TECHNICITY

MAGAZINE
FOR
INNOVATION
TECHNOLOGY
MOBILITY

ISSUe 02 2010
MaGaZiNe for iNNoVatioN teChNoloGY MobilitY
FUEL CELL FUTURE
TECHNICITY
Never before has fuel cell technology been so close to
integrated use in series-produced vehicles.

TECHNICITY MobilitY CoNCePtS iNNoVatioN ProCeSSeS ISSUE

MAGAZINE Why new mobility concepts are helping to improve How comfort can be measured — and how customers 02 2010
FOR the traffic situation in major cities. help shape innovation processes in companies.
INNOVATION
iSSN 2190-0523

6.50 EUR
TECHNOLOGY
MOBILITY
iNtelliGeNt liGht iDea MaNaGeMeNt 9.00
10.00
USD
CHF
How intelligent lighting technologies are enhancing Why modern idea and patent management is indis- 6.00 GBP
safety and a sense of well-being. pensable for companies today. 60.50 CNY

A publication of Daimler AG
© Stuttgart 2010 DAIMLER-TECHNICITY.COM

U1-U4_T_Cover_E_AK1.indd 1 05.10.10 16:14

 A Daimler Brand
The future comes standard.

• Kunde: Mercedes-Benz
The C-Class BlueEFFICIENCY is the most efficient C-Class we have ever built.
Thanks to its innovative engine technology it is both more economical
and more powerful. BlueEFFICIENCY is our way to emission-free mobility.
Now available in over 85 Mercedes-Benz models. Fast forward to tomorrow.
www.mercedes-benz.com/blueefficiency

• 216 x 279 mm
• Jung v. Matt
Water Will be the Coal of the future
“the energy of tomorrow will be water that has been split by an
electric current. the elements, hydrogen and oxygen,
thus recovered from the water will provide the earth’s energy
supply for an unforeseeable time to come.”
Jules Verne (from: The Mysterious Island, 1874)

Our BlueEFFICIENCY models: C 200 CDI, C 220 CDI, C 250 CDI,

C 250 CDI 4MATIC, C 350 CDI, C 350 CDI 4MATIC, C 180 CGI,
C 200 CGI, C 250 CGI, C 350 CGI. Fuel consumption combined:
4.4–8.9 l/100 km; combined CO₂ emissions: 117–208 g/km.
Figures do not relate to the specific emissions or fuel consumption of any individual vehicle, do not
form part of any offer and are intended solely to aid comparison between different types of vehicle.

U1-U4_T_Cover_E_AK1.indd 2 05.10.10 16:14

216x279BE_C_Zukunft_EN.indd 1 17.09.2010 14:23:10 Uhr
 TECHNOLOGY When you look closely,
the mobility of tomorrow looks strikingly
simple. Shown in the photograph is a
fuel cell stack in close-up.

03-05_T_Editorial_E_RZ_AL.indd 1 05.10.10 08:38

 in the CitY A Mercedes-Benz
Citaro FuelCELL-Hybrid bus equipped
with an electric motor and fuel cell
technology in use in Hamburg.

4 T

03-05_T_Editorial_E_RZ_AL.indd 2 07.10.10 06:31


TECHNOLOGY In order to build the
world’s safest vehicles, it’s essential
to use computer simulations and
real-life crash tests. High-speed video
technology and sensors gather key
data in fractions of a second.
Page 10
TALENT The principle of lightweight
construction is being more and more
consistently implemented in modern
technical products. One goal is to
enhance resource efficiency in the
production and use of such products.
Page 62
TOLERANCE We’re changing every
day — and so are our definitions and
perceptions of comfort. What kinds
of things will we perceive as being
comfortable in the future? A look at
how comfort becomes measurable
— and how customers help shape
innovation processes in companies.
Page 82
03-05_T_Editorial_E_RZ_AL.indd 3
OPPORTUNITIES
125! YEARS OF iNNOVATiON — that’s what we stand for at
Daimler. During all this time we have been an innovation driver
introducing numerous pioneering developments and trends that
have had an impact on the entire automobile industry. Today
as in the past, our vision extends far beyond the development
of vehicles. Our concept of the mobility of the future is multi-
dimensional. At Daimler, we regard this multidimensionality as
an opportunity and act accordingly.
The high-tech revolution we’ve achieved with the cold-start ca-
pability of FUEL CELL SYSTEMS, for example, confirms that
we’re on the right track. Today the integration of this technology
into a series-produced zero-emission electric vehicle is within
reach. And success here will significantly alter the electric mo-
bility of the future.
High-powered iDEA AND PATENT MANAGEMENT is essential
to this process. That’s because it not only forms the visionary
horizon of a company and its research and development activi-
ties but also generates forward momentum. The tradition that
was begun almost 125 years ago when Gottlieb Daimler and
Carl Benz registered their patents is one we are still committed
to today — and it brings us new challenges every day.
This sort of momentum will also rapidly transform the CiTiES
OF TOMORROW. In today’s cities, mobility is already based on
a sophisticated network of hyperlocal information and mobility
synapses. Customized, fully flexible, inexpensive, and environ-
mentally efficient transport systems are becoming the norm.
With our CAR2GO mobility concept and our Web 2.0 ride-shar-
ing service CAR2GETHER we have already anticipated future-
oriented trends in Germany and the U.S. And such concepts
have been enthusiastically welcomed all over the world.
In this issue of TECHNICITY you’ll find out more about this and
many other intriguing topics.
Pleasant reading!
Sincerely,
Thomas Weber
Member of the Board of Management of Daimler AG,
responsible for Group Research and Mercedes-Benz Cars Development
DAIMLER-TECHNICITY.COM 5
05.10.10 08:38
 68 88
TRANSFER Intelligent Light
Sensor-controlled City

74
Mobility Concepts

u
na
Do

B28

B30

10
Safety Strategy

40
FUEL CELL FUTURE
Fuel cell technology is moving closer to the point
when it can be used in series-produced vehicles.
• TECHNOLOGY From the vision to the drive
concept — the fuel cell between everyday use
and fascinating future technology.
• SYSTEM A drive system consisting of an electric
motor, a battery, and a fuel cell. An overview of
the interplay between the high-tech elements in
Mercedes-Benz F-CELL vehicles.
• INFRASTRUCTURE From the production plant
to the tank. How will hydrogen be used today
and tomorrow as an energy source?
• EXPERT OPINION Jeremy RIFKIN, President
of the Foundation on Economic Trends, explains
why hydrogen technology could be the basis
of a third Industrial Revolution.

6 T

06-07_T_Inhalt_E_RZ_AL.indd 46 05.10.10 08:40

 INDEX

09
TECHNOLOGY
New technologies are the indispensable
driver of innovations and progress
in the 21st century — they’re exciting,
electrifying, and fascinating.
39
TALENT
“Winning the battle to attract and keep
talented employees is the key to business
success,” says the U.S. economist Richard
FLORIDA. In the innovation regions,
creative people are defining the future.
73
TOLERANCE
Tolerance, openness, and cultural diver-
sity are crucial to economic growth in
large cities — and the expression of a new
urban lifestyle.

10
Safety Strategy
In order to build the world’s safest vehicles,
it’s absolutely essential to use computer
simulations and real-life crash tests. State-
of-the-art video technology and sensors
register the key data during the crucial frac-
tions of a second that define each crash.
40
FUEL CELL FUTURE
Fascinating fuel cell technology
The development of fuel cell technology
is forging ahead in leaps and bounds,
and its integrated use in series-produced
vehicles is just around the corner.
74
Mobility Concepts
The city of the future will have a sophisti-
cated network of hyperlocal information and
mobility synapses. Customized, fully flexible,
economically attractive, and environmentally
efficient transport systems will become
the norm.

22 56 82
SPECTRUM METROPOLIS Innovation Processes
We’re changing every day — and so are our
definitions and perceptions of comfort. What
28 60 kinds of things will we perceive as being
Fuel of the Future POSITION
comfortable in the future? How comfort can
Growing energy demands and increasingly Idea Management
be measured — and how customers help
scarce resources. The contribution that State-of-the-art idea and patent manage-
shape innovation processes in companies.
biofuels can make to the energy mix is the ment represents the visionary horizon
subject of impassioned debate. of a company and maintains its dynamic
innovative capability. 88
Intelligent Light
36 LEDs and digital lighting controls increase
ANALOGY 62 safety and enhance well-being. From auto
Material Strategy
headlights to streetlights, LED technology is
The principle of lightweight construction is
making our lighting systems intelligent and
being more and more consistently imple-
interactive.
mented in modern technical products. One
goal is to enhance resource efficiency in
production and use. 96
DIGITAL
68
TRANSFER 97
Sensor-controlled city IMPRINT AND CONTACT
In the SENSEable City Lab at MIT research-
ers are examining how digital technologies
are changing and influencing cities — and
98
PROJECTOR
thus the way millions of people live and
work in surroundings that are impacted by
technology.

DAIMLER-TECHNICITY.COM 7

06-07_T_Inhalt_E_RZ_AL.indd 47 05.10.10 08:40

 More safety on the roads:
our innovations help to prevent accidents.
More and more people are taking to the idea of driving with anticipatory assistance
systems on board: the Active Brake Assist system in our Mercedes Benz Actros warns
the driver when the truck gets too close to the vehicle in front and there is a risk of
collision. This electronic assistance system can even brake the vehicle to a standstill
if necessary. With this innovation, Daimler offers solutions for reducing the number of
road traffic accidents. Another step closer to our vision of accident-free driving.

www.daimler.com
www.daimler.mobi

08-09_T_Opener_E_RZ_AL.indd 2 05.10.10 08:41

 simulation region generation

mercedes-Benz vehicles are subjected to crash tests about 500 times a year in the town of
Sindelfingen in southern Germany. The data collected from each accident simulation
forms the basis of the researchers’ efforts to maximize passive vehicle safety. (page 10)

a global focus on technology and innovation: TechniciTy presents the most exciting high-
tech news from every innovative region of europe, asia, and north america, as well as
commentaries and perspectives contributed by science journalists from all over the world.
(page 22)

Boosting energy efficiency or seeking out additional deposits of fossil energy sources are
no longer sufficient if we are to meet the growing global demand for energy. even while the
potential contribution of biofuels to the energy mix is being discussed, biofuels of the second
generation are already being tested in commercial vehicles. (page 28)

Daimler-TechniciTy.com 9

08-09_T_Opener_E_RZ_AL.indd 3 05.10.10 08:42

 TexT PHOTOGRAPHY
Andreas KUNKEL Stefan HoHLocH

In a FractIon oF a Second
to enSure that the SaFety oF all road uSerS doeSn’t depend on computer SImulatIonS alone,
craSh teStS are carrIed out wIth real carS every day In SIndelFIngen, germany.

10 T

10-21_T_standort_E_RZ_AL.indd 2 05.10.10 08:45

 PARAMETERS

NAMe: Sindelfingen crash hall, Germany

FOuNded iN: 1975
eMPlOYees: approx. 150
TesTs: approx. 500 impact tests a year
lOcATiON: plant hall 16

Berlin

Stuttgart

siNdelFiNGeN

duMMies, dATA, ANd deTAiled WORk

A vehicle must be able to safely and reliably cope
with 30 different crash situations in order to fulfill
international approval requirements and ratings.
in addition, Daimler conducts many supplementary
crash tests, whose requirements in some cases go
far beyond the legal specifications. For example,
the current mercedes-Benz E-class alone passed
more than 150 real crash tests and 5,000 realistic
crash test simulations involving the entire vehicle
during its years of development.
Around 500 impact tests are carried out every year
at the Development center in Sindelfingen. To guar-
antee reliable results, the researchers use about
150 sensors in and on the dummies and a further
50 to 100 measuring devices in the vehicle. it takes
about one week to evaluate all of the data from
such a test.

THe cAlM BeFORe THe cRAsH Behind the

closed door the test vehicle is ready to go into action.
The cable pulley system in the hall floor accelerates
the car precisely to the desired speed.

DAimLEr-TEcHNiciTy.com 11

10-21_T_standort_E_RZ_AL.indd 3 05.10.10 08:46

 12 T

10-21_T_standort_E_RZ_AL.indd 4 05.10.10 08:46

 FiNAl PRePARATiONs A crash dummy is
fitted into the vehicle, a mercedes-Benz E-class, which
is given the appropriate measurement markings.

DAimLEr-TEcHNiciTy.com 13

10-21_T_standort_E_RZ_AL.indd 5 05.10.10 08:46

 AN OPPONeNT OF sTeel At 56 km/h the
test vehicle crashes into an immovable steel wall
head-on. The panel in the floor also makes it possible
to collect visual data from below.

14

10-21_T_standort_E_RZ_AL.indd 6 05.10.10 08:47

 15

10-21_T_standort_E_RZ_AL.indd 7 05.10.10 08:47

 16

10-21_T_standort_E_RZ_AL.indd 8 05.10.10 08:47

 MACROSCOPE

2009 exPeRiMeNTAl sAFeTY VeHicle

The ESF 2009 is the first Experimental Safety Vehicle
from mercedes-Benz since 1974. Like its historic pre-
decessors, it includes pioneering and in some cases
unconventional safety innovations. The car, which was
developed on the basis of the mercedes-Benz S 400
Hybrid, not only demonstrates the topics currently
being researched by Daimler safety experts but also
shows possible new approaches that could further
increase vehicle safety. The vehicles’ key features
include:
• PrE-SAFE Structure: in the event of an actual
collision, inflatable metal structures make the door
reinforcements more stable.
• Braking Bag: if the vehicle detects an impending
impact, the Braking Bag unfolds 100 milliseconds
before the collision occurs and brakes the vehicle
by means of a friction coating that comes into
contact with the road surface.
• interactive Vehicle communication: Using ad hoc
networks and WLAN radio technology, the ESF
2009 can communicate with other vehicles. For
example, it can send and receive warnings of bad
weather conditions or traffic obstructions.
• PrE-SAFE Pulse: During a side impact, the force
exerted against an occupant’s upper body is
reduced by up to one-third. This is achieved using
inflatable backrest upholstery that moves the
occupant as much as 50 millimeters toward the
middle of the vehicle.
• Spotlight lighting function: The high-beam, which is
partially created using LEDs, illuminates potential
hazards. if, for example, the infrared camera of the
Night View Assist Plus detects animals in the
distance or people on the road, they can be briefly
illuminated beyond the high-beam range.

cRuMPle ZONe The test vehicle rebounds

off the obstacle and comes to a standstill. The front
airbags have inflated and the doors can still be
opened with little effort.

17

10-21_T_standort_E_RZ_AL.indd 9 05.10.10 08:48

 the roaD to acciDent-free Driving Daimler’S integral Safety PhiloSoPhy

the Daimler safety strategy Prevention reSPonSe Protection reScue

• Taking the load off the driver Safe driving, in case of danger, in case of accidents, after an accident,
• Actively mastering difficult situations with timely warnings and response with appropriate protection mitigation of conse-
the vehicle assistance PRE-SAFE quences and swift
• Protecting road users to the greatest assistance
possible extent
active safety Passive safety

18 T

10-21_T_standort_E_RZ_AL.indd 10 07.10.10 06:36

 AccideNT ResulTs The test vehicle’s
radiator grille left a clearly visible paint mark on the
obstacle. A shutter release at floor level enabled
cameras to capture the collision.

DAimLEr-TEcHNiciTy.com 19

10-21_T_standort_E_RZ_AL.indd 11 05.10.10 08:49

 TOuGH eNOuGH Stuffed full of the latest
sensor technology, crash test dummies provide
detailed data on the physical impacts felt by occu-
pants during a collision.

20

10-21_T_standort_E_RZ_AL.indd 12 05.10.10 08:49

 enSurIng SaFety IS a holIStIc taSk that goeS Far beyond
merely meetIng craSh teSt StandardS
cRAsH TesT duMMies The age of modern, groundbreaking safety
testing at Daimler was ushered in with the first crash test on Sep-
tember 10, 1959. Since then, increasingly sophisticated crash tests
have generated more and more meaningful results, as the company
pursues its aim of offering road users increasingly better protection.
Painstakingly prepared crash tests and advanced crash dummies are
among the standard tools used nowadays to develop passive safety
systems. After all, almost four million people are on the road every
minute all over the world. The number of passenger vehicles in the
world will double over the next 20 years, and around two billion pas-
senger vehicles will be registered 40 years from now. Given the ongo-
ing increase in traffic volumes, it’s perhaps not surprising that more
than 10,000 crash tests have been performed in the crash hall in
Sindelfingen since it commenced operations in 1975.
The facility, which was thoroughly modernized in 1998, tests indi-
vidual configurations and different engine and transmission variants
at various stages of a vehicle’s development. The engineers investi-
gate a diverse range of accident situations, including frontal collisions
against a rigid wall at 56 kilometers per hour and offset crashes at
64 kilometers per hour. in the latter, a part of a vehicle’s front col-
lides against an obstacle. Tests are also conducted to find out how
a vehicle behaves when it collides against a pole or is hit in the side
or the rear. other tests determine the quality of child and pedestrian
safety. The test program includes 30 impact configurations that are
currently required for the worldwide registration of a new car. in ad-
dition, mercedes-Benz conducts many other highly demanding crash
tests to ensure safety in its passenger vehicles. These include the
rollover and roof-drop tests plus special frontal, side, and rear crash
tests. The aim of all of these tests is to align the vehicle’s safety con-
cept with real-life traffic and accident conditions, and thus provide
road users with optimum protection.
To achieve this goal, the crash hall is equipped with an accelera-
tion track that can extend up to 92 meters in length. The vehicles are
accelerated along the first half of the track by a cable pulley system.
Here, the fine tuning that is required to achieve exactly the desired
speed is carried out along the second half of the track. once this
speed has been reached, the system detaches itself from the vehicle,
which then, together with its artificial occupants, crashes into a de-
formable barrier, for example, or flips over on a ramp. The actual crash
lasts for only about 100 to 150 milliseconds. During this fraction of a
second, up to 200 sensors register every reaction involving the vehicle
and the dummies. Each of these sensors has its own iD system so
that the data generated during a test can subsequently be precisely
assigned. The crash is also recorded by state-of-the-art video tech-
nology at a rate of 1,000 images per second so that the test can be
visually evaluated at normal speed and in extreme slow motion. in
addition, precise measurements are taken of the materials that pen-
etrate the vehicle (intrusions) and of any corresponding deformations.
The engineers also determine exactly how much force is needed to
open the car doors.
DAimLEr-TEcHNiciTy.com
10-21_T_standort_E_RZ_AL.indd 13
crash tests are the visually spectacular part of Daimler’s safety philos-
ophy. However, ensuring safety is a holistic task that goes far beyond
merely meeting crash test standards. The Daimler engineers there-
fore show comparable dedication when it comes to developing the
experimental safety vehicle ESF 2009, for example, or to conducting
accident research. Because Daimler’s safety concept is based on a re-
al-life safety philosophy and actual accidents, the company’s experts
each year analyze between 130 and 170 accidents in which Daimler
cars or commercial vehicles were involved. Besides researching the
way the vehicle has been deformed, the experts examine the accident
locations and any injuries the occupants may have received. Using
photos, sketches, and accident reports, the experts can also create
computer simulations that allow them to make inferences regarding
how an accident happened.
The tests in the Sindelfingen crash hall are augmented by comput-
er simulations. Although these simulations will probably never replace
real-life tests, they expand the range of possibilities for understanding
the interplay between diverse components and systems. in addition,
they help the researchers use this knowledge to implement new mea-
sures. To create these simulations, the engineers make thousands of
crash calculations during each stage of a vehicle’s development. Each
vehicle is involved in around 5,000 virtual accidents before it has to
undergo its final real-life safety testing in the crash hall. All this is nec-
essary if the vehicle is to fulfill the general legal approval requirements
and Daimler’s substantially higher safety standards.
HYPERLINK
You’ll find further information about this article at:
daimler-technicity.com/crash
including the following features:
• PHOTO GAlleRY Safety first: An extensive gallery of images of the
mercedes-Benz crash hall
• iNTeRVieW “We don’t rely only on the computer”:
rodolfo ScHöNEBUrG, Head of Passive Safety and Vehicle Functions
at Daimler, on topics ranging from crash tests to safety optimization
• VideO Demonstration using a drivable vehicle: The Experimental Safety
Vehicle (ESF)
• BAckGROuNd Facts and figures: Detailed information on the
mercedes-Benz crash hall
21
05.10.10 08:49
 SPECTRUM
HigH-speed detector for danger-
ous Bacteria (Daejeon, South Korea)
Finding pathogenic germs quickly and ac­
daeJeon, south korea
curately can save countless human lives. tokyo, Japan
The Korea Advanced Institute of Science and
seoul, south korea
Technology (KAIST) has now developed a sen­
sor that can spot potentially deadly germs in tsukuBa, Japan
just a few hours. This used to require tests
that took up to three days and often had an
error rate of over 50 percent. Patients have
been known to die while waiting for the test
results. The new sensor uses extremely thin
gold threads, with diameters measured in
nanometers, to which DNA agents for iden­
tifying the germs are applied. The success
rate is 99 percent for 47 different types of
bacteria. homelandsecuritynewswire.com

singapore

asia HIGH­TECH NEWS FROM AN INNOVATIVE REGION

“The year 2010 marks the beginning of the three­dimensional era
in the digital world. Once you’ve seen spatial images, you want to
experience this powerful visual feeling again.”
Martin FriTz, TECHNICITY correspondent, Tokyo

tsukuBa to Be electromoBility reference city (TSu-

solar energy for eVeryone In Tsukuba, Japan,
you can fill up your electrically powered car with solar
energy.
Kuba, japan) Experts do not consider the use of battery­electric
vehicles to be environmentally friendly per se. One option for the
large­scale “fueling” of cars powered with electricity generated via
emission­free technologies is now being tested in the university city
of Tsukuba, 60 kilometers northeast of Tokyo. An infrastructure for
electrically powered cars that run on clean solar energy is being es­
tablished there as part of a model project.
This infrastructure includes quick­charge stations in public places
such as the parking lots of select FamilyMart minimarkets. Solar cells
supply the stations directly with electricity. In between chargings, the
solar energy is stored in batteries and released in the form of direct
current during fueling, which significantly accelerates the charging
process. A number of companies are supporting the model trial.
hybridmile.com

22 T

22-27_T_Spektrum_E_RZ_AL.indd 2 05.10.10 08:52


clean production of nanocrystals
(Singapore) Researchers at the National Uni­
versity of Singapore have discovered a faster
and more efficient way of producing nano­
crystals. Researchers from Nanyang Techni­
cal University and King Abdullah University of
Science and Technology in Saudi Arabia were
also involved in the project. The crystals are
used in medicine and in bio­imaging.
a-star.edu.sg
nanocrystal Electrical and thermodynamic prop­
erties suitable for the production of solar energy. 4-gigaBit memory cHips go into
mass production (SeouL, South Ko-
rea) Samsung, the world’s largest chipmaker,
has begun the mass production of memory
chips in the sub­50­nanometer range.
DRAM chips on this scale will double the
RAM capacity of a computer to four gigabits
from the current level of two gigabits.
fujitsu.com
solar cell from sHarp Power generation for satellites and space stations.
flexiBle solar cells for space (ToKYo, japan) Sharp has developed
a new solar cell for use in satellites and space stations. It not only converts light
to electricity with great efficiency, but can also be bent and folded like paper.
The cells comprise three extremely thin crystal layers of indium gallium, gallium
arsenide, and indium gallium arsenide, with each layer less than 20 micrometers
thick. e.nikkei.com
eye moVements control mp3 player (ToKYo, japan) NTT Docomo,
Japan’s largest cell phone company, has developed a method by which a cell
phone or MP3 player can be operated with the help of eye movements.
The headphones double as electrodes that can measure a fluctuation of the
electric potential between the eyes when these change their position. The electric
signal is recorded and interpreted via software as a command for an electronic
device such as a cell phone or music player. telegraph.co.uk
DAIMLER­TECHNICITY.COM
22-27_T_Spektrum_E_RZ_AL.indd 3
PERSPECTIVES
martin fritz
Asia correspondent and
author who has been
working in Tokyo for
Norddeutscher Rundfunk
(NDR Info) since 2001.
tHe 3d age The digital world is moving into
a new dimension. First came the cinematic
images from Avatar, which swept us off to
a distant planet. Then the first 3D flatscreen
TVs showed us soccer matches more realis­
tically than ever before. These were followed
by 3D monitors for PCs and laptops, and fi­
nally by compact cameras that can generate
spatial images with a single lens. Even jaded
technology freaks gush about Nintendo’s
portable game console with 3D effects that
can be seen without glasses.
The year 2010 very clearly marks the
beginning of the three­dimensional era in the
digital world. It is changing our visual experi­
ences in a fundamental way. Until now, our
media — whether image, photo, film, televi­
sion or the Internet — have been exclusively
flat. Spatial images will soon be ubiquitous,
however. Architects, doctors, designers,
and engineers will be able to work better
and more easily. We will get a much more
comprehensive and lifelike impression of
the people with whom we are talking during
video conferences. The HTML format used
on the Internet is currently being extended
with XML3D commands to allow even
shadows and reflections to be displayed
correctly without optical tricks. Of course
the new technology is still suffering from
some growing pains, such as ghost images
on LCD screens.
Some users experience headaches and
nausea. The transmission of 3D content
requires more bandwidth. And 3D devices
are still expensive. However, the first flat­
screen televisions also suffered from poor
image quality, yet they still established
themselves fairly quickly. The “wow” effect
suggests that 3D will be a success. Once
you’ve seen spatial images, you want to
experience this powerful visual feeling again.
3D images are natural. We humans see
spatially, and our brain uses the same tricks
as our digital technology does to generate
the three dimensions.
23
05.10.10 08:52

