Electrifying Launch Volvo Bringing Hybrid Bus Technology to India

MOBILITY

ENGINEERINGTM AUTOMOTIVE, AEROSPACE, OFF-HIGHWAY

A quarterly publication of and Electrifying launch Volvo bringing hybrid bus technology to India

Crankshaft reliability Integrated design, simulation, and testing Volume 3, Issue 1

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makingabigdifference.com [email protected] CONTENTS Features

40 Autonomous vehicles: impact 52 Touch and go AEROSPACE AVIONICS on society AUTOMOTIVE ELECTRONICS Avionics developments are changing life in the cockpit and Self-driving technology offers plenty of promise, but not at airborne work stations. everything about autonomous vehicles will be a panacea. 56 Improving heavy-duty engine 42 Crankshaft reliability by component efficiencies integrated design, simulation, OFF-HIGHWAY POWERTRAIN and testing AUTOMOTIVE POWERTRAIN Cylinder deactivation can improve fuel economy by using a This testing method is proven and beneficial for the design reduced number of cylinders that operate at higher loads and development of the crankshaft and could be applied and thermal efficiency, while other cylinders are turned off, to other critical engine components, thereby extending to when the engine operates at partial load conditions. A system reliability. switching roller finger follower is one of the technologies that help make it work. 45 New Engines 2016 AUTOMOTIVE POWERTRAIN Highlighting the design, engineering, and technologies Cover inside some of the most competitive gasoline and light- Volvo is bringing its hybrid bus duty diesel ICEs. technology to India in the first half of 2016, promising a fuel-consumption benefit of 39% compared to diesel.

MOBILITY ENGINEERING MARCH 2016 1 CONTENTS Departments

4 Editorial 26 Secondary loop and heat pump climate control under evaluation once more AUTOMOTIVE INTERIORS 6 Focus 27 SABIC showcases customizable sheet, 3D seat for 8 SAEINDIA News aircraft interiors AEROSPACE INTERIORS 8 SAENIS Efficycle 2015, 15th-18th October 2015 28 Ford looks to spread Corning’s new lightweight 10 Inauguration of Division Offices, 13th October and Gorilla Glass beyond the 2017 GT AUTOMOTIVE BODY November 2015, Chennai & Madurai 30 2016 Civic structure employs ‘first’ partial in-die soft 12 Technical talk, 30th October 2015, Bangalore zones AUTOMOTIVE BODY & CHASSIS 12 AWIM Master Teacher Training Program 2015, 12th 31 UCLA researchers develop new strong and lightweight December 2015, Bangalore metal nanocomposite AEROSPACE MATERIALS 13 AWIM Regional Olympics 5th December 2015, Pune 32 GT350 Mustang features novel composite structural component AUTOMOTIVE MATERIALS 14 Lecture Meeting, 19th December 2015, Chennai 33 Crash testing advances on many fronts 14 SINE 2015, 13th-24th December 2015, Pune AUTOMOTIVE TESTING 16 AWIM Regional Olympics, 19th and 30th December 34 Evaluating new forestry machines in a fraction of the 2015, Tirunelveli and Chennai time OFF-HIGHWAY SIMULATION 17 Industry News 36 Aurora Flight Sciences, Stratasys debut at Dubai 17 Rockwell Collins expands India operations jet-powered, 3D printed UAV AEROSPACE SIMULATION 17 Tech Mahindra buys controlling stake in Pininfarina 36 Surface Generation speeds composites throughput with one-shot stamp-forming process AUTOMOTIVE 17 HydraForce strengthens electrohydraulic-controls MANUFACTURING position in India 38 GE scanner enhances defect detection for industrial 18 Magneti Marelli opens plant to produce automated CT AEROSPACE MANUFACTURING manuals 38 Hot-stamping process from Schuler employs 18 Volvo launches first hybrid buses in India flexible ‘pressure controlled hardening’ 19 Technology Report AUTOMOTIVE MANUFACTURING 19 Low-friction techniques push advanced city-car 60 Global Vehicles project toward 84-mpg target AUTOMOTIVE 60 BUDD-e concept forecasts what VW zero-emission POWERTRAIN van could be in 2019 21 Clean-sheet design for Proterra’s all-electric city bus 61 Airbus looks to expand military product lines OFF-HIGHWAY PROPULSION 63 Companies Mentioned, Ad Index 22 GE’s clean-sheet turboprop engine to launch with Textron Aviation AEROSPACE PROPULSION 64 Q&A 23 OTA reflashing: the challenges and solutions Navistar CIO Terry Kline talks about the company’s AUTOMOTIVE ELECTRONICS vehicle connectivity strategy and its new over-the-air 24 Clamoring for a connection AVIONICS reprogramming technology 25 HMIs offer something for everyone COMMERCIAL VEHICLE INTERIORS

