Ssangyong Tivoli Mahindra & Mahindra Aims to Make European Inroads

MOBILITY

ENGINEERINGTM AUTOMOTIVE, AEROSPACE, OFF-HIGHWAY

A quarterly publication of and

SsangYong Tivoli Mahindra & Mahindra aims to make European inroads

Uncertainty quantification Future Indian aviation A must for next-generation Traffic growth and improved simulation tools infrastructure to raise perceptions

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molex.com/hsautoin CONTENTS Features

43 Uncertainty quantification 49 Driving EVs toward lower cost SIMULATION AUTOMOTIVE ELECTRIFICATION The technique is a must for next-generation simulation tools. The race is on to reduce battery and electric-drive systems cost while improving efficiency. 45 Oil-pump sizing AUTOMOTIVE POWERTRAIN 52 Powering on AEROSPACE PROPULSION Researchers from Hinduja Tech investigate options for Rolls-Royce’s Chief Engineer discusses new technologies low friction and power consumption. that inspire current R&D design and evaluation work as part of its strategic roadmap for future big commercial programs. 47 The future of Indian commercial 55 HMIs extend beyond the cab aviation AEROSPACE INFRASTRUCTURE OFF-HIGHWAY OPERATOR INTERFACE The growth in traffic that airport modernization has supported has also made a significant contribution to the Telematic functions are being integrated into local and national economies, while the improved multi-function user interfaces. infrastructure has been positive for the perception of India in the global market.

Cover With the engineering and financial backing of Mahindra & Mahindra, the South Korean-built SsangYong Tivoli is set on making meaningful inroads into the challenging European market.

MOBILITY ENGINEERING DECEMBER 2015 1 CONTENTS Departments

4 Editorial 31 Deutz-Fahr tractor debuts industry-first Hella LED light package OFF-HIGHWAY BODY 6 Focus 32 Hyundai enhances NVH with 2016 Tucson’s re- 8 SAEINDIA News engineered suspension AUTOMOTIVE CHASSIS 22 Industry News 35 NASA pursues coatings that reduce bug debris to improve aerodynamics AEROSPACE MATERIALS 24 Technology Report 35 TRB turns composites focus to aerospace sector 24 Tenneco unveils emission-control solutions for Euro 6c AEROSPACE MATERIALS | MANUFACTURING AUTOMOTIVE POWERTRAIN 36 Advanced simulation aids heavy-truck aerodynamics 25 FPT plans engines for complex market OFF-HIGHWAY OFF-HIGHWAY SIMULATION POWERTRAIN 38 LiuGong builds commitment to R&D into new China hub 26 New pulse lines for LEAP engine production OFF-HIGHWAY TESTING AEROSPACE PROPULSION | MANUFACTURING 39 Dassault Systèmes on everyone’s side with 3D 27 Webasto engine-off cooling keeps off-highway visualization for cabin design AEROSPACE SIMULATION cabins comfortable OFF-HIGHWAY INTERIORS 40 Millbrook’s latest sound advice to the auto industry 27 Case shifts to enhanced communications, LEDs AUTOMOTIVE TESTING OFF-HIGHWAY ELECTRONICS 41 Comau enters the small-robot segment with Racer3 28 Signal compression technology enables E-Fan’s AUTOMOTIVE MANUFACTURING flight, potential enhanced ‘black box’ possibilities 42 First Airbus A350-1000 wing goes into production in AEROSPACE ELECTRONICS North Wales AEROSPACE MANUFACTURING 29 Delphi says 48-volt mild-hybrid systems could offer 58 Global Vehicles 15% CO2 reductions AUTOMOTIVE ELECTRONICS 30 Functional safety and info security – no two ways 58 SsangYong takes on European challenge with Tivoli about that ELECTRONICS 59 Cat pipelayers offer power and comfort to operators 61 HondaJet goes on show 61 Honda shows radical Project 2&4 62 Komatsu America adds to intelligent machine lineup 63 Companies Mentioned, Ad Index 64 Q&A ThyssenKrupp’s Timo Faath discusses the InCar plus program and steel innovations

No part of this publication and/or website may be reproduced, stored in a retrieval system or transmitted in any form without prior written permission of the Publisher. Permission is only deemed valid if approval is in writing. SAEINDIA and SAE International buys all rights to contributions, text and images, unless previously agreed to in writing.In case of Address/addressee not found return to SAE INDIA, No 1/17Ceebros Arcade, 3rd Cross, Kasturba Nagar, Chennai -600 020. Telefax: 91-44-2441-1904, Phone: 91-44-4215 2280.

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THE ENGINEER’S CHOICE™ EDITORIAL

EDITORIAL Kevin Jost Editorial Director [email protected] Asit K. Barma SAE India Editor C. V. Raman ED, MSIL [email protected] Connecting in Frankfurt Arun Jaura VP, SAEINDIA [email protected] Last month saw the biennial IAA (Frankfurt The Connected Enhanced Cruise Control test Bala Bharadvaj Motor Show) rise to new heights with 219 vehicle combines the accuracy of road maps MD, Boeing R & T [email protected] world premieres and 1103 exhibitors from 39 from Here and vehicle sensor data on such things Mathew Abraham countries. Check out our extensive coverage at as lane-keeping, routing, curve radius, road slope, Sr. GM, Mahindra [email protected] http://bit.ly/1NFiKQ9. A significant show within and traffic congestion. If effectively enables the Dr. Venkat Srinivas the show addressed the megatrend of connec- vehicle to “see” around corners. Aggregation and Vice President & Head - Engineering & Product tivity with the theme “Mobility Connects.” The analysis of the data provided from various Development, Mahindra & Mahindra Truck and Bus Division dedicated exhibit called New Mobility World sources is performed by a scalable backend plat- [email protected] held over 180 exhibitors and 46 production form created in cooperation with IBM. Jean L. Broge Managing Editor and prototype cars. The new ZF/TRW combination exhibited its [email protected] The connected car is becoming a prime first joint development effort in the all-electric Lindsay Brooke Senior Editor mobile communication platform with rapidly and connected ZF Advanced Urban Vehicle, [email protected] evolving business models and opportunities. which has semi-automated functions intended to Ryan Gehm Associate Editor According to the VDA, the German auto indus- enhance comfort/convenience, safety, and effi- [email protected] Zach Nocera try association, one quarter of all new cars have ciency. Its PreVision Cloud Assist function, like Editorial Assistant an Internet connection, and two years from now, the other two companies’ offerings, provides Patrick Ponticel Membership Editor the figure will be 80%. The German automotive Internet connectivity to aid maximum range and [email protected] industry alone will invest €16-18 billion over the driving safety by storing data in the cloud on Lisa Arrigo Custom Electronic next 3-4 years in connected and automated vehicle position, current speed, and lateral and Products Editor [email protected] driving R&D. longitudinal acceleration. If the driver follows the The large German suppliers, Bosch, same route again, the assistance function can Contributors Kami Buchholz Continental, and ZF, among others demon- throttle back torque early on before entering the Detroit Editor strated how connectivity and automation can bend without mechanical braking. All of which Stuart Birch European Editor vastly improve road safety and passenger con- not only protects the vehicle’s battery and brak- Jack Yamaguchi venience in the future. Asian Editor ing system, but also provides greater safety par- Bosch exhibited connected car technology ticularly on blind corners. Steven Ashley Dan Carney that can see ahead—further than any sensor, These three highlights were only a tip of the Terry Costlow Richard Gardner and with much more up-to-date information iceberg of connected vehicle technology from Jenny Hessler John Kendall than any map—to navigate around traffic jams, Frankfurt—and for good reason. The connected Bruce Morey Jennifer Shuttleworth accidents, and construction zones. The com- car market, just for services, is predicted to be Linda Trego Paul Weissler pany says its electronic horizon technology will worth $40 billion by 2020, according to new make automated driving safer and hybrid vehi- market research from ReportsnReports.com DESIGN cles will know when to convert braking energy titled Connected Car Ecosystem: 2015 – 2030— Lois Erlacher Creative Director into electricity to extend their range. The tech- Opportunities, Challenges, Strategies & Ray Carlson nology can also regulate particulate filter regen- Forecasts. The growing proliferation of embed- Associate Art Director eration based on route data. The electronic ded in-vehicle connectivity and smartphone SALES & horizon’s navigation software will know that an integration platforms has made connected cars MARKETING urban area is approaching and could charge its one of the fastest growing segments of the K. Shriramchandran battery in preparation to pass through a Internet of Things market, according to SAE India No.1/17, Ceebros Arcade full-electric, zero-emissions zone. researchers. Keen to establish recurring after- 3rd Cross Kasturba Nagar Chennai Continental showed a test vehicle with adap- sale revenue streams, all major automotive India 600 020 tive cruise control combined with elements of its OEMs and their supplier partners are investing (T)91-44-42152280 (E) [email protected] similarly themed dynamic eHorizon technology. in connected-car programs. Marcie L. Hineman Global Field Sales Manager +1.724.772.4074 [email protected]

4 DECEMBER 2015 MOBILITY ENGINEERING ME Altair Ad 1215.qxp_Mobility FP 10/26/15 5:14 PM Page 1 SAEINDIA BOARD OF DIRECTORS

FOCUS Dr. Aravind S. Bharadwaj President Mr. Shrikant R. Marathe Immediate Past President Dr. R.K. Malhotra An action-packed quarter Sr. Vice President & Chairman, At the outset, it gives me immense pleasure to announced in his valedictory address that the Finance Board Dr. Bala Bharadvaj share with you that our illustrious past second edition of ITEC INDIA would be held in Vice President & Chairman, President, Dr. Pawan Goenka, has been recog- Pune in collaboration with ARAI in 2017. Aerospace Board nized by FISITA, the International Federation of In July we had the first webinar program on Dr. K.C. Vora Vice President & Chairman, Automotive Engineering Societies, for the most Vehicle Dynamics by Dr. Thomas Gillespie, an Sections Board coveted and prestigious Medal of Honour. The internationally renowned expert on the subject. Mr. I.V. Rao fact that he is the first Indian and one of the This was held at Amrita University Coimbatore Chairman, Meetings & Expo Board very few Asians to be chosen for the award and was webcasted live in six different loca- Dr. Venkat Srinivas Secretary & Vice Chairman, distinguishes him as an acknowledged leader tions in the country and was attended by over Development Board of the automotive industry in the global arena. 44 faculty advisors and 450+ students. The Mr. C.V. Raman Dr. Goenka will be conferred with this award in participants had live interactions with Gillespie, Vice Chairman, Sections Board Dr. Arun Jaura the FISITA World Congress in Korea in 2016. making the program a huge success. Chairman, Automotive Board In the last week of July, Dr. Richard Greaves, Mr. Prakash Sardesai President of SAE International, visited India Chairman, PDP Board and attended a unique program on “Engineer Mr. Sanjay Deshpande Chairman, Membership Board an Entrepreneur” conducted by SAEINDIA Mr. Asit K. Barma Southern Section, and interacted with industry Chairman, Publications Board leaders in the Blue Ribbon CEO Conclave held Mr. Nitin Agarwal in Chennai on “Deployment of EV opportuni- Chairman, Off-Highway Board Dr. S. Thrumalini ties.” This was followed by a one-day confer- Chairman, Engineering Education Board ence in Bangalore on “Make in India: Mr. B. Bhanot Transformational Driver for Aerospace and Chairman, Development Board Defence Industries,” which was attended by Mr. P.K. Banerjee Jt. Secretary, Vice Chairman, policy makers from the government, industry Engineering Education Board leaders from aerospace domain, and scientists Dr. Arunkumar Sampath from defence laboratories and departments. Treasurer, Vice Chairman, Dr. Greaves visited Pune and attended a pro- Meetings & Expo Board Mr. M. Kannan gram under the off-highway vertical followed by Vice Chairman, PDP Board a leadership enclave networking with the indus- Mr. Arun Sivasubrahmaniyan try leaders. It was also a joyous occasion when Jt. Treasurer & Vice Chairman, Publications Board Greaves inaugurated the new office of SAEINDIA Western Section in the industrial belt of Pune, Representing endearing SAEINDIA closer to the mobility com- SAE International munity. He also took part in the SAE Foundation Dr. David. L. Schutt Awards ceremony in Delhi and announced an Chief Executive Officer Mr. Murli M. Iyer Dr. Aravind Bharadwaj endowment of $10,000. The interest from the Executive Advisor-Global Affairs President, SAEINDIA proceeds will be used to recognize and reward Office of the Chief Executive Officer the best contribution in the aerospace domain. Presented by SAEINDIA It has been an action-packed and event- On behalf of SAEINDIA, I would like to take this Media, Communications and ful quarter between July and September for opportunity to thank Dr. Greaves for this gener- Publications Committee SAEINDIA as events and activities took ous donation to SAEINDIA Foundation. Mr. Asit K. Barma place in such quick succession with In continuation to the First Policy Chairman Mr. Arun Sivasubrahmaniyan high-voltage publicity. Deployment Meeting held at Lavasa, Pune, Vice Chairman ITEC INDIA 2015, organised for the first last year, the second edition was successfully Mr. Rajesh Kumar time in India in collaboration with IEEE-IAS, held at Damdama Lake near Gurgaon on 12th Vice Chairman Dr. Ramesh was a remarkable success. Honourable Minister and 13th September 2015. An action plan for Member for Department of Heavy Industry and Public taking SAEINDIA to the next growth trajec- Dr. Saravanen Enterprises, Shri. Anant Geete, inaugurated the tory was finalized and a task force has been Member Prof. J.M. Mallikarjuna event and flagged off the electric car rally. He formed for the short-listed priorities to Member also dedicated the Lithium Project for corpo- ensure execution in a time bound manner. Dr. S.S. Thipse Member rate city mobility in the form of electric cars. The highlight of the Annual General Body Prof. Sudhir Gupte He launched Virtual Electra, a design and Meeting held in September was the lively Member development competition for engineering stu- interactions with the energetic audience. The Mr. Anupam Dave Member dents, signifying the intent of the government fact that there was a large number of mem- Mr. Vasanth Kini and industry to usher in electric mobility in the bers participating in this meeting for the first Member country. As a fitting finale, Mr. Rajan Wadhera, time bodes well for the future of our society Prof. Ravishankar Member President and Chief Executive, Truck & since active members/volunteers are the key Mr. Deepak Panda Powertrain, Head - Mahindra Research Valley, for SAEINDIA to meet our growth objectives. Member

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SUPRA SAEINDIA 2015 held in Chennai

Key stakeholders kick off the endurance test.

SUPRA SAEINDIA 2015 Winners RANK TEAM NAME COLLEGE NAME Teams line up for the endurance test OVERALL event at SUPRA SAEINDIA 2015. 1 INVINCIBLES KRISHNA INSTITUTE OF ENGINEERING & TECH. 2 TEAM HAYA PES INSTITUTE OF TECH. 3 HERMES RACING KIIT UNIVERSITY SUPRA SAEINDIA 2015 was an exciting BEST PIT AWARD design competition conceived to instill 1 HERMES RACING KIIT UNIVERSITY and harness talent, honing the skills of BEST GIRL PARTICIPATION AWARD engineering students from all over 1 UNNATHI B PAI THE NATIONAL INSTITUTE OF ENGINEERING India. Students from various colleges (FORCE IKSHVAKU) form teams and create a virtual design, BEST TEAM AWARD WITH GIRL PARTICIPATION build a prototype, and test their own 1 TEAM ARYANS GOVERNMENT COLLEGE OF ENGINEERING Formula-type racecar. The project fuels INNOVATION the exuberance of the youth by provid- 1 TEAM ROAD RUNNER NIT ROURKELA ing teams a platform to test their met- GO GREEN 1 TEAM HAYA PES INSTITUTE OF TECH. tle, giving them pragmatic exposure to FUEL ECONOMY real-world challenges faced in industry. 1 HERMES RACING KIIT UNIVERSITY The event happened from 16th to 19th, CAE AWARD July 2015, at MMRT (Madras Motor 1 VAMOS AUTOCROSS SINHGAD ACADEMY OF ENGINEERING Race Track) in Chennai. 2 TEAM PVPIT PADMABHOOSHAN VASANTDADA PATIL INST. OF TECH. The challenge for the participating COST AWARD engineering students is to constantly 1 GS RACERS S.G.S.I.T.S INDORE innovate and bring about changes for 2 FORCE IKSHVAKU THE NATIONAL INSTITUTE OF ENGINEERING reduction in weight, fuel economy, and PRESENTATION AWARD increased transmission efficiency. The 1 INVINCIBLES KRISHNA INSTITUTE OF ENGINEERING & TECH. 2 VELOCE 4.0 VISHWAKARMA INSTITUTE OF TECHNOLOGY students are guided and mentored by ENGG. DESIGN AWARD industry professionals and faculty advis- 1 TEAM OCTANE RACING COLLEGE OF ENGINEERING PUNE ers who are imparted training and guid- 2 TEAM PVPIT PADMABHOOSHAN VASANTDADA PATIL INST. OF TECH. ance by technical experts of SAEINDIA. ACCELERATION AWARD The 4th edition of SUPRA SAEINDIA 1 VELOCE 4.0 VISHWAKARMA INSTITUTE OF TECHNOLOGY was inaugurated at the hands of Mr. 2 VAMOS AUTOCROSS SINHGAD ACADEMY OF ENGINEERING Subu D. Subramanian, MD and CEO, SKID PAD Hinduja Tech Limited on 16th July 2015 1 INVINCIBLES KRISHNA INSTITUTE OF ENGINEERING & TECH. at MMRT. 2200 engineering students in 2 VELOCE 4.0 VISHWAKARMA INSTITUTE OF TECHNOLOGY AUTO CROSS 110 teams competed to design a 1 TEAM HAYA PES INSTITUTE OF TECH. Formula prototype car. Nearly 100 2 INVINCIBLES KRISHNA INSTITUTE OF ENGINEERING & TECH. judges from mobility industries as well ENDURANCE as motorsports came to judge the talent 1 INVINCIBLES KRISHNA INSTITUTE OF ENGINEERING & TECH. of the SUPRA participants. 2 HERMES RACING KIIT UNIVERSITY

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Team Invincibles won overall first place at SUPRA SAEINDIA 2015. The organizing team for SUPRA SAEINDIA 2015.

Speaking on the occasion, Mr. Chief Guest of the Valedictory Function. amount of hands-on experience. Being Prashant K. Banerjee, Convener, SUPRA Ms. Rashmi Urdhwareshe, Director, ARAI; the market leader, Maruti Suzuki has SAEINDIA 2015 and Head of Dr. Aravind S. Bharadwaj, President, always paid extra attention to engineering Homologation and Product Evaluation, SAEINDIA and Senior Vice President, and we will continue with our initiatives to Tata Motors Ltd., said, “It gives us great Advanced Technology and Services, provide students the right kind of expo- satisfaction to see that over the years Automotive & Farm Equipment Sectors, sure to further polish their engineering teams are maturing, which is now show- Mahindra & Mahindra Ltd.; Mr. Prashant K. skills. I believe that there is an abundance ing in some of the very impressive pro- Banerjee, Convener, SUPRA SAEINDIA of talent pool in our country so I hope to totypes that they have brought here. 2015 and Head, Homologation and see more students participating and gain- We hope this event will continue to Product Evaluation, Tata Motors Ltd.; Mr. ing as much experience as possible from enable these bright, young engineers to Sirish Vissa, Technical Committee Chair, these events to develop their abilities discover their passion for automotive SUPRA SAEINDIA 2015 and Head of from the opportunities that lie ahead.” engineering and motivate them to Volkswagen Motorsport India; and other Maruti Suzuki India Limited is and choose it as their career.” office bearers and members of SAEINDIA has been the Title Sponsor of the event About 91 teams registered on the were present on the occasion. right from the first edition. Other spon- first day and underwent static tests and Mr. C. V. Raman said, “We had first col- sors include BPCL, who have offered to dynamic tests. Finally only nine teams laborated with SUPRA SAEINDIA in 2011 exhibit these vehicles at their network qualified for the endurance test. for this competition to encourage bud- across the country, Altair, ANSYS, ARAI, The Event came to an exciting close on ding talent in motorsports and engineer- Bosch, Continental, Viper Hobbies, 19th July afternoon. Mr. C. V. Raman, ing. To conceptualize, design, fabricate Roots, and Canara Bank. Executive Director, Engineering Research, and run a Formula prototype car from Mr. Bibhu Kumar, Officer, CDS EVENTS, Maruti Suzuki India Limited, was the start to finish provides an immense SAEINDIA

Gillespie gives international seminar on vehicle dynamics The members of the Engineering Education Board (EEB) Prof. P.B. Joshi, Prof. Kannan Rajendran, and Prof. Leenus were the coordinators at Pune, Dindugal, and Chennai and the Division chairman of Hyderabad Dr. G. Padmanabham along with Dr. Gururaj. T supported the initiative at Hyderabad. The EEB contacted KIIT for hosting it at Bhubhaneswar with Prof. Isham coordinating the program. The live streaming was done by using A-view, a software developed by Amrita and used extensively by IIT Bombay for their E-learning and MOOC Participants at SRM, Chennai—coordinated by EEB member initiatives, and technical support was rendered by the e-learn- Prof. Leenus and supported by Prof. Bhaskar Sethupathi. ing initiatives team from Amritapuri and Coimbatore. About 450 students and faculty members attended the program. The first international seminar on vehicle dynamics by Dr. The event was inaugurated by Dr. Aravind Bharadwaj, President Thomas Gillespie was held July 9th to 11th, 2015. The event was of SAEINDIA, through Skype and was streamed live to all the six held for the faculty advisors at Amrita University, Coimbatore locations. Gillespie answered questions live from the various loca- and was transmitted live to six locations for students, including tions. The feedback from this program was very encouraging and PSNA (Dindigul), SRM (Chennai), PES (Bangalore), MVSR EEB will be planning further programs with domain experts. (Hyderabad), MIT (Pune), and KIIT (Bhubhaneswar). Dr. S. Thirumalini, Chair, EEB SAEINDIA

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India holds first International Transportation Electrification Conference

Dr. Aravind S. Bharadwaj, President, SAEINDIA, addresses Lighting up the ceremony by Chief Guest Shri. Anant Geete. iTEC INDIA 2015. iTEC INDIA 2015, the country’s first the Department of Heavy Industry, trained and certified drivers and sup- International Transportation Government of India under Faster ported by qualified professionals, work- Electrification Conference, was inaugu- Adoption and Manufacturing of Hybrid ing in the backend. A display of the rated by Shri. Anant Geete, Honorable and Electric Vehicles (FAME) scheme, a latest electric vehicles was showcased Minister of Heavy Industries & Public part of the National Electric Mobility during iTEC INDIA 2015, highlighting Enterprises, Government of India, on Mission Plan (NEMMP) 2020, the Nissan Leaf, Mahindra Reva e2o, August 27, 2015. The three-day (August Confederation of Indian Industries etc. among others. 27-29, 2015) conference held at Le (CII), Society of Manufacturers of “The Government of India had formu- Royal Meridien (Chennai) was jointly Electric Vehicles (SMEV), Society of lated the FAME – India scheme and allo- organised by SAEINDIA and the Indian Automobile Manufacturers cated Rs. 795 Crores for the years 2015 Institute of Electrical and Electronics (SIAM), Automotive Component – 2017. This scheme will focus on four Engineers (IEEE) Industry Applications Manufacturers Association (ACMA), areas namely, technology development, Society (IAS). The main focus of the and SAE International. demand creation, pilot projects and conference was “Electrified Mobility Shri. Anant Geete said, “The growth finally charging infrastructure,” Shri. through Holistic Ecosystem Solutions.” and adoption of hybrid electric vehicles Ambuj Sharma said. Shri. Ambuj Sharma, Patron of the will be a major component of the gov- Speaking at the kick-off event, Dr. Steering Committee for iTEC INDIA 2015 ernment’s FAME India scheme. These Aravind S. Bharadwaj said, “The and Additional Secretary, Department vehicles will reduce CO2 emissions and Government of India has set the chal- of Heavy Industries, Government of fuel consumption, in turn positively lenging goal of achieving 6-7 million India; Dr. Aravind S. Bharadwaj, impacting the foreign exchange situa- sales of hybrid and electric vehicles year President, SAEINDIA and Senior Vice tion in the country, since 90% of our on year from 2020 onwards. While mon- President, Advanced Technology and crude oil is imported. India is unique etary incentives and investments are Services, Automotive & Farm and there are huge cost and environ- important to realize this ambition, tech- Equipment Sectors, Mahindra & mental challenges. Solutions which nology innovation and advancements are Mahindra Ltd.; Dr. David Schutt, CEO, work abroad, may not work as is in even more crucial at this stage to shape SAE International; Dr. Tomy Sebastian, India. iTEC INDIA 2015 provided the the growth trajectory of Electro Mobility President Elect, IEEE IAS and Director of opportunity to deliberate on these tech- adoption in the country.” Motor Drive Systems, Halla nical challenges and come up with solu- In his speech, Dr. David Schutt com- Mechatronics; and Mr. N. tions required for India’s future.” plimented SAEINDIA for organizing the Balasubramanian, Chairman, Organizing iTEC INDIA 2015 also saw the launch First International Transportation Committee for iTEC INDIA 2015 and of the “Lithium” Project. Lithium is the Electrification Conference in India with Deputy Vice President, Product world’s first service provider with a IEEE IAS and assured the support of SAE Engineering, Renault Nissan Technology 100% zero emission electric car fleet for International in carrying out such trend- & Business Centre India; and other corporate transport. Lithium provides setting programs as Electric Mobility, members of iTEC INDIA 2015 commit- an integrated transport management which is going to occupy a significant tees were present on the occasion. system for corporations including a place in mass mobility in the future. iTEC INDIA 2015 was supported by fleet of connected cars manned by Dr. Tomy Sebastian said, “Cooperation

