www.autotechreview.com October 2016 | Volume 5 | Issue 10 Now, Also available on

It’s on 16 Interview Ajay Durrani, Country President, and Managing Director – Indian Sub-Continent, Covestro

20 tech update Making Sense of Two-Wheeler Fuel Efficiencies

68 new Vehicle Hyundai Elantra – Buoying-up the Executive Sedan Segment

future powertrain strategies ––

what's in store for next-gen vehicles Powered by REGISTER NOW! Space is Limited!

Converge2016.com/India

An Company Editorial

COLLABORATIVE INNOVATION

Dear Readers,

More and more organisations are coming to realise that innovation is key for them and their businesses to re- main competitive and relevant in the foreseeable future. And they realise that the onus on making that happen lies not just with their own employees, but by harnessing innovation from the external environment. The an- swer, suggests experts, lies in collaborations.

A World Economic Forum (WEF) study on “Collaborative Innovation – Transforming Business, Driving Growth”, published in 2015 quoted Ellen Kullman, Chair of the Board and CEO, DuPont as saying that a single company cannot solve the world’s most difficult challenges alone. Another report by Oliver Wyman recom- mends that the management create an open environment that strengthens the collaborative innovation culture in organisations, increase the competence level of its employees and supports entrepreneurial action in the R&D department.

There is a lot of talk around the subject of collaborative innovation. But how is it approached in the Indian con- text – by the corporates, academia and policy makers? At a recent industry-academia forum, this was a subject of intense discussion. What impedes collaborative innovation in the country? Barring a few sectors, there seems to be a lack of initiative in the country from various stakeholders. Trust, especially over issues of intellectual property, has always been a grey area. In many cases, there seems to be a lack of clarity in what is expected or desired of the partners.

A recent India Innovation Study conducted by Bertelsmann Stiftung on India’s emerging innovation landscape and prospects for collaboration with Germany, points out that despite India housing nearly 1,000 R&D centres for leading multinationals, the country’s spend on R&D as a percentage of GDP at 0.9 % is significantly lower compared to China’s 1.95 % and South Korea’s 3.6 %. It further notes that India ranks relatively low on a vari- ety of innovation and related indicators.

There is a definite focus on the part of the government to improve the country’s innovation ecosystem. Howev- er, to foster an environment for long-term strategic partnerships, it is desirable to have a sustained policy frame- work. To address specific concerns or challenges of national interest and importance, the government should take a collaborative approach by involving all stakeholders. That, hopefully, will be the approach India takes in the immediate future.

P.S.: We are extremely pleased and honoured to announce the formation of an Editorial Advisory Board compris- ing of eminent professionals from the industry. With their guidance, we hope to be able to deliver more value to our readers over the coming months. Please refer to Page 3 for details on the board.

Deepangshu Dev Sarmah Editor-in-Chief New Delhi, October 2016

@deepangshu autotechreview.com October 2016 Volume 5 | Issue 10 1 Cover Story future powertrain strategies ─ what's in store for next-gen vehicles

26, 32, 38 | The globally is witnessing a gradual shift in powertrain strategies. While some manufacturers are betting big on pure electric vehicles, many feel hybrids have a better chance to offer sustainable mobility to the world. Yet, almost everyone is confident that internal combustion engines (ICEs) would remain the dominant powertrain towards 2025 and beyond. In India, ICEs are expected to see significant technology improvements resulting in emission reduction and better fuel efficiencies over that period, while alternative solutions such as mild-hybrids are expected to gain double digit market shares. In this edition, Auto Tech Review looks at some of the future strategies manufacturers are under- taking in the powertrain domain.

guest commentary

14 Future Mobility – Branding & Marketing Challenges for Oems AVIK CHATTOPADHYAY, Co-founder & Partner – Expereal

INTERVIEW

16 “High-End Polymers Key to Meet OEMs' Weight Reduction Targets” Ajay Durrani, Country President, India and Managing Director – Indian Sub-Continent, Covestro

2 contents

NEWS 56 A4 Gets A New Heart, & A Imprint

Significant Lot More Editorial 04 Interactions Editor-in-Chief: Deepangshu Dev Sarmah 09 Events [email protected] @deepangshu 12 News Taking Stock Executive Editor: Sameer Kumar [email protected] 58 Zf India Aims to Keep Pace with @sameerkumar_ATR Rapid Change Senior Correspondents: Naveen Arul (Bangalore) [email protected] tech update @naveenarul

Anwesh Koley (New Delhi) 20 Making Sense of Two- VEHICLE CUTAWAYS [email protected] @AnweshKoley Wheeler Fuel Efficiencies sales Michael Durack 62 Who Supplies What to the Manager: Sudeep Kumar Mercedes Benz Gle Coupe 2016 [email protected] Assistant Manager: Pramodh R (Bangalore) [email protected] Cover Story Shopfloor Sunil Deore (Pune) [email protected] events 26 Powertrain Including Automatic 64 Indo-MIM – Value Engineering Manager: Vivek Tyagi for the A-Segment Through Technology [email protected] Production Ingo Steinberg, Marc Daniel, Patrick Glusk Chief Designer/ Photographer: Bharat Bhushan Upadhyay [email protected] 32 Powertrain Integration into New vehicle Video Journalist: Vasu Anantha Complete Vehicle [email protected] Michael Fleiss, Thomas M. Müller, 68 Hyundai Elantra: Buoying-Up The Publisher & Managing Director: Sanjiv Goswami Martin Nilsson, Jonas Carlsson Executive Sedan Segment Editorial Advisory Board Dr RK Malhotra, President, SAEIndia and Director General, 38 Cylinder Deactivation – DECODING TECHNOLOGY Petroleum Federation of India Shrikant R Marathe, Former Director, Automotive Research Association of Potentials & Constraints India (ARAI) Hartmut Faust, Martin Scheidt 72 Inevitable Powertrain Ecosystem Dr Wilfried G Aulbur, Managing Partner, Roland Berger Pvt Ltd Arun Jaura IV Rao, Executive Advisor, India Ltd Dilip Chenoy, Independent Advisor – Start-ups, Social Enterprises, CSR Dr Ravi Damodaran, President – Technology & Strategy, technology Varroc Engineering others Sajid Mubashir, Scientist G, DHI-DST Technology Platform for Electric 44 Applying PSI5 Standard in Mobility, Govt of India Airbag Systems 01 Editorial Avik Chattopadhyay, Co-founder & Partner, Expereal Markus Ekler 03 Imprint

48 Decrypting Parallel Twin For Editorial Contribution, write to the Editor-in-Chief at [email protected] For Advertisements, write to Manager – Sales at [email protected] & V-Twin Engines For Subscription orders and reader registrations, please visit www.autotechreview.com Or, contact Manager – Events at [email protected] 52 Accessible Performance with Editorial & Business Office: Springer India Pvt Ltd Advanced Electronics 7th Floor | Vijaya Building | 17, Barakhamba Road New Delhi – 110001 | India + 91 11 4575 5888 (P) | +91 11 4575 5889 (F)

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iASYS | ENHANCing awareness through product validation management

solutions for engineering and engineering test validation solutions for internal combustion automation, PVMsys provides PVM solutions. engines, hybrid and electric powertrains, as well as fuel cell vehicles. Product validation management As far as iASYS is concerned, their main area of operations is that of engine testing, which Product Lifecycle Management (PLM) has been carries both steady state and transient emission spoken about widely in the automotive industry, testing. Earlier, engine testing systems were com- and it started with product data management and pletely imported, while currently some of the certi- focused on CAD/CAM, said Parekh. While simulation fication authorities have also started using iASYS and CAD data was being looked into, and product equipment, said Parekh. Parekh said that iASYS data was being managed, validation data coming can be classified as a provider of a collection of out of physical testing was overlooked. This data is competencies for validation of mechatronics, real- complicated, since complete vehicle development time control, electrical, automation software and process uses more than a thousand measurements. laboratory-level solutions. Physical validation and related data is impor- In order to develop vehicles and variants faster tant for model-based development. The main Research and Development than what was possible earlier, manufacturers complexity in collection of such data is the re- and component suppliers adopt validation quirement of cross-functional communication of Almost 90 % of the headcount at iASYS consists processes which allow them to increase the pace measurement data. PVM takes care of managing of engineers, with about 60 % of employees of their development work. While both virtual and the physical validation data that comes from executing development work. The company invests physical validation techniques are employed for various testing areas and organising that, so it between 10-15 % of its revenues back into R&D, various stages of development, there also is a can be used for the development of a specific since it undertakes a lot of product development need to compile all the data that results from model. The Association for Standardisation of Au- based on various platforms. iASYS is an such validation. tomation and Measuring Systems (ASAM) works engineering systems integrator, which brings in Such validation processes and instruments are on defining standards for storing engineering its know-how in the automotive testing domain the business of iASYS, which provides software so- data as data that is independent of suppliers. and integrates all its competencies to deliver lutions for virtual validation, as well as hardware in Once data from measurement equipment has solutions. Its current range of solutions can be the form of physical testing instruments. We spoke been recorded, it can be translated into the scaled up to any kind of validation and testing with Puren Parekh, Managing Director and CEO, standard form in order to be further used in any concerning powertrains, noted Parekh. He added, iASYS and PVMsys Infrastructure, on the compa- analysis tool, explained Parekh. He added that however, that PVM requires a high level of ny’s product validation management (PVM) across these standards have been the basis for the de- discipline and that most of PVMsys’ work is done functions, collection of data and its role in model- velopment of PVM set, where the validation itself in the UK and Japan. The company also has plans based system engineering. can be modelled. of launching its PVM solutions in the US by May PVM provides a platform for organising data 2017, said Parekh. He added that awareness validation management in terms of a design and validation plan, which levels for PVM need to be built up in India, for can be applied for model-based system engi- improved rates of adoption in the market. iASYS was set up in 1999 as a company providing neering. This platform is also capable of manag- Even though solutions from iASYS and automation testing and system engineering ing validation lifecycle data and can comple- PVMsys can be used separately, they are comple- solutions, acting as an engineering system ment PLM, as well as Application Lifecycle Man- mentary in nature, and address validation prob- integrator. The company helped in automotive agement (ALM). The main advantage of PVM is lems better when used together. iASYS is also technology development through physical that any engineering data from validation tools improving both physical testing equipment and validation, predominantly for engines. During the can be organised with the PVM platform, even validation processes as future solutions for the period from 1999 till about 2013, iASYS had also though the platform is independent of each com- test benches. In conclusion, iASYS wants to en- built a complete physical validation product line, pany’s test equipment. Parekh noted that PVM is courage customers to adopt the understanding with solutions addressing technologies like a generic platform with specific domain criteria, that test equipment needs to be integrated with mechatronics. The focus of iASYS when it began and addresses areas of validation from vehicle validation systems in order to add value to the was mainly on physical validation of the engine, performance up to engine combustion. The main manufacturing value chain. and then moved on to powertrain validation, and domains addressed by PVM are powertrain, currently covers complete vehicle validation. The emissions and performance, indoor/outdoor com- company has divided its offering, in terms of ponent testing, noise and vibration, and crash solutions, into two parts. While iASYS provides testing. Within the powertrain, PVM addresses Text: Naveen Arul

4 www.autotechreview.com UM MOTORCYCLES | MADE IN INDIA CRUISERS FOR GLOBAL MARKETS

had to technically revamp and upgrade the machines to a large extent, in order to make them suitable for Indian road and traffic conditions. The bikes needed higher ground clearance, a longer , more suspension travel and more rugged, sturdy components that would allow them to last and remain reliable in the relatively harsh Indian road conditions. UM Motorcycles has already achieved about 65 % localisation for critical components for its bikes, and intends to take this figure to 100 % within a year. Villegas believes that the technical support from UM’s engineers in India has been a major factor for success and attributes its R&D expertise to the UM team operating in India. In US-based motorcycle manufacturer, UM Thunderbird has awakened interest from fact, UM might even look at moving its global Motorcycles is one of the latest entrants into the competitors, who are now looking at capturing a R&D work to India, given the technical expertise Indian cruiser bike segment. The Miami-based slice of the cruiser bike market in India. UM and cost benefits available here. company, which showcased its product line up at Motorcycles’ initial India plans were to tap the Reinstating his confidence in the cruiser the 2016 , was confident of 200-300 cc segment, where domestic bike makers segment in India, Villegas said that from scram- establishing its presence in the mid-range did not have a strong presence. blers to café racers, the Indian market for cruiser segment in India, with prices ranging The company currently offers its Renegade premium bikes holds vast potential and UM India from ` 1-2 lakh. However, with reports of quality range of cruisers in India, which is powered by a will explore all engine sizes and combinations to issues with both its offerings, the Renegade 279 cc, 4-valve, liquid-cooled, single-cylinder emerge as a key player in this customer segment. Commando and the Renegade Sports S, there engine that produces 24.8 hp at 8,500 rpm. Mishra However, UM plans to limit the engine capacity for have been some delays for the company in said while prospective customers appreciated the its Indian motorcycles between 200 to 600 cc, as getting things started. ATR met Juan Villegas, bikes’ cruising ability, handling and performance, this is the area, where most of the action is ex- Global Business Development Head, UM they were not entirely with the machines’ fit and pected to take place in the near future. Also, UM Motorcycles and Rajeev Mishra, Director, UML finish. Hence, the company had to go back to the does not want to compete with more premium bike (India), to discuss at length the company’s India drawing board and spent two months working out brands like Harley-Davidson or Indian. strategy and its plans for the future. technical upgrades, addressing customer concerns, bringing fit and finish in line with customer expec- MADE IN INDIA, FOR THE WORLD TAPPING NEW SEGMENTS tations and finally commenced production in the third week of September. Villegas said that UM plans to export the made- The cruiser segment in India has been witnessing UM India has partnered with Lohia Auto to in-India bikes within the 600 cc capacity to global increased activity, with customers now showing produce motorcycles at the latter’s 56 acre facility markets, particularly to Europe. If this plan more interest in these bikes. The success of bikes at Kashipur, in Uttarakhand. The company cur- materialises, it would be the first time an like the Bajaj Avenger and rently has around 4,200 bookings, and a produc- American bike maker would be manufacturing tion capacity of around 1,000 to 1,200 motorcy- bikes completely in India and exporting to the cles per month, which it plans to scale up to more mature markets in the West. around 5,000 a month in a year’s time, depending While UM plans to stick to the cruiser segment upon demand. It has already set-up a network of in the near future, it is aware of the growing 50 dealers across 34 cities in the country and is market for different motorcycle segments (adven- contemplating setting-up another manufacturing ture-touring bikes, sportsbikes, dual-purpose facility near Pune in the future, if there is enough bikes, etc.) in India and if demand warrants, the demand to justify the move. company may use its existing platform to develop entirely new bikes to cater to different segments, DOMESTIC STRATEGY though within the ` 1-2 lakh price bracket.

Commenting on the made-for-India Renegade Text: Anwesh Koley series of bikes, Villegas said the parent company

autotechreview October 2016 Volume 5 | Issue 10 5 INTERACTION METRO TYRES

METRO TYRES | KEEPING PACE WITH DIVERSE MARKET REQUIREMENTS

The radial tyre market in India has been witnessing the replacement steady growth, with customers demanding market has also been enhanced safety and long-term durability for their showing great poten- ’ rubber. This is particularly visible for the two- tial in the past few wheeler market, where OEMs are coming up with years, accounting for products catering to different segments and varied 70 % of the compa- requirements. One such company is Metro Tyres Ltd ny’s revenues. (MTL), which recently entered the radial motorcycle Going forward, tyre segment. ATR met Rummy Chhabra, Group Metro plans to set up Managing Director, MTL to discuss the current an R&D centre near state and future trends in the two-wheeler tyre Manesar in Haryana market in India. and is already in the With over five decades of experience in manu- process of procuring facturing tyres, MTL is currently the market leader equipment and man- in bicycle tyres with a market share of 24 %. The power for the same. company ventured into the motorcycle market The company has earmarked an investment of ments had greatly evolved from the time Metro ini- around 10 years ago, due to the segment growing around ` 60 cr for R&D and Chhabra expects the tially decided to go ahead with the idea of produc- substantially during that period. The company’s benefits to include significant cost optimisation, ing such tyres. Chhabra says that with the Indian current product range includes tyres and tubes for once the R&D facility is operational. Localisation market opening up to global players, who are now bicycles, rickshaws, motorcycles, scooters and levels for the company currently stand at 90 % setting up assembly and production units in India, three-wheelers. and it expects to further increase this share with the latest two-wheeler radial tyres from Metro will MTL has had a technical collaboration with higher levels of indigenous automation and econ- cater to a diverse range of motorcycles starting Continental AG of Germany for the past 15 years omies of scale. from entry-level 150 cc machines, 200-250 cc and Chhabra believes that this partnership has sportsbikes and even bigger, more performance-ori- greatly enhanced the company’s position globally MARKET APPROACH ented bikes like the KTM Duke 390. as a company manufacturing superior quality prod- ucts. Metro’s current production capacity at its Chhabra believes that the Indian tyre market has CONCLUSION manufacturing facility in Ludhiana is three lakh seen significant enhancements in terms of tyres per month, and Chhabra aims to increase this technology over the past 10 years. The raw material Currently, the market for radial tyres covers to around six lakh units a month by investing ` 300 industry has also matured with the changing almost the entire range of passenger vehicles and cr over the next few years. The investment will cater market dynamics, and apart from a few critical around 40 % of the commercial vehicles currently to upgrading the plant, modernisation, R&D initia- components, most of the raw material requirements being used in the country. This trend is fast tives and capacity expansion. are now met through domestic suppliers. Natural catching up with the two-wheeler segment as rubber accounts for almost 40 % of the raw well, with customers willing to spend more on GLOBAL STANDARDS material costs for tyre manufacturers and almost radial tyres. Riders today want improved levels of every manufacturer witnessed a jump in grip and traction (which promotes safety) without With its entry into the two-wheeler radial tyre profitability in the last few years, due to a decline compromising on longevity, said Chhabra. market, Metro Tyres aims to bring global in rubber prices. He added that 20 % of the market currently standards to Indian customers, albeit at The diversification of OEMs into newer motorcy- uses tubeless tyres and this number is growing affordable prices. Current market requirements cle segments has been a challenge well accepted rapidly. In the next three or four years, he be- warrant the adoption of cutting-edge technology by tyre manufacturers, says Chhabra. While tyre di- lieves this share will go up to almost 80 % for for design, manufacturing, testing and validation. mensions, specifications and tread patterns have two-wheelers, due to a strong demand from the The company intends to cash in on its long market become highly specialised due to increased motor- scooter segment. This, coupled with the improv- stint and collaboration with Continental, to take cycle segmentation, this has also helped tyre man- ing infrastructure scenario in India, presents a on this challenge. ufacturers create a niche for themselves in the lucrative opportunity for tyre manufacturers to For the markets of Europe, USA and Canada, market and secure customer loyalty by catering to showcase their technical expertise and also Metro Tyres sells its products under the Conti- their specific demands and delivering tyres intend- benchmark global standards to offer a better nental brand name, while for the rest of its ed for specific usage. riding experience. global markets the company uses the Metro Tyres Taking the quality aspect forward, the company brand. The company has existing business with even went to the extent of deliberately delaying the major two-wheeler OEMs across the country, and launch of its two-wheeler radial tyres, as require- Text: Anwesh Koley

6 www.autotechreview.com

INTERACTION SASKEN COMMUNICATION

SASKEN | SOFTWARE DEVELOPMENT FOR IMPROVED AUTOMOTIVE CONNECTIVITY

08. The entire software systems consisting of range. Short-range connectivity includes Blue- drivers, with the ability to make changes to the tooth and Near-Field Communication (NFC), while product, as well as the inclusion of different medium-range consists of Wi-Fi hotspots in vehi- formats of multimedia was supplied by Sasken. cles through LTE wireless communications. Vehi- This infotainment system, containing Sasken’s cle-to-vehicle (V2V) and vehicle-to-infrastructure software, was launched in the market by a North- (V2X) technologies also come under medium- American manufacturer in 2011, marking range connectivity making travel smarter. Finally, Sasken’s entry into the automotive sector. Ra- long-range connectivity will eventually be com- machandra said that multimedia solutions form pletely made up of LTE connections, which will the core for Sasken, with usage patterns in auto- stream large amounts of media and data to the motive similar to mobile phones making its offer- car, as well as uploading vehicle parameters to ings very relevant. the cloud. Semiconductor customers have separate Connectivity and Telematics chipset families for the three main areas of auto- motive business, namely entertainment, Telemat- Infotainment systems today offer entertainment In terms of connectivity, Sasken has helped a ics and ADAS. Sasken offers various solutions to and connectivity, as well as safety and navigation major American OEM deploy its service across these semiconductor companies, including chip features that have a substantial amount of North America, through the use of Telematics design, writing base support Package (BSP) along development work at the back of it all. Sasken is a solutions. This connectivity service provides a reference board, and services bringing in mid- company that has been working in the area of emergency, safety, security, navigation and dleware/software solutions to Linux or QNX oper- developing multimedia applications for various vehicle management solutions, which is a ating systems. electronic devices, including automotive systems relatively new concept in the automotive industry. as well. Sasken is currently working on developing these Trends and future development Ashwin Ramachandra, Vice-President and Telematics solutions further by offering additional Head, Engineering R&D Practice, Sasken Com- features like vehicle diagnostics and predictive The main trends being seen in the automotive munication Technologies Ltd spoke to us of the maintenance, remote vehicle control features, and industry are the shift to electric vehicles (EV), company’s focus in terms of solutions for the au- connectivity of the vehicle to other smart devices. increased ride-sharing mobility solutions, tomotive industry. He talked about the automotive Ramachandra said that while Telematics extended vehicle connectivity and autonomous industry moving towards connectivity and autono- solutions from Sasken were initially services that driving. Ramachandra noted that the move mous driving, and how Sasken is working on pro- included entertainment and safety, they are now towards EVs would bring opportunities for the viding solutions to its customers on this front. moving into areas like predictive maintenance. company in the area of battery management More recently, the company has been working systems (BMS) and their software development. Multimedia solutions on autonomous driving systems including ad- The connectivity of cars itself, whether it is vanced driver assistance systems (ADAS), for for entertainment or navigation will be through Sasken has been offering multimedia solutions, which it is developing algorithms and decision an LTE connection in the coming years, Ra- which include audio, video, images and speech, systems. This technology is brand new for Sasken, machandra said. The primary driver of this con- since 2001, and has been providing solutions for where it is just beginning development work, nection is the fact that there will be a require- the automotive industry over the last eight years. noted Ramachandra. ment for reliable connectivity solutions, which Ramachandra mentioned that Japan was the The in-vehicle entertainment solutions LTE will fulfil, he explained. Finally, autonomous market that began the trend of multimedia offered by Sasken are in the form of a software driving is expected to bring in a lot of changes to content consumption on phones, and the Japanese suite that works on multiple hardware platforms, the automotive industry, and Sasken sees oppor- were also the pioneers in terms of multimedia which is also true for its Telematics solutions, tunities in terms of the large amount of valida- requirements in vehicles. Even now, a majority of Ramachandra said. Sasken works mostly with tion processes required for this technology. Ra- the company’s business is received from Tier-I suppliers, and also has some business machandra said that, “from now and the next 10 international players, he noted. with OEMs directly. years, changes in the automotive industry will be Sasken has divided its automotive business The company’s vehicle connectivity applica- revolutionary, rather than evolutionary.” into three main areas – Multimedia (in-vehicle tions try to ensure connected driving at all times, entertainment), Telematics and Autonomous which can also be applied to the development of Driving. Multimedia includes rear- entertain- autonomous driving. Vehicle connectivity can be ment, for which the company first developed soft- divided into three parts in relation to their dis- ware and solutions for a Tier-I supplier in 2007- tance of operation - short, medium and long Text: Naveen Arul

