Future of mobility

Bosch and TomTom partner on innovative mapping technology for automated driving

  • High-precision maps are essential for highly automated driving
  • Bosch is using TomTom maps in its automated test vehicles
  • Freeways and freeway-like roads in Germany to be digitized for automated driving by the end of 2015
  • Maps for highly automated driving have to be accurate to decimeter precision
  • Collaboration will result in innovative vehicle positioning concepts

The development of automated driving is a puzzle with many pieces. Together with the Dutch map and traffic provider TomTom, Bosch is getting closer to the complete picture. The two companies have agreed to collaborate in the area of maps for highly automated driving. Under this agreement, TomTom is designing the necessary maps, while Bosch, on the basis of its systems engineering work, is defining the specifications these maps have to meet. Even now, the maps are already being used in the automated vehicles Bosch is testing on certain public roads in Germany (A81) and in the United States (I280). Commenting on the importance of this venture, the Bosch board of management member Dr. Dirk Hoheisel says: “Only with high precision maps will automated driving on freeways be possible from 2020.” And Jan Maarten de Vries, Vice President Automotive at TomTom, adds: “By the end of 2015, we want to have new high-precision maps for automated driving for all freeways and freeway-like roads in Germany.” Road coverage will subsequently be extended to the rest of Europe and North America.

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Multiple map layers, significantly increased accuracy Maps for highly automated driving and the maps used in current navigation systems differ primarily in two respects. First, accuracy is significantly higher – down to decimeter precision. Second, the map material for highly automated driving consists of multiple layers. The traditional base navigation layer is used to calculate routes from A to B, including the sequence of roads to be driven. The localization layer uses a novel positioning concept providing highly accurate map data, which the automated vehicle uses to accurately calculate its position within a lane. To do this, the vehicle compares its sensed environment with the corresponding information in the localization layer. In this way, the vehicle can accurately define its position relative to the road and its surroundings. On top of the localization layer, the planning layer contains not only attributes such as lane divider types, traffic signs, speed limits, etc., but also 3D information about road geometry, including curves and slopes. With the help of this very detailed lane information, the automated vehicle can decide things such as when and how to change lane.

In highly automated driving, safety and comfort depend crucially on map material that is up to date. For example, up-to-the-minute speed-limit information has to be available instantly. Only then can vehicles select the best proactive driving strategy. In this regard, Bosch and TomTom rely on several elements and services to keep the map data up to date: the TomTom mapping fleet will continue to be regularly on the road, accurately mapping new roads and routes. And to register recent changes on the roads, such as changed lane configurations or new traffic signs, TomTom and Bosch plan to use feedback from fleets of vehicles equipped with the necessary sensors. Information about changed road conditions captured this way will be transferred to a server, verified, and entered in the digital map database. The updated map will then be fed back to the highly automated driving vehicle, enabling it to see effectively beyond its sensors.

Extension of existing, successful partnership For Bosch and TomTom, this collaboration in the area of maps for highly automated driving is an extension of an already existing, successful partnership. For Bosch’s connected horizon, TomTom also provides dynamic map information via their real-time service backend – albeit without any localization layer. In this way, the connected horizon makes it possible to predict the route ahead and adapt driving strategy accordingly. This solution was demonstrated for the first time in 2014, at the IAA Commercial Vehicles trade show in Hanover. The system recognizes potential black spots behind hills, or the start of a traffic jam, at an early stage, and automatically reduces the speed of the vehicle well in good time. This considerably reduces the risk of rear-end collisions. In addition, smoother driving behavior means more comfort for the driver and improved fuel efficiency for the vehicle.

For beer lovers and petrol heads only

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Old Speckled Hen took its name from an MG car which was used as a run-around for workers in the MG factory. Over years of service, the car became covered in flecks of paint, gaining it acclaim in the town and earned it the nickname “Owld Speckled ‘Un”, translated into Old Speckled Hen for the brown ale first brewed by Morland in 1979 when the brewery was asked by MG to create a commemorative beer for the factory’s 50th anniversary.

