Driving Automotive Safety

The science
of safety
Steering:
Belt drive provides
precision and feel

Airbag inflators:
R&D successes lead to
light, compact designs

The leading edge:

• Compact vision sensor
• Integrated sensors for ESC
• Load-limiting seat belt
• Tire pressure breakthrough

2010 Issue 31
 Point of view
Suppliers are key to
an innovative future
Guest editorial by Bill Hampton,
publisher, The AutoBeat Group

Last year the global auto industry recovering or not. No employer wants to go
experienced its worst upheaval ever. Now through the trauma of budget and personnel
it is more than halfway through a ‘recovery’ cutbacks again. Most are hanging onto
year that is generating impressive profits cash, being prudent about expansion and
for many companies – and almost none trying to guess what will happen next.
for others. It isn’t easy. Economists and analysts
Even successful suppliers are being increasingly agree we can expect volatile
very careful this year because they don’t swings in the industry through the remainder
know if the global economy is truly of 2010 and perhaps longer, depending on
the specific geographic market. Some say
today’s tumultuous industry represents a new
In this issue
norm in business conditions. Their advice:
Algorithms at the heart of crash sensing advances ................................................................. 4 hone your coping skills and get ready for an
Dr Anson Foo era of hyperchange.

Belt drive gives steering precision and feel .............................................................................. 8 How can companies thrive under
Alastair McQueen these uncertain conditions? In a word:
innovation. Demand for effective new
Safety-critical ESC is scalable and flexible ............................................................................ 12
Thomas Straub technologies has never been higher and the
industry’s extraordinary focus on innovation
Materials advances lighten airbag inflators ............................................................................ 15
these days is one of the few business
Johann Vetter
constants in the automotive world. This
The leading edge ........................................................................................................................... 18
interest is driven by extreme competitive
A selection of the latest technologies emerging from TRW research & development
pressures, ever more demanding customers
centers around the world
and the urgent need for the industry
In brief.............................................................................................................................................. 20
to address fundamental sustainability
questions regarding air quality and energy
Advances is published twice yearly for TRW Automotive customers and other external
audiences. Please submit ideas for articles and inquiries to: sources. None of these issues will be solved
Lynette Jackson, communications director, +44 121 506 5315 lynette.jackson@trw.com with old answers. It takes innovation – and
John Wilkerson, senior communications manager, +1 734 855 3864 john.wilkerson@trw.com the companies that deliver it are almost
Roger Bishop, editor guaranteed to excel.
This publication may include statements about our expectations for the future. These expectations are subject to numerous Good ideas must be commercially
assumptions, risks and uncertainties, including those set forth in our most recent Form 10-K and Form 10-Q filed with the US
practical, of course. As anyone in the
Securities & Exchange Commission. We do not undertake any obligation to publicly release any update or revision to any of the
forward-looking statements. automotive sector knows, that means they
Quill Communications Inc, graphic design and layout must be cost-effective. Price has always
been the gatekeeper for innovation; and

ADVANCES 2010 Issue 31 Page 2

it always will be. But the pricing equation
is a moving target. Consider the influence
of emerging vehicle markets. These
increasingly important regions are full of
buyers who demand world-class technology,
but at a lower price than the rest of the
world pays. At the same time, the acceptable
price of innovation is rising significantly in
mature markets. This is partly because car
manufacturers want technology that can
help differentiate their products. It’s also
because regulatory pressure is forcing
them to consider technological solutions
that would have been dismissed as too
expensive only a few years ago.
These trends are pushing the global
auto industry into a new era of closer and
more productive collaboration similar to
the links pioneered between Japanese car
makers and their suppliers. This shift is most
obvious in North America today where a
traditionally adversarial business style is
finally giving way to a more cooperative
philosophy. It will be a gradual and dynamic
process, but car makers recognize that their
long-term viability depends on rethinking
their relationship with the supply chain.
A decade ago, America’s domestic
car manufacturers shifted responsibility
for many key technologies to suppliers.
Then they pulled those programs back
in-house as they reasserted their desire for
control. Now they appear to be searching
for a middle ground that protects their core
competencies, yet taps the speed and
innovation that comes by inviting suppliers
into the product development cycle earlier
and more deeply. Regardless of where that
balance point is, suppliers with high-value
technology will be in great demand – and
they will be able to command a good price
for their knowledge and expertise.
All of this is occurring against a
backdrop of the true globalization of the
auto industry. Vehicle manufacturers have
done business on an international scale
since the beginning of the auto industry,
but for decades this meant managing a
collection of relatively autonomous local
operations set up to serve local markets.
The benefit of localized products remains.
The difference today is that car makers are
becoming dramatically more proficient at
developing truly global car platforms from
which to create these vehicles. Given the
cost savings that result, they have strong
reason to continue this trend, which is
generating very large-scale opportunities
for suppliers that also operate globally.
Last year’s global financial crisis
was difficult on everyone and the effect
is far from over. Out of the industry’s
turmoil has come a return to the sound
business practices that companies know
they should have been following all along.
Coupling this sensible approach with an
unwavering focus on product innovation is
the best formula for success, no matter how
uncertain the business climate.
For more information
Bill Hampton
+1 248 540 2530
bill@autobeatgroup.com
Biography
Bill Hampton has written about the auto
industry for 39 years and is a former Detroit
bureau chief for Business Week magazine.
He founded the AutoBeat Group ten years
ago - its four automotive-related
publications can be found online at:
http://autobeatgroup.com.
ADVANCES 2010 Issue 31 Page 3