8 www.autotechreview.com Events acma

ACMA | National Conference focusses on quality and innovation

The Automotive Component Manufacturers mentation of GST, it will further boost the pros- of the manufacturing sector is fast emerging. Association of India (ACMA) conducted its 56th pects of the industry.’ Changes such as these and others will have to Annual Session & National Conference at the end Nitin Gadkari, Union Minister for Road be addressed by the auto component industry by of August and this year, the emphasis was on Transport & Highways, Government of India, said investing significantly in R&D and creation of the need for innovation in automotive quality to that this year the automotive industry had a sat- new products.’ achieve success in the market. ACMA’s study, isfactory performance, achieving an overall In his keynote address, RC Bhargava, Chair- conducted by McKinsey & Co. and themed growth of 8 % with exports of ` 70,000 crore. ‘In man, Maruti Suzuki India Ltd, emphasised, ‘Auto ‘Winning with Quality and Innovation’ was coming years the government’s focus will be to component manufacturers need to have a singu- released by Anant Geete, Union Minister for adopt economic policies that are conducive to lar focus to scale up their businesses with Heavy Industries & Public Enterprises. the growth of the industry and help strengthen quality and technology as the bedrock. The in- The study reveals that the auto component in- exports. Innovation, technology and quality will dustry needs to invest in design and capability, dustry, in order to stay competitive, will be re- be the three main pillars for the industry’s com- as also in world class testing and manufactur- quired to develop capabilities for in-house design, petitiveness. We have the potential to grow expo- ing facilities, and improve profitability of opera- harness the concept of frugal engineering and nentially from the current ` 4.5 lakh crore to ` tions in order to become integral to global auto- create product differentiation through innovation. 20 lakh crore in the next 10 years, making us one motive supply chains.’ ‘Further, as OEMs consol- A move towards product and process innovation of the world’s foremost,’ he added. idate their platforms as also their supply base, and organization-wide culture of quality-con- Highlighting the roadmap for the auto com- globalisation is an imperative for the component sciousness will be integral to this change. ponent industry, Arvind Balaji, President – sector, not only for reasons of competitiveness Speaking at the conference, Geete said, ‘The ACMA, said, ‘The Indian auto component industry but also for survival,’ added Balaji. auto-component industry has displayed excellent is at a point of inflection; quality and technology Echoing a similar optimism, Rattan Kapur, performance in the last decade. The growth has will be the key differentiators for industry’s com- Vice President, ACMA & Chairman & Managing generated tremendous employment opportunities petitiveness. Globally, the automobile landscape Director, Mark Exhaust Systems, said, ‘We as an for India’s population, of which youth are 55 %. is undergoing a rapid change with the integra- industry have to graduate from one that merely Since the automotive industry will be the primary tion of digital and intelligent technologies in ve- ‘builds from print’ to one that ‘innovates and ex- contributor to the growth of manufacturing hicles, much higher consideration for environ- periments’. To achieve this, the component in- sector and to the ‘Make in India’ programme, we ment protection, reduction of fossil fuels, en- dustry needs to strengthen its relation with its will help resolve all issues and concerns of the hancement of safety features and changing user customers, the OEMs, to become co-development industry by giving it our full support. With imple- preferences. Additionally, concept of digitisation partners. This calls for sharing risks in new areas, especially those related to technology and product development.’ Speaking on the theme of Quality and In- novation, Guenter Butschek, MD and CEO, , said, ‘The Indian auto industry is going through a very dynamic phase and is witnessing a dramatic shift in landscape for the auto components industry. Quality and In- novation are the cornerstones for success in today’s business environment and at the core of Tata Motors’ new mission and vision, along with a continued focus on R&D investment in design and engineering. We are looking to streamline our supply chain operations and focus on suppliers with comprehensive capa- bilities and high performance levels in areas of technical know-how, quality, cost, delivery and financial health. We will be rolling out a new supplier capability assessment process with the intention to bring synergies and effi- ciencies in the whole ecosystem and create

Anant Geete, Union Minister for Heavy Industries & Public Enterprises assured to help resolve all issues and win-win situations for both, Tata Motors and concerns of the industry the supplier fraternity.’

autotechreview October 2016 Volume 5 | Issue 10 9 Events siam

SIAM | Annual convention focuses on holistic pan-industry development

The Society of Indian Automobile Manufacturers (SIAM) organised its 56th Annual Convention in Delhi at the end of August and this year, the theme was ‘Building the Nation, Responsibly’. Anant G Geete, Union Minister of Heavy Industries and Public Enterprises, was the chief guest at the event. Addressing guests on the need for holistic de- velopment, Geete said, ‘After the Prime Minister gave the ‘Make in India’ call, the auto in- dustry has played a key role in this programme. The environment is one of the biggest concerns for the sector. We have therefore allocated ` 14,000 crore for the FAME scheme for promoting hybrid and electric mobility, which will save ` 60,000 crore in terms of fuel usage, thereby benefitting the environment.’ Addressing the gathering during the inaugu- ral session, Vinod K Dasari, President, SIAM, said, “We appreciate the support from the Minis- Strategic policies such as GST will contribute to the growth of India’s automobile sector, felt experts ter and the Ministry of Heavy Industries. We also welcome the Government’s efforts in passing GST but request that there be no more than two a more profound transformation not seen in the horizons like safety norms, GST and the scrap- rates for the automotive industry. The Indian au- past 100 years. Automotive demand is undergo- page policy are unfolding and will give us the tomotive industry is facing new challenges in ing a seismic shift between developed and opportunity to counter these challenges.’ providing sustainable mobility for the masses. emerging economies. The automotive game is He further added that the focus should be on We have sought a long-term roadmap on safety, changing from volume to value; from the cus- building a strong partnership between the in- emissions and fuel efficiency norms. In order to tomer’s focus on the product to the mobility ex- dustry and the Government to ensure both work make practical and rational regulations, we seek perience; from customer-driven vehicles to soft- together towards a long-term regulatory regime a single ministry and a single window for the in- ware-driven ones. By 2026, the Indian automo- for the industry. ‘We need to identify technolo- dustry. We would also like to thank the Govern- tive industry will be among the top three in the gies based on global mega trends and regula- ment for accepting SIAM’s suggestion of the fleet world in engineering, manufacture and exports tions and deep dive into the industry to map modernisation scheme. Industry will be happy to of vehicles and components.’ products in order to be future ready,’ said offer further incentives to customers to supple- During the first session on ‘Sustainable Mo- Butschek. ment the government’s incentive for purchase of bility for Creation of Wealth of Nations’, Guenter Presenting a global perspective, Wilfried a new vehicle against a scrapped vehicle.” Butschek, Chief Executive Officer and MD, Tata Aulbur, Managing Partner India, Chairman Reiterating the Government’s support to the Motors said, ‘As a home ground to the world’s Middle East & Africa, Head Automotive Asia, automobile industry, the Minister added, ‘India largest youth population, the Indian economy is Roland Berger India, said the automotive indus- is looked upon as the world’s youngest nation witnessing an unprecedented advantage com- try is a significant driver for FDI in India and because we have the most people below 35 pared to other countries. The Indian automobile that it also drives process improvements and years. We should use this youth power by giving industry contributes to approximately 40% of the quality. ‘We need to stimulate volumes to boost them jobs. And the auto industry has the biggest nation’s manufacturing GDP and is surrounded GDP and create more job opportunities. While the scope for providing these jobs. If jobs fall in ag- by a cloud of opportunities fostering new gener- Government’s support is appreciated, a holistic, riculture, only the automotive industry can make ation R&D and innovation. Taking into account long-term policy is required. We believe GST will good this shortfall.’ challenges such as safety, pollution, unemploy- contribute in the growth of India’s automobile John Moavenzadeh, Head of Mobility Indus- ment and lack of adequate resources, it is im- sector,’ he concluded tries, World Economic Forum on Global Trends in perative for the leading automobile manufactur- Mobility, USA, said, ‘We are witnessing the 4th ers to focus on developing ‘sustainable mobility Industrial Revolution, which is not categorised solutions’ in addition to nurturing skilled engi- by one single technology but by diverse technolo- neers and people managers rather technocrats gies. The global auto industry is in the midst of and theory masters. The good news is that new

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Bosch | water injection system for automobiles developed

Internal combustion engines waste an estimated engines. Stefan Seiberth, President of the Gaso- twenty-percent of the total fuel which they line Systems division at Bosch, explains that the consume, by using it for cooling down the engine basic premise behind the water injection system instead of propulsion. This wastage is especially is simple – prevent overheating, thereby increas- pronounced at higher speeds, where engine ing the engine’s operating efficiency. In conven- cooling becomes more critical. Now, Bosch may tional engines, additional fuel is injected to help have found a way to deal with this wastage, via with cooling. When this ‘extra’ fuel evaporates, it its newly developed water injection system for au- helps cool down parts of the engine block. With tomobiles. Bosch’s water injection system, a fine mist of Dr. Rolf Bulander, Chairman of the Bosch Mo- water is injected into the intake duct before the no amount of water is left in the engine’s combus- bility Solutions business sector and member of fuel ignites, which helps keep the engine cool tion chamber – every last bit evaporates before the board of management of Robert Bosch GmbH, without requiring extra fuel for cooling. As an actual combustion happens inside the engine, explains that Bosch’s water injection system has added benefit, only a few 100mm of water is re- and is expelled out from the vehicle’s exhaust the potential to reduce fuel consumption by up to quired for every 100km of driving, which means system along with other exhaust gases. 13% and is especially effective during hard ac- that the storage tank for the water injection According to Bosch, the company uses a port celeration and high-speed driving on express- system can be kept at a very compact size and injection system which costs relatively less to ways. He also says that the technology is very has to be refilled only once in about 3,000km. manufacture, and also offers distinct technical useful for smaller, three- and four-cylinder The water injection system is already in pro- advantages over other systems. It also makes engines that are typically used in many hatch- duction and the first car to use this is the BMW water injection suitable for large scale production, backs and small to mid-size family saloons. M4 GTS, which is powered by a turbocharged across multiple vehicle segments. Apart from In addition to boosting fuel economy, Bosch’s 6-cylinder engine. It is also important to note that BMW, Bosch expects many other car manufactur- water injection system can also boost an engine’s water injection does not come with any risk of ers to adopt the use of water injection for their power delivery, especially with turbocharged causing rust or other damage to the engine, since high-performance cars in the near future.

Mercedes-Benz vision | all-electric van of the future unveiled

Mercedes-Benz plans to invest 500 million euro e-commerce, intelligent networking and the Inter- features a fully automated cargo space and inte- over the next five years, towards integrating digital- net of Things (IoT). The aim is to integrate digitali- grated delivery drones, which reduces delivery time isation, automation and robotics in its vans, and sation, automation and robotics into the commer- and facilitates the ‘same day delivery’ business has unveiled its new, all-electric ‘Vision Van’ study cial vans of the future, which can make the trans- model that many modern e-commerce companies that has a range of up to 270 km and fully auto- portation of goods and passengers more efficient are now adopting. mated cargo space. and open up new business opportunities for the The zero-emissions Vision Van is powered by a The Mercedes Vision Van study has been devel- owners of these vehicles. 75 kW and has a range of up to 270 oped under the German manufacturer’s ‘adVANce’ Speaking at the Van Innovation Campus in km. Its fully automated cargo space eliminates the initiative, with which Mercedes-Benz aims to Stuttgart last week, Volker Mornhinweg, Head of need for human intervention for rearranging pack- develop commercial vehicles that take into account Mercedes-Benz Vans, explained that it’s important ages while making multiple deliveries, makes changing economic and social trends, the growth in for the company to systematically plan for the loading and unloading much faster and increases future, to make sure its vehicles keep up with a fast process efficiency. The system is capable of ‘one- changing business environment. ‘We are focusing shot loading’ (loading the vehicle with all pre- our attention beyond the vehicle on the entire value picked parcels in one go), thereby reducing down- chain and business environment of our customers. time and eliminating the chances of human error. We provide transport solutions for the digital age Of course, the Vision Van is still a few years and evolve the van into an intelligent, interconnect- away from becoming production reality, but Mer- ed data centre on ,’ he says. cedes-Benz is already investing in various start- The all-electric ‘Vision Van’ study has been de- ups in the areas of automation, robotics and mobil- signed for providing innovative last-mile delivery ity services as a first step towards making this solutions, with full digital connectivity between all dream a reality. The company, which sold 176,200 people and processes involved, from the distribu- vans in the first half of the year, is making sure its tion centre to the eventual consignee. The van also stays relevant in the years and decades to come.

12 www.autotechreview.com Vw I.D. | true autonomous driving by 2025 Telematics India 2016 focuses on Connect- ed Technologies

The Telematics India 2016 conference and expo was organised recently in Bangalore by Telemat- ics Wire. The event saw the participation of dele- gates and speakers covering all areas of the au- tomotive ecosystem, ranging from OEMs and suppliers, to software providers and fleet man- agement companies. The main focus of Telemat- ics India 2016 was in bringing out solutions for unveiled the all-new I.D. concept car VW to develop smart, sustainable electric mobility, the automotive industry in terms of connectivity, at the Paris Motor Show and the vehicle is the fully autonomous driving, pervasive connectivity safety and convenience. first from the VW stable which promises true au- and intuitive usability. The event also saw more than 50 companies tonomous driving by the year 2025. The first of Key features on the new VW I.D. include a long displaying various solutions and technologies in VW’s all-electric cars, the I.D. will be powered by a wheelbase with very short overhangs, a tight the areas of Telematics and vehicle connectivity. 125 kW electric motor and will have a range of turning circle of just 9.9 m, flat lithium-ion battery These innovations ranged from simple tracking 400-600 km. While the car is expected to be integrated into the floor, a multi-link rear with and vehicle diagnostics devices, to solutions for launched in 2020, it will get a full autonomous an integrated drive unit and decoupled subframe (a safety, driver assistance and infotainment. A few driving mode only by 2025, by which time the I.D. layout that makes for optimum driving dynamics sessions were also organised in the areas of will have a fully retractable that and ideal acoustics), and very high levels of safety. telematics insurance market worldwide and its will ‘disappear’ into the dashboard when the car VW aims to create history with the I.D. by offering it expected growth, as well as the impact of OEMs is being driven in fully automated mode. as a smart, fully electric car at an affordable price changing role in the mobility market. The Volkswagen I.D. is the group’s first point. Klaus Bischoff, Head of Design, Volkswagen Telematics India 2016 saw Panel Discussions compact car based the Modular Electric Drive Kit Brand, says ‘Before we first put pen to paper on the taking place in the areas of Advanced Driver Assis- (MEB) and VW aims to sell a million electric cars drawing board for the I.D. project, we debated the tance Systems (ADAS), connected vehicles, autono- by the year 2025. According to the German car topic of ‘Mobility in the future’ at length. It is clear mous vehicles, commercial fleet telematics and us- manufacturer, the new e-Golf, with an electric- that the car of the future, and thus the mobile age-based insurance. The discussions spoke of up- drive range of 300 km represents ‘tomorrow,’ space, will be a place of communication more than coming automotive active-safety systems, connec- while the I.D. represents ‘day after tomorrow’ in ever before. The Open Space in the I.D. is just such tivity from infotainment and user experience to pre- terms of real world driving. The I.D. is, the a place. We had the unique opportunity to guide ventive maintenance and remote diagnostics, navi- company says, also representative of VW’s ‘Think Volkswagen into a new era, and with the I.D we gation, active safety, and pay-as-you-drive model New’ brand strategy, under which it’s a priority for have taken this opportunity.’ that is gaining traction in India.

Indian Government | rear-view sensors to become mandatory

In a bid to reduce risk to children and pedestri- issue, the MoRTH will soon issue a notification to ans from reversing motor vehicles, the Indian make rear-view sensors mandatory in all vehicles. government plans to make rear-view sensors or Addressing the curtain raiser event for World backup cameras mandatory on all vehicles soon. Roads Meet (WRM 2017) organised by Interna- It is also contemplating to make speed warning tional Road Federation (IRF), he said more than systems and airbags as part of standard equip- 50,000 fatal accidents take place in the country ment in all cars. due to over speeding and hence the government Cars today come equipped with rear-view is planning to make audio warnings also man- mirrors which are adequate for looking at vehicles datory in vehicles, which will chime in at 80 He further added that the government has behind, but they are inadequate in detecting chil- kmph and become a continuous beep at 90 kmph already made it compulsory for all two-wheelers, dren or other small objects closer to the ground, and above. which account for the highest share of acci- which fall in the car’s ‘blind spot.’ Abhay Damle, From October 1, 2018, vehicles will have to dents, to either have the antilock braking system Joint Secretary, Ministry of Road Transport and go in for automated inspection and fitness certi- (ABS) or the combined braking system (CBS) by Highways (MoRTH), said that to address this fication test with hardly any human intervention. April 2019.

autotechreview October 2016 Volume 5 | Issue 10 13 Guest commentary

AVIK CHATTOPADHYAY is Co-founder & Partner – Expereal

FUTURE MOBILITY – BRANDING & MARKETING CHALLENGES FOR OEMs

At the recently held SIAM Annual Conclave I sat through a WHAT’S THE FUTURE LIKE? presentation by a gentleman of the World Economic Forum about the 4th industrial revolution, pressing the case for To me, the future of mobility in India will be one that is con- autonomous vehicles across the world. That tickled my grey nected, shared and converged. A bit on each of these attrib- cells about which is the cart and which the horse. Does a utes. The future of mobility will have connected solutions that mayor in New York actually look for autonomous vehicles or offer drivers of various vehicles ability to communicate with for decongestion on the roads? Does Delhi need the same each other, within both closed groups and open protocol. solutions as in New York? Does Trichy suffer from the same For example, all CVs within a fleet will communicate with problems as in Delhi? each other in terms of location data, vehicle diagnostics, logis- What really is the future of mobility in India? And are the tic updates, driver health and destination dynamics. Basically, OEMs prepared for the same – either determining the future or the CVs within the fleet are not only finishing their own tasks gearing up to it? but also collaborating with the others for overall efficiencies. The Indian automobile industry has a working template in This is a closed group wherein each enterprise might design the AMP 2026. It has three key goals – become the third largest their own proprietary solutions. market in the world, contribute to 12 % of India’s GDP and add In the open protocol, various unrelated vehicles on their 65 mn more jobs to the national working population. While on individual tasks and destinations within a geo-physical zone its way to becoming the third largest market, does the industry will work as an autonomous platoon, getting updates on their have a vision of the mobility landscape 10 years from now? presence, proximity warnings and traffic dynamics. This is not While 65 mn more jobs are added to the existing 20 mn, what just the basic GPS navigation systems we have right now, exactly will they be engaged in and what types of skills will where as individuals we are dependent on external mapping they need to fuel the mobility landscape in 2026? to gauge where we are vis-à-vis each other. This will be a con-

14 www.autotechreview.com nected world, where I will know about the others on my route that it continues to offer the lowest cost of operation, as it as they connect with me directly. I can take decisions accord- does today! ingly, on routes, timings, speeds and even pooling. Competition will emerge not from other traditional OEMs The future of mobility will be shared. While more and (who will either wither away or be consumed by the MSPs), more Indians will own their own means of transport, parallel but from public transport entities and rental solutions that op- advancements will be made in public transport in reach and erate today. So, in Delhi, the competition to Maruti Suzuki variety. While people in the cities will take to using public will come from a completely transformed Delhi Transport Cor- transport too, those in the semi-urban and rural areas acquire poration (offering all forms of mobility) and an evolved Uber personal modes of transport. Within their own areas of (that will expand its scope in variety and rental). operation, they will optimise the cost-value equation by a combination of personal and public transport. This will give vehicle makers the opportunity to offer shared mobility MARKETING EVOLUTION solutions. For example, a two-wheeler maker might set up rental zones in a city from where individuals pick up vehicles, Marketing solutions for a mobility company will be very dif- complete their tasks, pay up and board a bus or metro train. ferent from what they are today. It will shift its primary focus Tomorrow’s India will consume mobility solutions and not from converting a prospect into a vehicle buyer to getting necessarily own them. more potential users to consume its integrated services. The The future of mobility in India will be a fully converged design and creation of marketing solutions will be completely one, wherein all key stakeholders in the grid will be collabo- configured from the perspective of the consumer tomorrow rating. In fact, they will be forced to collaborate as the very rather than the enterprise today. mobility ecosystem cannot allow to remain in isolation. Town Automakers today, who can actually see the future of the planners, traffic police, infrastructure companies, energy com- mobility landscape in India and prepare themselves according- panies, individual vehicle owners, public transport operators, ly as MSPs, will be the ones who will survive the next 20 service stations, meteorological centres and satellites will be years. The others will either be relegated to vendors to the working together to ensure smooth movement. MSPs or be integrated into the larger enterprises or simply To add to the above three factors, fewer consumers will be cease to operate in this country. It will not be surprising to see purchasing vehicles actually walking to a showroom. The ve- some very large names today simply walk towards their death hicle makers will actually have to go up to the prospect to in the near future. conduct a test drive, close the sale, complete the documenta- Some of the biggest, most aspirational and sustainable en- tion and deliver the product. The illogical and unnecessary in- terprises do not own any physical attributes but offer real- vestment in brick and mortar showrooms will greatly reduce. world solutions. Like an Uber. Or Facebook. Or Google. The They are edifices of the past. The only physical structure will world of mobility will see a similar transformation in India, be the servicing facility. not so much in the fields of autonomous driving and electric energy but in the form of connected, shared and converged solutions, for whoever wants to move from point A to point B, BIGGEST CHALLENGES in the most cost effective, energy efficient and environmental- ly responsible manner. In this scenario, are the OEMs ready? Will they insist on still This transformation will be unique to India, given our calling themselves Original Equipment Manufacturers or Mo- size, socio-economic diversity, population and digital acumen. bility Solution Providers? Will they be able to change their It will be a benchmark for other nations with similar complex- own mindset from being “product sellers” to “solution provid- ities such as Brazil, South Africa and also China. And a true ers”? Will they be able to decipher what the consumer will example of not just ‘Make in India’ but “Create in India”! consume? And what will the vehicles consume? This is going to be the biggest challenge for the present day OEM – to transform from a manufacturer of physical prod- ucts to a provider of integrated/ converged solutions. The core business purpose needs to be redefined. The brand today stands for a specific physical form. The brand tomorrow has to stand for a solution that has physical, digital, augmented and emotional forms. Just imagine a situation in Delhi wherein the “Maruti Su- zuki” brand not just sells vehicles badged “Suzuki” and the usual finance, insurance, warranty, servicing and accessories, but is actually an aggregator of mobility solutions in collabo- ration with Delhi Metro Rail, Indian Railways, Delhi Transport Corporation, Hero Cycles, TVS, ISRO, Garmin, NHRC, Delhi Traffic Police and Apollo Hospitals. What differentiates the Read this article on Maruti Suzuki solution from the one by, say a Tata Mobility, is www.autotechreview.com autotechreview October 2016 Volume 5 | Issue 10 15 interview COVESTRO

“high-end POLYMERS key to meet OEMs’ WEIGHT REDUCTION TARGETS”

As part of its commitment to the United Nations Sustainability Development Goals, Covestro, the Leverkusen-based materials manufacturer, announced an ambitious sustainability target to reduce

its specific CO2 emissions per tonne of product by 50 %, based on a base line of 2005 in April this year. Towards that goal, the company has also been taking significant steps in the Indian market. We recently met up with Ajay Durrani, Country President, India and Managing Director – Indian Sub-Continent, Covestro for a detailed understanding of the company’s approach towards polymers and chemistry in general.

Ajay Durrani is currently the Country President, India and Man- polyurethanes, pigments and organic chemicals in Northern aging Director – Indian Sub-Continent for Covestro, which was India. During his 19 years tenure with the company, Durrani has formerly known as Bayer MaterialScience. A veteran in the held several prominent positions, including an overseas position chemical industry with over 21 years of experience, Durrani of Regional Marketing Director – Automotive, for the Asia-Pacific focuses on achieving continuous and improved business perfor- region (2009). Prior to Covestro, he worked on assignments with mance. He joined Covestro in October 1997 as Regional Sales Bush Boake Allen/ IFF New Delhi, as Area Sales Manager for Manager to oversee the sales of speciality chemicals, coatings, the Flavour, Fragrance and Aroma Chemicals business.