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Electronic transmission control

 50 years of automatics: how Bosch taught the car to change gear itself

    • In 1965, Bosch developed the first electronic control for manual transmissions
    • Motronic made the breakthrough of automatic transmissions possible
    • Modern transmission control: high-performance computer in miniature

Fifty years ago, the first Bosch prototype featuring electronic transmission control made its maiden journey. The gearshift of the Glas 1700 – a modern mid-range sedan – moved as if by magic. The engineers used the car as a test vehicle for a completely new type of system. Their hope was that electronic control for manual transmissions would relieve drivers of the need to depress the clutch and shift gears by hand. The technology was developed under the leadership of the young engineer Hermann Scholl, who is now the honorary chairman of the Bosch Group. It was designed to be an affordable alternative to expensive automatic transmissions, which back then were offered almost exclusively in luxury sedans. Several hundred systems were manufactured for the Glas 1700 in 1965. “However, electronic transmission control technology was ahead of its time. The market wasn’t ready for it,” Hermann Scholl says. In addition, it was during this time that the family-owned company Glas was acquired by the automaker BMW, and BMW was not interested in using the new technology in its cars.

Electronic control for manual transmissions from 1965   Electronic control for manual transmissions would relieve drivers of the need to depress the clutch and shift gears by hand. The technology was developed under the leadership of the young engineer Hermann Scholl, who is now the honorary chairman of the Bosch Group. It was designed to be an affordable alternative to expensive automatic transmissions, which back then were offered almost exclusively in luxury sedans.

Electronic control for manual transmissions from 1965
Electronic control for manual transmissions would relieve drivers of the need to depress the clutch and shift gears by hand. The technology was developed under the leadership of the young engineer Hermann Scholl, who is now the honorary chairman of the Bosch Group. It was designed to be an affordable alternative to expensive automatic transmissions, which back then were offered almost exclusively in luxury sedans.

Motronic created the basis for automatic transmissions It was not until years later, in 1979, that another Bosch invention was to be the trigger for the mass success of the self-shifting transmission. With Motronic – a combination of electronic fuel injection and ignition – Bosch had installed a freely programmable microprocessor in cars for the first time. But there was more to it than that. In combination with its separate memory, it was the first ever instance of a computer being used in a car. “Motronic provided a second chance for the transmission control system – though this time for automatic, not manual, transmissions. In combination with the engine management system, it ensured the ideal automatic gear change,” Hermann Scholl says. It was only as a result of combining the two systems – electronic transmission control and engine management – that automatic gear change became far easier. When manually shifting gear, the driver also uses the gas pedal to control the engine. Similarly, the transmission control system sends commands to the engine. The engine management system interprets these commands and carries them out. In 1983, this transmission control system was installed for the first time in the BMW 745i – together with the 4HP22 automatic transmission made by ZF AG, based in Friedrichshafen, Germany.

Modern transmission control: high-tech computer in miniature At the time, the technology was still quite exclusive, but over the course of the following two decades, it became standard in all cars with automatic transmissions. It also anticipated a major trend. The electronic transmission control, which synchronizes gear shifts with injection and ignition parameters, is, in the best sense, a connected system designed to provide optimum driving performance, comfort, fuel consumption, and emissions. “The transmission control system selects gears in such a way that the engine is almost always in the ideal operating range. To make sure it stays that way, modern transmissions are equipped with a great deal of digital intelligence,” Hermann Scholl says. The control unit is a high-tech miniature computer that enables the complex operation of different types of automatic transmissions. Indeed, the processing capacity of a modern transmission control unit is 160 times more powerful than that of the computer used for the first lunar flight.

Coasting and connectivity: the future of automatic transmissions Today, half of all new vehicles in the world are equipped with an automatic transmission, and all the signs point toward greater connectivity. At Bosch, proof of this takes the form of the electronic horizon, which connects the transmission with up-to-the-minute navigation information. Navigation systems know the area and can transmit this data to the automatic transmission, which, in turn, can shift into neutral during coasting and use the residual momentum – for example, when it knows that a lower speed limit is in force beyond the next bend. This “smarter” automatic transmission combined with an electronic horizon can provide additional fuel savings of ten percent or more.