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 Bill Visnic Editorial Director [email protected] Asit K. Barma SAE India Editor C. V. Raman The links between phone and car won’t be ignored ED, MSIL [email protected] At January’s North American International Auto development of autonomous-driving technol- Arun Jaura VP, SAEINDIA Show (NAIAS), Detroit’s winter weather played ogy. Without the society-imploding implica- [email protected] its typical role, but decidedly not to script was tions of autonomous vehicles (AVs), Bala Bharadvaj MD, Boeing R & T the buzz that refused to go away: that despite automakers and suppliers probably wouldn’t [email protected] several magnificent concept cars and formida- have much of notice at CES beyond oversized Mathew Abraham ble production vehicles on display in Detroit, dashboard screens with still-frizzy versions of Sr. GM, Mahindra [email protected] many automakers and technology suppliers Android Auto and Apple CarPlay. Instead, this Dr. Venkat Srinivas actually had revealed their vision of the “real” year’s CES championed concept-car reveals of Vice President & Head - Engineering & Product automotive future a week earlier at the serious import, such as Volkswagen’s BUDD-e Development, Mahindra & Mahindra Truck and Bus Division Consumer Electronics Show (CES). and—make your own believability determina- [email protected] In effect, many insisted that not only has CES tion—Faraday Future’s FFZERO1 concept. There Lindsay Brooke Editor-in-Chief amplified its profile to the point that it rivals any was a raft of production or near-production [email protected] of the auto industry’s international shows, but innovations from major suppliers such as Ryan Gehm Associate Editor that CES has quickly eclipsed “traditional” auto Bosch, ZF, Harman, and Continental. [email protected] shows as the place to get the first glimpse of And GM used CES—not the Detroit show—to Patrick Ponticel bleeding-edge automotive technology. stage the first (albeit brief) public drives of the Membership Editor [email protected] For now, though, I still get the whiff of Chevrolet Bolt electric vehicle, surely one of the Lisa Arrigo slightly more flash than substance with CES, company’s most pivotal models of the last 50 Custom Electronic Products Editor particularly in terms of how the auto industry years. That says all you need to know about [email protected] cadences new technology. For example, how the automotive sector has acknowledged Contributors Faraday Future, the mysterious and much-dis- the impact of CES. And it demonstrates the Kami Buchholz Detroit Editor cussed electric-vehicle startup that’s either links between the automotive and consum- Stuart Birch vaporware or the next-and-even-better Tesla, er-electronics industries are rapidly tightening. European Editor rests its production-vehicle future on a “skate- Development of autonomous technology has Jack Yamaguchi Asia Editor board” modular vehicle architecture that stampeded from being a closely-watched con-