12 DECEMBER 2015 MOBILITY ENGINEERING ME Hindustan Ad 1215.qxp_Mobility FP 10/26/15 4:59 PM Page 1 SAEINDIA News

Dr. Mahesh Krishnamurthy, Illinois Panel Discussion L to R: Mr. Deepangshu Sarmah; Mrs. Hemalatha Annamalai; Mr. Institute of Technology, delivers the Asit K. Barma; Mr. Basavaraj Garadi; and Dr. Chalasani Rao. keynote address. of SAE whose focus is on mobility sys- were presented at the conference by par- Autotech Review, Lohia Auto Industries, tems and IEEE which is the largest pro- ticipants from seven countries. Mahindra Reva Electric Vehicles Pvt. fessional association for the advancement The conference covered topics Ltd, TVS Motor Company, St. Peter’s of technology focused on electrical and including power electronics and electric University, and Satyam Venture electronic technologies is probably the motor drives, electric machines, sensors Engineering Services Pvt. Ltd. most efficient way to address the techni- and actuators, battery and battery man- The conference also featured a cal challenges associated with the inte- agement systems, electric, hybrid elec- young professional program where stu- gration of electrical technologies into tric, and plug-in-hybrid vehicles, electric dents and young professionals got an automotive systems.” vehicle system architectures, smart grid, opportunity to discuss issues and Mr. N. Balasubramanian said, electrical infrastructure and V2G, auton- opportunities with industry and aca- “Individual mobility of the future will be omous vehicles, V2V communication demic leaders and entrepreneurs, mod- greener, intelligent and partnership ori- and ICT, fuel cell applications in trans- erated by Prof. Akshay Rathore. ented. India has opportunities both as a portation, and electrical systems and Dr. Rajan Wadhera, Chief Executive manufacturer as well as an early adopter components for sea, undersea, air, rail and President of Truck & Power Train of hybrid and electric technology. iTEC and space vehicles. Division, and Head of Mahindra Research INDIA 2015 is being organized to encour- The three-day conference featured an Valley at Mahindra & Mahindra Ltd., was age sharing of knowledge, best practices exceptional line-up of speakers including the Chief Guest of the valedictory func- and case studies, both technological and Dr. Mahesh, Illinois Institute of tion and stated that the iTEC India 2015 organizational, to propel India’s fledgling Technology; Mr. Patric Mccarren, ED, Conference also offered an excellent Electro Mobility Industry.” IEEE IAS, USA; Mr. Michael Poznanski, platform for exhibitors to showcase their Balasubramanian expressed his grati- CTO, Volkswagen India; Mr. Naritomo products, technologies, and services to tude to Ministry of Heavy Industries, Higuchi, Honda R&D, Japan; Mr. Brian the important players of the mobility government of India, for having sup- McMurray, Director, General Motors; R.K. industry. It also provided OEMs and supported in conceptualizing this first of its Shenoy, Sr. VP, Robert Bosch; Mr. Stevan pliers a perfect venue to display and kind conference in India. He also Dom, Manager, Siemens; Mr. Wensi Jin, demo the advanced technologies in their thanked the delegates and the partici- MathWorks; Mr. Mahesh Babu, COO, vehicles so the tech-savvy audience pating companies for coming together Mahindra e2o; Mr. I.V. Rao, Executive could touch, feel, and live the experience. for the conference. advisor, MSIL; Dr. Chalasani Rao, Director The conference has channelized innova- The conference addressed technical (Ret.) General Motors; and Mrs. Rashmi tive minds from the global automotive interests related to the electrification in Urdhwareshe, Director, ARAI. community to congregate and exchange the transportation sectors including but The event was sponsored by the ideas. Going forward, innovative design not limited to, electric hybrid vehicles, Department of Heavy Industries, Bosch, concepts will lead the way toward sus- plug-in-hybrid vehicles, aeronautical, rail- Maruti Suzuki India Ltd (MSIL), Siemens, tainable, safe, and connected vehicles, in road and off-road vehicles. iTEC INDIA Automotive Research Association of line with ever-changing customer 2015 also had an array of papers across India (ARAI), Ansys, Altair, Continental demands and loyalty. different topics. In addition, the event was Automotive Components India Limited, Wadhera also announced that the 2nd comprised of panel discussions, short and MathWorks. The various exhibitors iTEC INDIA will be organized in August courses and tutorials, presentations, who exhibited the event are Comsol 2017 at ARAI Campus in PUNE, India. exhibits, electric vehicle displays, and ride Multiphysics Pvt. Ltd, Automotive Test Mr. R. Srinivasa Raghavan, Dy.Manager - and drives. About 80 technical papers Systems (ATS), Autocar Professional, Projects, SAEINDIA

14 DECEMBER 2015 MOBILITY ENGINEERING SAEINDIA News

ELECTRA event focuses on electric vehicle technology

Team Taiyo Zen from Hindustan University, Chennai won first place at Virtual ELECTRA. Judges and organizing team of ELECTRA SAEINDIA.

SAEINDIA is pleased to announce that the society is taking up a new initiative to promote technologies that support eco-friendly vehicles in India. ELECTRA SAEINDIA will focus on electric vehicle technology exploration and evaluation for students of the engineering institutes all over India. This event provides a real world engineering challenge for SAEINDIA student members that reflects the steps involved in the entire process including design and engineering, production, marketing, and endurance testing of an electric vehicle. The Virtual ELECTRA - a first edition for ELECTRA SAEINDIA took place on 28th of August 2015 at Le Royal Meridien, Chennai. The Rule Book of ELECTRA SAEINDIA was launched Team Drag Demons from Sri Krishna College of Engineering Technology, Coimbatore took second place. by the Honorable Minister of Heavy Industries Shri. Anant Geete. According to Dr. S. Thirumalini, Chair, Engineering Education Board, SAEINDIA, the ELECTRA SAEINDIA compe- unique and solutions need to be innovative. tition is a great idea to entice students to work in emerging 14 teams registered and 9 participated in the Virtual ELECTRA technologies since India has a mission plan to promote the event with Team Taiyo Zen from Hindustan University, Chennai manufacture and usage of electric vehicles. Participating stu- taking first place. Team Drag Demons from Sri Krishna College of dents will have the ability to think ahead in terms of the Engineering Technology, Coimbatore took second place. requirements for an EV ecosystem since the requirements are Mr. Bibhu Kumar, Officer-CDS Events, SAEINDIA

Kamalakkannan wins Ralph Teetor Award

Mr. K. Kamalakkannan, Associate Dronocharya’ and Best Faculty SAEINDIA, supported by John Deere, Professor and HOD, Department Advisor (2011) by SAEINDIA Pune for 15 Days. of Automobile Engineering, has Southern Section. He has obtained his UG degree in been working at Hindustan He was instrumental in Automobile Engineering from University for nearly a decade. obtaining the prestigious Bharathiar University, Coimbatore and As a faculty member, he is a AICTE -RPS(C) titled “Design & PG degree in Engineering Design from backbone of India’s first UG syl- Development of Three Anna University, Chennai. labi in Automobile Engineering Wheeler for Physically His research work involves Semi- specialization with Motorsports Challenged” and acted as its active Suspension System for All terrain Engineering. He is a faculty ad- Dr. K. principal investigator. Vehicles and he has published in four visor for Baja, International Baja, Kamalakkannan. He was one of the members international journals and three interna- and FSAE in his institution. His selected for attending Faculty tional conferences. ability to impact students has awarded Induction Education Program (FINE) He is also an active member of him to obtain from Indian Baja 2012 ‘The organized by the Off-Highway Board of SAEINDIA Southern Section.

MOBILITY ENGINEERING DECEMBER 2015 15 SAEINDIA News

Blue Ribbon CEO Conclave focuses on electric vehicle deployment

Discussion by Mr. Karthick, Ashok Leyland; Ms. Farhana, Vodafone; Lighting the function by Dr. Richard Greaves. Mr. Mahesh Babu, Mahindra Reva; Dr. Aravind S. Bharadwaj, M & M.

and vendor partners were present to show their continued support to SAEINDIA and share their thoughts and experiences about “Deploying EVs: Innovative Opportunities For Indian Automotive Industry.” The entire discussion was not limited to, but covered four major aspects: innovations in the e-mobility architecture for India, development of e-vehicle, development of talent base, and infrastructure and supply chain for e-mobility. M/s ALTAIR Engineering Private Mr. G. Vijayan; Mr. Pawan Kumar; Mr. J.K. Krishnamurthy; Dr. R. Mahadevan; Mr. Murli Limited sponsored the entire event. The Iyer; Dr. Richard Greaves; and Dr. Aravind S. Bharadwaj. Conclave began with auspicious lamp lighting by Dr. Richard Greaves followed In India, the penetration of Electric and OEMs, however, the scenario of roads by the opening address by Dr. Aravind Vehicles (EVs) in urban areas depends filled with electrically operated cars still Bharadwaj, President, SAEINDIA. on the acquisition and ownership costs seems distant. According to the 2015 The interesting presentations provoked as well as quality of and accessibility to Global Automotive Executive Survey, by interaction and constructive suggestions charging infrastructure. The government 2020 less than one in 20 vehicles is on how we should hasten in creation of should work toward developing an envi- expected to be equipped with electrified supporting infrastructure and encourage ronment that encourages the private powertrains, which may be dominated by mass mobility by public transportation sector to create charging infrastructure full or partial hybrids. The plug-in hybrid such as electric/hybrid buses. Battery in the country. Another important focus and battery EVs are expected to capture a management and fuel cells will have to to boost the EV market should be on smaller portion of the pie, followed by fuel become user friendly and the state gov- batteries that typically constitute up to cell electric cars that have the least share. ernments should play a proactive role by half of the vehicle cost and weight. The By 2020, only 0.01% of cars are expected introducing tax incentives to make acqui- government should support research to be equipped with fuel cells i.e. about sition attractive for the next generation. activities to develop innovative and low- 16,000 units per annum. Malls, cinemas, and public places cost batteries, recycling and reuse of With this backdrop, the Automotive should create charging facilities and batteries, etc. For example, the NEMMP Board of SAEINDIA conducted the sec- overnight charging should make the 2020 (National Electric Mobility Mission ond edition of Blue Ribbon CEO Conclave vehicle mobile during the day. In the Plan) focuses on battery cells and in Chennai on July 27th at ITC Grand estimated six to seven million electric/ Battery Management System (BMS) Chola, Chennai during the visit of Dr. hybrid vehicles on the road by 2020, 60 technology as a priority. Richard Greaves, President of SAE to 70% would be two-wheelers and if Hence, a lot needs to be done by both International. Mr. Murli Iyer, Executive achieved, it could be a game changer in the government and OEMs to revive and Global Advisor, SAE International, accom- the automobile scenario. rebuild the Indian EV industry. EVs have panied the president. At this Conclave, 20 Mr. D. Seshadiri., Sr. Dy.Director-Marketing, been on the global radar of governments CEOs and heads of business from OEMs SAEINDIA

16 DECEMBER 2015 MOBILITY ENGINEERING SAEINDIA News

SAENIS Efficycle focused on lightweight technologies

Participants at the registration desk for Inauguration of SAENIS Efficycle 2015. SAENIS Efficycle 2015. Teams presenting at SAENIS Efficycle 2015.

The 6th edition of SAEINDIA Northern to the participants. Judges were briefed Section (SAENIS) Efficycle 2015 event about the rulebook criteria, evaluation was organized as “Efficycle - parameters, etc. Lightweight Season” with the theme On the second day of the first round, “Using lightweight technologies to the participants were briefed and the make lighter, durable, and highly effi- presentations were made as per the cient cycles but without compromising schedule. After all the presentations, the safety.” The event was conducted in two valedictory session was organized. The locations: Ghaziabad for the first round judges’ efforts were recognized by the and Indore for the second. organizing committee and Shri. U.D. The first round of SAENIS Efficycle Bhangale presented the “Certificate of 2015 event was conducted at KIET, Appreciation” and mementos to all the Bird’s eye view of the valedictory function at SAENIS Efficycle 2015. Ghaziabad from 4th to 5th July 2015. 59 judges on behalf of SAENIS and the teams participated and there were five whole organizing committee. The event judging panels of four judges each from concluded with the vote of thanks by automotive industry. Mr. K.S. Jairaj and companies including MSIL, ICAT, ABB Convener Shri. U.D. Bhangale. Mr. S. Saifee enlightened the partici- Electric, Lumax, NSCT, SPX ClydeUnion The second round of SAENIS pants with their motivational talks. The Pumps, IOCL etc. Efficycle 2015 event was conducted at event proceeded with the students Shri. Atul Garg, Management Trustee, CDGI, Indore from 11th to 12th July, briefing and judges briefing by the KIET; Dr. S.P. Mishra, VC-Dev, Sanskriti 2015. 84 teams participated and there Technical Committee and M/s Siemens University and Advisor, Krishna Group; were six judging panels of three judges conducted a separate session. The stu- Shri. U.D. Bhangale, Sr. GM, ICAT and each from companies namely MSIL, dents were then informed about the Convener Efficycle 2015; Dr. Reji Matahi, ICAT, Lumax, IOCL, John Deere, Volvo CAD/CAE practices. Chief Research Manager, IOCL and Eicher Commercial Vehicles, Mahindra On day two of the second round, the Co-convener, Efficycle 2015; and Dr. 2 Wheelers, and NATRAX (under participants were briefed and the pre- K.L.A. Khan, HOD, Mechanical, KIET NATRiP) etc. sentations were made as per the sched- were present during the inaugural cere- Shri. K.S. Jairaj, Registrar, CDGI; Mr. ule. The judges’ efforts were recognized mony. After the lamp lighting ceremony, D.R. Phalke, HOD Mechanical, CDGI; by the organizing committee and Shri. Shri. U.D. Bhangale welcomed all the Shri. U.D. Bhangale, Sr. GM, ICAT and U.D. Bhangale (Convener), Shri. Jitendra participants, faculty advisors, and Convener Efficycle 2015; Dr. Reji Matahi, Malhotra (Co-convener), Dr. Reji Mathai judges from the automotive industry. Dr. Chief Research Manager, IOCL and (Co-convener), and Prof. C.N.S. Murthy S.P. Mishra and Shri. Atul Garg enlight- Co-convener, Efficycle 2015; Mr. S. (Dean, CDGI) presented the “Certificate ened the participants with their motiva- Saifee, Sr. Manager, Mahindra 2 of Appreciation” and mementoes to all tional talks. The event proceeded with Wheelers; and Mr. Ashit Jha, GM, MSIL, the judges on behalf of the chairman, the students briefing and judges brief- were present during the inaugural cere- SAENIS, and the whole organizing coming by Mr. Jitendra Singh Gaur, Technical mony. Lighting the lamp, Shri. U.D. mittee. The event concluded with the Committee Coordinator, in which the Bhangale welcomed all the participants, vote of thanks by Convener Shri. evaluation procedures were explained faculty advisors and judges from the Jitendra Malhotra.

MOBILITY ENGINEERING DECEMBER 2015 17 SAEINDIA News

Written test added to Virtual Baja SAEINDIA

One of the highlights of this event was the launch of the first edition of “BAJACME” – BAJA SAEINDIA newslet- ter by all the dignitaries of this event. The initiative, taken up by the BAJA SAEINDIA Alumni Committee, is the passionate adventure of the world of BAJA and off-roading. Chitkara University, the host of the event, arranged a cultural extravaganza on day two for all the attending team members, judges, OC Members, and The entire Virtual BAJA SAEINDIA 2016 team. Alumni Committee members. The students of Chitkara University performed The two-day virtual round of BAJA supported this All Terrain Event (ATE) a skit and ended with an energetic SAEINDIA 2016 was conducted on the as judges and panelists. dance performance, where all judges 10th and 11th of July 2015 at Chitkara The event was started with the aus- and OC Members were invited on the University, Chandigarh. About 370 picious lamp lighting by Dr. K.C. Vora, stage to perform with the Students. teams participated in the event from all ARAI, and Mr. P.S. Nitish, M and M, and During the valedictory speech, Mrs. the parts of our country. they shared their thoughts on this occa- Madhu Chitkara, Vice Chancellor of A written test was added to this sion. It was then followed by a student Chitkara University, expressed her pleasure event from this time onward as an eval- briefing about the entire event. Ms. in hosting this event and similar events in uation criteria with equal weightage to Srishti Prasad, UIET, Punjab was the future. Mrs. Chitkara and other digni- both written test and presentation. awarded a cash prize of Rs 5000 for taries from Chitkara presented the judges, There were about 60 industrial experts suggesting the theme of “Passion to OC Members, and Alumni Committee and the Organizing Committee (OC) Podium” for BAJA SAEINDIA 2016. members with a token of appreciation.

Off-highway Leadership Enclave looks at smart cities

Dignitaries of the function.

a speech by SAE International President Dr. Richard Greaves. Dr. Greaves and Mr. Murli Iyer, Executive Global Advisor, Inauguration of the SAEINDIA Off-highway Leadership Enclave. SAE International, talked about the role of SAE in building off-highway industries and thereby making smart cities for The SAEINDIA Off-highway Board organized a day program the future. They also spoke about the SAE Foundation and on Leadership Enclave in Pune on 30th July 2015 with the SAE International’s commitment to help take these and newer theme “Role of Off Highway Industry in Smart Cities and initiatives ahead along with the Off-highway Board. Digital India.” A vote of thanks was proposed by Mr. Amar Variawa, sec- The highlight of the event was the panel discussion by emi- retary SAE Off-highway board, and it was followed with a nent leaders from the off-highway industry on the theme and networking dinner.

18 DECEMBER 2015 MOBILITY ENGINEERING SAEINDIA News

Inauguration for SAEINDIA Western Section office

The event flow was as follows: • Welcome address by Mrs. Rashmi Urdhwareshe, Chairperson, SAEINDIA WS • Student perception about SAEINDIA by Mr. Pratik from MIT, Pune • Address by Mr. Murli Iyer, Executive Global Advisor, SAE International • Address by Dr. Aravind Bharadwaj, President SAEINDIA Dignitaries present at the SAEINDIA Western Section office • Introduction of Dr. Richard Greaves, President SAE inauguration. International, by Mr. Narahari P. Wagh, Secretary, SAEIWS • Inauguration of SAEIWS office and inaugural address by The SAEINDIA Western Section (SAEIWS) office was inaugurat- Dr. Richard Greaves ed by Dr. Richard Greaves, President SAE International in the • A vote of thanks by Mr. G. Vijayan, Deputy Director presence of Dr. Aravind Bharadwaj, President SAEINDIA, and Mrs. General, SAEINDIA Rashmi Urdhwareshe, Chairperson, SAEIWS and Director, ARAI, The event was followed by the lunch at Sayaji Hotel for all on 31st July 2015, Pune. dignitaries.

Training programs conducted for AWIM Master Teachers

New innovative thought seen at the SAEINDIA Western Section AWIM Master Teacher Training Program. Participants of the SAENIS AWIM Master Teacher Training Program.

SAEINDIA Western Section in association Then on 22nd August 2015, SAENIS various tips and suggestions were con- with ARAI and sponsors Eaton inaugurated the AWIM 2015 chapter by stantly rendered by the trainers. Technologies, John Deere, and Cummins successfully conducting the MTTP at Sails of different shapes and areas India conducted A World In Motion Mapple Emerald for Delhi NCR region. for Skimmers were tested for various (AWIM) Master Teacher Training Program Mr. Alok Jaitley, Vice Chairman categories i.e. maximum distance, (MTTP) on 31st July for teachers from Student Competition, SAENIS and accuracy, directional stability, weight various schools from Pune and volunteers Convener, AWIM SAENIS, and Mr. carrying capacity, and more. of sponsoring companies. AWIM is a Rakesh Sood, Vice Chairman Student Conclusions were drawn upon the competition for school students of 5th Activities, SAENIS and ex-convener, observations with different designs and 6th Standard who work as a team, AWIM SAENIS, were present and made and graphs. JetToys were experi- applying scientific design concepts and the program a success. mented with different size nozzles and exploring the principles of laws of mo- Over 77 schools from Delhi, Gurgaon balloon inflation diameters for catego- tion, inertia, force, momentum, friction, and Faridabad along with volunteers ries like maximum time, maximum air resistance, jet propulsion, etc. to cre- from IGDTUW, Jamia University, DTU, speed, maximum distance, accuracy, ate moving vehicles like skimmer and NSIT, and NIEC participated in the event. and weight carrying ability. balloon-powered JetToy cars. Mr. Saurabh Both the Skimmer and JetToy sessions College leaders and industrial volun- V. Chitnavis, Mr. Manoj Girhe, and Mr. were simultaneously conducted. The ses- teers were making their respective toys Rahul Gujar, along with conveners of sions started with a brief introduction of and gave a healthy competition to the AWIM Pune Olympics 2015, Mr. Kiran the trainers, teachers, and volunteers. volunteers during testing, taking out Patil, Ms. Mrunmayee Pujari, and Mr. Yatin Following the brief, motto, and signifi- time from their jobs of managing the Jayawant conducted the training. cance for today’s building intellectuals, whole event. The presentation round Teachers and volunteers from Pune City the fabrication of JetToy and Skimmer gave an opportunity to the teams to as well as some Mumbai and Chandigarh finally began. Post lunch, innovation was discuss and share their ideas on how to volunteers attended the training. at its peak during fabrication time and market their toys.

MOBILITY ENGINEERING DECEMBER 2015 19 SAEINDIA News

SAEINDIA Foundation gives annual awards in New Delhi

Awarding the young women of the engineering profession. The Life Time Achievement Award is presented to Dr. B. Bhanot.

The Third Annual Awards function of universities/associations for their out- right path for the nation’s development. the SAEINDIA Foundation was held on standing contribution in promoting Mr. Ramesh Suri also appreciated the 3rd August, 2015, at India Habitat SAEINDIA activities. More than 120 invi- efforts of SAEINDIA Foundation in recog- Centre, New Delhi. The awards were giv- tees and guests from the industry, gov- nizing students, faculty, and corporations en to recognize and motivate young ernment, academia, and media attended for their contribution in the field of mobil- women engineering students, working the Annual Awards function. ity. He assured greater participation by professionals, SAEINDIA section cham- Mr. Vijay Chhibber delivered the key- ACMA in all activities related to SAEINDIA. pions, institutions, and to honor our gu- note address. His talk was inspirational Dr. Richard Greaves praised the activi- rus and mentors for their contribution and motivating for all who were pres- ties of SAEINDIA during his visit and to mobility at large. Mr. Vijay Chhibber, ent. He started with paying homage and interaction at all sections. He was keen to Secretary, Ministry of Road Transport observing silence as a mark of respect promote aerospace engineering in India and Highways, was the Chief Guest, and to ex-president, the late Dr. Abdul and announced a donation of USD Mr. Ramesh Suri, President, ACMA, and Kalam. He focused on road safety and $10,000 to the SAEINDIA Foundation for Chairman, Subros Limited, was the reminded that it was the responsibility providing recognition to extraordinary Guest of Honor. Dr. Richard Greaves, of all stakeholders to work toward mini- efforts put in the field of aerospace. President, SAE International, was the mizing causalities happening on Indian Mr. Murli Iyer emphasized the sup- Special Guest at the occasion. roads. He appreciated the efforts of the port of SAE International to SAE activi- Mr. R. Dayal, President, SAEINDIA SAEINDIA Foundation in awarding the ties in India and shared that next Board Foundation, welcomed the guests and students, faculty members, and profes- meeting will be held in India. A vote of explained the activities of the sionals from the industry. He further thanks was delivered by Mr. I V Rao, Foundation and the objective of the shared and emphasized that students Past Chairman, SAENIS. He summarized SAEINDIA Foundation Awards. From this are the building blocks of the nation the event and thanked the contributors year onward, the “Corporate Award” has and any step taken in the improvement who had contributed for the awards and been instituted to award corporations/ of their skill would definitely provide the for the function event.

Aerospace Board organizes CXO Conclave

Dr. Bala Bharadvaj’s The SAEINDIA Aerospace Board organized the CXO Conclave 2015, speech at the CXO which was well attended by CXOs of various aerospace companies. Conclave 2015. The president of SAEINDIA, Dr. Aravind Bharadwaj, gave an introduction on SAEINDIA and its activities. It was then followed by Dr. Bala Bharadvaj highlighting the type of memberships to be availed like diamond, platinum, and gold for the companies/ industries. This event was organized in the Le Meridien hotel Bengaluru on 4th September 2015. The CXO Conclave was followed by an impressive presentation on the Aerospace Board and its activities since its formation in December 2009. Dr. Bala Bharadvaj listed options to become a patron member to develop a strong ecosystem for advancement of the aerospace community of professionals.