16 www.autotechreview.com ATR _ How do you view the current s weight reduction targets for conventional is a moving laboratory that uses a lot of tate of the Indian automotive industry? automobiles globally and polymers are Covestro materials. Reducing fuel con- How receptive are manufacturers playing a significant role in this. The use sumption in automobiles and saving towards adopting new polymer technolo- of composites is reducing the weight of energy in home appliances is critical. In gies and solutions? various parts in a vehicle. We’re looking refrigerators, for instance, we’ve come AJAY DURRANI _ About 22 % of Coves- at reducing the density and thus weight out with micro-cellular foam that is a tro’s global business comes from the of the seat cushion. Even headlamps are very efficient insulation material. Fur- automotive industry, indicating a high now being made using polycarbonate thermore, we look at processes to reduce level of engagement with this sector. materials or the shelf in the boot is being the consumption of electricity and energy Over the past two or three years, when made with composite materials. in our offices and plants. the Indian automotive industry saw We can start working with OEMs in some stabilisation as compared to the the areas of fenders, bumpers, door How much of a modern vehicle can high growths we saw earlier, even our trims, headliners, or instrument panels. Covestro contribute to? business was impacted. But largely the This is where our products bring in lot of The normal requirement from OEMs in Indian automotive industry has been functional stability and also design flexi- terms of weight reduction is about 20-25 growing at a steady pace, and we have bility. There is significant change coming kg per vehicle. Having said that, it’s also continued to grow consistently. up in the industry with focus on building important to understand that weight We deal in advanced, high-perfor- further efficiency, and that’s something reduction is a very subjective matter. The mance polymers. As the per capita con- we can deliver with the global knowl- industry is slowly moving towards high- sumption of materials starts going up, edge we possess. end polymers. As acceptability increases, there is always an opportunity for Coves- or regulations are brought in, there are a tro to participate through its polyure- Fuel-efficiency improvement and CO2 lot of new opportunities for us. To define thane and polycarbonate products as reduction are two of the most critical chal- it in terms of numbers is difficult. well as with coatings and adhesives. lenges facing the automotive industry. In the past year or so, we’ve seen sev- And polymers play a very important role in How do you assess prospects for materials eral new exciting products being launched ensuring both. Explain to us Covestro’s such as carbon fibre or graphene for in the four-wheeler market both in the approach to sustainable technologies? future automotive applications? lower- as well as high-end of the spec- Covestro has set ambitious sustainability While we’re studying the application fea- trum. We lay a lot of emphasis on how targets for itself, announcing that it sibility of these materials, from an Indian we can support this growth in the auto- intends to reduce its specific CO2 emis- perspective, the solution we are looking motive industry from a global perspective. sions per tonne of product by 50 % at is composites with either glass fibre or Having said that, we believe there is a lot based on a base line of 2005. We are also honeycomb structures. In the Asia-Pacific of work that can still be done in this sec- working on certain products, where we region, composites are still the most tor. The introduction of GST will certainly can use CO2 as a raw material. One of accepted solution in the automotive give a lot of thrust to the industry. our commitments is to also come up industry. These will continue to be in with product lines that can help give it business for some time to come. Carbon How do you see GST impacting the poly- back to the environment. Solar Impulse fibre or graphene is still some time away. mer chemistry industry? I’m fairly hopeful of a positive impact. The polymer chemistry industry requires movement of a lot of materials like poly- urethane and polycarbonate from one point to the other. The streamlining of the tax structure will help us achieve a lot of logistical advantage. It will also help bring down the time required to transport goods, which itself would be a big boon for our industry.

How are polyurethane and polycarbonate products gaining in acceptance in the mass market segments? What kind of innovations can we see in the future? We have seen growing acceptability of these materials in the last couple of years, primarily to reduce the weight of cars. Electromobility will still take some time, but OEMs are pushing stringent The streamlining of the tax structure will help us achieve a lot of logistical advantage autotechreview October 2016 Volume 5 | Issue 10 17 interview COVESTRO

ing for improved fuel efficiency or easy ways of processing or more efficient way of production, nothing can be more help- ful than high-end polymers. It can pro- vide dimension stability, strength and reduce the weight of a car. These are the fundamental points that come up for dis- cussion at every meeting with our cus- tomers, and we have the right kind of expertise and knowledge to meet their specific demands.

How does Covestro approach cost engineering? That’s a genuine way of looking at things. Cost is how much the market is willing to pay for a certain technology. We have to adjust our products based on the require- ments of the market. We can’t provide high-end solutions to a market that is not willing to pay for it. It might take some Polycarbonate is one of the best solutions available currently to reduce vehicle mass time, but whatever is acceptable currently has to be cost effective. And that’s where we start working on. We don’t look at What role do you see for coatings in the What is the kind of research and cost from the perspective of making a area of electromobility? innovation being undertaken in India product or solution cheaper, but how Electromobility as an area has still to for Covestro? faster can we produce, how much weight evolve. One of our big objectives for the We have very strong competencies glob- we can reduce. We take a holistic time being though is to have less volatile ally catering to the needs of our custom- approach to cost, and I think we’ve been compounds (VOCs) in coatings, an area ers. Here in India, we are basically trying quite successful at that. that almost all OEMs are concentrating to offer those solutions at a local level. We on. That’s where we come in offering reengineer our products to the local mar- What kind of growth is Covestro water-based solutions. Apart from that, ket specifications, but aren’t carrying out India looking at in the medium to India is still a market that will take some any kind of R&D here. We are more long-term future? more time to come up with high-end solu- focussed on application engineering to We are very positive that we will grow at tions. We have a very strong product line- offer solutions tailor-made for our cus- double digits in the Indian market. Our up to support that shift in the industry. tomers’ needs. engagement with the OEMs, in every industry we participate in, is very high. I understand you also have a Colour High-performance plastic polycarbonate is They consider us as a valued partner and Competency Centre. Does it also have a considered to be an ideal substitute for we are confident, the medium to long- global mandate? glass. How well has that been adopted by term future for us is very positive. This is one of our downstream busi- the Indian auto industry? nesses, located in our site in Greater The basic example is the headlight of a Noida. This particular business provides car. There is rapid progress being made in a solution with different blends, whether this regard. This is one of our fastest it is ABS or nylon and also with different growing businesses in India; a clear indi- colours required by the OEMs for differ- cation that OEMs in the Indian sub-conti- ent parts. At this centre, various combi- nent are also going for more lightweight nations of colours, materials, blends and solutions. And . applications can be developed. Tradition- Text: Deepangshu Dev Sarmah ally, we have big sites where we manu- How have polymers as a technology Photo: Bharat Bhushan Upadhyay facture our materials like polycarbonates, evolved over the years, and where are we which we also refer to as virgin materi- heading to? als, and here we create solutions based There has been a much larger acceptabil- on the need of the manufacturer, be it ity of high-end polymers in the industry. the automotive industry or electronics Over the last decade or so, I have seen a industry. As of now, this particular site significant amount of change in the poly- Read this article on only caters to the Indian market. mer industry. Whether it’s the OEM look- www.autotechreview.com

18 www.autotechreview.com

TECH UPDATE TRANSMISSIONS MAKING SENSE OF TWO- WHEELER FUEL EFFICIENCIES

A scooter delivers over double the mileage of a typical car. However, the scooter’s tank to wheel efficiency is less than half that of the car. Ultimate Transmissions looks at why the scooter is so inefficient, its impact on the In- dian economy and environment and how the problem may be solved without adding cost, using an innovative continuously variable transmission (CVT).

Authors TANK TO WHEEL – ENERGY overall drive chain efficiency. The CONVERSION EFFICIENCY amount of fuel needed to move a vehicle over a fixed journey is a derivative of this Internal Combustion Engines (ICE) conversion efficiency, the vehicle weight, convert the chemical energy in fuel to aerodynamic characteristics, rolling mechanical energy at the engine’s resistance and the journey itself. Just crankshaft. The crank drives the because one vehicle can be driven for a MICHAEL DURACK is Technology Director at transmission, which is connected to the longer distance on the same amount of Ultimate Transmissions Pty Ltd in wheels. The relationship of the quantity fuel as another vehicle does not Queensland (Australia). of chemical energy in the fuel to the necessarily mean that it is more efficient. quantity of mechanical energy delivered Both the engine and transmission to the wheels is a true measure of the waste energy, with the greatest loss being

1Tank Tank to to wheelWheel efficencies Efficencies of cars, scooters of Cars,and motorcycles Scooters and Bikes

20 www.autotechreview.com Specification Unit Value Specification Unit Value 9.0% tank to wheel efficiency, also predicted using an analysis of engine Vehicle weight kg 1,300 Vehicle weight kg 100 and transmission efficiencies. Driver weight kg 80 Driver weight kg 80 This difference is not being caused Rolling Kg/ 8.8 Rolling Kg/ 20 by any difference in how the testing is resistance (RRC) tonne resistance (RRC) tonne carried out. It is just a simple reflec- Frontal area Sq.m. 2.5 Frontal area Sq.m. 0.6 tion of a fact that small scooters are Drag 0.36 Drag 0.5 extremely inefficient when compared Coefficient (CD) Coefficient (CD) to a modern car. Motor bikes are more efficient with a typical tank to 1 2 wheel efficiency of 12% but are still way behind the tank to wheel efficien- 0.48 litres (the amount consumed 1 reduced) test requires 0.068 kWh cy of cars. in the test) holds 4.56kWh of energy. of energy to be delivered to the back 3 The analysis of the tank to wheel The tank to wheel efficiency is wheel in order to execute the test. It efficiencies can also be expressed by energy out/energy in or 1.12/4.56 = covers a distance of 3.937kms at an looking at the actual wheel energy that 24.4%. The tank to wheel efficiency average speed of 23.6kph. It consumes is extracted out of one litre of fuel by already predicted in the efficiency 0.079 litres of fuel or 50kpl or 2 litres a car scooter and bike when executing analysis matches very closely this per 100kms. these cycles. tested evaluation. The energy in the fuel consumed to The extra mileage should not be 2 A small scooter with a 125cc complete the test is 0.75kWh. seen in any way, as indicating that engine and the specification set out The tank to wheel efficiency is the different vehicles have similar or above carrying out the WMTC (part energy out/energy in or 0.068/0.75 = equivalent efficiencies, it is only an

Vehicle Quantity of fuel Energy in fuel Distance Test Energy deliv- Tank to wheel ered to wheels efficiency Compact SUV 1 litre 9.5kWh 22kms MIDC 2.29 kWh 24% 125cc scooter 1 litre 9.5kWh 50kms WMTC 0.87kWh 9% 125cc bike 1 litre 9.5kWh 80kms WMTC 1.17kWh 12%

3

28 www.autotechreview.com MAKING SENSE OF 2 WHEELER FUEL EFFICIENCIES

An Indian scooter delivers over double the mileage of a typical Indian automobile however its tank to wheel efficiency is less than half that of the car. Ultimate Transmissions looks at why the scooter is so inefficient, its impact on the Indian economy and environment and how the problem is solved without adding cost.

AUTHOR Internal Combustion Engines (ICE) resistance, and the journey itself. Just convert chemical energy in fuel to me- because one vehicle can drive further chanical energy in the engines crank. on the same amount of fuel as another The crank drives the transmission vehicle does not necessarily mean that which is connected to the wheels. The it is more efficient. relationship of the quantity of chem- Both the engine and transmission ical energy in the fuel to the quantity waste energy with the greatest loss be- MICHAEL DURACK of mechanical energy delivered to the ing within the engine itself. The overall is the Technology Director of Ultimate wheels is a true measure of the overall conversion efficiency is often called the Transmissions Pty. Ltd. one of the drive chain efficiency. The amount of tank to wheel efficiency. The efficiency world’s leading developers of rolling fuel needed to move a vehicle over a of the conversion varies from vehicle traction drive technology. fixed journey is a derivative this con- to vehicle with the efficiencies of cars, version efficiency, the vehicle weight, scooters and bikes being typically 24%, aerodynamic characteristics, rolling 9% and 12%.

Overall drive train efficiencies of Cars, Scooters and Bikes within the engine itself. The overall con- version efficiency is often called the tank 6kW to wheel efficiency 1. The efficiency of 27% 26% the conversion varies from vehicle to 22% 18% vehicle, with the efficiencies of cars, 1kW 13% scooters and motorcycles being typically 11% 24 %, 9 % and 12 % respectively 2. <10% Scooters and motorcycles are much less efficient than the car because the effi- ciency of both the engine and transmis- sion of smaller vehicles is much lower than that of the car. This is not something fundamental to the size of the vehicle’s engine or transmission. Instead, it comes about because of the way the bike and scooter transmissions are designed. The car’s engine runs more efficiently than motorcycle and scooter engines 26 www.autotechreview.com because the transmission allows it to run 2 Overall efficiencies of cars, scooters and motorcycles at much lower RPM. ICEs run far more efficiently at low speed and high torques [2,3,4]. They are most efficient within a when running at low power, and these are test results for the three vehicles carried “sweet spot”, where engine speeds are even less efficient when running at low out by the Automobile Research Associ- low, power moderate and torque high. power and high RPM [1]. Some additional ation of India (ARAI). They are least efficient when running at losses are associated with the centrifugal low power, high RPM, and low torque. , which typically exhibits more slip The peak efficiency of a simple gasoline than the automotive equivalent. Motor- ARAI TEST RESULTS engine can be as high as 27 %. However, cycle transmissions are less efficient than this efficiency is only present within a car transmissions, because the quality of All automobiles are subjected to standard- small section of its operation with the effi- the gears is lower, the churning losses ised tests to establish their fuel efficien- ciency dropping rapidly to below 10 %, within the very small casing are higher cies and potential to pollute. These tests when the engine is running at high speed and the rotational speeds are typically are not necessarily intended to perfectly and low power. Unfortunately, for scoot- much higher. match the real world but they are inten- ers and motorcycles, this inefficient state The end result is that a typical ded to ensure that when comparisons are is precisely where they are designed to scooter’s tank to wheel efficiency is less made they are done on an ‘apples for operate, as it simplifies the transmission than half that of a typical late model car. apples’ basis, which is repeatable and leg- and lowers cost. The effect of advanced A typical small-capacity motorcycle does ally enforceable. The test cycles describe a transmission technologies, ratio spread not perform much better as its transmis- hypothetical “journey” to be carried out and numbers of gears is discussed later in sion, although reasonably efficient, by a vehicle that involves periods of accel- this article. mechanically forces the engine to run at eration, cruising, and stopping over a The rubber belt CVTs used in scooters high RPM. This somewhat surprising fixed period and a fixed distance. The have very poor mechanical efficiencies, comparison is borne out by analysing tests are carried out on a dynamometer

3MIDC MIDC testtest for cars for Cars WMTC4 WMT Ctest test for for motorcycles Bikes autotechreview October 2016 Volume 5 | Issue 10 21 Scooters and bikes are much less ef- The end result is that a typical In- conditions in India but still can be ficient than the car because the efficien- dian scooter’s tank to wheel efficiency related to the corresponding testing cy of both the engine and transmission is less than half that of a typical Indian in Europe or the USA. Generally both of the smaller vehicles are much lower late model car. A typical Indian bike cycles involve lower top speeds than than that of the car. This is not some- does not perform much better as its are used in the equivalent Western thing fundamental to size of the vehicle transmission although reasonably ef- examples. engine or transmission, it comes about ficient mechanically forces the engine When an automobile executes because of the way the bike and scooter to run at high RPM. This somewhat the MIDC test regardless of its size, transmissions are designed. surprising comparison is borne out engine type or style it must follow the The car’s engine runs more effi- by analyzing test results for the three journey described with a high level of ciently than both the bike and scooter vehicles carried out by the Automobile accuracy while tailpipe emissions and because the transmission allows it to Research Association of India or ARAI. fuel consumption is being monitored. run at much lower RPM [1]. Internal The mechanical energy delivered to Combustion Engines run far more effi- ARAI TEST RESULTS the wheels and required to execute ciently at low speed and high torques. the test can be calculated with a They are most efficient within a “sweet All automobiles are subjected to very high level of accuracy when spot” where engine speeds are low, standardized tests to establish their the vehicle characteristics of gross power moderate and torque high. They fuel efficiencies and potential to pol- weight, aerodynamic drag coefficient are least efficient when running at low lute. These tests are not necessarily (CD) and Rolling Resistance (RRC) power, high RPM, and low torque. The intended to perfectly match the real are known. Big cars, small cars, peak efficiency of a simple gasoline world but they are intended to ensure motorbikes and trucks are all bound engine can be as high as 27%. How- that when comparisons are made they by the three fundamentals of gross ever this efficiency is only present are done on an apples for apples basis, weight, aerodynamic drag and rolling within a small section of its operation that is repeatable and legally enforce- resistance when operating over any with the efficiency dropping rapidly to able. The test cycles describe a hypo- of these cycles. It is important to below 10% when the engine is running thetical “journey” to be carried out by understand that regardless of which at high speed and low power. Unfor- a vehicle that involves periods of accel- test journey (cycle) is being used the tunately for scooters and bikes this eration, cruising, and stopping over a tank to wheel efficiency will remain inefficient state is precisely where they fixed period and a fixed distance. The very similar. are designed to operate, as it simplifies tests are carried out on a dynamom- 1 When the vehicle described over the transmission and lowers its cost. eter that accurately reproduces the (a gasoline powered compact SUV) The rubber belt CVTs used in scoot- resistance that the vehicles will need performs the MIDC test it requires ers have very poor mechanical efficien- to overcome, in order to reproduce the 1.12kWh of mechanical energy to be cies when running at low power and journey on a real world road. provided to its drive wheels. This are even less efficient when running at In India the test cycles used by the energy can be calculated very accu- low power and high RPM [2][3][4]. Some ARAI to evaluate fuel consumption for rately when the vehicle characteris- additional losses are associated with private vehicles is the Modified Indian tics are known and are accurate. The the centrifugal clutch which typically Drive Cycle or MIDC. For small bikes test covers a distance of 10.647kms. exhibits more slip than the automotive and scooters it is the World-wide Har- at an average speed is 32.48kph. It equivalent. The bike transmissions are monized Motorcycle Emission Certifi- consumes 0.48 litres of fuel which less efficient than the cars, because the cation Test Procedure or WMTC. is an overall mileage of 22.2kpl. or quality of the gears is lower the churn- Both these cycles have been 4.5litres per 100kms. ing losses within the very small casing developed or derived from Western Unleaded petrol contains around are higher and the rotational speeds are drive cycles so that they better match 32.4 Megajoules (9.5kWh) of thermal typically much higher. or chemical energy per litre.

www.autotechreview.com 27 TECH UPDATE TRANSMISSIONS

that accurately reproduces the resistance Specification Unit Value Specification Unit Value that the vehicles will need to overcome, in Vehicle weight kg 1,300 Vehicle weight kg 100 order to replicate the journey on a real world road. Driver weight kg 80 Driver weight kg 80

In India, the test cycles used by the Rolling resistance Rolling resistance Kg/tn 8.8 Kg/tn 20 ARAI to evaluate fuel consumption for (RRC) (RRC) private vehicles is the Modified Indian Frontal area Sq m 2.5 Frontal area Sq m 0.6 Drive Cycle or MIDC 3. For small bikes Drag Drag 0.36 0.5 and scooters, it is the Worldwide Har- Coefficient (CD) Coefficient (CD) monised Motorcycle Emissions Certifica- tion (WMTC) 4. 5 MIDC test specifications 6 WMTC test specifications Both these cycles have been developed or derived from Western drive cycles so that they better match condi- ate. The test covers a distance of 10.647 Motorcycles are more efficient, with a typ- tions in India, but can still be related to km at an average speed of 32.48 km/h. It ical tank to wheel efficiency of 12 % but the corresponding testing in Europe or consumes 0.48 l of fuel, which is an over- are still way behind the tank to wheel effi- the USA. Generally, both cycles involve all mileage of 22.2 km/l or 4.5 l/100km. ciency of cars. lower top speeds than are used in the Unleaded petrol contains around 32.4 The analysis of the tank to wheel effi- equivalent Western examples. MJ (9.5 kWh) of thermal or chemical ciencies can also be expressed by looking When an automobile executes the energy per litre. 0.48 l (the amount at the actual wheel energy that is extrac- MIDC test, regardless of its size, engine consumed in the test) holds 4.56 kWh of ted out of one litre of fuel by a car, scooter type or style it must follow the journey energy. The tank to wheel efficiency is and bike, when executing these cycles, 7. described with a high level of accuracy, energy out/ energy in or 1.12/ 4.56 = The extra mileage should not be seen while tailpipe emissions and fuel con- 24.4 %. The tank to wheel efficiency in any way as indicating that the different sumption are being monitored. The already predicted in the efficiency vehicles have similar or equivalent effi- mechanical energy delivered to the analysis matches very closely to this ciencies, it is only an indication of how wheels and required to execute the test tested evaluation. physically small motorcycles and scooters can be calculated with a very high level A small scooter, with a 125 cc engine are, in comparison with cars. It is the rel- of accuracy, when the vehicle character- and the specification set out in 6, carry- ative tank to wheel efficiency that is the istics of gross weight, aerodynamic drag ing out the WMTC (part 1 reduced) test only true measure of the performance of coefficient (CD) and rolling resistance requires 0.068 kWh of energy to be the vehicles drivetrain. (RRC) are known. Big cars, small cars, delivered to the back wheel in order to If scooters were operating at the same motorcycles and trucks are all bound by execute the test. It covers a distance of energy conversion efficiency as the car, the three fundamentals of gross weight, 3.937 km at an average speed of 23.6 they would travel over 130 km on one aerodynamic drag and rolling resistance, km/h. It consumes 0.079 l of fuel or 50 litre and a bike would travel 160 km. when operating over any of these cycles. km/l or 2 l/100 km. However, without fuel injection, stop- It is important to understand that regard- The energy in the fuel consumed to start, and variable valve timing, this less of which test journey (cycle) is being complete the test is 0.75 kWh. The tank overly optimistic target will not be pos- used, the tank to wheel efficiency will to wheel efficiency is energy out/ energy sible. An improvement in mileage of 100 remain very similar. in or 0.068/ 0.75 = 9 %, also predicted % for scooters and 70 % for bikes is an When the vehicle described in 5, (a using an analysis of engine and transmis- achievable target, without any changes to petrol-powered compact SUV) performs sion efficiencies. the engine itself. Although engine downs- the MIDC test, it requires 1.12 kWh of This difference is not being caused by izing may be possible with the improve- mechanical energy to be provided to its any difference in how the testing is car- ments in performance, it is considered drive wheels. This energy can be calcu- ried out. It is just a simple reflection of a that the current 100 cc to 125 cc engine lated very accurately, when the vehicle fact that small scooters are extremely inef- size will remain the most suitable for the characteristics are known and are accur- ficient, when compared to a modern car. majority of two-wheeler buyers in India.

