LRW to launch ShieldStream telematics solution at international marine show
LRW Engineering Associates is debuting its marine telematics solution ShieldStream at the METS Trade show in Amsterdam later this month. The new ShieldStream solution securely feeds live data to the Cloud which can be accessed from anywhere. It is CAN NMEA 2000 enabled, includes configurable alerts and is available as plug and play or with bespoke configuration support. Two ShieldStream Pro versions are also available: ShieldStream Battery Pro - adds battery data management to the core solution and supports all EU battery passport requirements, which will be mandated from 2027 ShieldStream Cyber Pro - includes security capability and network prognostics ShieldStream has applications across the marine sector - from individual boat owners, through to marine fleets and ship builders as well as warranty and insurance providers. LRW Engineering Associates Director and New Energy and Integration Lead, Richard Threlfall commented: ‘We’re really excited to be launching ShieldStream to the marine market. The solution enables users to anticipate issues such as diagnostic events or high temperatures before they become a serious problem. And that is key to improve marine reliability and efficiency. We’re also anticipating significant demand for the Pro versions including the Battery Pro which will be a key piece of kit as it handles all the battery data management which the EU is mandating from 2027.’ The LRW team will be on METS stand 03.223, joining Warwick Control Technologies - a world leader in Controller Area Network (CAN) and related technology. The exhibition runs from the 19th to the 21st of November - for more information, visit: https://www.metstrade.com/exhibition For more information on ShieldStream, visit: LRW Products Want to find out more about our work in the marine space? Get in touch on [email protected]. Posted: November 2024
Meet the team: Cobbinah Paha – LRW’s new Senior Controls Engineer
How did you get into automotive engineering? I studied five years of physics and one of applied engineering at University in Germany. When I moved to the UK, it was tough to find a job in pure physics, so I joined Ford working on design calibration for engines. What’s your career history? I spent four years at Ford and worked my way up to Powertrain Programme Team Leader. From Ford, I went to Caterpillar as a Validation Engineer working on engine reliability, analysis and assessing design weakness. I wanted a numerical based role and that led me to a model-based engineering role at Tantalum Innovations working on reverse data engineering for fleet telematics. Then a stint at TAE in Birmingham gave me a real interest in battery management systems. I found out just how much physics and engineering goes into it, which gave me a newfound respect for an AA battery! Most recently, I was at Intertek Transport Technologies as Principal Controls Engineer working on engine controls and communication protocols - including testing for electric motors. Greatest career achievement to date? Designing a fuel usage prediction model for fleets which is now used as the default for the industry. What made you apply for the role at the LRW? I was aware of the LRW position as my previous line manager knew LRW Director Richard Threlfall. Because of that, Richard understood my skillset which made the interview the most unconventional I’ve ever had – in the pub! Richard knew I had the expertise that LRW was looking for, so he was more interested in me as a person and ascertaining whether our technical thinking would align. What projects have you worked on at LRW so far? I’ve worked on three different projects to date. Initially I designed test scripts to support the calibration team for a hyper car project and I’ve built controls models for a hydrogen-electric aircraft project. Currently, I’m working on a special project using multiple scripting languages to develop a unique communication algorithm. Plus, I support the team with my ‘side hustle’ of any scripting jobs. How are you finding it so far? I’m enjoying it! I love the controls side of engines – it’s all about the data for me and teasing information out of groups of numbers to enable valuable knowledge transfer to other people. The fuel cell work is also really interesting. And what's it like working with the LRW team? The team are real experts but humble too. I like working with a smaller team as you get to work across different projects, it’s challenging and keeps you on your toes. I’m also enjoying working with our talented graduate engineers and being able to exchange knowledge with them. What’s your working pattern? It’s hybrid. Typically, I’m at home three days a week with the rest in the office for face-to-face team interaction plus some client visits. Are you a petrol head or indeed an electric head? No! I’ve never been interested in cars – so no Ferrari for me! When I look at automotive, I see arithmetic – it’s always been about working with numbers for me. Hidden talent I’m a resource research driven guy and I enjoy being thrown in at the deep end - I lean on physics, that’s my hidden toolset. And outside of work? I used to play tennis, but I now have two small boys under three, so the racket is hung for now!