20 DECEMBER 2015 MOBILITY ENGINEERING SAEINDIA News

SAENIS hosts Presidential Policy Deployment Meet

SAENIS hosted the Presidential Policy Deployment Meet 2015-2016 at the Gateway Damdama, Gurgaon, Haryana from 12th to 13th September 2015. Forty five delegates from SAEINDIA, sections, and various operating boards attended the two-day conference. Various priorities, issues, and improvements ideas were discussed during the meet. Six teams were formed to discuss and decide actionable ideas for the most important priorities of SAEINDIA. Executives at the Presidential Policy Deployment Meet 2015-2016. These were: • Proposal for improving membership • Restructuring SAEINDIA office and meeting where the actionable items of • Meeting and exposition board’s infrastructure the above six teams were put up as res- future role • SAEINDIA branding olutions and guidance/approval of the • Training contents The Meet concluded with the MC was accorded to work on them fur- • Training delivery SAEINDIA Managing Committee (MC) ther for implementation.

Aerospace Board organizes “Make in India” conference

During the inauguration of the conference. (From Left: Mr. M. Parvez Alam, Dr. Bala K. Bharadvaj, Mr. Sudhir Kumar Mishra, Dr. Richard W. Greaves, and Mr. Javaji Munirathnam.)

“Lighting the lamp” during the inauguration of the conference. (From Left: Mr. Javaji Munirathnam, Dr. Richard W. Greaves, Mr. Sudhir Kumar Mishra, Dr. Bala K. Bharadvaj, and Mr. Murli Iyer.)

SAEINDIA Aerospace Board organized a conference titled “Make in India: Transformational Driver for Aerospace & Defence Industry” on 29th July 2015 at Sterlings Mac Hotel, Bangalore, under the leadership of Dr. Bala K. Bharadvaj, Chair, SAEINDIA Aerospace Board and Leader of Engineering & Technology, Boeing India. Dr. Richard Greaves, President SAE International and Meggitt PLC’s CTO Emeritus, delivered the Presidential Address and Mr. Sudhir Kumar Mishra, Chief Executive Officer and Managing Director of BrahMos Snapshot of delegates of the conference. Aerospace, was the Chief Guest at the conference. The main objective of this conference was to unravel the the aerospace fraternity in India. challenges and myths about the “Make in India” theme for Senior leaders from Boeing, Airbus, GE Aviation, the Indian Aerospace & Defence Industry and lay the road Honeywell, Safran, UTAS, ISRO, DRDO, HAL, Godrej map for the future. This event was well organized and Aerospace, L&T Aerospace, Infosys, Data Patterns, and KPMG brought Aerospace & Defence leaders from the government, spoke on the challenges and opportunities posed by the industry, and academia to one platform to network and to “Make in India” campaign, which can be a transformational share their experiences and success stories for the benefit of driver for the aerospace & defence industry.

MOBILITY ENGINEERING DECEMBER 2015 21 Industry NEWS

Magna recognized by Mahindra for India to operate advanced Apache and modular frame Chinook helicopters Magna International Inc. has received the Best Product The India Ministry of Defence has finalized its order with Boeing Development Performance Award from its customer Mahindra for production, training, and support of Apache and Chinook he- for a new ladder frame used across multiple vehicle platforms. licopters that will enhance India’s capabilities across a range of The award was presented at Mahindra’s Supplier Conference military and humanitarian missions. India will receive 22 AH-64E in Warsaw, Poland, and recognizes Cosma International, Apache attack helicopters and 15 CH-47F Chinook heavy-lift heli- Magna’s body and chassis operating group, for the design, copters—both the newest models of those aircraft. engineering, and development of the frame for Mahindra’s “This is a milestone in Boeing’s expanding commitment to Scorpio SUV and other vehicle platforms. India,” said Pratyush Kumar, President, Boeing India. “This acquisition enhances the Indian Air Force’s capabilities and The complete design, offers us an opportunity to further accelerate ‘Make in India.’ engineering, and development of the Large sections of the Chinook fuselage are already manufac- Scorpio ladder frame was tured in India and discussions are ongoing with our Indian done at Magna’s product partners to make Apache parts.” development and engineering centers in Bangalore and Pune.

Mahindra awarded the complete re-engineering of the Scorpio chassis frame to Magna, which proposed and engineered a modular frame that can accommodate multiple vehicles and variants, and developed a manufacturing process to make the frames on a flexible assembly line. The company’s localization strategy has been optimized for the Indian market, and performance has been improved to meet and/or exceed the mass and safety requirements. The complete design, engineering, and development of the The India Ministry of Defence has finalized an order with frame was done at Magna’s product development and engi- Boeing for 22 AH-64E Apache attack helicopters and 15 CH- 47F Chinook heavy-lift helicopters. The contracts provide for neering centers in Bangalore and Pune. Activities included production, training, and support. (Boeing photo) product design, CAD, CAE, and advanced manufacturing. Manufacturing of the frames was launched in 2014 at Magna’s body and chassis plant in Pune, where nearly 45,000 chassis The Apache is a multi-role attack helicopter. The AH-64E vari- frames for Mahindra have been produced to date. The stamp- ant, which is also flown by the U.S. Army, features enhanced per- ing, welding, and assembly facility is a 279,000-ft² (25,900- formance, joint digital operability, improved survivability, and m²) building with more than 450 employees. cognitive decision aiding. The CH-47F Chinook is an advanced “We are thrilled to receive this award from our valued cus- multi-mission helicopter operated by the U.S. Army and 18 other tomer Mahindra, particularly because it recognizes our full defense forces. The Chinook has proven its ability to operate in the product development capability—from design and engineer- range of conditions that typify the Indian subcontinent, according ing to validation and production,” said Swamy Kotagiri, to Boeing, including delivering heavy payloads to high altitudes. Magna’s Chief Technical Officer. “The Apache and Chinook represent the best of high-performing technologies that will modernize India’s defense capabilities,” said Dennis Swanson, Vice President, Defense, Space & Security in India. “We look forward to delivering the newest Apache and Chinook to our customers and remain focused on delivering on its commitments to the Indian Air Force and India’s Ministry of Defence.”

Stanadyne diesel products to improve off-highway emissions Stanadyne, a U.S.-based global fuel injection systems designer and manufacturer, recently introduced its new EcoForce line of Magna also developed a manufacturing process to make the fuel-system components designed to improve fuel economy, frames on a flexible assembly line. Its localization strategy has performance, and emissions of off-highway diesel powertrains been optimized for the Indian market. in India, China, and emerging markets. The EcoForce product

22 DECEMBER 2015 MOBILITY ENGINEERING Industry NEWS

Aurangabad, Maharashtra, India. “This markets as well as to contribute to the acquisition underscores our strategy of global development of advanced technol- investing in growth projects that provide ogies for commercial vehicles (CVs). Since a competitive advantage in targeted 2010, the company has more than dou- markets and a strong return on assets,” bled its software-engineering talent pool said Bhavesh (Bob) Patel, CEO and in India to nearly 250 and anticipates en- chairman of the management board of larging its team by an additional 150 engi- LyondellBasell. neers over the next five years. The Aurangabad compounding plant has an annual production capacity of approximately 12,000 t (13,225 ton). In addition to the already existing product lines, the facility will produce The EcoForce diesel product line from LyondellBasell’s Hostacom glass Stanadyne helps make engines cleaner fiber-reinforced, mineral filled and and more efficient, reducing particulate unfilled colored grades as well as Hifax emissions by about 50%. high impact thermoplastic olefins. These products are used in the manu- line is targeted for the below 50-hp (37- facture of automotive parts and other kW) diesel engine market for agriculture, applications. LyondellBasell has sup- construction, and industrial applications. plied the Indian market through imports Below-50-hp engines make up more and tolling arrangements since 2009. than an estimated 80% of India’s off-highway market, according to Jacques Esculier (right), WABCO Stanadyne, making them a major con- Chairman and Chief Executive Officer, tributor to particulate emissions. and WABCO India Country Leader P. “The EcoForce product line helps make Kaniappan (left) inaugurated a new engines cleaner and more efficient, reduc- Software Engineering and Business ing particulate emissions by approximately Services Center in Chennai, India. The company plans to expand its software 50% and enabling improved performance engineering capabilities to support the for off-highway applications,” said local design of new safety and efficiency Stanadyne CEO David Galuska. technologies for commercial vehicles in EcoForce products are aimed to sup- emerging markets. port India and China, two markets that comprise roughly 50% of all global trac- The new facility also will accommo- tor sales in 2014. These markets are date WABCO’s business services team of expected to grow at a compound The Aurangabad facility will produce approximately 110 professionals. The LyondellBasell’s Hostacom glass fiber- annual growth rate of 5-7%, the supplier reinforced, mineral filled and unfilled team is dedicated to continuously notes. Slated to start production in the colored grades as well as Hifax high impact improving the cost effectiveness and second half of 2016, EcoForce products thermoplastic olefins. Toyota’s Auris model efficiency of the company’s business will be manufactured at Stanadyne (pictured), for example, features instrument operations worldwide. The team is facilities in India and China. The com- panels produced using LyondellBasell’s expected to deliver advanced informa- pany is currently working with strategic Hostacom resins. (Toyota photo) tion technology solutions and continuous partners in both countries to bring ini- business process optimization based on tial end-user products to market. WABCO India expands leading international standards. software engineering “We will further leverage WABCO LyondellBasell expands India’s superb talent pool and cost effi- capabilities for CVs ciency to support and differentiate the presence in India’s WABCO has opened a new 65,000-ft² development of advanced technologies to automotive plastics (2790-m²) facility in Chennai, India, that help improve the safety and efficiency of LyondellBasell recently acquired SJS will enable the company to significantly commercial vehicles around the globe,” Plastiblends Pvt. Ltd., advancing its po- expand its software engineering and said Jacques Esculier, WABCO Chairman sition in India’s expanding automotive shared services capabilities. WABCO and Chief Executive Officer. “WABCO market. LyondellBasell announced in plans to further leverage its talent in India India is also taking a primary role in our August a definitive agreement to ac- and expand its software engineering ca- efforts to drive efficiency and business quire SJS, a polypropylene (PP) com- pabilities to support the local design of process improvements across the com- pounds manufacturer located in new products and systems for emerging pany to continuously lower cost.”

MOBILITY ENGINEERING DECEMBER 2015 23 TECHNOLOGY Report

AUTOMOTIVE POWERTRAIN Tenneco unveils emission-control solutions for Euro 6c

Tenneco’s double-swirl mixer is designed for Euro 6c diesel In a cutaway view of the double-swirl mixer, urea injection takes aftertreatment. place in the small space between the oxidation catalyst and SDPF.

regulations, which will require a light off Processing means injection, atomiza- time of two minutes or less. Reducing tion, evaporation, hydrolysis and trans- the distance between the SCR and DPF forming into ammonia and then to around 10 cm (4 in) could help. distributing everything homogeneously The problem then is that neither the on the SDPF—a challenge, he admitted. DPF nor the SCR cat is close enough to Tenneco has developed a solution to the engine to ensure that both have the problem of mixing the urea solution reached the required working tempera- with the exhaust gases in such a small ture in the required time interval. space. The company’s new double swirl Tenneco’s oval gasoline particulate filter is Tenneco’s solution, on display at the system is able to promote the mixing designed for packaging in confined spaces 2015 IAA Frankfurt Show, is to combine even in a very compact mixing zone to meet the requirements of Euro 6c. the two devices in one. In this case the such as in the SDPF. DPF is treated with an SCR coating. “We generate a swirl and inject the Euro 6c emissions limits will present a urea, then have a controlled contact of number of challenges for light duty en- the fluid droplets with the wall, where gine emissions, both gasoline and diesel Double-swirl does it they can evaporate,” he explained. when the regulations come into force in “That is what we call an SDPF, an SCR In addition to the shortened light-off September 2017. One significant hurdle coated DPF,” explained Frank Terres, time from a cold start, the new is speeding light-off of diesel selective Executive Director, Core Science, European Real Driving Emissions (RDE) catalytic reduction (SCR) catalysts. Advanced Engineering and Hot End test also presents challenges. “You need In current systems it can take up to Development, Tenneco Clean Air. to have a system that performs under 10 or 12 minutes currently for a diesel “If you move the SCR portion into all realistic driving conditions,” Terres SCR cat to reach its light-off tempera- the DPF, you also need to move the noted. The urea injector is positioned in ture. This is determined to an extent by dosing point to the gap between the a much hotter area of the catalyst sys- the packaging of the exhaust aftertreat- diesel oxidation cat (DOC) and the tem than on previous designs. ment system. SDPF,” noted Terres. “Normally there is 1 Tenneco also uses the urea supply to In a current Euro 6b system the diesel cm between those two substrates but cool the injector by circulating the flow particulate filter (DPF) may be the first now you need to increase this gap from the tank to the injector and back. aftertreatment device downstream of the because you need to dose in this small This ensures that the urea temperature engine, with a separation of 50 to 60 cm gap. Every centimeter is a pain because in the injector is around 40°C despite (19.6 to 23.6 in) between the rear of the you have package constraints. So you the high surrounding temperature of DPF and the front of the SCR cat. Under give your few centimeters, maybe less the exhaust system. Euro 6c, the light-off time would have to than 10 cm and the whole processing of There may be insufficient space for be shortened to between three to four the urea additive that you inject needs an in-line DOC/SDPF design. In this minutes. The same will apply to US Tier 3 to be done in this small cavity.” case some form of parallel design would

24 DECEMBER 2015 MOBILITY ENGINEERING TECHNOLOGY Report

OFF-HIGHWAY POWERTRAIN be necessary. This might involve connecting the diesel oxidation catalyst FPT plans engines for complex market directly to the turbocharger, with the SDPF in parallel to it. A step-shaped Expected in 2019, the impending gas recirculation (EGR) in medium- and mixer offers the same functionality as European Stage V emissions regulations heavy-duty applications, simplifying the the mixer in the in-line system. for off-highway engines will remain top engines and reducing costs. of the agenda for FPT. EU regulators He predicts that the next generation will limit both particle number, or PN, as of FPT’s HI-eSCR aftertreatment solu- New oval GPF fits tight well as tighten the existing particle tion will incorporate a diesel particulate spaces mass limits. Stage V also reduces NOx, filter (DPF) integrated on the SCR. Part Tenneco also launched its oval-shaped HC, and CO limits. of the SCR catalyst will be replaced by gasoline particulate filter (GPF) at While these are stringent, it is also true the DPF in this solution to avoid impact- Frankfurt, anticipating the EU Euro 6c that the EU market governed by Stage V ing the aftertreatment layout. This is a regulations, which will introduce a paris only a small part of the global market, technology that is reportedly efficient in ticulate number standard for direct in- according to Federico Gaiazzi, Vice meeting both particle mass and PN jection gasoline engines from 1 President of Marketing & Product emissions. In general, these combined September 2017. Euro 6c will also intro- Management for FPT Industrial. Sharing SCR and DPFs reduce packaging and duce a new test cycle for all EU engine his views with Off-Highway Engineering, make it easier to manage the tempera- testing. The oval shape has been de- Gaiazzi noted that these EU regulations ture needed for the SCR (See “The signed so that it can fit into spaces may well affect how regulators approach Complicated Future of Off-Highway where a cylindrical shape might not fit. their own national needs in other parts of Engines,” OHE, August 2015). “The challenge for us is that the sub- the world. Gaiazzi believes it is likely that “The HI-eSCR system was originally strates used in a GPF have a higher emissions regulations and fuel quality developed at FPT’s R&D Center in porosity than a diesel filter and as a restrictions imposed in other countries Arbon, Switzerland, and was the first result they are more fragile,” said Terres. will tighten in response to the EU actions. maintenance-free aftertreatment sys- “That makes the whole canning process This means FPT will need to upgrade tem, achieving NOx reductions of more very challenging.” global engines to use similar advanced than 95%,” he said. Observations from Tim Jackson, Tenneco’s Executive technologies needed for the EU market. others in the industry note that newer Vice President Technology, Strategy “While working toward the anticipated SCR technologies could achieve 97–98% and Business Development, explained emissions standards, FPT is looking at efficiencies in reducing NOx, a key the thinking behind the development solutions that will continue to increase enabler in eliminating EGR. of the GPF. engine efficiency and reduce total cost When asked what were the most “Let’s optimize the engine for fuel of ownership, which is why we will not important advanced technologies for economy and CO2 emissions and let’s be deviating from our long-term achieving better fuel efficiency and use the affordable aftertreatment to high-efficiency selective catalytic reduc- total cost of operation, his answer clean up the remaining emissions,” he tion [HI-eSCR] only strategy,” he said. reflected a broad perspective. said. “Let’s not sacrifice CO2 and fuel This technology, according to Gaiazzi, “No one technological area will cre- economy to meet criteria [emissions]. frees FPT’s engines from using exhaust ate a breakthrough in improving fuel Now that all the continents are faced consumption or performance in engine with CO2 reduction goals, I think that The current BTE of the FPT Industrial development,” he said. The key is message resonates a little stronger.” range of engines achieve approximately increasing an engine’s brake thermal The GPF is a self-regenerating device, 46%, according to Federico Gaiazzi. efficiency. “It is a challenge with no unlike diesel particulate filters, which Shown is FPT’s C13 two-stage quick-fix technological breakthroughs need to reach a particular operating construction engine. on the horizon; instead, progress temperature for regeneration to take will be the sum of improve- place. The GPF is a continuously regen- ments to several aspects of erating device. Tenneco has devised two the engine.” ways of packaging it. The unit can either These include the be included in addition to the existing optimization of combus- three-way catalyst or the three-way cat- tion and air handling, alyst coating can be applied to the GPF reduction of power substrate to form what Tenneco terms a losses, the introduction four-way catalyst. of smart auxiliaries, and “Because of the better flow character- waste heat recovery in the istics in this filter, the efficiency of the exhaust line, as well as gaseous pollutants conversion is much energy management controls in better, so you could make the total vol- the engine, its related systems, ume smaller and reduce the amount of and all elements of the vehicle precious metals used,” noted Terres. that influence its fluid usage. John Kendall Bruce Morey

MOBILITY ENGINEERING DECEMBER 2015 25 TECHNOLOGY Report

AEROSPACE PROPULSION | MANUFACTURING New pulse lines for LEAP engine production

The positioning of components and subassemblies on the engine will use the latest laser projection and virtual reality assistance systems, while operators will use connected tools and other advanced devices. The design of these pulse lines involves operator feedback and can accommodate recommendations.

higher, the need to supply the new gen- Snecma to assemble up to 1000 Engine movements on the pulse lines will eration engines (from CFM and Pratt & engines/year at Villaroche—the equiva- be managed by touchscreens and an Whitney) that make these 150-seat air- lent to over four engines every day. overhead handling system featuring a planes so popular has become a prior- The two current CFM56 pulse lines, “swing cradle” that enables rotating the ity, certainly in the case of the LEAP commissioned in 2009, had already engine around the horizontal axis (a engine, which is the sole source power- enabled Snecma to reduce engine assem- proprietary Snecma process), so staff plant on the 737 Max family. bly time by 30% and the two new LEAP won’t have to work at heights. As a result, Snecma is preparing its assembly lines will extend this initiative, supply chain and industrial capabilities for while adding a number of innovations. During the recent Paris Air Show, French an unprecedented production ramp-up. For example, engine movements will engine manufacturer Snecma an- The LEAP’s predecessor, the CFM56, be managed by touchscreens, and an nounced significant investment in a new saw its production gradually rise over a overhead handling system featuring a assembly facility to meet the unprece- dozen years to an annual rate of nearly “swing cradle” that enables rotating the dented level of customer demand for 1600 engines. The LEAP faces a much engine around the horizontal axis (a pro- the new LEAP engine, which is being more daunting challenge, since it is aim- prietary Snecma process), so staff won’t developed as part of the CFM partner- ing at an annual production rate of have to work at heights. The positioning ship with GE to power the latest re-en- more than 1800 engines as early as of components and subassemblies on gined versions of the Boeing 737 and 2020, in just four years. In line with the the engine will use the latest laser pro- Airbus A320 families and the new assigned workshares in the joint jection and virtual reality assistance sys- Chinese COMAC 919 airliner. French/U.S. company, Snecma is tems, while operators will use connected At the time of the announcement, responsible for the final assembly of tools and other advanced devices. before another flood of 500+ orders half of all engines made by CFM, with The design of these pulse lines were declared at Paris, there were this assembly being handled by involves operator feedback and can already more than 8900 orders and Snecma’s Villaroche plant near Paris. accommodate recommendations. It is commitments for the new engine, a year To meet this huge challenge, Snecma expected that this will significantly before entry into service. is to build two new assembly lines dedi- enhance the comfort and efficiency of The new LEAP is already the world’s cated to the LEAP, alongside the two operators at the various workstations best-selling new engine, while it is still existing CFM56 production lines. These throughout the production and assem- under development, in the history of new pulse lines will stretch 60 m long bly process. The new additions to the aviation. The challenge facing the and 20 m wide (about 200 x 65 ft), and plant will allow for a third LEAP assem- engine manufacturers, and everyone each line will offer a capacity up to 500 bly line if this is eventually needed to else down through the supply chain, is engines per year. They will be able to increase production capacity even fur- how to produce enough units to satisfy assemble all three versions of the LEAP: ther. The GE partners in CFM are also what has grown to a backlog of well the LEAP-1A for the Airbus A320neo, the expanding their own LEAP production over 12,000 new aircraft. LEAP-1B for the Boeing 737 MAX, and facilities in the U.S. at West Lafayette, Even with aircraft output at Boeing the LEAP-1C for the Comac C919. These IN, which will see a new line open and Airbus heading toward 50 airframes two lines will be up and running by before the end of this year. every month, and possibly rising even January 2017 and early 2018, allowing Richard Gardner

26 DECEMBER 2015 MOBILITY ENGINEERING TECHNOLOGY Report

OFF-HIGHWAY INTERIORS OFF-HIGHWAY ELECTRONICS Webasto engine-off cooling keeps Case shifts to off-highway cabins comfortable enhanced

The new Webasto Polar Cab TS en- communications, gine-off cabin cooling system provides LEDs on-demand cooling during downtime, resulting in fuel savings, reduced Case IH has enhanced its electronic fea- idle time, increased productivity, tures and functions, adding ISOBUS and operator safety and comfort. Class 3 capabilities and beefing up its Polar Cab TS engine-off cooling Advanced Farming Systems (AFS) com- features a patented storage core munications technology. In a broad prod- with a series of aluminum uct rollout, the company also increased micro-channels that route R-134a its use of LEDs and improved fuel econo- liquid refrigerant around a graphite my by reducing shift times and employ- honeycomb substrate that’s ing a variable vane cooling fan. impregnated with water. The sub- Case IH beefed up its Optum and strate is capable of storing cold Steiger tractor lines and unveiled new energy at an extremely high effi- balers and other implements at the ciency, according to Webasto. recent Farm Progress Show in Decatur, This cold energy is transferred to IL. The company also rolled out its LB4 the cab for on-demand cooling via series large square balers, which offer an air handler, which measures 19.3 Webasto’s Polar Cab TS engine-off cabin cooling an ISOBUS Class 3 enabled Feedrate x 6.3 x 18.5 in (490 x 160 x 470 system features a patented storage core with a Control system. When paired with a mm) and weighs 18 lb (8 kg). series of aluminum micro-channels that route range of hay and forage tractors that The core and charge unit is 26.0 liquid refrigerant around a graphite honeycomb offer this control technology, the baler in (660 mm) wide, 26.4 in (670 substrate impregnated with water. uses ISOBUS Class 3 commands to con- mm) deep, and 28.4 in (720 mm) trol the tractor’s forward speed. tall, and weighs 330 lb (150 kg). off-highway environment.” “This can provide 9% better produc- The system has a cooling capacity of Polar Cab TS has been in develop- tivity for the baler,” said Leo Bose, AFS 1.3 kW (4450 BTU/h). The Polar Cab TS ment for two years including extensive Marketing Manager, Case IH. “If the pro- does not require any additional batter- field testing with customers under ducer has a total mix ratio, the system ies and consumes very little power, extreme climactic conditions: high can adjust when it sees variables and according to Webasto. Technical specifi- humidity, high heat, dust, and dirt. create the same level. Based on the cations show that for engine-on Testing has been performed on machines load level, it can bring in the stuffer to charging, charge amp draw is 50 Amp in the southern regions of California, add more hay or it can determine it’s nominal (45 Amp compressor and 5 Arizona, Texas, and Mississippi as well as time to make a new bale.” Amp condenser). Engine-off discharg- in North Carolina and Michigan in the ing is 7 Amp nominal (5 Amp blower U.S. The technology has been used in the and 2 Amp coolant pump). on-highway market for 10+ years, The system can be fully recharged according to Webasto. within 3 h. According to a company “Designing products with operator spokesperson, the TS 24-V system holds safety and comfort in mind is a big part of cold stored energy with static discharge our business plan at Webasto,” said Dr. rate of 10% per 24-h period at 130°F Rolf Haag, Webasto Thermo & Comfort ambient temperature. Field testing and North America President and CEO. climate chamber test have substantiated “Webasto products provide operators an 90 min of engine-off cooling at 110°F opportunity to reduce machine hours, ambient temperature, under full sun load. scale down fuel costs, lease payments, “Engineering challenges included and lower annual maintenance costs.” finding the right balance between per- Webasto offers Polar Cab TS as an formance and size/volume of the sys- aftermarket kit, which includes the thermo tem,” the spokesperson shared with storage core, electrical compressor (24-V), SAE Magazines. “Webasto engineers condenser with fan (24-V), air handler, committed to provide a system that is wire harness, and miscellaneous hardware adaptable and easy to install on a vari- needed for installation. The system can be ety of machines. Due diligence was installed at the dealership on new equip- The Optum tractor uses an ISOBUS Class 3 link to communicate with exercised by the team to ensure that ment as well as on existing equipment. LB4 balers. the product performs in the severe Ryan Gehm