nortH america HIGH­TECH NEWS FROM AN INNOVATIVE REGION
“A new era of biotechnology has begun that will soon make
the storm with which information technology swept the world seem like
a gentle breeze.”
Steffan heuer, TECHNICITY correspondent, San Francisco
Canada
cHicago, u.s.
san francisco, u.s.
rocHester, u.s.
camBridge, u.s.
Mexico
nanoparticles dispose of cHolesterol (ChiCago, u.S.) Scientists
in Chicago have developed nanoparticles in order to elegantly remove harmful
cholesterol from the human body.
Dr. Shad Thaxton, a urologist at Northwestern University, designed the
synthetic cleaning crews together with his colleague, Chad Mirkin from the
National Institute for Nanotechnology. The surface of the particles is coated with
fats and proteins so that the cholesterol binds to the particles rather than being
deposited on the walls of the blood vessels and causing them to narrow. The now
harmless freight is carried away by the bloodstream and excreted via the liver.
Thaxton and Mirkin plan to commercialize their nanomedicine with a company
called AuraSense. technologyreview.com
24 T
22-27_T_Spektrum_E_RZ_AL.indd 4
SPECTRUM
Battery in seconds Production of a battery from carbon, silver
wires, and normal paper.
instant Battery (San FranCiSCo, u.S.) Research­
ers at Stanford University are using nanotechnology to
build an extremely thin, flexible battery in mere seconds.
They do this by dipping a normal sheet of paper into
a special ink consisting of carbon particles and micro­
scopically thin silver wires, in which energy can be stored.
The instant battery continues to work even after the sheet
of paper is crumpled up. With up to 40,000 charging
cycles, the super­thin capacitor is also longer lived than
conventional lithium batteries, according to material
scientist Yi Cui. news.stanford.edu
toasters on tHe net (roCheSTer, u.S.) The start­
up Tenrehte Technologies has developed an easy­to­use,
intelligent electric meter that can be used not only to
monitor all household appliances but also to control them
via a cell phone to lower energy consumption.
The PICOwatt device, which is installed between the
outlet and the end device, transmits consumption data
in real time via wi­fi, giving every toaster its own website
in the future. tenrehte.com
05.10.10 08:52
 artificial eyes (San FranCiSCo, u.S.) If things go as planned
by the Lawrence Livermore National Laboratory and the U.S. Depart­
PERSPECTIVES
ment of Energy, in a few years surgeons will be able to implant arti­ steffan Heuer
ficial retinas to restore sight to millions of blind persons. U.S. correspondent
The researchers are working on three critical components of the for Brand Eins and the
bionic eye: an extremely thin film coated with electrons, which German edition of
replaces the retina; a microscopically small control unit, which is Technology Review.
connected to the optic nerve and is not rejected by the human Areas of expertise: high
body; and novel surgical tools for implanting the high­tech eye. The tech and economics.
Livermore researchers have already garnered numerous prizes for
the prototype of their Argus II artificial retina. publicaffairs.llnl.gov Handy BiotecHnology Craig Venter
doesn’t dwell on problems; he solves them.
First the idiosyncratic biologist beat an en­
tire army of public laboratories in the race to
decipher the human genome; now he is the
first scientist to create artificial life. No one
before him had succeeded in playing God
4
on the computer and in the test tube.
3
Now there will soon be handbooks de­
tailing how to design new genetic material
on the PC and insert this biosoftware into
1 bacteria and other organisms. After 3.5
billion years, the process of evolution is now
facing competition for the first time. The
immediate consequences are obvious. With
some refinement, new life forms can be
created that could heal diseases and solve
2
our energy worries. But the culture shock
goes much deeper. A new era of biotech­
nology has begun that will soon make the
storm with which information technology
swept the world seem like a gentle breeze.
1 The camera on the glasses 2 The processor converts 3 The electronic signal is then 4 This data is sent through
captures an image and sends the image into an electronic sent to a receiver in the eye. a tiny cable to the electrode Biotechnology in 2010 corresponds
the information to the video signal and sends it to the array attached to the retina. to the first computers, which filled entire
processor worn on a belt. transmitter on the glass. An electrical pulse is then sent rooms. However, small, handy biocomputers
through the optic nerve to
costing a couple of hundred dollars are on
the brain.
the horizon. What is currently the domain
of just a few labs will be a popular hobby
microprocessor assemBles itself in just a few decades, just as laptops and
(CaMbriDge, u.S.) A team of scientists smartphones have harnessed undreamed­of
at MIT has taken another step toward computing power for our pastimes. Years
achieving the dream of a self­assembling ago, the biotech visionary Freeman Dyson
microprocessor. described a new world in which schoolchil­
The engineers did this by combining two dren and avid amateur researchers create
polymer chains, or two strings of molecules new life forms the same way that we used
of different lengths. Their behavior can be to play with the chemistry set. “Genome
programmed on the basis of their chemical design will become a new art form that is
properties so that they arrange themselves every bit as creative as painting or sculpt­
on a chip in predetermined patterns like Bacteria under tHe microscope Controllable ing,” he wrote.
a lasso around a hitching post. Chip design­ movements like those of a clock mechanism. The high­tech stronghold San Francisco
ers could soon use this method to create the is already the site of regular meetings of pas­
silicon circuits of the future, for which con­ Bacterial gears (ChiCago, u.S.) sionate tinkerers practicing “do­it­yourself
ventional technologies are no longer precise Researchers at Northwestern University biotech.” Government agencies and compa­
enough. web.mit.edu mixed miniature gears with common aero­ nies who provide them with the ingredients
bic bacteria in a nutritive solution. As soon of life do not know exactly how they should
as the bacteria swimming randomly through react. Politicians and researchers would be
the solution struck the gears, the gears well advised to establish ethical boundaries
began to turn in a certain direction. for DNA design as early as possible, before
The team reported that with the proper the source codes for new viruses are on the
design of the gear arrangement, the hard­ Web and every hacker can hatch his or her
working bacteria keep the machine running own organisms.
like clockwork. anl.gov

DAIMLER­TECHNICITY.COM 25

22-27_T_Spektrum_E_RZ_AL.indd 5 05.10.10 08:52

 PERSPECTIVES
philipp Jarke
Europe correspondent in
Hamburg and London for
the Zeitenspiegel interna­
tional journalist agency.
augmented reality Does anyone still
remember Second Life? Two or three years
ago, the world of the avatars was still
mega­hip, but today nobody wants to have
anything to do with it. And rightfully so. Who
wants to immerse himself in cyberspace
when he can merge the virtual world with
the real world using a smartphone? Aug­
mented reality, or digitally enriched reality,
is on its way to changing our daily lives. Take
the tennis tournament in Wimbledon, for in­
stance. Spectators could more or less look
through walls if they had installed the right
software on their telephones and aimed
them at the stadiums. A live broadcast of the
respective match then appeared on the dis­
play. Thus no one had to miss spectacular
exchanges simply because he or she went to
buy the traditional serving of strawberries
and cream. A nice gimmick.
Augmented reality will be used in the
future to solve more pressing problems, such
as the question of what nutritional informa­
tion food companies have to provide on their
packaging. In the future we may be able to
aim our smartphone at a package and in­
stantly receive an analysis of all the ingredi­
ents. Augmented reality can deliver valuable
information to us where and when we need
it. Among the leading providers is the Dutch
startup Layar. It combines the compass and
GPS functions of smartphones with hun­
dreds of databases on the Internet, enabling
the cell phone to know what we are looking
at and to find the information we want. Are
you looking for an apartment? Stroll through
your preferred neighborhood and use your
cell phone to film the buildings in which you
would like to live. Layar will then list all of
the empty apartments at these addresses.
The situation becomes critical when it’s no
longer a matter of tennis courts and build­
ings, but rather of people being researched
using face recognition. Photographs com­
bined with profiles from social networks
would reveal personal details about us with­
out our knowledge. Technical and legal
safety mechanisms are needed here so that
we don’t lose our enthusiasm for this useful
and entertaining development.
26
22-27_T_Spektrum_E_RZ_AL.indd 6
SPECTRUM
gÖteBorg, sweden
london, uk
reading, uk
Barcelona, spain
green concrete Laboratory test confirms air­
purifying action of the novel construction material.
concrete cleans tHe air (LonDon,
uK) There is hardly a modern building any­
where in the world that does not include any
concrete. The problem is that the production
of cement, one of the most important com­
ponents of concrete, releases an enormous
amount of carbon dioxide — as much as 920
kilograms of CO2 per ton of cement.
The London firm Novacem aims to
change that. “Green concrete” is expected
not only to be climate­neutral but also to
remove 100 net kilograms of CO2 from the
atmosphere per ton. Magnesium oxide rather
than lime is mixed into the cement, where
it combines with the CO2 in the air to form
carbonates and hardens. novacem.com
T
municH, germany
Hassle-free parking (barCeLona,
Spain) Will there soon be an end to the
hassle of finding a parking spot? Researchers
at the Department of Telecommunications
and Systems Engineering at the Autonomous
University of Barcelona have cooperated with
WorldSensing and the Catalonian Center for
Telecommunications Technology to develop
a system called XALOC that uses a network
of sensors to direct drivers to the nearest
parking spot.
The wireless network sends the collected
data to the drivers in real time. A portable
navigation unit enables a personalized flow
of data that prevents both traffic jams and
stress. alphagalileo.org
molecular data storage (reaDing,
uK) Chemists at the University of Reading
have succeeded in creating a synthetic form
of DNA with mammoth storage capacities.
The inspiration for this project came from
the human genome, which packs a massive
amount of information into the tiniest of
spaces.
This biochemical data storage has now
been reproduced in synthetic polymer chains
and could point the way toward a new Infor­
mation Age in which the exchange of data
takes place on the molecular level.
reading.ac.uk
05.10.10 08:52
 electric HigHWay (MuniCh, germany) Electric cars 1 External linear motor
still have one major flaw: their range. The Speedway 2 Electromagnetic field
concept of Munich industrial designer Christian Förg 3 Electric vehicle
makes this problem disappear. The road simply becomes
an electric linear motor. Integrated into the lanes of the 3

highway is a coil with whose electromagnetic field the

electric cars engage by means of a counterpart coil with­
out touching the highway coil.
The electric cars zip along for hundreds of kilometers
2
like a maglev train, and as they go they can even charge
their batteries for upcoming trips in urban traffic. Con­
ventionally powered cars can continue to drive on these
electric highways at the same time. Modification of the
highways would cost 8.5 million per kilometer. 1
christian-foerg.de

europe HIGH­TECH NEWS FROM AN INNOVATIVE REGION

“Augmented reality is changing our daily lives. In the future we
may be able to aim our smartphone at a package and immediately
learn everything about the ingredients.”
Philipp jarKe, TECHNICITY correspondent, London

1 The underwater kite from

1 2 Minesto. A figure­eight looping
motion enables higher turbine
flow.

2 A conventional system for

tidal power plants, which is
rigidly mounted in the bedrock.

kite as HydropoWer plant (gÖTeborg, Sweden) The Swedish firm Minesto is aiming to revolu­
tionize the tidal power plant sector by means of an underwater kite. Rather than being rigidly anchored in
the bedrock, the turbine is installed on a towing kite, similar to the Skysails system for container ships. The
difference is that the Minesto kite “flies” underwater. The kite is automatically steered through the ocean
current via a cable anchored in the seabed so that it performs a figure­eight loop.
The movement of the kite itself increases the velocity of the water flowing through the turbine to ten
times that of the ocean current. This allows the kite to be deployed in locations where the water flows too
slowly for conventional tidal power plants. The kite, which has a wingspan of 12 meters, is expected to
generate half a megawatt of power. The first kites are scheduled to be tested under real­world conditions
off the coast of Northern Ireland in the year ahead. minesto.com

DAIMLER­TECHNICITY.COM 27

22-27_T_Spektrum_E_RZ_AL.indd 7 05.10.10 08:52

 TeXT
Stephan WenGenroTh

FUELING THE
FUTURE?
Boosting energy efficiency and seeking out additional deposits of fossil
energy sources are no longer sufficient if we are to meet the growing global
demand for energy. The need for an environmentally friendly and low-co2
energy mix is becoming obvious. The contribution that biofuels can make
to this mix is the subject of impassioned debate.

Co2 bALANCe: weLL-To-wHeeL CALCuLATor oN THe INTerNeT

energy source Process fuel drive Compact class gasoline-powered vehicle

complete chain Vehicle only

0 5 10 15 10.2 5.3
complete chain Vehicle only
0 40 80 120 160 5.8 124
Waste wood collection > road Biomass to liquid Direct injection
> cellulose factory (BTl) diesel (DIcI) Fuel consumption in liters of gasoline
> gasification and equivalent per 100 km
diesel synthesis
> road Greenhouse gas emissions in grams of
co2 equivalent per km

Alternative drive systems are in themselves no guarantee of low-co2 mobility. The processing steps to the tank and the choice of the appropriate
drive technology are every bit as important to the audit as the combustion of the fuel. When we take all of the many options into account, the sheer
range of possible scenarios for future development makes it hard to get an overview. one way of obtaining a “push-button comparison” of the differ-
ent specific energy consumptions — and their associated co2 savings — is offered by the online well-to-wheel calculator “optiresource.” The graphic
above shows an example of such an energy chain that makes it possible to assess the overall balance of using biofuels from waste wood.

28 T

28-35_T_biofuels_RZ_E_AL.indd 2 07.10.10 06:16

 bIofueLs Vs. CoNVeNTIoNAL fueLs: A PHAse-bY-PHAse emIssIoNs ComPArIsoN
on the road to emission-free mobility, first- and second-generation biofuels are stages along the route to using hydrogen from renewable
energy sources. The fact that their use for vehicle operation results in substantially lower emissions [represented as grams of co2 equivalent
per km] than corresponding conventional fuels makes them especially interesting for the transport sector.

wTT (well to tank): TTw (tank to wheel): wTw (well to wheel):

Average value in g co2 equivalent/km to provide Average value in g co2 equivalent/km to operate Average value in g co2 equivalent/km for
the fuel in the tank the vehicle in the neDc the complete chain

Hydrogen, electricity Compressed hydrogen

From renewable energy Wind
7.6 (WTT)
+0.0 (TTW)
7.6 (WTW)

biofuels NexbTL synthetic diesel

(second generation) Sunflower oil Waste wood
From biomass –55.0 (WTT) –116.7 (WTT)
+126.8 (TTW) +126.8 (TTW)
71.8( WTW) 10.1( WTW)

biofuels Compressed biogas biodiesel (100%) ethanol (100%)

(first generation) organic waste rapeseed Sugarcane
From biomass –75.6 (WTT) –51.1 (WTT) –114.5 (WTT)
+107.6 (TTW) +136.5 (TTW) +135.9 (TTW)
32.0 (WTW) 85.4( WTW) 21.4( WTW)

Natural gas (CNG), Compressed natural gas Compressed hydrogen

hydrogen* natural gas natural gas
From natural gas 26.3 (WTT) 82.2 (WTT)
+107.6 (TTW) +0.0 (TTW)
Lower emissions, less Co2

*Made using steam reforming

133.9( WTW) 82.2 (WTW)

Conventional fuels
From crude oil

diesel Gasoline
crude oil crude oil
25.1 (WTT) 23.5 (WTT)
+131.1 (TTW) +138.8 (TTW)
156.2( WTW) 162.3 (WTW)

DAIMler-TechnIcITy.coM 29

28-35_T_biofuels_RZ_E_AL.indd 3 07.10.10 06:16

,1

SUSTAINABLE FUELS AROUND THE WORLD

GLobAL bIofueL TrAdING
A global market in biofuels has developed due to the differing regional production conditions and demand.
estimated production and consumption in 2015 (in billion liters of gasoline equivalent):

79.5
68.1
34.1
24.6

eu
ro
p

As
e

ia
7.2
3.8
No
r
th
Am
er
ic
a

Af
ric
a
an
d
m
id
dl
e
ea

3
st

0.8

49.2
Ce

Pa
nt

22.7
ra

c
ifi
l

c
an

co
d

6.8

un
so

tr
ut

1.5

ie
h

s
Am
er
ic
a

consumption in 2015 in billion liters

of gasoline equivalent

Production in 2015 in billion liters of

gasoline equivalent

THe LArGesT ProduCers of bIofueLs (IN 2008)

eu 60%
u.S. 51%
u.S. 17%
Brazil 37%
others 12%

china 4%
Indonesia 4%
eu 4%
Malaysia 3%
Brazil 2%
canada 2%
china 1%
others 2%
canada 1%

bioethanol 52.0 billion liters biodiesel 10.2 billion liters

30 T

28-35_T_biofuels_RZ_E_AL.indd 4 07.10.10 06:16

 al
ob
Gl

GrowING demANd for bIofueLs

The demand for fuel for the road transport sector will grow substantially by 2015. Biofuels will
play an ever greater role in this area. The diagram illustrates the expected regional developments,
assuming that the political situation remains unchanged.
SourceS: u.S. Department of energy, World Biofuels Production Potential (2008), FAo — Biofuels: prospects, risks and opportunities (2008), FAPrI 2008 u.S. and World Agriculture outlook

a
eu

a
a

a
ic

in
ic

di
er
er

Ch

In
Am
Am

tin
th
r

La
No

36% 37% 20% 1.7% 0.2%

33% 38% 19% 2.8% 0.4%
of global demand of global demand of global demand of global demand of global demand
41.5 Mtoe (megatons of oil equivalent)

1.5 Mtoe
0.7 Mtoe
54.5 Mtoe

20.5 Mtoe

10.4 Mtoe
18.0 Mtoe
14.8 Mtoe

15.4 Mtoe

8.4 Mtoe

0.2 Mtoe
0.1 Mtoe
10

15

10

15

10

15

10

15

10

15

10

15
20

20

20

20

20

20
20

20

20

20

20

20

DAIMler-TechnIcITy.coM 31

28-35_T_biofuels_RZ_E_AL.indd 5 07.10.10 06:16

 GASOLINE, DIESEL, NATURAL GAS:
FOSSIL FUELS REACH THEIR LIMIT
For an entire century, the question of which fuels we could use to
guarantee mobility was easy to answer. It’s also obvious why the situa-
tion cannot remain the way it is. The first reason is the fact that global
oil and natural gas reserves are in irreversible decline. To meet global
demand, it is necessary to tap deposits that are increasingly difficult
to extract. The production costs of fossil fuels will increase dramati-
cally within the next few decades.
Secondly, the need to protect the climate will have to be taken
into account in the coming years. One of the important tasks here will
be to reduce the use of fossil fuels in favor of renewable sources of
energy. For road and freight traffic, which is responsible for around 20
percent of the carbon dioxide emissions of industrial countries such
as Germany, it is therefore vital to examine all possible ways of utiliz-
ing efficient drive technologies and climate-friendly fuels. Says Stefan
Bringezu, head of the working group on biofuels of the International
Panel for Sustainable Resource Management, “Both together have the
best effect on the carbon dioxide balance.”
“Even the more advanced biofuels
can only cover a part of the demand
for fuel.”
Stefan BRINGEZU
International Panel for Sustainable Resource Management
First-generation biofuels — those that are made from the oil from
rapeseed, sunflowers or oil palms, or that are in the form of alcohol
obtained from sugarcane, corn or wheat, can theoretically reduce the
CO2 emissions of vehicles. In practice, however, positive results are by
no means guaranteed. Although it is correct that the carbon dioxide
that is released during the combustion of such fuels cannot be more
than the amount that the plants absorbed from the atmosphere during
their growth phase, this is far from the whole story. That’s because the
decisive figure is the CO2 balance calculated over the biofuel’s entire
production and processing chain.
What’s more, the overall result is also dependent on the com-
bination of alternative fuels and their appropriate vehicle technolo-
gies, such as more efficient gasoline or diesel engines, or hybrid drive
concepts. In order to decide which solutions will contribute the most
to climate protection despite this complex collection of issues, the
engineers at Daimler are participating in a whole series of research
partnerships.
One of the results is a well-to-wheel calculator — a software solu-
tion for comparing the fuel consumption and the CO2 balances of the
widest range of possible combinations of energy sources, fuel types,
and vehicle technologies. The calculated values are based on analyses
of the individual biofuels that were carried out as part of a European
study. These were “well-to-wheel” analyses — that is, they covered
the entire process chain from the production of the biomass to its
refinement and processing, and on through to the vehicle’s use of the
energy from the fuel.
However, some of the possibilities that are being investigated in
the research projects, such as the use of hydrogen-powered fuel cells,
are not yet in widespread use in road or freight traffic. In contrast,
biodiesel and plant-based bioethanol are fuels that have been well
established for a long time now.
32
28-35_T_biofuels_RZ_E_AK1.indd 6
PRICE DIFFERENCES: BIOFUEL COST PER GIGAJOULE
(€ per gigajoule)
Cellulose € 31
Wheat € 24
Rapeseed € 24
Soy € 23
Sugar beet € 22
Corn € 20
Sugarcane € 19
Jatropha € 12
JATROPHA — CHEAP RAW MATERIAL FOR BIODIESEL
Jatropha, a raw material for biodiesel, is currently being grown
on a 100-hectare site in the Indian state of Tamil Nadu. Daimler
supports this additional source of income for the farmers involved
by providing surety for small loans to cover the expenses of the
first five years. Daimler also provides a purchase guarantee.
Starting in the fifth year, the loan repayments are used to grant
loans to additional small farmers. This creates an economic
cycle that sustainably supports the economic situation of the
communities in question.
SUSTAINABLE MOBILITY:
MORE THAN JUST A BIOFUEL ADMIXTURE
The European Union’s directive concerning renewable energy, for
example, obliges fuel producers to source ten percent of their total
production of all gasoline and diesel fuels from renewable sources
by the year 2020. In current practice, this is largely accomplished
through the admixture of biofuel with conventional gasoline or diesel.
The advantage of such a process is that a fuel mixture including a
biofuel component of five to ten percent from renewable raw materi-
als can be used in conventional vehicles without the need for tech-
nological changes — nor does it necessitate a separate distribution
infrastructure.
This current admixture strategy does not, however, offer the best
way forward in the medium and long terms. That’s because vehicles
must be able to use a higher proportion of biofuels if we are to replace
increasing amounts of fossil fuels with renewable energy and thus
make the transport of tomorrow as climate-friendly as possible. The
development of suitable engine and exhaust gas treatment technolo-
gies is only one side of this story, however. At the same time, it will
also be essential to guarantee the sustainable production of biofuels
in large quantities. Furthermore, this biofuel production must lead to
substantial savings in CO2 emissions. A UNEP study of the current
biofuel situation worldwide shows that these conditions cannot be
assumed as a given.
In Brazil, sugarcane is fermented and distilled to produce ethanol.
The resulting wastes are also used for electricity generation. Com-
pared with filling up with conventional gasoline, the climate balance
of this process shows that CO2 emissions are reduced by 70 percent
T
07.10.10 17:03
 or more. The fuel used in the nexBTl fleet test conducted by Daimler
was specially certified according to sustainability criteria. There are,
however, contrasting negative examples as well. For example, when
areas of rain forest or raised bog in Southeast Asia are used to es-
tablish palm oil plantations, this not only has negative effects on the
environment, but the production of the resulting biodiesel can end up
causing more damage to the climate than a corresponding amount of
conventionally refined petroleum.
In Germany, a sustainability ordinance that has been in force since
2009 requires fuel producers to analyze and document the positive
effects of their production chains. This does not, however, address
a further problem, which becomes more controversial with biofuels’
increasing success. At present, only about 36 million hectares world-
wide are devoted to the cultivation of plants for biofuels. The harvest
of this area supplies less than two percent of the total fuel produc-
tion for vehicles around the world. however, cultivating the plants
that would be needed to produce sufficient first-generation biofuels
to replace every tenth liter of fuel used for transport purposes would
require the use of almost one-quarter of the world’s total arable land
(around 118 million of the available 508 million hectares) for energy
supply. This vision is neither sensible nor desirable in light of the in-
creasing global population and the existing food shortages in many
regions of the world.
THe NeXT GeNerATIoN:
No ComPeTITIoN beTweeN food ANd fueL
Scientists and industrial researchers around the world are therefore
searching for alternatives to the use of arable land for fuel production.
Their objective is to achieve “renewable mobility” without worsening
the problem of competition between food and fuel cultivation. one
of their results is the cultivation of a wild plant called jatropha. The
fruits of this plant have an oil content of more than 30 percent, which
makes them ideal for fuel production. At the same time, this tough and
undemanding plant can be cultivated on marginal land. It can even
be cultivated in soil that would be useless for growing food crops.
Jatropha cultivation also protects existing wasteland against further
erosion.
“We want technical solutions that
don’t distinguish between biological
and fossil fuels.”
roland doLd
Project Manager nexBTl fleet test, commercial Vehicles Advanced Development
“There are no biological raw materials that are both ecologically and
economically best suited to the production of biofuels throughout the
Source: Fachagentur nachwachsende rohstoffe e. V.
world. every region has to chart its own optimal course, paying atten-
tion to the relevant climatic and structural conditions,” says Dr. Stefan
Keppeler, a Daimler expert on the development of technology for bio-
fuels. “one point is true all over the world, however — you always need
the right well-to-wheel balance.”
Some researchers are taking a different route, for example on the
coasts of Spain and France, as well as in southern california. They are
looking to omega-3 fatty acids from algae to provide the basis for a
fuel. especially suitable types of algae store a large proportion of their
total weight as fat reserves during their growth. Both coastal waters
and land-based aquaculture — for example in desert areas — are cur-
DAIMler-TechnIcITy.coM
28-35_T_biofuels_RZ_E_AL.indd 7
rently being tried out as cultivation sites. But the promising advances
in this field are not confined to the biological feedstocks — progress
is also being made in the development of production technologies for
biofuels. This is particularly important, mainly because the solutions
for diesel drives that have been developed to date are far from ad-
equate. one of the reasons for this is that the chemical composition
of biodiesel produced from oilseeds is very different from that of con-
ventional petroleum-derived diesel.
AVerAGe ANNuAL YIeLd Per HeCTAre of CuLTIVATed
LANd
(liters of fuel equivalent / ha)
Biogas (value for biomethane) 4977 l
Biogenic hydrogen 4739 l
BTl diesel 3910 l
Bioethanol (from corn) 2440 l
Biodiesel (from rapeseed oil) 1450 l
HIGH YIeLd
Generating methane from biomass produces the highest yields
on average.
Second-generation biofuels — so-called BTl (biomass-to-liquid) fuels
— offer one solution to this problem. These are produced by generat-
ing a synthesis gas from the biological starting material in the first
process step, and then converting this gas into complex hydrocar-
bons in a subsequent synthesis process. The material produced in
this way can be refined into fuels that can be used by gasoline and
diesel engines alike. This process offers a number of advantages. not
only are the decisive chemical characteristics of the fuel it produces
almost indistinguishable from those of conventional products, but the
range of raw materials that can be used for biofuel production is also
dramatically increased. In addition to the oil fruits of the fuel plants,
the plants’ remaining biomass can also be utilized. Second-generation
biofuels thus achieve a higher yield per hectare. What’s more, other
cellulose-rich biomass such as straw from food plants or waste wood
from forestry can also be used as starting materials. nonetheless, a
whole series of development efforts will have to be completed before
this manufacturing technology becomes available at competitive costs
and on an industrial scale.
The engineers at Daimler are already working on the development
of appropriate engine technologies in parallel with the development
of these biofuels. In addition to future-oriented drive technologies for
passenger cars, the transport of goods also plays a major role. First of
all, freight transport by trucks weighing 3.5 tons and more is respon-
sible for a substantial part of the transport sector’s co2 emissions.
Secondly, diesel drive is an irreplaceable element in the long-term
future of freight transport. Although electric vehicles that run on bat-
teries or fuel cells offer options for the future in the passenger car
sector and for vans and buses, the technical developers working in
the area of efficient freight transport are focusing on diesel drives
characterized by low fuel consumption and the maximum possible
environmental friendliness.
33
07.10.10 06:16
 BIODIESEL IN GERMANY
bIodIeseL IN CommerCIAL VeHICLes
The use of biofuels in commercial vehicles offers
enormous potential for the reduction of greenhouse
gas emissions. Making use of sustainable biodiesel and
consistently improving it is extremely important in this
context. By way of comparison, more than 1.7 million
tons of biodiesel were consumed by commercial vehicles
in Germany in 2007 — and 0.96 million tons were con-
hanover
sumed by passenger cars.
bTL fACILITY IN sAXoNY
The world’s first demonstration facility for biomass-to-
liquid (BTl) fuel production is currently being put into
operation in Freiberg, Saxony. This plant uses the carbo
V method to create extremely pure, tar-free synthesis
gas, which is then converted into fuel using the Fischer-
Tropsch process. The plant can produce 18 million liters
hamburg
of BTl fuel per year from shredded wood. choren
Industries, the operating company, cooperates closely
with Daimler and VW. Technical details of the facility:
• 31.5 km of pipelines
• 5,000 measurement signals
• 181 containers and reactors
• 45 MW of thermal power

leipzig

biodiesel refinery Dresden

NexbTL fleet test cologne FREIBERG
sTuTTGArT:
Four Mercedes-Benz citaros for
Stuttgarter Straßenbahnen AG
NuremberG region:
Five Mercedes-Benz Ategos and fi ve
Mercedes-Benz Actros for Deutsche Frankfurt
Post Dhl

