R&D Archives

Volvo Cars to develop electric motors in-house

As carmakers make the transition to electrically-powered cars, demand for electric motors is rising. In most cases, the motors come from other companies that have specialised in such powertrains. While this arrangement is cost-effective in some ways. It does not necessarily fully optimise performance in the way the carmaker may want it.

Therefore, in order to have electric motors that are perfectly suited to its own vehicles, Volvo Cars is making significant investments that will allow for in-house design and development of such powertrains. These will be for the next generation of Volvo models as the company continues to move towards becoming a fully electric carmaker.

*The new electric motor lab in Shanghai, China.*

Addition to global network
The first step is the recent opening company of a brand new electric motor lab in Shanghai, China. This joins the global network of facilities for the development and testing of electric car components. The lab comes in addition to ongoing e-motor development in Sweden and state-of-the-art battery labs in China and Sweden.

Taking over the role of the internal combustion engine in car engineering, e-motors are a fundamental building block of electric cars, together with the battery and power electronics. The interplay between these three component areas is crucial in developing premium electric cars.

Bringing the development of electric motors in-house will allow Volvo Cars engineers to further optimise electric motors and the entire electric driveline in new Volvos. This approach will allow engineers to make further gains in terms of energy efficiency and overall performance.

Fine-tuning e-motors
“Through in-house design and development, we can fine-tune our e-motors to ever better levels,” said Henrik Green, Chief Technology Officer at Volvo Cars. “By constantly improving their overall performance levels in terms of energy efficiency and comfort, we create an electric driving experience that is unique to Volvo.”

E-motors enable features that electric cars are known for, such as instant acceleration and so-called One Pedal Driving, whereby drivers use the accelerator pedal both for acceleration and deceleration, depending on whether they push in or lift their foot off the pedal.

*The XC40 Recharge P8 is the first of many all-electric models that will be coming.*

The newly opened electric motor lab in Shanghai became operational last month. It will mainly focus on electric motor development for use in fully electric and hybrid cars based on Volvo Cars’ forthcoming SPA 2 modular vehicle architecture.

The investments in e-motor design and development represent yet another step towards Volvo Cars’ climate ambitions and electrification strategy. It aims for 50% of its sales to be fully electric vehicles by 2025, with the rest hybrids.

Volvo takes a different approach to helping reduce distractions to drivers

Hyundai Motor reveals its smallest ever EV

The early electric vehicles (EVs) were often small, partly because they had to be as light as possible to move on the limited electrical energy. Today, as battery and powertrain technology have advanced substantially, EVs are as big as sedans with petrol or diesel engines.

For small and young customers
Hyundai, it seems, is going back to the ‘roots’ of EVs with a mini EV that is its smallest yet. In this first glimpse of the vehicle, it is clear that it is very small. The one-of-a-kind EV features Emotion Adaptive Vehicle Control (EAVC) technology and is something that Hyundai wants to use to offer a unique mobility experience to young (and small) customers.

Styling based on 45 EV Concept
The exterior style is based on the ‘45’ EV concept that Hyundai displayed in 2019 at the Frankfurt Motorshow. The designers have adapted the signature ‘kinetic cube lamp’ design of the ‘45’ along with its angular yet smooth profile to create this yet-to-be-named EV that sports a Performance Blue exterior finish with orange accents.

This ‘little engine that could’ has two DC motors that can propel it to a top speed of 7 km/h, so it is only for the bravest souls! To boost driver confidence behind the wheel, the designers took inspiration from motorsports by placing just one seat in the middle of the 1.38-metre long car.

In keeping with the 45’s design heritage theme, Hyundai has built this unique passenger vehicle out of a traditional eco material – wood. There’s no officially rated driving range yet but the driver’s laughter is believed to be able to fuel the vehicle to travel further based on its Emotion Adaptive Vehicle Control (EAVC) technology.

It’s certainly an intriguing little vehicle that we look forward to learning more about in due course.