MOBILITY ENGINEERING DECEMBER 2015 27 TECHNOLOGY Report

AEROSPACE ELECTRONICS Case IH also updated its AFS Connect telematics technology. A new Signal compression technology enables modem provides connections to CDMA (Code Division Multiple Access) and E-Fan’s flight, potential enhanced ‘black GSM (Global System for Mobile) net- box’ possibilities works, automatically switching to the system with the best signal. The system’s new two-way file transfer lets users move yield maps, prescriptions, or guidance lines from the machine to the portal and vice versa. A new Multiswath capability takes a step toward autonomy, working in tan- dem with AccuGuide for improved guidance line patterns such as maneuvering around field obstacles such as standing water. Two-way communications let remote personnel manage the equipment. V-Nova’s PERSEUS data compression technology enabled HD video telemetry for Airbus’s “Sometimes the operator in the field E-Fan technology demonstrator’s crossing of the English Channel. With its 74-km flight from will feel conditions warrant settings at Lydd, England to Calais in France in July, the E-Fan became the first all-electric two engine one level,” Bose said. “But a technician aircraft taking off by its own power to successfully cross the English Channel. (Airbus) with a total view of the machine, who sees updates every minute and looks at V-Nova Ltd. demonstrated the capabili- E-Fan’s flight demonstrated a wide the most recent incoming grain sam- ties of its PERSEUS data compression range of potential aerospace industry ples, may determine that another set- technology for aerospace applications uses for the PERSEUS technology, ting will yield better results.” as part of Airbus’ all-electric E-Fan including transmission of high-quality LED lighting is becoming more com- technology demonstrator aircraft’s video content between the ground and monplace as new systems emerge. The flight across the English Channel. aircraft, the handling of flight-critical Steiger and Optum tractors offer a During the flight, PERSEUS enabled data for trend monitoring and aircraft number of white lamps that conserve up- and downstream HD (high-defini- optimization, wireless distribution of power and improve light output. tion, 720p 25 frames/sec) video teleme- in-flight entertainment throughout com- “LEDs operate at about a quarter of try over standard, publically accessible mercial jetliner cabins, and other poten- the power, which lets you go to a 3G mobile networks, with a more than tial bonuses. smaller alternator or add more sys- 80% bandwidth reduction compared to “PERSEUS’ effective data compres- tems,” Kaiser said. “In the field, LEDs traditional technology under similar sion also opens opportunities for addi- don’t have the glare that HID lighting conditions, said V-Nova. tional services, such as an ‘enhanced or has. Lighting is becoming more import- This made it possible to transmit ter- virtual’ black box that could store more ant as we go to more 24/7 farming.” restrial HD video to the cockpit, and data, or provide real-time critical infor- Case IH also detailed some power- allowed personnel aboard the chase mation via the cloud,” said Eric train advances. For example, the Steiger aircraft and on the ground to view the Achtmann, V-Nova Executive Chairman line’s cooling system and transmission E-Fan’s flight progress, as offline con- & Co-Founder. “Another possible appli- were both improved. tent and camera feeds from the cross- cation could be for continuous live “The Steiger has two cooling systems,” ing were down-linked, encoded, and video observation of the cockpit or said Mitch Kaiser, Steiger Tractor distributed in real time via 3G networks cabin for security purposes, with this Marketing Manager. “The second water to Android- and iOS-connected devices. hierarchical software enabling users to cooler is electric, which helps give the “Streaming HD-quality live video over adjust the level of video quality and engine 13% more low-end lugging power.” existing 3G networks under demanding bandwidth required ‘on-the-fly’ as situ- Tom Dean, Marketing Director, ‘real-life’ aerospace conditions is com- ations evolve.” described the transmission upgrade. pletely new,” said Dr. Jean Botti, Airbus PERSEUS has been developed and “We’ve upgraded to a power shift trans- Group Chief Technical Officer. “There are tested over the past five years within an mission that has 20% faster response, significant opportunities for this technol- open innovation, interoperable coalition which reduces parasitic loss. When ogy to support the aerospace industry’s of over 20 global industry leaders, operators shift between forward and digital transformation.” including Broadcom, Dell, Encompass, reverse, shifts are 40% faster.” PERSEUS provides high-quality, Hitachi, Intel, Sky Italia, TataSky, Terry Costlow high-compression encoding and decod- VisualOn, and WyPlay, to name a few. ing of data—at significantly faster The PERSEUS software currently is speeds and the same or lower latency offered in the form of bundled hard- than traditional technology—using com- ware, embedded software, codec plug- mercial-off-the shelf (COTS) hardware. ins, and silicon IP. The successful video telemetry for Jean L. Broge

28 DECEMBER 2015 MOBILITY ENGINEERING TECHNOLOGY Report

AUTOMOTIVE ELECTRONICS Delphi says 48-volt mild-hybrid systems could offer

15% CO2 reductions Delphi believes that 48-volt mild hybrids could offer significant CO2 reductions and driver benefits for cars in the future. Speaking at the IAA 2015 (Frankfurt Motor Show), Christian Schäfer, Global Director of Advanced Electrical and Electronic Architectures at Delphi, told Automotive Engineering that there are several drivers for the technology that were not present 15 years ago. “The main driver is the carbon dioxide threshold of 95 g/km fleet average in A 48-volt system could reduce belt-driven ancillaries to the 2021 across the European Union,” he said. starter/alternator and offer a “The idea is that we have a mild hybrid, so fail-safe electrical architecture we don’t need high-voltage on all cars for autonomous driving. because it is too expensive to implement. We would have 48-volts, especially in the low segment, up to C-segment cars. Then “With the belt, you have a lot of fric- with both air and liquid cooling options. we could have a belt-driven starter/alter- tion; for instance on the highway, you have Other components include waterproof nator and can use it as an e-boost if you the highest speed on the power steering 48-volt electrical connectors that meet don’t have a rear drive unit, so the alter- pump, but you don’t need it,” said Schäfer. the highest waterproof and vibration-re- nator is an electrical machine to boost the Then power steering could be an “on-de- sistant standards. Delphi also plans to combustion engine.” mand” electrically driven system. “That’s introduce color-coding for 48-volt sys-

Delphi envisages that the car would another way you can reduce CO2 emis- tems to warn users that this is not a start with electric propulsion for the sions by a small amount.” 12-volt system. The suggestion is that first 100 m (328 ft) of movement. The penalty charges that would be 48-volt systems should be coded blue. Regenerative braking would be the imposed on manufacturers who might Delphi expects to begin production main path to reduce CO2 emissions, struggle to comply with the 2021 EU of a 48-volt electrical distributor in 2016 reckoned Schäfer. CO2 emissions average could at least be that will provide a 40-amp output. A “From our experience and our discus- offset by fitting a 48-volt system. From smart 48-volt distributor, incorporating sions with European OEMs, we have seen the discussions that Delphi has already a semi-conductor MOSFET fuse, is between 7 and 10 percent reductions in had, between 20 and 70 percent of all already in development, with produc-

CO2 emissions from the current test fleet hybrids will be produced with a 48-volt tion planned for 2017. with today’s 48-volt alternators, which mild-hybrid system. The company “Smart fusing is the only chance to have a nominal power of between 10 and thinks that it is a reason why the growth detect all failure modes which could 12 kW. For the next generation with up to in battery-electric vehicles is not as occur on a 48-volt and 12-volt board,” 20 kW, we expect that we could increase strong as was expected in 2009 and said Schäfer. This would include electri- the CO2 reduction to 15%.” 2010. “You can reach about 60 to 70 cal arc detection, because it could be

Besides the CO2 reduction potential of percent of the targets with around 30 too dangerous to use conventional elec- 48-volt systems, Delphi sees other reasons percent of the cost,” said Schäfer. trical melting fuses. to switch to the higher voltage electrical Delphi is already working on the elec- An algorithm is used to detect arc- architecture. Some systems, such as trical components that would be required ing. “We have to distinguish [between] dynamic chassis control, would impose a for a 48-volt architecture. This includes a ‘good arcs’ and ‘bad arcs,’” said Schäfer, high power load on the car. “You would 3-kW DC/DC 48/12-volt converter. “The good arcs are the relays. If a relay have high current peaks, so you can’t do it “The important thing is that it is a is open, there is always an arc for with a 12-volt system,” said Schäfer. bi-directional device, producing 3 kW around 2 ms. If we have more than 10 In addition, the aim of many vehicle from 48 volts where the alternator is, to ms, we would switch off and then only OEMs, according to Schäfer, is to the 12-volt side to support the battery the dedicated path and not the com- remove all belt-driven ancillaries from and all the comfort functions, bulbs, and plete 48-volt system.” the engine with the exception of the traditional equipment,” explained A 48-volt architecture in combination alternator. This would mean that all Schäfer, “But to make a jump start pos- with 12-volt system also offers a level of these systems—such as the HVAC com- sible from a 12-volt car to a 48-volt car, electrical redundancy for future autono- pressor, power steering pump, and cool- we have a boost mode as well to trans- mous driving systems, where a failsafe ant pump—would be driven electrically form 1 kW nominal power from 12- to system would be required. from the 48-volt system. 48-volts.” Delphi will produce the device John Kendall

MOBILITY ENGINEERING DECEMBER 2015 29 TECHNOLOGY Report

ELECTRONICS Functional safety and info security – no two ways about that

For the throttle, the questions are:

Touch • Should throttle control be allowed Screen by any other device but the gas pedal? Security • Even if it were allowed, shouldn’t it Gauges Module Level Sensor take permission from the driver, such as with a voice or code activated command from the driver? CAN • Even so, should there not be a fea- Reverse Video Stream ture to override this from behind the Camera steering wheel? LVDS Display iMX6 LVDS • Should all critical commands be Display encrypted? Compromising the safety of the pas- Linux distribution Schematic representation of the sengers and motorists in the immediate With Fast Boot deployment of proposed safety system. surroundings is not something that automotive manufacturers, or for that Whether the non-conformance was for matter, regulators, can pass off as a Hypervisor ISO 26262 or ISO 27001:2013, the standoff on standards. Whether it was a important part is what was eventually nonconformance with respect to ISO compromised. It was the safety of the 27001 or ISO 26262, the result was a i.MX6Q SABRE AI driver, passengers, and potentially other potential hazard. Fortunately, this event motorists on the road that would have unfolded under controlled circum- been ultimately affected by the intrusion. stances as opposed to any actual The investigation revealed that info- exploitation of such vulnerabilities, Schematic representation of the tainment systems with open ports are which will be anything but controlled. deployment of proposed safety system. not mature enough to reject commands The debate about the sharing of from unauthenticated sources and responsibility between system security The hacking of Fiat Chrysler’s Jeep hence vulnerable to intrusions. In an and information security continues, and Cherokee set off a flurry of activity in the earlier era, hackers could send rogue it is still unclear, which of the two should automobile security space, and everyone voltages and damage printers that were be responsible for what type of intrusion. was quick to point fingers at the infotain- connected to the victim. Today, printers The road ahead is, however, very clear: ment system that was the source of the and other devices that are connected to there will be an increasing sharing of risk intrusion. With as many as 1.4 million cars the computer have circuitry that pre- and responsibility of intrusion preven- recalled, the cost of this successful intru- vents damage caused by rogue currents tion. From an end-objective perspective, sion was pretty high, to say the least. coming from the wrong source. there will be either an overlap or conver- The standards for safety and secu- This is rather similar to how hackers gence in ISO 26262 and 27001 confor- rity, however, are empirically divided. used the ability of the infotainment port mance requirements. We have functional safety standards in to “listen and accept commands.” The In the future, instruments and auto- ISO 26262 and information security question that end-users would like to ask mobile systems will require self-valida- standards in ISO 27001:2013. In the is this: just like modern computer print- tion of commands. To achieve this, they Cherokee incident, the infotainment ers and peripherals, shouldn’t we also would require a certain degree of analyt- system and the vehicle’s braking sys- secure critical processes of an automo- ical ability programmed into them, to tems met standards but were deemed bile from rogue commands being exe- help differentiate a malicious command not “non-compliant” because of the cuted out of the ordinary? Whether done from a genuine one. intrusion. The other areas of vulnerabil- genuinely or maliciously, when the possi- QuEST Global’s automotive team is ity identified were the onboard diag- bility of the commands resulting in a working with some Tier 1 vendors and nostic (OBD) ports and over-the-air hazard is high, the need for security OEMs to help them to address and solve (OTA) updates. against intrusion is paramount. some of these challenges and ensure So where was the problem? It was However, an OEM needs to be able to fool-proof conformance to all safety finally concluded that the vulnerability ask simple questions such as for the brakes: standards meeting the needs of the was with respect to adherence to the • Should the system allow the brakes automobile industry of the future. data security standards as governed by to be disabled when the engine is on? ISO 27001:2013 instead of an infotain- • Even more so, should the brakes be ment weakness. However, the situation is allowed to be disabled when the auto- Dinesh Dholeh, Strategic Initiatives Leader, Automotive, QuEST Global, and that the infotainment system was hacked mobile is in motion? C Damodaran, Strategic Initiatives Leader, and the vehicle’s control systems were • Most so, should the brakes be Embedded Systems and Electronics, QuEST handed to the hacker on a platter. allowed to be disabled at all? Global wrote the article for Mobility Engineering.

30 DECEMBER 2015 MOBILITY ENGINEERING TECHNOLOGY Report

OFF-HIGHWAY BODY Deutz-Fahr tractor debuts industry-first Hella LED light package

The Module 70 worklight for close- range illumination.

The Module 70 worklight for long- range illumination. The Deutz-Fahr 7250 Warrior is equipped with 14 new Hella Module 70 LED Generation IV worklights. Each LED module has three multichip LEDs and is rated to 2470 lumen, consuming just 30 W of energy. polarity inversion and ensures constant brightness, even when operating volt- Deutz-Fahr collaborated with Hella to Maierhofer shared with SAE Magazines. age fluctuates between 9 and 33 V. develop an industry-first LED light pack- With a diameter of 80 mm (3.15 in), Temperature sensors protect the lamps age for its line of 7 Series tractors. The the Module 70 LED is particularly suit- from overheating. Deutz-Fahr 7250 Warrior is equipped able for installation in tight spaces, “LED lighting is very similar to day- with 14 new Hella Module 70 LED said Maierhofer. light,” Carl Brown, President of Hella Inc. Generation IV worklights, which in addi- The 7 Series of Deutz-Fahr is already in Peachtree City, GA, said in a state- tion to close- and long-range illumination equipped with the previous version of ment. “It helps to combat fatigue by also offer a special extra-wide illumina- the Module 70 LED; for the special-edi- allowing equipment operators to distin- tion, allowing for homogeneous light dis- tion Warrior, the company decided to guish colors more easily after dark.” tribution across the work area. The tractor equip the tractor with the latest version. LEDs offer high color temperatures is the first in the market to incorporate Hella launched the first version of the of around 6500 Kelvin. The LED work- this latest-generation LED light package. Module 70 LED in 2005 with 170 lumen. lights have a design life of up to 60,000 For the first time, LED output is on par The Module 70 Generation IV is a stan- h with constant lighting performance, with that of xenon in this compact design, dard worklight—not a customized specific according to Maierhofer, and thus are according to Stefan Maierhofer, the solution, Maierhofer pointed out. A multi- maintenance-free. Worklights Program Manager at Hella faceted reflector ensures homogenous Other manufacturers also have spec- Fahrzeugteile Austria GmbH, where the lighting of the work area. Available for ified the fourth-generation of Module company develops and produces its special applications, the extra-wide illumi- 70 worklight, but the tractors have not worklights. Equipped with three high-per- nation uses a highly-diffusing cover lens. had start of production yet, he shared. formance multichip LEDs, the Module 70 All illumination variants have a symmetri- The Module 70 is already available for LED is rated to 2470 lumen and consumes cal configuration, allowing the headlamp the aftermarket. just 30 W of energy. to be upright or pendant mounted. Other applications for Generation IV “By comparison, the Module 70 LED The black lamp housings are made include agriculture and construction Generation 3 only generated 800 lumen of aluminum and incorporate cooling machines, municipal vehicles, vehicles for and the halogen version just 1100 fins to dissipate heat from the high- commercial use, and transport vehicles. It lumen. With the xenon version it is pos- power LEDs. The electronics of the is also available in a marine version, one sible to achieve the same light output Module 70 LED are “multi-volt compati- that can be used as a “rear driving lamp,” as with the fourth generation, but due ble,” capable of operation with a 12- or and another one as a high beam (used for to its power supply unit it is not possi- 24-V power supply. The module’s inte- agricultural or special-purpose vehicles). ble to offer the same compact housing,” grated electronics protect it in case of a Ryan Gehm

MOBILITY ENGINEERING DECEMBER 2015 31 TECHNOLOGY Report

AUTOMOTIVE CHASSIS Hyundai enhances NVH with 2016 Tucson’s re-engineered suspension—including ‘world first’ dual-member damper housing

to be more effective, Hyundai engineers focused on increased use of advanced high-strength steels (AHSSs) and what O’Brien called “advanced aerospace-based, high-strength adhesives.” The entire Tucson body and chassis is more rigid, using 51% AHSS—greater than 60 kg/mm2 (590 MPa)—compared with 18% for the former model. “Another thing that we’ve done, very similar to what we did with Genesis, is to use a tremendous amount of high- strength adhesives,” said O’Brien. “We Front and rear suspension setups for the 2016 Hyundai Tucson are 20% stiffer than the went from no adhesives—just a welded outgoing model’s. structure on our outgoing model—to now over a football field in length of adhesives [335 ft (102 m), to be exact]. Not only does this help in body strength, but also in NVH by isolating noise better than just welding.” The result of such efforts is a 48% improvement in body rigidity.

‘World first’ mounting structure One area that benefits from the employment of AHSS is a “world’s first” shock-absorber mounting structure for the 2016 Tucson. The CUV employs a dual-reinforcing panel rear wheelhouse design, which optimizes panels that are prone to vibration, resulting in a 109% The new Tucson features a “world first” integrated dual-member rear wheelhouse design increase in rigidity, reduced road noise using AHSS (orange = 100 kg/mm2, or 980 MPa; red = hot-stamped steel). Also shown is levels, and ride and handling improve- the hydraulic rebound bump stop. (Ryan Gehm) ments. Traditional designs employ only one reinforcement. No area of the third-generation Tucson is not the best because people that buy “Hot-stamped steel is the highest stiff- crossover utility vehicle was left un- in this area of the market focus more on ness steel we use. Generally it is used for touched by Hyundai engineers, but maneuverabilty and parking,” O’Brien crash [protection], but we also use it for particular attention was placed on said. “So instead we focused on getting the [integrated dual-member rear wheel- re-engineering the chassis for im- the best width that we could, at 72.8 in, house] structure,” said Chahe Apelian, proved ride and handling, and impor- and also the best wheelbase at 105.1 in, Senior Manager of Vehicle Evaluation – tantly, better NVH (noise, vibration, which gives a sense of stability.” Chassis & NVH, Hyundai America and harshness) characteristics. Compared to the 2015 model, the Technical Center, Inc., as he gave Not surprisingly, the 2016 Tucson plat- new Tucson is 1.1 in (27.9 mm) wider, Automotive Engineering a walk-around of form is larger than the previous genera- with a 1.2-in (30.5-mm) increase in the Tucson body-in-white cutaway. tion’s; however, engineers focused on wheelbase. The front and rear over- “In terms of the rear suspension tow- improving width and wheelbase for hangs were increased “in smaller pro- ers, it’s to make the attachments stiff greater ride comfort and linear stability, portion,” centering more of the Tucson’s enough to where we increase the enve- according to Mike O’Brien, Vice President, mass within the wheelbase for better lope of tunability of the shock absorb- Corporate and Product Planning, Hyundai handling response and control. The CUV ers,” he continued. “Once the body Motor America (HMA). is 3 in (76 mm) longer overall than the becomes stiff to the point where it “We have a full lineup of CUVs, so outgoing model, at 176.2 in (4475 mm). deflects very little, all the energy from having the biggest one in the segment To enable the suspension refinements the road is absorbed by the shock

32 DECEMBER 2015 MOBILITY ENGINEERING ME Satven Ad 1215 larger.qxp_Mobility FP 10/30/15 11:12 AM Page 1 TECHNOLOGY Report

Hyundai engineers’ focus on chassis and NVH enhancements paid off in internal testing of noise levels.

like we’re using a whole rocker,” he optimal ride comfort and body control. explained. “It’s a laser-focused applica- Overall, front and rear suspension set- tion, so it minimizes cost but gives us the ups are now 20% stiffer than the outgo- biggest bang for the buck…You could do ing Tucson’s. it with normal steel, but then you start Suspension bushings are now com- adding more weight.” posed of a higher-damping synthetic Though the overall solution is heavier rubber that is 30% stiffer for smoother than the previous single reinforcement, ride characteristics when compared Apelian noted that “all of the other with conventional rubber. solutions would be higher weight…to “The front suspension was com- achieve this much stiffness and this pletely redesigned,” O’Brien said. “We much ride improvement.” went to a four-point bushing setup for Hyundai’s Chahe Apelian next to the better rigidity and better noise isola- Tucson BIW. Note the hot-stamped steel tion. Probably more importantly we’ve piece (red) that sandwiches the damper, Other NVH enhancements resulting in a 109% increase in rigidity, gone from a conventional rubber bump reduced road noise levels, and ride and Another area targeted for NVH improve- stop that basically has that very harsh handling improvements. (Ryan Gehm) ments was the subframes, which are fully feeling when you hit the limit of the isolated, front and rear. “The platform is suspension travel, to instead a hydrau- absorber and that’s a tunable variable.” basically a derivative of the Sonata plat- lic rebound spring stopper that man- Apelian pointed out the spring seat on form, and we carried over those,” he said. ages that last bit of suspension travel the underside of the BIW wheel well, “The body stiffness is critical to making much more comfortably.” comprised of 100 kg/mm2 (980 MPa) HSS sure those subframes work, so that the To help lower wind noise, aerody- and hot-stamped steel; “on the other side, handling doesn’t degrade, and also for namics have been improved to 0.33 Cd, we sandwich it with another piece of hot- managing the 19-in tires, making sure a 0.02 lower coefficient of drag than the stamped steel, so it’s all bracketed in and they work with the whole system.” former Tucson. takes all the forces right here.” The 19-in tires are one size larger Based on Hyundai’s internal tests at Engineers in Korea began working on than the previous-generation’s available its R&D center in Ann Arbor, MI, the new the solution since the previous genera- 18-in tires. Tucson has achieved better road noise tion, according to Apelian, after identi- Front suspension is a MacPherson (65.5 dBA), idle noise (61.7 dBA), and fying the rear suspension mount as an strut design, with coil springs, gas-filled wind noise (67.2 dBA) measures than area that needed improvement. HSS shock absorbers, and a 24.7-mm (0.97- Toyota RAV-4, Honda CR-V, and Ford being a “core technology” for Hyundai, in) stabilizer bar. The rear suspension is Escape—“the result of our extra effort in its employment for this application an independent, multi-link design, now terms of NVH and road noise isolation,” made sense, he said. with dual lower arms for both front- said O’Brien. “The part sizes aren’t very big; it’s not wheel and all-wheel-drive models, for Ryan Gehm

34 DECEMBER 2015 MOBILITY ENGINEERING TECHNOLOGY Report

AEROSPACE MATERIALS AEROSPACE MATERIALS | MANUFACTURING NASA pursues coatings that reduce bug TRB turns debris to improve aerodynamics composites focus to NASA recently tested non-stick coatings on aerospace sector Boeing’s ecoDemonstrator 757 that could eventually help aircraft become more fuel TRB Lightweight Structures Ltd. recent- efficient by reducing insect residue that ly released an aerospace-grade light- creates a surprising amount of drag. weight honeycomb composite panel NASA and Boeing engineers spent designed for interior applications, ex- about two weeks in Shreveport, Louisiana, panding the application areas for its testing non-stick wing coatings designed NASA materials scientist Mia Siochi and range of composite flat panels. to shed insect residue and help reduce fuel systems engineer Mike Alexander, from the Cellite 840 panels are manufactured consumption. Researchers with the agency’s Langley Research Center in from woven glass with a phenolic resin Environmentally Responsible Aviation Hampton, VA, and Boeing technician Felix and a Nomex honeycomb core, bonded Boyett count insect residue on the right (ERA) Project assessed how well five dif- with high-performance adhesive. The wing of Boeing’s ecoDemonstrator 757 ferent coatings worked to prevent insect aircraft following a flight test in Shreveport, woven glass prepreg skins are 0.5 mm remains from sticking to the leading edge LA. (Credit: NASA Langley/Paul Bagby) thick. Standard panels are 2500 mm of the airplane’s right wing. wide (±4 mm) by 1250 mm long (±3 Because most insects fly relatively the survival mechanism for the bug.” mm). Other panel sizes are available close to the ground, NASA explained, the Materials scientists then turned to upon request, the Cambridgeshire, U.K.- 757 made 15 flights from the Shreveport nature—lotus leaves, in particular—to based company notes. Overall thickness Regional Airport that each included sev- create the right combination of chemi- is per customer request, ±0.25 mm. eral takeoffs and landings. Shreveport cals and surface roughness in the test The new design extends the range was chosen in part because of its signifi- coatings, Siochi added. of TRB’s composite flat panels, which cant bug population, and the crews “When you look at a lotus leaf under the have been used for years to manufac- worked around storms and winds to microscope, the reason water doesn’t stick ture bonded assemblies, lightweight ensure the bugs would be present. to it is because it has these rough features structures, and composite components “One of the five coating/surface com- that are pointy,” she explained. “When liq- for rail, defense, marine, and motor- binations showed especially promising uid sits on the microscopically-rough leaf sports industries. results,” said Fay Collier, ERA Project surface, the surface tension keeps it from This product development builds on Manager. “There still is a lot of research spreading out, so it rolls off. We’re trying to TRB’s recent AS9100 (BS EN 9100) to be done, but early data indicated one use that principle in combination with aerospace accreditation, adding to the coating had about a 40% reduction in chemistry to prevent bugs from sticking.” IRIS (International Railway Industry bug counts and residue compared to a The best-performing coating is an Standard) and ISO 9001 certifications control surface mounted next to it.” epoxy with fillers—this is all Siochi, Bug residue causing drag has long through the Langley communications been a challenge for the aviation com- team, could share about its make-up. munity, according to Mia Siochi, Senior “Our materials scientists can’t say more Materials Scientist at NASA’s Langley until the patent process is complete,” the Research Center in Hampton, Virginia. spokesperson relayed. “Laminar aircraft wings are designed Engineers at Langley developed and to be aerodynamically efficient,” she tested more than 200 coating formula- said. “If you have bugs accumulating, it tions in a small wind tunnel, then took a causes the airflow to trip from smooth or number of those to flight on the wing of laminar to turbulent, causing additional a NASA jet. They selected the best can- drag. An aircraft that’s designed to have didate non-stick coatings to fly on the laminar wings flying long distance can ecoDemonstrator, while a team com- save 5-6% in fuel usage. Surprisingly, all prised of experts from NASA, Boeing, you need are little bugs that trip the flow the U.S. Department of Transportation, and you lose part of this benefit.” and University of California-Davis identi- Prior to development and testing of the fied the best location for testing. non-stick coatings, the researchers studied Where does the project go from bug chemistry and what happens when an here? “We are talking with possible insect hits a surface at a high velocity. industries about commercialization,” Cellite 840 panels from TRB are “We learned when a bug hits and its according to the spokesperson. “Any manufactured from woven glass with a body ruptures the blood starts under- product applications would be up to phenolic resin and a Nomex going some chemical changes to make industry and aircraft manufacturers.” honeycomb core, bonded with high- it stickier,” said Siochi. “That’s basically Ryan Gehm performance adhesive.