Production locations
mANNHeIm and Neu-uLm plants: MANNHEIM NUREMBERG
citaro production
wÖrTH plant:
Actros and Atego production
WÖRTH
STUTTGART

NEU-ULM

Munich

PILoT TrIAL wITH dAImLer buses ANd TruCKs

Since 2008, Daimler, Deutsche Post Dhl, oMV, Stuttgarter
Straßenbahnen AG, and other partners have been running a joint
pilot project to study the long-term use of nexBTl fuel in trucks
and buses. The project involves:
• 5 Ategos, 5 Actros, and 4 citaros from Mercedes-Benz
• running on environmentally friendly nexBTl diesel
• Driving a total of 3.3 million kilometers
• Saving more than 2,000 tons of co2 emissions in the process
• cutting co2 emissions by more than 60 percent by comparison
mercedes-benz Atego fleet test with biodiesel with fossil fuels

34 T

28-35_T_biofuels_RZ_E_AL.indd 8 07.10.10 06:16

 ONLY FEASIBLE TOGETHER:
THE DEVELOPMENT OF DRIVE SYSTEMS AND FUEL
DIALOGUE The Daimler engineers are making use of an interim solution that en-
ables them to test the interplay of technology and the new generation
of biofuels thoroughly and at an early stage. It involves hydrogenat-
Roland DOLD
ing the vegetable oil raw material to produce the fuel in packed-bed
Project Manager, NExBTL fleet test,
reactors with cobalt and nickel-molybdenum catalysts at 350 to 450
Commercial Vehicles Advanced
degrees Celsius and a hydrogen partial pressure of 48 to 152 bar. The
Development
chemical composition of this fuel corresponds to the composition of
future BTL fuels and that of conventional petroleum-derived diesel.
Two years ago Daimler started a fleet test using NExBTL fuel. The
test, which is being carried out together with Deutsche Post DHL, the
Daimler produces vehicles, not fuel. Why are
energy company OMV, Stuttgarter Straßenbahnen AG, and other part-
you nevertheless participating intensively in the
ners, covers all of Germany and is scheduled to run until 2011. The
development of biofuels?
initial results, which were obtained after one year and the first million
Strategic approaches in the area of biogenic fuels are
kilometers driven, not only demonstrated that this biofuel can fully
currently being discussed by lawmakers, petroleum
replace petroleum-derived diesel, but also showed that thanks to the
companies, and automakers. In particular, the ongoing
stringent sustainability criteria for the palm oil cultivation, the CO2 bal-
discussion concerning CO2 is having a dramatic effect on
ance achieved excluding the energy used for the manufacture of the
possible scenarios for the future of energy. The NExBTL
fuel was close to neutral. Furthermore, the high purity and quality of
field test is about increasing our know-how regarding the
the biofuel led to a significant reduction of the emissions of nitrogen
behavior of new types of biofuel in the real world, ensur-
oxides compared to normal diesel. However, the field trial is not only
ing the technical suitability of our vehicles for use with
intended to show how today’s freight transport can be made more
such fuels, and supporting the ongoing product strategy
environmentally friendly. The engineers at Daimler are also making
process at our company.
further use of the results, especially in the development of future ve-
hicle generations. The results are helping them optimize engine tech-
What will that look like in practice?
nology and exhaust gas systems for commercial vehicles, which will
Will we already have to choose between filling
not only have to meet the Euro VI standard when it comes into force
up with biofuel or getting gas at the conventional
in January 2015, but will also have to take account of other stringent
fuel pump when we buy the vehicle?
environmental targets for the commercial vehicle sector.
Not at all. Our customers will continue to have their
Biofuel production is another area in which researchers are work-
rightful claim to a simple, comprehensive, and reliable
ing on solutions for a long-term and sustainable answer to the world’s
energy supply for their vehicles. This means that gener-
mobility requirements. With the BTL process, for example, it should
ally applicable fuel standards must continue to exist in
become possible to produce fuel from a wide range of waste products.
the future. We already have a biogenic component in
In principle, any kind of animal or vegetable biomass can be used
today’s “standard diesel,” which can be used without
for the production of second-generation biofuels. Regardless of which
any restrictions. A large part of the current discussion
starting material is used, the resulting product is a fuel of high and
is concerned with the role that will be played by these
consistent quality that can be used not only as an admixture but also
biogenic components in the future. Of course, future fuel
in its pure form.
grades must be usable without any limitations, in order
to ensure standardization.

Why are biofuels such an important issue for the

commercial vehicle sector?
This is because the extremely efficient diesel engine
will be irreplaceable for driving heavy-duty commercial HYPERLINK
vehicles in the foreseeable future. Biogenic fuels can
make a contribution to improving the CO2 balance in this
You’ll find further information related to this article at:
SOURCE: Fachagentur Nachwachsende Rohstoffe e. V.

sector — while simultaneously meeting strict exhaust

gas standards and maintaining their extremely high fuel
efficiency.
daimler-technicity.com/biofuels
including the following features:
• BACKGROUND Converted to biogas: Commercial vehicles with environmentally
friendly drives
• INTERVIEW An expert’s perspective on the opportunities for biofuels:
Stefan BRINGEZU, International Panel for Sustainable Resource Management,
talks about the results of his studies
• BACKGROUND The well-to-wheel calculator: How does your fuel mix add up?

35

28-35_T_biofuels_E_AK2.indd 9 07.10.10 13:55

 ANALOGY
2 HIGH-GAIN ANTENNA Focuses the
transmitted and the received signals for
communicating with the ground station.
4 STAR TRACKER Determines the probe’s
position in space by recognizing nearby
3 stars.

5
SOLAR ARRAY Energy is generated by a
solar array almost 20 meters wide.

XENON TANK Fuel is carried in a high-

pressure container with a titanium seal.

ION PROPULSION SYSTEM Supplied

with electricity from the solar array.

2
3

Project start Weight Launch Propulsion system Efficiency Additional features Energy generation Electrical output

2007 Mass at launch: 1.1 t Launch by Delta II Three ion thrusters Ten times more effi- Conventional hydrazine Photovoltaics Solar array with 10 kW
(of which 425 kg was 7925H booster rocket, supplied with electricity cient than conventional rockets are used to of output at the time
contained in the xenon which accelerated it to from a solar array rockets. Lower costs enter orbit of launch
tank) 11.4 km/s, after which due to the need for
the probe switched to less fuel
ion propulsion

Dawn Space Probe

During its mission of studying the birth of the solar system, the NASA spacecraft gets
the energy for operating its propulsion system from solar panels. Dawn is the first space
probe that can travel to and orbit more than one body in space. To accomplish this, the
spacecraft switches from non-conventional ion propulsion to conventional chemical
rockets, making Dawn a hybrid in space.

36 T

36-37_T_analogie_E_RZ.indd 2 05.10.10 08:56

 2 HIGH-VOLTAGE WIRING Composed
of several copper cores (alternating
current in the hybrid system). Individually
insulated and jointly shielded. 4

1
5
ELECTRIC MOTOR/GENERATOR
Integrated into the transmission housing.
Serves as a motor when propelling the
3 INVERTER As the link between the motor and
vehicle and as a generator when braking.
the battery, the inverter converts alternating
current and direct current when the battery is
CONTROL SYSTEM Hybrid control mod-
being charged or discharged.
ule (HCM) for controlling and monitoring HIGH-VOLTAGE BATTERY Modular
the hybrid components. lithium-ion technology with demand-
driven air cooling.

4 2
3 5

Project start Weight Start Propulsion system Efficiency Additional features Energy generation Electrical output

2008 Gross vehicle Smooth start with the Parallel diesel-electric Hybrid technology with The electric motor recovers braking Maximum output of
weight: 12 t electric motor; the die- hybrid drive: four- engine start/stop supports the combus- energy (regeneration) 44 kW and 420 Nm of
Payload: 5.1 t sel engine takes most cylinder engine and systems substantially tion engine when and coasting (without torque
of the drive load once electric motor cuts fuel consumption driving and produces hitting the gas pedal)
the truck accelerates and emissions, which fuel savings
above a walking pace fall by 10 to 15%

Mercedes-Benz Atego BlueTec Hybrid

The challenging mission of the Mercedes-Benz Atego BlueTec Hybrid is to provide a
production-ready solution for efficient, low-emission distribution. Thanks to its design
as a self-sufficient system, the Atego BlueTec Hybrid does not require any special
charging infrastructure, which means it has complete operational flexibility.

DAIMLEr-TECHNICITy.CoM 37

36-37_T_analogie_E_RZ.indd 3 05.10.10 08:56

 A Daimler Brand

Science fiction. Without fiction.

The B-Class F-CELL comes with the innovative fuel cell system from Mercedes-Benz. The electric
vehicle is powered solely by the chemical reaction of hydrogen and oxygen. This means that the
B-Class F-CELL can go as far as 400 kilometres without producing any local emissions – apart from
heat and water vapour. BlueEFFICIENCY is our way to emission-free mobility. Now available in
over 85 Mercedes-Benz models. Fast forward to tomorrow. www.mercedes-benz.com/blueefficiency

Fuel consumption urban/extra-urban/combined:

1.01/0.94/0.97 kg H₂ /100 km; CO₂ emissions: 0.0 g/km.
Figures do not relate to the specific emissions or fuel consumption of any individual vehicle, do not
form part of any offer and are intended solely to aid comparison between different types of vehicle.

08-09_T_Opener_E_RZ_AL.indd 4 05.10.10 08:42

216x279BE_B_FCell_EN.indd 1 17.09.2010 14:20:51 Uhr
 • Produkt: B-Klasse FCell“
• Titel/Objekt: Technicity
• Kunde: Mercedes-Benz
• 216 x 279 mm

• 4c
•
• 13404/23/10003/07
• DTP Thomas -1144
• Jung v. Matt

Revolution innovation navigation

all over the world, researchers and engineers are optimizing the potential of fuel cell technol-
ogy. Together with hydrogen as an energy carrier, fuel cells will be an essential pillar of the
third industrial Revolution, according to Jeremy rifkin, President of the foundation on
economic Trends (foeT). (page 40)

Products from all application areas are becoming more lightweight; in the product design
process, every gram of the weight of an innovation is critically examined. one of the
reasons for this is the need to cut costs and save energy. The basic principle is “Use the right
material in the right place.” (page 62)

The increasing importance of technology in daily life is changing the way space is used in cit-
ies. The more data is electronically registered in cities, the easier navigation becomes
through “sensor-controlled” city neighborhoods. carlo raTTi, a professor at the SenSeable
city lab of the massachusetts institute of Technology (miT), talks about his vision of the
interaction between sensors and human beings. (page 68)

Daimler-TechniciTy.com 39

08-09_T_Opener_E_RZ_AL.indd 5 05.10.10 08:42

:51 Uhr
 Proton-conducting
membrane
At the heart of a fuel cell is an ultra-thin, proton-
conducting membrane that looks like a black plastic
foil. These membranes, which separate gaseous
hydrogen and oxygen, are individually housed within
bipolar plates.

Membrane-electrode assembly (MEA)

consists of a proton-conducting membrane coated
on both sides with catalysts for electrochemical
energy generation. Both sides also have a gas
diffusion layer to ensure that hydrogen and oxygen
are available for power generation at every part of
the membrane.

The bipolar plate

Fuel cell gaskets
seal off the reaction chambers for hydrogen and
air from each other and from the environment.
These gaskets also seal off the coolant so
that the fuel cell can operate safely at variable
pressures.
ensures a uniform supply of hydrogen and air
to the membrane-electrode assembly (MEA).
Coolant flowing through the interior of the
bipolar plate removes heat from the cells
and keeps the MEA at the proper operating
temperature.

40 T

40-55_T_H2_RZ_E_AL.indd 2 05.10.10 09:03

 TExT PhoTogrAPhy
Peter ThoMAs stefan hohloCh

Fuel cell
Future

TEchnologicAl rEvoluTion Fuel cells can already be found everywhere — in laptops,

streetcars, airplanes, heating systems and, above all, in automobiles. The huge potential
fuel cells offer as efficient and versatile energy converters is now fully recognized. in fact,
fuel cell technology is closer to the mass production stage than it has ever been before.

TEchnology From the vision to
fundamental research and the final
drive concept — the fuel cell between
revolutionary everyday use and fasci-
nating future technology.
PAgE 44
SySTEM The drive system consists
of an electric motor, a battery, and a
fuel cell. An overview of the interplay
between the high-tech elements in
Mercedes-Benz F-CEll vehicles.
PAgE 48
inFrASTrucTurE From the pro-
duction plant to the tank. how will
hydrogen be used today and tomorrow
as an energy carrier?
PAgE 50
ExPErT viEW Jeremy riFkin, Presi-
dent of the Foundation on Economic
Trends (FoET), explains why fuel
cell technology and hydrogen could
serve as the cornerstones for a third
industrial revolution.
PAgE 54

DAiMlEr-TEChniCiTy.CoM 41

40-55_T_H2_RZ_E_AL.indd 3 05.10.10 09:03

 cell stack

the Fuel cell StacK

The fuel cell stack consists of alternating layers
of bipolar plates and membrane-electrode
assemblies. The stack’s height depends on the
The cells are arranged in stacks. hydrogen reacts desired electric charge to be achieved.
with air in each cell to generate electric current.
The only locally produced emission from the fuel cell
is water vapor.

Air inlet
Air is drawn into the fuel cell through
the opening. The air outlet is analogously
located at the edge of the end plate.

hydrogen outlet
hydrogen flows out of the cell from here
and into the recirculation system. The
hydrogen inlet is analogously located at
the edge of the end plate.

hoW A FuEl cEll WorKS

The membrane is coated on both sides with a
catalytic layer made of platinum and carbon. These
catalytic layers are topped with a gas diffusion layer
(GDl) that ensures that the hydrogen gas and air are
uniformly distributed on the surfaces of the cell. The
fuel cells themselves are enclosed by the so-called
bipolar plates. These metal plates are structured
with channels for the gas exchange and also serve
simultaneously as electrodes and cooling elements.
hydrogen is fed to the anode of the cell, while
compressed air flows to the cathode, supplying the
oxygen required for the reaction. Fine water ducts
located in the bipolar plates are used to cool down
the cell. hydrogen and air provide the cells with the
ingredients they need to bring about the continu-
ous chemical reactions that supply the vehicle with
energy. The catalytic coating of platinum and carbon
excites the hydrogen in such a way that it reacts with
the oxygen to form water. During this process, the
protons bond with the oxygen through the membrane,
while the electrons from the hydrogen generate a
direct current, which flows from the anode to the
cathode. it is this electric energy that is actually used
to drive the electric motor.

42 T

40-55_T_H2_RZ_E_AL.indd 4 05.10.10 09:04

 End plate
The end plate is used to draw the electric
current and also serves as an interface for the
supply of the reaction gases and the coolant.

clamp
The fuel cell stack is pressed together at high
pressure and then clamped in order to minimize
electrical contact resistances in the cell stack
and ensure that all of the cells are sealed.

Energy
p or
va
er
at
W
h2

h2 (hydrogen)

o2 (oxygen)
En
er
gy

o2
co
nv
er
si
on

)
ive

ve

EM

er
lys

lys
h

o
2

at
iti
ta

ta
at

(P

(w
os
ca

Ca
eg

e
(p

o
ly t
(n

d
an

de

h
2
ro
e
od

ct
o
e

th
an

Ele
An

Ca
br
em
M

DAiMlEr-TEChniCiTy.CoM 43

40-55_T_H2_RZ_E_AL.indd 5 05.10.10 09:04

 technology
Fuel cells represent a fascinating future technology that is al-
ready revolutionizing the areas in which it is used. The technol-
ogy is now closer than ever before to integrated application in
production vehicles.
viSionAry rEAliTy Advanced hydrogen technology applications,
such as the use of Direct Methanol Fuel Cells (DMFC) in laptop com-
puters, or the operation of a solid oxide Fuel Cell (soFC) as a private
household power plant, are already a reality today. Though the various
technologies differ, their principle of operation is the same: An energy
carrier (such as hydrogen, natural gas, or methanol) reacts in the fuel
cell with oxygen from the ambient air, generating electricity and heat
in the process. The Proton Exchange Membrane Fuel Cell (PEMFC),
which is particularly suitable for use with automobile drive systems,
functions in the same manner. This type of fuel cell runs on hydrogen
and emits only water vapor.
Fuel cells form a young, global technology market that is growing
strongly across a wide range of sectors. The importance of this tech-
nology for industry is increasing as more and more fuel cell prod-
ucts move from the development to the mass production stage. The
main goal for the coming years is to increase the service life of fuel
cells and lower their cost. Although these new energy converters are
now fascinating the entire world, the electrochemical principle they
are based on was actually discovered in 1839 by William r. Grove.
however, it wasn’t until the last 20 years or so that major research
advances were achieved and fuel cells became suitable for everyday
applications. The technology is benefiting from these developments
— and fuel cells are on their way to becoming a key technology for the
21st century.
The most environmentally friendly fuel cells are powered by hydro-
gen — number 1 in the Periodic Table and also the simplest and most
common element on our planet. on Earth, hydrogen normally exists as
a gas whose molecules contain two atoms, which is where the abbre-
viation h2 comes from. These molecules are small and light and have a
high energy density. hydrogen fuel thus forms the key to a sustainable
energy cycle: Electrolysis is used to separate hydrogen from the water
in which it is contained in a process that converts electrical energy
into chemical energy. Electrical energy can then be generated again
when hydrogen and oxygen combine to form water, as this process
reversal produces electricity and water vapor. Fuel cells offer the most
efficient way to exploit hydrogen in this manner.
globAl rESPonSibiliTy hydrogen can be used an infinite num-
ber of times, which means it can be obtained anywhere by “splitting
water” with the help of electricity from conventional or — even better
— renewable sources. This can be done with electricity obtained on-
site — for example, at a wind park located next to an electrolyzer — or
with energy generated from renewable sources and supplied by the
power grid.
These are the key elements of a hydrogen-based economy that
will achieve a new level of quality in terms of supplying people around
the world with energy for electricity, mobility, and communication
systems. The new level of quality will take the form of significantly
lower emissions and independence from fossil fuels and raw materi-
als — particularly when it comes to individual and collective mobility
44
40-55_T_H2_RZ_E_AL.indd 6
with vehicles. More specifically, it will be possible to produce electric
cars powered by fuel cells, like the B-Class F-CEll from Mercedes-
Benz. These vehicles will leave conventional technologies from past
decades in the dust — and are in fact already beginning to do so
today. The B-Class F-CEll is a highly focused expression of ex-
traordinary expertise and years of research and development work.
“Daimler occupies an outstanding position in the international fuel
cell sector, and we’re already clearly the best as far as certain as-
pects of the technology are concerned,” says Christian Mohrdieck,
a physicist who serves as the Director of Fuel Cell and Battery Drive
Development at Daimler.
in Germany, operating a vehicle adorned with the distinctive
F-CEll label is extremely easy. First, you fill up at one of the still rare
hydrogen stations — and after two or three minutes, your tank is full of
hydrogen gas pressurized to 700 bars. Then you get into the vehicle,
turn the key, drive off, and enjoy the performance of the 100-kilowatt
(kW) electric motor with its impressive torque. Anyone who has been
privileged to drive such a vehicle doesn’t suspect for a moment that he
or she is driving something that was once considered an experiment
at the limits of feasibility.
“Daimler occupies an outstanding
position in the international fuel cell
sector.”
christian MohrdiEcK
Director of Fuel Cell and Battery Drive Development
rEvoluTionAry EvErydAy uSE it is exactly this intuitive opera-
tion of the Mercedes-Benz B-Class F-CEll that marks a new revolution.
After all, cutting edge, state-of-the-art systems like fuel cells can only
be used on a broad basis in the automotive sector if they fulfill custom-
er requirements for performance and ease of use. The Mercedes-Benz
B-Class F-CEll meets these requirements, and also offers the range
and top speeds customers demand. Mercedes-Benz will begin deliver-
ing the first B-Class F-CEll models to customers in Germany, north
America, and norway in 2010. These customers will then be able to
experience the performance offered by an electric drive powered by
a fuel cell under everyday conditions. The B-Class F-CEll’s journey
around the world begins in sindelfingen, Germany, where the vehicles
are assembled in a small-batch production process. The F-CEll pro-
totypes manufactured over the last few years were built in nabern in
southern Germany. At the moment, five B-Class F-CEll vehicles are
waiting in the production hall to be delivered. There’s plenty of light
to accentuate their paint jobs, and the factory halls and floors are
painted in light colors, making the room look almost like the pit of a
Formula one racing team. The ambience is appropriate because the
Mercedes-Benz B-Class F-CEll is like a silver Arrow without the roar
of the engine. in fact, because there’s no combustion in the drive unit,
the vehicle is completely quiet.
People will have to get used to this, as the whispering tone will
be a trademark of our future electric mobility. The quiet and powerful
T
05.10.10 09:05
 hydrogen tanK
Pressurized gas tanks encased in carbon fiber store
hydrogen in the vehicle floor at 700 bars. The hydrogen
is fed to the fuel cell for energy conversion via special
safety valves and pipes.

The valve unit

consists of a cutoff valve located between the
pressure tank and the piping system, a tempera-
ture sensor in the pressure tank, a high-pressure
sensor, and a safety fuse to protect the pressure
tank in the event of a fire.

The service connection

is used to withdraw gas when the tank is
serviced.

hydrogEn/chEMiSTry

hydrogen is the most common element in our uni-

verse, which is why it can be found everywhere. on
Energy
the Earth, it is contained mostly in compounds rang-
ing from water to various solids. however, in order to h 2o
be used as an energy carrier in a fuel cell, hydrogen Electrolysis

must be in its elementary form as a gas or liquid.

El
ec
tro
lys
si

Pure hydrogen can be produced by electrolysis. here,

electrical energy is used to split water molecules into
their hydrogen and oxygen components. Electrolysis
offers great opportunities for utilizing electricity from
o

le

s
ga
h
2

cu

sources such as the wind or the sun, in which case

ole

h
2
mr
te

hydrogen can serve as an energy storage medium

wa
lit

that enables electricity production to be temporally

sp

decoupled from demand.