Computer modeling has a key role in the
development of in-car safety technologies
ADVANCES 2010 Issue 31 Page 4
Abstract
Legislative pressures in Europe, North
America and Asia, alongside the desire by
all vehicle manufacturers (VMs) to protect
occupants and other road users, are driving
developments in future generations of
vehicle safety systems. TRW Automotive is
using its expertise in algorithm development
to combine active and passive technology
with electronics and sensing capabilities –
to create intelligent systems that enhance
the safety of drivers, passengers and
pedestrians.
Algorithms at the
heart of crash
sensing advances
The integration of crash sensing with other
safety and driver assistance technologies is
driving future generations of cost-effective
passive safety systems in cars. Advances in
environmental sensing mean that data about
the environment around the vehicle is fused
with data from the crash sensors within the
vehicle for improved performance.
Radar, lidar, ultrasonic or video
sensors work to anticipate what could
happen from the information they draw
from around the vehicle and then the
accelerometers or pressure sensors
provide another level of confirmation in
order that the actuation of the advanced
safety systems is optimized. This could
be in terms of changing the position of
the occupants; improving time to fire; or
adapting the protection system in line with
the crash type. At the center of the crash
sensing activity are advances in algorithms
that control these tasks.
Most recently, techniques have been
developed at TRW that allow frontal-rear
impact systems to be designed using single-
point sensing architecture, eliminating the
now common up-front satellite sensors
mounted on side members, radiator
supports and elsewhere in the engine
compartment. The first vehicles to use this
technology are being developed for markets
outside North America.
These and other developments are
underpinning TRW’s passive safety
systems algorithm roadmap covering:
frontal-rear impact sensing; side impact
sensing; rollover sensing; and pedestrian
impact sensing. They relate to making
appropriate, robust and timely deployments
of occupant restraint or protection devices
to safeguard vehicle occupants and, in one
sector, pedestrians.
In the frontal-rear impact area, the
V-Sensor_8 family of algorithms for model
year (MY) 2011 vehicles provides third
generation enhanced asymmetric impact
sensing without the use of additional
up-front satellite sensors. Nevertheless, it
resolves accelerations in the ‘traditional’
frequency band of < 400 Hz, the ‘acoustic’
band of 500 Hz to 20 kHz, and at A-pillar,
B-pillar and C-pillars along vehicle x and/
Crush zone Two-wire DSI Occupant sensing
sensors bus
Front airbags
(multi-stage inflators)
Algorithms ensure that crash and environment sensors communicate effectively with each other and a vehicle’s major safety systems
or y axes. Achieving single point sensing of
this complexity, while retaining the original
sensing performance and same NCAP ratings,
posed a major technical challenge to crash
sensing algorithm design – in particular
how to utilize only the accelerations
measured by the onboard accelerometers
in the safety electronic control unit (ECU)
located in the passenger compartment.
Looking further ahead, frontal-
rear impact systems for MY 2012 will
see enhanced sensing performance and
robustness by linking with inertial sensing
(IS), vision and radar sensors, as well
as electronic stability control (ESC) and
adaptive cruise control (ACC) systems.
In addition, there will be enhanced
asymmetric and pole impact sensing
through the use of dual-axis sensors in
the front end. These advanced levels of
integration will enable car safety systems
to anticipate critically dangerous situations
so that, for example, seat belt pretensioning
Side Side impact
system airbag sensor
Central electronics Side Side impact
control module airbag
systems like TRW’s Active Control Retractor
(ACR) can be initiated and airbag initiators
prepared for firing. Airbag deployment –
confirmed by signals from pressure sensors
and accelerometers in the event of a crash
– will therefore be faster.
Impact tests
Currently, (MY2011) TRW’s E-SIDEe_8 family
of side impact sensing algorithms provide
third generation sensing performance and
robustness to meet oblique side-pole and
high speed movable deformable barrier
(MDB) test standards using satellite
sensors mounted in door cavities, door
sills, B-pillar and C-pillar. For MY2012 these
will be linked with IS, vision and radar
sensors along with ESC and ACC systems.
For MY2013 these features will be more
closely integrated.
The second generation of TRW’s
rollover sensing algorithms – the RDA_8
family – already work in association with
Seat belt Seat belt
pretensioners buckle sensors
Seat belt
sensor pretensioners
active safety technologies such as IS
sensors and ESC. For MY2012 and beyond
these will be linked with vision, radar and
ACC systems to provide a third generation
solution, followed by more formal
integration to further enhance performance
and robustness.
TRW’s pedestrian sensing technology
is now based on the X-RISA_8 family of
algorithms, measuring deflection and impact
frequency. For MY2013 there will be a highly
significant advance – links with IS, vision
and radar sensors will enable pedestrian
sensing systems effectively to ‘see’ and
positively identify pedestrians in a potential
zone of danger and react accordingly.
To appreciate fully the scale of
the research and development activity
behind these achievements, it is useful
to have a picture of the team involved in
this exacting work at TRW; the techniques
used; and the evolution of the algorithms
being designed.
ADVANCES 2010 Issue 31 Page 5