45 EV Concept defines Hyundai Motor’s Future through Heritage

How Waymo is preparing self-driving technology

Imagine a place that is something like SimCity, the urban development simulation game, where you can control what happens on the streets. You manage how many cars move along the roads and how fast they go. You allow a certain number of cyclists on a roundabout – and allow some to ignore basic rules of the road. You can even change the weather conditions, with sunny skies one moment and suddenly there’s a heavy downpour.

Such ‘power’ is usually only available in computer simulations and doesn’t exist in real life. However, if you drive out to the middle of Merced County in the American state of California, you’ll find it at Castle, a former air force base used by the Waymo development team to help build ‘The World’s Most Experienced Driver’.

Covering over 450,000 square metres, Castle is a state-of-the-art, closed-course testing facility which has been specially designed and redesigned over the years for the unique testing needs of Waymo, the company handling Google’s autonomous car project and developing the required technologies.

Preparing the Waymo Driver
Waymo’s unique testing needs to prepare the Waymo Driver to handle challenges on the road, evaluate new software before it’s released to the self-driving fleet, and validate system performance in all kinds of conditions. The closed-course testing at Castle has always been a critical component of the development process, unlocking some key technology advancements.

Following some months of lockdown restricted movements due to the pandemic, Waymo’s test vehicles are back on the road and the Waymo Driver’s deployment can proceed with the entire development cycle. This involves gathering real-world data and analyzing it and rigorously testing updates made to the system.

The ‘one in a million’
The testing site on the former base is set up like an adaptable city, including everything from wide avenues and suburban driveways to a railroad crossing and roundabouts. It’s meant to be like the real world and complex and rare scenarios are staged in a safe, controlled environment.

These scenarios can be a person walking across the street without considering oncoming traffic, or garbage falling out of the truck ahead. Over the years, the Waymo team has built up a library of over 40,000 structured testing scenarios — and that does not include all the variations with each situation. Some of the scenarios include are situations never seen on public roads but could happen one day, perhaps once every hundreds of millions of kilometres.

Additionally, there are relatively mundane tests that can also be quite challenging for self-driving vehicles and humans alike. For example, driving behind a large garbage truck on a narrow street — one that keeps stopping to load garbage and sometimes the bins are left on the road – may create a lot of complexity on the road and an autonomous vehicle must know what to do.

One source of scenarios is documented traffic accidents and these situations are recreated. By exposing the Waymo Driver to a wide variety of scenarios and teaching self-driving technology fundamental skills rather than only to handle individual situations, the vehicles can become more equipped to handle any situation they encounter on the road.

Structured testing and simulation
When a scenario is developed to test new software, structured testing, simulation, and public road operations can be used separately or together. For example, after executing a test on the closed track, the researchers create and run hundreds of variations of that scenario in simulation. But as much as simulation can help scale the value of structured testing, structured testing complements simulation.

Waymo’s fifth-generation hardware suite
Over the past decade, Waymo has changed the number of vehicle platforms and sensor suites tested and operated on 5 times — from Lexus 450 SUVs to a custom-built Firefly; from Chrysler Pacifica minivans to 18-wheeler trucks. Today, it uses the all-electric Jaguar I-PACE. Like the platforms that came earlier, today’s custom-built 5th generation sensor suite has been rigorously tested at Castle to help ensure its safety and readiness for public roads.

Human drivers use two eyes, autonomous cars need three eyes

Genesis begins public testing of new GV70 SUV

Genesis, Hyundai Motor’s premium brand, has a brand new SUV under final stages of development. It has been announced publicly in Korea so that the R&D guys can start running real-world tests on public roads.

QR code on camouflage
However, the vehicle, designated GV70, is camouflaged as the teaser pictures release show. To use the testing exercise to do a bit of promotion, there’s a QR code on the bodywork which leads those who scan it to a web page that explains the camouflage pattern referred to as ‘G-Matrix’.

G-Matrix is inspired by the diffused reflection of light from precision-cut diamonds and is a core part of the Genesis brand identity. Drivers can look forward to the creative application of the pattern on the GV70 in different ways, emphasizing the details that are emblematic of the Genesis brand.