(Source: Bosch Media)

Tyre pressure monitoring system (TPMS)

Introduction A tyre pressure monitoring system (TPMS) is a safety feature that continually monitors a vehicles’ tyres and alerts the driver to changes in tyre pressure. The changes in pressure can be detected by either direct or indirect means.

Indirect TPMS This is generally fitted to a vehicle that has had fitted or can be fitted with run flat tyres. This is because it is difficult to see or feel deflation in this type of tyre. Indirect tyre pressure monitoring systems do not use pressure sensors to monitor tyre pressure, they work from the ABS or speed sensors on the vehicle. Indirect systems monitor tyre pressure by assessing the rotational speeds of each tyre, and work on the premise that an under-inflated tyre has a slightly different diameter than a fully inflated tyre. An algorithm is used to assess the differences in wheel speeds. The under-inflated tyre would therefore rotate at a different speed than the correctly inflated one, causing a tyre pressure warning. The deflated tyre is not identified, the driver has to check all 4 tyres.

Indirect TPMS

Indirect TPMS

Indirect TPMS operation

Negative aspects of indirect TPMS

  • The system is not very accurate.
  • When tyres are re-inflated, the system needs to be re-calibrated.
  • When tyre positions are changed, the system needs to be re-calibrated.
  • When the tyres are replaced, the system needs to be re-calibrated.
  • The system can be re-calibrated by the driver without first ensuring that the pressure is correct in all tyres.
  • A puncture after parking is not immediately identified.

Tyre pressure monitoring and the law in Europe

  • From November 2012 all new type vehicles in the M1 category (vehicles under 3.5 Tonnes with less than 8 seats) will be required by law to have TPMS installed. This applies to the road wheels not the spare.
  • By November 2014 all new passenger vehicles will have to have TPMS installed by the manufacturer.

The law is not currently retrospective, and does not apply to older vehicles. Many car manufacturers have already introduced TPMS to their vehicles ahead of the 2012 legislation change. More and more cars now have TPMS already fitted. Showrooms are full of TPMS compliant cars. This law applies to passenger vehicles only, with no more than 7 seats.

(Source: Continental Tyres)

Hybrid technology from Porsche and Bosch

With the 918 Spyder, the Panamera S E-Hybrid and the Cayenne S E-Hybrid, Porsche was the first car manufacturer in the world to offer three plug-in hybrid models. Among the suppliers Porsche relies on for the innovative drive system is Bosch. The possibilities offered by the combination of an internal combustion engine and an electric motor will impressively be demonstrated by the Porsche hybrid vehicles at the 62nd International Automotive Press Briefing at the Boxberg test track, starting May 19.

“We promised to redefine driving pleasure, efficiency and performance with the 918 Spyder. We kept our word, and in so doing repositioned hybrid technology”, says Wolfgang Hatz, Member of the Executive Board – Research and Development at Porsche AG. The Porsche 918 Spyder1) was the first globally road-legal car to complete the 20.6 kilometre lap of the North Loop of the Nürburgring in less than seven minutes. At exactly six minutes and 57 seconds, this super sports car with plug-in hybrid drive beat the existing record by 14 seconds. Porsche also integrated the knowledge gained from the develop-ment of the technology demonstrator into the electrification of the rest of its model range. The Panamera S E-Hybrid2) and Cayenne S E-Hybrid3) round off the product range and make Porsche the global market leader for hybrid cars in the premium segment.

“Porsche and Bosch have teamed up to bring electrification to electrifying sports cars together. Electricity gives added driving pleasure and efficiency”, says Dr. Rolf Bulander, Chairman of the Business Sector Mobility Solutions at Bosch. For the three plug-in models made by Porsche, Bosch supplies the power electronics, the battery pack, the electric motors for the Cayenne and Panamera and the electric motor installed on the front axle of the 918 Spyder.

