this solar-powered motorcycle; it is placed right in the axle of the wheel and brushless.

Now we got to remember this vehicle designed by SunRed is just a concept, but the company hopes that this will become a benchmark for future developments of solar applications in different vehicles.

Technologies for landing on the Moon The NEXT Lunar Lander study

The United States have been to the Moon and want to go again, China and India have recently launched their own lunar missions, and Europe is looking at the possibility of future missions to Earth’s natural satellite. Astrium is working on a European Space Agency (ESA) study: ‘NEXT Lunar Lander with In-Situ Science and Mobility’.

The NEXT Lunar Lander study is in two phases. “In the first phase, we defined the baseline for a mission concept,” explains Dr Peter Kyr, who is leading the study at Astrium Space Transportation. “This mainly concerned the transfer strategy, the descent, landing, mobility, lunar surface operations and the issue of weight distribution between the lander and the Moon rover.” The results of the first phase were presented to ESA in July 2008. In Phase 2, the complete mission concept is now being finalised, and the design of the transfer module, the lander and the Moon rover is being developed.

The concept envisages a Soyuz rocket with a Fregat upper stage for the launch. Following separation of the payload from the upper stage, the two-stage spacecraft (the lander and the lunar module) will enter a transfer orbit before swinging into orbit around the Moon just two kilometres above its surface. At this point, the lander will detach itself from the transfer module and land near the Moon’s south pole. The Moon rover will emerge from the landing module and begin the scientific exploration.

Technological challenges

“There are a number of technological challenges that have to be mastered in order for such a lunar landing manoeuvre to work,” says Peter Kyr, referring to what lies ahead in the second phase of the study. “So far, the Moon has been orbited, but only American astronauts have actually set foot on it. The technologies required for a robotic landing operation, as envisaged in the study, are at present only partially available or still need to be developed.”

The key technologies that make this type of lunar mission so challenging include:

Optical navigation and obstacle avoidance

Even if a suitable landing place can be specified in advance, an autonomous optical navigation system is needed during the landing manoeuvre to ensure that the vehicle does not head for any rocks, slopes or other inaccessible areas. Given that the final phase of the landing approach takes a mere 75 seconds and needs to be executed precisely to within just a few hundred metres, this is a very critical aspect.

Control and propulsion

The idea is for the landing module to use the same types of engines as the ATV automated transfer vehicle: eight 220 N and four 500 N propulsion units. Unlike the ATV, however, the landing module cannot be brought to a standstill in space, so it needs to control and slow down its approach during the entire descent. This is done by pulsed engines that work asynchronously, i.e. that can be switched on and off at alternating times.

Further technological challenges lie in the design of the landing legs which, whatever the lunar surface is like, must ensure that the vehicle lands gently and remains steady on the ground so that the rover and its scientific instruments remain intact and can be unloaded.

Teamwork

The study is an Astrium team effort. The Bremen site in Germany is responsible for the mission architecture, the design of the lunar and landing modules and the cost estimate. Colleagues in Stevenage are contributing the Rover systems concept, while Toulouse in France is investigating the key topic of navigation.

In addition, there are various subcontractors and technology institutes involved, such as the German Aerospace Center (DLR) Space Systems Institute in Bremen and the DLR Institute of Flight Systems in Braunschweig.

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Aston Martin One-77

After months of teasing and speculation, Aston Martin has finally unveiled its One-77 supercar at the Geneva Motor Show as a technical showcase.

Though not quite in production form just yet with the performance and durability phase of development soon to commence, chassis number one will be on display to showcase the brand’s latest technologies and hand-craftsmanship.

Aston Martin has confirmed that under the bonnet lies a 7.3-litre naturally aspirated V12 engine - an “extreme evolution” of the powerplant from the DBS - which should comfortably churn out more than 522kW.

By using a dry-sump oil system, engineers have been able to mount the engine 100mm lower than any previous V12 Aston Martin which helps keep the One-77’s centre-of-gravity as low as possible.

Similarly, this has also allowed the engine to be positioned 257mm behind the front wheel centreline - maintaining the front-midengined layout shared by all of Aston Martin’s current road car range.

Power is transferred to the rear wheels through a new six-speed robotised sequential manual gearbox which has been developed specifically for the One-77, controlled via column-mounted paddles behind the steering wheel.

The transition of power from engine to tarmac is handled by Pirelli P Zero Corsa tyres (255/35 ZR20 front, 335/30 ZR20 rear) developed specifically for the One-77, while lightweight carbon ceramic brakes help to bring the car to a sudden stop.

Employing double wishbones at each corner, the One-77 features inboard suspension front and rear to reduce unsprung weight and package the components more effectively - a practice taken directly from racing car design.

The dampers are fully adjustable and feature advanced Dynamic Suspension Spool Valve (DSSV) technology which allows the damper settings to be changed without having to remove them from the car.

Under the assumption that this would mean very little to prospective One-77 buyers, Aston Martin engineers will precisely set-up the suspension for each individual owner to best suit their needs - from a comfortable GT, to a machine capable of conquering the Nürburgring Nordschleife.

At its structural core is a lightweight and immensely rigid carbon fibre monocoque, making a significant contribution to the final projected weight of just 1,500kg.

The top speed is anticipated to be well beyond 320km/h with a zero to 100km/h time of around 3.5 seconds.

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STRI Smoke Lens Stepping Motor Racing Gauges

Debuting at the Concours d’Élegance in the Palace Gardens in Luxembourg, the new Monteluci Duca is not so much as a revolution as it is an evolution of the vehicle.

The name ‘Duca’ relates to the noble descent of the vehicle, and the role it has in Monteluci’s return to the world stage. ‘Progetto Flora B’ is a revolutionary facelift to the already successful model. A Sportwagon (SW) will be unveiled at a later date.