MOBILITY ENGINEERING DECEMBER 2015 35 TECHNOLOGY Report

OFF-HIGHWAY SIMULATION Advanced simulation aids heavy-truck aerodynamics

There is more pressure than ever on heavy-truck engineers to find and create significant improvements in fuel economy and reduce tailpipe greenhouse gas (GHG) emissions. This is being driven primarily by two factors. First, customers are looking for ways to improve their business model by reducing fuel consumption. Diesel fuel prices in the past few years have been volatile, ranging from $2.931/ gal (Sept. 6, 2010) up to $4.159 (Feb. 25, 2013) and back down to $2.561 (Aug. 24, TRB’s new autoclave system for the manufacturing of high-performance composite 2015), according to U.S. Retail Diesel Price components is 3 m long and has pressure capability of 10 bar at 250°C. data from ycharts (http://ycharts.com/ indicators/us_diesel_price), showing the already in place. AS9100 is an indus- currently in the process of negotiating need to be prepared for possible up- try-recognized standard of quality and new contracts with a number of aero- swings in fuel costs of 50% or more. risk management for the aerospace and space customers, and we expect more Additionally, regulations are driving fu- defense industry aimed at improving to come on board now that we are el-economy improvements and GHG re- service standards and product reliability. AS9100 approved.” duction to unprecedented levels. Obtaining AS9100 is part of TRB’s Procured in June 2015, the new auto- To compound the challenge of these long-term strategic investment in the clave system for the manufacturing of customer and regulatory pressures, the aerospace sector, both in the U.K. and high-performance composite compo- low-hanging fruit for these gains is globally. Additional new capacity and nents is 3 m long and has a process already long gone. Aerodynamic capabilities in the design and manufac- mass including tooling of up to 500 kg. enhancements have historically offered ture of composite materials have been The vessel is designed to meet the the biggest opportunity, but finding sig- made over the past year to help secure requirements of PD 5500 with a design nificant improvements today requires a new business. Recent investments for pressure capability of 10 bar at 250°C. shift in testing and development to be manufacturing composites include the The autoclave system complements efficient and successful, and new procurement of a new 3- x 1.5-m auto- TRB’s existing range of machines for advancements in CFD may be the key. clave system. composite manufacture that includes The aerodynamic challenge with heavy “As specialists in the design and ovens, computer-controlled multi-day- trucks is that they’re pulling a brick-like engineering of lightweight composite light heated platen presses for high-per- shape that has a flat wall at the end. The solutions, we enjoy the challenges that formance material bonding, and a closing of the airflow at the end of that the aerospace industry provides,” said 4000-ft² ISO 14644 class clean room. brick creates a wake, and inside that area Richard Holland, Managing Director of “The autoclave system is an import- is extremely low pressure that pulls on TRB. “Obtaining AS9100 now allows us ant step in the continued development the surface, creating about 40% of the to extend our expertise as an end-to- of our business,” said Andrew Dugmore, pressure drag of the entire tractor and end service provider further into the Sales Director at TRB. “[It] enhances trailer. Pressure drag is about 90% of heart of this demanding industry, as our current in-house capability, ensuring total drag on a truck and trailer combi- well as improving our service to existing we maintain control of costs, lead times, nation, thus, a key target for refinement. customers in aerospace and defense. and quality.” Exa Corp. has been working with “In the last 12 months, in addition to He added, “This has resulted in new several truck and component manufac- putting in place additional composites contracts for key customers including turers in the heavy-truck industry, and capabilities, we’ve been on a journey the manufacture of a complex, light- has shown how its CFD software, that has seen us implement many weight backing structure for use in an PowerFLOW, can evaluate and quantify improvements across the business to RF Mock-Up of a new microwave instru- small changes without expensive and raise quality and drive down costs,” ment for Airbus, and a complete car- time-consuming prototype builds or Holland continued. “A key focus on bon-fiber floor system for a wind tunnel testing. PowerFLOW also production efficiency means that we high-performance racing yacht for offers an Optimization Solution, which are now able to offer significantly Green Marine.” uses algorithms to test hundreds and reduced lead times. As a result, we’re Ryan Gehm even thousands of variations, literally

36 DECEMBER 2015 MOBILITY ENGINEERING TECHNOLOGY Report overnight, between a baseline design and end parameters set by the engineering team. Designs can be morphed quickly using CFD, and unlike physical testing where the design has to be modified for the consecutive tests, users can easily and accurately return to the baseline. Additionally, wind tunnels cannot accurately address how the moving road surface and spinning tires affects airflow; this is critical now as many opportunities for aero improvements—skirts, under-vehicle panels, and wheel cov- Exa recently worked with Laydon Composites on a trailer skirt solution that explored ers—are parts of the tractor and trailer which design would provide optimum results. The result of extensive simulation was a that are close to the pavement. 9.3% improvement in fuel economy, and achieving U.S. EPA SmartWay Elite status Exa recently worked with Laydon without a boat tail. Composites on a trailer skirt solution that explored which design would provide and trailer combination can be achieved to more willing to embrace these shutters as optimum results. In addition to looking for maximize the fuel-economy gain. Already pressure for improvement from customers the best aerodynamics to enhance fuel popular in Europe, there is more talk in the and regulations increase. economy, the team also found that with U.S. about matching truck and trailer sys- Even without active shutters, with sim- the right design they could achieve U.S. tems for better aerodynamics, but it would ulation software it is possible to explore EPA SmartWay Elite status without a boat require fleet homologation to make it more the front-end design to reduce the frontal tail. This can have large operational and realistic for the U.S. business model. area but still provide what’s needed for cost advantages for a fleet. There are also aerodynamic opportuni- cooling. There are opportunities with “Anyone can put a fairing under the ties with active grille shutters, which are trucks designed for specific routes to trailer and get a 2-5% improvement,” becoming common in passenger vehicles. optimize the front-end design to balance said Doug Hatfield, Managing Director, Active grille shutters allow more airflow airflow for cooling and reduced frontal Heavy Vehicles, Americas, at Exa. “We for cooling, but can close (forcing airflow area for cooling. For example, today all developed one with extensive simula- around the engine compartment instead trucks are designed for worst-case heat tion and achieved a 9.3% improvement of through it) when not needed. Exa has scenarios: pulling full CGVWR (combined in fuel economy.” found that closing off the grille to airflow gross vehicle weight rating) at a grade at Even with improvements in fuel econ- results in about a 1% improvement in fuel ambient temperatures above 100°F omy through the optimized design of a economy overall with current design of (38°C). But if the customer will never trailer fairing, Exa believes there are more tractors, and that there’s potentially a operate the vehicle in those extreme con- opportunities. Simulation provides insight 3-5% gain on the table if the tractor ditions, then it will never need that much into the airflow so engineers have more design is optimized to make use of active cooling capacity, and the front-end design control to influence it. For example, grille shutters. This would require a para- could be swayed to favor aerodynamics. through simulation and analysis, better digm shift in tractor design and manufac- It also will be interesting to watch as integration of the airflow under the truck turing. Vehicle manufacturers may be technology for self-driving trucks evolves. Truck platooning, for example, presents an interesting mix of opportunity for fuel-economy improvement and unique cooling challenges. The rear trucks in a draft will have better fuel economy, but it will have increased cooling needs. Exa has already done simulation work on platooning and found significant gains in fuel economy with 50 ft (15 m) of following distance even without unique aerodynamic design. While the future has many variables, one certain thing is that utilizing advanced simulation tools for development and testing will be critical to effi- Complex underhood airflow management is key when determining proper cooling of ciently identifying the next wave of critical components. Through simulation, truck manufacturers can evaluate and design fuel-economy improvements. efficient airflow and cooling for various situations such as drafting/platooning Cole Quinnell on behalf of Exa Corp. wrote virtually. (SuperTruck image courtesy of Exa/Peterbilt/Cummins.) this article for SAE Magazines.

MOBILITY ENGINEERING DECEMBER 2015 37 TECHNOLOGY Report

OFF-HIGHWAY TESTING LiuGong builds commitment to R&D into new China hub

“We want to bring highly-skilled people to LiuGong whose primary outlook is to teach and inspire their colleagues in their specialties,” said David Beatenbough, Vice President of LiuGong and project lead for the new center. “I am not interested in The Global Research and Development Center opening in June at Liuzhou will be bringing in an engineer just to design a housed by a team of LiuGong employees, each of whom will share the company’s better excavator; I want to hire an engineer collective approach to design and manufacturing. The company says its team of well that designs a better excavator in a way over 1000 engineers will have expertise spanning just about every key element of that educates and hones the skills of their construction machinery. fellow employees.”

At Intermat, LiuGong announced that it Most important, the new center will future trends within the industry. was in a 60-day countdown before its be the focal point for the development LiuGong believes that the center will new Global Research and Development of engineering talent within LiuGong, enable a fundamental change for the Center opened in June. LiuGong, found- considered a key target at LiuGong. The better in how it approaches R&D. ed in 1958, currently directs close to 5% new complex has several specialized In terms of expectations for the of its total sales revenue into R&D year- training laboratories that will focus on research center, “We want to bring on-year, with an investment of over €61 testing and optimizing all aspects of highly-skilled people to LiuGong whose million (~$68 million) in 2014 alone. machine performance, such as structural primary outlook is to teach and inspire “For LiuGong to continue our growth design, materials science, electronic and their colleagues in their specialties,” path, we need facilities that enable our hydraulic efficiency, cooling, vibration, said Beatenbough. “I am not interested design and engineering teams to inno- and noise. The laboratories will allow in bringing in an engineer just to design vate and utilize the technologies that accelerated endurance testing as well as a better excavator; I want to hire an will drive the future of our machines,” a wide variety of performance testing. engineer that designs a better excava- said David Beatenbough, Vice President “From a personal point-of-view, it is tor in a way that educates and hones of LiuGong and Project Lead for the the most complete facility that I have the skills of their fellow employees.” new Development Center. had the opportunity to work in,” said Beatenbough believes that within Development began in Liuzhou, Beatenbough. “It gives us the platform just a few months of moving into the China, in 2013 and the accumulated to be competitive with any construction new center “our customers will begin to investment in the project since then has equipment manufacturer in the world.” feel the impact of optimized R&D, and I reached €40 million ($45 million). The At Intermat, Beatenbough, even con- can confidently say that within a very facility spans 110,000 m² and includes a sidering the state-of-the-art equipment few years there will be technologies and 22,000 m² office complex for about 1200 in the laboratories, seemed particularly products from LiuGong that will engineers, a test center, a prototype cen- enamored of the office space, which has advance the industry.” ter, seven laboratories, and three design been designed “with gathering and The facility’s initial focus will be to studios, including a virtual reality studio. meeting places to facilitate interactions undertake major R&D and testing for Liuzhou—also home to the company’s between engineers,” he said. “The space LiuGong’s lines of wheel loaders, exca- global headquarters—will be the new hub will have different kinds of rooms for vators, and graders. One of the first that will provide direction to LiuGong’s different kinds of meetings, for ener- projects will be the completion of R&D three other R&D facilities in India, Poland, getic engineers eager to learn.” and testing for the second-phase mod- and the U.K. One of the main objectives Co-locating experts from many disci- els of H Series wheel loaders. In 2014, of the new center will be to encourage plines will allow better exchange of LiuGong held nearly 9.7% of the global greater interaction between the R&D facil- ideas, and help with one of the new market share in wheel loaders and ities, streamlining information exchange design center’s primary missions—that nearly 17.5% share domestically. and resource utilization. of evaluating future technologies, and Jean L. Broge

38 DECEMBER 2015 MOBILITY ENGINEERING TECHNOLOGY Report

AEROSPACE SIMULATION Dassault Systèmes on everyone’s side with 3D visualization for cabin design

Dassault Systèmes announced just prior Based on Dassault Systèmes’ to the Paris Air Show the launch of 3DEXPERIENCE “Passenger Experience,” what it de- platform, scribes as a new aerospace and defense Passenger industry solution experience that fea- Experience uses tures high-end 3D visualization technol- 3D visualization ogy for customized aircraft cabins. technology and As Pierre Marchadier, Vice President, interactive content to Public Relations, Corporate transform Communications, and Global Events, engineering data Dassault Systèmes, told Aerospace into visual 3D Engineering at the Paris Air Show, “The design, passenger is the last bastion to conquer marketing, and in the aerospace industry.” sales applications that address all And he meant it in the best way. aspects of the Indeed, throughout the show the talk to cabin design the press conferences seats, if not the experience. talk on the street, was very focused on the passenger, and not just stretching versions of planes already flying like the A380 to fit more of them in. Instead, it’s about connecting them and, if possible, Real-time cabin making it seem like they’re the only ones configuration and on the plane through a customized expe- immersive cabin rience, such as allowing them to preorder validation capabilities enable food, or starting off a movie on flight B quick turnaround exactly where they left off on flight A. It’s time on design also about comforting them. configurations, There have been many technological reduce engineering advances in the industry since nearly changes, and every plane flying today went into pro- ensure that the final product meets duction, and “there are still lots of expectations planes to produce,” said Marchadier. before a physical And if not finally, then at least intently, prototype is passengers have become part of the created. conversation as aircraft modernization and the retirement of thousands of air- marketing campaigns. “We think of our- training and fully immersive 3D visual- craft over the next decade have led to a selves as strategy partners as opposed ization, increase training efficiency and strong build cycle in the industry. That to software suppliers,” said Marchadier. minimize time out of the field for cabin fact in particular has spurred innovation Passenger Experience automates crews and aircraft on the ground. in cabin personalization and passenger cabin completion processes with essen- “Allowing aircraft customers to expe- comfort as “an effective tool” for OEMs, tial intelligent “building blocks” captur- rience their choices as they make them, completion centers, suppliers, and air- ing rules, regulations, and manufacturing to appreciate the beauty, effect, practi- lines to differentiate themselves and knowledge to automate cabin interior cality, feasibility, cost, and benefit in real bring back flyers. design, development, and delivery. time as they make these choices, is a Based on Dassault Systèmes’ Real-time cabin configuration and key goal for Passenger Experience,” said 3DEXPERIENCE platform, Passenger immersive cabin validation capabilities Michel Tellier, Vice President Aerospace Experience uses 3D visualization tech- enable quick turnaround time on design & Defense Industry, Dassault Systèmes. nology and interactive content to trans- configurations, reduce engineering “There is a competitive advantage in form engineering data into visual 3D changes, and ensure that the final prod- bringing maximum harmony between design, marketing, and sales applica- uct meets expectations before a physi- the interior while it is being specified tions that address all aspects of the cal prototype is created. and what will be delivered, and ulti- cabin design experience—from initial Different forms of training and visu- mately marketed, to the private or com- customer interaction and design valida- alization content, including web-based mercial passenger.” tion and verification, through to courseware, interactive game-based Jean L. Broge

MOBILITY ENGINEERING DECEMBER 2015 39 TECHNOLOGY Report

AUTOMOTIVE TESTING legislative date will be. Bal regards European pass-by limits Millbrook’s latest sound advice to the on noise as being “fairly stringent.” They auto industry apply to all vehicles, including high-performance cars that are applicable to the European Community Whole Vehicle Type Approval (ECWVTA) framework directive. There is a fixed test proce- dure—ISO 362—first established in 1981, which was revised this year. Currently, though, the European regulatory standards use a 1998 version. He explained: “With regard to high-performance cars, the market requires they have the ‘right’ exhaust note for their type—we all do! The current Type Approval test method varies according to the power output of the vehicle category and transmission type of the vehicle. A “substantial” investment has been “As an example, a car with power made in upgrading Millbrook’s noise output of 100 kW and manual transmis- measurement system. sion (categorized M1 by Millbrook), is tested in second and third gears at an entry speed of 50 km/h. At a specific UK independent vehicle test, validation, acoustic holography, essentially an point, designated Line AA, the car is and engineering services provider, acoustic camera that can visually indi- accelerated on a “wide open” throttle Millbrook, is considering introducing cate sound sources and highlight poten- for 20 m and then the accelerator is acoustic holography as the next step in tial problem areas. This requires multiple lifted. In second and third gears, a the further development of its new microphones built as an array, so our mathematical average is applied to the noise-measurement systems. 16-channel capability allows us to do results and that must be below the limit “Able to support the latest automotive exactly that, with potential scope to applied to that particular class of vehi- technologies including electric and hybrid improve spatial resolution by increasing cle. It should be considered for the vehicles, our newly commissioned system the number of microphones used.” majority of modern vehicles, that with provides a great opportunity to introduce Together with other upgrades, more advanced test methods to reduce including Millbrook’s dynamometers, NVH, test to regulatory requirements, and investment in its Portable Emissions facilitate investigation and development Measurement System (PEMS), and into improvements in vehicle refinement,” increased capability within its test said Millbrook’s Principal Engineer, Ravi Bal. department, the new noise system pro- He explains that the new system is vides the opportunity to test, investi- ideal for (but not limited to) sound source gate, and develop “way beyond” basic localization and contribution analysis. regulatory requirements, stressed Bal. Engineers will be able to measure acous- Millbrook’s work on noise was tics and vibration inside a vehicle and sync enhanced in 2012 with the introduction of it with data recorded outside, conducting an ISO 10844:2011 specification noise test a variety of objective measurements in a surface, providing an advanced facility for repeatable test environment. investigating and understanding vehicle The system that it replaces had been in noise: “Whilst the anticipated update to service for 20 years, stated Bal: “Although European legislative type approval everything was digital, there were limita- requirements did not go ahead as pre- tions for efficient and thorough data anal- dicted in 2014, Millbrook remains at the ysis. So we have made a substantial forefront of the latest technology for test investment in new equipment—both and development of noise solutions.” hardware and software—to expand on our test capability and to introduce more advanced test methods.” Global noise test level The update has seen an advance from Efforts to introduce a global regulated Ravi Bal says Millbrook is considering a two-channel setup to a 16 channel: “So legislative level are still under discussion, acoustic holography as part of its new we are looking at the introduction of but it is difficult to say when the next noise measurement system.

40 DECEMBER 2015 MOBILITY ENGINEERING TECHNOLOGY Report

AUTOMOTIVE MANUFACTURING Comau enters the small-robot segment

Siemens with Racer3 technology is used for Small robots are beginning to handle Millbrook has increased its investment in Millbrook’s tasks inside automotive production fa- its Portable Emissions Measurement new noise cilities that require human-like dexterity. System (PEMS). measurement “The primary reason for smaller robots system. gaining traction in the automotive indus- electronic throttles, when a driver try, especially in the assembly area, are presses the accelerator pedal he is not advances in end effector technology (the making the vehicle’s speed increase but device at the end of a robotic arm), tactile merely requesting that it should go sensing capabilities, and overall preci- faster. The limit is 74 dB(A).” sion,” said Alex Shikany, Director of However, for test vehicles with a Market Analysis for the Robotic Industries power output greater than 140 kW (and measurement equipment applicable to Association (RIA) in Ann Arbor, MI. other stipulations), it is required to ISO 362 that can be used as a point of Improved sensor technology is mak- enter the test zone with only third gear reference, tire test noise per se is not ing it safer for humans to work along- selected, which typically tends to be part of Millbrook’s work, but Bal says side robots, according to Jeff Burnstein, quieter (lower engine speed than in sec- the possibility is under discussion. President of RIA, who adds, “This ond) but is given a 1 dB provision for its Potentially, it would involve a large in- so-called ‘collaborative robot’ move- class, consequently raising the limit to vestment and, again, varying standards ment is the hottest area of robotics 75 dB(A), which is a challenge. across the world would present compli- today, and many of the collaborative The market emergence of electric and cations: “The European tire regulation R robots are smaller robots.” hybrid vehicles has brought a new 117 has four elements: wet grip, rolling Comau recently unveiled its Racer3, dimension to noise testing. Bal resistance, snow performance, and a compact robot with the same preci- explained: “We regard dB figures of mid noise. We can assess noise by using a sion and repeatability of the company’s to high 60s as the norm for these vehicle test trailer but it is quite an involved large industrial robots used in the auto- types based on our experience, and we program. The tires have to be loaded to motive manufacturing environment. attribute most of this to tire noise, with a set percentage of their maximum per- “The Racer3 is not the spot-welding tire manufacturers required to declare missible load carrying capacity.” robot, for sure. I think there are a lot of the sound pressure generated by the If Millbrook did move into tire noise areas in automotive—beyond the body tire—although this is tested via a differ- testing, it would also want to enter the ent methodology to the whole vehicle.” other three categories, too. Bal added: Reducing tire noise in electric vehi- “Rolling resistance is relatively straight- cles increases the need to consider an forward, but wet grip would require fur- artificial approach-warning systems for ther investment. We work in pedestrians. This is another aspect of collaboration with Test World, the winter noise testing. Bal wants to see limits vehicle and tire test facility in Finland.” It that require minimum sound pressure facilitates access to snow all year round. levels at key frequencies: “These key Bal hopes Millbrook will eventually frequencies should be established using test whole vehicle noise levels, embrac- data relating to a person’s perception of ing vehicle body structure, contact sound, i.e., can they hear it over a typi- patch, aerodynamics, and powertrain cal background noise? Therefore, creat- contributions. ing a noise that is more than a constant But he wants to see any new test drone, and distinguishable as an electric regulations created via a different pro- vehicle.” With a typical ambient noise cedure: “At present, the perception is level of around 46 dB, the situation of that legislators decide what is going to Millbrook’s noise site is conducive to be required, but if a more pragmatic achieving accurate measurement data. approach could be agreed, taking into consideration OEM and suppliers’ views Comau’s Racer3 is a new, high-speed at the earliest stage of decision making, Surface test compact articulated robot. “We had a a more appropriate conclusion for the missing product in our portfolio, and Although Millbrook has a control surface industry could be reached.” we’re trying to fill that,” said Comau test area (ISO 10844), coupled with Stuart Birch Robotics’ Mathias Wiklund.