DAiMlEr-TEChniCiTy.CoM 45

40-55_T_H2_RZ_E_AL.indd 7 05.10.10 09:05

 drive systems in electric vehicles equipped with fuel cells are the same
as those employed in battery-electric cars. The only difference is that
hydrogen can provide the energy to keep the electric motor running
longer, giving the vehicle a much greater range. The Mercedes-Benz
B-Class F-CEll does have a lithium-ion battery. however, like the bat-
teries in a conventional full hybrid vehicle, it is only used for rapid
initial acceleration, compensating load peaks when accelerating, and
storing energy recovered from braking. The Mercedes-Benz B-Class
F-CEll is thus a fuel cell-hybrid vehicle. Because the battery covers
load peaks, the fuel cell can be operated at a very high level of effi-
ciency more frequently and for longer periods. This, in turn, ensures a
longer service life for each stack.
B-Class F-CElls are given their first tank of fuel directly at the
Mercedes-Benz plant. The nearest h2 filling station after that is lo-
cated at stuttgart Airport. There’s also a hydrogen station in nabern,
where a snow-white pressurized tank rises up into the sky like an ex-
clamation point in front of Teck Castle, which can be seen on the
horizon in the distance. The tank stores the hydrogen that flows down
to the filling station pumps when needed.
SEcurE SuPPly Although not too many people know it, more hydro-
gen is available today as an energy carrier than is being consumed. “A
plentiful source has existed for some time now: the hydrogen that the
chemical industry generates as a waste product. The höchst indus-
trial park near Frankfurt alone produces 30 to 50 million cubic meters
of hydrogen every year. Today, enough hydrogen is generated as an
industrial byproduct worldwide to fuel 750,000 vehicles,” says Ar-
wed niestroj, a physicist who is head of Fuel Cell Fleet operations at
Daimler and is responsible for Daimler’s worldwide fleet of hydrogen
buses, vans, and passenger cars. niestroj knows better than practi-
cally anyone how to supply vehicles with hydrogen and ensure they are
regularly and properly maintained. To ensure demand doesn’t exceed
supply in the future, advances need to be made in the industrial pro-
duction of hydrogen, which could end up being a key energy carrier
for the transport sector by 2050. The latter conclusion was contained
in the final report published in 2009 for the “Germanhy” study com-
missioned by the German Ministry of Transport, Building and Urban
Development (BMVBs) in cooperation with the national organization
hydrogen and Fuel Cell Technology (noW).
The automotive industry is at the cutting edge of developments
here and Daimler is one of the world’s leading automakers when it
comes to fuel cell drive expertise and experience. “Process function-
FuEl cEll rESEArch And dEvEloPMEnT AT dAiMlEr
Daimler begins conducting research into nEcAr 2
the use of hydrogen as an energy source for
vehicle drive systems.
1980 1994 1996
conceptualization and feasibility studies
nEcAr 1
46
40-55_T_H2_RZ_E_AL.indd 8
ality has reached maturity and the associated vehicles are completely
ready for everyday use,” says Mohrdieck. so the objective now is to
improve the economic efficiency of fuel cells. Mohrdieck is convinced
that once scientists and engineers achieve this goal, Daimler will be
able to offer a broad spectrum of fuel cell vehicles ranging from pas-
senger cars to trucks in five to ten years’ time.
“optimization of the fuel cells in order
to reduce series-production costs is
currently the most important goal.”
Andreas TrucKEnbrodT
Managing Director of the Automotive Fuel Cell Corporation (AFCC)
Cables, tubes, and measuring devices surround a fuel cell system oper-
ating at full steam. Engineers are already putting next-generation fuel
cell drives through their paces on test stands at nuCellsys in nabern.
The Managing Director of the wholly owned Daimler subsidiary, Mas-
simo Venturi, says the new drive system will be more compact, more
powerful, and more versatile than the current technology employed in
the Mercedes-Benz B-Class F-CEll. some 40 kilometers outside of
nabern, specialists in sindelfingen are assembling the drive system for
the current Mercedes-Benz B-Class F-CEll model series. The process
is clearly structured, as the small-batch production system is based on
the lean manufacturing concept, says Venturi. This concept will also
be employed for series production in coming years. low-temperature
Proton Exchange Membrane Fuel Cells (PEMFC) represent the system
of choice for automotive applications. Daimler has also been using
PEMFC units since it built its first test vehicle in 1994 — the nECAr 1.
At the center of each PEMFC is a 15 to 20-micrometer-thick proton-
conducting ion membrane, which is responsible for the controlled
chemical bonding of gaseous hydrogen and oxygen. This is why this
fuel cell’s operation is also referred to as “cold combustion.”
At the heart of the system is the stack, which consists of 200 to
400 individual fuel cells that are piled on top of one another inside
a splash-proof encasement. The stacks are developed in Vancouver,
Canada, by the Automotive Fuel Cell Corporation (AFCC), a joint ven-
ture between Daimler, Ford, and Ballard Power systems. “Daimler
owns 50.1 percent of the company and now manages the industrial
nEcAr 3 nEcAr 4 Advanced nEcAr 5
1997 1998 1999 2000 2001
nEbuS Sprinter F-cEll
T
05.10.10 09:05
 processes,” says AFCC Managing Director Andreas Truckenbrodt,
who adds that the most important goal at AFCC is to further optimize
the fuel cells in order to cut series-production costs. Truckenbrodt be-
lieves the best way to achieve this goal is through higher unit volumes
and advances in materials research and manufacturing processes.
That’s why AFCC wants to lower the platinum content in the catalyst
coating, reduce the size of the stacks, and convert the assembly pro-
cedure from manual prototype production to industrial processes. “if i
want to build 10,000 stacks a year over the medium term, i can’t pile
up 250 cells by hand for each unit,” says Truckenbrodt.
“During the last ten years, the reliable
cold start marked a milestone in fuel
cell development.”
Massimo vEnTuri
Managing Director of nuCellsys Gmbh
According to Venturi, a great deal of Daimler fuel cell expertise is
contained in the stacks and the systems around them. This expertise
was gained through years of extensive development activities that ul-
timately solved the conceptual problems initially associated with fuel
cell systems. During the last ten years, the reliable cold start marked a
key technology milestone in fuel cell development, says Venturi.
At least as important was the integration of the stack into the
overall system and the development of a system operation strategy.
That’s because even technically identical fuel cell systems used in
the same vehicle may be operated and controlled in accordance with
different strategies. This is true of the Mercedes-Benz Citaro Fuel-
CEll-hybrid, for example, in which two passenger car fuel cell sys-
tems are directly connected. This approach will also play a key role
in the introduction of fuel cell drives for commercial vehicles. The
fuel cell technology sector is an exciting and dynamic field, which
is why Daimler research and development departments work hand
in hand on fuel cell systems. Among other things, this enables the
knowledge gained from fundamental research to quickly flow into se-
ries-production applications. The scientists and engineers involved
respect the challenges they face: “We know now that the automotive
industry initially underestimated the complexity involved when you
A-class F-cEll F 600 hygEniuS
2002 2003 2004 2005 2006
Fleet test under normal everyday conditions
citaro F-cEll Sprinter F-cEll
DAiMlEr-TEChniCiTy.CoM
40-55_T_H2_RZ_E_AL.indd 9
use a fuel cell and a battery in a vehicle,” says Mohrdieck. in his
opinion, the problem was probably due to a lack of communication
between experts in different sectors. For example, chemists were
unaware of what automakers required, while vehicle experts first
needed to become acquainted with the principles of electrochemis-
try. however, as Mohrdieck explains, over the last few years the vari-
ous groups have come up with solutions that now allow high-quality
electric drive systems to be produced in large unit volumes, although
development costs are still too high.
ATTrAcTivE SuSTAinAbiliTy Electric mobility is environmentally
friendly and fun. innovation, driving enjoyment, and ecological re-
sponsibility in one vehicle — that’s what makes Peter Fröschle’s job
easier. Fröschle is a technical cyberneticist and head of the Fuel Cell
Market Development department at Daimler. in this capacity, he is
responsible not only for fuel cell vehicle market launches but also for
supporting research projects and fleet trials.
“no one’s afraid of the new technology anymore,” says Fröschle,
adding that customers today have a lot more faith than they used to
in electric drives powered by fuel cells. While this heightened trust
is in part a result of long-term preparation for the launch of fuel cell
vehicle series production, according to Fröschle there’s also another
reason: it’s now possible to design a fuel cell car based on hydrogen
that meets the demands of today’s customers. By this he means a
range of up to 400 kilometers — with just four kilograms of gaseous
hydrogen in the pressurized tanks — short refueling times, and the
great driving dynamics offered by modern fuel cell drive systems. But
fuel cell technology must become cheaper if it’s going to establish
itself over the medium term as one of the most important automotive
drive systems for everything from the compact class to the premium
segment, says Fröschle. higher unit volumes will accomplish a great
deal here.
The biggest challenge, however, lies in further optimizing the fuel
cell system, according to Fröschle. This is not as difficult as it sounds
because fuel cells still offer enormous potential in terms of improved
output and lower costs. After all, the development opportunities are
much less exhausted than is the case with the automobile technolo-
gies that have been around for more than 100 years. in any case,
experts have no doubt that fuel cell technology will be with us for quite
some time to come: “The opportunities for fuel cells — especially in
terms of development and new market penetration — will be huge over
the next ten years,” says Mohrdieck.
A-class F-cEll Advanced b-class F-cEll
2007 2008 2010
Market launch
citaro FuelcEll-hybrid hySyS Sprinter F-cEll
47
05.10.10 09:05
 Fuel cell SyStem
ThE MErcEdES-bEnz b-clASS F-cEll

The lithium-ion battery

not only stores electrical energy from the fuel cell
system and from regenerative braking, but also
provides support during acceleration.

The electric motor

drives the vehicle via the front axle.
it gets its energy from the fuel cell stack
and the battery.

hydrogen tanks
store hydrogen in special pressurized
gas containers at approx. 700 bars.
The fuel cell stack
consists of fuel cells arranged on top
of one another. hydrogen reacts
with oxygen from the air in each cell
to produce an electric current.

The hydrogen tanks and all key components are housed Mercedes-benz b-class F-cEll facts and figures
in the sandwich floor below the passenger compartment in the • Maximum output: 100 kW
B-Class F-CEll. The additional high-voltage battery is located • Torque: 290 nm
in the trunk. The electric motor and cooling unit are mounted • range: approx. 400 km
in the engine compartment. The B-Class F-CEll can travel an • Fuel consumption (diesel equivalent): 3.3 l/100 km
impressive 400 kilometers on a full tank of hydrogen.

48 T

40-55_T_H2_RZ_E_AL.indd 10 05.10.10 09:05

 FuEL CELL CoMpEtEnCE nEtwork and FLEEt triaLS on Four ContinEntS (1994–2010)

k
ec

or
ra
oj

tw
og
pr

ne
pr
n
tio

ce
d
te

n
ra

or

te
st

pe
pp
on

m
su
m

co
-
De

te
a
St
Canada, vancouver.
automotive Fuel Cell Cooperation (aFCC) Eu, Brussels.
Fuel cell stack research and development Funding provider: european commission
program: Fuel cells and Hydrogen Joint Technology
u.S., California. Initiative (JTI) Japan, tokyo.
EuropE.

CHina, Beijing.

HydrogEn initiativES.
u.S., washington.
Funding provider: Department of energy (Doe) H2 MOBILITY (Germany)
gErMany, Berlin. • Major industrial companies are drawing
program: Fuel cell Vehicle & Hydrogen Infrastructure
Funding provider: German Ministry of Transport, Building and up a plan for the establishment of a
Demonstration & Validation Program
urban Development full coverage hydrogen infrastructure
kamenz. program: National Innovation Program Hydrogen and Fuel cell • until end of 2011: Planned expansion
Li‑tec Battery gmbH Technology (NIP) of the H2 filling station network
Development and production of battery cells • Leading automotive companies are
deutsche accumotive gmbH & Co. kg SingaporE. also working on the commercialization
Production of cell modules and lithium-ion batteries of electric vehicles equipped with fuel
nabern. cell drives
• nuCellSys gmbH CALIFORNIA HYDROGEN HIGHWAY (U.S.)
Development/production of a fuel cell system • cooperation between automakers,
1|Sindelfingen, 2|rastatt, 3|Mannheim.
• daimler ag (Fuel Cell & Battery drive development, energy utilities, and authorities within the
daimler ag
group research & advanced Engineering) california Fuel cell Partnership (cAFcP)
Vehicle development and production
Fuel cell, battery-electric vehicle powertrain • Provision of funding by the california
• deutsche accumotive gmbH & Co. kg authorities (cArB, cec) for the estab-
Development of a lithium-ion battery lishment of approximately 20 H2 filling
auStraLia, perth.
stations

dEMonStration proJECtS
u.S. Hydrogen to the Highways, california aSia HyFLEEt:CutE China, Beijing Sinergy EdB project, Singapore Japanese Hydrogen and Fuel Cell
program (JHFC), Tokyo auStraLia HyFLEEt:CutE perth, Perth EuropE zero regio project, Frankfurt a. M. and Mantova (Italy) | HyFLEEt:CutE, London,
Madrid, Barcelona, Amsterdam, Luxemburg, Hamburg, Berlin, reykjavík | H2movesScandinavia, oslo | Clean Hydrogen in European Cities (CHiC), various cities in europe
| Clean Energy partnership (CEp), Berlin, Hamburg = completed

MarkEt tEStS: FLEEt triaLS For MErCEdES‑BEnz F‑CELL vEHiCLES (1994–2009)

60 F‑CELL vehicles driven by customers 36 buses in Europe, australia, and China 3 Sprinters in Europe and the u.S.
Distance driven: approx. 2,050,000 km Distance driven: approx. 2,120,000 km Distance driven: approx. 64,000 km
Total hours of operation: approx. 60,000 Total hours of operation: approx. 139,000 Total hours of operation: approx. 2,400

rEady For MarkEt: tHE CurrEnt rangE oF MErCEdES‑BEnz F‑CELL vEHiCLES

B‑Class F‑CELL compact, powerful, safe, and Citaro FuelCELL‑Hybrid The quiet, economical, HySyS Sprinter F‑CELL Daimler is underscoring
ready for everyday use. The first electric fuel cell and emission-free Mercedes-Benz citaro FuelceLL- the importance of alternative drives for the trans-
Source: Daimler AG

passenger car from Daimler manufactured under Hybrid makes city life more pleasant. In 139,000 port sector with the HySyS Sprinter. The electric fuel
series production conditions. In early 2010, Daimler hours of operation since 2003, 36 Mercedes-Benz cell van, which was developed on the basis of the
began delivering the first B-class F-ceLL models citaro buses equipped with fuel cells have covered Mercedes-Benz Sprinter minibus, has an extremely
to customers in europe and the u.S. more than two million kilometers on three continents. efficient drive system.

DAIMLer-TecHNIcITy.coM 49

40-55_T_H2_RZ_E_AL.indd 11 07.10.10 08:48

 Infrastructure
In order to ensure a flexible, demand-oriented supply of energy
based on hydrogen, it will be necessary to establish an effi-
cient infrastructure. But where will the hydrogen come from?
THE HYDROGEN NETWORK Hydrogen offers the best development
potential for use as fuel in those areas where the establishment of a
supply infrastructure is both logical and feasible. In other words, it all
has to start in major metropolitan areas.
This plausible conclusion also emerged from a study entitled
“Where Will the Hydrogen in Germany Come from by 2050?” The goal
of the study, which was published in 2009 as the final report for the
“GermanHy” project, was to draw up a hydrogen road map for Ger-
many while taking into account factors such as resource availability,
energy efficiency, costs, carbon dioxide (CO2 ) reduction potential, and
import dependency. The report also examined the prospects for mak-
ing hydrogen available as an energy carrier in Germany between now
and 2050.
The study concluded that hydrogen offers tremendous potential
as a fuel. According to one of the scenarios examined, hydrogen could
cover 40 percent of Germany’s total energy requirement in the trans-
port sector by 2050. The two other scenarios that were also examined
assumed that hydrogen would account for up to 23 percent of energy
production in this sector.
The researchers who came up with the scenarios assumed a pat-
tern of distributed demand when making their forecasts. This presup-
poses the rapid expansion of the filling station infrastructure with low
utilization at the beginning, followed by a rapid initial increase in de-
mand in large metropolitan areas and along major highway routes.
However, the authors of the study also pointed out that hydrogen must
also become available in less densely populated regions if there is to
be widespread acceptance of fuel cell drive.
“The technical standard is in place;
now we have to build an infrastruc-
ture suitable for the market.”
Markus BacHMEIER
Head of Hydrogen Solutions, The Linde Group
Whether in the city or the country — the question is the same: How
will hydrogen get to filling stations in the future? Will it flow through
pipelines, be produced locally, or delivered by tank trucks? Several
possible answers to this question will be offered in the near future. Af-
ter all, there won’t be just one type of hydrogen infrastructure for fuel
cell vehicles and other energy consumers. Instead, it’s more likely that
infrastructure networks will rapidly develop parallel to one another in
terms of technology and scope, whereby each will employ the most
efficient solution for its specific requirements. This situation would of-
fer a great opportunity because it would result in the development of
different technical solutions for different requirements and locations.
However, the refueling processes and the interfaces between the
refueling station and the vehicle will need to be standardized. This
50
40-55_T_H2_RZ_E_AL.indd 12
objective has actually already been achieved with fueling pumps and
a newly developed refueling technology, both of which operate in ac-
cordance with the most recent SAE standards (J2601, et al.). “The
technical standard is in place; now we have to build an infrastructure
suitable for the market,” says Markus Bachmeier from Linde, a com-
pany that specializes in engineering and gas technology. The company
also develops the key components for modern H2 refueling stations.
However, Linde is also active along the entire hydrogen value chain —
from production with techniques based on conventional or renewable
energy sources all the way to logistics and storage systems.
According to Bachmeier, hydrogen filling stations will mainly be
supplied by tank trucks with liquid or gaseous hydrogen over the next
few years. This is the delivery method used for one of the most mod-
ern H2 filling stations in Europe, which TOTAL opened in May 2010 in
Berlin with the help of Linde and Statoil. The station is supplied with
liquid hydrogen from the Linde production facility in Leuna. It stores
the hydrogen on site in a highly insulated tank.
“Hydrogen makes energy as flexible as
digital resources.”
Jeremy RIFKIN
Sociologist, economist and President of the Foundation of Economic Trends
(FOET)
Hydrogen can also be produced onsite, of course. This can be done
either with a steam reformer that makes hydrogen from natural gas or
biogas, or with an electrolyzer, which produces hydrogen using elec-
tricity from conventional or renewable, fluctuating energy sources.
The hydrogen is then compressed onsite and stored under high pres-
sure. Jeremy Rifkin, President of the Foundation on Economic Trends
(FOET) and an influential early proponent of a hydrogen-based econo-
my, believes hydrogen offers an ideal solution for problems associated
with the flexible storage of energy from renewable sources. At the
same time, such a solution would ensure optimal energy availability
(see interview on page 54).
It could serve as a role model, especially for countries that have
yet to establish a hydrogen infrastructure. Germany, on the other
hand, is by no means starting from scratch when it comes to net-
works for supplying automobiles with H2, says Bachmeier: “Germany
and many other industrialized countries have had major industrial hy-
drogen infrastructure systems for some time now — and the filling
station infrastructure to be established will benefit as a result.” Nev-
ertheless, setting up this infrastructure will require close cooperation
between partners from the automotive industry; the energy, chemi-
cal, and plant-equipment manufacturing sectors; and public transport
companies.
WaTER, WIND, aND INDEpENDENcE The best example of such a
partnership in Germany is the Clean Energy Partnership (CEP) project
established in 2002, which among other things led to the construc-
tion and operation of the TOTAL H2 filling station in Berlin. The CEP is
part of the National Innovation Program Hydrogen and Fuel Cell Tech-
T
07.10.10 08:45
 Phases of hydrogen
hydrogEn FroM ProducTion To ThE TAnK

)
n

s
ga
ge

ge
Energy sources for obtaining hydrogen

ro

ro

n
ge
yd

d
hy

ro
(h
Fossil fuels

d
uid

hy
h
2

(liq

d
• hydrocarbons (natural gas, coal, petroleum)

se
lh
2

es
pr
om
renewable energy sources

(c
• hydroelectric power

Ch
2
• Wind power
• solar power
• Biomass

h2 production using:

St
El
St

Pa

or
ec
ea

r
tia

ag
tro
m

e
lo
re

lys
xi
fo

i
da

s
mr

of
tio
in

wa
n
g

te
r

01
ProducTion

nk
nk
h
2

h
2
(l

ta
ta
(C
n

e
e
n
tio

ag
ag
sio

r
c

sto
sto
es
fa
ue

pr

lh
2
Ch
2
m
liq

Co
onsite supply
Ch2 + lh2 hydrogen is produced directly at
the refueling station, where it is
also stored until it is needed.

02
diSTribuTion
ck
ne

ck

tr u
tr u
eli
pip

nk
nk

ta
ta
Ch
2

lh
Ch

2
2

Storage form 1 Storage form 2 refueling

Ch2 in the gaseous state lh2 in the liquid state Fuel pumps for storing liquid and/or gaseous
compressed hydrogen

03
ProviSion
e

rs

rs

g
e

p ith
r

ag
so

lin
ag

ba

ba
pu or w
r
es

ue
r

sto
sto

0
pr

f
70

35

re
n i c re s s
m

lh
2
Ch
2

m
Co

p,

p,
yo omp

m
Pu

Pu
C
ge
cr

Ch2 + lh2
range: 250 km range: more than 300 km range: 400 km
Tank system pressure: 350 bars Tank system pressure: 350 bars Tank system pressure: 700 bars
Co2 emissions: 0.0 g/km Co2 emissions: 0.0 g/km Co2 emissions: 0.0 g/km

04
soUrCEs: The linde Group, Daimler AG

uSE
z
id enz

z
en

en
-C s-B
hy es-B

s-B
r F de

de

l
l
d

te rce

El
El
ce

ce
br

-C
er

er
e
M
M

M
sF
l
El

as
rin
lC

Cl
e

sp

B-
Fu
ro
ta
Ci

DAiMlEr-TEChniCiTy.CoM 51

40-55_T_H2_RZ_E_AL.indd 13 05.10.10 09:06

 h2 reFueling
hydrogen refueling is like filling up conventionally with
gasoline: The pump nozzle is manually connected to
the filler pipe via a special coupling that offers sealed
protection against pressure, gas, and cold.

The latching handle

latches the filling coupling onto the
vehicle’s filling port.

The sliding sleeve

is inserted into the tank socket. The inside
of the sleeve contains a collet chuck mechanism
that latches onto the connector in the vehicle.

The easy-turn rotary joint

turns the filling coupling despite the
often rigid filling hose.

The infrared data interface

receives data from the vehicle on parameters
such as pressure/temperature inside the
vehicle, as well as an abort signal in the event
of an error.

52 T

40-55_T_H2_RZ_E_AL.indd 14 05.10.10 09:06

 nology (niP). The partnership’s goal is to test and demonstrate that
hydrogen powered vehicles and the associated infrastructure are suit-
able for everyday use. The CEP is an international consortium made
up of the following 13 companies: the automakers BMW, Daimler,
Ford, GM/opel, Toyota, and VW; the energy companies linde, shell,
statoil, Total, and Vattenfall; and the public transport operating com-
panies in Berlin and hamburg. The niP was established by noW Gmbh
(national organization hydrogen and Fuel Cell Technology). The CEP
was joined in september 2009 by the h2 Mobility initiative — a joint
project being carried out by Daimler, EnBW, linde, oMV, shell, To-
tal, and Vattenfall, with noW Gmbh serving as a neutral “moderator.”
The initiative’s goal is to establish a hydrogen infrastructure — first in
Germany, later in other European countries, whereby expansion will
take the prevailing conditions in these countries into account. The
initiative agreement (Memorandum of Understanding) calls for a two-
phase process in which experts will analyze the various possibilities
for establishing a nationwide hydrogen infrastructure in Germany in
order to support the launch of series production of electric vehicles
equipped with fuel cells.
in september 2009, the automakers Daimler, Ford, GM/opel,
honda, hyundai/kia, renault/nissan, and Toyota also signed a letter
of Understanding covering the development and commercial market
launch of fuel cell vehicles beginning in 2015. This is very important
because the only way the new drive system can be successful is if a
nationwide infrastructure with comprehensive coverage is already in
place when fuel cell vehicles are introduced to the market.
in order to support supply network construction and expansion
throughout Europe as well, a study on the potential offered by hydro-
gen and fuel cell technology was conducted in 2010 by 30 renowned
companies from various sectors (automobile manufacturers and sup-
pliers, oil and gas companies, energy companies, and public organi-
zations). The promising results will be used to support the gradual
expansion of the supply network in Europe. similar efforts to gradually
introduce a hydrogen infrastructure are now also being made in the
U.s. and Japan.
STEP by STEP The CEP project is also divided into several stages.
Currently under way is Phase 2, which involves developing the key
technologies to the point where they are sufficiently mature for series
production, and making fundamental investments in the infrastruc-
ture. The third and final project phase, which will begin in 2011 and run
until 2016, is intended to help reduce the cost of supplying hydrogen
and manufacturing the vehicles, increase the proportion of electricity
that is produced using hydrogen from renewable sources, and expand
the hydrogen network beyond Germany.
obtaining hydrogen from renewable energy sources is both an
environmental and economic policy goal because hydrogen gas pro-
duced in a sustainable manner makes mobility in industrialized nations
independent of imported fossil fuels like petroleum and natural gas. in
addition, electrolysis can decouple ecological electricity production,
which depends on natural factors, from the consumers’ demand for
such energy. here, hydrogen serves as a storage medium that can be
used in fuel cells to generate power as and when required.
in october 2011, the world’s first Co2-neutral fueling station will
go into operation in the German capital, Berlin. The public ToTAl
facility, which will be located at the site of the future Berlin-Bran-
denburg international Airport, will provide a glimpse of what an inde-
pendent filling station of the future might look like. Along with other
fuels, the station will also offer hydrogen gas at a pressure of either
DAiMlEr-TEChniCiTy.CoM
40-55_T_H2_RZ_E_AL.indd 15
350 or 700 bars, depending on the customer’s requirements. The
key to the Co2-neutral operation of the facility lies in the electricity it
uses, which will be generated by EnErTrAG at a wind park near the
airport. The wind park has 40 wind turbines with a total output of up
to 200 gigawatt-hours. The energy it generates will operate an onsite
electrolyzer that produces hydrogen. The gas will be stored and then
fed into pumps that will transfer it to fuel cell vehicles.
Germany has already begun to take measures that will allow a
relevant portion of individual and collective mobility to be accommo-
dated in the near future by vehicles equipped with fuel cell drives.
At the World hydrogen Energy Conference (WhEC), which took place
in Essen in 2010, politicians and business leaders underscored their
intention to launch mass production of this new technology by 2015.
And the WhEC, the world’s most important expert conference on hy-
drogen, sent out another important message: supporting hydrogen
and fuel cell-based mobility will open up new possibilities for a whole
range of other applications. These include local and regional trains
in metropolitan areas around the world, auxiliary turbines in modern
passenger planes, and the supply of electricity and heat to buildings
of varying designs and sizes.
TAPPing inTo nEW SourcES Today’s hydrogen infrastructure
is a growing and constantly changing system — both in terms of the
logistics for the fuel and its production. That’s because along with
industrial steam reforming and electrolysis, there are also other ways
to manufacture hydrogen gas. The linde Group, for example, has
developed a process that will allow Co2-neutral production of hydro-
gen from raw glycerine in the future. raw glycerine — a byproduct of
biodiesel production — has a high hydrogen content. scientists and
engineers are now also developing other techniques for producing hy-
drogen from biomass.
regardless of the production technique, the result is always the
same: The only emission from electric cars powered by a fuel cell is
water in vapor form. And that provides a neat link to Germany’s next
major project in relation to a hydrogen supply network. The largest h2
fueling station in Europe is currently being constructed by Vattenfall
right next to the waterfront — in hamburg’s ultramodern hafenCity
district.
HYPERLINK
You’ll find further information about this article at:
daimler-technicity.com/fuelcell
including the following features:
• inTErviEW is hydrogen the key to the third industrial revolution?
A conversation with Jeremy riFkin, founder and President of the Foundation
on Economic Trends (FoET)
• bAcKground The h2 solution: handling hydrogen safely
• bAcKground Funding and supporting fuel cells: The e-mobility initiative
• PhoTo gAllEry Fuel cell stack production in Vancouver, Canada
53
05.10.10 09:06
 Jeremy
riFKin
hydrogen and fuel cell technology are
crucial pillars on which a third industrial
revolution will be based. This is the
opinion held by Jeremy riFkin, president
of the Foundation on Economic Trends
(FoET) and one of the most influential
intellectuals in the U.s.