Energy delivered Tank to wheel Vehicle Quantity of fuel Energy in fuel Distance Test to wheels efficiency

Compact SUV 1 l 9.5 kWh 22 km MIDC 2.29 kWh 24 %

125 cc scooter 1 l 9.5 kWh 50 km WMTC 0.87 kWh 9 %

125 cc bike 1 l 9.5 kWh 80 km WMTC 1.17 kWh 12 %

7 Actual wheel energy that is extracted out of one litre of fuel by a car, scooter and bike, when executing these cycles

22 www.autotechreview.com THE SOLUTION spread of less than 3, while the four- designed for low rolling resistance and speed motorcycle transmission is around lower inertia, not improved ride. The The solution lies not with improvements 4. A modern automobile has a six speed DFTV-CVT is more durable than the in the engines themselves but simply with transmission and a ratio spread of more rubber belt and its performance does improvements in the transmissions than 5. Most automatics are now fitted not deteriorate over time as does the design. The gains in fuel conversion effi- with 7 gears and a ratio spread of at least rubber belt. ciencies of modern four-wheelers over the 7, with some going up to 10 gears and a willingness to pay for the future ben- last 20 years have predominantly come ratio spread of 10. efits of fuel saving [8]. This will give from improvements in the transmission Ultimate Transmissions has developed DFTV-CVTthe OEMs PERFORMANCE an opportunity to generate [5]. Most of this improvement came from a CVT that has a ratio spread of 9.5, higher profits out of fuel efficient increasing the number of gears, which which can simply replace the rubber belt The vehiclesDFTV transmission and to recover will the increase investment the enabled an increase in ratio spread. Some without adding cost, or requiring signific- tankcosts to wheel associated efficiency with from funding 9 % the to more came from improvement in transmission ant modification of overall design. The thanchange 18 % by from simultaneously an inefficient increasing product to efficiencies and others from technologies transmission uses double rollers in place the enginean efficient operating one. efficiency to 21 % such as variable valve timing, start stop, of the more conventional single rollers. and the mechanical efficiency of the CVT and fuel injection. The efficiency of this CVT is much higher to 87SUPPORTING %. This enables ACADEMIC a scooter PAPERS to ride At the same time that the automobile’s than the earlier types [6]. over [1]100 Chen km D.W., on Lee one D.W., litre Sung ofC.K. fuel An Experimental and a simultaneously increasing the engine ENVIRONMENTAL AND study on transmission efficiency of a rubber belt efficiencies improved, the responsiveness The transmission design is based on a bike CVT.with Mechanism lower rolling and design resistance Theory Vol 33. tyres No 4. Pp. operating efficiency to 21% and the ECONOMIC UPSIDE 351-363, 199. Department of Power Mechanical and drivability of the vehicles also traction drive CVT called a DFTV-CVT 8. reach 110 km, while retaining the auto- mechanical efficiency of the CVT to Engineering National Tsing Hua University Hsinchu improved without increasing the base This uses hard steel rollers clamped maticTaiwan functionality. 300 Republic of China. 87%. This enables a scooter to drive This bike and scooter fleet will [2] Goering C., Stone M., Smith D., Turnquist P., model’s overcosts. 100kms The improvement on one litre ofin fuelfuel and between hard steel discs and by rotating TheEngine annual Performance savings Measures, that Chapert can be2 in Off-Road consume 36 million tonnes of gasoline Vehicle engineering Principles 19-36 St Joseph Mich. efficienciesa bike caused with alower typical rolling North resistance Amer- the rollers,if current different tank to ratios wheel are efficiencies delivered inare deliveredASAE American to the Societyowner of agriculturalof a scooter Engineers, are ican vehicletires toreach move 110kms. from 20while m/gl retaining to 40 much the same way as they are delivered equal[3] to Myer around J., Engine 10 Modelling % of theof an capitalInternal cost maintained. They will emit 83 million Combustion Engine with Twin Independent Cam m/gl, whenthe automatic comparing functionality. vehicles of similar in thetonnes rubber of belt.CO2. However, An improvement the traction in fuel of thePhasing. scooter. Ohio TheyState Unersity would Thesis typically 2007. offset weight and Thepower. annual The savingscurrent thatfleet can aver be- drive is much more efficient than the rub- around[4] Moawad,30 % A.of and the Rousseau, bank repaymentsA., “Impact of or efficiency of 30kpl of this fleet will reduce Transmission Technologies on Fuel Efficiency age targetdelivered for the toUS the Environmental owner of a scoot Pro- ber belt,annual particularly fuel consumption at low power, by 13.5 and million its allowto the Support scooter 2017-2025 to beCAFE sold Regulations,” for 25 to 30 er are equal to around 10% of the SAE Technical Paper 2014-01-1082, 2014, tection Authority (EPA) is 54 m/gl, which ratiotonnes spread and is more reduce than CO2 double. emissions It exhib by 31- % moredoi:10.4271/2014-01-1082. (approximately ` 15,000) to cus- they aimcapital to achieve cost ofby the 2025. scooter. They its a millionvery large tonnes. power density [7]. tomers,[5] Greiner, who J.,believe Grumbach, the M., story Dick, A., or and are Sasse, C., would typically offset around 30% “Advancement in NVH- and Fuel-Saving Transmission It is important to remember that while This Indiatransmission is currently is lighter responsible than forthe the environmentallyand Driveline Technologies,” aware. TheSAE Technical effect Paperof these improvementsof the bank repayments were made or in allow energy the rubbercreation belt transmission of 6% of the globaland similar production to of Indian2015-01-1087, buyer reaction 2015, doi:10.4271/2015-01-1087. to the cost of fuel scooter to be sold for 25% to 30% CO2 emitting close to 2,000 million tonnes [6] De Novellis L., Carbone G., and Mangialardi L. conversion efficiency, private vehicles, a 4-speed motorcycle transmission 9. It efficiencyTraction is efficiency discussed performance in [7] of. the double roller more (INR15,000) to customers who annually. An improvement in overall effi- full-toroidal variator; a comparison with half and full- particularly in the US, have increased in improves the acceleration, hill climbing believe the story or are environmen- ciency of its 2 wheeler fleet by 2025 would toroidal drives. ASME, Journal of mechanical design, size and power by a factor of almost two. ability and top speed. It is lighter in 2012, vol.134; 071005-1 – 071005-14. tally aware. see a reduction in CO2 emissions of almost [7] Walker P., Durack J., and Durack M. Laboratory This has meant that the average mileage weight than a belt CVT and removes ENVIRONMENTtesting of a new form AND of toroidal THE CVT. ECONOMY FISITA 1.55% of its current CO2 footprint. of a North American car has only almost 10 kg of un-sprung weight from Conference June 2014. ENVIRONMENT India currently imports 4 million [8] Chugh R., Cropper M., NarainU., The cost of fuel improved by around 30 % in real terms. the back wheel. A scooter can be Indiaeconomy is currently in the Indian producing passenger vehicle over market 16 mn AND THE ECONOMY barrels of crude oil per day or 240 million Department of Economics, University of Maryland, The typical scooter transmission, designedtonnes taking per annum. advantage The ofimprovement the in two-wheeledCollege Park, vehicles3105 Tydings per Hall, annumMD 20742, andUSA using the rubberIndia isbelt currently CVT, has producing a ratio over un-sprungefficiency weight would reduction reduce itsusing need tyres to import the numberResources foris the increasing Future, USA Worldat more Bank than 16 million two wheeled vehicles per crude oil by over 6% of today’s imports. For more information contact M. J. Durack annum and the number is increas- Indian consumers are very experienced [email protected] ing at more than 5% per annum. at identifying value for money and within Globally the number of bikes and the automotive field, demonstrate a scooters using internal combustion engines is around double this. Over the next ten years it is highly likely that around 200 million new two wheelers will be produced and will be plying India’s roads by the year 2025. Using current trends as an indicator the split between manu- CONSUMPTION ally operated bikes and automatic scooters will be around 50:50. An improvement in the efficiency of this Indian fleet will have a profound and beneficial effect on both the global environment and the Indian economy.

8 DFTV-CVT uses hard steel rollers clamped between hard steel discs autotechreview October 2016 Volume 5 | Issue 10 23 30 www.autotechreview.com TECH UPDATE TRANSMISSIONS

33. No 4. Pp. 351-363, 199. Department of Power Mechanical Engineering National Tsing Hua Uwillingnessniversity Hsinchu to pay Taiwan for the300 futureRepublic ben of China.- [2]efits G oeringof fuel C., saving Stone M.,[8] . S Thismith D.,will Turnquist give P., Ethengine OEMs Performance an opportunity Measures, toChapter generate 2 in Off- Road Vehicle engineering Principles 19-36 St Josephhigher Mich. profits ASA Eout American of fuel S ocietyefficient of agricul - turalvehicles Engineers, and to recover the investment [3]costs Myer associated J., Engine withModelling funding of an theInternal Com- bustionchange E nginefrom withan inefficientTwin Independent product Cam toPhas - ing. Ohio State University Thesis 2007. [4]an efficientMoawad, A. one. and Rousseau, A., “Impact of Transmission Technologies on Fuel Efficiency to Support 2017-2025 CAFE Regulations,” SAE Tech- 9 DFTV-CVT is much more efficient than the rubber belt CVT, particularly at low power, and its ratio spread is SUPPORTING ACADEMIC PAPERS nical Paper 2014-01-1082, 2014, more than double. It exhibits a very large power density, is lighter than rubber belt transmission and improves [1] Chen D.W., Lee D.W., Sung C.K. An Experimental doi:10.4271/2014-01-1082. acceleration,simultaneously hill climbing increasing ability and the top engine speed ENVIRONMENTAL AND study on transmission efficiency of a rubber belt [5]CVT. G Mechanismreiner, J., andGrumbach, design Theory M., VolDick, 33. A.,No 4.and Pp. operating efficiency to 21% and the ECONOMIC UPSIDE S351-363,asse, C., 199. “Advancement Department ofin Power NVH -Mechanical and Fuel- Saving mechanical efficiency of the CVT to TEngineeringransmission National and Driveline Tsing Hua TUniversityechnologies,” Hsinchu S AE Taiwan 300 Republic of China. 5 % every year. Globally, the number of of CO2, emitting close to 2,000 mn tonne Technical Paper 2015-01-1087, 2015, 87%. This enables a scooter to drive This bike and scooter fleet will [2] Goering C., Stone M., Smith D., Turnquist P., bikes and scooters using internal com- annually. An improvement in overall effi- doi:10.4271/2015-01-1087. over 100kms on one litre of fuel and consume 36 million tonnes of gasoline Engine Performance Measures, Chapert 2 in Off-Road bustion engines is around double this. ciency of its two-wheeler fleet by 2025 [6]Vehicle De engineering Novellis L., Principles Carbone 19-36 G., Stand Joseph Mangialardi Mich. a bike with lower rolling resistance if current tank to wheel efficiencies are L.ASAE Traction American efficiency Society ofperformance agricultural Engineers, of the double It is highly likely that as many as would see a reduction in CO emissions of reach 110kms. while retaining 2 roller[3] Myer full-toroidal J., Engine Modelling variator; of a ancomparison Internal with half maintained. They will emit 83 million Combustion Engine with Twin Independent Cam 200 mn new two-wheelers will be pro- almost 1.55 % of its current CO2 footprint. and full-toroidal drives. ASME, Journal of mechan- the automatic functionality. tonnes of CO2. An improvement in fuel icalPhasing. design, Ohio 2012, State Unersityvol.134; Thesis 071005-1 2007. – 071005- duced and will be plying India’s roads India currently imports 4 mn barrels of [4] Moawad, A. and Rousseau, A., “Impact of The annual savings that can be efficiency of 30kpl of this fleet will reduce 14. by the year 2025. Using current trends crude oil per day or 240 mn tonne per Transmission Technologies on Fuel Efficiency delivered to the owner of a scoot- annual fuel consumption by 13.5 million [7]to SupportWalker 2017-2025 P., Durack CAFE J., Regulations,” and Durack M. Laborat- aser anare indicator, equal to around the split 10% between of the motor- tonnesannum. and The reduce improvement CO2 emissions in efficiency by 31 orySAE testing Technical of Papera new 2014-01-1082, form of toroidal 2014, CV T. FISITA cycles with manually operated transmis- would reduce its need to import crude oil Conferencedoi:10.4271/2014-01-1082. June 2014. capital cost of the scooter. They million tonnes. [8][5] Greiner,Chugh J., R Grumbach,., Cropper M., M., Dick, Narain A., andU., Sasse, The cost C., of sionswould and typically automatic offset scooters around 30%will be by over 6 % of today’s imports. “Advancement in NVH- and Fuel-Saving Transmission India is currently responsible for the fueland economyDriveline Technologies,” in the Indian SAE passenger Technical Paper vehicle mar- aroundof the bank 50:50. repayments An improvement or allow in the the creationIndian of consumers6% of the global are very production experienced of ket2015-01-1087, Department 2015, of doi:10.4271/2015-01-1087.Economics, University of efficiencyscooter to ofbe this sold fleet for 25%will haveto 30% a pro- at identifying value for money and within Maryland,[6] De Novellis College L., Carbone Park, G., 3105 and TMangialardiydings Hall, L. MD CO2 emitting close to 2,000 million tonnes Traction efficiency performance of the double roller found and beneficial effect on the global the automotive field, demonstrate a will- 20742, USA Resources for the Future, USA more (INR15,000) to customers who annually. An improvement in overall effi- Worldfull-toroidal Bank. variator; a comparison with half and full- environment,believe the story the or Indian are environmen economy, -and ingness to pay for the future benefits of toroidal drives. ASME, Journal of mechanical design, ciency of its 2 wheeler fleet by 2025 would 2012, vol.134; 071005-1 – 071005-14. [8] individualtally aware. Indian consumers. seefuel a savingreduction . Thisin CO2 will emissions give the OEMsof almost an [7] Walker P., Durack J., and Durack M. Laboratory This bike and scooter fleet will con- opportunity to generate higher profits out (testingATR hasn’tof a new formindependently of toroidal CVT. verifiedFISITA the 1.55% of its current CO2 footprint. Conference June 2014. sumeENVIRONMENT 36 mn tonne of petrol if current of Indiafuel efficient currently vehicles imports and 4 millionto recover test[8] Chugh results R., Cropper as claimed M., NarainU., in Thethis cost article) of fuel tank to wheel efficiencies are maintained. economy in the Indian passenger vehicle market AND THE ECONOMY barrelsthe investment of crude oilcosts per associated day or 240 with million Department of Economics, University of Maryland, They will emit 83 mn tonne of CO2 every tonnesfunding per the annum. change The from improvement an inefficient in College Park, 3105 Tydings Hall, MD 20742, USA year.India An improvement is currently producingin fuel efficiency over of efficiencyproduct to anwould efficient reduce one. its need to import Resources for the Future, USA World Bank 3016 km/l million of thistwo fleetwheeled will reducevehicles annual per crude oil by over 6% of today’s imports. For more information contact M. J. Durack fuelannum consumption and the number by 13.5 is mn increas tonne- and ReferencesIndian consumers are very experienced [email protected] [1] Chen D.W., Lee D.W., Sung C.K. An Experi- reduceing at moreCO2 emissions than 5% perby 31 annum. mn tonne. at identifying value for money and within mental study on transmission efficiency of a rub- Globally the number of bikes and the automotive field, demonstrate a India is currently responsible for the ber belt CVT. Mechanism and design Theory Vol Read this article on creationscooters of using 6 % internalof the global combustion production www.autotechreview.com engines is around double this. Over the next ten years it is highly likely that around 200 million new two wheelers will be produced and will

NOW, ALSO Volume 5 | Issue 6 AVAILABLE ON June 2016 | www.autotechre view.com It’s on review.com www.autotech July 2016 | Volume 5 | Issue 7 IEW 16 INTERV ging be plying India’s roads by the year Ramashankar Pandey, Mana Ltd NOW, ALSO Director, Hella India Lighting AVAILABLE ON 16 INTERVIE W Stuart R Norris, It’s on 20 STUDY Managing Director Des Semiconductors in ADAS: ign, GM KoreaKor ea Challenges & Opportunities 20 STUDY CLE A Roadmap to Safer Dr 60 NEW VEHI iving Through ADAS Datsun redi-GO – d Yet Best From the Bran 60 NEW VEH ICLE Volkswagen Ameo – 2025. Using currentSPECIAL trends as an Too Little Too Late? Avail 12 Editions & get online access to indicator the split between manu- CONSUMPTION ally operatedPROMOTIONAL bikes and automatic OFFER your favourite magazine SAFETY SYSTEMS –– POWERED BY @ AUTOMOTIVE LIGHTING –– –– 500 ONLY!* TECHNOLOGIES FOR SAFER MOBILITY INNOVATION-DRIVEN FUTURE scooters will be around 50:50. An POWERED BY on Annual Subscription ` * Limited period offer improvement in the efficiency of EACH this Indian fleet will have a Please send me a copy of AUTO TECH REVIEW for:  1Year (`2550/-)  2Years (`4800/-)  3Years (`6300/-) profound and beneficial effect Name ...... on both the global environment and the Indian economy. Mailing Address ...... City ...... State ...... PIN ...... Phone (off.) ...... Phone (Resi.) ...... Mobile ......

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NOW, ALSO Volume 5 | Issue 6 AVAILABLE ON June 2016 | www.autotechre v It’s on eview.com iew.com www.autotechr July 2016 | Volume 5 | Issue 7 IEW 16 INTERV ging Ramashankar Pandey, Mana Ltd NOW, ALSO Director, Hella India Lighting AVAILABLE ON 16 INTERVIE W Stuart R Norris, It’s on 20 STUDY Managing Director Des Semiconductors in ADAS: ign, GM KoreaKor ea Challenges & Opportunities 20 STUDY CLE A Roadmap to Safer Dr 60 NEW VEHI iving Through ADAS Datsun redi-GO – d Yet Best From the Bran 60 NEW VEH ICLE Volkswagen Ameo – SPECIAL Too Little Too Late? Avail 12 Editions & get online access to PROMOTIONAL OFFER your favourite magazine SAFETY SYSTEMS –– POWERED BY @ AUTOMOTIVE LIGHTING –– –– 500 ONLY!* TECHNOLOGIES FOR SAFER MOBILITY INNOVATION-DRIVEN FUTURE POWERED BY ` Limited period offer on Annual Subscription * Radial spinner valve coating internal walls Radial spray valve coating cylinder bores EACH Please send me a copy of AUTO TECH REVIEW for:  1Year (`2550/-)  2Years (`4800/-)  3Years (`6300/-) Name ...... Nordson India Pvt. Ltd, Mailing Address ...... 143A, Bommasandra Industrial Area, Bangalore – 560 099, India. City ...... State ...... PIN ...... +91 80 4021 3600 [email protected] Phone (off.) ...... Phone (Resi.) ...... Mobile ...... See it in action Email ID ...... Signature ...... AUTO TECH REVIEW | SPRINGER INDIA PVT. LTD., nordsonefd.com/PreciseAutomotiveCoating 7th Floor, Vijaya Building, 17 Barakhamba Road, New Delhi – 110001. Ph: +91 11 45755888 | Fax: +91 11 45755889 Please Find enclosed Cheque/DD no...... Date ...... Drawn on ...... Advertising: [email protected], Editorial: [email protected] more info

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Auto Tech Review-1016.indd 1 9/27/16 10:03 AM Cover Story FUTURE POWERTRAIN STRATEGIES POWERTRAIN INCLUDING FOR THE A-SEGMENT

The A-segment is very versatile. In this article, FEV describes the requirements for this vehicle class, focusing on the conventional powertrain. Worldwide conventional powertrain trends are indicated and the article offers a prac- tically-oriented proposal with regard to a small, compact automatic transmission, explicitly for these vehicles.

© FEV

26 www.autotechreview.com Authors MARKET A-segment vehicles are primarily used in or near towns and cities. On an The A-segment achieved a worldwide annual basis, the average mileage is sales volume of 5.2 mn vehicles in 2014, around 10,000 km. Results from an FEV representing approximately six per cent of endurance fleet testing programme indic- the total worldwide market volume for ate that driving distances exceeding 40 passenger cars. The majority of these km/day are rare. On most days, the max- DR.-ING. INGO STEINBERG is Group Vice President of Business vehicles are equipped with conventional imum distance driven was on the order Unit Transmission Systems at FEV powertrains consisting of a gasoline of 20 km. The average distance was 17.7 GmbH in Aachen (Germany). engine and a five-speed manual transmis- km/day and the average vehicle speed sion. However, the Japanese market rep- was 36 km/h. resents an exception, where, in this So-called “stop phases” occupy a large vehicle class, the continuously variable fraction of the time within the typical transmission (CVT) is also strongly rep- driving profile for A-class vehicles. As resented. The gasoline engine is also oper- determined by a test vehicle that was ated with alternative fuels in many mar- operated over the entire test period with a DR.-ING. MARC DANIEL kets; for example, in South America. In large number of start-off events, the is Team Leader Thermodynamic Gasoline Engines at FEV GmbH in India, in particular, an automated five- vehicle was stopped for over 15 % of the Munich (Germany). speed is preferen- time. Examinations carried-out in Asian tially offered in new applications. conurbations show stop phases of up to An annual growth of around two per 25 % of the total driving duration. In the cent is forecasted for this A-class vehicle discussion below, the corresponding segment until 2022. 1 shows the global vehicle requirements are discussed. volume distribution for the A-segment across individual markets. Western DIPL.-ING. PATRICK GLUSK Europe, Japan and India represent the VEHICLE REQUIREMENTS is Senior Consultant at strongest markets, accounting for over FEV Consulting GmbH in Aachen (Germany) 60 % of the total number of vehicles Upcoming vehicles in the A-segment are sold. Sales growth in India will probably expected to change noticeably. New compensate for the decreasing sales requirements will be gradually introduced volumes in the Japanese market. depending on the market, starting with Slightly decreasing numbers are also the upper vehicle classes: forecast for China. However, increased :: Additional comfort and safety func- sales in the other markets make the tions, such as Brake Assist or Lane overall, global growth possible. Assist; :: Additional networking, such as car- to-X communication (“Connected Vehicles”); :: More extensive requirements for active and passive safety; :: Provision of a “Battery ” variant; :: Coasting operation and, in the final development stage, autonomous driv- ing; and :: Extension of the warranty period to at least five years beginning with the registration of the vehicle. The A-segment is typified by high cost pressure and strong competition. The cus- tomer expects these additional vehicle features, but is not willing to pay a higher price for them. Existing vehicle compon- ents must be manufactured more econom- ically or must provide a significant advantage to the customer in order to sur- vive the competitive market for the com- 1 A-segment global volume and sales growth until 2022 (© FEV, LMC, 2015) plete vehicle. autotechreview October 2016 Volume 5 | Issue 10 27 Cover Story FUTURE POWERTRAIN STRATEGIES

Many vehicle functions require an class, this means a transition away from WLTP. In particular, the low part-load automatic transmission, when using a today’s strategy of building with several range, which has a dominant influence conventional powertrain. Beyond this, drive shafts as short as possible, but in the NEDC on the cycle consumption, an automatic transmission is well suited wider instead. The A-segment demands is becoming less important. to the urban driving profile, because it slender powertrains. The proposal for a Therefore, a substantial reduction of increases comfort with regard to the small automatic transmission considers CO2 must be achieved in the future in the large number of gear shifts and start- this central spatial requirement. central load range of the map. In CO2 stop events. sensitive markets, naturally aspirated The spatial requirement of the passen- engines will increasingly be replaced by ger compartment also represents a tech- INTERNAL COMBUSTION ENGINE small-volume turbocharged engines. Tur- nical challenge. 2 shows the development (ICE) DEVELOPMENT TRENDS bocharging is the main technology used of the wheel track of the driving axle of to achieve, on one hand, a reduction in three vehicles in this small vehicle class. Due to the high cost pressure in the A-seg- fuel consumption through a reduction in Within two successive vehicle genera- ment, naturally aspirated engines with displacement (downsizing) and the adap- tions, the wheel track of the driving axle port fuel injection are predominantly ted longer gearbox ratio (downspeeding) was widened by at least 40 mm. The used. The increasing CO2 requirements and, on the other hand, to meet customer cause of this is the larger vehicle width at worldwide are forcing manufacturers to demands with regard to driving perform- shoulder height as a means of offering the significantly improve fuel consumption. ance. Turbocharging goes hand in hand customer greater comfort. It is to be With the limitation of the number of par- with a conversion from port fuel injection expected that this width will increase by ticulate emission, an additional emission to direct injection. Full potential of a tur- at least a further 40 mm in the coming component has been added that requires bocharged engine concept can only be vehicle generations. special attention during an engine devel- realised with direct injection. The situation is different when opment process. At the same time, cus- A further trend is becoming apparent it comes to the vehicle length. The tomer requirements for driving perform- in the gas exchange strategy. In the past, spatial requirements for the powertrain ance are increasing, requiring further the event lengths for the intake and are becoming more complex. The increases in the power and torque output exhaust valve stroke were, above all, customer expects more usable space. engines in the A-segment. filling-optimised. In contrast, the Miller For reasons of comfort, the passenger In Europe, the test procedure is chan- cycle for a turbocharged engine in con- compartment requires a greater length. ging from NEDC to WLTP. A similar junction with a short intake event length Battery electric vehicles require space, development is expected in China, from according to the early intake valve closing especially for placement of the battery NEDC to FTP-75. The common goal of (EIVC) strategy represents a between both . these changes is to adapt the certification non-filling-optimised gas exchange The powertrain will have to be to the real driving cycles and to further strategy. The advantage of this, apart from restricted in the direction of vehicle tighten the boundary conditions. This improving the pumping losses, is that the travel, but will be given additional development has a considerable influ- effective compression ratio is lowered. design options transverse to the direc- ence on engine manufacturers. Techno- As a result, the geometrical compres- tion of travel due to the use of three-cyl- logy potentials must be re-evaluated. 3 sion ratio can be increased by up to two inder engines and a larger vehicle wheel clearly illustrates the change of the load units. This improves the thermodynamic track. For transmissions in this vehicle spectrum in the NEDC compared to the efficiency of the ICE. In particular, there is a significant improvement in fuel con- sumption in the central map area. At present, variable cam phasing units are mainly used to individually optimise the gas exchange with respect to the operat- ing point. This variability will be exten- ded in future so that it will also be pos- sible to optimise the event length of the intake valve lift curve to the operating point. In the cost-sensitive A-segment, sliding cam systems in particular will be used to implement the switchover of the valve lift curve. Fully variable systems will also be used in isolated cases. Their market share is, however, limited by the higher system costs.