Forward-looking sensors allow airbag and
seat belt systems to prepare for heavy
braking or an impact
ADVANCES 2010 Issue 31 Page 6
TRW’s global algorithm development
& applications group (ADAG) was founded
in 1994 growing from an initial staff of five
to more than 50 engineers with advanced
degrees (masters or PhD) and of 15
nationalities. With its headquarters in
Farmington Hills, Michigan, there are ADAG
locations in China, Germany, Italy, Japan,
Korea and Poland.
The very first TRW crash sensing
algorithm – the first generation TRW frontal
impact sensing algorithm VEAM – was
designed in the early 1990s at the former
TRW Space and Defense site in southern
California (now part of Northrop Grumman).
VEAM was an immediate success, largely
due to the design and adaptation of a unique
non-time based algorithm framework. The
sensing performance of non-time based
algorithms has been proven in the field,
over the past 15 years, to be robust and
reliable. Since 2005, some TRW competitors
in Germany and Korea have been using a
similar approach.
In the early 1990s, developing a crash
sensing algorithm required more than ten
engineer-years. Now it takes about two
engineer-years, despite today’s solutions
being exponentially more sophisticated
and complex. This is achieved through
accumulated crash data libraries; crash
dynamics and occupant kinematics
knowledge; the availability of model-based
algorithm/software development tools; and
much improved system verification and
validation infrastructures.
Accumulation of knowledge in
crash dynamics and occupant kinematics
has been achieved collectively by VMs,
restraint system manufacturers and crash
sensing system suppliers. The VMs, in
particular, have achieved massive advances
in crash testing and data collection along
with acquiring new knowledge of structure
design and behavior. In parallel, restraint
system suppliers have used extensive
math modeling and simulation to achieve
a greater understanding of occupant
kinematics and the deployment of restraint
systems and airbag inflation.
Designing an early crash sensing
algorithm would involve engineers manually
deriving algorithm logics (limited to
linear logic) and software programmers
implementing those algorithm logics in
low-level programming language. In the mid and Driver Assist Systems (DAS) – to
1990s, TRW global ADAG began utilizing off- enhance the overall safety of the occupant
the-shelf algorithm design and development in the context of reducing the crash severity
tools (Maple V, Matlab, Simulink and later and occupant injuries.
Stateflow and TargetLink). With these tools, This will happen in two ways: first,
algorithm logic design and analysis was no through the integration of ECUs such as
longer limited to linear logic but included the crash sensing ECU and inertial sensing
some non-linear logic – all implemented ECU (part of the ESC System); and second,
in an automatically-generated high-level through sharing sensor outputs via the
programming language such as C/C++. CANbus or other communications protocols.
This resulted in much better system design; TRW’s algorithm development
more extensively analyzed and simulated program has been highly successful in
crash sensing algorithms; and enhanced recent years, but the actual implementation
implementation within microprocessors. and realization of all that is possible
will depend on the readiness of vehicle
Development trends manufacturers to integrate crash sensing
In the 1990s, validating, or verifying, technologies with other systems.
the implementation of an algorithm in a
microprocessor was a labor intensive For more information
activity and system coverage of the process Dr Anson Foo
was also narrow. Late in the decade the anson.foo@trw.com
introduction of hardware-in-the-loop +1 248 699 4817
techniques at TRW global ADAG made
possible the highly efficient verification
of much more sophisticated and complex
crash sensing algorithms.
TRW’s return in 2009 to single-point
architecture for its frontal impact sensing
algorithm (for applications in Europe and
emerging regions) demonstrates the
highly innovative thinking that takes place
within ADAG.
Eliminating the upfront satellite
sensors while maintaining sensing
performance and NCAP ratings poses a
major technical challenge – in particular,
how to utilize only the accelerations
measured by the onboard accelerometers
in the ECU. Industry wide, major approaches
include using dual-axis acceleration,
expanding the frequency range of the
acceleration signal (up to as high as 20 kHz)
and the use of vehicle speed information.
The other major trend is the linking,
or integration, of crash sensing with other
vehicle systems – in particular ESC systems

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Abstract
The steering system plays an important
role in defining a vehicle’s character, as
it represents a continuously operated
Belt drive gives
interface between man and machine. For
car manufacturers, the vehicle response
to steering inputs and the feedback from
steering precision
the vehicle and road to the driver is one
of the most significant ride and handling
attributes and performance differentiators.
and feel
At the turn of the millennium, the challenge
for suppliers of electric power steering
(EPS) technologies was to match, and then Market drivers in the automotive industry steering wheel. Safety, driving comfort and
exceed, the ‘feel’ of hydraulic systems. Now for fuel economy, emissions reduction and even the passion for driving are all affected
there are generations of drivers who have vehicle safety are well understood by by how well a vehicle responds to steering
only experienced EPS.
vehicle manufacturers (VMs). Consumers, commands.
too, are becoming more conscious of In high profile promotions, luxury
how their vehicle buying decisions will car manufacturers including BMW,
impact the environment. Car manufacturers Mercedes-Benz and Audi, have exalted
have responded by introducing new the ‘man-machine interface’ and the
drivetrains, safety systems and power-saving ‘driver experience’ delivered through
technologies elsewhere on their vehicles premium steering technologies and
including – importantly – the steering system. refined engineering. These solutions have
A typical Belt Drive EPS steering system However, the VMs have not forgotten usually come with a high price tag but
showing the all-important belt-driven that there is a human being in the car who this does not now exclude them from the
motor unit has a tactile connection to the road via the mainstream vehicle market. Nor does it