Second of three SUVs
While specific details are presently hidden by the G-Matrix camouflage pattern, the continued evolution of Genesis’ signature “Athletic Elegance” design language is evident. The new midsize SUV will join the GV80 in the model line-up for 2021, after which will come a smaller model (GV60?).

“We are thrilled to share this early sneak preview of our second SUV, the Genesis GV70,” said a Genesis official. “It telegraphs an exciting new design and reinforces the core brand values that run through our line-up. We look forward to sharing full details on GV70 with everyone in the near future.”

Shared platform likely
Given its size and positioning, the GV70, which will challenge SUVs like the BMW X3 and Audi Q5, is likely to share architecture with the new Hyundai Tucson. It obviously doesn’t make sense for Genesis to have its own platforms, an approach which manufacturers discarded after the 1980s when it proved more and more expensive to develop a platform. The key nowadays is how many models can be derived off a platform with minimal modifications.

First pictures of new Genesis GV80 SUV released, launching in Korea this month

A pioneer in automobile safety for 100 years

Safety is an important factor that car-buyers consider when shopping today. There is an expectation that occupants will be well protected in the event of an accident and avoid serious injuries. At the same time, with advanced technologies, electronic systems can help a driver avoid an accident.

Organisations such as Euro NCAP and ASEAN NCAP regularly evaluate new models in the market, going to the extent of crashing and ramming them to simulate accidents. Their findings provide car-buyers with independent assessments to make more informed decisions when choosing their next car.

*Renault Captur crash test by Euro NCAP.*

Core competence since 1920s
For Renault, the subject of safety has been a core competence for a very long time. In fact, as far back as 100 years ago, the company already installed active safety systems in its cars which today are commonplace. In 1922, for example, the company was one of the first manufacturers in the world to equip its 6-cylinder models – the 18 CV and 40 CV – with additional front wheel brakes. At that time, braking was typically at the rear wheels. In addition, Renault offered a patented brake booster for the powerful 40 CV with 9.1-litre engine.

From 1937 onwards, the introduction of independent wheel suspension in place of the rigid axle also brought a significant increase in safety reserves. That same year, the Juvaquatre compact car was the first Renault model to have the modern chassis design on the front axle.

The Juvaquatre, produced between 1937 and 1960, was also the first Renault model with a self-supporting body. It was lighter than the frame construction that was dominant at the time and offered higher impact safety. Some of the principles of its construction would be followed in later years in all car bodies.

Accident research
As far back as 1954, Renault was already studying the effects of vehicle accidents in order to make safer cars. This was done at a centre for accident research located in the Paris area. It became the place where every new Renault model would be thoroughly tested, including crash-testing, heralding the era of modern, systematic safety and accident research.

Back then, the crash tests were quite ‘basic’ and compared to today’s high-tech tests, the procedures would even be considered ‘archaic’. The Renault researchers simply sent cars crashing into trucks and then examined the outcome on different areas of the car. There were no sensor-equipped crash test dummies back then so a lot relied on visual examination and analysis.

Destroying a car was also significantly more expensive than it is today. This is why, in the 5 years between 1955 and 1960, Renault only crashed around 100 vehicles. In comparison, the company conducts up to 400 crash tests a year today and 10 times more in computer simulations.

Another facility that Renault established in the 1950s was the Laboratory for Physiology and Biomechanics. This institution was under the direction of a physician and its role was to support the development departments in designing safer and more comfortable vehicles.

*Today, Renault conducts up to 400 crash tests a year and 10 times more using computer simulations.*

In 1969, the laboratory’s name was changed to reflect its expanded function – the Laboratory for Accident Research, Biomechanics and Studies of Human Behaviour. Its task was to investigate real-world accidents with scientific methods and use the findings to further improve safety standards in Renault vehicles.

Safety vehicle prototypes
Renault’s basic research in the field of passive safety culminated in 1974 in the BRV (Basic Research Vehicle) prototype. In addition to a crash-optimized structure with an energy-absorbing crumple zone at the front and a fixed safety cell for the passengers, the vehicle had 3-point seatbelts for all seats, including the rear. The inclusion of seatbelts was significant because at that time, seatbelts were compulsory only in France and only outside of towns.