Above all, in order to fulfil the CO2 fleet consumptions after 2021, cooled 2 Increase of driving axle wheel track (© FEV)

28 www.autotechreview.com are and will remain significantly lower. 4

shows the CO2 requirements in India for the period from 2016 to 2021 and for the period after 2021. The average vehicle weight in Europe is 1,377.4 kg. The agreed and binding

CO2 target for that weight is 95 g/km in NEDC for 2021. In India, for the same

vehicle weight, the CO2 target is 124.6 g/km, this means 31 % lower than the

European value. The CO2 target level in India for 2021 is therefore comparable to values reached in Europe today. Due to this environment, the naturally aspir- 3 Fuel share comparison in NEDC versus WLTP (© FEV) ated engine with port fuel injection will continue to play an important role in the future.

AUTOMATIC TRANSMISSION RECOMMENDED

Each market has specific customer requirements that mainly result from traffic conditions and the respective his- tory (example given, widespread use of manual transmissions or the early intro- duction of automatic transmissions with ). For the comparatively simple use of demand-based actuators, however, the automated manual transmissions (AMT) and modern dual clutch transmissions

4 Fuel consumption targets in India in comparison to Europe (© FEV, Bureau of energy efficiency, (DCT) have a decisive advantage with

REGD. NO. D. L.-33004/99) regard to efficiency and, thus, low CO2 emissions at the vehicle level. Demand- based actuators will gain importance with exhaust gas recirculation (cooled EGR) the use of hybridisation. 48 V hybrid sys- the introduction of functions such as represents a technology for realising fur- tems, in conjunction with a belt-driven coasting operation, including the integra- ther potential in the gasoline engine. With starter-generator, can realise significant tion of GPS data. the introduction of cooled EGR, the tend- fuel consumption benefits in the A-seg- From the point of view of manufactur- ency to knock is reduced by the additional ment. Depending on the battery size, it is ing cost, the AMT has a clear advantage inert gas in the cylinder and the thermo- no longer necessary to improve the ICE over the DCT, but it also has a concept-re- dynamic efficiency is increased. If EGR is with all mentioned technologies. The mix lated disadvantage with respect to the also used up to full load, the compression between ICE, hybrid and battery electric harsh shifting that occurs as a result of ratio can additionally be increased and, in powertrain is decisive for achieving the the interruption in the vehicle tractive this way, fuel consumption benefits fleet consumptions targets. However, only force. The task is to combine the cost tapped in the entire map. The challenge the future will tell which strategy, further advantage of the AMT with the advantage here is the dynamic control of the EGR development of the ICE or hybridisation, of the softer shifting of the DCT. The DCT rate under all boundary conditions. The and in addition, purely battery electric can only compensate this cost disadvant- expenditure for cooling and application powertrains, will ultimately dominate the age through the increased reuse of com- significantly increases. In addition, cost market. This will be influenced by cus- ponents already present in high numbers disadvantages due to the additional com- tomer acceptance regarding electric range in the series. This approach reduces not ponents of the EGR system are unavoid- and cost, but also by national subsidies of only material cost and investment, but able. This will limit widespread use in the electric mobility. also development costs. The 5DCT130 cost-sensitive A-segment. The Indian market is becoming dual clutch transmission currently under In general terms, further improvement increasingly important for the A-segment. development at FEV precisely follows this of the combustion engine competes with There, compared to Europe, CO2 targets approach, and especially where expensive autotechreview October 2016 Volume 5 | Issue 10 29 Cover Story FUTURE POWERTRAIN STRATEGIES

taken over is maximised. Apart from the gear actuator from LuK, series synchron- isers from Hoerbiger Antriebstechnik, a standard dual clutch from BorgWarner, a standard differential from GKN Driveline and exclusive catalogue roller bearings are used. In order to further increase the effi- ciency, all shafts including the differential, are executed with a fixed and floating bearing arrangement. The first picture of the article shows the 5DCT130. The filter system containing combined suction/ pressure filters is sup- plied by IBS Filtran. For economic reas- ons, a separate control unit is used instead of an integrated traction control unit (TCU). The solution is provided by United Automotive Electronic Systems (UAES)/ Bosch. The plug connectors are 5 Dual clutch and mechanical sub-system (© FEV) all series components as well.

components are concerned, falls back on The disadvantage of multiple energy SUMMARY “off-the-shelf” components. transformations in the case of motor- driven pump usage cannot be overcom- FEV will continue the development of pensated in this particular vehicle 5DCT130, focusing on the usage of avail- 5DCT130 TRANSMISSION segment. able components from mass production. The capacity of the pump in support- The main target is to offer an affordable The 5DCT130 transmission meets the ing the start-stop function must be alternative solution in comparison to the A-segment requirements of a slender observed. In parallel with restarting the automated manual transmissions. At the transmission with only one output shaft, internal combustion engine, the pump same time, the conceptual disadvantage along with an advantage for the efficiency must fill the cylinder of the setting piston of AMTs (interruption of traction) is maps and low cost. The transmission fea- of the starting clutch in order to enable avoided. The company is also initiating tures five forward speeds and one reverse fast start-up of the vehicle. Dual clutch the development of a cost efficient trans- speed. Detailed examinations show that a transmissions that currently exist in the mission variant for hybrid powertrains, double bearing on the output shaft is suf- market show that this is reproducibly pos- again based on 5DCT130. ficient. A third support bearing is not sible, if the launch gear is pre-selected. required despite the long design. The The volumetric oil flow produced during rated torque in each speed is 130 Nm. the restart phase of the internal combus- The shortest first speed is 16.1 and the tion engine exclusively benefits the con- longest fifth speed is 2.8. The maximum trol and the cooling of the starting clutch. ratio spread is 5.8. The centre distance The gear actuator of a dual clutch between crank shaft axis and differential transmission is driven sporadically. A axis can be varied between 170 mm and power-on-demand based actuator makes 183 mm. The wet clutch comes in a nes- sense for this function and an elec- ted arrangement with the advantage of a tromechanical system supplied by LuK small mass moment of inertia. The has been used. This system has a further BorgWarner dual clutch requires hydraulic advantage for the inexpensive introduc- actuation. The required pump is driven by tion of the park-by-wire function. Three Thanks the internal combustion engine for the fol- shift forks actuate the sliding sleeves of lowing reasons: the six speeds. The parking lock is actu- The authors wish to express their thanks to :: A-segment vehicles operated mostly at ated via a fourth shift fork. Park-by-wire BorgWarner, GKN, Hoerbiger Antriebstechnik, IBS high torques in comparison to the enables higher flexibility in the passenger Filtran, LuK and UAES/ Bosch for their co-operation maximum torque of the combustion compartment design. The actuator is in the development of the 5DCT130 transmission. engine; already in use in mass production. :: Permanent energy supply required due 5 shows the individual assemblies of to “normally open” clutch; and the 5DCT130 transmission. The number Read this article on :: Cost reduction. of mass-produced sub-systems that are www.autotechreview.com

30 www.autotechreview.com

Cover Story FUTURE POWERTRAIN STRATEGIES POWERTRAIN INTEGRATION INTO COMPLETE VEHICLE

The Volvo XC90 is the first car application on the new Scalable Product Architecture (SPA) of the company. As part of the SPA, a new domain based electrical architecture – an Autosar 4.0 network with a FlexRay backbone – is employed. Due to this architecture, complex demands even for the integration of different powertrains of the Volvo Engine Architecture (VEA) arise.

Authors

MICHAEL FLEISS is Head of Powertrain Engineering at the Volvo Car Group in Gothenburg (Sweden).

© Volvo

DR. THOMAS M. MÜLLER is Head of Electrics/Electronics & Chassis Engineering at the Volvo Car Group in Gothenburg (Sweden). PLATFORM STRATEGY aftertreatment systems designed for a maximum degree of uniformity and mod- The Volvo Car Group launched Drive-E ularity in the line-up, containing various powertrains based on the Volvo Engine fuel types and power positions. Architecture (VEA) in the autumn of In the XC90, the powertrains were for 2013 [1], and in summer 2014 a new the first time integrated in the com- vehicle platform – SPA (Scalable Product pletely new domain-based electrical MARTIN NILSSON Architecture) was presented. As part of architecture, a world first Autosar 4.0 is Technical Leader in Model Driven Engineering at the Volvo Car Group in the SPA, a new domain-based electrical network with a FlexRay backbone used Gothenburg (Sweden). architecture has also been developed. to separate different applications areas. In 2015, the Volvo Car Group The launch of the powertrain line-up of launched the all new XC90, the first car the first model year of XC90 was com- application on the new SPA. The Drive-E pleted during autumn 2015, and consists powertrains in the XC90 are all based on of, besides the internal combustion the compact and modular gasoline and engine powertrains, the all new gasoline architecture VEA. The plug-in hybrid. JONAS CARLSSON engines on the new architecture are These technologies are among the is Powertrain Strategist at the Volvo paired with installation and exhaust major cornerstones on which Volvo Car Group in Gothenburg (Sweden).

32 www.autotechreview.com products will be based on for a long time with the crash safety legislations of ated by torque are controlled by the to come. Not only do they constitute the tomorrow; torque-rods, for which the body is less technical base for Volvo Cars in meeting :: A double wishbone suspension for vibration sensitive, and the powertrain existing and future environmental and improved handling performance; and modal behaviour can be tuned by the safety regulations, but they are also ena- :: A short front overhang, which is a key torque-rods independently of the load blers for meeting the customer demands contributor to premium car propor- carrying mounts. All interfaces are com- in the premium segment. tions, 1. mon to reduce complexity and cost. The wide range of power levels of the For the Air Induction System (AIS), compact engine family was achieved the positions of the turbo compressor ENGINE ARCHITECTURE mainly by use of modular boosting. This in- and outlets, charge air cooler and was done in collaboration with the devel- throttle connections are fixed, which The main objective of the Drive-E power- opment of the commonised exhaust gas enables high degree of commonality of train strategy was to establish a flexible aftertreatment system [2] and other interfa- the AIS, 2. The AIS is adapted for the single engine platform for both gasoline cing systems with the common target to different boosting systems of the and diesel engines. The four-cylinder reach a high degree of commonality in the engines: single- or two-stage turbochar- engines have a high degree of commonal- powertrain integration. ging or a combination of super- and tur- ity within, and between, the two fuel fam- bocharging. To enable the high power ilies. Furthermore, the power span of both outputs of the compact 2 l engines, the gasoline and diesel engine sub-famil- DRIVE-E POWERTRAINS IN CAR much care was taken to optimise the ies was from the beginning planned to airflow through the AIS and the stan- contain all variants, from entry level up to In the XC90, the powertrain mount sys- dalone charge air cooler located beneath the top-of-the-line plug-in hybrid. When tem was challenged to install four-cylin- the radiator and condenser of the XC90. the roll-out of the first generation Drive-E der high torque engines transversally Low pressure losses were achieved by engines was completed during 2015, and with a premium SUV attribute pro- extensive use of Computational Fluid Volvo Cars had reduced the number of file. Multidisciplinary Design Optimisa- Dynamics (CFD). engine architectures managed in Volvo tion (MDO) was used to develop a The demand for a short front over- vehicles, from eight in peak, to one. robust system for all power levels with hang of the XC90 determined the engine The strategy of letting the SPA-based optimised NVH, driveability and vehicle installation position. However, the lim- XC90 only feature the compactly designed dynamic performance. The mounts were ited space in front of the engine, 2 l four-cylinder engines created oppor- positioned close to the Neutral Torque together with high demands on charge tunities, in terms of front packaging, for Axis (NTA) of the engines in order to air cooling and climate performance, several technical and attribute improve- reduce idle and wide open throttle became a challenge for the cooling mod- ments, such as: vibrations. Advantages with the NTA ule. The goal was to develop a modular- :: A front structure designed to comply mount system are that the forces gener- ised system for all SPA vehicles by

A Five competitor SUV’s: 890-1000 mm XC90: 887 mm

= Unique parts

B

1 Front overhang comparison: XC90 versus 2 Comparison between AIS for 2 l diesel two-stage min-max interval of five competitor SUVs (© Volvo) turbo engine (A) and 2 l gasoline ­single-stage turbo engine (B) (© Volvo)

autotechreview October 2016 Volume 5 | Issue 10 33 Cover Story FUTURE POWERTRAIN STRATEGIES

Plug-in hybrid with ERAD tional design, 4. By this a major part of (Electric Rear Axle Drive) the computing power can be handled within the different domains, thus optimising the bus load. This creates room for future functional growth. Engine control is part of the Vehicle Dynamics domain together with all con- trol for propulsion, steering and chassis. Scalability is a key concern for the architecture, and future growth is expec- ted to house electrical drive [5] of differ- Conventional mechanical ent configurations and full Internet AWD system integration. Even autonomous drive is supported, starting with the DriveMe 3 Two variants of AWD technology (© Volvo) project launching 100 cars to customers in 2017.

Logical architecture domains Physical architecture domains ELECTRICAL ARCHITECTURE STRATEGY ECM TCM OBC …

Vehicle dynamics network segments Vehicle dynamics VDDM The SPA strategy includes, (i) de- y PSCM SUM SAS ... of functional growth, e. g. active safety SODL SODR …

FlexRa and propulsion, and (ii) separation of Safety ASDM

I Safety network segments physical concerns, e. g. exposure of com- SRS

HM RMR RML … munication busses and data integrity. This Body is achieved by a domain-based architec- CEM Body network segments ture using a FlexRay backbone linking DDM PDM … Vehicle management DIM domain master ECUs, and behind them Infotainment Infotainment network segments IHU AUD clusters of ECUs connected primarily via Ethernet/WLAN CAN and LIN. The physical domains are VCM – Encapsulation of similar functionality into domains OBDII different from the logical. By this, HMI – Stable dependencies between domains Domain master, FlexRay nodes implementation is separated from control – Enabler for domain oriented integration Domain cluster node, CAN/LIN/Most logic as HMI is defined as a separate logical domain, ④. Additionally, most of 4 Logical versus physical architecture domains (© Volvo) the vehicle layer software are pushed to the domain masters, simplifying require- ments on cluster ECUs. These strategies reusing and combining technical solu- propeller shaft is used, 3. reduce the complexity of the architecture, tions. The cooling module and many of The XC90 T8 battery pack is installed even with increased functional content the surrounding parts are common for in the tunnel between the front , and number of ECUs, ❺. both diesel and gasoline variants. which is beneficial with respect to Autosar 4.0 basic software is standard safety and weight distribution. Further- for all ECUs. XML descriptions as defined more, localised in the tunnel, rather by Autosar are key elements that cross the AWD – WITH OR than above the rear axle, the battery development process used for data WITHOUT ELECTRIFICATION does not interfere either with the space exchange between tools, components in the third row in the seven-seat ver- definitions and implementation specifica- All Wheel Drive (AWD) is offered in two sion, or the luggage compartment. tions, etc. Energy efficiency of the elec- different ways depending on powertrain trical architecture is gaining importance variant. A mechanical AWD system, and Autosar partial network concept is utilising state-of-the-art coupling ELECTRICAL ARCHITECTURE used to shut down any parts not needed technology, is offered as standard, or for current mode of operation. option, in the non-hybrid variants. The XC90 introduces a domain-based All in all, the combination of a domain However, in the T8, the flagship variant electrical architecture [4]. It has a world based approach and Autosar 4.0 has of the XC90, the powertrain is a plug-in first Autosar 4.0 based network and a proven to carry all required features for hybrid. Here, the propulsion in the rear FlexRay backbone. The physical archi- the new XC90, and is the framework for is realised by an Electric Rear Axle Drive tecture is separated from the logical, further development into the autonomous (ERAD) [3] unit, which means no where logical domains are guiding func- drive era.

34 www.autotechreview.com

Cover Story FUTURE POWERTRAIN STRATEGIES

VDDM nectors down to the PCB. ECM The final result was six HW popula- tion variants that support eight engine variants – four gasoline and four diesel SRS – over three different vehicle lines. The ASDM ECM base SW exist in two variants, Autosar for SPA and non-Autosar for the older vehicle lines with the majority of CEM DIM the engine control SW being common LIN and independent of gasoline or diesel. IHU CAN USB Specific combustion control parts for X Most 150 FlexRay diesel/ gasoline are less than 40 % and VCM Ethernet the vehicle control features are common for all variants including, for instance, 5 SPA electrical system topology (© Volvo) transmission, hybrid propulsion, air conditioning compressor control, and cruise control, 6.

Vehicle functions ICE OUTLOOK Active safety Pedals ICE gasoline Software The XC90, the first car on the SPA plat- Automatic gearbox architecture form, is just the beginning of the SPA era. Climate ICE diesel In 2019, the XC90 will be the oldest car in ... the entire Volvo product line-up. Future products, which also include the cars on VEA ECM ICE common the upcoming Compact Modular Architec- (60 %) ture (CMA), will all be carriers of the same modular system and integration approach used on powertrains, infotain- ment, data network and safety systems, Autosar Basic SW/Legacy Basic SW and will be further developed and refined over time. Communication

RTOS (Real Time Operating System) REFERENCES Diagnostic core [1] Crabb, D.; Fleiss, M.; Larsson, J-E.; Som- ... horst, J.: New Modular Engine Platform from Volvo. In: MTZworldwide 74 (2013), No. 9, pp. 4-11 [2] Laurell, M.; Sjörs, J.; Wernlund, B.; Brück, R.: Commonised Diesel and Gasoline Catalyst Archi- 6 High level SW architecture (© Volvo) tecture. In: MTZworldwide 74 (2013), No. 11, pp. 30-35 [3] Fleiss, M.; Stiegler, L.; Eriksson, L.; Eriksson, R.; Lindersson, A.; Norén, B.; Persson, J.: The New Plug-In Hybrid Powertrain for the All-New ENGINE CONTROL forms, both non-Autosar and Autosar. Volvo XC90. 23rd Aachen Colloquium Automobile MODULE STRATEGY Scalability is important to manage all and Engine Technology, 6 to 8 October 2014 Drive-E powertrain variants, from entry [4] Müller, T. M.: Volvo’s all new EE architecture and development process. 17th International Auto- The challenge defining the new Engine level to plug-in hybrid. New upcoming motive Electronics Conference, Ludwigsburg, 25 Control Module (ECM) was both HW features will require constant evolution and 26 June 2013 and SW. For HW, the I/O content was during the lifespan of the system. [5] Müller, T. M.; Andersson M.: Driving electric- derived to support the complete Drive-E The chosen solution based on Tier I ally with Volvo. 24th Aachen Colloquium Auto- mobile and Engine Technology, 5 to 7 October engine family, hybridisation and vehicle offerings and known preconditions, was 2015. interface. To that, I/O was added for sup- to stay with a conventional ECM solu- port of non-ICE features such as cooling tion controlling the ICE, parts of hybrid fans and AC, topped with spares to man- propulsion and some sub-systems such age inevitable feature growth during the as cooling system. This solution creates ECM lifespan. a platform that supports generic scalab- The SW platform target a single ECM ility, where commonality includes Read this article on strategy supporting multiple vehicle plat- everything from the ECM box and con- www.autotechreview.com

36 www.autotechreview.com Moving energy made easy ... for robotics

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IGUS.indd 1 21-11-2014 15:02:52 Cover Story FUTURE POWERTRAIN STRATEGIES CYLINDER DEACTIVATION – POTENTIALS & CONSTRAINTS

The ongoing introduction of cylinder deactivation strategies to reduce throttle or pumping losses provide an opportunity to achieve further reductions in fuel consumption and CO2 emissions. Schaeffler demon- strates how the modified tor- sional vibration excitations can be controlled with optimised damper systems.

© Schaeffler Technologies

Authors In practice, this means reducing the number of cylinders whilst simultan- eously increasing the charging level, in order to maintain torque parity with engines with greater displacement. All these trends lead to greater torsional excitation in the drivetrain, which in turn DR.-ING. HARTMUT FAUST leads to increased amplitudes as well as is Senior Vice President R&D INTRODUCTION lower frequencies that are significantly Transmission Systems at LuK GmbH & Co. KG in Bühl (Germany). more difficult to overcome. Optimised Downsizing and downspeeding repres- damping systems are therefore necessary ent particularly promising approaches to in order to ensure there are no disadvant-

reducing fuel consumption and CO2 ages in the NVH behaviour in the emissions in vehicles powered by com- vehicle. These include a dual mass fly- bustion engines and this is reflected in wheel (DMF) as well as using an addi- current developments in the powertrain. tional centrifugal pendulum-type DR.-ING. MARTIN SCHEIDT However, there are limits to the reduc- absorber (CPA), whose design is is Senior Vice President R&D tions in individual cylinder capacity as matched to the main order of excitation Engine Systems at Schaeffler an optimum cylinder capacity of 400 cc of the engine and can therefore make Technologies AG & Co. KG G in Herzogenaurach (Germany). to 500 cc should be maintained for ther- effective use of the absorber effect across modynamic reasons. the whole speed range [1, 2].