54

40-55_T_H2_RZ_E_AL.indd 16 05.10.10 09:06

 Mr. Rifkin, is hydrogen the key to the
third Industrial Revolution?
hydrogen technology is one of several keys.
in my opinion, it’s one of the five pillars on
which the third industrial revolution will
be based. Without hydrogen and fuel cells,
we will not be able to take the steps that
are necessary to establish a sustainable
energy system and new economic structures.
however, this technology can only be viewed
in conjunction with other factors. The first
of the five pillars is the generation of energy
from renewable sources. The second pillar is
a structural transformation that will ultimately
result in energy production in buildings.
hydrogen as an energy source and a storage
medium is the third pillar, and the fourth is
the intelligent networking of energy flows.
Finally, the fifth pillar is mobility with sustain-
able drive systems like those that utilize fuel
cells. As you can see, none of these aspects
can be considered completely independently
of the others. it all adds up to an interactive
system without any stand-alone solutions.
Such a fundamental transformation
requires a new attitude toward hydrogen
technology. Are we ready for that?
i think so. Consider the political aspect:
Germany began pushing for the funding of
hydrogen technology at a very early stage of
the game, and German Chancellor Angela
Merkel has stated her intention to strongly
promote the third industrial revolution. The
situation is now similar throughout the entire
EU and in other countries around the world.
But Germany has a head start here, and i
believe it could spearhead the third industrial
revolution in the years ahead. German
industry has also recognized the importance
of this issue — and here i’m thinking about
companies like Daimler, linde, and rWE.
How has European hydrogen policy
developed over the past ten years?
A very important development is that people
are now asking how energy from new sources
can be stored in the future. This question
arises because the output of solar, hydro, and
wind power facilities fluctuates constantly.
it will be very difficult to compensate for
such fluctuations if you don’t have efficient
storage media. For example, what’s going
to happen when you get several cloudy days
with no wind, and low water levels? We dis-
cussed this issue extensively in 2003, when i
served as an advisor to the European Union.
The EU responded by launching a € 2 billion
research and development program.
40-55_T_H2_RZ_E_AL.indd 17
What technology do you think
should be used to make this energy
storage possible?
hydrogen is the solution to this problem.
This molecular element can be found in
abundance throughout the entire universe.
Depending on the amount of energy that’s
available, gaseous hydrogen can be pro-
duced locally as an energy storage medium
and also be easily stored. When used in
fuel cells, for example, it will be converted
back into electricity as needed. in view
of the huge advantages offered by such a
modular and decentralized energy system,
the argument that double conversion from
electricity to hydrogen and back to electric-
ity is not efficient makes no sense. if you
look at the traditional power grid with its
centralized production and rigid structures
and then compare it with the flexible net-
works of distributed power systems, you’ll
immediately see the benefits offered by
this new form of energy supply. of course,
depending on the application in question,
other technologies will be used along with
hydrogen as storage media. These include
batteries, super capacitors, and flywheels.
however, only hydrogen can make energy
availability so flexible that we can use
energy like a digital resource. A battery, on
the other hand, can never provide such a
high level of access.
A completely new fuel supply
infrastructure will have to be built so
that fuel cell vehicles can ultimately
establish themselves on a broad scale.
How fast can people adapt to the
new network?
The supply network for hydrogen will be
fundamentally different from the old
infrastructure for fossil fuels. The historical
development of oil and gas supply networks
has led to exclusively linear structures with
a central producer and numerous custom-
ers. The hierarchy in the hydrogen economy
will be completely different, because in the
future this fuel will primarily be produced
locally. This will result in the creation of a
differentiated network of producers and
consumers — and that will also be true of
the power grid in the near future. such net-
works can be controlled in a manner similar
to the processes we see on the internet,
which is why i like to call them “intergrids.”
Today’s users of digital data and commu-
nication networks in particular will provide
the expertise that is needed to deal with
such complex energy networks.
DAiMlEr-TEChniCiTy.CoM
You talk about buildings and mobility
systems as being key segments for the
utilization of new types of energy. What
effect will this have on the future of
conventional energy sources, particularly
fossil fuels?
Fuel cell cars that emit only water vapor, and
buildings with positive energy balances, are
two applications that will herald the demise
of the conventional technologies of the last
half of the 19th century and the first part
of the 20th century. At the same time, it’s
obvious that we can’t simply abandon the
technologies of the second industrial revolu-
tion — the age of oil — from one day to the
next. The important thing is that production
systems, infrastructure, and consumption
patterns must be continually adapted over
the next 20 years to conform to the new
technologies. This also applies to structures
in the economy. For 100 years, there was a
strong and close relationship between the au-
tomotive and oil industries. now automakers
are establishing new ties to energy and tech-
nology companies from other sectors. The
rollout of series-produced fuel cell vehicles
will rapidly accelerate the establishment
of these new connections and strengthen
visionary partnerships such as “h2 Mobility.”
Will we experience a transformation
of the way we use hydrogen?
such a development is already fully under
way. Today’s consumers are no longer afraid
to become players in the energy economy
— and that’s exactly what the decentralized
and individual production and distribution of
energy is all about.
CURRICULUM vITaE
65 years old +++ sociologist, economist, and author
+++ Founder and president of the Foundation
of Economic Trends (FoET) +++ Founder of the
theory of the “access society” +++ Advisor to the
European Commission and various governments +++
Author of 17 books on scientific and technological
transformation +++ Columnist for newspapers
including “The Guardian” and “The los Angeles
Times” +++ his book “The hydrogen Economy”
spurred the debate about the transition to a hydrogen
economy +++ lecturer at the Wharton school of
Business (University of Pennsylvania) +++ named one
of the 150 most influential intellectuals in the U.s.
by the “national Journal” +++
55
05.10.10 09:06
 METROPOLIS

NEW YORK
The “capital of the world” is working hard to defend its ex-
PARAMETERS ceptional status. It’s leading the pack in terms of local public
NEW YORK * transportation, with the world’s largest fleet of hybrid buses.
STATUS: Most populous city in the U.S.
YEAR ESTABLISHED: 1624
AREA: 1,214 km² COMMUNITY New York City is entering into a competition with Silicon Valley, the U.S. high-
POPULATION (city): >8 million tech center. The municipal government and capital investors are luring engineers and inven-
POPULATION (metropolitan region): 19.5 million tors to the city by offering them subsidized office space and other startup assistance. The
POPULATION DENSITY (city): 10,606 inhabitants/km² promising new companies include:
WEBSITE: nyc.gov • the mobile services provider Foursquare, where several million smartphone users are
already logging in regularly;
• Etsy, the booming online bazaar for amateur craftspeople; and
CANADA
• Kickstarter, where thousands of artists are finding private patrons.
In addition to the municipal government, startup assistance is also being offered by a handful
Chicago
of new private patrons, including betaworks and New York University. NYU, whose campus is
Boston
U.S. located in southern Manhattan, has set up its own “incubator” for nurturing new enterprises.
NEW YORK
Thanks to this support from NYU, a total 28 startups have already established themselves here
within a year.
Austin
MOBILITY The world’s largest fleet of hybrid buses in a local public transportation network
is operating in New York City and its environs, and it is steadily growing. Almost 1,700 diesel-
MEXICO Miami electric buses are currently helping to transport more than six million passengers a day under
the banner of the Metropolitan Transport Authority (MTA) and its subcontractors. Almost all of
CUBA the hybrid buses used on the bus routes, which cover more than 6,000 kilometers in all, are
Mexico City
Orion International brand vehicles manufactured by Daimler Buses North America. More than
1,000 Orion VII buses have been delivered to the state of New York between 2008 and 2010.
An additional 132 Orion VII buses will be delivered this year.
daimler-technicity.com/citiesandnetworks

* SOURCE: US Census Bureau

56 T

56-59_T_Metropol_E_RZ_AK1.indd 2 07.10.10 06:19

 FROM THE CITY TO THE POOL OF IDEAS:
INNOVATIONS FROM FOUR MAJOR CITIES.

BARCELONA
This coastal city is focusing on carefully thought-out devel-
PARAMETERS opment projects ranging from model car-sharing projects to
BARCELONA * a new BRT system and an expanded “green lung.”
STATUS: Spain’s second-largest city and the capital of Catalonia
YEAR ESTABLISHED: circa 300 B.C.
AREA: 101.4 km2 MOBILITY Barcelona has set itself some ambitious goals for its local public transportation sys-
POPULATION (city): >1.6 million tem. The transportation operator Transports Metropolitans de Barcelona (TMB) now includes
POPULATION (metropolitan region): >5 million • 1,080 buses
POPULATION DENSITY (city): 15,991 inhabitants/km2 • that cover 108 routes with a total length of 923.92 kilometers.
WEBSITE: bcn.cat • A total of 11% of the buses run on biodiesel and 27 % on natural gas.
The most sophisticated buses in the fleet are Mercedes-Benz Citaro urban buses. The first
models already began operating in Barcelona in 2003. TMB has now decided to retrofit the
remaining diesel buses with hybrid drive systems. In addition, the first three lines of the new
Bus Rapid Transit (BRT) system, called RetBus, will go into operation in early 2011. That will
FRANCE
make the bus connections in this Catalonian coastal city even simpler and more efficient.
Lyon ITALY
URBAN DEVELOPMENT In Barcelona, the trend toward “greener” cities is increasingly taking
place high above the inhabitants’ heads. There are now about 3.5 hectares of green areas on
the roofs of the metropolis, and the potential seems to be far from exhausted. An estimated
BARCELONA 100 hectares of green area could be used in the future to save energy (by insulating buildings)
Madrid and improve air quality and biodiversity — not to mention the enhanced Mediterranean flair.
Façades would offer an additional 24 hectares of space. The city government, which recently
SPAIN ordered the “greening” of municipal institutions such as the Biblioteca Zona Norte, has now
PORTUGAL Valencia selected an additional 64 hectares on the roofs of public buildings to be covered with plants.
daimler-technicity.com/citiesandnetworks

* SOURCE: Insituto Nacional de Estadística, Demografía

DAIMLER-TECHNICITY.COM 57

56-59_T_Metropol_E_RZ_AK1.indd 3 07.10.10 06:20

 METROPOLIS

HELSINKI
Everyone’s talking about smart grids, but this small
PARAMETERS metropolis is building one. Its old fishing port is becoming
HELSINKI * an experimental laboratory for the energy sector.
STATUS: Capital of Finland
YEAR ESTABLISHED: 1550
AREA: 213 km² ENERGY A new neighborhood is taking shape in the heart of Helsinki. In a project similar to
POPULATION (city): >570,000 one that is being implemented in the Hafencity area of Hamburg, the Finns are transforming a
POPULATION (metropolitan region): 1.3 million port area near the city center into a residential and office district. Plans call for the old fishing
POPULATION DENSITY (city): 2,707 inhabitants/km² port of Kalasatama to eventually house 15,000 people. These Helsinki residents will get their
WEBSITE: hel.fi electricity via their own local smart grid. ABB, Nokia Siemens Networks, and Helsingin Energia
are planning to equip the network with demand-response systems that flexibly adjust local
electricity production to match demand. The inhabitants of the new neighborhood will enjoy
dynamic electricity rates as well as bonus payments if they reduce their energy consumption
during periods of peak use.
SWEDEN
“As is the case with cellular networks, the new smart grid technology paves the way for the
introduction of innovative consumer services. New customer-centered services and real-time
FINLAND electric metering will enable the people in the neighborhood to actively participate in the sys-
NORWAY
tem,” says Jaakko Aho, Head of Energy Solutions, Nokia Siemens Networks.
HELSINKI
Oslo Stockholm
MOBILITY Winter in Finland means ice, snowstorms, and difficult terrain. These are ideal
conditions for the Zetros long-nose truck with a 6 x 6 drive. The electricity network specialist
RUSSIA Eltel incorporated its first Zetros truck into its fleet at the beginning of this year. The three-axle
DENMARK Riga
truck will be used to construct and repair overhead power lines. For this purpose, it is fitted
with a telescopic crane that can be extended for up to 30 meters.
Warsaw daimler-technicity.com/citiesandnetworks
Berlin

* SOURCE: Statistical Yearbook of the City of Helsinki

58 T

56-59_T_Metropol_E_RZ_AK1.indd 4 07.10.10 06:20

 SHANGHAI
Expo 2010 has made Shanghai China’s most appealing
PARAMETERS megacity. But even after Expo, the world is still paying a lot
SHANGHAI * of attention to this conurbation on the Yangtze River.
STATUS: Business and financial metropolis in eastern China
ESTABLISHED: 5th–7th centuries
AREA: 6,340 km² CULTURE Shanghai will benefit for a long time to come from its role as the host city of Expo
POPULATION (municipality): >14 million 2010. One of its central event venues, a futuristic arena on the banks of the Huangpu River
POPULATION (metropolitan region): >19 million that was completed just in time for the world’s fair, will be renamed Mercedes-Benz Arena
POPULATION DENSITY (municipality): 2,978 inhabitants/km² next year. With its 18,000 seats, it offers enough space for major events that will help to
WEBSITE: shanghai.gov.cn accommodate the increasing demand among urban Chinese for art, culture, sports, and en-
tertainment. Mercedes-Benz’ sponsorship of the arena, which will last for ten years, will be
the first time that China has accepted a foreign company as the name-giver and sponsor of
MONGOLIA one of its high-prestige buildings.
NORTH KOREA
ARCHITECTURE Shanghai’s famous landmark, the television tower called the Oriental Pearl
Beijing Tower, is now 15 years old. It will soon be literally overshadowed by a new mega-skyscraper:
JAPAN
SOUTH KOREA Gensler’s Shanghai Tower, which will be the world’s second-highest building when it is finished
CHINA in 2014. It will have
SHANGHAI • 128 stories,
• a height of 632 meters, and
• nine cylindrical structures stacked on top of one another. They will be enveloped by a kind of
“skin,” and after construction is completed the building in its entirety will resemble a coiled
Hong Kong TAIWAN dragon.
With this building, Shanghai will continue its tradition of having Western architectural firms
build its skyscrapers. However, this time architects and designers from Tongji University will
participate in the planning process.
daimler-technicity.com/citiesandnetworks

* SOURCE: Shanghai Municipal Statistics Bureau

DAIMLER-TECHNICITY.COM 59

56-59_T_Metropol_E_RZ_AK1.indd 5 07.10.10 06:20

 POSItION
TexT PhoTograPhy
Peter Thomas Kurt hENsELER

Christian hahner
125! Years of Innovation — a state-of-the-art patent
management system forms the visionary horizon
of a company and serves to maintain its dynamic
innovative capability. a talk with Christian hahNER,
head of Intellectual Property & Technology manage-
ment at Daimler.

CURRICULUM vItae

+++ Born in 1968 in stuttgart +++ studied business

administration (technical focus) +++ Joined Daimler
as a trainee +++ Development Project Planning
a-Class +++ head of Project Planning Basic Vehicle
+++ Doctoral dissertation on a hybrid drive as an
example of innovation management +++ manage-
ment of strategic alliance between Daimler and
mitsubishi +++ head of Intellectual Property & Tech-
nology management since 2006 +++

60 t

60-61_T_Hahner_RZ_E.indd 2 05.10.10 09:28

 Mr. Hahner, although the term “patent remedy”
has become part of our collective vocabulary, the
adjective “patent” in the sense of “self-evident” now
seems somewhat outdated. How important are
patents today at the beginning of the 21st century?
The meaning and the public perception of this concept
are diverging these days. a patent is still primarily viewed
as a way of protecting an innovation through a ban on
its use by outside parties, even though the patent should
actually stand for the innovation itself. Ultimately,
patents reflect the inventive achievements in research
and development. We need to be more open with this
resource and use it as a foundation for the exchange
of knowledge. Today we’re trying to get away from
utilizing patents solely to prevent others from working
with the associated technologies.
What would be an alternative?
When I make an innovation public in Germany by initially
registering a patent, I’m actually defining the state of
the art. It then becomes impossible for anyone else in
the world to patent that innovation. Even if we decide
not to register the patent in other countries, our initial
registration still documents our technological and inno-
vative leadership. The publication of the patent also
creates conditions that enable the worldwide utilization
of innovations with great value to society — like those
related to vehicle safety, for example.
Are such considerations one of the major
challenges in modern patent management?
The biggest challenge is to continually analyze the cur-
rent state of technology together with engineers and
technicians. We use the knowledge we gain to identify
the fields in which we seek to maintain and expand our
technology leadership. For my department, that means
cooperation more than anything else. specifically, the
patent people need to get out and talk to researchers
and developers.
Are the demands associated with the work of
the Intellectual Property & Technology Management
department at Daimler the same as those faced by
companies in other industries?
automotive patents are a very specific field. after all,
we’re dealing here with a very complex product that
incorporates many different types of technologies. It’s
quite common for a single vehicle to utilize 100 patents.
In the pharmaceutical industry, by contrast, a patented
pharmaceutical agent can be the product itself. on
the other hand, basic patents, like those taken out on
entire vehicles 125 years ago, are practically unimagi-
nable these days. still, the automotive industry is now
DaImLER-TEChNICITy.Com
60-61_T_Hahner_RZ_E.indd 3
adopting an approach to patents that other sectors will
most certainly follow — namely, utilizing patents as a
basis for cooperation and networks. That’s the future of
innovation management.
Can the work you do today even be compared
with what was going on when Gottlieb Daimler and
Carl Benz registered their patents?
That’s definitely not the case for automobiles with com-
bustion engines, because patents back then were vision-
ary in their scope, and we can no longer expect to see
anything like that today. But I do see parallels between
the open field of automotive engineering 125 years ago
and the current development of alternative drive systems
for battery and fuel cell-powered vehicles, for example.
In the area of battery technology in particular, the num-
ber of key patents being registered worldwide is greatly
increasing. The technical innovations we’re seeing in the
field of high-tech drive systems are in areas that were
never before considered for automotive applications,
which means they’re not protected.
What proportion of patented developments
is actually incorporated into automotive series
production?
I can’t give you any absolute numbers on that. Basically,
a strong patent requires an extensive portfolio around it.
at the moment we’re paying approximately 2,600 inven-
tors for the right to use their innovations in our products
— and Daimler employees are now coming up with more
inventions than ever before in the company’s history.
We registered 2,000 patents last year, which puts us in
second place behind siemens in the German patent
registration rankings.
What exactly are you protecting here?
That varies greatly, and it also depends heavily on the
technology strategy being employed in the area where
the innovation is developed. attaining international
patent protection is an expensive undertaking. If we
believe it’s important for our business to actively defend
our patent in court in order to prevent unauthorized
copies or imitations, then we have to nationalize the
patent, which makes it valid in other countries.
Do you have a favorite patent at the moment?
These days, I’m very excited about the potential for battery
technology in the automotive industry. New applications
have suddenly transformed a historical phenomenon into
a highly topical issue. The associated innovations and
their patents offer the potential to keep value creation
here in Germany, because this is the place where new
ideas for future mobility are being generated.
61
05.10.10 09:28
 5

10

TEXT: Rüdiger Abele

15

///// The New Lightness

New materials and design principles for improving energy efficiency
20

25

30

35

From tennis rackets to bicycles and Formula 1 racecars — the principle of light-
weight design is being applied more and more consistently in state-of-the-art
40
technology products. The ultimate goal in every case is to enhance resource
efficiency in production and use. At the same time, the applied philosophy of this
material strategy is also creating a completely new feeling for those who use the
associated technologies.
45

Y
ou could almost call it a new natural law: The
larger the number of people on planet Earth, the
lighter the products become that these people
50 use. Bicycles are now made out of aluminum rather than
steel, suitcases out of plastic instead of leather. Running
shoes are fitted with a foam core on the bottom and net-
ting on top. No matter what economic sector you look at
— every gram of weight is viewed critically. The goal here
55 is to consistently achieve the highest level of energy effi-
ciency possible, which also frequently improves cost effi-
ciency. The energy expended on the goal to be achieved
must be as low as possible. Alternatively, a set amount of
energy must result in the highest possible output or range.
60 There’s nothing really new about all this, as efficiency has
been a focus of many technical undertakings for a long
time. Nevertheless, resource scarcity and climate change
are now making energy efficiency increasingly important.
New design principles and materials are therefore
required — and the automotive industry is once again lead-
ing the way. That’s because energy efficiency holds the
key to achieving two important industry objectives: lower
carbon dioxide emissions from vehicles with combustion
engines, and a greater range for electric cars. The num-
bers speak for themselves, as reducing the weight of
a vehicle by 100 kilograms lowers fuel consumption by
between 0.3 and 0.5 liters per 100 kilometers, depending
on driving style. This reduction corresponds to eight to
ten grams less carbon dioxide emitted per kilometer.

62 T

62-67_T_leichtbau_RZ_E_AL.indd 2 05.10.10 09:32

 Carbon fibers are very light but also extremely strong. industrially produced fibers made from carbon have a graphite-like structure
Carbon (see illustration) and can be processed into plastic components.

ClassifiCation:
5
 non-metals

Shell model
Carbon The shell model describes the characteristic electron shells
of atoms in relation to the nucleus. The structure of the
electron shells largely determines the chemical and physical
C
properties of the atom in question. 10

molecular

Solid
15
Naturally occurring

20

25

30

35

40

45
6

C
12.011

50

55
// Legend

/ RepResentation / STATE of mATTER / oRiGiN / pERioDic SySTEm

Atomic number 1
chemical molecular Solid liquid Gaseous Natural Synthetic
Symbol H
mass (u) 1.008
60

DAimlER-TEchNiciTy.com 63

62-67_T_leichtbau_RZ_E_AL.indd 3 05.10.10 09:32


/ Chapter I
the challenge:
5 Or why and when lightweight product design
is necessary and useful
l
ightweight construction is not difficult. outstanding
10 materials are already out there, as are outstanding
ideas. letting both flow freely would result in the
lightest products ever seen — products that would make
all automotive dreams come true. There would be just one
catch, however: their prices. That’s because extremely
15 lightweight constructions cost a tremendous amount of
money, which is why they’re used mostly in applications
where the ends justify nearly any financial means, so
to speak. high-performance sports and the aerospace
sector immediately come to mind here. Still, even these
20 areas have their cost ceilings.
lightweight design is also becoming more prevalent
throughout the automotive industry. first of all, it’s nec-
essary — in order to build more fuel-efficient vehicles,
for example. Secondly, it’s becoming more affordable.
25 for example, it will soon be possible to reduce the price
of the expensive carbon fibers used in space flights
from some € 3,000 per kilo to around € 30. Engineers
are also increasingly mastering the design principles
required for cost-effective mass production. finally there
30 are the customers, who ultimately drive any development.
The sectors of high-performance sports and aero-
space mentioned above have repeatedly served as key
sources for innovative processes and material concepts.
These sectors have experience with low unit volumes and
35 low cost pressures, and this experience later flows into
large-scale production series. fiber-reinforced plastics
already account for 20 percent of the structural weight
of the Airbus A380 aircraft, for example, and 20 different
types of carbon fiber fabrics are now used for formula 1
40 racecars.
// Chapter II
targeted material utilization:
45 Or the various ways to achieve the new lightness
T
his raises the question of how one can achieve
50 low product weight. Stefan Kienzle is a special-
ist in this area. Among other things, the head of
Research and Advanced Development for lightweight
Body-in-White and Drive System components at Daimler
is responsible for making future vehicles lighter without
55 sacrificing comfort or generating substantially higher
costs. for both passenger cars and trucks, this means
focusing on the areas of vehicle exteriors, bodyshells,
interiors, powertrains, and all of their component parts.
here, every detail is examined with regard to its weight-
60 reduction potential. Kienzle formulates the objective
64 T
62-67_T_leichtbau_RZ_E_AL.indd 4
in an incredibly simple manner: “it’s all about using the
right material in the right place.” There are three levers
here: skilful material selection, proper component design,
and appropriate manufacturing techniques.
The right material mix is important because not
every material is suitable for every component. for ex-
ample, carbon fiber-reinforced plastics (cfRp) may be
50 percent lighter than steel and 30 percent lighter than
aluminum, but they cannot be used in every area. metals,
especially aluminum, are used for engines and transmis-
sions, for example, because these units must meet spe-
cialized heat and friction resistance requirements. mag-
nesium offers an alternative here, but although it weighs
less than other metals, it’s more difficult to process in
production.
mercedes-Benz is a pioneer in the use of carbon fiber
composites in automotive manufacturing. Such compos-
ites were used in the series production of entire vehicles
as early as 2004 in the SlR mclaren high-performance
sports car. That vehicle’s whole body is made of cfRp,
which makes the body as much as 30 percent lighter than
a comparable aluminum structure, even though it’s much
more rigid.
The goal is to develop the best
possible CFRP components for use in
large-scale automotive production.
Skilful material selection also involves targeted material
development geared toward preserving special proper-
ties. This is new territory for cfRp because as far as road
vehicles are concerned, these materials need to meet dif-
ferent types of requirements than is the case in the aero-
space industry, for example. There are also a vast range of
options for arranging the fibers in the components. To en-
sure rapid and targeted establishment of expertise in this
area, Daimler recently launched a development partner-
ship with Toray industries, inc., the world’s leading sup-
plier of fibers. The goal of this cooperation is to develop
the best possible cfRp components for use in large-scale
automotive production.
Designers must have a concept for using each mate-
rial in the right way and in the right place if an optimal
result is to be achieved. for example, a support struc-
ture made of cfRp has to be designed differently than
one made of steel or aluminum. Designers thus utilize the
appropriate approach to attain the desired result. Engi-
neers are constantly on the lookout for the perfect solu-
tion. An excellent example of an extremely detailed engi-
neering solution is offered by the mercedes-Benz “bionic
car” research vehicle, which was presented in 2005 and
is modeled on the boxfish that lives in tropical waters.
The “bionic car” not only boasts an extremely streamlined
shape but also a lightweight design concept inspired by
the boxfish. The various measures employed for this vehi-
cle add up to extremely low fuel consumption of 4.3 liters
per 100 kilometers, despite the car’s largely unmodified
05.10.10 09:32
 The polymer lignin can be found in every plant. Although its properties are similar to those of wood, it can be used in a much greater variety
Lignin of ways. for example, lignin is used in lightweight construction as a filler and binding agent to make plastics firmer.

ClassifiCation:
5
 Polymer

Shell model Shell model Shell model

6

C
Carbon Oxygen Hydrogen

C o H 12.011
10

molecular

Solid
15
Naturally occurring

20

H
1.008 25

o 30
15.999

35

40

production diesel engine. When traveling at a constant

90 kilometers per hour, the bionic car’s fuel consumption /// Chapter III
actually falls to just 2.8 liters per 100 kilometers. Appro- the allure of something new:
priate manufacturing techniques: New materials require Or how lightweight design can be directly experienced 45
new production processes which must also be suitable for in products
the large unit volumes of mass production. pioneering ac-
complishments are being made here to enable automated

N
production, with the key requirement being to reduce the
cost of manufacturing large volumes. Daimler engineers
are now figuring out how to do this.
The engineers have already answered many other
questions, however, such as how to incorporate lighter
components into conventional steel structures. one
proven solution is laser welding, which is now being used
for several model series. With laser welding, metal pan-
els are precisely butt-welded. This means materials for
flanges no longer have to be added, which leads to lighter
bodies and body-in-white structures that can also be pro-
duced at reasonable cost.
ew materials are now often used for purely func-
tional requirements, which means they remain 50
unseen in the associated products. however,
they are employed on visible surfaces as well — like in
vehicle interiors, where they actually conjure up a feeling
of lightness. These uses will change design concepts.
The interior of the f800 Style research vehicle pro- 55
vides an idea of possible things to come. its partially trans-
parent roof bathes the interior with light, for example. The
vehicle’s lightweight seats are made of a magnesium shell
and have carbon fiber laminate backrests covered with
highly durable netting in what is an aesthetically pleasing 60

DAimlER-TEchNiciTy.com 65

62-67_T_leichtbau_RZ_E_AL.indd 5 05.10.10 09:32

 The silvery metal aluminum has a relatively low density, which makes it a suitable material for lightweight designs. certain aluminum
Aluminum alloys can achieve enough rigidity for example to ensure vehicle safety.

ClassifiCation:
5
 semi-metal

Shell model
Aluminum

al
10

molecular

Solid
15
Naturally occurring

13

al
20

26.982

25

30
Magnesium is a light metal that weighs around one-third less than aluminum. The use of magnesium in components like vehicle panels
Magnesium can lead to huge weight savings.