918 Spyder: a unique combination of performance and efficiency
The project definition for the 918 Spyder’s development team was to build the super sports car for the next decade with a highly efficient and high performance hybrid drive. The completely new development, which logically started from scratch on a blank piece of paper, allows a new concept without having to make any concessions. The whole car was designed around the hybrid drive. The 918 Spyder thus highlights the potential of hybrid drives, i.e. the simultaneous increase in efficiency and performance, without one coming at the expense of the other. Thanks to the SMG 180/120 electric motor developed by Bosch, the Porsche 918 Spyder has an additional 210 kW (286 hp) of driving power. The electric motor on the front axle of the 918 Spyder delivers a torque of 210 Nm right from the start, while the motor on the rear axle delivers 375 Nm. The result is a total system output of 652 kW (887 hp) with a maximum torque of up to 1,280 Nm, allowing the 918 Spyder to accelerate from 0 to 100 km/h in a mere 2.6 seconds. The super sports car’s fuel consumption, on the other hand, is an amazing 3.1 litres per 100 km, making it more efficient in the NEDC test than most of today’s small cars.

Panamera S E-Hybrid and Cayenne S E-Hybrid: fuel consumption of a small car
The driving experience of a sports car combined with the consumption of a small car – the Porsche Cayenne S E-Hybrid and Panamera S E-Hybrid prove that these two are not contradictory to each other. The world’s first plug-in hybrid amongst the premium SUVs with a system output of 306 kW (416 hp) achieves an NEDC fuel consumption of just 3.4 l/100 km. The plug-in hybrid model of the Porsche Gran Turismo, which also has a system output of 306 kW (416 hp) stands out thanks to its weight advantage, rear-wheel drive and low drag, giving it a fuel consumption of just 3.1 l/100 km.

In the plug-in hybrid models of the Porsche Cayenne and Panamera, Bosch’s IMG-300 electric motor provides additional electrical propulsion. It gives a boost of up to 310 Nm of additional torque and provides 70 kW (95 hp) of additional power. The central interface between the electric motor and the battery is the INVCON 2.3 module made by Bosch. The power electronics are the control centre of the electric powertrain, because the system converts the direct current stored as energy in the battery into three-phase alternating current for the electric motor and vice versa. The traction battery stores the electricity in the powertrain. It is made up of prismatic cells with an energy capacity of 9.4 kilowatt hours in the Panamera S E-Hybrid and 10.8 kilowatt hours in the Cayenne S E-Hybrid that can be fully charged from a normal household power socket in less than four hours. Using a high current power supply, the charging time is almost halved to a good two hours.

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Panamera S E-Hybrid:

Panamera S E-Hybrid:

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Electrification and internet in the car

Bosch is linking new technologies to gasoline and diesel

  •     Gasoline engines: 350 bar for direct injection
  •     Diesel engines: 48-volt hybrid to reduce nitrogen oxide emissions
  •     Dr. Rolf Bulander: “Bits and bytes are making cars more efficient”

Paper for download: Dr. Rolf Bulander – Powertrain optimization using a comprehensive systems approach

Lawmakers have mandated economical, low-emission vehicles. Car buyers want vehicles that are safe and that offer more convenience and engine performance. At the International Vienna Motor Symposium 2015, Bosch presented numerous innovations that meet all of these requirements. “Bosch technology is making cars more efficient, more convenient, and more fun to drive,” said Dr. Rolf Bulander, member of the board of management of Robert Bosch GmbH and chairman of the Mobility Solutions business sector. All three aspects come together in the Bosch boost recuperation system. In the New European Driving Cycle, the 48-volt hybrid can cut CO2 emissions by 7 percent (based on compact class). Thanks to its electric-supported coasting, the car offers a smoother ride and can deliver up to 150 Nm more torque on demand.

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Connected electronic horizon: efficiency thanks to real-time data
Innovative advances will transform automotive powertrains over the next few years. “Electrification and connectivity will give a further boost to gasoline and diesel engines,” predicted Bulander. “Bits and bytes are making cars more efficient.” Electrified vehicles stand to gain tremendous benefits from connectivity. They are safer, more efficient, and more fun to drive. One example of how this works is the connected electronic horizon. In the future, this Bosch technology will supply essential traffic information about construction sites, traffic jams, and accidents in real time. From this basis, it will be possible to further improve existing functions such as start-stop coasting. At the same time, plug-in hybrids can use the system to implement a predictive operating strategy. Such technologies can cut CO2 emissions by a double-digit percentage.