Renault BRV and EPURE safety vehicles — *The BRV (left) and EPURE safety vehicles*

In 1979, the EPURE concept vehicle took up the body concept of the BRV, supplemented by reinforced side members and padding in the doors as protection in the event of a side impact. For the first time, there were also precautions for pedestrian protection and gas generators that would tighten the seatbelts in the event of a crash. This was the birth of the pyrotechnic belt-tensioner, which Renault introduced in 1993 and was one of the first carmakers to do so.

Automotive safety will continue to be a central part of all product development at Renault. Drawing on multiple resources, it constantly develops new technologies, some of which are pioneering, that raise levels of occupant protection. Today, the brand has one of the safest model ranges in Europe, with vehicles across all classes – from the compact Captur to the Koleos – able to score the maximum of 5 stars in Euro NCAP’s evaluations.

Click here for other news and articles about Renault.

Increased track testing for Mercedes-AMG Project ONE prototype

Three years after being shown to the world for the first time, the development of the Mercedes-AMG Project ONE hypercar is entering a new phase as several pre-production models are now clocking fast laps at the company’s own proving ground and technology centre. Testing is now largely transferred from the test stands to concentrate more and more on actual running.

For the first time, the project leaders have also authorised testing of the comprehensively electrified and highly complex hybrid power unit with its full output of more than 1000 hp. The objective of reaching a new dimension of driving dynamics and performance for a road-going vehicle with the Project ONE and thereby setting a new milestone in automotive history is thus gradually drawing closer for Mercedes-AMG.

Along with the dynamic test programme and some refinements to the car’s driveability, development work is also focused on its active aerodynamics. The complex interplay between the various active components such as the louvres, the air outlets in the front fenders or the large rear aerofoil is now confirming its effectiveness even outside the wind tunnel as a means of delivering the car’s exceptional lateral dynamics.

Making the Project ONE road-legal
The adaptation of a complete Formula 1 drive unit for a road-legal hypercar must also deliver perfectly in terms of everyday performance and be able to drive in all-electric mode, This represented a tremendous challenge; as far as many aspects were concerned, such as noise level, the development team ventured into uncharted territory with this project and had to find solutions that could be developed for production cars.

In parallel to the extensive dynamic testing being undertaken with the project vehicles, the attendant development work also continues. The various vehicle systems are put meticulously through their paces on the engine test beds and in the in-house simulator. The next step in this extensive programme of testing and development – testing on the north loop of the Nurburgring.

All 275 units – each priced from 2.28 million euros (around RM11.38 million) – that will be made already have customers waiting and the first one will get their hypercars sometimes in 2021 (originally 2019).

10 things about AMG you may not have known

New Rolls-Royce Ghost to take ‘Architecture of Luxury’ further (w/VIDEO)

The first Rolls-Royce Ghost reflected a layer of clients who use their Rolls-Royce in a completely unique way. These men and women required a motorcar able to offer an impeccable chauffeur-driven experience as well as a vibrant dynamic personality when they chose to drive it themselves.

In 2009, when the first Ghosts entered the market, this collective of business leaders, founders and entrepreneurs were unanimous in their feedback that the marque had created a product that balanced their requests perfectly.

When these clients were informed that Rolls-Royce would begin developing the second generation of the Ghost – expected to be unveiled before the end of this year – their request was simple: deliver a motorcar that they could use even more. They desired something even more refined to be driven in and even more enjoyable to drive.

Meeting the challenging brief
To fulfil this challenging brief, the engineering experts at the 114-year old company rejected the use of a pre-existing platform. Instead, they have configured the marque’s proprietary ‘Architecture of Luxury’ aluminium spaceframe chassis to incorporate elements of the brand’s existing model portfolio such as all-wheel drive and all-wheel steering.

At the same time, the structure has been adapted to accommodate significant advances in Rolls-Royce’s hallmark magic carpet ride and dynamic abilities. Naturally, these qualities are expected especially by those who have owned a Rolls-Royce.