ClassifiCation:
35  alkaline earth metal

Shell model
Magnesium

Mg
40 12

molecular Mg
24.305
Solid

45 Naturally occurring

50

55

60

66 T

62-67_T_leichtbau_RZ_E_AL.indd 6 05.10.10 09:32

 lightweight design. All wood veneer elements in the f800
Style have a strong aluminum core. They therefore not
only meet typical mercedes-Benz crash-safety require-
ments but also lend the interior a cozy flair. The research
vehicle’s instrument panel was intentionally fitted with
light-colored materials and refined material extensions
that make it appear as if the instrument panel were float-
ing in front of the driver. The same can be said of the large
display for the hmi cam touchpad, which also features
a completely new operating concept.
The application of lightweight
materials must correspond to the
character of the product.
Designers will most certainly find new ways to make light-
weight design pleasantly visible in the production cars
of tomorrow. The important thing is to have a consistent
overall concept that corresponds to the character of the
product. for mercedes-Benz, this could mean having
the cars with the stars display a new lightness — but one
achieved through a very specific strategy. At the same
time, these vehicles will continue to convey a sense of
solidity and reliability, as this feeling is one of the core
brand messages.
//// Chapter IV
Brand identity in mind:
Or what the lightweight design principle has to do with
vehicle safety
T
he engineers’ and designers’ approach to using
lightweight materials outlined above doesn’t fo-
cus solely on pure functional or design require-
ments, but also takes brand values into account. “Brand
values serve as the basis for designing products in the
right manner,” Kienzle explains.
for example, a key component of the mercedes-Benz
brand identity is the pledge to deliver vehicles offering the
highest level of safety — and this pledge also determines
which new lightweight materials and associated produc-
tion processes are to be used. “The components must
react perfectly in the event of a crash. They need to at
least lessen the severity of the resulting consequences,
if not prevent such consequences to begin with, of
course,” he says.
New materials also open up new possibilities for
safety in the future. This potential is of course being ex-
ploited to the fullest in order to manufacture real vehicles
in which customers feel safe and comfortable. Some of
the associated ideas have been taken from formula 1 and
aviation designs, but Kienzle is keeping any further details
to himself, at least for the moment. Who knows? perhaps
the next mercedes-Benz research vehicle will reveal some
of these secrets.
DAimlER-TEchNiciTy.com
62-67_T_leichtbau_RZ_E_AL.indd 7
///// Chapter V
Just a little bit:
Or how our technological environment will continue to 5
dematerialize in the future
A
s far as materials are concerned, designers and
engineers already know what they will need to do 10
in the coming years, namely make products and
components lighter and lighter in order to improve energy
efficiency. The computer industry has already taken a step
in this direction. The trend here is cloud computing, which
involves transferring one’s programs and data to a central 15
server in the internet. Users can then gain access to their
data from anywhere in the world using a terminal. Their
data is still physically stored on a computer, and their
own terminal is made of materials, of course. however,
this terminal can be “lighter” in the physical sense of the 20
word as well because it doesn’t require as much storage
capacity.
Reading devices for e-books are also contributing in
a way to this phenomenon of “dematerialization,” as they
eliminate paper and theoretically make entire libraries 25
transportable. Whether you agree or disagree with such
innovations — there’s no doubt that they reflect the pos-
sibilities offered by new technologies.
it’s only when it comes to automobiles that people
have difficulty imagining extreme dematerialization. it may 30
happen over the next one or two centuries though, when
quantum physics makes possible teleportation — the
transportation of people and objects without them having
to physically move across the spaces they pass through.
Such developments are not expected any time in the near 35
future, however.
40
45
HYPERLINK
You’ll find further information about this article online at:
50
daimler-technicity.com/lightweight
including the following features:
• intERViEW how products are becoming even lighter: Stefan KiENzlE,
head of lightweight construction, manufacturing, and materials at 55
Daimler Research and Advanced Development, explains how it’s done
• BaCKGRoUnD flexible, fast, and efficient: laser welding enables
metal work pieces to be irreversibly joined to one another
• BaCKGRoUnD carbon fiber-reinforced plastics: how the components
are produced 60
67
05.10.10 09:32

TexT
Steffan Heuer
“Digital technology is moving
into urban spaces.”
Carlo rATTI, professor at Massachusetts Institute of Technology (MIT),
lays out his vision of smart, “senseable” cities of tomorrow. How millions
of people and billions of sensors will together shape work, play, and our
transportation systems.
Carlo Ratti with author Steffan Heuer.
68
68-71_T_Transfer_E_RZ_AK1.indd 2
PHOTOGRAPHY
Sascha PfLÄgIng
Professor Ratti, you are always on the
go. We’ve just caught up with you before
you head to the airport. Where are you
going today, and what’s on your agenda?
I’m flying to London to discuss a new proj-
ect. We’re working with the Mayor of London
to set up a project for the 2012 Olympics
called The Cloud. It will be a new type of
observation tower that also serves as a giant
real-time information system, a barometer
of the city’s mood. We plan to gather data
about the population and project it onto a
vast array of LeDs which are part of an
assembly of large bubbles in the sky. It’s
a very unusual project that will draw people
in to read the data and literally climb into
the cloud of data.
the Cloud is one of many projects
coming out of your SENSEable City Lab,
which is a new department of Mit, look-
ing at how millions of humans live and
work together surrounded by technology.
Can you give us an overview of what you
are researching at your lab?
The lab is six years old and has grown into a
team of 30 to 40 people here in Cambridge,
plus our new satellite lab in Singapore,
where there will be ten people by the end of
the year. The lab tries to come up with
visions and prototypes for the cities of to-
T
TRANSFER
morrow, because we live in the urban era.
China alone is building more cities than all
the rest of humanity combined ever built.
Last year, for the first time, the majority of
the world’s population lived in cities. There is
another reason for our research: Technology
has become so widely distributed, so small,
and so cheap that it’s a ubiquitous part of
our lives like never before. Digital technology
is moving into urban spaces, and we are
trying to think about the interfaces between
technology and humans. What can be mea-
sured with sensors and put to use for peo-
ple? This shift to ubiquitous technology has
important consequences for the design of
spaces. You don’t just design a space for
people or traffic, you design space for tech-
nology. That’s why we try to bring together
the insights of many different disciplines:
mathematics, physics, architecture, com-
puter science, social science. My work takes
me to cities all over the world, from Asia
and Australia to europe and here in the u.S.
Let’s talk about the cities of tomor-
row. the only thing that brings a city to
life are the people moving through it.
Where and how does digital technology
fit in?
People are no doubt the most important
component of a city. But there is an impor-
07.10.10 06:24
 MicRoScopE

SenSATiOnAl SenSORS
Since its establishment in 2004, the SenSeable City
Lab has launched several dozen exciting projects that
have recorded and analyzed the data flows associated
with cell phones, cameras, streets, and buildings in a
creative way. The aim is to provide detailed and often
unexpected insights into everyday urban life.

Carlo ratti and his team generally leave the practical

implementation of their findings to sponsors, coun-
tries, or municipalities that want to solve a real-life
problem, such as the need for improved traffic plan-
ning or the modernization of information systems.

The futuristic measurement technology covers a wide

range of applications. They include monitoring traffic
flows in rome, managing tsunami-safe houses and a
mobile early warning system in Sri Lanka, networking
garbage piles in new York, and robotic insects that
act as an LeD swarm and write messages in the sky.
senseable.mit.edu

tant change happening all around us. Tech-

nology is spreading out into space and
changing the way humans negotiate space.
Take our project real-Time rome. We
collected information where people were
all over the city by just aggregating and
analyzing the traffic of cell phones, buses,
taxis, and trains. People can see the data
and it increases their range of choices.

Navigation systems in vehicles or

smartphones are already part of the
“senseable” city you envision. How can
you take that concept further?
There is still a lot of work necessary to really
measure and process live traffic: better pre-
cision, more accuracy. The control system
as a whole poses a much bigger challenge.
We all have optimization algorithms in our
heads. But if you rely on the intelligence in “Technology changes the way people negotiate space,” claims Carlo rATTI, Director of SenSeable City Lab at MIT in Boston.
your car and all cars are programmed the
same way, they all arrive at the same results.
We don’t achieve better outcomes. every-
body is driving along the same route to avoid
a problem and creating a new one. You can
see on the stock market what happens if
everybody is aligned. everybody uses similar
algorithms for program trading, and they
all scream: buy, buy, buy! or sell, sell, sell!
You just amplify identical decisions into a
bigger problem.

DAIMLer-TeCHnICITY.COM 69

68-71_T_Transfer_E_RZ_AK1.indd 3 07.10.10 06:24

 TRANSFER
Let’s assume a few years on, every
object is location-enabled and can broad-
cast its status. How are humans sup-
posed to make sense of this deluge?
You can compare this problem to the early
9:30 am days of the Internet. People wondered how
StaRt to make sense of all those links and pages,
at rATTI’s home in Cambridge. and then google arrived. Its software hides
the messy complexity under a simple-looking
interface that actually answers many of our
questions. We humans have actually reacted
to this by changing our own behavior when
and where we click, so our behavior shapes
the whole system and makes it easier to
navigate. There is room for a google of the
real-time senseable world. Of course there
are big questions: We don’t know yet what
the architecture and infrastructure of a
global, real-time sensor network will look
like, how centralized such a system will be,
who and what machines will have access
to the data and can share them with other
humans or systems.
19 Feb 2010
9:30 am – 6:45 pm
HARVARD MUSeUM
OF nATURAl HiSTORY
On the way to Harvard university,
looking for parking off Harvard
Square.
HARVARD ART MUSeUM
3:00 pm
EXECUtiVE MEEtiNG
Harvard university
4:15 pm
MEEtiNG
HARVARD
Kennedy School BUSineSS SCHOOl
Discussing new approaches.
Meeting at Harvard university.
2:00 pm
CONFERENCE
Massachusetts Institute of
Technology (MIT)
rATTI explains his latest findings
on sensoric systems at the MiT MUSeUM
Kennedy School of government.
70 T
68-71_T_Transfer_E_RZ_AK1.indd 4
What will transportation look like in
these instrumented, always-on cities?
Once technology becomes truly ubiquitous,
it almost disappears into the environment —
we don’t notice it anymore. A light switch is
a given, when you enter a room — you don’t
spend a second worrying if there will be
light. The same is true for Wi-fi connections,
and it will be true for all kinds of other data
and tools. You have your mind and hands
free to do things you care about. The prime
example is the computer. first they were
giant machines sitting in a basement. Then
they moved to our desks, forcing us to sit
at one spot. now they are moving into our
pockets. That has crucial effects on archi-
tecture and space — until not too long ago
the machines were dictating the layout and
design of our spaces and our buildings!
Humans had to arrange their work lives
around the needs of machines. You could
argue that half the space requirements were
defined by technology. now, we’re getting
to the point where it’s almost 100 percent
about human needs.
Carlo rATTI in his office.
10:00 am
EXECUtiVE MEEtiNG
SenSeable City Lab (MIT)
12:00 noon
BUSiNESS LUNCH
Cambridge
07.10.10 06:24

Won’t we see more traffic than
ever if everyone is free to roam around
all the time?
Transportation will be much more intelligent
and quicker than today, because all the
different components are better synchro-
nized. The advantage of the car over public
transportation has been the fact that you
can make individual decisions that are better
tailored to your needs in space and time.
Technology like my lab is developing shifts
the balance. Once there are sensors on
buses, in cars, embedded in roads and
traffic lights, you or your technological
assistants will know the status of your
transportation options and let you know
when it’s time to leave the house. So we
cut back on wasted time — the border
between private and public transportation
becomes blurred. The next step would be
to actuate on the transportation vehicles
— they can be dynamically routed because
they can sense where people are waiting.
Again, machines adjust to our needs, not
the other way around.
On the way across town, stuck in
rush hour traffic.
Author Steffan Heuer (right)
accompanies rATTI on his way to
the international airport.
68-71_T_Transfer_E_RZ_AK1.indd 5
What role will private cars play in this
sensor-rich world of large urban centers?
Cars will certainly continue to be a major
component of intelligent transportation:
being connected to your information, hav -
ing better telematics systems, being more
aware of your driving environment. The main
change I foresee is that the car will lose
some of its power as a status symbol, to
broadcast to the world who you are. The
younger generation will use other ways to tell
a story about themselves: their customized
iPhone, their facebook page. Conspicuous
consumption will move on to other elements
of our daily lives — first from atoms to bits
and in the future to a mix of bits and atoms
— hardware with lots of embedded software
and intelligence, sensing power that allows
you to tailor technology to your needs and
at the same time broadcast your profile and
preferences to the world. Cars can adopt
to this change if they offer a new way of
expressing one’s personality and one’s ideas
of transportation in a senseable city.
We live in exciting times!
“Very soon, all these traffic lights
and lamp posts will have sensors
to make traffic flow better.”
DAIMLer-TeCHnICITY.COM
cURRicULUM ViTAE
38 years old +++ Director of the SenSeable City Lab
at the Massachusetts Institute of Technology (MIT)
+++ engineer and architect +++ Considered to be
one of the world’s leading experts for advanced sen-
sor technology +++ The native of Italy studied in Paris
(france), Turin (Italy), and Cambridge (uK), before
going to new england in 2000 to conduct research at
the MIT Media Lab +++
HYpERLiNK
You’ll find further information about this article at:
daimler-technicity.com/transfer
including the following features:
• inTeRVieW A man of vision: The full-length interview with Carlo
rATTI, professor at the Massachusetts Institute of Technology
• BACKGROUnD Beyond the cloud: An overview of Carlo rATTI‘s
work at Senseable City Lab
• BACKGROUnD LeD Cloud above London: The Senseable City
Lab project The Cloud
• ViDeO flying pixels in open space: The Senseable City Lab
project flyfire
6:45 pm
CHECK iN
for flight LH 425 to Munich and
London at Logan International
Airport.
71
07.10.10 06:24
 >> Why make a little step
when you can jump?
The smart fortwo electric drive
Until now doing something good has always meant making compromises. But that’s no
longer true. The future drives quietly, efficiently and with no local emissions – and
it also accelerates dynamically and seamlessly. And as well as easing the burden on the
environment, every journey with the smart fortwo electric drive also offers an extra
portion of driving fun. Turn driving into a completely new experience, also for your
conscience – with the smart fortwo electric drive.

www.smart.com smart – a Daimler brand

smart_ED_Anz_jump_man_Technicity_E.indd 1 07.09.2010 11:46:32 Uhr

08-09_T_Opener_E_RZ_AL.indd 6 05.10.10 08:43
 A8

B10

CONCEPT COMFORT CONTRAST

Find it, open it, drive it — that’s how easy it is to use car2go, an innovative CONCEPT for in-
dividual mobility that is now being tested in Ulm (Germany) and Austin, Texas (U.S.). Individual
transportation in the “hyperlocal” city of the future will be based on customized, absolutely
flexible, economically attractive, and environmentally friendly mobility systems. (page 74)

Driving COMFORT in a vehicle can now be reliably measured. These measurements, to-
gether with customers’ wishes, flow into innovation processes so that driving conditions can
be improved. The aim is to make drivers feel comfortable so that they are relaxed — even after
a long drive. (page 82)

Light-emitting diodes (LEDs) are being adapted in line with people’s habitual ways of seeing.
By precisely controlling the focus, CONTRAST, and color values of LEDs, it is now possible
to utilize lighting in ways that increase safety and well-being. (page 88)
n au
Do

DAIMLER-TECHNICITY.COM 73
B28

B30
32 Uhr
08-09_T_Opener_E_RZ_AL.indd 7 05.10.10 08:44
 Hyperlocal
A8

B10

PARAMETER
ULM
STATUS: Research-oriented city
AREA: 118.69 km2
POPULATION (city): 121,648
GERMANY
POPULATION (region, including Neu-Ulm):
170,000
Ulm CAR2GO AREA: 98 km2
(78 km2 in Ulm and 20 km2 in Neu-Ulm)
CAR2GO VEHICLES: 200 smart fortwo cdi
be
nu

REGISTERED CUSTOMERS: about 19,000

Da

BASE STATIONS:
• Vehicles can be returned to any unoccupied
public parking space
B28
• Specially marked car2go parking spaces:
approx. 140 in Ulm and Neu-Ulm
B30

74

74-81_T_car2go_E_RZ_AL.indd 2 07.10.10 07:11

 Mobility
THE CITY OF THE FUTURE WILL HAVE A SOPHISTICATED NETWORK OF
INFORMATION AND MOBILITY SYNAPSES. CUSTOMIZED, FULLY FLEXIBLE,
INEXPENSIVE, AND ENVIRONMENTALLY EFFICIENT TRANSPORT SYSTEMS
WILL BECOME THE NORM.
TEXT
Steffan HEUER 290

PARAMETER
AUSTIN

USA

Austin

STATUS: Capital of the state of Texas

AREA: 767.28 km2
POPULATION (city): 750,525
POPULATION (region): 1,557,829
CAR2GO AREA: 45 km2
1 CAR2GO VEHICLES: 200 smart fortwo with gaso-
line engines
REGISTERED CUSTOMERS: about 3,000 (on March
20th 2010)
Colorado River BASE STATIONS: Can also be returned to parking
spaces operated by the city within the car2go area
CAR2GO PARKING SPACES: approx. 80
SOURCE: ulm.de, car2go GmbH, US Census Bureau

LEGEND

AVERAGE IDLE TIME (minutes) VEHICLE AVAILABILITY (March 2010)

03/2010, 12:00 a.m. –11:59 p.m.
The image on the far left shows that flexible
mobility solutions such as car2go are popular
in downtown Ulm.
03/2010, 12:00 a.m. –11:59 p.m.
The image on the right shows the car2go vehicles
available in downtown Austin. Experts expect that
the vehicles will be used as frequently as in Ulm
once the project has been successfully launched.

71 long projected idle time between low availability

two rentals
short projected idle time between high availability
two rentals

75

74-81_T_car2go_E_RZ_AL.indd 3 07.10.10 07:11

 COMPLEX ALGORITHMS
To meet the allocation needs of the
car2go fleet, so-called graph theory
was used during planning. The nodes
in the graphs of the car2go developers
represent the vehicles and custom-
ers, while the edges represent the
reservations and spur-of-the-moment
bookings. “Mathematically speaking,
we search for the maximum bipartite
matching of vehicles and bookings,”
explains Axel Blumenstock from the
Quality Analysis unit at Daimler Group
Research. “We also determine the
minimum number of critical vehicles.
Only these vehicles need to be blocked
for spur-of-the-moment use, thereby
ensuring that we can reliably meet our
reservation obligations.”
URBAN MOBILITY — INTERNATIONAL
Large numbers of creative people live closely
together in urban centers and major cities in
the United States, Asia, and Europe. These
people’s desire for maximum individual mo-
bility on the spur of the moment conflicts with
reality in urban areas. Not only are the streets
congested and the parking lots full, the sub-
ways are packed and people often don’t have
enough money to buy their own cars. But
there already is a solution that will enable
creative urban people to remain mobile in the
21st century. The prototype of this concept is
on display in Ulm and Austin.
“I’m standing beside a car.
If the vehicle is available,
I just hop in, drive off, and
don’t need to worry about
anything else.”
Robert HENRICH
Managing Director of car2go GmbH
For almost two years now, Daimler’s car2go
project has been intelligently bridging the
gap between the needs of urban living and
city people’s mobility preferences. Initial re-
sults from Germany and the U.S. show that
there is great demand for this kind of flexible
and spur-of-the-moment mobility. “The basic
idea is quite simple — as simple as using a
cell phone,” says Robert Henrich, Managing
76
74-81_T_car2go_E_RZ_AL.indd 4
Director of car2go GmbH, a wholly owned
subsidiary of Daimler. “I’m standing beside a
car. If the vehicle is available, I just hop in,
drive off, and don’t need to worry about any-
thing else.”
RESULTS FROM ULM The idea of a fully
flexible car rental service that is invoiced by
the minute has met with a great response in
the area of Ulm and Neu-Ulm (total popula-
tion about 175,000) in southern Germany.
One year after the project began, more than
19,000 people (about one-sixth of all adults
with a driver’s license) had registered for the
service. The 200 smart fortwo cars are rented
up to 1,000 times per day. It’s particularly in-
teresting to note that two out of three car2go
users in Ulm are under 36 years of age.
NEXT STEP: AUSTIN The immediate suc-
cess gave the start-up company the confi-
dence to try its luck on the other side of the
Atlantic. Following a six-month test phase
with municipal employees of Austin, Texas,
the 750,000 inhabitants of the state capital
and university city were able to enjoy the
advantages of spur-of-the-moment mobility
themselves in late May. “Austin is the ideal
city for bringing this concept to North Amer-
ica,” says Nicholas Cole, who manages the
car2go project in the U.S. “The city is very
open to new technologies and ideas, and it
attracts many young people and creative
minds. The people here want to use new ap-
proaches to tackle the challenges associated
with the growth in traffic.”
The “new approach” consists of 200 blue-
and-white smart fortwos. You can hop into
one right in front of Cole’s office in downtown
Austin or at dozens of public parking spaces
throughout the city. All of the vehicles are
networked with a completely new logistics
system. However, customers don’t notice the
complexity. A green diode on the windshield
shows if a vehicle is available. Registered cus-
tomers must then merely wave their chip card
in order to unlock the car’s door.
T
05.10.10 09:37
 FIND, opeN, aND DrIve oFF — that’s basIcally how car2go works
Calling...
Car2go
1 Find 2 get in/drive off 3 stopover
• iPhone App • Hold your driver’s license with • The vehicle remains locked during
• Online the electronic car2go seal next to stopovers
• Optional telephone booking the card reader on the windshield • Only the current user can drive it
(prerequisite: registered • Enter PIN into touchscreen
customer of car2go) • Evaluate the vehicle’s condition
• Take the ignition key out of
the special holder in the glove
compartment
3
2 dents calculate how the changed mobility
1
4
4 park
• Put the ignition key back into the
glove compartment
• Lock the door using the car2go seal
The booking system then logs the customer
into the central server in Stuttgart, and the
user can drive off in less than five seconds.
car2go conveniently invoices use by the min-
ute, charging drivers € 0.19 per minute in Ulm
and $0.35 per minute in Austin. The fee also
covers the cost of insurance and gasoline.
There’s also an attractive service package, in-
cluding a navigation system. Direct contact to
the customer service department is possible
at the push of a button.
“You can hardly get more flexible than
that,” says Cole. “You can book a car in ad-
vance, but you don’t have to. You can use
the vehicle as long as you want and leave it
anywhere you like in the downtown area.”
According to Cole, car2go is therefore ideal
for city people who either don’t have a car,
would like to drive their car less often, or want
to cover the last mile to their destination af-
ter traveling on a train or bus. “The concept
also affects people’s lifestyles in the city,”
he says. This level of freedom within Austin’s
17-square-mile area (44 square kilometers)
goes well beyond the flexibility of existing car-
sharing concepts, which normally stipulate
fixed handover locations and times.
DAIMLEr-TECHNICITY.COM
74-81_T_car2go_E_RZ_AL.indd 5
back IN gerMaNy Experts have awarded
this kind of unrestricted mobility top marks.
For one thing, it has a positive impact on the
environment. Martin Müller, a professor of
sustainable economic development at the
University of Ulm, questioned 400 car2go
customers and subsequently had his stu-
patterns influenced greenhouse gas emis-
sions. Müller concluded that the project was
reducing CO2 emissions by 3,100 tons per
year in Ulm alone.
There are several reasons for this reduc-
tion. In early 2010, the U.S. market research
institute Frost & Sullivan determined that car-
sharing customers in the United States drove
almost one-third fewer miles last year than
did normal car owners. As a result, on aver-
age they were able to save € 1,375 per year
in terms of cost of ownership. It’s therefore
no surprise that automotive practice analyst
David Zhao from Frost & Sullivan predicts that
the car-sharing sector will grow substantially
over the next five years, with the number of
users rising from one million to ten million
by 2016. In the eyes of Frost & Sullivan, the
expansion of the Daimler subsidiary car2go
to Austin — and therefore right into the heart
of a car-loving nation — is of particular signifi-
cance, because it “ushers in a new era for the
automotive industry.”
That’s good news for Jérôme Guillen,
Director of Business Innovation at Daimler,
who heads the team that turned the car2go
idea into a finished service within just nine
months. Guillen is also convinced that the
great customer response to car2go in Ulm
and Austin marks a milestone in the way con-
sumers and automakers think about mobility.
“For various reasons, more and more people
are choosing not to own a car,” says Guil-
len, who was born in France. “car2go is an
attempt to increase the rate and level of car
use over the course of a day.”
(See the interview on page 81.)
77
07.10.10 09:12
 When traveling from Brooklyn to Manhattan, Henry CHalian has
a choice: He can ride the whole distance on the subway or call a
car service. “I risk arriving too late in both cases, but those are the only
options I have here in New York,” he says.
CHalian faces a similar problem when he has to get through Man-
Henry CHALIAN hattan’s congested streets to arrive on time for an appointment: He
42, media industry, can take a bus, a taxi, or just walk. “A small city car would be ideal
New York for short distances,” says CHalian. “You could get through the traffic
basically anywhere and even find a parking space.”

This is partly due to the fact that car2go is

conceived as an open-ended system. “Infor-
mation technology is normally just a means
to an end, but this project put it firmly cen-
terstage. We started from scratch so that we
cold develop a fully flexible system,” says
norie Fukuda and her husband Hiro live in southwest Tokyo. More
Helmuth Ritzer, who is the Chief Technical Of-
than 35 million people live in the city’s metropolitan area, which is
ficer (CTO) of car2go GmbH and has been a
why the couple almost always use public transportation. “For the
Daimler employee since 1993.
remaining five percent of our trips, we either walk or use a bicycle,” says
Norie FUkUDA,
Fukuda. “We have to rent a car whenever we want to bring models
“car2go is an attempt to and other materials to a customer. And that can be a hassle. It would
42, architect, Tokyo

increase the rate and
level of car use over the
course of a day.”
Jérôme GUILLEN
Director of Business Innovation at Daimler
As customers can drive the cars to any loca-
tion and just leave them there, the logistics
program behind the project must work flaw-
lessly to ensure that sufficient numbers of
smart fortwos are always available in highly
frequented areas — in other words, places
where pedestrians and commuters are likely
to whip out their chip cards. Experts in sys-
tem theory like to talk about “natural gravity,”
which eventually attracts the vehicles back to
the key urban nodes. “Although it’s difficult
to calculate the exact details in advance, it
works. You can also expand such a system
so that it is capable of meeting the needs of
a city of a million inhabitants,” says Ritzen.
“The technological difficulties are relatively
easy to overcome.”
MOBILITY AS A COMMUNITY Customers
will help decide what ideal mobility will look
like in the future. Younger people, in particu-
lar, consider car2go to be much more than
just a rental car for taking short spins of less
than 15 kilometers on average. “People who
use car2go become part of a community,
therefore be ideal if we could share a car that we could use for half an
hour whenever we needed it.”
whose members think alike when it comes
to urban mobility and the environment,” says
Angela Zatopek, a student at the University
of Texas in Austin. Zatopek was one of the
first test customers in Austin. These days, she
leaves her SUV in the garage and drives to the
university campus every day in a smart fortwo
instead. “I now save a quarter of an hour per
drive because I no longer have to worry about
finding a parking space,” she says. “And it
also expresses my lifestyle — my friends think
what I’m doing is cool.” She also says that
car2go customers rapidly develop a sense of
responsibility because they have to rate the
state of the car by clicking on a simple scale
when they first get in. “It’s no longer just an
anonymous rental car, but a part of my daily
life,” she says.
And this new way of looking at things is
affecting not just 20-year-old students. Take
realtor Roland Galang, for example. He sells
high-rise apartments in Austin to young com-
puter programmers and 60-year-old retirees
who are being drawn from the suburbs into
the lively inner city, where they can walk
to the various cafés, shops, and galleries.
“car2go practically sells itself. The first thing I
did was to register all of my 30 employees as
customers,” says Galang. “But I think it has
much more potential — why should I have to
buy a parking space in my apartment building
if several car2go vehicles are parked right in
front of my door? It’s also an image issue for
people who live an urban lifestyle but want to
remain mobile.”
SOCIAL MEDIA NETwORkING People
who lead a networked, freedom-oriented
lifestyle also need smartphones and social
media services to keep in touch with relatives
and friends. Millions of people check in on
sites like Twitter and Facebook several times
a day or use location-based services like
Foursquare and Gowalla to let others know
what they are doing at the moment and where
they are. Younger people, in particular, don’t
want to forego such spur-of-the-moment net-
working opportunities. A survey conducted
in 2009 by Bitkom, the umbrella organization
of the German IT industry, revealed that al-
though 97 percent of Germans under the age
of 30 can no longer imagine living without a
cell phone, only 64 percent are as passion-
ately attached to their car.