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Even after 2020, the vast majority of new cars will be powered by fossil fuels
In his presentation, Bulander reaffirmed that internal-combustion engines will remain the basis of efficient mobility. Even ten years from now, the vast majority of new vehicles worldwide will be powered by fossil fuels. Europe, the U.S., and China will raise the legal requirements for engine efficiency still further over that same period. Starting in 2021, the average new car in the EU will have an emissions cap of 95 g of CO2 per kilometre. Based on the current situation, advances in engine design should make it possible to achieve these values. The CO2 emissions for a gasoline engine in the subcompact class can be reduced to 85 g per kilometre, and for a diesel engine, that figure can be even lower than 70 g per kilometre. Enhanced aerodynamics and reduced rolling friction could once again lead to further improvements. Vehicles in the premium class and SUVs will need additional electrification.

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Engineering turns its attention to real driving emissions
In addition to current emission regulations, engineers are increasingly focusing on real driving emissions. The European Union is discussing whether to introduce real driving emission tests starting in 2017. This measuring method for diesel cars concentrates primarily on the emissions of nitrogen oxides and carbon monoxide in real-life driving situations. For cars with gasoline direct injection, the focus is on the level of particulates emitted. A number of vehicles currently in production already expel an extremely low amount of emissions – for example, during rapid acceleration or at high speeds. Now it’s time to drive the spread of this capability and develop cost-effective technologies that will ensure compliance, whatever the driving conditions. Bosch presented several approaches at the International Vienna Motor Symposium that support this endeavor. Bulander put special emphasis on interlinking the domains of electrification, automation, and connectivity: “Bosch pools these aspects in the vehicle and creates ideal systems,” he said.

One example of this approach is the innovative direct injection system with laser-drilled spray holes in gasoline engines. The holes’ precise edges swirl the fuel in the combustion chamber in such a way that it burns extremely efficiently. Increasing the injection pressure from 200 to 350 bar cuts particulate emissions to an even greater extent – especially under high load points and dynamic engine operation. Bosch debuted this refined version of its gasoline direct injection system at the Vienna Motor Symposium.

In diesel engines, electrification reduces nitrogen oxide emissions right in the engine, making exhaust gas treatment still more efficient. Bulander demonstrated this by presenting Bosch’s new 48-volt boost recuperation system. Through the judicious application of boosts, the system can markedly reduce untreated nitrogen oxide emissions, especially at high loads or when the car is accelerating. The crucial factor here is that this effect cuts emissions directly at the point of combustion by up to 20 percent. This has the effect of significantly lowering exhaust pipe emissions: Bosch believes the system could allow the storage catalytic converter to reduce nitrogen oxide emissions by up to 80 percent. Electrification will also increase the level of efficiency for urea-based systems as well (SCR catalytic converters). These exhaust gas treatment applications consume much less AdBlue, which means the fluid doesn’t need to be refilled as often.

(Source: Bosch Media)

Stereo video camera

Bosch makes emergency braking possible using just a video sensor

Standard feature in the Land Rover Discovery Sport

  • Bosch stereo video camera: single-sensor solution for assistance systems
  • Thanks to its stereo video camera, the Land Rover Discovery Sport received one of the top Euro NCAP test results in the “safety assist” category
  • Bosch’s solution is the smallest stereo video camera for automotive applications currently on the market
  • Stereo video camera meets ASIL B safety standard according to ISO 26262

Emergency braking systems are among the most effective assistance systems in the car. In Germany alone, up to 72 percent of all rear-end collisions resulting in personal injury could be avoided if all vehicles were equipped with them. Now Bosch has developed a stereo video camera with which an emergency braking system can function based solely on camera data. Normally, this would require a radar sensor or a combination of radar and video sensors. “The Bosch stereo video camera is a single-sensor solution that makes various assistance functions affordable for all vehicle classes,” says Dr. Dirk Hoheisel, who sits on the Bosch board of management. Land Rover offers the stereo video camera together with the Bosch emergency braking system as standard in its new Discovery Sport. This system was developed in intensive and close collaboration between Bosch and Land Rover.