ADVANCES 2010 Issue 31 Page 8

mean that premium steering feel excludes
environmental benefits.
Electrically powered hydraulic
steering (EPHS) has been available as an
alternative to fully hydraulic systems since
the mid-1990s and offers significant energy
savings compared with a conventional belt-
driven hydraulic pump. The technology is
well suited to larger cars, hybrids (providing
steering assist when the internal combustion
engine is off) and light commercial vehicles
with their heavier steering rack loads.
However, for greater energy savings and for
the added features it can offer, fully electric
power steering (EPS) is the solution now
chosen by most VMs.
EPS systems provide assist via a
servomotor mounted either on the steering
column or the steering rack. For the steering
rack designs, the servomotor can transmit
power into the rack in one of three ways:
a single or dual pinion gear set; via a ball
nut with a concentric motor approach
(motor wrapped around the rack bar); or a
belt drive to a parallel mounted motor. It is
this latest design – the highly efficient Belt
Drive EPS – that is attracting the attention of
both premium and mainstream car makers.
TRW supplies both Column Drive and Belt
Drive EPS to the market. TRW’s Belt Drive
EPS has been launched on Ford mainstream
vehicles and SUVs – the Milan/Fusion,
Taurus/MKS/Flex/MKT, Focus 2010 and
Escape 2011.
Reduced inertia
At the heart of TRW’s Belt Drive EPS are
a brushless motor, toothed belt, and a low
friction ball nut assembly with the pulley and
bearing integrated into a single unit. This set-
up results in lower inertia and friction for high
power applications, as well as a more direct
steering feel and superior response.
The AC servomotor has a very high
magnetic flux density thanks to the rare
earth magnets fitted to the rotor. This allows
Brushless AC motor technologyFriction compensation solutions to offset the
At the heart of the system is a compact, low weight AC servomotor capable of operating on the
highest rack loads
it to be compact and low weight while being
capable of operating on rack loads
up to 15 KN (actual rack load capability is
dependant on handwheel speed, “c” factor
which is the distance the rack travels in
one revolution of the handwheel). The
technology requires the use of a rotor
position sensor and, depending on the
customer configuration requirements, can
include torque sensing with single turn
angle sensing or absolute angle sensing.
The motor is operated via six field-effect
transistor (FET) ‘switches’, under software
control to produce a smooth three-phase
sinusoidal current waveform. This produces
an exceptionally quiet, low torque ripple
response that contributes to the natural and
notch-free steering feel. The integrated ECU
is mounted alongside the motor on the rack.
Overall the Belt Drive EPS exceeds
the mechanical efficiency of dual pinion
designs by 10 to 15 percent. This is due
to the high efficiency of the belt and ball
nut mechanism and the absence of any
requirement to pre-load gear sets, resulting
in precise, responsive, steering feel with no
‘stickiness’ around the ‘on center’ position.
disadvantage of high friction on alternative
rack-mounted EPS systems – dual pinion
designs, for example – typically result in a
slightly artificial steering feel. Wear is also
reduced because fewer components are
under load – a major contributor to steering
feel variation over time.
Packaging flexibility
As technologies move forward, Belt Drive
EPS solutions are being made available
in smaller and more flexible packages,
helping to satisfy customer requirements.
The higher static rack load capability of
ball nut mechanisms compared with single
and dual pinion rack drive systems can be
readily scaled to cover C, D, E, SUVs and
light truck segments. With its adoption in
the market place and resulting economies
of scale, costs have come down, making the
technology price competitive for adoption on
mainstream vehicles.
Belt Drive EPS is extremely efficient
compared with the rack and pinion hydraulic
pump, using energy only when the driver
demands it. With no direct energy draw
ADVANCES 2010 Issue 31 Page 9
 on the engine, Belt Drive EPS systems
offer a fuel saving of up to 0.4 liter/100 km,
with a corresponding reduction in carbon
dioxide emissions of approximately 8 g/km
compared with hydraulic power steering.
Reacting to market demands for higher
vehicle safety levels and driver comfort,
TRW has developed advanced features that
can be added to Belt Drive EPS. These fall
into two functional categories – safety and
driver assist.
Safety functions are those that can
detect and react to hazardous conditions,
like slippery or icy road surfaces and torque
feedback that infers a driver’s drowsiness
or inattention. When coupled with sensors,
surrounding or approaching vehicles can
be detected, enabling the system to warn
drivers of dangerous conditions. Emergency
The unit, with its integrated ECU and position sensor, provides highly flexible packing options
as well as low inertia and friction
Toothed belt
Ball screw nut with toothed
pulley and bearing
Rack/ball screw
AC motor
Motor position sensor
Toothed pulley, motor side
ADVANCES 2010 Issue 31 Page 10
functions allow the EPS to perform
corrective maneuvers to avoid collisions.
Lane guidance, lane keeping assistance and
emergency steering assist are examples.
Assist functions
The electric steering system plays an
important role for driver assist functions,
as it can help drivers in unpleasant, but
necessary, steering tasks; guide or coach
drivers to quicker, more precise steering
inputs; and observe the driver’s operating
habits through the hands-on detection
interface. For example, using specially
developed algorithms, the EPS can detect
and compensate for roads with high camber
or crowning. The system can also detect
cross wind conditions which normally
require drivers to make frequent steering
corrections. EPS automatically calculates
wind effects and inputs the right amount
of steering correction to keep the vehicle
on line, relieving drivers of a tiresome duty.
Torque steer compensation – correcting the
tendency in some front-wheel-drive vehicles
to pull to one side under the influence of
engine torque – is another capability.
When linked to proximity sensors, EPS
can ‘automate’ the sometimes challenging
task of parallel parking. Sensor information,
along with algorithms, are used to calculate
the best parking trajectory and EPS provides
the assistance to steer the vehicle. Drivers
using this function for the first time are
surprised by how accurately it parks a
vehicle, even in the smallest spaces. No
driver input is required in this ‘hands free’
style of semi-automatic parking, which
places a higher assist demand on the
EPS system. Belt Drive EPS is well suited
for handling strenuous parking cycles on
larger vehicles and is another performance
advantage Belt Drive has over dual pinion.
As there is no driver input with automatic
parking, the full parking load must be
provided by the EPS system.
Mainstream solutions
Looking forward, TRW predicts further
adoption of Belt Drive EPS technology for
non-premium mainstream vehicle platforms
as the technology of choice thanks to
its performance, price and packaging
advantages over other rack drive steering
technologies. TRW intends to be a leader
in Belt Drive EPS technology offering
further packaging options, performance
enhancements, wider scalability and
integration with other vehicle systems
for enhanced safety, driver comforts and
vehicle stability.
For more information
Alastair McQueen
alastair.mcqueen@trw.com
+ 44 121 627 3970
Driven to maintain driver experience
At TRW Automotive, enhancing driver
experience is a key priority when
developing new technologies. The
company’s advances in the areas of
steering and braking have provided
innovative solutions which mirror
the ‘traditional’ vehicle response,
reassuring drivers that they are still
in control, while offering considerable
environmental and cost saving benefits.
TRW’s Electrically Powered
Steering (EPS) and Electrically
Powered Hydraulic Steering (EPHS)
technologies are prime examples.
At the core of TRW’s efforts to
replicate traditional feel in steering
is the relationship the driver has with
the vehicle and, ultimately, the degree
of confidence that a driver has in
that vehicle’s ability to respond in a
potentially dangerous situation.
Stringent testing during research and
Alastair McQueen, global development ensures that high quality,
engineering director for EPS at TRW reliable, systems are delivered to
Automotive, explained: “Maintaining a customers
natural steering feel for the driver is a
primary goal during the development of implementation of the algorithms
an EPS system. The specific hardware determining the torque delivery of the
set-up and software ‘tuning’ of the system. This is instead of static,
steering system within the individual ‘if-then-else’ or ‘fuzzy logic’ type
vehicle environment plays a critical role rule-bases which can ultimately lead
in achieving this.” to an artificial steering feel; and
According to McQueen, TRW’s • Close collaboration with the vehicle
approach to steering feel revolves manufacturer (VM).
around three core principles: He added: “TRW needs to be
• Attention to the sources of steering involved, as an active development
feel “distortion” in the core design partner, from the very start of the project.
such as reflected inertia, mechanical By using TRW’s sophisticated tuning and
compliance and friction; dynamic analysis tools our dedicated
• The deployment of robust closed-loop international vehicle dynamics teams help
control approaches, using time and customers form a union between chassis
frequency domain analysis components and the steering system to
in the design, development and realize an optimized steering feel.”
ADVANCES 2010 Issue 31 Page 11

