• Introduction
• Programme
• Speaker Profiles
• *** Slides ***

Douglas Sendelbach

In his opening talk, Mr. Sendelbach will look at developments from the introduction of electronics into automobiles forward to some of the key technology emerging today. He will discuss key relationships such as those that developed between the auto companies and the electronics industry and today, the value chain in automotive telematics. He will emphasize the need for key product development skills that are evolving to match technology.

Douglas Sendelbach obtained his B.Sc. from the University of Michigan in Physics in 1967. He took a M.B.A. from Wayne State University in 1975. He joined Ford Motor Company in 1967 holding various technical and business positions in the U.S.A. and in Europe. In 1997, when Ford formed it's component design and manufacturing operation into a "spin-off" company, Visteon, Mr. Sendelbach was appointed to various global technical positions for that company. The last position was Director of Electronic Product Development for Europe and South America.

Mr. Sendelbach retired from Visteon in March of 2002. He has since formed a technical consulting company and remains active in the product development community.

Michael Skorzec

Today, most electronics applications are interconnected through bus systems for communciation, diagnostics and other functionality. In addition, more and more software needs to be written not only from the module supplier but also more and more lines from 3rd parties, OS vendors and the vehicle manufacturers themselves. These increased requirements puts more costs and development time in the soft and hardware. Standardization on a programming language is a start, standardization on software modules is the logical next step, but standardizing on hardware, sub-systems and also the development toolchain is the real cost saver.

Michael Skorzec is responsible for Automotive Sales in Europe in ARM Ltd since 2002. In his role he focuses on Automotive OEMs, such as BOSCH, and further, supports definition of new automotive products.

Prior to his sales role he worked as European system-on-chip business development manager. He joined ARM in 2000.

Prior to joining ARM, he worked for a management agency and in a major European aircraft program, in system integration of avionics and in SW maintainability projects.

He has a degree from the University of German Armed Forces in Munich, where he studied Electronics Engineering with focus on information technology.

Shane Davies

The powertrain engineering community is leading the way in the use of model-based development techniques. These include the use of powerful simulation tools to develop and specify novel control algorithms and increasingly the use of automatic code generation techniques for the production implementation.

However, at the same time, powertrain development has made increasing use of X-by-wire technologies, the first example was throttle control by wire and more recently shift-by-wire. This makes the powertrain controller a safety critical item and as such additional rigour is needed throughout all phases of the project development. The question of autocode in safety critical environments has not been settled yet. This presentation will discuss the arguements for and against.

To be presented by Shane Davies, Senior Engineer, Ricardo Tarragon Ltd.

Derek Turner CBE

In light of London's experience with Congestion Charging, topics such as the "Strategy and Objectives", "Scheme Performance" and "Scheme Operations" will be explained. To conclude the Presentation, issues relating to "Lessons Learnt" will be also discussed.

Derek Turner left Transport for London to establish, with encouragement from London's Mayor, Ken Livingstone - "Derek Turner Consulting (Ltd.)". It is a new firm which will provide strategic consultancy services in the field of road user charging, transport strategy, and strategic project and organizational management. He is also a Non-Executive Director for Infocell Holdings Ltd., a fast growing transport technology company.

Previously Derek was the Managing Director, of Transport for London Street Management. He was appointed to that post in May 2000, and was responsible for 550km of London's key roads - the Transport for London Road Network (TLRN). Part of his remit was to introduce measures which would improve streets for all road users, particularly pedestrians, cyclists, bus passengers and people with disabilities. This included creating the London Traffic Control Centre and the major redesign and pedestrianisation of Trafalgar Square. He was responsible for the design, introduction and operation of Central London's unique congestion charging scheme.

Derek was the Traffic Director for London, from 1991, until its incorporation into Transport for London in July 2000. In this role, he was instrumental in establishing, maintaining and monitoring 512km of Red Routes and devising Bus Lane Reinforcement Cameras. Additionally he was asked by the government to create the London Bus Initiative which lead to the transformation of London's bus services. Between 1980 and 1991 he held posts in various local authorities in London, including the GLC, Wandsworth and Haringey, where he was appointed Borough Engineer and Surveyor in 1989.

A graduate in Civil and Structural Engineering from Sheffield University in 1974, he is a Chartered Civil Engineer. He frequently gives evidence to the Transport Select Committee of the House of Commons and lectures internationally. He has served on numerous professional bodies and committees and was recently invited to join the University College London to be an Advisory Panel Member for the Civil and Environmental Engineering profession and appointed a Visiting Professor at the Centre for Transport Studies. He was Chairman of the Institution of Civil Engineers Transport Board from 1999. In June 2003 he was awarded the C.B.E for his services to transport in London.