When the camera recognizes another vehicle ahead in the lane as an obstruction, the emergency braking system prepares for action. If the driver does not react, then the system initiates maximum braking. The Discovery Sport proved how effective the function is in a Euro NCAP test: it was rated as “good” in the AEB city and AEB interurban categories. Overall, the Discovery Sport passed the test with five stars and achieved one of the best results in the “safety assist” category for 2014. To earn a top score from Euro NCAP in 2016 and beyond, cars must be equipped with predictive pedestrian protection. This can also be based on the stereo video camera. The Discovery Sport has also been awarded the What Car? Car of the Year Safety Award 2015 in the U.K.

Bosch has developed a stereo video camera with which an emergency braking system can function based solely on camera data. Land Rover offers the stereo video camera together with the Bosch emergency braking system as standard in its new Discovery Sport.

Bosch has developed a stereo video camera with which an emergency braking system can function based solely on camera data. Land Rover offers the stereo video camera together with the Bosch emergency
braking system as standard in its new Discovery Sport.

Important building block for automated driving Besides the emergency braking system, the new Land Rover Discovery Sport offers other driver assistance functions, some of which are also based on the Bosch stereo video camera. One such function is road-sign recognition, which keeps the driver informed about the current speed limit. Another is a lane-departure warning system. This vibrates the steering wheel of the Discovery Sport to warn drivers before they unintentionally drift out of lane.

The Bosch stereo video camera sets new technical standards. With its light-sensitive lenses and video sensors, the camera covers a 50-degree horizontal field of vision and can take measurements in 3D at a distance of over 50 meters. Thanks to these spatial measurements, the video signal alone provides enough data to calculate, for example, the distance to vehicles ahead. “The Bosch stereo video camera and its 3D imaging capability are also an important building block for automated driving,” says Hoheisel.  Its pair of highly sensitive video sensors are equipped with colour recognition and CMOS (complementary metal oxide semiconductor) technology. They have a resolution of 1,280 by 960 pixels and can also process high-contrast images. The camera’s high-performance computer makes it possible to integrate other measuring programs and functions and respond flexibly to market requirements.

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Bosch developed the entire stereo video camera in house from start to finish and it sets new technical standards. The distance between the optical axes of the lenses is just twelve centimetres, making this the smallest system of its kind currently available in the field of automotive applications. Thanks to the spatial measurements, the video signal alone provides enough data to calculate, for example, the distance to vehicles ahead.

The smallest stereo video camera currently on the market One of the biggest advantages offered by the Bosch stereo video camera is its compact design. The distance between the optical axes of the lenses is just twelve centimetres, making this the smallest system of its kind currently available in the field of automotive applications. What’s more, the Bosch developers have integrated the control unit for image processing and function control directly into the camera housing. That means vehicle manufacturers can integrate the camera into the rear view mirror especially easily, impeding the field of vision only slightly.

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When the camera recognizes another vehicle ahead in the lane as an obstruction, the emergency braking system prepares for action. If the driver does not react, then the system initiates maximum braking.

“We’re pleased to say that Bosch developed the entire stereo video camera in house from start to finish,” says Hoheisel. As a result, all components, from hardware to image processing to the functions, are designed to work together seamlessly. The Bosch camera also meets the stringent ASIL B safety requirement according to ISO 26262, which is relevant for safety-related emergency braking. In addition, automotive manufacturers can flexibly adapt the range of camera functions as they choose.

(Source: Bosch Media)

Energy Storage for a Sustainable Home

Powerwall

Tesla Home Battery

Powerwall is a home battery that charges using electricity generated from solar panels, or when utility rates are low, and powers your home in the evening. It also fortifies your home against power outages by providing a backup electricity supply. Automated, compact and simple to install, Powerwall offers independence from the utility grid and the security of an emergency backup.

I need one of these now!