OBDonUDS – An evolution of OBD
What is SAE J1979? Also known as “OBD Classic” protocol, this is the standard that covers the current communication between the vehicle’s OBD systems and test equipment. What’s changing? A new protocol is being legislated, SAE J1979-2, also known as OBDonUDS (Unified Diagnostics Services). OBDonUDS is being brought in to improve and expand vehicle diagnostics data to better handle the increased complexity of modern vehicles. Who introduced the changes? The updated standard has been introduced after extensive discussions with members of the global engineering organisation SAE International in conjunction with CARB (Californian Air Resources Board). Why will OBDonUDS be better? OBDonUDS is not just a translation of the classic SAE J1979 services to UDS services, it provides extra features to enhance diagnostic accuracy. It will help to better pinpoint diagnostic issues and provide more data around diagnostic events to ensure quicker and more accurate resolution. What differences are there with OBDonUDS? It uses UDS – UDS is an established standard which provides a consistent, flexible and secure framework for diagnostic communication 3 Byte Diagnostic Trouble Codes (DTCs) vs 2 in OBD Classic – this will provide more (and much needed) unique DTC definitions Extended data records for DTCs which will provide better fault diagnosis Increased information on individual OBD monitors - including completion and how often monitoring occurred in–use More snapshots of engine and vehicle operation conditions when emissions related malfunctions are detected – it supports snapshots for up to five DTCs and two occurrences each DTC based readiness to monitor the vehicle’s self-test of emission control systems Readiness group to DTC readiness translation to relate fault checks to particular systems What is the timing for the phase-in of OBDonUDS? In the US market OBDonUDS will be mandatory for all vehicles sold from model year 2027 (from the 1st of January 2027) to comply with the new standard. During the phase-in period, Classic OBD or OBDonUDS can be used for model year 2023 up until the 2027 deadline. What are the implications for diagnostics? New SW development in OBD relevant modules is needed to support OBDonUDS New validation procedures are required to test the OBD portion of the ECU software More information broadcast which needs to be validated for accuracy What’s the LRW view? ‘This is a critical change in diagnostics and we believe it will be really positive. Having more DTCs and additional freeze frame data will be useful in supporting quicker and more accurate vehicle fault diagnosis. Ultimately that will improve repair times and the experience for the end customer. We are actively developing this on vehicles now to ensure our clients are ready for the 2027 deadline.’ Craig Fraser, LRW Engineering Associates Director and Diagnostics Lead How to map common fault codes from OBD to OBDonUDS Are there plans for enhanced OBD standards for electric vehicles? Yes. There is a further iteration J1979 standard for Zero Emissions Vehicles SAE J1979-3 ZEVonUDS. The ZEVonUDS SAE J1979-3 standard introduces on-board diagnostics (OBD) also for electric vehicles / Zero Emission Vehicles (ZEVs) and Plug-in Hybrid Electric Vehicles (PHEVs). Want to find out more? Here are some useful links: SAE International Standards 1979-2 Vector OBDonUDS video Need some help? The LRW team is made up of specialist engineers, we work on cutting edge diagnostics projects for leading automotive manufacturers. To find out more, please get in touch at [email protected].
Why battery passports are critical to mass electric vehicle adoption
The path to zero emission vehicles The sale of new internal combustion engine vehicles (ICE) is expected to be banned in the UK by either 2030 or 2035 - dependent on whether the new government reverses the 2035 extension implemented by the Sunak administration. The current Zero Emission Vehicle (ZEV) mandate dictates that 80% of new cars and 70% of new vans sold in the UK must be zero emission by 2030, rising to 100% by 2035 ¹. Lack of EV battery confidence is a key barrier in EV adoption As the number of electric vehicles rise, so too does the number of lithium-ion batteries in use. Even though many manufacturers offer an eight year or 100,000-mile battery warranty, lack of market confidence means that the EV battery remains an obstacle to widespread EV adoption. What are the impacts of low market confidence in EV batteries? Concerns around EV batteries have wide ranging market impacts including: Struggling EV retail sales - consumer concern that the battery will need replacing at an excessive cost is contributing to a lack of retail market confidence in EVs. New EV market sales are predominantly driven by business and fleet Negative impact on EV used sales – a survey by the Green Finance Institute found that 62% of drivers who don’t already own an EV said concerns around battery lifespan was a reason they would not buy a used EV ² Uncertain residual values impacting lease costs – battery life is an expensive unknown which is impacting residual values (RVs). This was described by the British Vehicle Rental and Leasing Association (BVRLA) in July as an ‘existential threat’ to the industry ³ Fleet operator concerns – uncertain EV residual RVs are impacting leasing costs for fleet