38 www.autotechreview.com In the meantime, the CPA is also used is suppressed using a CPA, which is THE PRINCIPLES OF in oil-filled hydrodynamic torque con- matched to the first order of the engine CYLINDER DEACTIVATION verters in order to support the isolation speed [2, 8]. Three-stage operation of the effect of the damping systems in the engine allows further savings in consump- Almost all cylinder deactivation systems lock-up clutch. Furthermore, we have tion to be achieved, whilst maintaining currently in use interrupt the fuel injec- also succeeded in adapting the long comfortable levels of NVH in both deac- tion and ignition in the cylinders to be travel damper principle of the DMF for tivation modes due to the CPA. deactivated as well as disabling the valve the isolation of vibrations to the front end accessory drive (FEAD) to decrease the dynamic loads in the belt. By lower- ing the necessary preload this has a pos- itive effect on the CO2 emissions. “Temporary downsizing” in the form of cylinder deactivation is an attractive option as it allows the engine to run in operating ranges with more favourable specific fuel consumption, particularly when low loads are encountered. At the same time, the driver still has quick access to a powerful engine to provide high levels of driving pleasure and com- fort in equal measure with regard to NVH characteristics. In order to guaran- tee acceptable and sufficiently smooth engine running, even when operating partially deactivated, only specific cylin- ders may be deactivated at any one time, depending on the firing sequence. When operating with partial deactiva- tion, even greater torsional excitations occur in the drivetrain at the same time as significantly reduced orders of excita- 1 Operating characteristics curve and tractive resistance of a typical four-cylinder engine: The areas of most favourable specific consumption are met at constant driving only in cylinder deactivation mode tion. Further developments in torsional (© Schaeffler Technologies) vibration damping systems are required in order to control these excitations. A CPA that is adapted to the deactivation operation is already introduced in pro- duction. In order to deploy cylinder deac- tivation in smaller engines with only three cylinders, Schaeffler is working on a rolling cylinder deactivation (RCD 1.5/3), which is proving advantageous in terms of the main order of excitation and is therefore providing more straightfor- ward control of torsional vibrations in the drivetrain compared to the common quasi-static cylinder deactivation (CDA 2/3) [3-7]. In six-cylinder engines, in addition to the conventional deactivation of half the cylinders, Schaeffler is working on a sequential cylinder deactivation, where initially four and then in an additional step only two cylinders (where engine torque demands are very low) are active (SCD 4/6 and 2/6). In this configuration, the main order of excitation, which occurs 2 Typical operating range and fuel economy potentials for cylinder deactivation mode in essentially the same way in both cases, (© Schaeffler Technologies) autotechreview October 2016 Volume 5 | Issue 10 39 Cover Story FUTURE POWERTRAIN STRATEGIES

actuation. This allows better use of the In this case, the air in the combustion in which, after completing a working thermodynamic potential in the remain- chamber quickly loses its charge motion cycle, each cylinder is deactivated for the ing fired cylinders, whilst considerably and therefore its kinetic energy. This duration of the next cycle and then reducing the losses that occur inside the impedes reactivation of the deactivated re-fired again in the subsequent cycle. engine. This solution is currently being cylinder as the combustion is heavily This cylinder deactivation “rolls” through used in engines with four to 12 cylinders. dependent on the mixture preparation all cylinders within the permissible deac- However, various investigations by and thus the turbulence in the charge tivation range of the engine, achieving an Schaeffler together with vehicle manufac- motion. Both designs therefore represent even temperature level across the com- turers show that even in a downsized an impediment to switching between bustion chambers and an even-spaced fir- three-cylinder engine, consumption can operating modes and this has a negative ing interval in the deactivated mode. be reduced even further through tempor- influence on the efficiency of the cylinder Rolling deactivation appears to be par- ary deactivation of cylinders. deactivation. The deactivation phase ticularly favourable if small, precisely For a given performance requirement, must therefore be maintained for a longer measured quantities of residual gas are the cylinders that are still operating after period of time to ensure that a positive trapped in the combustion chamber or are cylinder deactivation have to take up the overall fuel saving effect is achieved. held upstream in the intake port. The work of the deactivated cylinders and Investigations have shown that the pres- vacuum that results from the expansion is therefore produce an increased indicated sure in the cylinder, as a result of trapped only brief and is followed by a positive mean pressure. The amount of air exhaust gas, equalises to the level when pressure phase and a fired working cycle required for the higher load in the fresh air is trapped after approximately during the next rotation of the camshaft remaining active cylinders is delivered via ten cycles due to blow by and cooling. with the result that there is no significant a wider opened throttle, thus reducing In the third deactivation mode, where ingress of engine oil into the combustion pumping losses and improving combus- there is “trapped vacuum”, the inlet chamber. The specific advantage here is tion efficiency. This load point displace- valves no longer open after the exhaust that the necessary volume of fresh air can ment is shown in 1 for a 1.4 l four-cylin- gas is expelled. To date, this option is flow freely again at the next alternate fir- der engine. not being used in volume engine produc- ing cycle. The next combustion phase can The cylinder deactivation strategy can tion as there is a risk of engine oil being therefore take place without any effects be categorised by the residual condition sucked into the combustion chamber that would reduce efficiency. (exhaust gas, fresh air or vacuum) in the due to the vacuum in the cylinder, which To ensure that the quantity of residual deactivated cylinders. The trapped gas can have a negative gas and the vacuum pressure assume acts as a gas spring in the deactivated influence on emissions optimum levels at every operating point, cylinder. But additional effects must be after reactivation. the engine valves must be controlled very taken into consideration. When exhaust Within currently precisely and quickly, as is the case with gas is trapped, the heat of the trapped produced engines, a the fully variable UniAir system developed gas, on the one hand, causes the cylin- defined set of cylin- by Schaeffler. This system realises any der to cool down more slowly, which is ders are deactivated required valve event in the cycle and can an advantage in terms of reactivation. in a quasi-static completely close the valves when needed. On the other hand, this results in very manner. Schaeffler Simulations carried out on a three-cylin- high pressures due to the large volume is currently work- der engine indicate that lower overall fuel of exhaust gas and the high temperatures ing on a consumption figures are achieved when in the deactivated cylinders, which in concept for this type of rolling cylinder deactivation turn cause irregularities in the crankshaft three-cylin- concept, with effectively only 1.5 active and also increase friction losses in addi- der engines cylinders (RCD 1.5), is used in place of a tion to increased heat losses through the conventional cylinder deactivation with cylinder walls. two active cylinders (CDA 2/3). Fresh air without fuel can only However, when using sequential cylin- be trapped in engines der deactivation in six-cylinder engines, in with direct injec- SCD 4/6 mode, initially only two cylinders tion systems. (or a total of four in SCD 2/6 mode) are deactivated in a quasi-static manner, sim- ilar to conventional deactivation.

DEACTIVATING THE VALVES

For reasons of comfort, the switchover phase must not be detectable by the

3 Cross section of a switchable finger follower (left) and driver. This means that the torque must a switchable pivot element (right) (© Schaeffler Technologies) be balanced during the changeover from

40 www.autotechreview.com full engine mode to deactivation mode and back. Furthermore, the transition between the two modes must take place quickly so that the engine can provide a good response at any time. The position of the throttle valve (cylinder charge), ignition timing and fuel supply are con- trolled by the engine control unit in order to prevent variations in the torque. Fur- thermore, the switchover phase must be controlled in line with the firing sequence and this must be monitored, as incorrect switching has an impact in terms of exhaust gas emissions. During operation in deactivated mode, the acoustics and the vibration excitation behaviour of the engine change due to the increased firing intervals and subsequent lower excitation frequencies. This may necessitate modifications to some com- ponents such as the cam phasing unit, the timing drive, the FEAD as well as for the torsional vibration damping system in the drivetrain, the exhaust system (sound engineering) and the engine mounts. Cylinder deactivation is therefore fre- 4 Fully variable, electro-hydraulic valve control system quently not applied at very low engine (UniAir) (© Schaeffler Technologies) speeds for reasons of comfort. 2 shows the operating range and the associated potential savings for possible cylinder deactivation in the same typical 1.4 l four-cylinder engine as shown above. It is technically possible to deactivate the valve motion for a relatively modest cost. In principle, the function can be achieved with the following components: :: Switchable finger followers; :: Switchable pivot elements; and :: Fully variable electro-hydraulic valve train system (UniAir). The functional principle of switchable fin- ger followers is based on the solution with two finger followers or hinged-lever designs that can be coupled to one another, and which have a mutual pivot point on one side and a locking mechan- ism on the other, 3 (left side). Both the individual followers are connected with a lost motion spring, which returns the deactivated components to their starting position after cam lift. 5 Optimised damper system for a three-cylinder engine with quasi-static deactivation of one cylinder in The hydraulic shift mechanism has a two-cylinder operation (© Schaeffler Technologies) “pressureless locked” design for the fol- lower variant so that the entire valve stroke is completed even if there is no oil switchable finger followers into an exist- Switchable pivot elements also lend pressure. This safeguards operation in ing engine design can be relatively easily themselves to being deactivated. The limp-home mode and is required for achieved due to dimensional similarities inner part of the pivot element can be cold-starting the engine. Integrating to the standard valvetrain. telescopically collapsed into the outer autotechreview October 2016 Volume 5 | Issue 10 41 Cover Story FUTURE POWERTRAIN STRATEGIES

part. A lost motion spring or spring assembly is also required here to return the internal moving part to its starting position; the pre-set oil pressure provides the actuation. However, the switchable pivot element requires more vertical space in the cylinder head, which frequently leads to a packaging conflict with the necessary intake and exhaust ports. Using the fully variable electro-hy- draulic UniAir system, 4, not only allows the valve stroke and/ or the opening period for each individual cylinder to be designed on a fully variable basis but also allows the valves to be deactivated on a cylinder-by-cylinder basis. Deactivation is achieved by actuating the system’s integ- 6 Torsional vibration simulation for the three operating modes of a six-cylinder engine with rated switching valves as required. In the sequential cylinder deactivation SCD with a CPA matched to the 1st order (© Schaeffler Technologies) established design with a hydraulic bridge, both valves are actuated simultan- – For Best Comfort with Improved Fuel Economy. eously so both valves are closed during ation will become increasingly important CTI-MAG, The Automotive TM, HEV & EV Drives deactivation mode. If UniAir is installed in smaller engines, some with only three Magazine by CTI, December 2015, pp. 31-33 on the intake side only, it is possible to cylinders. Suitably optimised torsional [2] Faust, H.: Innovative Damper Solutions Ful- filling new Powertrain Requirements. 14th Interna- combine this with switchable components vibration damper systems have to be used tional CTI Symposium Automotive Transmissions, on the exhaust side. more frequently due to the increased tor- HEV and EV Drives. Berlin/Germany, 2015 sional vibration excitation associated with [3] Scheidt, M.: Pure Efficiency. Developing Com- bustion Engines from the Perspective of a Sup- cylinder deactivation, particularly due to plier. 10th Schaeffler Symposium, Baden-Baden, DAMPER SYSTEMS the considerably lower excitation frequen- 2014, pp. 42-55 FOR WITH cies. A more favourable torsional vibra- [4] Faust; H.: Powertrain Systems of the Future. CYLINDER DEACTIVATION tion excitation can be achieved by using Engine, Transmission and Damper Systems for Downspeeding, Downsizing, and Cylinder Deactiv- rolling cylinder deactivation RCD 1.5/3. ation. 10th Schaeffler Symposium, Baden-Baden, Operating a three-cylinder engine on two Schaeffler is ensuring that develop- 2014, pp. 24-40 cylinders is technically demanding in ments in the engine systems and trans- [5] Faust, H.: What Transmission Systems can do for Downsizing and Downspeeding of Powertrains terms of vibration, while cost efficient mission systems business divisions are and Cylinder Deactivation. VDI Reports no. 2218. switching on the engine side is possible closely aligned with respect to more Düsseldorf: VDI-Verlag 2014, pp. 419-441. VDI with respect to the valve control, but the favourable firing sequences on the engine Conference Drivetrain for Vehicles, Friedrich- shafen, 2014 main excitation is at a very low frequency side and associated optimised damper [6] Scheidt, M.; Brands, C.; Lang, M.; Kuhl, J.; in the order of 0.5 due to the non-uniform systems. These are often designed with Günther, M.; Medicke, M.; Vogler, C.: Statische firing intervals. 5 shows a suitably optim- centrifugal pendulum-type absorbers und dynamische Zylinderabschaltung an 4- und ised higher sophisticated damper system (CPA) with orders of absorption tuned to 3-Zylindermotoren. 2. Internationaler Motorenkon- gress, Baden-Baden, 2015 consisting of a dual mass flywheel DMF the main orders of excitation in the cylin- [7] Schamel, A.; Scheidt, M.; Weber, C.; Faust, with multi-stage characteristics, torsion der deactivation operation. An innovative H.: Is Cylinder Deactivation a Viable Option for a damped clutch disk and additional integ- sequential cylinder deactivation with Downsized 3-Cylinder Engine? 36th International Vienna Engine Symposium, Vienna/Austria, 2015 ral CPA. three operating modes is now available [8] Faust, H.: Powertrain with Sequential Cylinder In six-cylinder engines with sequential for six-cylinder engines in which the Deactivation (SCD) Modes of 6-Cylinder Engines. cylinder deactivation, two different firing engine can be operated with all six cylin- VDI Reports no. 2256. Düsseldorf: VDI-Verlag 2015, pp. 105-117. VDI Conference Drivetrain for intervals also occur, but the sequence ders, with four (SCD 4/6) or, in the final Vehicles, Friedrichshafen, 2015. repeats itself after only one rotation of the stage, with only two active cylinders (SCD crankshaft. The main excitation of the 2/6) depending on the drive torque first order, which occurs in both SCD 4/6 demands. The main excitation in the first as well as SCD 2/6 mode is overcome by order of engine speed occurring equally in using a CPA matched to the first order of both deactivation modes in accordance engine speed, 6. with the firing sequence is isolated from the drivetrain by integrating a CPA tuned to the first order of engine speed. PROSPECT

REFERENCES Read this article on It is highly probable that cylinder deactiv- [1] Faust, H.: Highly Integrated Launch Elements www.autotechreview.com

42 www.autotechreview.com

TECHNOLOGY TRANSCEIVER APPLYING PSI5 STANDARD IN AIRBAG SYSTEMS

For the stringent sensor bus communication requirements in airbag systems, only very few bus solutions exist: sensor data from multiple satellites in the vehicle must be acquired in millisecond intervals via a safe and robust communication channel and – in case of an accident – the appropriate decision must be taken immediately. Any latency resulting from the communication path ‘sensor satellite → electronic control unit (ECU)’ or the pro- cessing in the ECU itself may affect lives. So how can these requirements be aligned with the constant trend for smaller, lighter and less expensive systems in the automotive world? ST has the answer.

Authors The answer to the question posed in the advantage of the vast range of PSI5- introduction is PSI5, which is an open based products and create products MARKUS EKLER standard for the implementation of sensor integrating the PSI5 bus. works in the Technical networks – specifically for, but not limited Indeed, what started back in 2005 as Marketing department of ST in Munich (Germany). to, automotive sensor networks. Repres- an attempt to unify the various propriet- entatives from car manufacturers, Tier I ary sensor bus protocolsh of the major suppliers, semiconductor manufacturers European airbag suppliers is today estab- and other companies in the automotive lished as the standard solution for airbag space work together in order to define the sensor buses worldwide. PSI5 standard and ensure that it is in line with market requirements. The current specification is the PSI5 THE TECHNICAL ASPECTS version 2.1 and it is released as a base standard, which is the common denom- From a technical perspective, PSI5 is the inator among all sub-standards, specify- most resource efficient way to connect ing application related peculiarities as multiple distributed sensor satellites in such for airbag, chassis and powertrain, the vehicle, as only two wires are being as well as test specification. As an open used for both the sensor supply and com- standard, every company is free to create munication. Communication from satellite PSI5 products (like sensor satellites, to control unit (ECU) is achieved using a transceivers or system chips) or to take Manchester encoded current signal. In the

1 A simple PSI5 set-up consists of an asynchronous point-to-point connection

44 www.autotechreview.com opposite direction – from control unit to the satellite – a voltage encoded signal can be generated. A very simple PSI5 set-up consists of an asynchronous point- to-point connection – a single satellite is attached to a control unit and as soon as supplied, the satellite starts to transmit sensor data to the ECU, 1. More complex networks consisting of multiple sensor satellites in a parallel bus, 2 Multiple sensor satellites in a parallel bus 2, or daisy chain topology, 3, are also possible and defined in the PSI5 specifica- tion. In such topologies, a voltage pulse topology offers the possibility to discon- frames in an internal buffer chain access- from the control unit towards the satel- nect parts of the network and operate ible via SPI. In this way, a microcontroller lites is being used for communication syn- with a reduced sub-set of satellites. As can conveniently control multiple satel- chronisation and – optionally – a voltage further sensor interfaces, there are also lites without spending CPU time on mes- encoded communication frame in PWM-interface and SENT (Single Ended sage decoding or bus timing. between two synchronisation pulses can Nibble Transmission, according to SAE Also, the usage of high-end microcon- be used for satellite parameterisation. J2716) to be named, though both are trollers with integrated PSI5 interface – uni-directional point-to-point connection like the STMicroelectronics Automotive and not comparable with PSI5 in terms of SPC5x series – is possible, in combina- PSI5 IN CONTEXT OF feature set and bandwidth. tion with the L9663. Bus synchronisa- OTHER BUS SOLUTIONS tion, as well as bus data, can be mon- itored and controlled directly via discrete Regarding communication speed, PSI5 STM L9663 – STANDALONE device pins enabling a low level access to with a maximum speed of 189 KB/s can PSI5 TRANSCEIVER the PSI5 bus and the fastest possible be positioned between CAN and LIN net- sensor data access. works, while offering the lowest effort in So, how can the PSI5 bus be utilised in an Sensor supply can be generated and wiring, with only two wires on the bus application beyond airbag systems? The controlled by the L9663 with an external (PSIx, GNDx) versus three in a LIN net- answer to this question lies in L9663 of n-channel MOSFET component. In case of work (VBAT, GND, LINx) and four in a STMicroelectronics, 4, which features a severe faults on the bus, it is possible to CAN network (VCC/ VBAT, GND, CANH, dual channel PSI5 transceiver with config- completely cut-off the sensor supply. If CANL), though bandwidth and wiring urable PSI5 v1.3 and PSI5 v2.1 support. the bus voltage is already present in the effort are not the only critical parameters Thus, legacy PSI5 v1.3 satellites available system, it can easily be reused with the for a bus selection. on the market today, as well as future L9663 by not populating the external The CAN bus, for instance, introduces devices based on the current specification NMOS component. In this way, overhead a non-deterministic component into the are supported. It can be used in an exist- and unused circuitry is avoided. system. Every node is assigned with an ing PSI5 application to extend the number The L9663 features full diagnostic cov- object identifier in the arbitration field, of available PSI5 channels as well as to erage regarding the PSI5 channels, as well which defines the priority of a CAN node create a stand-alone PSI5 application in as the device itself, ranging from under- within the system. Higher prioritised mes- the most efficient and user friendly way. voltage, short, open load, ground leakage sage objects will overrule lower priority No special microcontroller peripherals measurement, cross coupling and sync message objects in case of collision (two are mandatory for PSI5 communication – pulse timing diagnosis. As an automotive nodes start a transmission at the same even low-end microcontrollers are capable qualified device, it is designed with spe- time) and thus introduce an unknown of handling the communication, as the cial care on EMC robustness and reduced delay into the communication of the L9663 can be configured to handle the emissions as well, so as to sustain load lower prioritised message. PSI5 protocol and buffer incoming PSI5 dump and jump start conditions. This is not the case for PSI5, as each sensor satellite on the bus has a defined time slot for the sensor data communica- tion. As such multiple sensor data can be acquired within a defined time period in order to create a system response in real- time, e.g., to ignite an airbag. A single fault on a LIN or CAN bus line may block the complete bus, as all nodes are connected to the same commu- nication lines, while the PSI5 daisy chain 3 Daisy chain topology autotechreview October 2016 Volume 5 | Issue 10 45 TECHNOLOGY TRANSCEIVER

The L9663’s very small form factor enables miniaturisation and saves PCB area with two package options: a leadless VFQFPN28 package (5x5 sq mm) available for minimised systems and TQFP32 package (7x7 sq mm) enabling simplified optical inspection and simplified solderability.

SUMMARY

With the L9663, STMicroelectronics offers a very flexible and easy to use solution to create and extend PSI5 applications. The company offers the complete portfolio to get the development started – from high- end microcontrollers with integrated PSI5 peripherals to low-end 8-Bit microcontrol- lers, as well as integrated PSI5 solutions (system chips for dedicated applications and transceiver) and sensor components with PSI5 interface.

Read this article on 4 The L9633 features a dual channel PSI5 transceiver with configurable PSI5 v1.3 and PSI5 v2.1 support www.autotechreview.com

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0589_15_MP_IN_Gear_Industry_210x279_RZ_PRINT.indd 1 19.08.15 15:52 TECHNOLOGY MOTORCYCLE ENGINES DECRYPTING PARALLEL TWIN & V-TWIN ENGINES

With the demise of two-strokes due to increasingly strict emissions norms, almost all motorcycle engines these days are four-stroke units. However, they still come in multiple flavours, including the ever-popular single-cylin- der mill that’s still going strong even after a century, and the more advanced twins, triples, fours and even six-cylinder engines, all of which are currently in production. Here, we take a look at two of the more popular motorcycle engine formats – parallel twins and V-twins, examine their key differences, and take a look at the ad- vantages and disadvantages they offer to the rider.

The Ducati Monster 821’s V-twin engines, except the 90-degree Testastretta V-twin ones with horizontally-op- is an oversquare design, with posed engines, are longer Desmodromic valve actu- and thinner than paral- ation. It’s a high-performance lel-twins of the same capa- engine, producing 112 hp at city, allowing manufacturers 9250 rpm to produce motorcycles that are narrower

With older, air-cooled V-twins, cooling the rear cylinder (the one facing away from the direction of travel) could sometimes be a challenge. With modern liquid-cooled V-twins, that’s usually not a concern anymore

48 www.autotechreview.com The majority of motorcycles produced From the 1960s onwards, Japanese manu- high-tech V-twin motorcycle engines ever today, especially in India and other Asian facturers like Honda, Yamaha, Kawasaki produced and are now not too far behind markets (except Japan), are powered by and Suzuki followed suit, with the paral- higher-revving inline-four and V4 air-cooled single-cylinder four-stroke lel twin format becoming quite popular in engines in terms of specific output. engines of 100-250 cc capacity. However, the period from the 1960s to the 1980s. Manufacturers such as Moto Guzzi in markets like Europe, North America With parallel-twins, the cylinders are also use V-twin engines on their bikes, and Japan, where motorcycling is also a placed side by side above the crankshaft, albeit theirs are horizontally opposed leisure activity, and where motorcycles with a firing order of 360°, 180° or 270°. V-twins, mounted longitudinally (across are not used only for commuting, larger V-twin engines, where the two cylin- the chassis), while BMW uses horizont- displacement engines are common, and ders are arranged in a ‘V’ formation, ally opposed ‘Boxer’ twins, where the two of the more popular formats for such have also been used on motorcycles for two cylinder lie flat at a 180° angle from engines are twin-cylinder units in either the last 100 years. Currently, manufactur- each other. the V-twin or, to a lesser extent, the paral- ers like Harley-Davidson, Indian and Vic- With V-twin engines, the angle of the lel twin layout. tory use the transversely-mounted (cylin- ‘V’ formed by the cylinders affects engine Starting in the 1930s, motorcycle man- ders in line with the chassis) V-twin behaviour, with a 90° angle (as used by ufacturers like Triumph started using par- engine format for their cruisers and tour- Ducati and Moto Guzzi) providing the allel twin engines to power their motor- ing bikes, while Ducati uses V-twins for best primary and secondary balance. Nar- cycles and other British manufacturers its high-performance superbikes and rower angles of 40-60°, as used by Harley, like Norton, AJS, BSA and Ariel also pro- dual-purpose machines. In fact, Ducati Honda and Aprilia, result in a narrower, duced parallel twin-powered machines. V-twins are some of the most advanced, more compact engine but sometimes at

With their two cylinders Parallel-twins are still used placed side by side and by both Japanese and pistons connected to a European manufacturers, common crank, parallel- though their popularity has twins can be more compact declined somewhat com- than V-twin engines, pared to their peak use in cheaper to produce and the 1970s and 1980s easier to service

Compared to V-twins, a par- allel-twin engine usually provides more flexibility in terms of placement within the chassis, allowing engin- eers to control front/rear weight distribution and centre of gravity

autotechreview October 2016 Volume 5 | Issue 10 49 TECHNOLOGY MOTORCYCLE ENGINES

riders prefer. In terms of engine vibration too, new rubber mounting solutions have mitigated a lot of the issues that were earlier associ- ated with narrow-angle V-twins, while most modern parallel twins now come equipped with a counter balancer, which again reduces the engine’s tendency to vibrate. Of course, 90° V-twins (the kind that Ducati uses) have perfect primary balance (because with a 90° firing order, the movement of one piston is always exactly and completely counter-balancing

V-twin and parallel-twin engines have different power delivery characteristics. Some riders believe that V-twins the other) and do not suffer from excess- can ‘feel’ more exciting, while parallel-twins are often used in more ‘practical’ motorcycles ive vibration.

the cost of higher vibration levels. With compared to a 180° crank, and reduced CONCLUSION such engines, manufacturers sometimes vibration compared to a 360° crank. As use offset crankpins, which can reduce with a 90° V-twin, the two pistons in a Of the two, no one engine format is engine vibration. 270° parallel twin are never stationary at necessarily better or worse than the Coming back to parallel twin engines, the same time, thereby reducing the net other – parallel twins and V-twins both these are no longer as popular with momentum exchange between the crank have their respective advantages and dis- motorcycle manufacturers as they once and pistons during a full rotation. advantages, as described above. Credit used to be two or three decades back, In the case of air-cooled engines, par- has to be given to Ducati for pushing but nevertheless are still being used by allel twins are usually better positioned technology to unimaginable levels with both European and Japanese manufac- than V-twins for efficient cooling, with the V-twin format and their engines are turers in a limited way. With two cylin- both cylinders placed up front in the now some of the world’s highest per- ders arranged side by side and with their centre of the airflow. With V-twins, cool- formance units, surpassing the power pistons connected to a common crank- ing the rear cylinder (the one facing and performance of many inline-fours shaft, parallel twins can be more com- away from the direction of travel) can and V4s. pact than V-twins, cheaper to produce sometimes be a challenge and the rear On the other hand, while the parallel and sometimes, easier to service and cylinder runs hotter than the front, twin has declined in popularity, manu- maintain. Indeed, even car manufactur- which can affect fuelling. This, however, facturers like BMW, Yamaha, Kawasaki ers have made use of the parallel-twin is less of a concern with liquid-cooled and Triumph still appreciate its relative format in recent years, with the Tata V-twin engines that do not rely purely on simplicity, lower costs of production and Nano engine and Fiat’s ‘TwinAir’ engine air flow to cool the engine. ease of maintenance, and continue to (used on the Fiat 500 and Fiat Panda) While parallel twin and V-twin produce many parallel twin-powered being two such examples. engines have different traits in terms of motorcycle that motorcyclists worldwide Unlike V-twins, parallel twins do not power delivery as well as ‘feel’ and NVH love to own and ride. use a common crank pin for connecting levels, which is important for the rider, With renewed interest in forced-in- both con-rods and can be engineered the engine format is even more critical duction engines in recent times, which with different crankshaft angles, with for motorcycle designers and engineers. use superchargers and turbochargers to 360°, 270° or 180° firing orders. How- Parallel twins are usually more compact boost performance from relatively smal- ever, parallel twins with a 180° or 360° and provide more flexibility in terms of ler engine capacities, it remains to be firing order usually have higher degrees placement within the motorcycle’s seen whether the parallel twin format of vibration, while engines with a 270° chassis, which makes life easier for will see a big-time resurgence in the crank can feel more like a 90° V-twin. chassis designers, who have a greater world of motorcycles. The Yamaha TRX850, launched in the degree of freedom to move the engine mid-1990s, was one of the first bikes to forward or backwards in the chassis, use a 270° firing order on its parallel thereby also controlling the bike’s centre twin engine and while other manufactur- of gravity and, consequently, on-road Text: Sameer Kumar ers have followed in Yamaha’s footsteps behaviour. On the other hand, V-twin since then, it must be noted that such engines (except the ones with engines often need a balance shaft to horizontally opposed cylinders, which reduce vibration. Moto Guzzi uses) are typically longer The 270° crank is effectively a ‘middle and thinner, which lets manufacturers Read this article on path,’ with a more regular firing order produce narrower motorcycles that some www.autotechreview.com

50 www.autotechreview.com

TECHNOLOGY DUCATI MONSTER 821 ACCESSIBLE PERFORMANCE WITH ADVANCED ELECTRONICS

With close to 300,000 units of the Monster having been sold since its launch in 1993, there have been many it- erations of the bike over the last two decades. Currently, the Monster family comprises two models – the Mon- ster 821 and its bigger sibling, the Monster 1200. Here, we take a look at the suite of technologies underlying the Monster 821, which also make it an excellent sportsbike.