The Duca symbolises everything Monteluci stands for. Sportive & luxurious transportation, exclusivity and nobility. The Duca is an outright successor to the Monteluci models constructed before the Second World War. The ‘Duca SW’ combines sportivity and luxury with practical usefulness, while the Duca only got better.

New features include new standard features, such as a panorama roof, that covers 80% of the Duca’s top, and can be opened to allow more fresh air to flow inside. In the facelift, the rear seat has also been divided into three separate parts, of which two can be electrically adjusted. For the third part, one can opt for a centre console (factory option), with independent airconditioning controls, extra storage space, and a small refrigerator. The complete centre console will be finished in either titanium look (Titanio) or in the traditional Monteluci Olive finishing, using real wood parts of the olea europae van luxemburgum; Van Luxemburger Olive Tree.

The engine range has also been upgraded, and reworked with Monteluci’s advanced Birturbo system.. The atmospheric 2-litre engine has been dropped in favour of a 1.8 engine with Biturbo technology: This engine develops 190 PS.
The 2.0 Turbo model has been reworked, and now develops 260 PS. The atmospheric 3.2 V6 will remain in production to please purists. The 3.2 V6 Biturbo has been uprated to 345 PS by slight modifications to the ECU and turbochargers. The V8 SFS remains unchanged.

In terms of Diesel Engines, Monteluci now offers a 1.8 BMD (Biturbo Monteluci Diesel) with 180 PS, to replace the 155 PS 2.0 MD. The 2.0 engine turbo has also been tweaked, and the new engine now develops 210 PS. To fill up the gap in between the 2.0 and 3.2, Monteluci now offers a 2.4 litre 5-cilinder Biturbo Diesel engine, developing 260 PS. The 3.2 MD has been changed into a 3.2 BMD with 310 PS.

In line with the current tendency to move to fuel-efficient cars, Monteluci has launched the Duca EcoDrive. This model will become available in both sedan and SW version, and sport a 1.2 BMD Ecodrive engine, developing 120 PS. With this vehicle, the car can be extra fuel-efficient and will use only 1 litre of fuel per 22 km. This equals to a fuel use of 4.55 litres per 100 km. To achieve this, Monteluci has not only changed the engine, but also increased streamlining and aerodynamics, lowered the car by a further 20mm, made the car lighter and created an ‘eco’ setting for all onboard technology. If the equipment is not used, it will automatically turn off and save fuel. Shifting indicators will show the driver when to shift up or down, to improve fuel economy.

The chassis has been slightly reworked, and offers more feeling and sportivity, while it can also be set to a more luxurious ride. The car also has an additional security system: the vehicle will refuse to start the engine and activate it’s electrical system without the driver having entered the correct entrance code. This entrance code will also effect the radio and navigation: without this code, they will be unusable.

With the facelift, Monteluci will introduce the Duca SW: A stationwagon that fits the identity of Monteluci. With a cargo capacity of 1450 litres with the rear seat folded down, a lot of space is freed up for the demanding family, to transport their goods the Monteluci way: swift, fast and luxurious. The dynamic styling says it all: this vehicle is for true enjoyment, life with the family, while keeping the sportivity and luxury so beloved by the Monteluci drivers. Having a family is not a punishment: let them enjoy your car!

The Duca SW offers all the features from the regular Duca (Facelift model), but accompanied by several new options, such as a 40/20/40 split-folding rear seat (not possible with the centre console option), roof rails in silver as well as four lashing eyes in the luggage compartment. The Duca SW is available in all engine specifications.

The facelifted Duca will be available by April 2008 in all Monteluci dealerships around the globe. The new Duca SW will be unveiled at a later date.

Hyundai to display "blue" technology at Melbourne International Motor Show

Hyundai Motor Company will display two examples of its latest technology at the Melbourne International Motor Show. The i10 blue and i30 blue adopt the company's new 'blue' sub-brand which will be utilised on a global basis for low emission vehicles.

The i30 produced in Hyundai's new Nosovice factory in the Czech Republic, will be the first mass production vehicle to wear the blue label as i30 blue. Demonstrating the company's commitment to lowering vehicle CO2 emissions and reducing costs for consumers, Hyundai brings ISG (Idle Stop and Go) technology to a production car for the first time. Ideal for city driving, the i30 blue will automatically switch the car's engine off when stationary.Hyundai Motor Company will display two examples of its latest technology at the Melbourne International Motor Show. The i10 blue and i30 blue adopt the company's new 'blue' sub-brand which will be utilised on a global basis for low emission vehicles.

The ISG system uses an advanced starter motor connected to the ECU, which monitors the car's status at all times. Remarkably, this technology applied to Hyundai's 1.6 litre petrol engine reduces fuel consumption by 7% on the official European combined cycle, while achieving a lower CO2 rating of 142 g/km, compared to the 152 g/km achieved with the standard i30 1.6 petrol engine.

The i10 blue and i30 blue will join the all-new i20 small car and sporty Genesis Coupe on Hyundai's stand at Melbourne.

Latest technology: Uno, the self balancing motorcycle…

Well here’s another vehicle classed within the motorcycle category but an entirely different concept! The Uno, designed by the 18-year old Ben J. Poss Gulak and his team is a self-balancing motorcycle that uses a pair of gyroscopes to constantly keep its rider upright. This means it only needs a set of wheels placed together and not like any motorcycle you’ve seen. It may not look really easy to ride but apparently it’s just controlled by an on/off switch and all you need to do to accelerate is lean forward. If you lean back, it reverses too - there’s something normal motorcycles can’t do!

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