New regulations for exhaust-gas analyses in guideline 5

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All new Bosch emission testers work in accordance with the device guideline 5 becoming effective in July 2015

  • New device guideline for tests on Euro 6 vehicles
  •  Simplified test sequence for the exhaust-gas analysis on diesel vehicles
  •  Complying exhaust-gas-analysis guideline 5 with Bosch BEA PC SystemSoft
  •  Repurchase campaigns and Bosch retrofit kits for upgrading to the new guideline 5

A new device guideline has been issued for passenger cars and commercial vehicles meeting the latest emission standard Euro 6. This 5th guideline becomes effective on July 1, 2015. It affects both the operating principle of emission testers and the test sequence. The most important practical change is the simplified test sequence for diesel vehicles without idle-speed limiter. Moreover, the new and globally standardized OBD signal protocols WWH-OBD and SAE J1939 have now also been introduced concomitant with the guideline 5. Another novelty is a test sequence for motorcycles when using software complying with guideline 5. The test sequence for electric vehicles with range extender has also been adjusted.For all vehicles meeting emission standards up to Euro 5, workshops can still rely on guideline 4. However, the simplified test sequence for diesel vehicles cannot be used then. For all passenger cars and commercial vehicles meeting the Euro 6 standard, though, tests have to be performed in accordance with the new guideline 5.For guideline 5: required software comes with data update in May

The new Bosch emission testers BEA 550/950 are already equipped for the exhaust-gas analysis according to guideline 5. The BEA-PC system software also supports the new OBD signal protocols already since October 2014. Workshops with a exhaust-gas-analysis data subscription will receive the software complying with guideline 5 together with the emission-analysis target-data update in May. Of course, workshops can also buy the emission-analysis target data including the guideline 5-compliant software by retail from April onwards. The changes required for the new guideline will be implemented in the BEA-PC software exclusively. Devices still working with the ESA emission-analysis software will thus have to be upgraded to the BEA-PC software from June onwards.The BEA 150, 250, 350 and BEA 460 emission testers should be upgraded by the KTS modules 515, 540 or 570. The KTS 115 and KTS-Card modules used so far do not support the new OBD signal protocols. In addition Bosch developed a laptop retrofit kit for the BEA 150, 250 and 350 series. It allows controlling the devices by means of a laptop having installed the BEA-PC software on it. As a consequence, these devices also comply with the new guideline 5. The speed and temperature measurement modules MTM/MTM Plus should be replaced by the BEA 030.

Bosch and the wholesalers support workshops using older emission testers in upgrading their devices by means of a large variety of retrofit kits, special packages and repurchase campaigns. That way, the workshops are timely equipped for the requirements of guideline 5 and the exhaust-gas analysis on Euro 6 vehicles.

IMI free vehicle diagnostics eLearning resources

IMI has launched a series of online vehicle diagnostics training modules, funded by digital solutions charity Jisc. The resources will be free to access through the IMI’s eLearning platform, acquired in 2014 by the IMI. They are aimed at individuals with a background in car maintenance and level 3 qualifications, providing technicians with an opportunity to brush up their diagnostic skills and learn new ones. Modules will be made available to IMI Members first before becoming accessible to the wider industry.

The project came about as IMI identified diagnostic expertise as a major skills gap in the maintenance of modern vehicles. Six modules have been developed covering the diagnostic procedures for different electrical systems around a vehicle. The resources will take the form of advanced simulations which allow participants to undertake the diagnostic process in a virtual environment.

IMI CEO Steve Nash commented, “Up-skilling the sector is a central objective for IMI and the Jisc funding has provided us with an excellent opportunity to provide valuable CPD resources, free of charge to the sector. Modern vehicle technology continues to advance at pace and diagnostic expertise is becoming ever more critical part of the vehicle servicing process. It was this situation, coupled with the high profile of IMI and the established expertise of Tom Denton and his team that led Jisc to awarding us with the funds to develop these resources.”

The new resources will offer an opportunity for IMI to leverage its eLearning platform, which is currently utilised in over 200 colleges in the UK, to support the wider motor industry. IMI already hosts a portfolio of CPD learning opportunities built around partnerships with training providers around the UK.

About IMI

IMI is the professional association for individuals working in the motor industry, and the authoritative voice of the sector. IMI is transforming the automotive industry by setting, upholding and promoting professional standards – driving skills acquisition, establishing clearer career paths, and boosting public confidence. IMI’s online Professional Register is here to make sure consumers are in skilled, competent and trustworthy hands.

Please visit www.theimi.org.uk to find out more.

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