operators. The ability to offer second or third life leases is also affected by uncertainty around long term battery health High insurance costs – insurers remain nervous about the high cost of battery replacements which contributes to EV insurance premiums typically being more expensive than ICE vehicles Richard Threlfall, LRW Engineering Associates Director and New Energy and Integration Lead, explains the importance of battery passports: ‘Right now, the battery in an electric vehicle represents a real unknown – for insurers, consumers, fleets, lease providers and the used market. Finding a way to provide reassurance will undoubtedly have a significant impact on wider market EV adoption and accelerate the journey to zero emission transport. My view is that battery passports are absolutely critical to the future success of electric vehicles.’ What does the future hold for battery passports and health checks? Battery passports - From 1st February 2027, the European Union will legislate that an electric battery passport is mandatory for all EV and industrial batteries over 2 kWH sold into the EU market. This will also apply to vehicles sold in the UK 4. Manufacturers will be responsible for supplying the passport which will include information on the battery’s lifecycle, carbon footprint, production process and transportation of the vehicle and its parts. Battery health certification scheme – A scheme, similar to those already in place in countries including Norway, is being considered for used EV batteries. The United Nations is also working on global technical regulation for EV batteries (GTR 22) which will require new EVs to include an easily accessible battery state of health monitor. Work to date is encouraging. Providing transparent, standardised information on the initial providence and ongoing used state of battery health will be critical to mass EV adoption and more sustainable transport. Find out more The LRW team is made up of specialist engineers. We are experts in what we do – we work on cutting edge electric, hybrid, and hydrogen projects across automotive, marine and aviation applications. To find out more, please get in touch at [email protected]. Sources * EV numbers: UK stats Zapmap EV stats Global stats: Our world in data - EV sales ¹ Gov.UK: Pathway to zero emission vehicle transition becomes law ² Green Finance Institute: Used EV report ³ Fleet News: Collapsing BEV values pose ‘existential threat’ to leasing industry 4 RAC: New battery passport set to impact EV market in the UK
Meet the team: Kristof Pawluc
What’s your background? I’m from Poland which is where I did a masters in automotive engineering, specialising in power and performance. I came to the UK to learn English. As soon as I arrived, back in 2004, I knew the petrolhead culture suited me - the British race everything, it doesn’t even need to have wheels! When did you start working with LRW? I’ve been working with the team for two years as a regular contractor, but I’ve known the LRW guys since 2011 when I was at JLR. Tell us about your career I have 20 years of automotive experience. I started out as a vehicle technician then worked as a race engineer, sports car technician and application engineer. I was also Senior Calibration Engineer at JLR for eight years. I’m very lucky to have worked at many consultancies and facilities – and I’ve driven on many different proving and test tracks. So, what’s it like working with LRW? I can honestly say that LRW are the best in the business – and not just because they pay me! LRW works with the best OEMs and the projects are very varied and highly technical. I principally work on calibration and powertrain projects with a fairly equal split of desktop work and technical vehicle preparation, plus some testing. Because of my experience, I get to work on and drive some of the world’s most exciting and special cars. When I’m working with LRW, I honestly can’t wait to go to work! What are team LRW like to work with? The passion in the team and quality of people is incredible - everyone wants to deliver. The Directors lead the business really well, look after the team and are also incredible technical experts. They’re also amazing at finding new talent. I have genuinely never seen such progress in graduates – two years with the LRW team and they’re experts – it’s comparable to 10 years in a larger company. When people come in for interview and see what LRW do, they don’t want to leave! What’s your highlight of working with LRW to date? Many things! One project that stands out is working on what, in my view, is the best driver's car in the world. It’s pure ICE 'analogue' car back to automotive roots and entirely driver focused. But I can honestly say that every project is exciting. And, quite possibly the most important question, what do you drive? Well, I am a petrolhead and drink gasoline every evening - that is my afternoon tea. So, I need classic cars in my life although it’s a never-ending project as they are never all running! I have a small workshop at home and I’ve never paid a penny to a mechanic which means I can have a few cars. I love premium German cars which combine performance and luxury - I have a classic BMW V8 but I run an efficient diesel as my daily driver. And with that, Kristof is off to test something rather special at Millbrook – doesn’t sound like a bad day at the office.