MOBILITY ENGINEERING DECEMBER 2015 41 TECHNOLOGY Report shop where you do not see a high-den- AEROSPACE MANUFACTURING sity of robots—where the Racer3 can be used,” Mathias Wiklund, Chief Operating First Airbus A350-1000 wing goes into Officer of Robotics for Comau SpA, said production in North Wales in an interview with Automotive Engineering during a press event at the Castle of Rivoli in Italy. Comau’s Racer3 can assemble small components, like powertrain parts. “I think powertrain is an area where you have a tendency of investing in hard automation, instead of investing in flexible automation. And I think flexible automation becomes a need for the future,” said Wiklund. Wings for the first A350-1000 jetliner are now under assembly process at Airbus’ Broughton, North Wales facility. While welding and paint shop tasks have been handled by large robots for several years, the trend toward using smaller robots for other automotive production duties is an emerging trend. Said Shikany, “Advances in technologies are increasing the capabilities of these smaller, flexible robots, which opens up new automotive industry applications, such as dashboard assembly, engine and transmission handling, and cutting applications for softer materials.” The six-axis Racer3’s primary applications are aimed at assembly, material handling, machine tending, dispensing, and pick and place. Racer3 has a 3-kg (6.6-lb) payload, and a 600-mm (23.6-in) reach. Its 30-kg (66-lb) weight reflects the usage of aluminum and another lightweight alloy. Assembly has commenced for the first A350-1000’s wings—which make the aircraft “There are a lot of new things with faster, more efficient, and quieter—at Airbus’ facility in Broughton, North Wales. this robot that we did not have before. For instance, none of our big robots Airbus has begun the assembly process dropped-hinge flaps, which increase the use magnesium. This robot has magne- on the wings for the first Airbus A350- jetliner’s efficiency at low speeds. Also, sium to make sure it is lighter and to 1000 in Broughton, North Wales. The the wings are capable of producing make sure it is performing better,” A350-1000 wing has the same span of more lift and automatically handle loads Wiklund explained. the A350-900 that is already in service, across their surface—helping to reduce Designed to resemble a snake, the but 90% of the parts have been modi- the aircraft’s drag and fuel burn. Racer3 can rotate into many positions. fied and the trailing edge has been ex- On the A350 XWB wing, Airbus engi- For example, it can assume a scissor tended to resize the wing for the addi- neers combined aerodynamic enhance- shape, surpassing the flange at axis tional payload and range. ments already validated on the A380 one. It also can close like a book, Most of the A350 XWB’s wing is with further improvements. To improve bringing the robot’s wrist toward the comprised of carbon-fiber composites, efficiency at higher speeds, the A350 body in order to rotate the axis one at including its upper and lower covers. At XWB can deflect its wing flaps differen- maximum speed. 32 x 6 m, Airbus says the wing is the tially, optimizing the wing profile and According to Tobias Daniel, Head of largest single part made from compos- providing better load control. By intelli- Comau’s Robotics for Europe and the ites in use in civil aviation today. gently controlling the wing’s moving sur- Americas, one of Racer3’s selling points The wings were designed and devel- faces using onboard computer systems, is its speed (0.36-sec cycle time in pro- oped at Airbus’ facility in Filton, near the wing will adapt while airborne—tai- totype trials). “It is useful for automo- Bristol, where a number of other sys- loring it for maximum aerodynamic effi- tive,” said Daniel, who points out that tems are designed and tested including ciency in the various phases of flight. In the Racer3 was specifically created for fuel systems and landing gear. The wing essence, pilots will be able to use the general industry sectors, including elec- design includes several streamlined fea- flaps not only for takeoff and landing, but tronics, plastics, and metalworking. tures, in particular droop-nose leading also while cruising to reduce wing drag. Kami Buchholz edge devices and new adaptive Jean L. Broge

42 DECEMBER 2015 MOBILITY ENGINEERING SIMULATION FEATURE

Uncertainty quantification The technique is a must for next-generation simulation tools.

oday’s CAE (computer-aided engineering) analysis tools are What is uncertainty? mature in terms of solving complex real-world problems. With Uncertainty is everywhere, but it does not nec- growing industry expectations, next-generation system-level essarily mean risk. Error and uncertainty are Tsimulation tools will be armed with uncertainty prediction ca- different terms and cannot be correlated. Error pability. Of course, there are challenges in implementing uncertainty is defined as “recognizable deficiencies of quantification and propagation, but the ability to predict uncertainty models or algorithms employed,” whereas un- would garner increased confidence on simulation predictions. certainty is defined as “potential deficiency due The plight of a 1D system analyst is summarized with Roache’s to lack of knowledge.” Therefore, the focus famous statement: “No one believes the simulation results except the should be on managing uncertainty rather than one who performed the calculation, and everyone believes the experi- complete eradication. For example, the main mental results except the one who performed the experiment.” focus of an increasingly important discipline Simulation engineers struggle to convince engineering teams to called Uncertainty Quantification (UQ) is uncer- believe in numbers along with real-world uncertainties. However, all real- tainty management instead of eradication. world processes always come with associated uncertainty. While carrying There are two forms of uncertainty: alea- out simulation, do we think of propagating measurement uncertainty to tory and epistemic. Aleatory uncertainty (also simulation predictions? Let’s look at the basics to find the answers. called irreducible uncertainty) arises from the inherent variation associated with systems under consideration. The aleatory uncertainty can be represented by a finite number of ran- dom variables with some known probability distribution. The sources of aleatory uncertainty include both uncertainty in model coef- ficients and uncertainty in the sequence of possible events. Examples of aleatory uncertainty are material properties, operating conditions, manufacturing tolerances, etc. Aleatory uncertainty can be studied as noise analysis in mathematical modeling. This type of uncertainty should not keep engineers from carrying out simulation activities and should not decrease designer confidence in Types of uncertainty. modeling. Established statistical models can

MOBILITY ENGINEERING DECEMBER 2015 43 Uncertainty SIMULATION FEATURE quantification

Uncertainty Quantification Total Prediction Uncertainty focuses on uncertainty management instead of eradication. E+A E E Uncertainty Uncertainty Uncertainty

Hardware Errors Extrap- olation Solution Verification Validation Code Metrics Verification Outcomes Simulation Outcomes Experimental Uncertainty Propagation Verification Validation

Modeling and Simulation Experiment Uncertainty Propagation Aleatory Epistemic Deterministic Inputs (A) Inputs (E) Inputs (D)

Measured Inputs (A, E, D) produce a range of scenarios and can be pre- simulation tools can answer these questions. sented as “best-case, base-case, and worst- Any predictive simulation requires validated, computational tools, case” if needed. physical models, and quantified ranges and tolerances for all uncertain- More serious problems can arise for design- ties. The objective of UQ is to provide bounds on computational results, ers from epistemic uncertainty. This type of just as they are provided with experimental results as uncertainties can uncertainty represents any lack of knowledge arise from each of these inputs in the predictive simulation. or information in any phase or activity of a This calls for a fundamentally new approach for modeling focusing modeling process. Frequently, strong statisti- on bounds to simulation predictions. The traditional modeling cal information such as probability distribution approach is based on the idea of approximation: “say where the function is not available. Experimental data answer is” and then “try to minimize the bias.” The approach of needed to construct this information are bounding is exactly opposite: “say where you know the answer is not” expensive and consequently no data or only a and then “try to tighten the range.” Model validation and uncertainty small collection of data points may be avail- quantification are closely associated. Model validation consists of per- able. In such cases “expert opinion” is used in forming thorough comparisons with experimental data, so as to conjunction with the available data to produce ensure that the models accurately represent the reality. As real con- weak inferential estimates of parametric figurations are always associated with uncertainties, these uncertain- description, often in the form of lower and ties must be accounted for during validation. upper bounds. Designers of a system part, Uncertainty quantification is not prevalent in today’s analysis pro- such as a Tier 1 supplier, deal with epistemic cess. The system analyst responsible for doing the modeling needs to uncertainty as a core part of their process. communicate the uncertainty along with the predictions. The chief Controlling it will depend on complete or sim- engineer who consumes the analysis results to make critical design ulated system data, which is where the use of decisions must demand this uncertainty range. Don’t just ask: “will my robust computational tools is essential. system meet the design target?” but also ask: “what conditions will make my system fail, and what are the chances of that happening?” Why should we consider uncertainty quantification of Ms. Angela Uppuluri, Director of Operations, simulation predictions? and Mr. Hemant R. Khalane, Lead Systems Engineer, Computational tools are increasingly used for both of Computational Sciences Experts Group, wrote this article for Mobility Engineering. designing and optimizing engineering systems, but can we have any confidence in their predictions? How certain, or uncertain, are we that the results will correspond to reality? UQ

44 DECEMBER 2015 MOBILITY ENGINEERING AUTOMOTIVE POWERTRAIN FEATURE Oil-pump sizing Researchers from Hinduja Tech investigate options for low friction and power consumption.

Figure 1: Flow distribution in various oil pump types.

tringent emission norms are pushing OEMs to focus on making Variable displacement powertrains more efficient, making them look for all possible A variable-displacement oil pump (VDOP), ways to reduce fuel consumption. The oil pump’s contribution typically a solenoid actuated mechanical to accessory power loss of the engine is significant. Various pump, employs a multistage pump strategy SOEMs have come up with different and new thought processes to used by the OEMs and Tier 1s for power saving counter power loss at oil pumps. but are also market and cost driven. Another An effective lubrication system is necessary for an engine because of similar concept is a mild variable displacement its tribology, hydraulic, and thermal functionality. A modern-day engine oil pump. This contributes to power saving as puts increased strain on lubrication systems due to additional compo- well as counters the higher cost of VDOPs. nents and higher thermal loads. The flow estimation for an oil pump is A variable-displacement oil pump based on the flow requirement of the components in the system. addresses the problem of the conventional oil Conventional oil pumps are designed for high-temperature low- pump by keeping the output flow as close to speed flow and pressure requirements. These methodologies tend to be system demand. VDOP lowers the variation in simpler but lead to excess flow conditions at other operating points. output by self-regulating the flow to the Various technologies are implemented over the conventional oil pump requirement of the system based on the design to improve overall efficiency. feedback from the system. The feedback Conventional oil pumps are of external gear or gerotor design. They from the system is in pressure form. The are either driven directly through crankshaft, gear drive, or chain sys- pressure is picked up either at the outlet of tems. Conventional oil-pump flow has a high level of variations/distri- the pump, in the gallery, or combination of bution in output. Figure 1 shows various distributions in different oil both. The flow into the system is subse- pump types. These distribution outputs are caused by linearity in flow quently modified to meet the requirement. increase with respect to rise in engine speed. An increase in flow over- This reduces the overall system pressure and shoots the actual demand of the system leading to increase of pressure. hence lowers power consumption.

MOBILITY ENGINEERING DECEMBER 2015 45 Oil-pump AUTOMOTIVE POWERTRAIN FEATURE sizing

Figure 3: A CFD analysis of the oil passage.

Figure 2: System pressure various engine speed.

The flow regulation can also be achieved through the set pressure of mog3 mog2 the oil pump relief valve. The oil pump oil_filter concept implemented is a two-stage oil pump called mild-VDOP (mVDOP). The mog1 EngCvlPres two-stage setting of relief valve brings 0 1 1 out a two-mode operation of the pump. 3 1 3 2 1 2 The first stage takes care of the pres- mb_1 mog4 mog mog5 mb_2 81 2 Oilpump shaft gear sure surge during cold-start and high- 1 cranktrain speed operations. The second stage MB_1_1 mb_2_1 controls the flow during the cruise 1 1 2 range of the engine. During the cruise strainer crossdrill MB1 MB2 condition, engine operation is stabi- 3 2 1 1 1 lized. Conventional oil pumps have flow sump regulation set at a region beyond cruise Figure 4: 1D simulation CP1 MJ1 MJ2 region, leading to higher displacement 0 0 0 model of system circuit from the pump into the system. Using using GT-Suite mVDOP, the second stage of the oil Sump pump relieves excess flow and lowers sump2 sump3 the system pressure. Thus, an advantage of power saving is achieved. The pressure of the system was verified through CFD. Based on the results, orifice diameters were optimized for nominal restrictions. A 1D Case study simulation model for the system was carried out through GT-Suite. The The operating condition of every component data were verified for a newly developed 1.0-L three-cylinder diesel was evaluated in an mVDOP trial to define an engine. Thus, a concept of power saving oil pump was conceptualized, overall system’s definition. The pressure of implemented, and validated, and the mVDOP was found to give an effi- the system was estimated based on the ori- ciency benefit of 3-4%. fice diameters of the flow passages, pressure drop across filter, and other components of Mr. R. Madhusudhan, System Engineer, Powertrain, the system. Components considered in the and Mr. Meenakshi Sundaram, GM, Powertrain, system were oil filter, oil cooler, piston-cool- both of Hinduja Tech Ltd., Chennai, wrote this article for Mobility Engineering. ing nozzle, HLA, and vacuum pump. The flow rates for these components were specified by the manufacturer.

46 DECEMBER 2015 MOBILITY ENGINEERING AEROSPACE INFRASTRUCTURE FEATURE The future of Indian COMMERCIAL AVIATION

The growth in traffic that airport modernization has supported has also made a significant contribution to the local and national economies, while the improved infrastructure has been positive for the perception of India in the global market.

ndia, one of the fastest growing aviation demand for more kinds of planes in a market where 84% of the fleet con- markets in the world, currently ranks sists of single-aisle aircraft. Boeing, which has made 50 of the 62 ninth, but is expected to become the third wide-bodied planes currently in the fleet of Indian carriers, is counting on largest after the U.S. and China by 2020. growth in this segment to take on Airbus. IndianI airport systems are poised to handle India does not have “genuine” low-cost carriers (LCC) as there are 336 million domestic and 85 million interna- no budget terminals in the country. Low fares advertised by LCCs are tional passengers by 2020, from the current mainly 90-day advance fares, and very few can actually plan their trips level of 121 million domestic and 41 million in- so far in advance. The government must make it easier for new airliners ternational passengers. According to to fly abroad to counter their dominant role here. There is not much International Air Transport Association’s difference in spot fares of full service carriers (FSCs) and LCCs. India (IATA) Airline Industry Forecast 2012-2016, needs budget terminals that are efficient and from where all airlines, India’s domestic air travel market would be not just LCCs, can operate. among the top five globally, experiencing the Gulf carriers are ruling Indian aviation. Flyers from here travel second highest growth rate at CAGR of 13.1%. between India and the world through Dubai, Abu Dhabi, and other Airbus has 196 of its commercial passenger hubs in the Gulf. aircraft flying in India, compared with Boeing’s Low-cost carriers have developed their value chain and strategies with 160. Airbus has signed with Indigo for 250 a focus on cost reduction in comparison to network carriers who also planes and has an earlier firm order for focus on excellent customer service. Industry specialists and consumers another 180. It is likely that volumes over the both believe that LCCs have benefited the industry by providing low fares next 10 years will increase to 516. and made air travel affordable. LCCs need to select a need-based out- The nation’s newest local carriers, the Tata sourcing to reduce their unnecessary operational costs. The advent of sons’ joint ventures, Vistara and Air Asia low-cost carriers has led to a rapid growth in the aviation market in India. India, have both picked Airbus as their initial Today, LCCs have captured a majority share of the market. Globally, choice, while Boeing’s visible backlog is LCC growth is often associated with a boom in tourism, growth in air traf- much smaller at 59 planes, which include fic, and increased frequencies to smaller cities. This is mainly because long-haul Dreamliners to Air India and Jet globally, LCCs have a totally different model, such as choice of routes, Airways BSE as well as narrow-bodied 737 ticketing, check-in, passenger service, baggage rules, labor engagement, Max planes to SpiceJet. and aircraft configuration. Unfortunately in India, the LCCs have only a The government is working on rules that it slightly better cost structure (primarily aircraft configuration, salaries), says will make it easier for new airlines to fly but they mirror FSCs on all other parameters. It’s no wonder that the abroad. The current rules say a carrier must LCCs differ globally from FSCs is the choice of airport. Flying out of low- have five years’ experience of domestic flying cost airports enables airlines to operate more efficiently and unbundle and 20 planes would be allowed for overseas services, thus resulting in lower airport related costs (up to 13%). operations. The change in rules will likely create Firstly, LCCs also prefer low-cost airports, as these are relatively

MOBILITY ENGINEERING DECEMBER 2015 47 The future of Indian AEROSPACE INFRASTRUCTURE FEATURE COMMERCIAL AVIATION

Airlines are not interested in flying on routes Air India service at that yield low-load factor and are loss making. remote destination. Also, the cost of aviation turbine fuel (ATF) was quite high in the country with some states levy- ing up to 30% Value Added Tax (VAT). The cost of operation of the airports and airlines has increased exceptionally and thus their economic viability is a major concern. The AAI has initiated several steps to make the loss-making airports viable and profitable by development of cargo activities, enhance- ment of non-aeronautical revenue through revi- sion of rates and awarding of contracts through master concessions, allowance of flying schools at nonoperational airports, and through encouragement of maintenance, repair and uncongested and free from ground and air traffic control delays. Lack of operations (MRO) activities. The effective congestion and faster turnarounds enable LCCs to increase their produc- weapon to earn revenue from low-cost airports tivity and lower their operational costs. Secondly, it would increase air is through MRO activities and by allowing com- connectivity to tier II and tier III cities, making these cities directly acces- mercial UAV (unmanned aerial vehicle) related sible without having to pass through major hubs like Delhi, Mumbai, and activities such as training. Bangalore. With significantly lower investments, both passenger and air- The growth in traffic that airport modern- line fees would be correspondingly lower. This can really spur the growth ization has supported has also made a signifi- of international short-haul traffic from India. At present, the non-metro cant contribution to the local and national airports accounted for about 30% of the total air traffic, which was economies, while the improved infrastructure expected to rise to 45% in the next few years. has been positive for the perception of India in Currently, a passenger at Delhi airport pays Rs.600 as ADF (airport the global market. AAI also needs support development fee) and Rs.1100 as UDF (user development fee) for inter- from the state governments to make available national flights, whereas at Tiruchirappalli (Trichy) airport, the same the required land. Though the government’s passenger is charged only Rs.360 for UDF. plan to develop low-cost airports sounded Air Asia initially operated to Delhi, Mumbai, Kolkata, Chennai, and ambitious, its success would largely depend Trichy, but later withdrew from Delhi and Mumbai airports, due to high on the financial condition of carriers. New air- airport charges, even as it introduced its third daily flight from Trichy, port infrastructure should be supported by becoming the largest airline there. Consequently, Trichy airport today has realistic business plans and be linked to the 45% as many international passengers as Kolkata. Its international pas- regional airline strategy. Profitability is being senger traffic is over eight times its domestic passenger traffic. delivered as a result of efficiency gains and The concept of low-cost airports/terminals is quite new in India, improvements to the industry’s structure. One where the focus has always been on building huge state-of-the-art air- illustration of this is that the average passen- ports such as those in Delhi and Mumbai, with a good network of low- ger load factor has increased by some 8% over cost airports to provide direct point-to-point connectivity throughout the last decade. the country. The government needs to ensure quick implementation of Aviation is a team effort. Its fortunes and its this idea, which would help boost tourism, increase economic develop- ability to play this vital role are dependent on ment, as well as give a boost to the fortunes of LCCs. strong partnerships. In other areas, the indus- Airports Authority of India (AAI) plans to invest Rs.1500 crore in the try faces strong headwinds. The future of development of non-metro airports during the 12th plan. AAI is planning to Indian commercial aviation relies on profitable develop 50 new low-cost airports across the country to cope with growing LCC routes supported by effective low-cost air traffic. The airports would come up on a public/private partnership airports. With huge opportunities for the MRO model and the centre had earmarked Rs.100 crore for each airport. AAI sector, Indian commercial aviation will provide said that the low-cost airports would be built over 10 years in an effort to thousands of employment opportunities reduce the cost of operation. during the next decade. Meanwhile, huge losses have forced airlines to trim down operations and fly to fewer airports. Only 10 airports are profitable across the nation. C. S. Karunakaran, Technical Officer, Not many airlines want to experiment with new routes, especially to School of Aeronautical Sciences, remote destinations. Today, most commercial airlines, except for the Hindustan University, wrote this article for Mobility Engineering. national carrier Air India, operate in sectors that register a high-load factor. According to AAI officials, commercial airlines in India currently fly to about 70 airports in the country, down from about 95-100 a few years ago.

48 DECEMBER 2015 MOBILITY ENGINEERING AUTOMOTIVE ELECTRIFICATION FEATURE Driving EVs toward lower cost

The race is on to reduce battery and electric-drive systems costs while improving efficiency.

by Dan Carney

The Chevrolet Bolt EV due as a 2017 production model is the latest poster child for low-cost electric vehicles, but this camouflaged test mule isn’t ready for beauty shots just yet.

arket penetration of electric vehicles has been limited by forecasts, will produce more lithium-ion cells two significant constraints: driving range and purchase cost. in 2020 than the entire world made in 2013. These two factors are in fundamental opposition, because Nissan apparently agrees with the value in Mthe most costly part of a battery EV is its battery. Make that having large, integrated facilities located in battery larger to increase driving range, as Tesla Motors has done with the U.S. as a cost-control measure for electric the Model S, and the result is a retail price in the six-figure range. vehicles. The company builds Leaf EVs and Reduce the battery’s size to hold down costs and the resulting driving their batteries in Smyrna, TN, as part of its range is unacceptably short. Indeed, despite progress on these issues, cost-saving strategy, according to spokes- global EV sales will reach only 2.4% of all light-duty vehicle sales by woman Paige Presley. 2023, predicts Scott Shephard, research analyst with Navigant Research. The only way to overcome this situation is to drive down the cost of elec- Battery-cell details tric-drivetrain components. Major manufacturers are engaged on assaults The Tesla Gigafactory’s gigantic scale and on this paradigm, with new models such as the Chevrolet Bolt, expected to integrated on-site manufacturing will slice arrive as a 2017 model, coming to market amid claims of a 200-mi (322-km) the cost per kilowatt-hour for lithium-ion driving range and a $30,000 price tag (after government incentives). cells by 30%, Tesla predicts. To aid with that “Plug-in EV markets are expanding rapidly, and are set to grow much cost-reduction effort, the company has more quickly as several major automakers are slated to introduce vehi- signed researcher Jeff Dahn, a professor at cles in the high-volume SUV segment,” Shephard said. Dalhousie University in Canada. Former Volkswagen CEO Martin Winterkorn told the German news- Dahn’s work has been supported by 3M paper Bild that his company’s Silicon Valley Electronic Research since 1996, but the chance to work directly on Laboratory is developing a smaller, cheaper battery that will give one of products that will go to customers was its cars a 300-km (186-mi) range. “It will be a quantum leap for the appealing, he said. “I wanted to try in some electric car,” Winterkorn told the paper. small way to help the Gigafactory and Tesla And Tesla is developing less-expensive vehicles than the Model S succeed even more,” Dahn explained. based on aggressive cost-reduction strategies. Its biggest bet is on its Today, Tesla sells its 10 kW·h Powerwall venture with Panasonic to build a Nevada “Gigafactory” which, Tesla power backup and load-shifting battery array

MOBILITY ENGINEERING DECEMBER 2015 49 XXXXXXXXXXDriving EVs toward lower cost

GM and LG Chem engineers were able to slash the number of lithium-ion cells in the battery pack of the 2016 Chevrolet Volt from 288 to 192, with corresponding savings in cost and space.