Abstract
Electronic stability control has proven
itself to be a key active safety technology
for its ability to help drivers during
unstable driving maneuvers and for the
cost benefits accruing from integration
with other systems such as steering and
driver assist. Offering a full product range
for all cars, light commercial vehicles
and high performance models, as well
as powertrains ranging from internal
combustion engines to full electric
vehicles, is a challenge met by TRW’s EBC
460 ESC products. Here we focus on the
functionality offered by this family’s ESC and
ESC Premium variants.
ADVANCES 2010 Issue 31 Page 12
Safety-critical ESC is
scalable and flexible
Now mandated in both North America and Slip control systems (SCS) are
Europe for light vehicles, electronic stability the result of the integration of several
control (ESC) has been called the “greatest components such as hydraulics, electronics
automotive safety innovation since the seat and software. Since the product covers
belt” by former US NHTSA administrator a wide range of functionality, the
Nicole Nason. While vehicle miles driven configuration matrix of components is quite
continue to increase and more cars are on large. For this generation of products, a
the road than ever before, motor vehicle key goal for TRW’s development engineers
accident statistics and fatalities in Europe was to reduce the amount of system
and North America continue to decrease in variants and deliver a higher degree of
part thanks to safety advances like ESC. standardization compared with previous
Bringing the advantages of ESC generations. This will leverage volume scale
to other regions and accelerating the effects, increase component re-use and
installation rate in the mass vehicle markets reduce application cost
is a priority. TRW has continued to to the customer.
look for ways to make ESC more
affordable for all vehicles while also
pushing the technology boundaries
for premium segment vehicles.
During the winter
development season of 2009/2010
TRW was able to demonstrate a
scalable solution from ABS to ESC and
ESC Premium to support vehicle
manufacturers across their platform
requirements. Although Europe and North
America implemented ESC legislation,
Asia Pacific and South America are seeing
480W motor
increased installation rates of ABS and ESC,
but have not yet taken the step to legislate
for ESC.
TRW’s EBC 460 product family features
everything from basic units – some even
developed to remove the pressure sensor Half-sleeved pump
(ESC L) to lower cost without compromising
performance – through to premium units
with six-piston pumps that can rapidly build
and apply brake pressure for driver assist
functionality, such as emergency braking.
 The 460 family concept is primarily
based on a modular approach with the aim
of sharing the maximum number of parts
across the different system architectures.
The EBC 460 family has three main product
architectures – ABS, ESC and ESC
Premium – each with distinctly different
packaging sizes, but sharing components
for standardization purposes. Within
the architecture the product can
be configured to suit the vehicle
manufacturer’s braking, vehicle sizing
and functionality requirements. Many
functional upgrades are achieved via
software that can be scaled up with
different microprocessor sizes.
In the early stage of development,
design rules were established to support
efforts to standardize the product portfolio
and engage a structured method to limit the
variants developed and manage their content.
The content of this system is structured as
‘a standard configuration’ with ‘upgrade
components’ for increased functionality.
3 pressure transducers
Digital
dump valve
supply valve
Low pressure accumulator
The optimization of all components,
systems capabilities and required functions
has been considered in the creation of
EBC 460.
The ESC electro-hydraulic control
unit’s (EHCU) mass and volume have
been further reduced resulting in weight
reduction and improved packaging
characteristics. The unit weighs only 1.8 kg
compared with the EBC 450 at 2.4 kg – an
impressive 24 percent reduction – with
volume reduced by 20 percent.
Robust control
The system has a dual core microprocessor
that complies with the latest standards
for automotive safety control systems.
It features a TRW designed application-
specific integrated circuit (ASIC) that
enables robust control and failure mode
handling. It is compatible with the latest
wheel speed interface for intelligent
sensors for VDA (European standards) and
pulse width modulation (PWM) protocols.
Analog TC
ISO valve
Analog ABS
ISO valve
Digital
Data communication can be supported
using a standard control area network
(CAN) or the recently developed faster and
deterministic communication interface
known as FlexRay.
Other enhancements integrated
into product configurations include: up
to six valve drives with analog current
control; long life pump; high frequency
motor control (20 kHz) yielding increased
motor life and reduced noise, vibration
and harshness (NVH); an upgrade to three
pressure sensors for increased comfort and
enhanced support of driver assist systems
(DAS); a noise attenuation chamber for
increased comfort levels when used with
DAS; customer-specific input/output
(I/O) architecture on request; and FlexRay
interface to vehicle networks.
The EBC 460 product family offers, as
a standard software features set, anti-lock
braking (ABS), traction control (TC) and ESC
along with cornering brake control
and electronic brake force distribution
(which eliminates the need for valves to
balance brake forces between the front
and rear brakes).
A myriad of software and hardware
upgrade features can be added to the
standard system including: hydraulic
brake assist; hill descent control; trailer
stability control;
tire inflation monitoring;
active rollover
management; and driver
assist deceleration for
systems like adaptive
cruise control (ACC).
Extending the
functionalities of
conventional slip
control systems, the
design target for the
Electronic Stability Control
Premium (ESC P) was to achieve the
highest possible pressure-applied dynamics
ADVANCES 2010 Issue 31 Page 13
 ESC Standard ESC Premium
• 8/12 valves • 12 valves
• 2-piston pump • 6-piston pump

Hardware
• 1 pressure sensor • 3 pressure sensors (optional)
• Motor 330 W • Motor 480 W
• Scalable micros: 700 kB – 1.4 MB • Scalable micros: 1.4 MB – 3 MB
(memory) (memory)

Basic functions: Same as standard, plus:

• ABS/TC/ESC, CBC, EBD
Software functionality Function upgrades:
• Hydraulic brake assist
• Brake disc clean
• Hill assist
• Pre-fill
• Hydraulic brake boost (HBB)
• Adaptive cruise control
• Active rollover mitigation
• Hill descent control
The ‘boxer design’ of the EBC 460. The • Electronically controlled deceleration
pump piston arrangement is shown in three • Trailer stability control
planes with its short suction channels
• Driver assist functionality
• Enhanced pressure apply dynamic
• Automatic emergency braking
• City safe
• Crash mitigation
• Brake warning jerk
• Low vacuum support functionalities
• Lowest pedal pulsation & noise
• HBB – enhanced boost pressure for
very low vacuum
• Failed boost support

with improved pedal comfort and NVH –
setting the standard for the capabilities of
future driver assist technologies.
ESC P enables advanced safety
technologies including collision mitigation
braking at city speeds all the
way through to automatic emergency
braking, where the application of full
brake pressure is enabled to help avoid (or
mitigate the impact of) an accident. The
six-piston pump provides for extremely low
pedal pulsation and noise levels during active
control operation.
In addition, the system offers:
improved and extended functionality
including analog pressure control;
increased pressure apply dynamics for DAS
functions; and the options of emergency
braking operation or brake warning jerk.
Other capabilities include reduced pedal
pulsation and acoustics, better durability
and sufficient hydraulic boost capacity to
operate in very low vacuum conditions.
The system also incorporates an
electronically controlled deceleration
interface, which allows for autonomous
pressure build-up for ACC maneuvers,
resulting in smooth deceleration demands
up to 0.3 G for emergency braking, with full
pump pressure applied, of up to 1 G. Follow
to Stop or Stop and Go, down to 0 kph, are
also supported.
Reduced vacuum
With modern fuel-efficient engines, the
resulting reduction in engine vacuum
availability has to be managed. The TRW
technology includes a vacuum adjustment
that allows hydraulic brake boost
functionality even with reduced vacuum
availability, or under temporary very low
vacuum conditions. In case of total vacuum
failure, the hydraulic system takes over to
support brake pressure via the ESC system.
This provides the driver with sufficient brake
pressure to stop the vehicle within the legal
requirements established for failed booster
conditions. TRW works vigorously to ensure
proper safety cases for ‘decoupled’ brake
systems that are not directly connected to
the driver through the typical brake pedal,
booster and master cylinder configuration.
It can be seen that while ESC has
been a well-developed technology for
some years, the scope for adding further
capabilities has been expanded by the
parallel development of driver intervention
and driver assist systems. Nor is the pace
of development likely to slow as TRW
assists its customers in meeting legislative
and competitive pressures which demand
that the vehicles we drive in the future be
safer for both their occupants and other
road users.
For more information
Thomas Straub
+49 261 895 2700
thomas.straub@trw.com

ADVANCES 2010 Issue 31 Page 14

Abstract
Innovative packaging to reduce vehicle weight
is a constant theme within the automotive
industry and no component escapes the
scrutiny of development engineers. TRW has
achieved remarkable success with its disc-
type inflators, cutting their weight by up to two
thirds for those used in driver’s side airbag
modules. These gains – earned through the
use of new propellant formulations, high grade
materials for housings and advanced welding
technology – are especially important now
as mainstream vehicle manufacturers begin
to turn their R&D resource towards cars with
electric powertrains.

Materials advances
lighten inflators
Airbag inflators are among the unrecognized reduction and modularization with
heroes of car technology. These complex extensive use of common parts, advanced
components – highly engineered propellant formulations and global thinking
combinations of chemical, mechanical, in both applications engineering and
electrical and materials science – sit unused manufacturing.
inside steering wheels, instrument panels, A disc-type inflator is a simple but
B-pillars and seats, usually for years, Yet at highly engineered device comprising a
crucial moments they need to work perfectly steel housing and diffuser with holes on its
in response to signals from a vehicle’s on- periphery; an ignition tube; initiator; filters
board crash sensors.
Despite their safety-critical role in DI10 inflator - the main components
vehicles, inflators are no less exempt
from the pressures of size, weight and
cost reduction than any other automotive
system. And the rapid development of
alternative powertrains, including plug-in
electric vehicles, is making tough
demands on the designers of these frontline
safety components.
TRW has made extraordinary progress
with its DI10 family of inflators, usually
applied to driver’s side applications but,
these days, in demand for use within
compact modules used elsewhere in
the passenger compartment. The main
thrusts of development have been weight