How ion sensing technology is improving automotive misfire detection
There is room for improvement in traditional methods of misfire detection – especially for engines with a high number of cylinders. And, increasingly, team LRW is seeing automotive manufacturers use a more sophisticated method of misfire detection. Enter ion sensing technology Ion sensing technology works via a sensor in the combustion chamber which can detect ions (charged particles) which are created when combustion occurs. The sensor detects the number and pattern of ions during combustion which allows it to identify any misfiring in an individual cylinder - rather than looking for a blip in the engine speed. What are the benefits? The innovative technology is expensive but more robust than more traditional methodology, benefits include: No false passing or false detection Diagnostics work better and provide improved results Excellent for high cylinder engines such as V12s Early detection compared to methods reliant on engine response Cylinder specific data – each spark plug provides data for its specific cylinder making it possible to identify the misfiring cylinder Dr Steven Higginson, LRW Engineering Associates Director and Calibration and Controls Testing lead, explains how the technology is working in practice: ‘Ion sensing technology is the way forwards for misfire diagnosis on engines with multiple cylinders. The technology is costly right now, but I’m pleased to say that some vehicle manufacturers are embracing it and we’re really seeing the value in how it performs. We’ve used the technology on a couple of client projects so far and we’re integrating it into client’s applications with excellent results.’ How LRW can help Our engineers are highly experienced in working with manufacturers on specialist diagnostic and calibration projects. To find out more, please get in touch at [email protected].
How Powertrain in the Loop is accelerating early-stage development for automotive engineering
HiL is a growing technology and has a global market value predicted to reach 2,230 million dollars by 2032 - according to GlobeNewswire. So, what is PiL and why is it such a useful engineering technology? What comprises a typical PiL set up? Typically, a PiL set up includes the engine, transmission and drivelines. Everything else is simulated – from the accelerator pedal to the ambient conditions. This allows engineers to isolate the key components they are interested in. What is PiL useful for? PiL is particularly useful to enable front load development work before new vehicles go into production. It is particularly useful for: Early diagnostic calibration development Running emission cycles Fault simulation testing LRW Engineering Associates Director and Calibration and Controls Testing lead, Dr Steven Higginson, says that PiL can really accelerate early-stage validation: ‘Powertrain in the Loop is a highly valuable tool for accelerating early-stage vehicle development. Being able to force cool the system saves a lot of time during testing and helps significantly speed up test programmes and validation.' Key benefits Repeatability – ability to have the same inputs or simulate different inputs consistently Calibration development can be front loaded prior to a development vehicle being required Faster results Ability to simulate worst case drive cycles or manoeuvres without the risk and expense of vehicle prototype damage Possible to simulate ambient conditions – including temperatures and pressures How LRW can help Our engineers are highly experienced in working with OEMs on proprietary PiL set ups and use their know-how to ensure the best possible project outcomes. If you need support with HiL or PiL projects, please get in touch at [email protected].
What’s it really like to work at LRW Engineering Associates?
When did you join LRW? In 2022, I joined straight from University with a degree in Mechanical Engineering, with control systems. What made you apply for the role? The Calibration Engineer role combined all the facets of engineering that I really enjoyed at University, so that was a big draw for me. I also wanted to work somewhere where I was really connected to the end product and could get involved with meaningful projects. What’s it like to work at LRW? I feel very privileged to be part of the team here, they’re a great bunch of people and have a real wealth of experience. I’ve learnt so much in the last 18 months and I feel I’m way beyond where I would be working in a larger company. I have to say that I’m not a petrol head, but it doesn’t get any better than the engineering projects we work on at LRW. We work with the best of the best – some of the luxury cars are actual works of art! So, what does your role involve day to day? Typically, I’m in the workshop but it is varied, we might be on site with a client and there is also the flexibility for some home working. Every day is different but normally my role is a combination of desk work – data analysis and processing - plus more physical hands-on work on the vehicles. Best thing about LRW? Being master of my own destiny. I’m in charge of a package of work and I see it through from the start to the end, that’s really satisfying. Plus, the projects are genuinely interesting and there is always something new to work on. Highlight of the role so far? My first heat testing trip last year was pretty phenomenal. It was a brilliant experience to be part of a global community of engineers and I learnt a huge amount. What do you drive? A bicycle! I love cycling and that’s how I get to work. Hidden talent Currently learning Cantonese.