With ride-by- throttle computer controlled throttle management and multiple riding modes, which optimise the electronics’ intervention levels, the Monster 821’s V-twin provides super- lative performance

52 www.autotechreview.com Launched way back in 1993, the very first Ducati Monster was the machine that kick-started the ‘streetfighter’ segment in Europe, which has now become very pop- ular. Designed by Argentinian industrial designer Miguel Galluzzi – currently the head of Piaggio’s Advanced Design Center in California – the first Monster was powered by a 900 cc V-twin borrowed from the Ducati 900 Supersport, and had a steel-tube trellis frame that was based on the Ducati 851 superbike chassis.

The Monster 821’s crisp, clear digital instrument cluster displays comprehensive information POWERTRAIN attached to the frame directly. The crank- often do while cornering. When we speak of the Ducati Monster, shaft rotates on shell main bearings that While the engine and transmission it’s inevitable that we start with its are lubricated with a new, more efficient work their magic, the Monster 821’s legendary V-twin engine. In the case of oil pump, while the fuel injector has been exhaust system also quietly does its thing, the Monster 821, it’s powered by a Test- positioned in a way that targets spray dir- ensuring uniform, consistent power deliv- astretta 90-degree ectly onto the intake valves, thereby help- ery along with controlled emissions. The V-twin, which ing with engine cooling as well as improv- bike’s engine management system works The Monster 821 uses the engine as produces 112 hp ing combustion efficiency. with a lambda probe to each exhaust a stressed member of at 9,250 rpm To ensure proper cooling, Ducati has header, which provides smooth fuelling, the steel-tube trellis frame, and 89 Nm fitted the Monster 821 with a large, curved while the catalytic converter hidden away with the front cylinder head bolted directly to the chassis. The of torque at radiator with two electric fans, which inside the twin silencers provides Euro III stiff, compact frame and ad- 7,750 rpm – together make sure that the bike’s per- conformity. An electronically controlled justable suspension provide certainly formance-oriented fuel mapping works mid-section valve in the exhaust system brilliant sportsbike-spec enough to without a hitch. Valve overlap has been also optimises exhaust pressures through- high-speed handling provide superlat- reduced from the typical 38-41 degrees out the rev-range, making sure the bike ive performance that’s used by many sportsbike engines to runs smoothly throughout the engine’s since the bike itself just 11 degrees, which helps low- and rev-range. weighs a moderate 180 kg. It’s an mid-range performance, making it advanced, refined engine that boasts smoother and more refined, while redu- 15,000 km service intervals and requires cing emissions at the same time. ELECTRONICS SUITE valve clearance adjustments once only The Monster 821’s engine is mated to a every 30,000 km. For a high-perform- six-speed gearbox, with a cable-operated In addition to all the mechanical engineer- ance V-twin, that’s quite remarkable slipper clutch. While the transmission ing that helps the Monster 821 push the and is something that Ducati has been itself is slick in operation, the clutch performance envelope, there is a full suite able to accomplish after years of provides a light feel at the lever – a bless- of electronics controlling the hard-char- research and development. ing in heavy traffic – and prevents the ging Italian engine and the magic words The Monster 821’s liquid- rear wheel from ‘hopping’ during hard here are ‘riding modes,’ which control cooled four-valves-per-cylin- braking and downshifting for corners. throttle response and the intervention der Desmodromic The way all of this works can be levels of the bike’s safety electronics. The V-twin, which is Euro explained in two parts. The first part Monster 821 allows its rider to choose III-compliant, uses an involves the clutch’s progressive self- between urban, touring and sport modes, electronic fuel injec- servo mechanism, which presses the with urban mode reducing power output tion (EFI) system clutch plates together when getting drive to 75 hp and providing relatively scaled- from Continental, from the engine, thereby reducing the back power delivery and throttle 53 mm throttle clutch spring rates and lending a light feel response. Touring mode provides the full bodies from at the lever. The other part is when the 112 hp but combines it with medium-level Mikuni and full drive force is reversed (on the over-run), throttle response, while sport mode ride-by-wire (r-b-w) when the same self-servo mechanism provides all-out performance that’s best throttle management. reduces the pressure on the clutch plates, suited to the aggressive, experienced The engine is also enabling them to provide the ‘slipper’ sportsbike rider. used as a fully stressed action, eliminating wheel hop under Beyond modulating power delivery member of the chassis, aggressive down-shifting at relatively and throttle response, riding modes also with the cylinder heads being higher speeds, which sportsbike riders provide another very useful function – an

autotechreview October 2016 Volume 5 | Issue 10 53 TECHNOLOGY DUCATI MONSTER 821

easy way of adjusting the level of elec- its controls and appreciates a bit of Bosch 9MP anti-lock system, the braking tronic intervention that’s offered by aggression, responding beautifully to the set-up includes twin 320 mm brake discs Ducati’s anti-lock brakes (ABS) and trac- rider’s inputs at higher speeds. Yes, it’s a up front, with monobloc four-piston radi- tion control system (DTC). The Monster ‘proper’ Italian sportsbike and prefers al-mount callipers, and a single 245 mm has a 3-level ABS set-up and 8-level trac- being ridden as such! disc at the back. Intervention level from tion control, and choosing a setting that An important factor in the Monster the 3-level ABS depends on the riding works best could possibly be, for some 821’s handling is its high-tech adjustable mode chosen, with touring and urban riders, a bit complicated. With riding suspension. The bike is fitted with modes also providing rear wheel lift mitig- modes, this becomes very easy. non-adjustable 43 mm Kayaba USD forks ation, which can sometimes be useful Sport mode is least restrictive, with up front, and a Sachs monoshock with during emergency braking. Riders also high throttle response, level-1 ABS, progressive linkage at the rear, which is have the option of switching ABS off com- reduced DTC action and no rear lift-up adjustable for preload and rebound pletely, though that is not advisable for prevention under hard braking. Touring damping. Sure, this package is not the the vast majority of riders on the street. offers slightly scaled-back throttle last word in motorcycle suspension tech- response, level-2 ABS and higher levels of nology, but it still works quite. The front DTC intervention, while urban mode is fork, which provides 130 mm of travel, conclusion best suited to newer, less experienced feels moderately firm and doesn’t dive riders and/or when the bike is being rid- under hard braking. Yet, it’s also supple To conclude, we can only say that the den on wet, slippery tarmac, with level-3 enough to handle the less-than-perfect Ducati Monster 821 is a refined and high- ABS, reduced power and maximum inter- tarmac that we have in India. At the same tech sportsbike that boasts a well-sorted vention from the traction control system. time, the rear monoshock lets the bike mechanical package (engine, transmis- With this customisable safety net, the slice through high-speed corners, always sion, chassis and suspension), along with Monster 821 lets the rider choose his own keeping things tight and tidy. a brilliant suite of safety and performance preferred level of electronic intervention While we speak of the bike’s handling, enhancing electronics that actually work according to his riding expertise and we must make mention of the ZR-rated towards making more of the bike’s per- experience levels, as well as the road and Pirelli Diablo Rosso II tyres (180/60 at the formance accessible to a wider cross-sec- weather conditions, thereby making the rear, 120/70 at the front), which the Mon- tion of riders. Of course, you still need to bike’s performance more easily accessible ster 821 comes fitted. These tyres use be a skilled, experienced rider in order to without compromising on safety. bi-compound construction in order to be able to ride the Monster the way it’s combine longevity with excellent full-lean designed to be ridden, but the electronics grip. Here, the Pirelli tyres make a big just make it easier and safer for the rider CHASSIS & suspension contribution towards the beautiful hand- to do so. As an overall package, this ling, never running out of grip at extreme Italian machine is very accomplished and Coming back to the bike’s mechanicals, lean angles and boosting the rider’s con- second to none in its segment. the Monster 821’s steel-tube trellis-type fidence in a big way. Yes, you know that chassis, which uses the engine as a fully the bike’s traction control system will Text: Sameer Kumar stressed member, is a work of art. Using possibly save things even if the bike Photo: Bharat Bhushan Upadhyay large-diameter triangulated steel tube sec- begins to slide – and that electronic safety tions, with an aluminium swing arm, the net often encourages some riders to push chassis is light and stiff, providing great even harder – the sheer brilliance of the high-speed stability and cornering Pirelli tyres still can’t prowess. With a wheelbase of 1,480 mm be denied. and 17-inch alloy wheels, the Monster 821 What goes hard feels light and manoeuvrable at low must stop harder, which speeds, which really helps when the bike is where the Monster’s is being ridden in heavy traffic. And yet, Brembo brakes come in. when the speeds go up and when the Equipped with the latest rider starts pushing the machine in corners, the Monster 821 remains excep- tionally stable and sure-footed. In fact, it can be ridden like a full-on, hardcore sportsbike, allowing the rider to brake late and deep into corners, downshifting aggressively (the slipper clutch works beautifully here) and slamming the bike into the bends at high speeds without the bike ever asking you to back off. The Read this article on Monster needs a firm, confident hand at www.autotechreview.com

54 www.autotechreview.com rootsIndustries_atrJune2016.indd 1 27-05-2016 14:51:49 TECHNOLOGY AUDI A4 GETS A NEW HEART, & A SIGNIFICANT LOT MORE

The A4 has been a popular product in Audi India’s portfolio, and has had a successful run in India for the last few years. The German carmaker has now given the car a new lease of life, with the new generation A4 getting a handful of new upgrades and changes where it matters most – a new engine and transmission. We drove the car around Bhubaneswar recently, and bring you a peek into the technologies and innovations that Audi has packed this luxury sedan with.

Although a very serious player in the lux- There’s added rigidity built into the car channelled to all four wheels. ury sedan segment in the Indian market, structure, and the electronics suite A major highlight in the new A4 is the as like in many other global markets, the offered is much advanced than in the amount of weight Audi engineers have Audi A4 has always had tough competi- earlier variant. been able to reduce in the car. As com- tion from its German rivals – the BMW 3 The MLB platform, or Modularer pared to the B7 A4 launched in 2007, the Series and the Mercedes C-Class. With the Längsbaukasten in German, is one of the B9 variant weighs 95 kg less, which is a ninth generation avatar of the vehicle four structural architectures that the six per cent drop to 1,450 kg now. This though, the company expects to leave announced for its has primarily been achieved by the use of competition behind, introducing a product future range of vehicles about four years lighter materials such as aluminium in that harps on technology and comfort. back. This was conceived with an aim to addition to other alloys. An Audi engineer Built on Volkswagen Group’s MLB cut down development times by up to a we spoke to explained that while the Evo platform, the new Audi A4 lists to its year, and to reduce costs by between primary idea was to reduce weight, a lot credit quite a few changes over the previ- 25-40 %. The MLB platform allows of emphasis was on providing a rigid ous generation car. It’s got an entirely engines to be positioned longitudinally in body structure that aids better handling of new engine and new transmission. the engine bay, and for power to be the car. Additionally, the engine, bonnet,

56 www.autotechreview.com doors and rear boot lid too gets a signific- ant amount of aluminium.

HEART OF THE MATTER

At the heart of the new Audi A4 is an all-new 1.4 l inline four-cylinder, turbocharged fuel stratified injection (TFSI) engine with petrol direct injection, exhaust turbocharger and Audi valvelift system. It delivers a peak power output of 150 hp @ 5,000-6,000 rpm and maximum torque of 250 Nm through a wide band of 1,500-3,500 rpm. This is a Euro VI-complaint engine that uses a close-coupled ceramic catalytic converter, Lightweight aluminium construction and an all-new 1.4 l TFSI engine give the new Audi A4 a clear advantage and oxygen sensors behind the turbocharger and catalytic converter. This has helped Audi cut CO2 emissions The front-wheel drive vehicle has switches for four separate functions, the in the car by 30 % to 133 g/km. hydraulically operated wet dual clutch system now has one toggle switch that Compared to the earlier 1.8 l engine, that is axially arranged, and a dual-mass can be used to access all those features. the power density of this engine is slightly flywheel with centrifugal pendulum. The The virtual cockpit, on the other hand, higher and hence, the compression ratio suspension too has been tuned for Indian is a fully digital combination instrument in the new engine has been upped to suit road conditions, and Audi calls it ‘comfort cluster with a 12.3-inch LCD screen that the demands of the 1.4 l engine. While off-road’ suspension tuned towards bad processes 16 frames per second. It offers the engine outputs are lower compared to road conditions to ensure comfortable two types of view – classic and progress- the outgoing model, the lighter body ride for passengers, especially seated in ive – and allows you phone connectivity, weight and the quick seven-speed dual- the rear. The same car in Europe, for navigation, additional media devices, etc. clutch S-Tronic transmission leaves no instance, would have a slightly stiffer sus- It supports Apple CarPlay and Android reasons to complain in terms of perform- pension set-up. Aiding the drive and ride Auto, while there is a phone box that con- ance. We were told the new engine has quality and comfort for occupants in the nects smartphones to the on-board been designed to meet the overall require- A4 are tyres with aspect ratio of 50, with antenna and charges them inductively, ment of the new MLB platform. Especially higher thickness. according to the Qi standard. for the quality of fuel available in the country, the engine has been tuned well, while a lot has also been done to enhance INTERIORS SUMMARY the thermal management of the engine. For the first time on the A4, Audi has Audi talks about a design philosophy The new Audi A4 isn’t quite different also introduced the S-Tronic dual-clutch called Simplexity, which essentially is from the outgoing model from the out- gearbox instead of the trans- making a complicated instrument cluster side, but from the inside it certainly is a mission (CVT) used earlier. The S-Tronic simple enough for customers to under- brand new car. Audi has done the smart has two primary shafts, one carrying the stand and accept. With that, the company thing by loading the vehicle with tech- odd gears 1,3,5 and 7, while the other car- has tried to reduce the number of buttons nology, which sure would be appreci- ries the even ones 2,4, and 6. Electronic- in the car leading to a clean, neat layout ated by the customer. It is an interesting ally, the automated clutch that each shaft with strong haptic built in. move from the company to downsize its possesses can be flipped in and out far There are two big highlights inside the engine so heavily. But going by the way faster than a driver could do manually. new A4 – the new Audi MMI display con- the car drives and the efficiency pack- The S-Tronic used on the new 1.4 TFSI trol concept and the virtual cockpit. The age that it brings along, there is no way has been calibrated based on the engine MMI control concept acts as the main one would complain. dynamics, torque, weight of the car and control unit in the car, and has logic sim- the mode you are driving in. As expected ilar to a smartphone built in. It supports of the S-Tronic, the operation of the trans- an intelligent free-text search function, mission was very intuitive and smooth, and the voice-control system understands Text: Deepangshu Dev Sarmah and the new coasting mode, where the input in normal everyday language, Audi photo: Audi car coasts in neutral when the accelerator claims. What we particularly liked is that pedal is released, works beautifully in the Audi has kept the MMI operating concept Read this article on real life conditions. fairly simple – instead of having four www.autotechreview.com autotechreview October 2016 Volume 5 | Issue 10 57 TAKING STOCK ZF INDIA ZF INDIA AIMS TO KEEP PACE WITH RAPID CHANGE

ZF India has been a key player in providing transmission and chassis components for the commercial vehicle industry. For passenger cars, the company supplies clutch units, and doubles up as an axle and transmission solutions provider for off-highway products. With the recent advances in technology witnessed across the auto- mobile space, ZF India has geared up to offer advanced driver safety systems and solutions to its customers in the country.

58 www.autotechreview.com ZF has been one of the earliest entrants into the automotive parts industry in India and has consolidated its commer- cial vehicle, passenger car, off-highway sales, aftermarket and engineering oper- ations under its wholly-owned subsidi- ary, ZF India, at a new plant in Pune last year. Describing the company’s approach towards safe driving initiat- ives, Suresh KV, Head of ZF India Pvt Ltd said that ZF India has constantly been upgrading its product portfolio to match global standards, while adhering to OEM specifications. The annual production capacity for CV transmissions at the ZF plant in Chakan, Pune is around 25,000 units. For chassis modules like torque rods and V links, they have an annual capacity of 120,000 units Passenger vehicle clutch unit in production and for passenger car clutch parts, the capacity is around 600,000 units. domestic market for its operations in requirements. It already has the manu- other regions as well. facturing set-up in place to meet the ever FOCUS ON Automotive engineers at ZF India growing domestic demand. TECHNOLOGY INTEGRATION today have the challenging task of integ- rating mechanics, electronics and inform- Suresh said that development have not atics, with automation and robotics. It DEVELOPMENT OF AMT only taken place in the field of software has become increasingly important to enhancements, but also in the mechanics understand the varied needs of car manu- Aiding the cause of driver-focused techno- involved. Essentially, the aim is to facturers and how mechatronics can help logy are new transmission systems, which improve the mechatronics in the ancil- the development of safer driving inter- have undergone rapid transformation in lary equipment segment, which involves faces, without impacting the core dynam- the last decade. A major update has been a synergistic combination of precision ics of a product, said Suresh. in the form of automated manual trans- engineering, electronic control and mech- The skilled workforce readily avail- mission (AMT) systems, which are based anical systems. Globally, ZF has around able in India is a major advantage for on relatively old technology but are 14,000 engineers currently working at not only manufacturing but for the cheaper to manufacture (as compared to various R&D centres and the company engineering arm of ZF in India. The raw conventional automatics) and, in turn, has invested € 1.38 bn in 2015 for R&D materials and supplies provided by man- more affordable for the end-user. Both activities, at more than 100 development ufacturers within the country also give OEMs and component manufacturers like locations. Suresh said that ZF’s first ZF an edge in their competitiveness in Technology Centre in India will be fully the global market regarding cost, said operational by January 2017. This year, Suresh. The increasing demand in India the company has launched its Electric for their products makes it possible for Park Brake (EPB) technology in India ZF India to keep following their and plans to use its expertise in the strategy of being local, for local

Ecosplit and Ecomid V-link wishbone unit manual transmission units autotechreview October 2016 Volume 5 | Issue 10 59 TAKING STOCK ZF INDIA

ferent OEM requirements. ZF has avoided the use of a com- pletely automated production line in gearbox manufacturing, as the volumes in India do not warrant such a move. The higher costs associated with a fully automated unit also works against the process. ZF follows low-cost automation techniques, which serve the purpose, albeit at lower costs. With a constant rise in demand for commercial vehicles, ZF India has seen a 100 % rise in volumes over the previous years’ numbers. The commercial vehicle segment globally has been shifting to 9-speed gearboxes. However, in India, this gearbox type has a minimal market share of only around one per cent. Ramesh said, while the Indian market is gradually mov- ing from 6-speed gearboxes to the 9-speed units, it would still be a long time before these gearboxes find mass adoption. ZF India’s primary customers for 6-speed transmission are Volvo Eicher, MAN, Tata Motors and M&M. With Euro IV coming soon, the com- Quality control plays an important role in the assembly of pany expect a lot of pre-buying to occur before April 2017, as OEMs would prefer to have their entire stock consumed ZF are currently working on further role in ensuring integration and ZF engin- before the new norms set in, resulting in enhancing the role of electronics in AMT eers develop dimensional and metallur- bulk orders for component manufacturers. modules, where the end result is that gical checking of gearbox parts to ensure A price rise is also anticipated, once the AMTs are able to ‘communicate’ with the a high standard of build quality. Load new Euro IV norms come in. car’s on-board software, which helps testing is performed when the final parts improve efficiency. This provides a are ready and is undertaken by the test quicker response time to driver input and bench at ZF’s German unit. There, rigor- FOCUS AREAS FOR INDIAN MARKET improves the driving experience manifold. ous tests are performed to evaluate the Gearbox and transmission require- endurance of parts as per global stand- The immediate focus for ZF India is to ments vary for different engine specifica- ards. The company currently has around maintain its reputation as a key global tions. Quality control plays an important 15 different gearbox variants to meet dif- auto parts manufacturer for both passen- ger vehicles and CVs. Another high prior- ity is to develop its R&D presence in the country. “We are in the midst of populat- ing our global R&D operations with a presence in India. We are in the process of finalising the location,” said Ramesh. With OEM requirements evolving with each passing day, component and auto equipment manufacturers have the task of keeping pace with this change, and ZF aims to meet this challenge successfully.

Text: Anwesh Koley photo: ZF

Read this article on The ZF Business Park at Chakan, Pune www.autotechreview.com

60 www.autotechreview.com

VEHICLE CUTAWAYS Mercedes benz gel coupe

WHO SUPPLIES WHAT TO THE Mercedes Benz GLE Coupe 2016

The Mercedes GLE Coupe is the German brand’s solution for those who are looking for a perfect blend of SUV styling together with the finesse of a high-end luxury sedan. With its full suite of premium features, the GLE is the ideal vehicle for not just city and highway use but a bit of mild off-road use as well. It’s a car that not only looks good but offers a near-perfect combination of rugged practicality, very good build quality, excellent driving dynamics, exemplary safety and of course, luxury.

In India, the Mercedes-Benz GLE system is equipped with an AMG-spe- required lighting mood. coupe comes with a choice of two cific transfer case with a permanent As for safety features, the GLE engine options – a 255 hp 3-litre V6 40:60 front/rear torque split, for comes with a parking package with diesel and a 362 hp V6 petrol, which improved handling dynamics. 360-degree camera, Active Parking also comes equipped with an all-new The GLE rides on 19-inch alloy Assist and Mercedes’ Parktronic fea- 9-speed automatic transmission. wheels shod with 235/55 R19 (front) ture. It also has features like Crosswind Transmission behavior can be altered and 255/50 R19 (rear) tubeless radial Assist and Attention Assist, which with different modes, namely sport, tyres. Other notable bits include have been designed to reduce vehicle sport plus and manual. Also on offer heated seats, auto dimming and fold- drift during strong, gusting crosswinds. are five AMG dynamic select trans- ing mirrors, parking sensors, an auto- Overall, the Mercedes-Benz GLE is mission modes – Individual, Comfort, matic panoramic sliding sunroof, a a new-age SUV that has been Slippery, Sport, and Sport Plus, while 3-spoke multifunction sports steering designed to look good and provide the GLE comes with Mercedes’ wheel and an ambient lighting pack- excellent off-road performance, with- 4-Matic all-wheel-drive system for age with three colour options and out compromising on driving dynam- optimised off-road performance. This five-stage dimming options for the ics, safety or luxury.