Tesla is banking on the sheer scale of its integrated Gigafactory to drive battery costs down from today’s $350/kW·h to closer to $200.

for $3500, revealing a price of $350 per kW·h. much opportunity for cost savings by refining the use of aluminum If the Gigafactory’s scale succeeds in reducing foil layers in the batteries. “We have a lot of experience making alu- that cost by the 30% level claimed by Tesla, minum foil, so there is not much cost to come out of that,” he said. the price will be $245 per kW·h. But even that But a less-obvious avenue for savings is through improvements in is not enough of a cost-down. battery durability. “Another way to think of cost reduction is, if you “Everybody wants it below $200, or even increase the battery’s lifetime, you effectively reduced its cost. So below $100 would be a good thing,” said Dahn. that is one of the main areas we will focus on,” Dahn added. So where is there room for improvement? It is in details, like the cost of the porous plastic sep- Chevrolet’s dynamic duo arator membrane, he said. “The separator costs Chevrolet hasn’t yet released the technical details of the Bolt, so we don’t about $1.50 per square meter when you buy it in yet know how that car will achieve its ambitious targets. But the company huge quantity,” Dahn reported. By comparison, a has discussed the second-generation 2016 Volt, with its electric drivetrain. similar plastic film with no holes in it, costs about The 2016 Volt’s LG Chem-supplied lithium-ion battery pack contains $0.06/m2 when sourced from the very cheapest 192 battery cells instead of the outgoing model’s 288. So reducing the Chinese suppliers, he pointed out. number of cells needed to do the job cuts the battery pack’s cost corre- “Somehow the process of putting holes in a spondingly, and it also trims 30 lb (about 14 kg) from the pack as well. separator raises the cost significantly,” he said. “It would have been easy for us to tweak our existing battery to So Dahn aims to seek low-cost ways to produce provide nominally improved range, but that’s not what our customers plastic films for separators with 50% porosity at want,” said Larry Nitz, Executive Director of GM Powertrain’s electrifi- a cost closer to 6 cents per m2 than $1.50. cation engineering team. “So our team created a new battery system Similarly, there are costly metals in lithium-ion that will exceed the performance expectations of most of our owners.” batteries, such as the nickel and cobalt used in That improved driving range stretches to 50 mi (80 km), in comparison battery cathodes (positive electrodes), he said. to the old car’s EPA rating of 38 mi (61 km) of electric-only driving range. “The more nickel and cobalt you can replace The company also made improvements in the Volt’s electric motors. with manganese, the better the cost will get.” The two-motor drive unit is 5% to 12% more efficient than the old car’s In contrast, however, there isn’t likely to be drive unit. Impressively, it also weighs 100 lb (45 kg) less. One of the

50 DECEMBER 2015 MOBILITY ENGINEERING AUTOMOTIVE ELECTRIFICATION FEATURE

Mirai’s fuel cell stack is half the size and 1/20th the cost of the stack that powered Toyota’s previous FCV.

automation of the cell membrane handling and the cell stacking process in assembling the stack. Fuel cells employ expensive platinum as a catalyst, but recent improvements have let Toyota cut the amount of that dramatically, according to McClory. In fact, the need for platinum in fuel cells should soon reach the level currently used in catalytic converters for emissions control in internal combustion vehicles. That means that global demand for platinum would not increase as fuel cells replace conventional cars, he pointed out. The EPA estimates that Toyota’s Mirai fuel cell vehicle will And while fuel cells normally need a humidi- be able to travel 312 mi on a full tank of hydrogen. fier to keep their membrane moist, Toyota found a way to eliminate the added expense of that motors uses no rare-earth metals, while the other one uses far less of device, making Mirai the first production fuel cell those metals. vehicle without a humidifier, McClory reported. And smarter programming lets the two motors work together in Toyota, like all the companies working on fuel more driving scenarios, enabling the 2016 Volt to accelerate 13% more cells, has improved the fabrication techniques for quickly to 30 mph (2.6 s) and 7% more quickly to 60 mph (8.4 s). All of making its carbon fiber hydrogen tanks, which these improvements can be expected to contribute to the Bolt’s low- also drives down cost. And because the Mirai is a cost battery EV solution. (See http://articles.sae.org/13666/ and http:// smaller vehicle than the Highlander-based articles.sae.org/13831/.) model, it needs only two of the 70-MPa (10,150- psi) tanks (instead of four on the Highlander) to Hydrogen solution provide satisfactory driving range. Another solution is to eliminate the large battery pack entirely, replac- In the Mirai’s electric drive system, Toyota’s ing it with hydrogen tanks to power a fuel cell, as in the new Toyota cost-saving solution was to recycle as many Mirai that has entered low-volume production for 2016. Getting rid of components as possible from its high-volume batteries is the true solution to low-cost electric vehicles, insists Matt hybrid models. That has meant using a volt- McClory, manager of the fuel cell group at the Toyota Technical Center. age-boost converter to match the fuel cell’s As with batteries, there is constant progress in the improvement of relatively low voltage with the higher-voltage fuel cells, but fuel cells’ improvement curve shows that they will be motors from the company’s production hybrids. much more cost-effective for the foreseeable future, McClory said. “That was still cheaper than developing a The latest advances in fuel cell production for the Mirai slashed the cost motor and inverter at the custom voltage of of its fuel cell to just 5% the cost of Toyota’s previous fuel cell vehicle, the fuel cell,” he explained. Which is key, when which was built using a production Highlander. That far less costly fuel cell cost is one of the primary obstacles to wider is also half the size of its predecessor. The improvements came in areas like EV acceptance.

MOBILITY ENGINEERING DECEMBER 2015 51 POWERING ON Rolls-Royce’s Chief Engineer discusses new technologies that inspire current R&D design and evaluation work as part of its strategic roadmap for future big commercial programs. by Richard Gardner

he steady rise in demand for high-thrust, big-fan engines for replacement will eventually have no future. new wide-body commercial airplanes continues to generate Managing the cycle so that today’s revenues massive business, as the 2015 half-year results from Rolls- can produce profits while also off-setting the TRoyce demonstrated. But at the same time, underlying revenue vital R&D expenditure that will bring forward and profits can suffer as demand falters on production that is transi- the next generation of products is a corporate tioning to newer, but less mature engines, and as R&D investment in- trial-by-strength challenge that only the big- creases to bring forward innovation that can safeguard future market gest and boldest in the propulsion sector can share in due course. The company’s civil aerospace order book has ris- afford to engage in. So long as they continue en to $103.6 billion and underlying revenue in this sector was up 2% in to be able to do this, however, then they can the first half of 2015, yet profits fell. be assured that they will remain competitive. The airframe sector of the global commercial air transport market in the size category above 200 seats is totally dominated today by just Looking toward future technologies two suppliers—Airbus and Boeing—and the engine market for these No better example of such challenges is to be wide body passenger and cargo airplanes is in the hands of just three found than in the case of Rolls-Royce where its companies—GE, Rolls-Royce, and Pratt & Whitney, in that order of sales current profits have suffered as sales of the success. Profits from sales of the largest aero engines in production best-selling Trent 700, which powers the Airbus reflect their high value (more than a typical regional jet) and also, A330, have peaked and are now slowing down increasingly, the return from care packages that can offer lifetime main- as more customers select its replacement, the tenance and repair support, providing airline operators with an attrac- Trent 7000, which is being developed for appli- tive alternative to traditional heavy investment in MRO contracts or cation on the upgraded A330neo (new engine in-house facilities and services. option). This new engine is offering better all- But this is a very strategic sector, and to survive, let alone thrive, the round performance and so, understandably, big players have to be prepared to spend considerable sums on com- customers are waiting for this latest product. At plex and challenging R&D programs to be in a position to bring new the same time, as the Trent 700 nears the later products to market in line with changing airframe needs. Getting this stages of its delivery life cycle the aftermarket right is difficult to predict many years in advance and carries with it revenues are increasing. major commercial risks, but if the application of improved designs, But this market surge for the upgraded A330 materials, and production methods can deliver a new engine that will wasn’t expected just a few years ago, as Airbus significantly increase operating efficiency, while improving reliability intended to replace the A330 with the all-new and environmental performance, then the rewards can more than com- A350, powered by the new Trent XWB engines. pensate for the investment. Although the company received a record num- In reality, shareholders know that any company that just sits back ber of orders for the new combination, you and enjoys a long success run on a product without investing in its can’t buck the customer. When a substantial

52 DECEMBER 2015 MOBILITY ENGINEERING AEROSPACE PROPULSION FEATURE

number of A330 operators and potential new ones told Airbus they wanted more A330s but could they please have some of the features from the Trent XWB in place of the Trent 700 (which was originally introduced in the early 1990s), Rolls-Royce responded with just that, which became the Trent 7000 and Airbus decided to launch the A330neo. Rolls-Royce in recent years, as reported in SAE’s Aerospace & Defense Technology, has Rolls-Royce’s Trent 7000 being developed for application on the upgraded been investing billions in highly innovative new A330neo (shown is the -900) offers better all-round performance than the Trent 700 it replaces. technologies, materials, and production processes to safeguard and grow its market share (it wants a 50% slice of the big fanjet market) and now this is looking more and more likely to succeed as new information is revealed about the status of its new R&D programs. In a post-Paris Air Show discussion, the company’s Chief Engineer, Future Programs, Alan Newby, outlined how the new technologies in the Trent XWB family of engines were inspiring current R&D design and evaluation work as part of its strategic roadmap for future big fanjets aimed at delivery in the next decade. Newby said that the ongoing development work and associated test programs extended across a broad range of activities and involved Using variable pitch CTi wide chord fan blades on future engines will many partners and specialist companies save weight over all-metallic blades and could eliminate the need for a through the supply chain, as well as close traditional thrust reverser system. cooperation with a cutting-edge innovation center in academia. This work has already led and system complexity. The engine will feature carbon titanium (CTi) fan to the Trent XWB and 7000 models bringing blades and composite fan casings and advanced high-temperature tech- new levels of fuel efficiency and low emissions nologies to deliver increased thermal efficiencies with an adaptive cooling and even lower noise levels into production system offering more intelligent engine controls. products, and the future engines would build on this experience and incorporate a suite of A model future new, even more advanced technologies that Under its Vision 10 roadmap, Rolls-Royce is progressing demonstration will have applications across the company’s programs for validation that will aim at exploiting the latest technology whole commercial aero engine portfolio. advances that will have an application in the near term, while its Vision The phased and very thoroughly tested 20 is concentrating on emerging technologies in the context of how the nature of these programs meant that the risk world, and markets, will change over a longer timescale. This twin ap- element was being addressed at each stage proach is thus embracing both evolutionary improvements, Newby said, and as the new features were integrated and and also disruptive technologies. The company is studying develop- evaluation proceeded, by the time the engines ment technology readiness levels that include issues relating to aspects would be ready for the market they would of manufacturing, factoring in volume and quality needs, and also look- already have achieved a high degree of matu- ing at supply chain capability at appropriate levels. rity, even where they introduced game-chang- The main subject of the discussion, however, was centered on new ing improvements in performance. information on the next Rolls-Royce program beyond the Advance, The next development beyond the XWB and known as the UltraFan. This would use the same core architecture but Trent 7000 and Trent 1000 would be the three- with a new low-pressure fan system, and a power gearbox. Using vari- shaft Advance (for more detail, see April 2015 able pitch CTi wide chord fan blades will save weight over all-metallic A&DT), which will introduce a new core architec- blades and could eliminate the need for a traditional thrust reverser ture to re-define the workload split between the system, which would certainly reduce more weight and complexity. high- and intermediate-pressure compressors so According to Newby, the relatively slow-moving fan will be the key that there will now be a two-stage HP and a enabler on this engine, which will offer further improvement over the one-stage IP turbine. The design will exploit new performance of the Advance design, and which translates into an effi- technologies to drive down component weight ciency improvement of 25% over the baseline Trent 700. The multi-stage

MOBILITY ENGINEERING DECEMBER 2015 53 POWERING ON AEROSPACE PROPULSION FEATURE

New technologies in the Trent XWB family of engines are inspiring current R&D design and evaluation work as part of its strategic roadmap for future big Rolls-Royce fanjets aimed at delivery in the next decade.

IP turbine system will feature high aspect ratio titanium aluminide/CMC aerofoils with advanced cooling features. Rolls-Royce has invested in a large new fan blade facility in Rotherham, U.K., where it is using the latest materials and manufacturing methodologies Future Rolls-Royce engines will feature carbon for its new fan blades. It is situated alongside the Advanced Manufacturing titanium (CTi) fan blades and composite fan casings Research Center at Sheffield University, which has become a center of with other advanced high-temperature technologies to deliver increased thermal efficiencies. excellence for innovative manufacturing, materials, and processes. The word “optimized” comes up often. “With an extra-large fan engine, weight is always going to be an issue and so [Rolls-Royce] has methods of repair techniques are emerging,” looked at everything that might contribute to optimizing each major said Newby. “Also, more embedded systems element in the design,” said Newby. “UltraFan brings together a lot of can be incorporated in the future, which can new technologies in its architecture.” help save weight, time, and cost of assembly. One example is a slim-line low-drag nacelle, which features a com- We are still at the start of this particular revolu- posite casing with embedded electrical connectors that eases assembly tion. The saving in time and weight (with big and saves weight. The planning effort for the development, testing, and savings through reductions in waste materials) future production of UltraFan can be seen in the investment with the when producing some components by AM company’s program partners in Germany. Rolls-Royce has teamed with methods instead of casting or machining them Liebherr Aerospace in this new joint venture, which will develop a gear- is game-changing, with savings ranging from box that can provide a range of efficient thrust settings. Test facilities 30% upwards in manufacturing the same com- are being built at Friedrichshafen and the first test items will start to be ponent by the new method.” put through their paces next year. In summing up what he feels future pro- Advanced virtual planning is being used via a high-fidelity 3D computer grams may entail, Newby said, “We will see model that will incorporate every component and allow high-performance more integration between the aircraft and the computing technology to generate high levels of confidence in every engines, and maybe the distributed propulsion design aspect well before the first engine is built. This computer-generated route, with a gas turbine generating power for model extends to the whole manufacturing process, including the factory electric fans distributed throughout the air- layout, so that there will be unprecedented levels of situational awareness craft, but such aircraft are probably in the of the status of progress at every level and workstation, for the personnel timeframe out beyond 2030.” who will manage and operate the assembly lines and the associated arriv- Asked about the current status of open rotor als and departures of parts and modules integrated with the supply chain. engines, he said that such powerplants could This should greatly reduce the overall costs of manufacturing and assem- be developed through high bypass ratio ducted bly, and cater for variable production flows in the future. fans and developments following the UltraFan, The use of computer modeling is also bringing tremendous advan- but initial applications might be more likely on tages as the additive manufacturing (AM) revolution starts to make 3D small business aircraft rather than large com- printing of components a new reality. mercial airliners where there were still many “We can now make complex structures through this process and new practical difficulties with such designs.

54 DECEMBER 2015 MOBILITY ENGINEERING OFF-HIGHWAY OPERATOR INTERFACE FEATURE HMIs extend beyond the cab

Telematic functions are being integrated into multi-function user interfaces. by Terry Costlow

Engineers at FEV are helping OEMs combine telematics and HMIs.

uman-machine interfaces (HMIs) are evolving in multiple Handling communications from outside the paths—they’re becoming a more important product differenti- vehicle is a logical extension of HMI capabilities. ator while also expanding their control functions outside the It highlights the central role that user interfaces Hvehicle. As connectivity moves deeper into the mainstream, play in making vehicles more useful and produc- HMIs are being redesigned to make it easier for operators to utilize the tive. HMIs play an important role throughout the broad range of features and functions that come with telematics. vehicle’s life cycle. Fleet operators who have utilized connectivity to gain information “The HMI is already the central communi- for some time seek improved techniques for making some of this data cation hub in many off-highway vehicles available to operators, while those new to telematics want a wealth of today,” said Christiana Seethaler, Product basic functions. Tool providers note that off-highway and commercial Development Director at TTTech vehicle developers are using communication technologies to make Computertechnik. “Alternatively, it is also vehicles safer and more productive. useful as a development and debugging “Automotive HMIs focus on infotainment; in off-highway and com- interface during application development.” mercial vehicles, safety and operations are more important,” said The tight link between HMIs and communica- Manuela Papadopol, Marketing Director, Elektrobit, which makes HMI tion modules is following a common arc: once design tools. “HMIs with connectivity are now a key differentiator. Many developers and users get comfortable with a few of the instrument clusters are very graphical.” features, they start adding more functionality.

MOBILITY ENGINEERING DECEMBER 2015 55 XXXXXXXXXXHMIs extend beyond the cab

Parker Hannifin and others are helping operators reduce downtime by providing insight into potential faults.

Many channels Connectivity’s swift journey from a high-end offering to a mainstream option is now evolving to include a range of communications in- HMIs in trucks and off-highway vehicles focus on safety and productivity. terfaces. It’s no longer uncommon for vehi- (Elektrobit) cles to have more than one outside link. “Wireless connectivity options like Wi-Fi and mobile telecommunication options like GSM are becoming more prevalent in HMI devices as enablers for telematics solutions like remote assistance/maintenance and fleet management,” Seethaler said. While this data often flows from vehicles to operation centers, bidirectional links often let operators access the Internet or their management system. That makes it easy for them to get detailed information to enable educated decisions. “Operators are no longer limited to radio weather reports,” said Stephan Tarnutzer, Vice President, Electronics, FEV North America. “Someone on a tractor can run an app when it’s raining to get information to help them decide whether to stop or continue planting seeds or spraying.” The role of connectivity will continue to expand as developers find more ways to uti- Technicians at remote sites may soon be able to control some functions on lize remote links. The continued growth of vehicles, said Danfoss’ Fauld. electronic controls and software means that more data can be accessed by letting commu- Taking control nications modules transmit data gathered Currently, remote technicians can look at data from the vehicle, but they from a range of CAN buses. can’t control the ECUs. That’s expected to change. Specialists in opera- “We expect to see increased use of software tion centers may be able to control some functions. That capability may to feed data to telematics systems in off-high- be extended to personnel carrying tablets or even smartphones. way equipment,” said Kirk Lola, Business “Depending on the robustness of the telematics solution, they might Development Manager, Parker Hannifin even have the option to make adjustments to the machine remotely or Electronic Controls Division. “Telematics allows run automated functions such as remote upgrades or geo-fencing,” said for the owner to track machine usage and pro- Kevin Faulds, Product Marketing Manager of Software Solution Services, ductivity, but also allows the service manager Danfoss Power Solutions. “Bluetooth technology allows operators to to view faults and performance to help reduce connect a phone or tablet and get status reports or make adjustments machine downtime.” to the system without actually needing to be near the machine.”

56 DECEMBER 2015 MOBILITY ENGINEERING OFF-HIGHWAY OPERATOR INTERFACE FEATURE

Manual controls hold onto their popularity Multiple flat panel displays are showing up in more and more cabs, with twist knobs allow them to make changes remotely,” said Kevin Faulds, many of them featuring touch input technology. While touch is seeing Product Marketing Manager of Software Solution Services, Danfoss Power significant growth, conventional knobs, buttons, and joysticks are evolving Solutions. “Additionally, knobs allow for convenient page-scrolling, func- to remain relevant control technologies. tion-switching, or fine-tuned adjustments.” Versatility has become an important factor for Joysticks are also letting operators do more the input devices used in cabs. Screens and con- tasks without removing their hands from one controls alike must be capable of performing different troller. As these manual devices evolve, comfort is tasks when vehicles are operating in different becoming more important. Preventing issues like modes, such as transforming from infotainment to carpal tunnel syndrome is an increasingly import- repair manual. ant factor in designs. “Many drivers know how to fix things, so the “Joysticks have seen significant changes in the systems need to give them information that will wide variety of handle designs that are available,” help them make repairs,” said Manuela Papadopol, Lola said. “This has allowed joystick providers to Marketing Director, Elektrobit. “Multi-function keys offer a handle design the fits the ergonomic re- let operators control lights or radios at one time quirements of the operator as well as the operation- and drill down for more information when they al requirements of the application. In addition, more need to fix something.” degrees of freedom of the joystick handle are being Touch input devices are inherently versatile, offered in a single joystick as well as mode selection making them a popular technology for providing in software that allows the same joystick to change operators with versatility while not quite displacing operating modes when selected by the operator.” many longstanding control technologies. More commercial technologies like displays and “Touchscreens are increasingly being used in touchscreens are expected to make their way into off-highway equipment for operator input and cabs. Most vehicle operators are quite familiar with menu manipulation,” said Kirk Lola, Business tablets and smartphones, so it will be easy to con- Development Manager, Parker Hannifin Electronic vert screen control and manipulation techniques Controls Division. “However, we see operators still from consumer to off-highway environments. prefer mechanical HMI devices such as joysticks and “The biggest operator interface advances are levers for the control of the essential machine func- ideas borrowed from the mobile devices industry,” tions like boom control and ground drives. The use said Nick Keel, Group Manager for Automotive of capacitive touchscreens isn’t effective in cases Joysticks from Parker meet Applications, National Instruments. “Navigable where the operator needs to wear gloves.” ergonomic demands while providing menus, software hierarchy, and intuitiveness have Often, knobs can be used to let operators many modes for control. all become significantly more important as the scroll through menu items on an LCD. These product complexity has grown. Software can now screens are often located out of the operator’s reach. Knobs can be offer significantly more functionality without making the user experience placed close to other manual controls, making it simple for people to more difficult, because customers now have a predefined expectation shift from one control to another. about how their software should behave.” “Because operators are not always able to interact directly with a screen, Terry Costlow

Links between connected HMIs and CAN buses aren’t the only new connections showing up in man-machine interfaces. Commercial technologies like USB and Ethernet are expected to move into the off-highway world. “As the number of ECUs connected to the HMI increases, the required number of CAN interfaces also grows,” Seethaler said. “In addition, USB and Ethernet interfaces become more and more important. USB is typically used for software updates (not only to update the software of the HMI, but also to use the HMI as gateway for updating the ECUs connected to the HMI device). Ethernet can be used as high bandwidth interface to ECUs like our HY-TTC 580 HMI, which features an Ethernet interface, or to connect Ethernet cameras.” Making it easier to update firmware in the field is a critical factor as software becomes more of a product differentiator. The ability to fix bugs or add new functions by simply reflashing memory in an ECU brings big benefits, so design teams are exploring many ways to simplify updating. “OEMs are going more to Android and Linux-based systems that provide them with the ability to deliver HMIs from TTTech provide many wireless upgrades,” said FEV’s Tarnutzer. “It’s not mainstream, but connections. it’s being more widely supplied.”

MOBILITY ENGINEERING DECEMBER 2015 57 Global VEHICLES

SsangYong takes on European challenge with Tivoli

South Korean SsangYong Tivoli was designed in-house. Indian conglomerate Mahindra & Mahindra has a 73% stake in the company. Shown at the 2015 IAA: SsangYong’s Air concept.

“We have very high levels of engi- in a new engine plant given that there neering, with details including all-wheel are plenty of alternatives, so SsangYong drive, adaptive electric power steering did consider sourcing from a third party (EPAS), efficient Aisin-supplied auto- but decided they wanted their own matic transmissions, and a high- ‘home grown’ engines,” explained strength-steel (HSS) intensive Williams. “And Mahindra wanted better architecture. We also offer an excep- engine technology for their future prod- tional warranty for the Tivoli—five years ucts and also needed size and scale. limitless in the UK; a company can only Therefore this is a long-term strategy do that if the vehicle has been screwed with Mahindra that will see derivatives together well in the first place.” of the engines and use of the ‘know- Before joining SsangYong in 2007, how’ that is being created.” Williams’ career included posts with The Tivoli’s diesel produces 85 kW Nissan and Mercedes-Benz, and very (114 hp) and 300 N·m (221 lb·ft) from senior executive positions expanding 1500 to 2500 rpm. The gasoline CEO Paul Williams says the Tivoli is the the presence of Kia, Mitsubishi, and engine’s output is 94 kW (126 hp) at “biggest thing to happen to SsangYong.” Daihatsu in the UK. 6000 rpm with maximum torque of Although SsangYong has a relatively 160 N·m (118 lb·ft) at 4600 rpm. The

“Tivoli is the biggest thing to happen to modest presence in Europe, he believes diesel’s CO2 emissions’ figure is 113 g/ SsangYong,” said Paul Williams, CEO of Tivoli will prove the real pacemaker for km in two-wheel-drive manual trans- SsangYong Motor UK. the company, describing the company mission form and 146 g/km as an auto. It’s a bold statement to make about a in Europe as a “challenger brand.” The gasoline gets 149 g/km with a company that has had a long but some- Mahindra Motor Company’s 73% stop/go facility, two-wheel drive, and times commercially challenging history. stake in SsangYong has brought not manual gearbox, 167 g/km as an auto. But with the engineering and financial only financial security but also a Combined fuel consumption for the backing of India’s Mahindra & Mahindra cross-fertilization of automotive engi- manual diesel is 4.3 L/100 km and 5.5 automotive conglomerate, it is now set on neering know-how together with shared L/100 km for the auto. making meaningful inroads into the chal- manufacturing assets that make for The diesel uses a Honeywell turbo- lenging European market, where aesthet- required economies of scale. charger. ics and engineering need to cohere Both the four-cylinder gasoline Transmission choice is six-speed convincingly to achieve real success. (e-XGi160) and diesel (e-XDi160) 1.6-L manual or six-speed auto. Performance So what has the South Korean built engines of the Tivoli are South Korean- figures are relatively modest; the best Tivoli got from design and technology designed. Produced in the company’s 0-100 km/h (0-62 mph) for the gasoline aspects that make Williams so confi- new Changwon Plant, which began pro- car is 11.9 s (auto) and the same time for dent? “Firstly, we believe the crossover duction in the fall of 2014 with a poten- the manual diesel. Curb weight spans styling is unique—and it was done tial 300,000 units per annum capacity, 1270 to 1465 kg (2800 to 3230 lb) in-house. Now, people are saying, ‘My the engine program was made possible depending on engine and specification. goodness, you’re capable of doing this by Mahindra’s involvement. Best braked towing capacity is a high given what you have done in the past.’ “You don’t necessarily need to invest 1500 kg (3300 lb).