ADVANCES 2010 Issue 31 Page 15

 (to reduce gas temperatures and prevent
hot particles from escaping into the airbag);
the propellant; a booster charge; and a filling
pack (to prevent in-car vibration breaking
down the propellant tablets into powder). By
far the heaviest component is the housing
which has to be of a strength and thickness
to contain operational pressures.
It is the modified propellant that
allowed TRW to reduce the combustion
pressures within the inflator and, therefore,
the weight of the housing.
Safety margin
The predecessor of the DI10.1 inflator
resulted in inflation pressures of some
350 bar. With a required safety margin of
1.7 times greater than 350 bar, this meant
that pressures of around 600 bar had to be
protected by the material.
If the primary pressure could be
reduced to around 220 bar then the
housing design would only have to resist
pressures up to 400 bar. This would bring
down the pressure by a third, allowing
for the reduction of the thickness of the
steel housing correspondingly. It was
an important factor in enabling TRW
development engineers to reduce the
weight of its inflators.
Inflator strategy technology by region
Europe
DI10.1 & DI10.2
manufacture underway
North America
in Aschau
DI10.2 production Asia Pacific
starts in 2012
DI10.1 production
starts in 2011
ADVANCES 2010 Issue 31 Page 16
As a result, the weight of single and
dual stage DI10.1 and DI10.2 single and dual
stage inflators has been massively reduced.
In the case of an inflator for a 65 liter airbag
(driver side), the weight has been reduced
by 53 percent, from 750 g to 350 g, and for a
130 liter bag (passenger side) by 66 percent,
from 1500 g to 500 g.
The propellant now being used is
known as GuNi. It is based on guanidine
nitrate but has several proprietary
additional chemicals and modifiers that
give it the performance that TRW seeks.
Changing just 2 or 3 percent of the mixture
can alter its behavior. It can be totally
different and the exact formulation is the big
advantage currently held by TRW.
Early DI10.1 inflators used NiGu
(nitroguanidine) propellant which is good
from a pressure point of view, but has
a higher exit temperature – about 1100o K.
Engineers in airbag module development
were looking for an alternative that
would avoid any possibility of stressing
the bag material.
Temperature issues
GuNi propellants seemed to be the best
choice. However, in formulating these
there is a trade-off between combustion
temperature and the amount of gas
released. For example, GuNi 80 releases
80 percent of its weight as gas but is
described as being ‘hotter.’ This type of
propellant is therefore mainly used within
hybrid inflators – gas-filled bottles where
the pyrotechnic device is used to open
the bottle. GuNi 65 burns more coolly but
releases only 65 percent gas. The best
compromise for TRW turned out to be
formulations based on GuNi 75.
TRW’s product, based on GuNi 75 is
called GuNi LP (low pressure). The aim
of the modification was not to reduce
the temperature, but to bring down the
combustion pressure. The product has an
 DI10.1X46
TRW’s modular
concept allows great
commonality of parts
between DI10.1 inflators
different heights: 40 mm,
50 mm and 60 mm
Only used for height 40 mm
Equal for all inflator heights
Different sizes of DI10.1 inflators use many common parts, as shown here. The same is true for DI10.2 inflators. In addition, different flange
designs provide a wide choice of mounting options for car manufacturers
exit temperature of around 850o K and burns
at 150 to 200 bar. This is the new propellant
TRW has had in serial production for the
last 18 months.
Laser welding in an inert gas atmosphere
has also been introduced to ensure that
carbon steel inflator casings are completely
o
leak-free. The technique allows 360 welding
and precise measurement and control of
the energy put into the weld. The unit will
therefore withstand the environmental
conditions in a car over its lifetime.
Paving the way for TRW’s global
approach to disc type inflator manufacture
are standardized products, based on a
modular design, and the development
of construction kits of parts that can be
‘locally’ assembled.
Currently, DI10.1 inflators are
manufactured in Aschau where a 120
strong research and development team
is centered. Low volume manufacture of the
DI10.2 started there in August this year. A
joint venture is being established in China,
where production of the DI10.1 will start
early next year. And the North American
operation in Mesa, Arizona, will begin
producing the DI10.2 inflator in 2012.
The use of common parts for the
DI10.1 and DI10.2 covering inflator heights
DI10.1X56 DI10.1X66 Standard flanges allow a wide range of mounting options further adding
to the flexibility of DI10.1 and DI10.2 inflators
Equal for all inflator heights
– or sizes – of 40, 50 and 60 mm yields bag sizes on both the driver and passenger
impressive advantages. sides of the vehicle. Many of the parts are
interchangeable and there are several
Modular approach mounting flange options, including one
For DI10.1 between 50 and 70 percent of that allows the attachment of a vibration
parts are common to the different versions; damper, if required.
for DI10.2 around 50 percent of parts are TRW believes that the concept
common to both 40 mm and 60 mm height of the DI10 family fully meets the future
types; and for DI10.1 and DI10.2, some 20 to demands of the global market in terms of
30 percent of parts are shared. The modular weight, package size, quality and cost. The
approach is allowing TRW to deliver inflators design philosophy appears to have been
offering the same levels of quality and endorsed by customers who report that the
performance for all global customers while adaptability of the modules was a principal
also meeting the requirements of national reason for choosing the product.
standards such as FMVSS 208, EuroNCAP,
C-NCAP, JapanNCAP. For more information
Construction kits are based on a Johann Vetter
standardized diameter of 63 mm covering johann.vetter@trw.com
multiple applications requiring different +49 8638 965 1473
DI10.2 size and performance range
Weight.......................................................................................................................... 350 - 550 g
Diameter ...........................................................................................................................Ø63 mm
Height ........................................................................................................................... 40 - 60 mm
Gas output ................................................................................................................. 0.8 - 2.6 mol
Exit temperature ............................................................................................................... ~850 oK
Performance ...........................................................................................................130 - 500 kPa
Bag size ..........................................................................................................................45 - 130 L
Split.......................................................................................................................... 70/30 to 60/40
ADVANCES 2010 Issue 31 Page 17
The leading edge
Compact vision sensor makes life easier for drivers
An advanced camera and sensor unit,
mounted near the rear view mirror, brings
high levels of functionality to vehicles in
a package no larger than a deck of
playing cards.
“Giving a vehicle the capability of
seeing the road, the environment and the
lighting conditions under which a driver is
operating can be incredibly powerful,” said
Dr Alois Seewald, director, integrated active
and passive safety technologies.
The package is small and lightweight,
yet includes the processing power needed
to support several functions. Beyond
automatic on-off headlamp control, the
camera technology also determines in
low light conditions whether other traffic
is in the vicinity and, if not, automatically
switches headlights to high beam for better
vision at night or in tunnels.
In addition, an integrated optical rain
sensor focuses on the windshield
glass surface, measuring
reflected light. Light reflection
changes as rain or snow falls
on the windshield and the
system automatically engages the wipers,
varying their speed in line with the changing
levels of moisture detected. A humidity
sensor can also be included. This monitors
humidity in the vehicle interior and activates
the blower motor within the HVAC system to
keep the windshield defogged.
Other functions that could be
supported by the camera-sensor unit
include lane departure warning and lane
keeping systems, traffic signal recognition
and automatic emergency braking.
“With so many distractions
commanding the attention of today’s driver,
the automation of functions like these can
help to keep greater attention on the road
ahead,” said Seewald.

Integrated sensors simplify ESC

TRW is driving down costs for vehicle manufacturers by additional cost, performance and reliability advantages.
integrating inertial sensors into both its electronic stability control Josef Pickenhahn, vice president, TRW braking engineering,
(ESC) systems and airbag control units (ACUs). said: “These technologies are a part of our ongoing efforts to
The Lancia Delta has become the first car to use TRW’s ESC integrate sensors and controllers with the dual goal of increasing
system with an integrated inertial measurement unit (IMU), to performance while lowering costs. Integrating the IMU is the first
perform previously discrete sensor data acquisition directly within step toward combining a variety of chassis and occupant safety
the ESC electronics module. And in 2014 MY, an integrated ACU- control functions that will offer weight and packaging advantages
IMU will be launched on a Toyota model. and enhanced data sampling rates – enabling a variety of active
Traditionally ESC systems have been introduced with a and passive systems to act together to improve vehicle safety.
stand-alone IMU. Integrating it directly into the ESC reduces the “We are
full system cost, weight and wiring harness complexity without pleased to launch this
sacrificing performance. The design also provides a scalable advanced, integrated
solution for vehicle manufacturers wishing to offer both ABS and ESC system with the
ESC braking systems within a model range. Fiat Group.
The IMU integrations for both ESCs and ACUs are based on As an electronics
common sensor development and are available to meet various safety systems
vehicle architectures and platform requirements. With ESC specialist, TRW is relentlessly
mandates in place in North America and Europe, TRW’s strategy pursuing higher levels of safety
includes further sensor integration at the silicon level to offer and performance.”