62 www.autotechreview.com DRIVE TRAIN EXTERIOR

Front and Rear Axle Air Spring Door handles keyless entry TRELLEBORGVIBRACOUSTIC HUF HÜLSBECK & FÜRST Constant Velocity Joint (CVJ) Boots Halogen Headlamp ABC GROUP MAGNETI MARELLI Connecting-rod bearing Roof stiffening pad KSPG AUTOMOTIVE CARCOUSTICS Axle drive at front axle Doors Systems ZF Brose Wheel Arch Finishers Roof Panel PLASTIC OMNIUM gestamp thyssenkrupp

Image source: Mercedes-Benz

Chassis ELECTRIC/ELECTRONICS Chassis Components ZF Interior Brake Pads ITT Outer Rail Assembly Sound Deadeners GESTAMP FAIST CHEMTEC Secondary Gasket DANA Roof Moulding Body Leather Interior Dura BADER DE MEXICO Catalytic Converter EBERSPÄCHER Rear Seat Mechanisms Instrument Panel Cockpit Module Fisher Dynamics INTEVA PRODUCTS Engine: Oil Pump chain IWIS Wheel Hub for Chassis Interior Trim HIRSCHVOGEL ALUTRIM NORTH AMERICA Fuel Tank System UMFORMTECHNIK KAUTEX TEXTRON Center armrest for Back Seat System FEHRER Transmission Filter System IBS FILTRAN Harman Kardon® premium audio system HARMAN Diaphragms for Fuel Management CONTINENTAL Turbocharger [Diesel & Gasoline Engine] BORGWARNER

Suppliers wanted: If you are a supplier and have questions or want your information considered for our cutaway features, contact James Clark at [email protected] or visit www.supplierbusiness.com

autotechreview October 2016 Volume 5 | Issue 10 63 SHOPFLOOR Indo-MIM VALUE ENGINEERING THROUGH TECHNOLOGY

Automotive engines are made up of a number of intricate, complicated metal components, especially in the area of fuel injection and exhaust systems that help increase efficiency. These components have mostly been manufac- tured through the process of casting, followed by finishing processes. This form of manufacturing is considered to be time consuming, where a very large production number is concerned, and also has a high failure rate due to in- tricacies that need to be met. A solution to the production of such components in large numbers is metal injection moulding (MIM), which injects the raw material into dies to form the required components. Indo-MIM Pvt Ltd is one of the leaders of manufacturing components for the automotive industry using the MIM process.

Indo-MIM has manufacturing facilities located at Hoskote and Doddaballapura in Karnataka. We visited the company’s big- ger plant at Doddaballapura, about 35 km from Bangalore, to learn about the MIM technology and understand how effective it is in the manufacturing of complex components. This was followed by a con- versation with Manoj Kabre, Vice Presi- dent – Sales and Marketing, Indo-MIM, on the role of MIM in the automotive sec- tor, the advantages it brings, as well as the future course for the company.

BACKGROUND & INTRODUCTION

Indo-MIM was established in 1997 in a 50:50 technical collaboration with AF Technologies of the US, and in 2001, the entire stake of the American partner was acquired by the Indian company. It is now said to be the largest MIM company in the world in terms of installed capac- ity and revenue. To reiterate, MIM technology is a pro- cess typically used to manufacture com- ponents that are small in size, have intri- cate and complex design elements, and in large numbers. MIM is ideal for parts that weigh between 0.1 to 50 g, with length under 60 mm and wall thickness below 5 mm, having an annual requirement from 50,000 to 50 mn units. About 35 % of the company’s products

64 www.autotechreview.com are focussed on the automotive sector, manufacture the product. This material is which is one of the largest areas of busi- combined with a binder and is then ness. The other key business division for injected into the tools/ dies to form into a Indo-MIM is the industrial sector, with its green (moulded) part. The main advan- products used in medical, defence, aero- tages of MIM over traditional manufactur- space, electronics, mobile phones, com- ing include low wastage, possibility to puter hardware, sporting good, power combine parts of the component that tools and other sectors. About 92 % of the were earlier manufactured as separate automotive components manufactured by parts, higher quality standards and flexi- Indo-MIM are exported to markets such as ble designs. the US, Central Europe, China, Japan and Kabre spoke about another unique the Asia-Pacific region, noted Kabre. advantage that has led to the success of The main reasons for the low level of Indo-MIM. It develops customised raw penetration of products manufactured materials, which can be used to manufac- through MIM process in local markets are ture products for specific, specialised limited awareness of the technology and requirements. It can manufacture prod- a specific temperature and pressure into high initial costs associated. Kabre also ucts in all ferrous materials, as well as the cavity of the mould. The amount of said the fact that MIM technologies are exotic materials like inconel, titanium and pressure and temperature is based on the not part of the engineering curriculum tungsten. One limitation with MIM, how- type of product being manufactured. adds to low awareness of this form of ever, is that it cannot manufacture prod- These parameters are set for typical type manufacturing. Another cause for lower ucts that use low-melting alloys such as of parts produced, based on earlier meas- adoption of MIM technology in India is aluminium, tin, brass and bronze, he urements that have been recorded. The that this process is mostly suitable for noted. The MIM process allows about inputs are made manually based on the manufacturing products in very large 96-99 % of the density of the raw metal to experience of the operators, especially numbers, which the local market some- be maintained, which means it has a when a new batch of feedstock is being times does not require. near-net theoretical density. fed into the machines. Indo-MIM’s plant at Doddaballapura is The next process is de-binding, which spread across 22,000 sq m, and consists is essentially the removal of binder from of about 1,400 employees working in MIM PROCESS the green part. De-binding is carried out three shifts. The plant has about 50 MIM in stages – using a chemical solvent and moulding machines. It houses MIM man- The primary process of MIM consists of then through a thermal process known ufacturing for aerospace, medical equip- four stages – compounding, moulding, de- as sintering. The chemical solvent pro- ment and ceramic injection moulding, binding and sintering. Compounding is cess removes primary binders, which plating and special processes plant, and a the process, where the metal powder is constitute almost 80 % of the binders. dedicated tool room to develop dies. Indo- mixed with binders (primary and second- This process results in a semi-porous MIM is also adding another 10,000 sq m ary). This mix, known as feedstock, goes part, while still retaining the green shape of additional space at the plant to meet into the moulding machine. The metal and size. This paves way for an easy growing requirements. powders are in sizes of below 20 microns, removal of the secondary binders during and the ratio of the mix between powder the sintering stage. and binder is dependent on the specific The sintering process is carried out in MIM TECHNOLOGY requirements of the end-product. special furnaces that typically carry out This is followed by moulding, where 24-hour cycles. These furnaces heat the The process of MIM begins with the iden- the feedstock mix is fed into the machine part very close to the melting point of tification of the material that is needed to through a hopper injecting the material at the base metal. These cycles have been developed by Indo-MIM over the years in order to bring up the heat to the exact requirement of the product being manu- factured, noted Kabre. Sintering enables the evaporation of the secondary binders, as well as the inter-particulate fusion of the base material itself leading to shrink- age of the parts. Sintering at Indo-MIM is carried out in three types of furnaces. The first is Batch Furnace that enables sintering of small batches of different parts, of the same material type. The next is Continu- The ideal parts manufactured through MIM are small in size, have complex designs and are high in volume ous Furnace, which is used for high-vol- autotechreview October 2016 Volume 5 | Issue 10 65 SHOPFLOOR Indo-MIM

The moulding room is a dust-free environment for Sintering batch furnace processes parts similar The dedicated tool room designs and high-quality production in composition develops dies for MIM

ume parts that require shorter turna- the feedstock to be used. It also gets lytic reduction (SCR) units come into the round times. The all-metal zone furnace involved in developing the parameters for forefront. These systems require compo- is the final one, and is specifically used all the MIM processes, as well as the right nents that can withstand high tempera- for medical and aerospace parts. This kind of stagers to maintain the design of tures between 600-900° C. In some of the furnace uses an inert gas atmosphere, the component. Kabre noted that Indo- cases, the machining side currently does and has a metal zone for reduced con- MIM invests back 10-12 % of its revenues not offer cost-effective solutions that can tamination and low-carbon absorption, into R&D. withstand such high temperatures, but with a high surface finish. Indo-MIM is equipped with a state-of- that can be offered by MIM. These parts The process of sintering leads to the-art tool room that makes the tools/ are offered in high cobalt and high nickel shrinkage of the products to the size that dies for the parts that need to be manu- content through the MIM process, thereby they were designed to be. The amount of factured. This is a completely in-house addressing these issues and offering com- shrinkage depends on the amount of set-up that designs and manufactures the plex designs with ease. binders that have been used in the feed- tools, carries out inspection of the same, MIM is an emerging technology, which stock mix, explained Kabre. The company and then moves them to a development therefore does not have a readymade mar- ensures that shrinking of the part is in cell. The development cell carries out trial ket, said Kabre. He added that the market line with the final design by the use of production of the parts, and once com- offers a lot of opportunity, especially con- ceramic stagers. These ceramic stagers are pleted successfully, the tools are sent to sidering that Indo-MIM identifies a range also manufactured by the company in- be mounted on the machines for final pro- of parts that can be manufactured using house at the ceramic injection moulding duction of the parts. The life of the tools/ MIM process to address customer require- division. The shrinkage takes place dyes is in the range of 3-4 lakh shots, ments. Industries are always looking at towards the centre of gravity of the prod- noted Indo-MIM. manufacturing miniature and complex uct, for which the de-binded parts need to Quality control of the products at Indo- parts, and as long as that continues, the be staged appropriately. MIM is built into the process, and not just company has a large number of solutions Indo-MIM also carries out various at the end of line of the manufacturing to offer to the market. Additionally, with post-MIM secondary processes for parts. activity. Viscosity and homogeneity of the the ‘Make in India’ initiative, Indo-MIM is These include heat treatment, machining, mix is one of the main parameters that gaining opportunities with global manu- finishing processes, surface coating or are monitored regularly, to ensure the facturers not only in the domestic market, plating. The company carries out heat quality of the feedstock, and this check is but also with their headquarters or other treatment for hardening; cosmetic finishes carried out for every batch. Additionally, off-shore locations, noted Kabre. using barrelling and glass-bead processes; automation at the facility is focussed Kabre concluded that Indo-MIM is as well as electro-plating. Indo-MIM also towards high-volume parts, with robots focussing on value engineering and driv- carries out some level of machining of carrying out the duties of picking and ing innovation within the automotive investment casting components made at placing parts. Additionally, after the parts industry by driving awareness of the MIM its facility at Tirupati. are manufactured, the company carries technology. The company is building visi- out visual inspection methods to inspect bility for this technology through various multiple dimensions of the parts. events and communication with the DEVELOPMENT ACTIVITIES industry at large, as well as with prospec- tive customers. The plant houses a research and develop- ROUND-UP ment (R&D) laboratory at the facility that works mainly on metallurgy to develop Kabre said that the adoption of newer Text & photo: Naveen Arul new materials according to the product emission norms and latest configuration requirements of customers. The labora- of vehicles make components like the tory analyses user requirements and iden- new generation turbochargers, exhaust Read this article on tifies the appropriate metal and binder for gas recirculation (EGR) and selective cata- www.autotechreview.com

66 www.autotechreview.com

NEW VEHICLE HYUNDAI ELANTRA HYUNDAI ELANTRA: BUOYING-UP THE EXECUTIVE SEDAN SEGMENT

The executive sedan (D) segment of the Indian car market is fairly small, and has never really been a happy hunting ground for any manufacturer but for the initial euphoria it generates among prospective customers. For some time now, the segment has been going steady at about 1,000 units of sale each month. Hyundai Motor In- dia though, is aiming to change that with the launch of their latest product, the sixth-generation Elantra. The company invited us over to Mahabalipuram recently to get a first-hand experience of the car. Here’s what we found out.

68 www.autotechreview.com The U2 1.6 l CRDi and the new Nu 2 l come with the option of a manual six-speed or the six-speed automatic transmission

Launched in 2012, the fifth-generation ation of the tail lamps from Hyundai’s rpm and 260 Nm torque at 1,900-2,750 Hyundai Elantra was one of the most premium compact hatch, i20. rpm. This is the same unit that powered striking visual advocates of the Korean Inside, the Elantra now gets an all- the outgoing Elantra, and it continues to auto major’s fluidic design language and black cabin, which certainly looks class- impress with its power delivery and philosophy. That wasn’t lost on the cus- ier than the multi-coloured beige-black- refinement. Mileage figures have tomers in India, and Hyundai was able to silver dashboard in the earlier generation improved to a claimed 22.54 km/l for the take good advantage of that excitement by Elantra. The centre console looks very manual transmission. becoming a segment leader with the Elan- conventional, and is tilted towards the The Nu 2 l, 4-cylinder petrol engine is tra. Over four years later, the company driver offering not just a good view, but all-new, and is the largest in its segment. expects to create the same kind of fervour easy operational access. The 8-inch AVN It is a lightweight all aluminium engine among customers with the new Elantra. touchscreen in HD is quite intuitive, and with dual VTVT (variable timing valve the switches in the centre console and train) that allows independent control of steering column are well laid-out. The the intake and exhaust valves in an inter- DESIGN & STYLING cluster gauge is a 3.5-inch mono TFT nal combustion engine. The output rat- LCD unit, and has a wide array of driv- ings of this engine, however, isn’t class The new Elantra is based on a completely ing information built-in. leading. Having said that, the 150 hp of new vehicle platform, and in a departure The seats are comfortable at the front, peak power at 6,200 rom and the 192 from their earlier stance, designers have but the rear seat would have been better Nm of torque don’t make the engine feel taken a much conservative approach to with slightly more thigh support. Both compromised form any aspect, be it per- the exterior design and styling of the car, front seats are air cooled and feature formance or efficiency. The ARAI certi- all to good effect. The company calls this three-stage cooling, and the driver’s seat fied mileage for the 2 l unit is 14.62 km/l the new Fluidic 2.0 design language, with has electric controls with a twin memory with the automatic gearbox. focus on dynamic precision. This is also function. In terms of storage space, the The six-speed automatic transmission in accordance with the brand direction Elantra has a fair amount of options for has a new torque converter with that the company seeks, which is ‘mod- occupants both in the front and the rear. enhanced control logic. It also comes ern’ and ‘premium’. Overall, the Elantra cabin is an impres- with a couple of driving modes – Eco The Elantra hasn’t changed much sive place to be in. Quality of plastic is for improved fuel efficiency, and Sport dimensionally, but for the increased good, and so is the fit & finish. mode to make the throttle more width of 20 mm. The outer appearance responsive. There is a manual mode of the car looks nice and contemporary. built in, should you want to have The large hexagonal grille is a major ENGINE & TRANSMISSION control of your gearshifts. shift on the front, and so are the head- lights with daytime running lights The Elantra comes with two engine (DRL). The side profile is more coupe- options – the U2 1.6 l CRDi and the new SUSPENSION & SAFETY like now, and aids aerodynamics. The Nu 2 l petrol engine. Both these engines company claims a best-in-segment coef- come with the option of a manual six- There is MacPherson Strut type suspen- ficient drag of 0.29 on the Elantra. The speed or the six-speed automatic trans- sion in the front, while suspension duty lines on the side merge well into the mission. To begin with, we drove the die- in the rear is done by Coupled Torsion boot and to the LED rear combination sel variant that is capable of a maximum . Hyundai has also introduced lamps, which look like an advanced iter- power output of about 126 hp at 4,000 a Hydraulic Rebound Stopper (HRS) in autotechreview October 2016 Volume 5 | Issue 10 69 NEW VEHICLE HYUNDAI ELANTRA

THE

3rd Honouring Excellence in EDITION OF Technology & Innovation DECEMBER 16, 2016 | THE GRAND, VASANT KUNJ, NEW DELHI 33 Awards AWARDS will be given in CATEGORIES 10 Categories Designers have taken a much conservative approach to the exterior design and styling of the car, but all to good effect

Petrol Under 1.5 L & Above 1.5 L the Elantra that offers improved damp- AHSS in the earlier generation Elantra. stability control (ESC), and vehicle sta- FOUR-WHEELER Diesel Under 1.5 L & Above 1.5 L ing. During the drive, we mostly experi- While this helps reduce the weight of the bility management (VSM). VSM essen- ENGINE OF THE YEAR (OEMs) enced smooth roads, but on a few car, it also aids in safety and NVH char- tially is a combination of ESC and MDPS Under 125 cc 125 cc - 250 cc Above 250 cc stretches that demanded the suspension acteristics of the chassis. In addition, (motor-driven ) that TWO WHEELER to play its role, it didn’t disappoint. there is 40X more adhesive used in the assists the steering system for improved There is a marked improvement on the structure for chassis connection rein- stability while braking or acceleration ENGINE TECHNOLOGY OF THE YEAR (SUPPLIERS) Elantra’s steering system. The electri- forcement and chassis rigidity. To reduce during unstable vehicle condition. cally-assisted system is still light, but repair costs, Hyundai has built ‘crush Manual there is definite feel to it now, as com- boxes’ both in the front and rear struc- FOUR-WHEELER Automatic pared to the car from the previous gener- ture of the car. These essentially are ROUND-UP TRANSMISSION OF THE YEAR (OEMs) ation, and offers decent feedback. secured spaces for deformation in case of Geared TWO WHEELER The new platform on which the Elan- low speed collision to prevent major Like in its entire product portfolio, Hyun- Gearless tra has been built has 53 % Advanced damage to the vehicle body. dai has packed the Elantra with a host of High Strength Steel (AHSS) structure, Other safety features include six air- interesting, practical features. One such claims the company, up from the 21 % bags, hill assist control (HAC), electronic addition to the Elantra’s impressive fea- TRANSMISSION TECHNOLOGY OF THE YEAR (Suppliers) STUDENT INNOVATOR OF THE YEAR ture list is the Smart Trunk. Say, you are carrying bags in both your hands. When SAFETY TECHNOLOGY OF THE YEAR you approach the rear of the car, the sen- CONVENIENCE TECHNOLOGY OF THE YEAR sor recognises the key in your pocket, and in three seconds, the boot lid pops OEMs Suppliers OEMs Suppliers open automatically. Launched at a price range of ` 12.99- 17.99 lakh for the petrol variants, and ENVIRONMENT TECHNOLOGY OF THE YEAR TECHNOLOGY INNOVATION OF THE YEAR ` 14.79-19.19 lakh for the diesel variants, Hyundai has introduced to the market a compelling package. How much it is OEMs Suppliers OEMs Suppliers capable of buoying the overall segment, time will tell. READERS’ CHOICE TECHNOLOGY OF THE YEAR Submit your

Text: Deepangshu Dev Sarmah Entries Photo: Bharat Bhushan Upadhyay Now! For sending nominations download entry froms from: Last date of submission October 15, http://Autotechreview.Com/Events/Awards/Iatia-2016/

The centre console looks very conventional, and is tilted towards the driver offering not just a good view, but easy Read this article on 2016 TO KNOW MORE ABOUT THE EVENT & SPONSORSHIP OPTIONS, PLEASE CONTACT: operational access www.autotechreview.com Sudeep Kumar: Manager – Sales, (M): +91 9990092661, Vivek Tyagi: Manager – Events, (M): +91 9871367808, 70 www.autotechreview.com email: [email protected] email: [email protected]

Iatia FP print ad_3.indd 1 30-09-2016 12:48:13 THE

3rd Honouring Excellence in EDITION OF Technology & Innovation DECEMBER 16, 2016 | THE GRAND, VASANT KUNJ, NEW DELHI 33 Awards AWARDS will be given in CATEGORIES 10 Categories

Petrol Under 1.5 L & Above 1.5 L FOUR-WHEELER Diesel Under 1.5 L & Above 1.5 L ENGINE OF THE YEAR (OEMs) TWO WHEELER Under 125 cc 125 cc - 250 cc Above 250 cc

ENGINE TECHNOLOGY OF THE YEAR (SUPPLIERS)

Manual FOUR-WHEELER Automatic TRANSMISSION OF THE YEAR (OEMs) Geared TWO WHEELER Gearless

TRANSMISSION TECHNOLOGY OF THE YEAR (Suppliers) STUDENT INNOVATOR OF THE YEAR

SAFETY TECHNOLOGY OF THE YEAR CONVENIENCE TECHNOLOGY OF THE YEAR

OEMs Suppliers OEMs Suppliers

ENVIRONMENT TECHNOLOGY OF THE YEAR TECHNOLOGY INNOVATION OF THE YEAR

OEMs Suppliers OEMs Suppliers

READERS’ CHOICE TECHNOLOGY OF THE YEAR Submit your Entries

Now! For sending nominations download entry froms from: Last date of submission October 15, http://Autotechreview.Com/Events/Awards/Iatia-2016/ 2016 TO KNOW MORE ABOUT THE EVENT & SPONSORSHIP OPTIONS, PLEASE CONTACT:

Sudeep Kumar: Manager – Sales, (M): +91 9990092661, Vivek Tyagi: Manager – Events, (M): +91 9871367808, email: [email protected] email: [email protected]

Iatia FP print ad_3.indd 1 30-09-2016 12:48:13 DECODING TECHNOLOGY

POWERTRAIN ECOSYSTEM – INEVITABLE change DR ARUN JAURA European Advisory Committee, SAE International, USA

It is evident that fuel economy, lower car- ELECTRIC MOBILITY ECOSYSTEM bon footprint and cleaner tailpipes will continue to evolve and be the focus of The growth in electric mobility ecosystem customer through remote transmission, it future powertrains. The triggers will be is obvious, especially energy storage will balance the automotive ecosystem innovations, and norms and regulations. devices and charging systems. Even globally. The cyclical demand can be bal- Most of the incremental innovations are today, weight of these systems, charging anced with the consumption, de-stress seen in components and combustion bar- time and energy capacity continue to be manufacturing and enhance resource opti- ring few radical ones in materials and the shortcomings. There is tremendous misation. The gas stations could deliver high pressure diffusion. The societal research still being done in these seg- power by reading a bar coded or thumb demands due to infrastructure and life- ments but not much of a radical break- imprint instead of selling diesel or petrol, styles, linked with fiscal policies for sus- through is obvious in the last 100 plus thus reducing pollution in the already tainability and cleaner environment will years. In the meantime, hybrids have congested urban and non-urban centres. motivate the fraternity to develop radical established a niche for themselves in the The flexibility and ease in the power innovative solutions. Big data, embedded last about two decades. Due to the devel- transfer remotely is more important dur- systems, networking in the digital ecosys- opment of hybrids, electric mobility sub- ing V2V power handshake. Virtual aug- tem will be major influencers in the systems have gotten a cost advantage and mentation or reduction of power could newer world of powertrains. boost in terms of volumes, funding and become a boon to the industry, consumer, Radical innovations though some- performance. Focus on hybrids will be the regulators and the environment. times seemingly far-fetched are the trend for the foreseeable future. More work will be on shared power demand of the hour and enable success The ease and speed of charging the banks so that the cost of public and pri- in the digital economy with the support battery coupled with vehicle range are vate transportation reduces significantly. of multiple affordable energy storage other obstacles in electric mobility pene- Multiplicity of infrastructure will not be systems. Surface Mobility for businesses tration. The cumbersome methods, necessary as such will benefit the con- is becoming discretionary since sub- regional protocols and slow charging are sumer and ecosystem. urban living, hub-and-spoke business preventing mass scale customer accept- Remote diagnostics and prognostics of models, and efficiency in operations ance. In conjunction, cost has been a powertrain systems will grow to bring in across industries through virtual offices major influencer due to these challenges. agility, flexibility and participation of is growing exponentially. Consumer In conventional powertrains, innovative domain experts, assessment of accidents focus is growing on quality of life, com- materials and combustion processes will or compliances by governmental and fort and convenience. boost powertrain energy density and insurance agencies. It will become more weight reduction. This aids aerodynamic important to leverage the communication designs, and enhances safety for occu- speeds and data channels, and integrate pants and pedestrians. Hence, focus on them with vehicle architectures that will smaller vehicles would grow resulting in boost diagnostics. reduced parking and infrastructure issues. Eventually, it is prudent to revisit and develop the powertrain ecosystem rather than an isolated vehicle system. RADICAL CHANGE This core of mobility can be the biggest game changer globally, if conglomerated The flexibility in catering and modulating holistically. powertrain demand in conventional or other vehicles will be the largest radi- cal change possi- ble. If a consumer can, by the push of a button, borrow torque or power Read this article on from another willing www.autotechreview.com

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