“Ghost clients told us that it’s the car in their collection that they’re drawn to the most. They love its uncomplicated versatility. It’s not trying to be a sportscar, it’s not trying to be a grand statement – it’s simply exceptional and exceptionally simple,” said Jonathan Simms, New Ghost Engineering Lead.

The Planar system
A key development was the Planar system, which is consists of three elements. The system allows new Ghost to anticipate and react to even the most demanding road surface.

The first is an Upper Wishbone Damper unit which is mounted above the front suspension assembly and creates an even more stable and effortless ride. The result of three years of development, this is a world-first technology.

The second is the Flagbearer system, a predictive system which uses cameras to read the road ahead and prepare the suspension system for any changes in road surface. The third is Satellite Aided Transmission, which draws GPS data to pre-select the optimum gear for upcoming corners.

Pushing the architecture further
During the engineering design process, chassis and suspension specialists were tasked with regularly presenting the technical advances they had made to other departments, as well as showcasing how these remarkable developments met the client brief.

“When it came to creating a new Ghost – one that outshines its incredibly capable predecessor – the engineering team had to start from scratch. We pushed our architecture even further and created a car even more dynamic, even more luxurious and, most of all, even more effortlessly useable,” Simms promises.

The Rolls-Royce of cabin air filtration systems

Hyundai and Kia vehicles will have cleaner air in cabins in future (w/VIDEO)

COVID-19 has impacted the world in many ways, forcing us to change the way we go about doing things in our daily lives. At the same time, it has also directed carmakers towards addressing issues that were not a high priority before. Air quality is one of them and the Hyundai Motor Group has developed new technologies to improve the quality of air in vehicles and create a more pleasant indoor environment for customers.

The Korean group has unveiled three new air-conditioning technologies – After-Blow, Multi-Air Mode, and Fine Dust Indicator. The technologies will be introduced initially on certain models sold in Korea and then included in the export models of the Hyundai, Kia and Genesis brands later on.

After-Blow Technology
Moisture that collect in the air-conditioning system’s evaporator enables mold to grow, especially if the weather is hot. The mold can give off an odour which is unpleasant to the occupants. To address this issue, After-Blow dries the condensate on the evaporator to suppresses mold growth.

Normally, after the engine is turned off, the condensate on the evaporator drains naturally for about 30 minutes (that’s the puddle of water you see under the car). The After-Blow system then activates for 10 minutes to dry the evaporator and any condensate leftover in the air passage. The air-conditioning system automatically allows influx of outside air during this time to prevent humidity from building up.

The technology uses an intelligent battery sensor to monitor the battery condition and stops functioning when the battery is low. This will avoid the battery going flat and causing inconvenience to the vehicle owner. It also de-activates when the air conditioning system is not in use for a certain period of time, or when the outside temperature is low.

Multi-Air Mode Technology
Multi-Air Mode uses multiple vents for air conditioning and heating to create a more pleasant indoor environment with a gentle wind. When this mode is activated, the air is dispersed to the newly added multi-air slots in the driver and passenger seats in addition to the normal air vents.

The overall wind volume remains the same, but the dispersion of wind reduces direct air contact and softens the air. This mode can be switched on and off based on the preference of the driver.

Fine Dust Indicator Technology
Dust is all around us in the air and with the Fine Dust Indicator, it is possible for the driver to get information on the dust levels inside the vehicle in real time. With the digitized information, the driver can better manage the air quality.

The indicator displays the concentration and pollution level of ultrafine particles (PM 2.5) inside the vehicle using integer numbers and colours for better visibility to the user. Blue is for 0 to 15 μg/m³, green for 16 to 35 μg/m³, orange for 36 to 75 μg/m³, and red for 76 μg/m³ or higher.

If the level of ultrafine particles exceeds 36 μg /m³ while the function is active, the air-cleaning mode will run to purify the air in the vehicle. The air-cleaning system automatically sets the air volume between 3 and 8 and switches to air-recirculation mode and activates the air conditioning system to reduce indoor humidity. If the air does not improve in air-cleaning mode, it can also serve as a reminder to the driver to replace air-conditioner filters or to clean contaminated seats and mats.