Steven Ashley appears to be a reboot of General Motors’ cept when pushbutton start was the hot ticket Dan Carney same vision for a scalable EV platform that just a few years ago to virtually the only auto- Terry Costlow Richard Gardner dates to 2001. motive technology anybody means right now Jenny Hessler John Kendall I purposefully used the term “bleed- when they say, “automotive technology.” In this Bruce Morey Jennifer Shuttleworth ing-edge” above because by definition it issue, in fact, you’ll find a thoughtful technical Linda Trego Paul Weissler implies risk—risk that the auto sector, for a paper that provides an overview of not just the variety of reasons, can’t afford to assume. current state of autonomous-technology devel- DESIGN That’s one reason why GM’s skateboard idea opment, but also the likely future social and Lois Erlacher Creative Director didn’t get too far: it was a stretch well beyond even economic implications. Ray Carlson what early 2000s technology could support. Outside the realm of public relations and Associate Art Director Risk considerations seem to trouble the con- promoters, few probably care whether auto sumer-electronics sector much less—under- shows or CES ends up the more prominent. But SALES & standable given the industry’s relatively minor the auto-show-versus-CES dialogue is some- MARKETING interplay with regulators and the compara- thing of a microcosm for the inexorable but still K. Shriramchandran SAE India tively low cost of most consumer-electronic slightly uneven technical meshing of the two No.1/17, Ceebros Arcade 3rd Cross Kasturba Nagar devices and technologies. Then there’s the worlds. For now, I believe the auto industry’s Chennai India 600 020 demonstrated willingness of consumers to progress to the future, itself not always immune (T)91-44-42152280 (E) [email protected] endure all manner of “beta” glitches from their to hype, remains at least a little more grounded. bleeding-edge devices. Let’s revisit this idea, though, when Apple Marcie L. Hineman Global Field Sales Manager Nonetheless, the automotive component of unveils its first concept car. +1.724.772.4074 [email protected] CES has accelerated beyond any rational Bill Visnic projection. The “why” is simple: the breakneck Editorial Director

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FOCUS Dr. Aravind S. Bharadwaj President Mr. Shrikant R. Marathe Immediate Past President SAEINDIA engages students, hosts SAE Board Dr. R.K. Malhotra Sr. Vice President & Chairman, I want to wish all readers a happy, healthy, Board with the objective to familiarize female Finance Board Dr. Bala Bharadvaj peaceful and prosperous New Year in 2016. engineering students with the off-highway Vice President & Chairman, The past year certainly was a busy and pro- industry. In this program spanning 26 engi- Aerospace Board ductive one for SAEINDIA, action-packed with neering colleges from eight states, female Dr. K.C. Vora Vice President & Chairman, a number of activities across all verticals in engineering students were presented with Sections Board 2015. A shared vision for the future developed on-the-job learning through industry visits Mr. I.V. Rao at the Presidential Policy Deployment meeting and product and technology training from Chairman, Meetings & Expo Board in Lavasa in late 2014 was further reinforced at respected companies such as John Deere, Dr. Venkat Srinivas Secretary & Vice Chairman, the Damdama Lake meeting last October. We Eaton, Cummins, Caterpillar, Varroc, Ansys, Development Board have been witness to shared realities in the last PTC, and ARAI. Mr. C.V. Raman 20 months by achieving what we set out to SAEINDIA enjoyed a busy January: there Vice Chairman, Sections Board Dr. Arun Jaura accomplish in the meeting of leaders. was the visit of the SAE International Board Chairman, Automotive Board of Directors to participate in SAE’s annual Mr. Prakash Sardesai board meeting—India’s first time hosting the Chairman, PDP Board meeting. The board members split into small Mr. Sanjay Deshpande Chairman, Membership Board teams to visit Pune, Bangalore, and Chennai Mr. Asit K. Barma to focus on each vertical. Several events in Chairman, Publications Board each of those venues saw participation by Mr. Nitin Agarwal the board members and the board also held Chairman, Off-Highway Board Dr. S. Thrumalini CXO conclaves in all three cities. Chairman, Engineering Education Board SAE International’s board members gained Mr. B. Bhanot valuable insight into SAEINDIA’s activities and Chairman, Development Board in the coming months we hope to jointly Mr. P.K. Banerjee Jt. Secretary, Vice Chairman, explore how we can complement one another Engineering Education Board by leveraging the strengths of both organiza- Dr. Arunkumar Sampath tions. This will enable us to contribute to a Treasurer, Vice Chairman, vibrant ecosystem for the mobility community, Meetings & Expo Board Mr. M. Kannan bolstered by participation from both industry Vice Chairman, PDP Board and academia. The first visit from the SAE Mr. Arun Sivasubrahmaniyan International board provided an opportunity Jt. Treasurer & Vice Chairman, Publications Board to build an impressive superstructure on the strong foundation that has already been cre- Representing ated over the past two decades. SAE International Dr. Aravind Bharadwaj In conjunction with the visit of SAE Dr. David. L. Schutt President, SAEINDIA International Board of Directors, the AWIM Chief Executive Officer Mr. Murli M. Iyer National Olympics were held at Mahindra Executive Advisor-Global Affairs We started 2015 with SIAT in January, fol- World City on January 22nd and 23rd. This Office of the Chief Executive Officer lowed by the 8th edition of Baja SAEINDIA was to be followed by the ninth edition of the Presented by SAEINDIA introducing e-Baja for the first time in the his- International Mobility Conference—SIIMC Media, Communications and tory of SAEINDIA. This was followed by the 2016—at New Delhi in February, where the Publications Committee visit of SAE International President Dr. Richard prize-winning vehicles of Baja, Supra, and Mr. Asit K. Barma Greaves in July; that event triggered a flurry of Efficycle events were earmarked for display. Chairman Mr. Arun Sivasubrahmaniyan activity under all three of our organization’s The ninth edition of the popular Baja Vice Chairman verticals and culminated with the Blue Ribbon SAEINDIA also was scheduled for February in Mr. Rajesh Kumar CEO Conclave at Chennai that covered Pithampur, with 149 teams participating. Vice Chairman Dr. Ramesh Deployment of EV Opportunities. Following There also are 22 teams signed on to take Member that was ITEC India 2015 in collaboration with part in the second year of eBAJA. I look for- Dr. Saravanen IEEE IAS (Industry Applications Society)— ward to the Baja final, which in the past has Member Prof. J.M. Mallikarjuna another premier society like SAE with a global been exciting and educational. This challeng- Member presence. The program was a spectacular suc- ing competition is earning a reputation for Dr. S.S. Thipse Member cess, with significant industry and academia providing an opportunity for bright engineer- Prof. Sudhir Gupte participation. ITEC India 2015’s three panel dis- ing students across India to have fun and Member cussions saw national and international experts learn at the same time. Mr. Anupam Dave Member offer new and interesting perspectives on We plan to celebrate the successful Mr. Vasanth Kini hybrid and electric vehicles. two-decade journey of SAEINDIA in March at Member Meanwhile, the third edition of SINE a gala event to end the year on a high note Prof. Ravishankar Member (Students INdustry Education) was con- and reaffirm our resolve to scale greater Mr. Deepak Panda ducted in December by the Off-Highway heights in the future. Member