78 T

74-81_T_car2go_E_RZ_AL.indd 6 05.10.10 09:37

 Hyperlocality
This phenomenon describes the merging of
the physical world with the virtual world. When
in a condition of hyperlocality, the real world
acts like a website. Using cell phones, it is pos-
sible to select real-life objects in order to obtain
information about them or add comments.
Augmented Reality (AR)
The term AR refers to the computer-assisted
expansion of people’s perception of reality.
Using image recognition software, additional
information can be inserted onto the display
of a digital camera.
THE FUTURE STARTS NOw
The physical world is covered by a

Smartphone
= smart telephone
digital layer in which objects can
communicate with one another. Each
logged-in user knows where other
Portable devices that combine the capabilities
users are and what they are doing at
of a cell phone with those of a personal digital
assistant (PDA). any particular moment. Objects can be
localized and can thus become inter-

GPS
faces to an unlimited-use data space.
Another step toward creating a hyperlo-
cal world is being taken by new mobility
concepts based on key technolo-
= Global Positioning System
gies such as RFID and GPS-enabled

RFID
Used for the satellite-based pinpointing
of places, objects, and people. microchips, the GeoWeb, and mobile
communications devices such as
smartphones.

= Radio Frequency identification

Automatic identification and localization
of objects and living beings with the help

Profile
of electromagnetic waves.

Mobility
A basic social function of the economy and
of private life; it is synonymous with a modern
concept of motion.
Individually predefined information about
an Internet user. Matching profiles are used to
define specific user groups (communities),
which can be supplied with special information
such as personalized advertising.

GeoWeb
= geographical location-based information
Cloud Computing A collective term for technologies such as
GPS and RFID.
= managing information “in the cloud”
The term refers to an approach in which
abstracted IT infrastructures (e.g. computing
capacity or data storage), finished software
packages, and programming environments
Google Earth
are adapted in line with demand and made = free software from Google for the depiction
available via networks. of a virtual globe
It can superimpose geographical data on satel-
lite images and aerial photographs of various
resolutions, and display them on a digital altitude
Geo Targeted
model of the earth. = geolocation
Refers to the possibility of determining the
place of origin of IP addresses, MAC addresses,

Mobile Persuasion and IPTCs/XMPs. It can serve as the basis for

creating a user profile.
A theory, which postulates that the use of mobile
communication tools such as smartphones
influences our behavior and limits our perception
of reality.

DAIMLER-TECHNICITY.COM 79

74-81_T_car2go_E_RZ_AL.indd 7 05.10.10 09:37

 The headhunter travels throughout Europe by plane and
rail in order to visit companies and candidates interested
in management positions. “Although long-distance trips
are simple and comfortable, neither local public transport nor
rental cars are convenient or fast enough for covering the Rufus STEINkRAUSS,
last few kilometers. The effort is generally incommensurate 45, recruiter, Hamburg
with the shortness of my stays,” says STEinkRauSS, who
visits a major city at least once a week and prefers to
use his own car when at home.

CAR2GETHER — “CARPOOLING 2.0”

The web-based system car2gether helps users find
a ride-share driver or passenger quickly and con-
veniently. Vacant seats, destinations, and departure
So why not link the two advanced mobility times are automatically matched and can be
concepts? Because the car2go fleet is al- accessed either directly at a PC or on the move via
ready completely networked, the administra- smartphone.
tors can use GPS and cell phone networks
to see where and when a particular vehicle
was used and dropped off. But that’s only the
start. The team headed by Henrich and Cole
has opened up its programming interfaces
and is leaving it up to the users to develop
innovative smartphone applications — so that
people can find out where available vehicles
are in their immediate vicinity, for example.
“car2go enthusiasts have so far developed
two outstanding iPhone apps,” says Ritzer.
“Although car2go is dependent on the smart
fortwo, a reliable and efficient vehicle, this in-
telligent platform can also be used for many
other services. For example, it could relay in-
formation on special offers from the stores in
front of which the car is parked. It could also
tell me where my Facebook friends are driv-
ing at the moment or provide public transport
information.”
Because of its high data density, the
system also benefits cities like Austin and
Ulm. In real-time it shows where people are
headed, are spending their time, or where the
city might have a potential traffic planning
problem. “We don’t follow individual custom- HYPERLINK
ers around, of course,” says Ritzer. “It goes
without saying that data protection has top You’ll find further information related to this article at:
priority. But the combined data lets you see
how a city operates minute by minute, around
the clock, seven days a week.”
It therefore comes as no surprise that daimler-technicity.com/car2go
other cities in Europe and North America have including the following features:
also taken an interest in car2go as a means • vIDEO Making mobility easy: Behind the scenes at car2go
of making their transportation systems more • BACkGROUND Hyperlocality: When virtual and real worlds merge
flexible and environmentally friendly — and • INTERvIEw “We are writing our own rules”: Jérôme GUILLEN,
thus better equipped to meet the challenges Director of Business Innovation at Daimler, talks about mobile networks
of the future. • CHRONICLE A success story: The history of the smart

80 T

74-81_T_car2go_E_RZ_AL.indd 8 05.10.10 09:38

 JÉRÔME GUILLEN:
“We come up with our own rules for developing
innovations and are not afraid of thinking up new
concepts and testing them in prototypes.”
Mr. Guillen, how difficult was it to turn a revolu-
tionary idea like car2go into reality?
It was an ambitious project to create a flexible fleet of
vehicles that could be rented and given back on the spur
of the moment. Such a project requires great program-
ming skill and the vehicles and software must be per-
fectly integrated. The project team was created in 2008
and just nine months later the system was launched in
Ulm in October 2009. That’s something we’re proud of.
is a job at car2go different from others, and
does successful innovation require the complete
sense of freedom offered by a start-up company?
The Business Innovation unit, which provides project-
specific support for car2go, is located in Untertürkheim.
Daimler was founded here too. In other words, we’re situ-
ated at the heart of the company. However, day-to-day
activities in the office are unpredictable. After all, there
is no manual on how to develop innovations. That’s why
we come up with our own rules. We’re not afraid of think-
ing up new concepts and testing them in prototypes.
One day, you’ll maybe have gathered enough
material to write the ultimate manual …
Ultimately, it all comes down to learning by doing. We
first try to imagine what new products and services
could create added value for customers. Secondly, we
ask ourselves how they could do the same for Daimler.
The idea behind car2go is actually quite simple: More
and more people are living in cities and an increasing
number of them are deciding not to own their own car
for various financial, environmental, and philosophical
reasons. So how can we at Daimler ensure that we can
offer them a good mobility solution? That question was
the origin of car2go. Nicolas Hayek, the man behind the
smart, originally thought about creating a similar mobility
concept. However, the required technologies, such as
GPS and cell phones, weren’t sufficiently advanced 15
years ago.
How can you measure the success of such an
unconventional concept?
The critical point is reached when a project progresses
from the test phase for a closed group of users and is
opened to the general public. That’s when real-life cus-
tomers have to pay for the service with their own money.
DAIMLER-TECHNICITY.COM
74-81_T_car2go_E_RZ_AL.indd 9
To date, the response of the people in Ulm has exceeded
our expectations. However, we also have to offer the
service in such a way that the company makes a profit.
Where do you go get inspiration and suggestions
for new ideas?
We have to be modest here because our unit isn’t some
kind of unlimited source of great ideas that will totally
transform the entire industry. We have to promote and
bundle the entrepreneurial spirit of the company’s
250,000 employees and our partners. That’s why our
unit is open to suggestions from all sides and maintains
good connections on both a formal and an informal level.
do you have some kind of system for identifying
such ideas as quickly and effectively as possible so
that you can channel them in the right direction?
We have developed the BI Community — an innovation
platform for our intranet. It enables employees to submit
and rate ideas. The platform is like Wikipedia in that it
enables all of the users to comment on the ideas and
edit them. It also has similarities with LinkedIn in that the
participants can create profiles and network with other
users. There are also videos, so the platform is also a bit
like YouTube. Every suggestion must be clearly explained
before participants can rate it with a number of stars.
The system is a great source of new ideas and also pro-
vides inspiration for improving existing ones.
CuRRICuLuM VITAE
Jérôme GUILLEN
Director of Business Innovation at Daimler
since October 1, 2007
+++ 38 years old +++ Joined the company in 2002 +++ Respon-
sible for the development and market launch of the heavy-duty
Cascadia truck at Freightliner until 2007 +++ Employed by the
business consultancy firm McKinsey & Co., Inc. +++ Ph.D. in
Mechanical Engineering at the University of Michigan, U.S. +++
Master of Science (M.Sc.) at ETSII Technical University in Madrid,
Spain, in 1994 +++
81
05.10.10 09:38
 43 6
. . .basic emotions are felt by human beings:.
.neutrality, joy, grief, surprise, fear,.
anger, and disgust.
muscles in the human face react
with extreme sensitivity to the tiniest
change of emotion

60,000
individual images were captured in the.
1,200
. . .criteria are considered in voice analysis so.
films examined in the laboratory. that researchers can draw conclusions about.
.the test person’s mood.

140 250
gigabytes of data in total were recorded during.
.the study of driving pleasure.
points in the human face are monitored.
by software created at the Technische.
Universität München in order to register.
the person’s current mood .

PIONeeRING ReSeARCH INTO DRIVING PLeASURe

The numbers shown here refer to the first scientific study of driving pleasure, which was carried
out in 2008 in the Center for Society, Vehicle Concepts, and Human-Machine Interaction at
Daimler together with experts from the Fraunhofer Institute Rostock and the Technische Univer-
sität München. The test persons’ facial expressions and voices turned out to give the best results
when it came to measuring driving pleasure.

82 T

82-87_T_komfort_E_RZ_AL.indd 2 05.10.10 09:39

 TexT
Rüdiger Abele
The Comfort
Experience
People’s need for comfort is as varied as the people themselves. Nonetheless,
it’s possible to identify some general patterns which, in conjunction with
overarching social trends, enable us to make forecasts about the way people
will live in the future.
S
ociety is in a constant state of change — in terms of peo-
ple’s innermost needs and desires, and in every country of
the world. every business enterprise is dependent on social
trends, because they determine whether a product is ap-
pealing — and therefore successful. The hoped-for ultimate stage of
this development comes when the product is not simply regarded as
appealing but integrates itself so smoothly into the customer’s daily
routine that it is perceived as an essential part of one’s life. In such a
case, the product becomes a partner.
A good place to find out in what direction future products will de-
velop is Daimler’s futurological research unit in berlin, Germany. When
he’s asked which future trends are the most significant, Frank Ruff,
of the Center for Society, Vehicle Concepts, and Human-Machine In-
teraction at Daimler, doesn’t hesitate for long. The psychologist and
sociologist can refer back to the extensive trend analyses and future
DAIMleR-TeCHNICITy.CoM
82-87_T_komfort_E_RZ_AL.indd 3
scenarios that have been formulated and are continually updated by
the research group’s interdisciplinary teams. “People’s increasing life
expectancy, their growing awareness of health issues, and their search
for a good quality of life are making health and personal well-being a
bigger focal point than ever before,” he says. “In addition, more and
more people all over the world are living and pursuing various activities
in cities, including many major conurbations.” He points out that both
aspects have an influence on the way people organize their daily lives,
and thus on future products. For example, automobiles are being de-
signed to be increasingly comfortable and individualized, because they
are valued as personal and mobile spaces where people live and relax.
These developments can be observed in all of the strong economic
regions, whether they’re in europe, North America or Asia. Countries
whose economies are still lagging behind today will join this trend as
soon as their social well-being reaches an equivalent level.
83
07.10.10 07:06
 Comfort, as one aspect of the overall scenario, will also become more
significant. but what does this concept mean, exactly? A look at the
relevant literature reveals two general definitions of the term. Accord-
ing to one definition, comfort is a condition of well-being that is based
on the use of devices, objects or equipment. For example, household
appliances are perceived as pleasant because they make our work
easier and reduce the amount of physical labor required in daily life.
According to the second definition, comfort is the absence of discom-
fort — that is, feelings that are generally perceived as unpleasant. one
example of this is auditory comfort: Most people feel that a quiet en-
vironment is comfortable and that noisy machines are unpleasant and
should be avoided. Also relevant to a more precise understanding of
the concept of comfort is an idea expressed by the writer eduard Graf
Keyserling in his essay “on the Psychology of Comfort” in 1905. He
writes that comfort has a “subservient friendship” with human beings
which includes aspects of nurturing and protection. To return to the
example of auditory comfort, people feel that a quiet automobile inte-
rior promotes their well-being, and that a vehicle with such an interior
is a friendly aspect of daily life that enables them to focus on pleasant
thoughts or pure relaxation.

“In two out of three cases, driving

pleasure is strongly related to the
perception of vehicle comfort.”
Götz ReNNeR
Center for Society, Vehicle Concepts, and Human-Machine Interaction at Daimler

Götz Renner is very familiar with these nuances of the concept’s defi-
nition — as well as their advantages and disadvantages. “Well-being,
a component of the first definition, is difficult to record precisely. It’s
much easier to measure discomfort,” says Renner, who has a Ph.D.
in psychology and works at the Center for Society, Vehicle Concepts,
and Human-Machine Interaction at Daimler. The Center plays a key
role in the process of designing future vehicles by researching cus-
tomer demands and working with customers to test new products
such as safety features at an early stage. In this way, it is possible to
find out how acceptable the products are to the customers. These are
important steps on the way to a series product. The challenge is to
equip a product with specific qualities that match customer demands
and are based on well-founded data. Here, the center can rely on nu-
merous methods and tools that deliver reliable information. eVALUATING DRIVING PLeASURe As part of the pilot
All these ideas can be tested in another venue — inside a current study of driving pleasure, the facial expressions of eight
model of a Daimler vehicle. every Mercedes-benz product sets new drivers were recorded in detail. Their expressions turned
standards within its vehicle class, and that applies to comfort features out to be good indicators of the experienced driving
as well. The “look and feel” aspects of the vehicle elicit many sponta- pleasure.
neous feelings that are experienced as comfort criteria — for example,
the solid sound of the driver’s door closing, the distance between the
driver and the steering wheel, the switches and controls, the mecha-
nisms for adjusting the seats and the air conditioning, the sense of
space, the smell of the interior, the feel of the push/turn control knob,
and the intuitive menu structure in the central color display.
An inexperienced user might regard some of these features as
pure luxury. but Claus ehlers, Head of the Center for Society, Vehicle
Concepts, and Human-Machine Interaction at Daimler, has a different
view. “A comfort feature is an amenity that directly fosters well-being

84

82-87_T_komfort_E_RZ_AL.indd 4 05.10.10 09:39

 HoW ARe CUSToMeR WISHeS DeTeRMINeD ?
At its Center for Society, Vehicle Concepts, and
Human-Machine Interaction, Daimler is investigating
a range of topics. They include how customers per-
ceive a car, what impression the materials used make,
how important the design of the interior and driver
area are, and how well new technologies are received.
The research activities particularly focus on the vari-
ous emotions that a vehicle evokes in its driver.
The practical tests include in-depth interviews and
psychological tests designed to evaluate the user’s
experience. The driving tests, which are carried out
with test subjects from both within and outside the
company, use cars that are equipped with tomorrow’s
technology. In addition to evaluating the technology,
the tests record the people’s reactions in great detail.
The factors that are analyzed include:
• Heart rate
• Muscle tension
• body movements
• Facial expressions
At the push of a button, the test subjects can
establish a direct audio and visual connection to
the experts at Daimler. As a result, they can discuss
their observations and impressions. In combination
with the recorded drive, all of this data is evaluated
by the scientists in order to determine what they call
“physiological and psychological indicators of stress.”
If the stress levels experienced are low, the new
technologies are considered to enhance comfort. In
other words, the driver will get out of his or her car
relaxed and satisfied — even after a long drive. Ideally,
he or she will be in even better shape than at the start
of the trip.

WHAT FACToRS INFlUeNCe oUR SeNSe oF DRIVING CoMFoRT ?

COMFORT HIeRARCHY INFLUeNCeS ON THe DRIVeR “POSITIVe DRIVING exPeRIeNCe” MODeL

Increasing The vehicle supports:

comfort
Road/traffic conditions active driving dynamic, “passive” driving cruising
“Luxury” ambience Relaxation
sporty driving along comfortably
Time pressure
Vehicle
Comfort of movement Comfort of operation
Personal condition on a particular day
and operation Skills
ergonomics
Climate
Motivation
environmental Climate, noise
comfort Fitness ...
Vibrations, light Creation of ideal-typical emotional states:

Driver “Flowing” positive mood “Relaxed” positive mood

Smell and high level of activity and low level of activity

HoW IS CoMFoRT MeASUReD ?

MULTI-LeVeL MODeL
Due to the complexity of the human organism, the measurement of a person’s physical and mental
condition is performed on three different levels:

1. 2. 3.

Somatic level, physical changes
eeG (electroencephalogram) information on fatigue
eCG (electrocardiogram) information on stress
Hormone cortisol stress parameters
PST (pupillographic sleepiness test) information on sleepiness
Psychological level, subjective experience Behavioral and performance level
Questionnaires regarding a person’s general mood, the quality Level of concentration, precision, and speed determined in
of his or her sleep, any stress factors he or she may be aware of, standardized performance tests
and possibilities for recuperation Quality of driving behavior in a specific situation

DAIMleR-TeCHNICITy.CoM 85

82-87_T_komfort_E_RZ_AL.indd 5 05.10.10 09:39

 MaCRoSCoPE and thus offers people a practical benefit,” he says. That means it’s
THe PRe-SCAN CHASSIS
body
oil
Actuator (hydraulic)
Shock absorber
Spring strut
Wheel
In 2007, Mercedes-benz introduced the PRe-SCAN
chassis in the F700 research vehicle. The innovative
system adjusts the vehicle to the bumps in the road
by calculating in advance what the parameters for
the most comfortable chassis setting should be.
The system does this so well that engineers rightfully
refer to it as a “magic carpet.”
How the PRe-SCAN chassis works:
• Infrared lasers scan the road ahead to determine
its profile.
• on the basis of this profile, the control system
calculates exactly how the chassis should best be
controlled.
• Hydraulic actuators in the chassis compensate for
the bumps in the road by regulating the flow of oil
into each of the spring struts.
• body movements caused by bumps and depres-
sions are greatly reduced.
Mercedes-benz has been installing an enhanced
version of the PRe-SCAN chassis, called Magic body
Control, into vehicles since September 2010. To bet-
ter recognize the condition of the road, the new tech-
nology uses a stereo camera behind the windshield
instead of laser sensors in the headlights.
86
82-87_T_komfort_E_RZ_AL.indd 6
not a luxury, because a luxury would imply excess. but isn’t it some-
times hard to see the difference? “of course,” he replies. “but comfort
always involves very clear functional factors.”
At Mercedes-benz, the claim to comfort is even a fixed aspect
of the brand definition. According to Renner, “All aspects of comfort
feed into what we call ‘performance-promoting comfort.’ That’s an
integral part of our brand definition. It means that a Mercedes-benz
driver is relaxed when he or she steps out of the car, even after a long
drive.” The prerequisites for that are innovative seating ergonomics,
an optimally tuned chassis, state-of-the-art air conditioning technol-
ogy, voice-operated controls, and assistance systems, Renner adds.
The current example he cites is the Adaptive Highbeam Assistant,
which automatically switches the high beams on and off according to
the current traffic situation so that the driver always has the greatest
possible lighting and range of vision. “However, it’s not only technical
features that increase the driver’s comfort, reduce stress, make driv-
ing easier, and enhance physical fitness and performance capacity,”
explains Renner. “Psychological factors, what we call ‘soft facts,’ also
play a role because they too are important for a driver’s motivation
and ability to act.”
“Comprehensive comfort will become
a key characteristic of future leading
products all over the world.”
Frank RUFF
Center for Society, Vehicle Concepts, and Human-Machine Interaction at Daimler
Ruff defines the future outlook as follows: “Comprehensive comfort
will become a key characteristic of future leading products all over
the world. This will be based on a sharpened public awareness of the
factors that promote health and quality of life. Today people regard
health as a lifelong personal fitness program that they design them-
selves through their chosen lifestyle. Accordingly, people look for
opportunities to structure all aspects of their lives. one’s entire living
situation is organized as much as possible according to health cri-
teria — including one’s living arrangements, clothing, diet, and daily
routines. Physical and emotional well-being are equally important
here. “And because many people are spending more and more time
in their cars or commercial vehicles, they expect comfort features
to make their vehicle a partner, so to speak, as they search for well-
being and a good quality of life.”
People remain curious about the car of the future, and that applies
to passenger cars as well as commercial vehicles. The researchers at
Daimler have defined a number of major theme areas for the char-
acteristics vehicles may have in the future. “The automobile of the
future will be regarded as a place to live in even more than it is today,”
says ehlers. That’s why it’s a quick jump to topics such as interior
design, communication options, entertainment systems, and lighting
control. Most importantly, design and materials will make vehicle inte-
riors even more pleasant than before — and the most recent research
vehicle, the F800 Style, offers an updated overview of possible inte-
rior concepts. Its partially transparent roof also ensures that the inte-
rior is flooded with light. but that’s only one option. The researchers
and developers have long been thinking about incorporating subtle
05.10.10 09:39
 lighting panels into the roof and sidewalls of the vehicle. These would
emit light of different colors and create a very special ambience. “The
color and intensity of the light could be adjusted to precisely match
the driver’s wishes,” says ehlers.
“We’ll be able to better customize the
automotive environment — for example,
via the climate control system, lighting,
and communication functions.”
Claus eHLeRS
Head of the Daimler Center for Society, Vehicle Concepts, and Human-Machine
Interaction
The aspect of individualization applies to a variety of comfort features.
After all, the key thing is to ensure that the customer feels perfectly
comfortable in his or her vehicle. entertainment and communication
technology, which can also be individually adjusted, will play an im-
portant role when it comes to helping drivers feel comfortable. For
many people, the time they spend in their vehicles already accounts
for a major portion of their daily leisure time. Some people appreciate
this time because it gives them an opportunity to communicate with
friends and family — and in the future these communication options
will be even better than they are today. For other drivers, the car is a
place where they can get away from it all for a while, either in com-
plete silence or with a favorite entertainment program. The research-
ers won’t divulge much more, but it’s already clear that the theme of
comfort will take on a completely new dimension in future vehicles.
As a result, cars will become attractive partners even more than is
the case today.
HYPERLINK
You’ll find further information about this article at:
daimler-technicity.com/comfort
including the following features:
• INTeRVIeW The car of tomorrow: Götz ReNNeR, of the Center for Society,
Vehicle Concepts, and Human-Machine Interaction at Daimler, explains how
comfortable products are created
• BACKGROUND A brilliant feat: The Mercedes-benz multicontour seat has
had a massage function since 1998
• CHRONICLe Comfort yesterday, today, and tomorrow: A tour through the
history of automotive innovations
82-87_T_komfort_E_RZ_AL.indd 7
DIaLoguE
Claus eHLeRS
Head of the Daimler
Center for Society,
Vehicle Concepts,
and Human-Machine
Interaction
How is comfort defined for a Mercedes-Benz vehicle?
The brand’s understanding of comfort is multifaceted, but all aspects
are geared toward achieving the same goal. We use the expression
“performance-enhancing comfort” to refer to all of the measures
that are characteristic of a vehicle. Ideally, these measures should
allow a driver to be relaxed even after a long-distance trip. To
enhance comfort, our engineers and designers are targeting specific
areas, particularly in the car’s interior, since that’s obviously where
the driver is. of interest in this regard are areas such as operating
comfort, seating comfort, and climate comfort.
Which future trend are you focusing on most at the
current time?
experts throughout the world agree that the car of tomorrow will
focus even more on ensuring the occupants’ overall well-being than
is currently the case. Cars are increasingly viewed as environments
that play a major role in motorists’ everyday life and should therefore
offer all of the conveniences that the drivers want them to have.
Individuals will be able to influence this environment to a relatively
large degree — through the kind of climate-control and lighting
systems a car has, for example, and of course by operating the
entertainment and communication functions.
What specific innovations can be expected?
of course, I can’t reveal secrets about completely new systems.
However, I can tell you that we are also enhancing several familiar
ones. In the area of seating comfort, for example, Mercedes-benz
has been offering a multicontour seat with massage function in
some of its vehicle classes for many years. This system has been
improved several times and is very advanced and comfortable. but
we don’t intend to stop there, because we think that we can offer
our customers even more. Additional innovations can therefore
be expected in this area, and we are also working on several new
climate-control features.
Isn’t there a danger that the various functions will make
a car so complex that it will become difficult to operate?
Although you’re right that the number of innovations is steadily
increasing, this doesn’t automatically mean that the resulting com-
plexity will make operation more difficult. After all, the innovations
also include new ergonomic concepts and operating systems that
enable users to conveniently operate a whole range of functions.
our experts have put a lot of their expertise into developing such
systems as well.
87
05.10.10 09:39
 teXt
Joachim WEBER

The history of mankind has always also been the story of light. Technology
and culture have developed wherever people have succeeded in controlling
and managing light. Now, with the introduction of light-emitting diodes (LED)
and digital light control systems into our everyday lives today, lighting has
also finally become intelligent.

88 T

88-95_T_licht_und_sicht_RZ_E_AL.indd 2 05.10.10 09:41

 Led FAcAde The facade of the Galleria Fashion mall in
Seoul, South Korea, is a huge lighting system and one of
the city’s biggest tourist attractions. The facade’s fully
automatic, dynamic light control system is still considered
a milestone of lighting design.

15,000 digitAL MuLtiPLeXers (dMX)

That’s how many channels control the dynamic
LED facade lighting system.

16,000,000 diFFerent coLors That’s the

number of colors that can be created with four
different LEDs.

4,340 gLAss disKs Thousands of

diodes are installed behind the dazzling
surface.

MACROSCOPe

hoW does An Led WorK?

In its basic structure, an LED is a semiconductor diode, a compo-
Silicone lens
nent that allows an electric current to flow in only one direction. It
LED chip
essentially consists of three layers: a positive layer, a negative layer,
TVS
and a junction layer. LEDs differ from “normal” diodes in terms of
Phosphor layer
the type of semiconductor material they use. The latter usually con-
Bond layer
sist of silicon, while LEDs are made of various gallium compounds
metal interconnect layer
that are particularly well suited for turning electrical energy into
ceramic substrate
light. If an electric current is applied to the semiconductor, the sur-
plus electrons of the positively charged layer offset the shortage of Thermal pad
electrons in the junction layer, releasing energy in the form of light. cathode

DAImLER-TEcHNIcITy.cOm 89

88-95_T_licht_und_sicht_RZ_E_AL.indd 3 05.10.10 09:41

 BIG CITY
LIGHTS

MICROSCOPe

520
nAturAL coLor teMPerAture
530
The color of LED headlights is very
510 540
similar to that of daylight, which is why
550
it conforms to what people are used to
560 seeing. Tests have confirmed that the
570
closer the color of artificial light is to
500
that of daylight, the less strenuous it is
580
for the eyes. As shown by the color
590
halogen light (2.800 K)
space, the color temperature of LED
Xenon light (4.200 K) 600
Led light (5.500 K)
610
light (5,500 kelvin) is closer to that of
daylight (6.500 K)
620
490
630
650
daylight (6,500 K) than that of xenon
700–750
light (4,200 K).