VR technology enhances vehicle development processes for Hyundai and Kia

Jaguar Land Rover’s Predictive Touch Technology can help reduce spread of viruses

The COVID-19 pandemic has brought on changes to many different aspects of life to fight the coronavirus. One of the important measures is the reduce the spread of bacteria and viruses, which can be on the many surfaces we come in contact with. Researchers are also beginning to find that the viruses can float in the air for a while too.

For the auto industry, urgent work has been carried out to develop systems and switch to materials that can help in the fight against bacteria and viruses. The latest development is from Jaguar Land Rover which, together with the University of Cambridge, has a new contactless touchscreen technology. This will also help keep drivers’ eyes on the road, improving motoring safety.

The patented technology, known as ‛predictive touch’, uses artificial intelligence and sensors to predict a user’s intended target on the touchscreen – whether that’s satellite navigation, temperature controls or entertainment settings – without actually touching a button.

The pioneering system, developed with engineers at the University of Cambridge, is part of Jaguar Land Rover’s ‘Destination Zero’ vision – a desire to make its vehicles safer and the environment cleaner and healthier.

In the ‘new normal’ once lockdowns around the world are lifted, a greater emphasis will be placed on safe, clean mobility where personal space and hygiene will carry premiums. Jaguar Land Rover vehicles are already designed to help improve passenger wellbeing, with innovations including a Driver Condition Monitor, engine noise cancellation and cabin air ionisation with PM2.5 filtration to capture ultrafine particles and allergens.

New technology like predictive touch is another step forward in addressing the wider landscape of mobility, from how customers connect with mobility services, to the infrastructure required to enable fully integrated, autonomous vehicles in cities.

Lab tests and on-road trials have shown the predictive touch technology could reduce a driver’s touchscreen interaction effort and time by up to 50%. At the same time, this will limit the spread of bacteria and viruses from the touchscreen surface to fingers.

Uneven or poor road surfaces can often cause vibrations that make it difficult to select the correct button on a touchscreen. This means drivers must take their attention away from the road, increasing the risk of an accident. The technology uses artificial intelligence to determine the item the user intends to select on the screen early in the pointing task, speeding up the interaction.

A gesture tracker uses vision-based or radio frequency-based sensors, which are increasingly common in consumer electronics, to combine contextual information such as user profile, interface design and environmental conditions with data available from other sensors, such as an eye-gaze tracker, to infer the user’s intent in real time.

Land Rover — *Existing displays need not be replaced as the technology is a software-based solution using artificial intelligence.*

This software-based solution for contactless interactions has reached high technology readiness levels. It can be seamlessly integrated into existing touchscreens and interactive displays, so long as the correct sensory data is available to support the machine learning algorithm. This means that existing systems do not need to change, keeping costs down.

“As countries around the world exit lockdown, we notice how many everyday consumer transactions are conducted using touchscreens: railway or cinema tickets, ATMs, airport check-ins and supermarket self-service checkouts, as well as many industrial and manufacturing applications. Predictive touch technology eliminates the need to touch an interactive display and could therefore reduce the risk of spreading bacteria or viruses on surfaces,” said Lee Skrypchuk, Human Machine Interface Technical Specialist at Jaguar Land Rover.

“The technology also offers us the chance to make vehicles safer by reducing the cognitive load on drivers and increasing the amount of time they can spend focused on the road ahead. This is a key part of our Destination Zero journey.”

New Land Rover Defender gets advanced connectivity with world-first dual e-SIM hardware

How the bonnet of the new Range Rover Evoque is made ‘invisible’

In the automotive world, advances in technology are continuous. R&D keeps pushing towards the edge of the envelope in all aspects of car design to provide motorists with a better, safer and more enjoyable drive. However, it takes time for some new technologies to reach the consumer because they need to be thoroughly tested, especially in different and extreme conditions, to ensure that they are reliable and durable for the many years that a vehicle will be in use.

One example of the development of a technology advancement is the ClearSight Ground View in the latest Range Rover Evoque launched in Malaysia recently. This technology, known as the ‘Transparent Bonnet’, was first shown to the public as a feature on the Land Rover Discovery Vision Concept at the 2014 New York Auto Show. It was among the pioneering technologies from Jaguar Land Rover’s advanced research division.