ADVANCES 2010 Issue 31 Page 18

 TPMS and keyless entry get together

At first glance there is little connection tuning, nor will there be any discernible
between remote keyless entry (RKE) change to the RKE key fob layout
and a tire pressure monitoring system or performance.
(TPMS) but a production contract The transmitted commands will
between TRW and a major Asian be received by a single smart receiver/
car maker will combine the technologies, ECU that will process information from
Load-limiting seat belt resulting in significant efficiencies. the RKE fobs and also the temperature
adjusts to occupant size “The integration of RKE and TPMS and pressure signals sent from the
is an example of TRW’s drive toward transmitters located in the TPMS sensor
A new seat belt load limiting technology
enhancing value and performance units in individual tires.
that automatically adapts to the different
through electronics integration,” says The integrated ECU will decode
body sizes of passengers is now in
Martin Thoone, vice president, TRW the signal to activate the lock/unlock
production on the Mercedes E Class. The
electronics engineering. function for vehicle doors and the
Self Adapting Load Limiting seat belt (SALL)
“This system simplifies the trunk and provide tire pressure
has been designed to meet the needs of
electronics architecture by eliminating warning information to the driver in
rear seat occupants and operates without
the need for separate receivers for the same way as conventional RKE
the need for sensors.
each system. We can maintain the and TPMS receivers.
Conventional load limiters are not
performance characteristics while using The integrated system is
optimized for the full range of passenger
less space and reducing system weight anticipated to launch in 2012 for a 2013
weights, but by definition must make
and wiring complexity, leading to lower Model Year vehicle.
compromises to cover the full range of
material and assembly costs.”
passenger weights. Traditional systems
Highly sensitive super-heterodyne
compensate for this by providing two
receivers will be used. They require no
different load limiting settings but these
require the use of expensive weight sensors
in the vehicle.
TRW’s SALL system adjusts the
force level according to the amount of
webbing an occupant pulls out when they
are buckled up. This enables the system to
classify occupants into two categories so
that in a crash situation, a lower load level
is triggered for a smaller passenger and a
higher load level for a larger passenger.
Harald Lutz, TRW’s engineering
director, seat belt systems, says: “While
conventional load limiting technology has a
positive impact on reducing injuries in car
accidents, it still shows some limitations
in its standardized approach. The new
self-adaptive technology recognizes
that not every passenger conforms to
the same height and weight group. It is a
cost effective solution which can make a
significant difference.”

ADVANCES 2010 Issue 31 Page 19

Driving Automotive Safety
In brief
Buckling up in China
As a contribution to efforts to reduce the
high number of fatalities in road accidents
in the region, TRW launched its Buckle Up
campaign on China’s National Children’s
Day in June.
The campaign teaches children key
road safety messages using a range of
interactive tools including a seat belt
demonstrator;
fairytale audio CD
and booklet; and
cartoon-style bunny
characters. The
program targets
kindergarten children.
Ready for US NCAP
Advances in occupant restraint simulation
techniques are supporting vehicle
manufacturers as they prepare for more
stringent US New Car Assessment Program
(NCAP) safety criteria for 2011 model
year vehicles. Simulations can deliver
significant cost reductions compared with
traditional testing processes.
Changes to the US NCAP star rating
include: a replacement test dummy for the
passenger side and additional injury criteria
that cover the four body regions (head,
neck, chest and femurs) for the frontal crash
test modes; the addition of a new side pole
test, new test dummies and new method of
injury criteria evaluation for the side impact
test program; roll-over rating; an overall
summary rating; and a new program to
promote advanced technology solutions and
crash avoidance technologies.
www.trw.com
© 2010 TRW Automotive
TRW has developed several
technologies that are directly relevant to
the new tests which will take into account
the 5th percentile passenger occupant in
addition to the 50th percentile driver. One
example is TRW’s dual volume or dual
depth airbag, which operates via a tether
activation unit (TAU) and is able to deploy
according to the size and belted condition
of the occupant.
Safety JV in China
TRW has entered into a joint venture with
Xi’an Dong Fang Group Co Ltd, a division
of China North Industries Group
Corporation, to set up a facility to
manufacture airbag inflators and seat
belt pretensioners. Production is expected
to start before the end of the year. TRW
also has plans to expand the product
range to include side and curtain airbag
inflators next year. Dong Fang Group
is among the leading 500 machinery
companies in China and the top 30 in
Shanxi Province.
The move expands TRW’s
manufacturing footprint of advanced
occupant safety into Northwest China.
TRW’s established production bases
in Shanghai have long been helping its
Chinese partners raise the bar of driver and
passenger safety, introducing technologies
that also improve vehicle intelligence and
fuel efficiency.
Supplier awards
TRW Automotive’s trophy cabinet has been
opened once again to receive awards from
three global car makers – Ford, Toyota and
Peugeot Citroën (PSA).
Ford Motor Company World Excellence
awards have been won by TRW’s Dacice
plant in the Czech Republic for its
outstanding performance in the supply of
engine valves and the United Kingdom’s
Resolven factory for the durability and
reliability of its steering systems.
Toyota’s Excellent Value Improvement
Award recognizes suppliers who exceed
the company’s expectations and was
specific to TRW’s electronics business
with Toyota in North America (TEMA).
PSA’s award was for TRW’s work on
Value Analysis and Value Engineering of
airbags during 2009.
Support for eSafety
This year’s eSafety Challenge to promote
the life-saving potential of advanced vehicle
safety technologies took place at the UK’s
Millbrook Proving Ground.
Widely regarded as an obstacle
to the adoption of eSafety systems by
motorists, is a lack of awareness among
both policymakers and end users. This also
affects policy support, user expectations
and readiness for change.
Key eSafety applications highlighted
by the eSafety Challenge were: electronic
stability control (ESC); blind spot monitoring;
lane support systems; speed alert; warning
and emergency braking systems; and
adaptive headlights. Estimates for ESC
alone show that in Europe it could save
4,000 lives and prevent more than 100,000
injuries if fitted to all cars. This year, there
was a special focus on fleets.
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