Reindeer ahoy – it’s cold testing time for team LRW
Last year we carried out heat environmental testing and hot altitude testing for a luxury sports car manufacturer client. For this trip, it was time to layer up and get the cold environmental testing (CET) done. How we cold tested LRW offers CET as part of its range of testing services. Ensuring new vehicles perform in all environmental conditions – including extreme cold - is critical for OEMs creating prototypes. The vehicles were run through the LRW standard test and validation plan, to ensure that the diagnostics (including emission control) work nominally at extreme cold temperatures - right down to -30. We also tested the vehicles when cold soaked, which enabled us to assess the warm-up profile. So just how cold did it get? Steven explains: ‘It was pretty cold! We saw temperatures of -30 on the trip and got a big dump of snow which gave us ideal testing temperatures of between -20 and -30. We’re looking for how rational the sensors are in these extreme conditions and checking for plausible behaviour in the car. It’s a phenomenal experience – Kiruna is on land owned by the Sámi people so they’re herding thousands of reindeer on Ski-doos. I have to say the reindeer are seriously imposing, and when you’re driving a luxury car that makes you extremely cautious!’ Why cold environmental testing? To test any new powertrain - or variant - in a cold environment Testing in a ‘real life’ field setting can be more effective than that using a climatic chamber as a broader range of road conditions and temperatures can be tested To understand the normal parameters as a standard part of the calibration testing process The LRW test team The trip test team included LRW director and senior engineer Steven Higginson and calibration engineer Danny Harding. It was Danny’s first environmental test trip with the team which he fully embraced - and it wasn’t just the cars that got tested. Steven comments: ‘Testing trips are always full on but team LRW do like to embrace the local culture in our downtime. So, with apologies to our new reindeer friends, we did try out the local speciality of reindeer pizza. Also, it turned out that the Swedish craze for the game of padel had reached even this remote frozen corner, so Danny and I were inducted into that too – which thankfully was inside.’ Trip outcome The diagnostics performed as expected and were stable in extreme cold conditions. The client feedback on team LRW has been excellent. Now thawing out, the test team are getting ready for the next cycle of heat testing later this year. Need support with environmental testing? Get in touch with the team at [email protected]
Battery vs hydrogen – why electric battery is only part of the zero-emission transport solution
LRW Engineering Associates Director and new energy and integration lead, Richard Threlfall, says that electric batteries are just one part of the answer: ‘My view is that battery is a short-term fix to a long-term problem, and it is just one part of the future of clean energy transport. It’s also important to consider hydrogen which, from an engineering perspective, I see as a more sophisticated, long-term solution. Hydrogen is obviously a very clean energy, it’s the most abundant element on the planet and a game changer in terms of range. However, it’s a more complex energy to harness so it will take longer to develop the products.’ Weighing up battery vs hydrogen Electric battery powered transport is becoming more mainstream, with almost a million fully electric cars now on the UK roads, according to Zapmap. But the current battery offering has limitations and is relatively expensive. Recharge time is slow compared with traditional refuelling, which presents a particular challenge for aviation, marine and heavy goods vehicle applications. Temperature sensitivity is also an issue as battery performance can be significant reduced in cold weather. Hydrogen offers fast refuelling and longer range with potential to be a good wider transport solution. Hydrogen fuel cells are lighter and more compact than electric batteries and offer a longer lifespan. Hydrogen cars, like the Toyota Mirai, exist today but are currently limited. However, a number of leading manufacturers - including BMW and Jaguar Land Rover - have vehicles in development. Hydrogen presents more operational challenges than battery power - not least the ability to pipe it and store it at extremely high pressure. Richard comments: ‘Hydrogen still has an image problem and people can be nervous about the safety implications of having a flammable substance onboard. The reality is that today, we think nothing of transporting a highly combustible can of petrol in our cars. The real challenge for hydrogen will be to create demand and scale production.’ But is it really clean energy? Whilst battery and hydrogen powered transport offer zero emissions, impact throughout the energy lifecycle needs to be considered. Electric batteries have a negative environmental impact due to lithium mining, the manufacturing process and end of life disposal. Hydrogen production typically produces carbon dioxide emissions, although some countries use renewable methods – Denmark uses wind energy and Iceland harnesses geothermal energy to power production. Infrastructure and investment New energy needs new infrastructure and that will require significant investment and sustained government support. The automotive electric battery charging infrastructure is growing in the UK but motorway chargers remain behind target, as reported in The Independent. For sectors such as marine and aviation, electric infrastructure is still in its infancy although it is developing with encouraging projects including marine infrastructure for the south coast and Aerovolt installing charging stations at regional airports. The challenge with hydrogen is to both store it and create specialist infrastructure to pipe it to refuelling stations. Some countries have already made good strides in this respect – FuelCellsWorks says China leads the way globally with over 400 hydrogen stations and 13,000 fuel cell vehicles, Hydrogen Insight reports that Germany is ahead in Europe with 91 stations - the UK currently has 15. Richard concludes: ‘LRW is excited to be progressing the new energy agenda. We’re working on some really exciting new energy projects right now – including the development of a hydrogen-electric powertrain for passenger aircraft and the electrification of some specialist heavy-duty transport. The good news is that we have two highly viable new energy options on the table which will ultimately drive down carbon emissions.’ Need specialist expertise support for new energy engineering projects? Get in touch on [email protected].
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