2014 Discovery Vision Concept — *The Discovery Vision Concept displayed in 2014 gave a preview of technologies that Land Rover and Jaguar were developing.*

The idea behind the ClearSight Ground View was to make the bonnet ‘invisible’ so that the driver would see the ground ahead – certainly something useful in off-road driving. At that time, it seemed like just ‘concept car stuff’… something fantastic to wow the visitors with but perhaps not really possible to commercialise.

Original Transparent Bonnet image — *The original concept had image projected on the windscreen like a Head-Up Display but this approach was probably too expensive.*

But Land Rover was actually going to offer such a technology in its vehicles, starting with the Range Rover Evoque. It would be a world-first technology that would make driving over difficult terrain safer. Tree stumps, rocks, potholes and other hazards on the ground ahead under the vehicle would be visible so avoiding action could be taken earlier.

How it works
ClearSight Ground View uses cameras in the front grille and on the door mirrors for real-time imagery of the ground ahead. The coverage by the cameras is1 80 degrees forward at speeds up to 30 km/h.

A computer program creates a virtual representation of the terrain ahead, an augmented view of reality to help the driver tackle anything from the toughest off-road route to the tight confines of an urban car park.

The original concept of the Transparent Bonnet had the image projected onto the windscreen ahead of the driver, the same way as a Head-Up Display is projected. However, that would be a more expensive approach so to moderate costs, the image is shown on the large centre Touchscreen.

For better situational awareness
ClearSight Ground View is complemented by the 360° Surround Camera and ClearSight Rearview Mirror to greatly expand the driver’s situation awareness of what’s around the vehicle. The 360° Surround Camera gives a digitally created image from directly above the vehicle using four tiny cameras around the vehicle body The images are stitched together by a computer program to create the view that is like what might be seen from a drone hovering a few metres above.

ClearSight Rearview Mirror is a more versatile rearview mirror which incorporates HD imagery. In normal use, it operates like a conventional rearview mirror, providing a clear and dazzle-free view of the back of the vehicle. When required, a flip of a switch on the underside changes its view to that of a digital image from a camera in the rear door with a wider field of vision.

Most rearview camera systems mounted on the rear door often use a fish-eye lens to get the widest possible coverage. However, in many cases, the image is distorted which can make judging distances difficult.

The ClearSight Rearview Mirror image has a proportional and undistorted view and besides being also capable in low light conditions, its brightness can also be adjusted. Furthermore, by displaying a rear-facing camera feed onto the mirror, the driver’s view remains unrestricted by passengers or large items in the back.

2020 Range Rover Evoque launched with two variants, priced from RM426,828

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R&D

Volvo Cars to develop electric motors in-house

Hyundai Motor reveals its smallest ever EV

How Waymo is preparing self-driving technology

Genesis begins public testing of new GV70 SUV

A pioneer in automobile safety for 100 years

Increased track testing for Mercedes-AMG Project ONE prototype

New Rolls-Royce Ghost to take ‘Architecture of Luxury’ further (w/VIDEO)

Hyundai and Kia vehicles will have cleaner air in cabins in future (w/VIDEO)

Jaguar Land Rover’s Predictive Touch Technology can help reduce spread of viruses

How the bonnet of the new Range Rover Evoque is made ‘invisible’

VR technology revolutionises design processes at Hyundai Motor

VISION EQXX does 1,000 kms on a single charge!

Honda and GM to co-develop affordable electric vehicles for sale from 2027

First pictures of electric Rolls-Royce Spectre, to go on sale in 2023

1,600 ps Bugatti Centodieci completes endurance testing, ready for production

Subaru running BRZ prototype in Super Taikyu series to test carbon-neutral fuel

UKM team completes development of two hydrogen fuel cell electric vehicles (FCEVs)

Mazda to use SKYACTIV-D engine with next-generation biofuel in endurance racing

High-performance Lexus V8 modified to run on hydrogen in Toyota-Yamaha project

Pushing prototypes to the limits – and having fun as well

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