Hagen Arlitt

Heavy commercial vehicle (CV) technology is not just a 'fast follower' to the passenger car. It rather satisfies very special needs of CVs, e.g. the lane assistant or the electronic-pneumatic braking system which needs to provide efficient brakes at a weight of 7 tonnes just as well as at a weight of more than 40 tonnes. The feasibility of an electronic shaft has been proved and could possibly change the way goods are transported on the road in the far future.

Hagen Arlitt is currently a manager for 'diagnostic software and repair methods' for heavy commercial vehicles at DaimlerChrysler AG, Germany. He has worldwide responsibility for the above areas. He and his team are constantly pushing the quality standards in diagnostics for commercial vehicles.

From 1998 Hagen lead a team to develop software for vehicle diagnostics using 'Star Diagnosis'. In 2000 he also took over responsibility for developing efficient repair methods.

From 1977 until 1980 Hagen Arlitt studied at the International School of London, before returning to Germany. He holds the German Dipl.-Ing. diploma in electrical engineering specialising in digital electronics/microelectronics. After gathering experience as a software engineer for a supplier he joined the heavy commercial vehicles division of Mercedes-Benz AG in 1994. Hagen developed and presented courses in the vehicle electronics "ACTROS" system to train personnel for the upcoming electronic revolution in heavy commercial vehicles at Mercedes-Benz.

Dr. Hugh Burchett

Ultrasonic parking aids are becoming more common to protect vehicles against low speed collisions, and high end vehicles are being fitted with radars to provide Autonomous Intelligent Cruise Control (AICC) functions, but what will more sophisticated systems offer the driver in the future? When is this going to be available on mass market vehicles? And how will this functionality be achieved at an acceptable cost to the consumer? These are all questions that are currently being posed by the automotive industry for future generation short range radar sensors, and will be addressed during the presentation.

Hugh Burchett leads the Imaging Detection and Tracking Group at Cambridge Consultants Limited (CCL), covering work in short range radar for missile test and development systems, through wall imaging radar systems as well as automotive radar design for interior and exterior applications. For the last five years Hugh has also been responsible as Programme Manager for a number of radar development contracts for Tier 1 suppliers.

Prior to joining CCL, Hugh worked for GEC-Marconi Underwater Systems before returning to the University of Bath in 1990 to complete a PhD in Electromagnetic Modelling in conjunction with Siemens-Plessey Radar Systems. Hugh then worked for EA Technology and developed a radar system for the detection of buried utilities before joining CCL in 1996.

Hugh also holds a BSc and MEng in Electrical and Electronic Engineering from the University of Bath and is a member of the IEE.

Prof. Richard Stobart

Engine control systems for road vehicles have reached a high level of sophistication. To meet the particular demand of emissions control and fuel economy, new control system architectures have recently emerged, typified by torque control. Hybrid and fuel cell vehicles require a different approach again. The physical architecture of the vehicle is characterized by several power sources that need to be coordinated. This requirement reflects in a control architecture that is supervisory in nature and must co-ordinate power flows in order to achieve efficiency goals.

The presentation will cover the trends in control architecture for emerging propulsion technologies and will explore some of the specific control requirements of fuel cell systems.

Richard Stobart is Professor of Automotive Engineering at the University of Sussex where he is responsible for research activity in powertrain and vehicle systems technology. Prior to his appointment in April 2001, he was Automotive Business Manager in Europe for the technology consulting firm Cambridge Consultants Ltd, whom he joined in 1984. He was responsible for projects in powertrain control, diagnosis technologies, instrumentation, design and technology management. Professor Stobart graduated from the University of Cambridge with a degree in Mechanical Engineering in 1979.

Dr. Charlie Wartnaby

Pi Technology has used MATLAB Simulink/Stateflow model based design and automatic code generation in C, for the main software development for three electronic control units targeted at the Ford Focus fuel cell vehicle.

The automatic generation of code for embedded automotive applications potentially offers a number of advantages over traditional methods. These include faster development, the avoidance of implementation errors and not introducing inconsistencies with the design specification. However, the use of automatically generated code in production-intent safety-related systems requires at least the same standard of validation and verification as traditional development, and code efficiency must remain adequate for production embedded target processors.

This paper discusses the development lifecycle employed on this project, highlighting the particular benefits, issues, and challenges surrounding the use of automatically generated code for these production-quality safety-related automotive controllers.

Charlie Wartnaby is a Chief Engineer at Pi Technology, responsible for the technical direction of software development projects and specialising for the past three years in electric drivetrain programmes. He has worked for Pi since 1995. Before that he took his first degree at Cambridge in Natural Sciences, specialising in physical chemistry, and remained there to gain a PhD in Prof. D.A. King's group working on experimental surface chemistry models of exhaust catalysis.