480

470
460
450
400–380

highLights oF eVerydAy LiFe LEDs have been around for
quite a while, appearing, for example, in the red numeric displays
of pocket calculators from the 1970s. In fact, LEDs are now to be
found everywhere in our daily lives, without most of us really noticing
it — they are used for the background lighting of cell phone displays,
television sets, and computer screens, as well as for transmitting the
signals of remote controls, displaying the letters and images in highway
signal bridges, and serving as pixels in the huge screens used for pub-
lic viewing. LEDs are also ubiquitous in today’s motor vehicles, where
between 200 and 600 of the devices are used for everything from
taillights and turn signals to the innumerable small signal lamps in a
car’s interior and in the dashboard displays. What’s more, LEDs are
now also found in the latest headlights.
Lighting design LEDs also provide substantial benefits in this
area. competing automakers offer partial solutions, but Daimler has
stayed true to its principle of building on previous successes without
sacrificing comfort and safety. “We developed our LED headlights so
that they could immediately offer all the benefits that our customers
enjoy with the previous xenon technology,” says Uwe Kostanzer, Head
of Light System Development at Daimler, in describing the task that he
and his colleagues faced. The system’s development was completed
in just 26 months, including the time needed to create the design.
The new dynamic LED headlight, which will make its market debut
this year in a new model mercedes-Benz coupe, is celebrating its
world premiere as a new kind of interactive system that promises to
further improve safety.
The headlight contains all the features that are found in the famil-
iar Intelligent Light System: the country mode, which provides supe-
rior illumination of the driver’s side of the lane, compared to what
conventional low-beam headlights offer; the highway mode, which
illuminates the full width of the lane and increases visibility by 50 me-
ters at speeds over 90 km/h; the expanded fog light function, which
directs more light to the sides of the lane; the active light function,
which adjusts the headlights to follow the steering movements,
extending visibility by 35 meters; and, lastly, the active cornering light
function, which provides additional illumination for the indicated
driving direction.

90 T

88-95_T_licht_und_sicht_RZ_E_AL.indd 4 05.10.10 09:42

 WAter toWer in JyVÄsKyLÄ Halogen lamps
are combined with programmable and color-
variable LEDs.
Bridge in JyVÄsKyLÄ At night,
the 480 meter long Kuokkala Bridge is
bathed in white and blue light.
The light specialists at mercedes-Benz have also succeeded in link-
ing the LED technology with Adaptive Highbeam Assist, which uses
a windshield-mounted camera to continuously and automatically
brighten and dim the headlights, this increases and reduces the range
of the high beams in relation to the distance to a preceding or oncom-
ing vehicle.
What makes LEDs particularly attractive for automotive engineers
is that they will make it possible to use electronics and software in
place of many of the movable mechanisms found in today’s systems.
The cornering light function, which still needs servomotors to move
the headlights in response to the driver’s steering movements, is a
good example of this. In the future, the xenon lamps will be replaced
by LED arrays featuring a matrix of more than 80 high-performance
light-emitting diodes, each of which will point in a different direction
and be individually controllable. The individual diodes will then only
have to be dimmed or turned off and on in order to achieve all the
required light effects.
Lastly, LEDs will also enable the automotive engineers to reduce
energy consumption, because the new headlights will only consume
DAImLER-TEcHNIcITy.cOm
88-95_T_licht_und_sicht_RZ_E_AL.indd 5
AWArd-Winning Light The city of Jyväskylä, Finland,
received the 2009 city.people.light award for its city of Lights
project. The award recognizes municipal lighting concepts
and is presented each year by Phillips and the Lighting
Urban community International Association.
about 30 watts compared to around 130 watts today. And the engi-
neers at mercedes-Benz have developed an LED daytime driving lamp
that only consumes four watts, compared to the current 38 watts.
Kostanzer believes the new LED headlights are just the begin-
ning. “The current LED headlight contains 353 individual parts, which
means it is considerably more complex than its xenon counterpart,”
he explains. “It has to become more efficient and less complex, and
that’s why our goal is to simplify the system and increase its degree
of integration.”
thinKing Light yeArs AheAd The LED headlight is therefore
destined to undergo a process of rapid development and change. At
the same time, the development engineers have to make sure there
is a certain amount of continuity. “We have to think far ahead with
our designs,” says Kostanzer. “That’s because the LEDs we are now
installing in cars probably won’t exist anymore five years from now.
Despite that, we will have to continue to provide spare parts for today’s
vehicles. That’s a completely different situation compared to today’s
incandescent lamp, which we have used for more than 40 years.”
91
05.10.10 09:42
 INTELLIGENT
LIGHT
SYSTEM
What makes LEDs special is that they are semiconductor products
— a kind of “chip” with a structure and mode of production far more
similar to that of memory chips and computer processors than to that
of conventional light sources like incandescent lamps, fluorescent
tubes, and other types of discharge lamps. The only thing LEDs have
in common with conventional lamps is that they glow. LEDs also are
becoming steadily brighter, and high-performance versions can now
even replace their conventional rivals in demanding roles.
LEDs also offer other advantages: They can be dimmed and
switched on and off very quickly, and their light is directional from
the very start. Depending on the semiconductor material used,
the chip creates light of different colors across a broad range of
the spectrum, without requiring a filter. It can even shine in the ultra-
violet range. Examples of this include the small UV lamps that dentists
use to harden composite resin fillings. LEDs are also appealing
because of their small size. A “big” chip measures only one square
millimeter without its transparent plastic housing, which protects
the lamp and often serves as a lens as well. And last but not least,
the LED has a much longer service life than most of its compet-
itors, lasting about 50,000 hours on average, with the duration
depending on the temperature, application, and the intensity of the
current.
Wolfgang Lex, Vice President LED at Osram Opto Semiconductors
GmbH, is also convinced that the performance of the microlamps will
be substantially boosted in the future. “Today’s high-performance
LEDs have an output of 100 lumens/watt, and some are even at 150
lumens/watt. These outputs will increase further in the foreseeable
future,” Lex says. A lumen is a unit indicating the amount of visible
light emitted by a light source per second, while luminous efficacy is
the ratio of this quantity of light to the total amount of energy used,
and is therefore expressed as lumen/watt (lm/W). A candle produces
about 0.1 lm/W, a 60 watt light bulb about 12 lm/W, and a similarly
bright 15 watt energy-efficient lamp about 60 lm/W. Old and new
technology headlights still have very similar performance, with
Daimler’s new full-LED headlight generating 17 lm/W, just like the
current xenon lamps. However, engineers estimate that LED head-
lights will achieve 35 lm/W by 2014.
92
88-95_T_licht_und_sicht_RZ_E_AL.indd 6
DIAlOGUe
uwe KostAnZer
Head of Light System Development
at Daimler
How do LED headlights improve safety and
sustainability?
Today’s LED lights last for more than 10,000 hours,
which is more than five times longer than xenon lamps.
As a result, the lights generally don’t have to be replaced
during the vehicle’s service life. These advanced lighting
systems already have an energy efficiency comparable
to that of xenon lamps, and the LEDs we now have in
series development will very soon save about 100 watts
compared to conventional systems. LED lights funda-
mentally improve safety because of their color, which
is very similar to that of daylight and therefore is easy
on the eyes. Only about 20 percent of driving takes
place at night, but 40 percent of fatal accidents happen
during those hours.
How do the new full-LED headlights help to
improve the level of safety enjoyed by the driver and
other road users?
These are the world’s first full-LED headlights to feature
all the dynamic light functions that are standard for
xenon systems today. This world premiere once again
demonstrates mercedes-Benz’ technological leadership
in lighting systems. With this innovation, we are for the
first time combining dynamic headlight safety features
such as the cornering light function and Adaptive High-
beam Assist with the greater safety provided by using
a light color similar to that of daylight.
Is Adaptive Highbeam Assist more of a comfort
function or a safety feature?
It’s both. It is a comfort function in the sense that it
further reduces driver stress, since motorists have to
concern themselves with one less system. We are of
course considerably improving safety as well, because
we are automatically providing the right quantity and
distribution of light. It enables drivers to concentrate
more on the traffic situation, while also improving
visibility. This is because Adaptive Highbeam Assist
increases the use of high beams in night driving by an
average of three percent, to 53 percent.
When will the new headlight system be intro-
duced in all passenger car models?
Our philosophy is to introduce innovations whenever
they provide customers with added value. This is now
the case with LED headlights, and you can rest assured
that the new full-LED headlights are just the beginning
of what we have planned in this area.
T
05.10.10 09:42
 dynAMic FuLL-Led heAdLights FroM Mercedes-BenZ

turn signAL indicAtor

(13 LEDs) Stationary.

stAndArd LoW-BeAM heAdLight

(8 LEDs) Standard stationary.

cornering Light (2 LEDs) Stationary side-

mounted light controlled by steering angle and
turn signal activation. It switches between high
beam and low beam at speeds below 70 km/h.

PArKing Light (22 LEDs)

Stationary.

night VieW (10 LEDs) Infrared light high BeAM (8 LEDs) In combination with a
source for the night-vision camera. night-vision camera, it responds to preceding or
oncoming vehicles, enabling it to automatically
LoW-BeAM sPotLight (8 LEDs) In the current
switch between low and high beams.
version, an electromechanical system still
moves the cornering light in response to the
steering angle.

inteLLigent Light controL The headlights of the new Pioneering design The taillights also feature the latest LED
mercedes-Benz cLS dim in time and automatically increase technology with a futuristic design.
luminosity when necessary.

DAImLER-TEcHNIcITy.cOm 93

88-95_T_licht_und_sicht_RZ_E_AL.indd 7 05.10.10 09:42

 CHRONICle

1907 Using a carborundum crystal, the British

scientist Henry Joseph Round discovers that
solids can give off light if an electric current is
passed through them.
1921 The Russian physicist Oleg Wladimirowitsch
Lossev rediscovers this light-emitting effect.
Until 1942, he investigates this property more interior design Atmospheric interior
thoroughly, with the aim of using the new lighting with night and day simulation in
light source for transmitting information. His the new Airbus A380.
efforts remain unsuccessful.
1951 The rise of semiconductor physics following
the discovery and development of the transis-
Medicine Light therapy and healing, light-induced
tor makes it possible to satisfactorily explain
moods at the Princess Alexandra Hospital in
the light emissions.
Harlow, England.
1962 A mixed crystal of gallium arsenide and
gallium phosphide creates a breakthrough —
the first red light-emitting diode is launched
on the market.
1971 New semiconductor materials make the colors
green, orange, and yellow possible, while LED
efficiency is improved.
1993 Shuji Nakamura of Japan presents a very
bright blue LED. It is the first blue LED to
be commercially successful.
1997 Two years after they were first presented, the
first LEDs to produce a white light through the
admixture of luminous substances (phosphor)
are launched on the market.
2006 LED developers cross an important threshold design Zaha Hadid design realized
by presenting the world’s first light-emitting with LED lights from Zumtobel Lighting
diode that produces 100 lumens per watt. GmbH.

BotAny LED applications for botanical

labs of NASA’s outer space plant cultiva-
tion program.

Art LED sculpture by the British artist Nick Architecture LED lighting for the
Gilmoore. dome of the PUB department store in
Stockholm, Sweden.

94 T

88-95_T_licht_und_sicht_RZ_E_AL.indd 8 05.10.10 09:42

 DELIGHTFUL
APPLICATIONS
Big city Lights The range of potential LED applications is growing
as their luminous intensity increases. Experts are predicting that LEDs
will not only become more common in automobiles, but will also be
used more frequently for general lighting purposes in homes,
offices, public buildings, and public spaces. General lighting appli-
cations will play a crucial role in expanding the world market for
high-performance LEDs, from slightly over $ 5 billion in 2008 to almost
$15 billion in 2013.
The world of lighting will change dramatically as a result, given
that the flat, tiny LED lamps generate a new quality of light that will
allow us to choose between a setting close to daylight, for our work-
station or on the road, and a yellowish-warm glow for a cozy corner.
As is the case with the car headlight, LEDs make entirely new lamp
designs possible for general lighting. They don’t necessarily require
new designs, however, and can be retrofitted into the conventional E-27
light sockets of familiar old lamps. People shouldn’t look too closely
at prices yet, though.
Retrofitted lamps also suggest that LEDs are only suitable for
replacing conventional light sources. This, however, fails to take into
account the fact that LED technology creates completely new de-
sign possibilities. Light-emitting diodes allow us to solve problems in
entirely new ways — not only in cars, but also in consumer electronics
and communications.
other highLights Interactive approaches have now also captured
the imagination of such level-headed people as urban planners and
lighting engineers. Picture the following scene, for example: Late in
the evening, a man and his dog go out the door into a dimly illuminated
street to take the day’s last walk around the block. No sooner have
they stepped onto the sidewalk, than the lights brighten in both direc-
tions out to a distance of 100 meters. The lights then follow the duo
as they briskly walk along their usual route. When a car approaches,
the “street lights” keep pace with the vehicle, brightening in front
of it to improve visibility for the driver. The lamps focus in particular
on the pedestrian and his dog, so the driver is made aware of potential
dangers. As the vehicle advances, the lights behind it become dimmer
once again.
This scene is no longer just the stuff of visions: motion sensors
are already making it possible today for the lights to brighten in the
List district of the city of Hanover, Germany. Adaptive street lighting
that reacts not only to motion — but also to different levels of bright-
ness, weather conditions, traffic density, or special traffic situations
— can currently be found, however, only in the context of a develop-
ment project supported by various government agencies, including
the German states and the EU (E-Street project). And many cities,
including Dublin, Oslo, and Getafe in the madrid metropolitan area,
have launched their own tests. most of the components that are
needed for such projects already exist, ranging from networking
technology and computers to LED light sources whose performance
reached adequate levels around two years ago. The only problem
that still remains to be solved are the sensors, which need to be im-
proved and become less expensive.
DAImLER-TEcHNIcITy.cOm
88-95_T_licht_und_sicht_RZ_E_AL.indd 9
LEDs will replace mercury vapor lamps in particular, which will no lon-
ger be permitted beginning in 2015, although they are still found in
30 to 35 percent of Germany’s street lights. The old lamps are being
phased out not only because they contain poisonous mercury, but
because the LEDs consume less than half as much electricity at the
same luminous flux. LEDs are also less costly to maintain, can be
dimmed without affecting service life, and don’t need a start-up time
before they achieve full luminosity. In addition, a test conducted in
an actual street by the Laboratory of Lighting Technology at Darm-
stadt Technical University showed that people prefer LED light, which
is similar to normal daylight, over conventional street lights. And they
particularly favor it over the yellowish sodium vapor lamps that are
still permitted.
Leds in the sPotLight To demonstrate all these advantages and
overcome the municipalities’ reluctance to buy LED lamps due to their
high cost, the German Research ministry is organizing the nationwide
competition “New light on cities.” For this purpose, the ministry is sup-
porting ten German cities that are working on different concepts for
using LEDs in street lighting. According to Thomas Kuhn, an expert for
street lighting at Darmstadt Technical University’s Laboratory of Light-
ing Technology, this approach is a key to gaining more experience.
LEDs are ushering in a new era for street lighting, which began to
switch from oil to gas lamps in the early 19th century, and to electric
lamps from the 1880s onward. LEDs also represent a huge step for-
ward for automotive lighting, which previously made big advances with
bilux lamps, halogen lamps, and xenon headlights. The development
becomes especially apparent when you look at the history of automo-
tive lighting over the past 120 years. It began in the last quarter of the
19th century with candle lanterns featuring designs and mountings
adapted from what was used on stagecoaches. A minor improvement
was achieved with reflector-equipped carbide lamps that generated
their own acetylene gas. The first mercedes with battery-powered
electric headlights did not appear until 1910, or almost exactly 100
years before the first mercedes-Benz cLS with LED headlights.
HYPeRlINK
You’ll find further information related to this article at:
daimler-technicity.com/light
including the following features:
• interVieW “High Requirements for Use in cars”: A talk with Wolfgang LEX,
Vice President at the lightning manufacturer Osram
• BAcKground Adaptive street lightning: Sensors respond to the needs of their
surroundings
• BAcKground No side effects: LEDs are also used in the field of medicine
• BAcKground Light meets art: From throwies to glowing sculptures
95
05.10.10 09:42
 www.daimler-technicity.com DIGITAL
FeatUres You can find background information, videos,
photo galleries, and lots more about the themes covered in this iN a FractioN oF a secoND
issue at: www.daimler-technicity.com
How important are crash tests for
improving safety?

leD tHere be liGHt

How are leDs changing the way

we see?

SAFety FirSt: An extensive photo gallery of the Mercedes-Benz

crash hall in sindelfingen, south-Germany.

Led FACAde: The facade of the Galleria fashion Mall in seoul,
south korea, is a huge lighting system.
daimler-technicity.com/light
iNterVieW “High Requirements for use in Cars”: A talk with Wolfgang LEx,
Vice President at the lightning manufacturer OsRAM. bacKGroUND Adap-
tive street lightning: sensors respond to the needs of their surroundings.
bacKGroUND No side effects: LEDs are also used in the field of medicine.
bacKGroUND Light meets art: from throwies to glowing sculptures.
daimler-technicity.com/crash
pHoto Gallery safety first: An extensive gallery of images of the
Mercedes-Benz crash hall. iNterVieW “We don’t rely only on the computer”:
Rodolfo sCHöNEBuRG, Head of Passive safety and Vehicle functions at
Daimler, on topics ranging from crash tests to safety optimization. ViDeo
Demonstration using a drivable vehicle: The Experimental safety Vehicle
(Esf). bacKGroUND facts and figures: Detailed information on the
Mercedes-Benz crash hall.
Hyperlocal mobility

How will the mobility systems of tomorrow work?

FUel cell FUtUre

Will hydrogen be the key to a third

industrial revolution?

Find it, open it, drive it: Daimler’s car2go project is intelligently bridging the gap between the
A pioneer: The social economist Jeremy RIfkIN talks about the needs of urban living and city people’s mobility preferences.
role of hydrogen in the energy network of the future.

daimler-technicity.com/car2go
daimler-technicity.com/fuelcell ViDeo Making mobility easy: Behind the scenes at car2go. bacKGroUND Hyperlocality: When virtual and
real worlds merge. iNterVieW “We are writing our own rules”: Jérôme GuILLEN, Director of Business
iNterVieW Is hydrogen the key to the third Industrial Revolution? A con-
Innovation at Daimler, talks about mobile networks. cHroNicle A success story: The history of the smart.
versation with Jeremy RIfkIN, founder and President of the foundation
on Economic Trends (fOET). bacKGroUND The H2 solution: Handling
hydrogen safely. bacKGroUND funding and supporting fuel cells:
The e-mobility initiative. pHoto Gallery fuel cell stack production in
Vancouver, Canada.

96 T

96-97_T_Digital_E_RZ.indd 2 05.10.10 09:44

 IMPRINT AND CONTACT
Publisher
Daimler AG, Communications, Stuttgart, Germany
For the publisher: Mirjam Bendak
Online sPeCial You won’t find these and related articles Publication manager: Matthias Steybe
in the printed magazine. But they are available as regular digital Online presence: Benjamin Oberkersch
international sales: Uwe Haspel
updates at: www.daimler-technicity.com
editing and design
design hoch drei GmbH & Co. KG, Stuttgart, Germany
Creative director: Wolfram Schäffer
editor in chief: Matthias Straub
editors: Kai-Holger Eisele, Anna Gallecker, Dr. Thomas Giesefeld, Stefan Häusler, Pia Theresa
Hoffmann, Franziska Nitsche, Bastian Steineck
autOMated driving authors: Rüdiger Abele, Martin Fritz, Steffan Heuer, Philipp Jarke, Andreas Kunkel, Peter Thomas,
Joachim Weber, Stephan Wengenroth
Proofreading: Andrew Leslie
what will vehicle safety look like in art director: Helmut Kirsten
design: Lisa Jung, Sandra Kühefuss, Simone Schwarz
the future? Photography: Gert Albrecht (Illustration), Julia Baier, Daniel Classen (Illustration), Kurt Henseler,
Stefan Hohloch, Sascha Pfläging
translation: TransForm GmbH, Cologne, Germany

PrOduCtiOn & sales

reprographics: Dr. Cantz’sche Druckerei GmbH & Co. KG, Ostfildern, Germany
Printing: Stark Druck GmbH & Co. KG, Pforzheim, Germany
sales: Zenit Pressevertrieb GmbH, Stuttgart, Germany

COntaCt & reader serviCe

Zenit Pressevertrieb GmbH, Postfach 81 05 80,
70522 Stuttgart, Germany
Tel. +49 711-72 52 - 268
Fax +49 711-72 52 - 399
e-mail: reader-service@daimler-technicity.com
Online: www.zenit-presse.de
TesTing meThods: Autopilots test critical situations on the
threshold to tomorrow’s safe driving concepts. Daimler AG, Communications, 70546 Stuttgart, Germany
Fax +49 711-17-790-95251
e-mail: contact@daimler-technicity.com
daimler-technicity.com/ad Online: www.daimler-technicity.com/contact

baCKgrOund Autopilots: The next generation of assistance systems.

design hoch drei GmbH & Co. KG,
videO Extremes: Simulations of driving maneuvers that impact safety.
Glockenstr. 36, 70376 Stuttgart, Germany
PhOtO gallery Under control: On the road to accident-free driving.
Tel. +49 711-55 03 77 30
Fax +49 711-55 03 77 55
e-mail: marzena.schneider@design-hoch-drei.de
Online: www.design-hoch-drei.de

advertising
advertising manager: Marzena Schneider,
news Channel design hoch drei GmbH & Co. KG, Stuttgart, Germany
Media data: www.daimler-technicity.com/mediakit

innovation news online PiCture Credits

International trend scouts and science
journalists report on the latest developments
in the areas of mobility, technology, and
innovation.
P. 6/73/88/89 © Christian Richters, P. 9/23 Helmholtz-Zentrum Berlin, P. 22 Yumi Hoshino,
P. 23 Karlsruhe Institute of Technology, P. 24 Stanford News Service, P. 25 © Fotolia,
P. 26 Novacem, P. 27 Christian Förg — Lumod Design, P. 36 NASA, P. 41 The Linde Group,
P. 53 AFCC, P. 54/96 © Ulf Andersen/Getty Images, P. 56/57/58 © Corbis, P. 59 ECADI,
P. 80 Apple Inc., P. 90/90 Philips, P. 94 Airbus, NASA, Philips, wissenschaft-shop.de,
Courtesy of Zumtobel Lightning

daimler-technicity.com/news COPyright
Reproduction and use, including excerpts, only with the express written authorization
of Daimler AG.
No liability will be accepted for unsolicited submissions of texts and/or images. Reports with
bylines do not necessarily represent the opinion of the publisher or the editorial team. No liability
is assumed in respect of information regarding appointments and equipment. Binding information
and prices are contained in the respectively valid official sales information from Daimler AG.
weeKly web CheCK All other information in this publication is also provided to the best of our knowledge and belief,
but without any liability.

link of the week TECHNICITY appears twice a year in German and English editions.
Number 2, 1st year 2010
In the Weekly Web Check you can find exciting
photo galleries, innovative microsites, and
ISSN: 2190-0523
updated websites from the fields of science
and technology.
© daimler ag 2010

daiMler-teChniCity.COM
daimler-technicity.com/wwc

A publication of Daimler AG

DAIMLER-TECHNICITY.DE 97

96-97_T_Digital_E_RZ.indd 3 07.10.10 09:27

 22

11
123

-1
H PROJECTOR
12 116

14 +57
1030
1035

1025
1030 87 324

45 -9

H
1025
1020
1015 30 333

30 -7
30

30

30 333
30 333
30 -7
30 -7

L
H
13 354
15 345
34 -12
30 +15

15 245
990 45 -1

23 678

56 -3

995 22 245

16 +9

990 30 333

30 -7 1015 23 234

15 -12

985 H2 HIGH
FAIR AND SUNNY Today’s forecast is tomorrow’s weather. According to a prognosis by the GermanHy
project, around 70 percent of all passenger cars and light commercial vehicles may be using hydrogen as
an energy storage medium by 2050. The outlook for alternative drive systems is promising in other areas
as well. In some regions there are still light winds, fog is forming in places, and locally there may even
be scattered short showers. But the clouds will soon dissipate. After all, they consist of pure water vapor.
1030
30 234
14 234
14 -7
98 T 56 +23

98_T_Projektor_E_RZ_AL.indd 2 05.10.10 09:46

 A Daimler Brand
The future comes standard.

• Kunde: Mercedes-Benz
The C-Class BlueEFFICIENCY is the most efficient C-Class we have ever built.
Thanks to its innovative engine technology it is both more economical
and more powerful. BlueEFFICIENCY is our way to emission-free mobility.
Now available in over 85 Mercedes-Benz models. Fast forward to tomorrow.
www.mercedes-benz.com/blueefficiency

• 216 x 279 mm
• Jung v. Matt
Water Will be the Coal of the future
“the energy of tomorrow will be water that has been split by an
electric current. the elements, hydrogen and oxygen,
thus recovered from the water will provide the earth’s energy
supply for an unforeseeable time to come.”
Jules Verne (from: The Mysterious Island, 1874)

Our BlueEFFICIENCY models: C 200 CDI, C 220 CDI, C 250 CDI,

C 250 CDI 4MATIC, C 350 CDI, C 350 CDI 4MATIC, C 180 CGI,
C 200 CGI, C 250 CGI, C 350 CGI. Fuel consumption combined:
4.4–8.9 l/100 km; combined CO₂ emissions: 117–208 g/km.
Figures do not relate to the specific emissions or fuel consumption of any individual vehicle, do not
form part of any offer and are intended solely to aid comparison between different types of vehicle.

U1-U4_T_Cover_E_AK1.indd 2 05.10.10 16:14

216x279BE_C_Zukunft_EN.indd 1 17.09.2010 14:23:10 Uhr
 TECHNICITY
MAGAZINE
FOR
INNOVATION
TECHNOLOGY
MOBILITY

ISSUe 02 2010
MaGaZiNe for iNNoVatioN teChNoloGY MobilitY
FUEL CELL FUTURE
TECHNICITY
Never before has fuel cell technology been so close to
integrated use in series-produced vehicles.

TECHNICITY MobilitY CoNCePtS iNNoVatioN ProCeSSeS ISSUE

MAGAZINE Why new mobility concepts are helping to improve How comfort can be measured — and how customers 02 2010
FOR the traffic situation in major cities. help shape innovation processes in companies.
INNOVATION
iSSN 2190-0523

6.50 EUR
TECHNOLOGY
MOBILITY
iNtelliGeNt liGht iDea MaNaGeMeNt 9.00
10.00
USD
CHF
How intelligent lighting technologies are enhancing Why modern idea and patent management is indis- 6.00 GBP
safety and a sense of well-being. pensable for companies today. 60.50 CNY

A publication of Daimler AG
© Stuttgart 2010 DAIMLER-TECHNICITY.COM

U1-U4_T_Cover_E_AK1.indd 1 05.10.10 16:14