58 DECEMBER 2015 MOBILITY ENGINEERING Global VEHICLES

High strength steel Cat pipelayers offer intensive architecture of the SsangYong Tivoli. power and comfort to operators Independent, variable-speed winches for the boom and hook provide precise control, and an enhanced counterweight system ensures a low center of gravity in Caterpillar’s new PL72, PL83, and PL87 pipelayers. A new ROPS (roll-over protection structure) provides added safety for both open and enclosed operator’s stations. The new, purpose-built Pipelayer cab is now pressurized and incorporates new operator-comfort and In two-wheel-drive form, the Tivoli has a test similar to that used in Europe, convenience features. uses MacPherson front suspension and and the Tivoli has just received excellent Cat says the new pipelayers were a live (torsion beam) rear axle, but gets results there.” designed to offer the industry increased a rear multi-link setup for the AWD ver- SsangYong (the name translates as lift capacity, enhanced slope capability, sion. The EPAS has Normal, Comfort, “double dragon”) was established in ease of operation, and transportability. and Sport modes. 1954 and is South Korea’s oldest motor Rated lift capacity (at tipping point) for The three trim/equipment levels of manufacturer. The company started by the PL72 is 90,000 lb (40,823 kg), the Tivoli—SE, EX, and ELX—provide a producing trucks, buses, and special 170,000 lb (77,111 kg) for the PL83, and broad spread. SsangYong does not wish purpose vehicles. It has always special- 216,000 lb (97,972 kg) for the PL87. A to be regarded as a “utility” brand, so ized in producing 4x4 vehicles, and in non-suspended, elevated-sprocket the ELX specification includes the 1980s developed them for interna- undercarriage provides ample track-on- “Diamond Cut” alloy wheels, smart tional markets. ground for added stability. instrument cluster, keyless start, parking In 1997, Daewoo took a majority The PL72’s Cat C9.3 ACERT Tier 4 Final sensors, privacy glass, automatic head- stake in SsangYong, and vehicles includ- engine has a maximum power rating of lights, rain sensing wipers, GPS naviga- ing the Korando (a diminutive of the tion system with 7-in touchscreen, words Korea-can-do!) and Musso were rearview camera, and leather seating sold under the Daewoo brand name option. The ELX will be offered with until 2001. In 2004 came a merger with AWD later this year. SAIC (Chinese Shanghai Automotive Tivoli has been developed on a Industry Cars). global basis for global markets; it will be More recently the SsangYong range available in both diesel and gasoline expanded with the Rexton, Kyron, and forms in the whole of Europe. Durability third-generation Korando, the latter testing areas included Scandinavia for launched in 2010. A C-segment cross- cold weather proving and Australia for over, it was designed by Giugiaro and hot, together with testing in China and for the first time adopted monocoque South Korea. construction. “Our R&D center in South Korea is at Mahindra, which has its headquarters Pyungtak, some 70 km from Seoul. We in Mumbai, bought its majority share in do not have a technical center in SsangYong in 2011. Europe—yet,” stated Williams. While its latter products established Demonstrating high quality standards is the SsangYong name internationally, it essential. Because the company has a is the Tivoli (as well as an Italian town, long-established link with Mercedes- the name is also an anagram of “I lov Benz, which supplied powertrains for it”) that looks the most likely product to The enclosed cab option is new and the Musso SUV in the 1990s, SsangYong enhance its status. designed by Caterpillar specifically for uses Daimler quality benchmarking lev- Added Williams: “The Tivoli is enter- pipeline applications, allowing truck els, said Williams. ing a rising market sector and will have transport with the ROPS in place. The cab With regard to safety, the Tivoli has the effect of bringing the brand and its is fully sealed and supplied with filtered, not yet been selected for assessment by technology much further into people’s pressurized air for a clean interior environment. Expansive glass surfaces Euro NCAP. “But the car was designed consciousness in Europe. But our other allow unhindered visibility around the to meet high-level Euro NCAP require- models remain; we will definitely not be machine and into the trench, and a large ments and has seven airbags as stan- a ‘one trick pony’!” skylight with sliding shade provides a dard,” stressed Williams. “South Korea Stuart Birch clear view to the boom and block.

MOBILITY ENGINEERING DECEMBER 2015 59 Global VEHICLES

The lightweight, durable boom of Caterpillar’s new pipelayers features high-tensile-strength-steel construction and a narrow design that enhances visibility to the work area. Replaceable boom-mount bearings are designed for long life and easy service.

The new Cat pipelayers were designed to meet the demands of the pipeline industry for increased lift capacity, enhanced slope capability, ease of operation, performance, and transportability.

257 hp (192 kW), while the Cat C15 ACERT with latch, ductile iron sheaves, and to accept a load-monitor indicator (LMI), Tier 4 Final engine in the PL83 and PL87 heavy-duty frame structures pinned with new hydraulic circuitry, integrated has a maximum power rating of 363 hp together for strength and durability. mounting hardware, and ready-mount (271 kW). The new models feature Cat’s Operator-comfort features on the power supply to facilitate installation. torque divider and electronically con- pipelayers include a quieter cab, adjust- The LMI-ready system enables installa- trolled 3F/3R powershift transmission. able armrests, and heated/ventilated tion without opening the hydraulic sys- The compact-profile winch assemblies seat options. A dash-mounted LCD dis- tem, thus preventing contamination. for the new pipelayers feature oil-disc play provides onboard diagnostic infor- Remote monitoring with the Cat brakes to provide smooth operation and mation for the operator, allows operators Product Link system improves overall fleet positive retention of boom and hook posi- to create individual profiles and opera- management effectiveness, providing tions. The modular, pin-on design of the tional settings, and provides access to event and diagnostic codes, machine winches allows fast service in the field. multiple switch-controlled functions. location, fuel level, idle time, working Counterweight segments are contoured The available enclosed cab is new and time, and other detailed information to provide optimum lifting performance designed by Caterpillar specifically for (including fault codes for not using seat and are extended hydraulically for effi- pipeline applications, allowing truck belts) that is transmitted to the Cat secure cient load balance and clearance. A new transport with the ROPS in place. The web-based application, VisionLink. electronic kick-out switch for the PL83 cab is fully sealed and supplied with fil- For added job-site safety, a wide-an- and PL87 ensures that counterweights are tered, pressurized air for a clean interior gle rearview camera enhances visibility retracted to the correct position. environment. Expansive glass surfaces to the work area, and a standard opera- The lightweight, durable boom fea- allow unhindered visibility around the tor-presence detection system allows tures high-tensile-strength-steel con- machine and into the trench, and a large the machine to idle when the operator struction and a narrow design that skylight with sliding shade provides a is not seated, but locks out the power- enhances visibility to the work area. clear view to the boom and block. train to avoid unintentional movement. Replaceable boom-mount bearings are A low-effort joystick and a single- To facilitate routine maintenance, designed for long life and easy service. lever steering tiller places complete hydraulic pressure taps allow quick The new PL83 and PL87 now use two machine control at the operator’s fin- pressure monitoring, and ecology drains booms in common, 24-ft (7.3-m) and gertips, including hook and boom, for the radiator, hydraulic tank, engine, 28-ft (8.5-m) configurations. The PL72 counterweight position, throttle, trans- transmission, and main case add to ser- also features two booms, 20 ft (6.1 m) mission, and steering. A planetary dif- vice convenience and prevent spills. The and 24 ft (7.3 m). ferential turns the machine by speeding radiator, charge-air cooler, and hydraulic The short-profile block set enhances one track and slowing the other to oil cooler are packaged in a single visibility to the work area and extends the maintain full power to both tracks for plane, making cleanout easier, and the working range of the boom. Heavy-lifting added maneuverability in congested zero-speed, reversing hydraulic fan components include hook and boom areas and for enhanced slope capability. operates only as needed. blocks with sleeve bearings, forged hook The new models are factory equipped Jean L. Broge

60 DECEMBER 2015 MOBILITY ENGINEERING Global VEHICLES HondaJet goes on show Honda shows radical Project 2&4 The 4-6 seat HondaJet features an all-metal natural laminar-flow wing aerofoil with winglets, and a composite fuselage Honda sought to recapture some of the supplied by GKN, manufactured in the U.S. glory of its motorcycling and open- wheel-racing heritage at the 2015 Frankfurt Motor Show, introducing the Project 2&4, a tiny go-kart of a concept vehicle that marries the company’s MotoGP powerplant with a four- wheeled conveyance. Hence, two and four wheels of the project’s name. Unfortunately, despite the company’s desire to exploit its powerful heritage with this concept, it said no more about the car during its introduction than was listed in the press release and company officials on the Frankfurt show stand declined to elaborate further. What Honda’s release does say is that the Project 2&4 gets its motive force from An important element in its world tour becomes more obvious. a 999-cm³ V4 lifted from the company’s was the participation of the new The HondaJet cabin interior has a RC213V MotoGP bike. In this application it HondaJet at the European Business “bigger on the inside than the outside” is tuned for 215 hp (160 kW) at 13,000 Aviation Convention and Exhibition look with best-in class luggage space rpm, with 118 N·m (87 lb·ft) torque at (EBACE), held at Geneva, which was its and legroom and multi-axis sliding pas- 10,500 rpm, and power goes to the rear first European appearance. senger seats. The company has concen- wheels through a six-speed dual-clutch The new Japanese entry into this trated on fitting out the new bizjet with transmission. Redline is 14,000 rpm. most competitive sector was part of a an attractive and comfortable interior Curb weight is 405 kg (893 lb), and global sales and marketing initiative with attention to detail, so that its small the little concept is just a shade over 3 m that has involved a series of launch size does not result in an enclosed envi- (9.8 ft) long and 1.8 m (5.9 ft) wide. The events aimed at agents and potential ronment, yet includes all the passenger driver’s seat is mounted on the left side of customers for the 4-6 seat twin-engine features that will be expected from dis- the car’s central spine. The car is finished light jet. This is a market that Honda criminating customers. in traditional Japanese racing white, with has been keen to enter as its unique Offering a blend of a modern specifi- a rising sun atop the nose trailed by a red product features both an all-new air- cation with value-for-money (around stripe, in homage to the RA272, Honda’s frame and jet engines manufactured by $4.5 million), HondaJet is still at the early first Formula One race winner. the same company. stages of being seen as a major player in Though Honda declined to provide Power comes from two new light- the market, up against such well estab- many details, Yogi Berra noted that weight GE Honda HF120 turbofans of lished rivals as Cessna, LearJet, and “You can observe a lot just by watch- 2050 lb thrust each. In the well-equipped Embraer, who all offer much larger prod- ing,” and that is the case with the cockpit there is a Garmin all-glass G3000 uct lines, as well as the entry-level and Project 2&4. The frame appears to be avionics system with three 14-in land- light jet niche in the business jet market. made of a combination of aluminum scape format displays and dual touch- The HondaJet program has been under- castings and extrusions and it creates a screen controllers. There is an all-metal way for a long time—over a decade—and central section with the driver’s seat natural laminar-flow wing aerofoil with the company is now anxious to show winglets, and a composite fuselage sup- that it has eventually emerged with a plied by GKN, manufactured in the U.S. competitive product. A most unusual design feature of the HondaJet has established a new aircraft is the rear, over-wing mounted global headquarters, final assembly engines, which have not been seen plant, and customer service center at since the German VFW-614 in the late Greensboro, NC, which has a capacity to 1960s. This configuration is claimed by deliver up to 80-100 aircraft each year. Honda to offer reduced aerodynamic So far, over 100 aircraft are currently on drag, improved performance, and a very order and the company is very much quiet cabin. At first glance the airplane hoping that the international exposure looks like any other small jet in its class, of the demonstrator aircraft will lift the The Honda Project 2&4 paint scheme but it is only when seen close up that sales momentum this year. evokes the company’s race-winning the unusual engine positioning Richard Gardner RA272 Formula One racer. (Dan Carney)

MOBILITY ENGINEERING DECEMBER 2015 61 Global VEHICLES outside the frame rails. Komatsu America adds to intelligent This leaves plenty of elbow room for the driver and improves ingress and machine lineup egress over the contortions normally needed when sliding into or out of an An electronically controlled transmission open-wheel formula car with its cockpit on the D65PXi-18 locks up the torque contained within the frame. converter to transfer engine power Unlike the earlier Honda project Side- directly to the transmission, By-Side, which saw a motorcycle engine eliminating horsepower loss and cutting fuel consumption mounted alongside the driver’s seat, the by up to 10%. Project 2&4’s engine and transaxle mount longitudinally behind the driver in conventional formula car fashion. A carbon fiber driver’s seat is cantilevered on the car’s left side, where a formula car’s sidepod would normally be, and a beauty cover appears to conceal a lot of nothing on the right side, suggesting we could see the Project 2&4 with a passen- Komatsu America’s D65PXi-18 intelligent ger’s seat mounted in the future. machine control The problem with production of such system allows a design is that, even for racing rather automated operation than road use, the complete lack of side from heavy dozing impact protection is likely to make the to fine grading, Project 2&4 nonviable. An extra large achieving up to 8% dead pedal with a large lip on the out- greater efficiency in side is the sole means of containing the moving material, based on start-to- driver’s left foot in the car. finish grade testing Simpson racing belts hold the driver of typical in the seat, and a Tilton Engineering aftermarket machine pedal array operate the throttle and dual control systems. master cylinder brake arrangement. A flat-panel video display ahead of the The long track, low ground pressure remove GNSS antennas, eliminating the steering wheel provides a video game-like D65PXi-18 introduced recently by need to care for electrical connections. array of race information, with a large Komatsu America Corp. was designed Komatsu emphasizes that by getting rid analog tachometer in the center flanked specifically for functionality in soft or wet of such cables, and the climbing and by fuel level, water temperature, oil pres- conditions, offering improved stability for connections common with aftermarket sure and temperature, lap counter, lap finish grading applications. It is powered systems, operators save 15 minutes at timer, and a track-position indicator. by a 217-hp (162-kW) SAA6D114E-6 Tier 4 the start and finish of each day. A In lieu of conventional rearview mir- Final emissions certified engine. 30-minutes-a-day savings for 20 days a rors, the display shows a video image Highlights of the crawler dozer include month is 10 saved hours per month. from the rear-facing camera mounted next-generation intelligent machine con- An automatic gearshift transmission on the trailing edge of the engine intake trol. “The machine senses blade load, min- and lock up torque converter selects the airbox and roll hoop. imizes track slip, and ensures operators optimal gear range depending on job- The car wears Ohlins upside-down get the most from every push,” said Jason site conditions and load for maximum multi-adjustable aluminum bodied Anetsberger, Komatsu product manager. operation efficiency. This electronically dampers at all four corners and 17-in “We believe the difference in dozing effi- controlled transmission locks up the Bridgestone Potenza street tires. The ciency between conventional machine torque converter to transfer engine brakes are unbranded, but it sat adja- operation and intelligent machine control power directly to the transmission, elim- cent to the RC213V-S, the company’s technology is exceptional.” inating power loss and cutting fuel con- new street-legal version of its MotoGP The intelligent machine control sys- sumption by up to 10%. racer, and that had Brembos mounted tem on the D65PXi-18 allows automated D65PXi-18’s ROPS (roll-over protec- conspicuously to its Ohlins forks. operation from heavy dozing to fine tion structure) certified, pressurized cab Production, even for track-only use, grading, achieving up to 8% greater effi- has wide, tall windows and properly may not be in the future for the Project ciency in moving material, based on sealed for increased visibility and less 2&4, but Honda has released its most start-to-finish grade testing of typical noise and dust inside the cab. The advanced racebike for sale to the public, aftermarket machine control systems. By D65PXi-18 cab damper mounts isolate so maybe in that spirit the 2&4 will designing out blade-mounted sensors the cab from the machine frame, soften- reach enthusiasts’ hands one day too. and components, operators no longer ing shocks and vibrations to the operator. Dan Carney need to climb on the blade to install/ Jean L. Broge

62 DECEMBER 2015 MOBILITY ENGINEERING COMPANIES MENTIONED

3M...... 49 Embraer...... 61 KIIT...... 10 SAE International...... 6, 12, 16, 18, 21 ABB Electric...... 17 Encompass...... 28 Komatsu America...... 62 Safran...... 21 ACMA...... 12, 20 Exa...... 36 KPMG...... 21 SAIC...... 59 Air Asia India...... 47 FAME...... 12 Krishna...... 17 Sanskriti University...... 17 Airbus...... 21, 26, 28, 36, 42, 47, 52 FEV...... 56 Langley Research Center...... 35 SIAM...... 12 Air India...... 47 Fiat Chrysler...... 30 Laydon Composites...... 37 Siemens...... 14 Airports Authority of India...... 48 FISITA...... 6 LearJet...... 61 Simpson...... 62 Aisin...... 58 Ford...... 34 LG Chem...... 50 SJS Plastiblends...... 23 Altair...... 10 FPT...... 25 Liebherr Aerospace...... 54 Sky Italia...... 28 Amrita...... 10 Garmin...... 61 LiuGong...... 38 SMEV...... 12 Amrita University...... 6, 10 GE ...... 26, 52, 61 L&T Aerospace...... 21 Snecma...... 26 ANSYS...... 10 GE Aviation...... 21 Lumax...... 17 SpiceJet...... 47 ARAI...... 10, 14, 18 General Motors...... 14 LyondellBasell...... 23 SPX ClydeUnion Pumps...... 17 Bharathiar University...... 15 GKN...... 61 Magna International...... 22 Sri Krishna College of Engineering Boeing...... 21, 22, 26, 35, 47, 52 GM...... 50 Mahindra...... 12, 14, 17 Technology...... 15 Bosch...... 4, 10 Godrej Aerospace...... 21 Mahindra & Mahindra ...... 10, 12, 22, 58 SRM...... 10 BPCL...... 10 Green Marine...... 36 Mahindra Research Valley...... 6 SsangYong...... 58 BrahMos Aerospace...... 21 HAL...... 21 M and M...... 18 Stanadyne...... 22 Brembo...... 62 Halla Mechatronics...... 12 Maruti Suzuki India...... 10 Subros...... 20 Bridgestone...... 62 Hella...... 31 MathWorks...... 14 Tata Motors...... 10 Broadcom...... 28 Hella Fahrzeugteile Austria...... 31 Meggitt...... 21 TataSky...... 28 Canara Bank...... 10 Here...... 4 Mercedes-Benz...... 58, 59 Tenneco...... 24 Case IH...... 27 Hinduja Tech...... 8, 46 Millbrook...... 40 Tesla Motors...... 49 Caterpillar...... 59 Hindustan University...... 15, 48 MIT...... 10, 19 Test World...... 41 CDGI...... 17 Hitachi...... 28 Mitsubishi...... 58 ThyssenKrupp...... 64 Cessna...... 61 Honda...... 14, 34, 61 M/s ALTAIR...... 16 Tilton Engineering...... 62 CFM...... 26 Honeywell...... 21, 58 MSIL...... 14, 17 Toyota...... 34, 51 Chevrolet...... 49 Hyundai...... 32 MVSR...... 10 TRB Lightweight Structures...... 35 Chitkara University...... 18 Hyundai America Technical Center...... 32 NASA...... 35 TTTech...... 55 COMAC...... 26 IAA...... 24 National Instruments...... 57 UIET...... 18 Comau...... 41 IATA...... 47 NATRAX...... 17 University of California-Davis...... 35 Computational Sciences Experts IBM...... 4 Navigant Research...... 49 U.S. Army...... 22 Group...... 44 ICAT...... 17 NIEC...... 19 U.S. Department of Transportation...... 35 Continental...... 4, 10 IEEE...... 6, 12 Nissan...... 12, 49, 58 U.S. EPA...... 37, 50 Cosma International...... 22 IGDTUW...... 19 NSCT...... 17 UTAS...... 21 Cummins...... 19 IIT Bombay...... 10 NSIT...... 19 VDA...... 4 Daihatsu...... 58 India Ministry of Defence...... 22 Ohlins...... 62 Viper Hobbies...... 10 Daimler...... 59 Indigo...... 47 Panasonic...... 49 Vistara...... 47 Dalhousie University...... 49 Infosys...... 21 Parker Hannifin...... 56, 57 VisualOn...... 28 Danfoss Power Solutions...... 56, 57 Intel...... 28 PES...... 10 V-Nova...... 28 Dassault Systèmes...... 39 IOCL...... 17 Pratt & Whitney...... 26, 52 Volkswagen...... 14, 49 Data Patterns...... 21 ISO...... 30 PSNA...... 10 Volkswagen Motorsport India...... 10 Dell...... 28 ISRO...... 21 QuEST Global...... 30 Volvo...... 17 Delphi...... 29 Jamia University...... 19 Renault Nissan...... 12 WABCO...... 23 Deutz-Fahr...... 31 Jeep...... 30 Robert Bosch...... 14 Webasto...... 27 DRDO...... 21 Jet Airways...... 47 Robotic Industries Association...... 41 WyPlay...... 28 DTU...... 19 John Deere...... 15, 17 Rolls-Royce...... 52 ZF ...... 4 Eaton Technologies...... 19 Kia...... 58 Roots...... 10 ZF/TRW...... 4 Elektrobit...... 55, 57 KIET...... 17 SAEINDIA...... 6, 8, 10, 12, 15, 21

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MOBILITY ENGINEERING DECEMBER 2015 63 Q&A

strength level. When you look at the plain mechanical properties, “We’re not the elongation is still defined by the core slab—it’s still 4.5-5% usually seeing the exact same elongation. What’s really better for that material is the bending part as we had it angle—for a conventional 1500 it’s about 65°, with the TriBond in InCar in a 1400 it goes up to 85°, and the TriBond 1200 it’s actually where serial production the test ends at 135° bending angle. So this is the real highlight of vehicle; the that material…It is a monolithic material that can be stamped in a technologies conventional hot stamping process—no process modifications evolve,” said Timo Faath of necessary. So this is pretty exciting for us. ThyssenKrupp. How does the new material compare cost-wise? For a cost and weight comparison, our reference structure—the MBW 1500 tt B-pillar—weighs about 15.4 kg, and with our TriBond 1400 solution we were able to get the weight down to 14.1 kg. To ThyssenKrupp be honest with you, it’s kind of difficult for us to do cost calcula- tions on the material because it is not [in production yet]. We do see an increase compared to the conventional material [€38.80] explores steel just because we have an additional process step, but this may well go down a little [currently stated as €40.60]. So very attractive weight and slightly higher cost make the solution very attractive… innovations We have a couple solutions [in InCar plus] where the weight reduction comes with reduced cost, just because you save material InCar plus is the most extensive internal R&D project that and material cost is the biggest portion of your part cost; that ThyssenKrupp has ever undertaken. It encompasses the group’s sometimes works in our favor. But it’s still attractive. interdisciplinary expertise to generate more than 40 individual solutions for cost-effective vehicle weight reduction without sac- Any other possible applications for the material? rificing performance, as well as the use of advanced manufactur- It doesn’t have to be a B-pillar. So we have a couple of different ing technologies that are validated and can be implemented with applications for that material. It will work for front rails as well…I current processes. Another component is scalability, with modu- showed a drop tower test of a front rail that looked very good. In lar lightweight design concepts that can be utilized across multi- today’s vehicles, you don’t use hot stamping for front rails because ple platforms and vehicle programs. The project was initiated by it’s not enough elongation in the part. But with TriBond we would developing an independent body-in-white structure to serve as a actually have that option to use it in front and rear rails where de- reference benchmark for the various body solutions. The refer- formation is required. That might actually be a better application ence structure is a representative upper midsize class vehicle than the B-pillars. But in B-pillars there’s a lot of expensive solu- that was derived through extensive comparative studies of bod- tions out there—tailored tempering, tailor welded blanks, tailor ies manufactured by various OEMs. With a lightweight index of rolled blanks—that are very complicated to control from a 2.7, it surpassed its previous InCar reference structure that was hot-stamping-process perspective. With the TriBond, you just developed in 2009, due to improved design and advanced mate- throw it in your hot stamping press and you’ve got a ductile part. rial utilization. Timo Faath, General Manager Technology, ThyssenKrupp Steel North America, Inc., spoke with SAE You have also presented A-pillar and bumper concepts as Magazines about the InCar plus project and some of its promis- part of InCar plus. Which of these technologies is closest to ing technologies. Read more and view additional technical imag- serial production? es at http://articles.sae.org/14396/. That’s a tough one. Throughout the InCar project we tried to offer different serial production levels. Some of the solutions our One of the project’s innovations is a B-pillar featuring a new customers can buy today. Some solutions are still under develop- TriBond material. Can you talk about this development? ment. The reason why we do it like that is our customers—some We have several different solutions for the B-pillar. Our reference of them work on next-generation vehicles, and some of them structure is already a MBW 1500 tailored tempered (tt) solution. have a problem today with their serial production vehicle where We’ve developed some hot-stamped solutions—one is MBW 1900 they need a solution. So we’re trying to reach as many customers tt and the other is TriBond 1400, a pretty interesting new material as possible. Generally speaking, hot stamping is a big topic for development. And we also have some cold-stamped solutions— everybody, and we know there’s some OEMs trying to do it DP-K 700Y980T and DP-K 780Y1180T…TriBond is a material de- themselves [particularly] in Europe. Whenever OEMs invest in velopment; we don’t have it in serial production yet. It’s like a hot stamping, I don’t think they want to do it the conventional sandwich material. We take three slabs, to simplify it, stacked on way—or follow what their suppliers already do for them—they top of each other and run them through the hot rolling mill, the want to come up with more sophisticated solutions. Some of the cold rolling mill, annealing, and offer it as aluminized-coated. The stuff [in InCar], tailored tempering being one of them, is very only process that is added is that stacking up of the slabs. The slab promising and I think we’ll see a lot more of that in the future in in the middle is a conventional MBW 1500; the thin outer slabs are NAFTA; it’s already out there in Europe. Pretty much everything lower strength. What that does for us is…no cracks [in drop tower that we show [related] to hot stamping is very promising. and 3-point bending tests], higher ductility with almost the same Ryan Gehm

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