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SAENIS Efficycle 2015, 15th–18th October 2015

consisted of design evaluation, cost evaluation and marketing presentation. After the teams have cleared these two events, they head to the dynamic event, which consists of an acceleration test, gradient test, maneuverability test, utility test and finally, an endurance run. Mr. C. V. Raman, Chairman, SAENIS, kicked-off Efficycle season six. The first- level screening, the virtual rounds, was One of the team during utility test. conducted last July at Indore and Ghaziabad and so far, more than 150 teams have presented their concept for fabricating the Efficycle. Experts from Dassault and Siemens demonstrated the CAE simulation tools for optimizing the design. A huge field of 101 student-teams from across India showcased their expertise in vehicle mobility. The event was inaugurated by Director ICAT Mr. Dinesh Tyagi along with Chancellor LPU Mr. Ashok Mittal and Vice Chancellor LPU Mrs. Rashmi Mittal. Mr. Tyagi said, “I am very excited to see these young engineers’ initiative for green technology.” GM ICAT’s Mr. U.D. Bhangale (convener) and DGM R&D Maruti’s Mr. Jitendra Malhotra (co-convener) were also present. This time the main focus for the Endurance test flagging off. innovations was in the field of electronics. Some of the new ideas from partici- Efficycle is an initiative of SAENIS with butes. Participation is sought from pants: direction locators, a mechanism the objective of providing an opportuni- SAEINDIA Collegiate Clubs across the to signal the driver about which way to ty for engineering students to explore country, with the students functioning as turn, replaced bulky navigation displays; “Environmentally friendly and economi- a team to participate in various events an integrated GSM chip enabled con- cal solutions for the day-to-day mobility that judge the design, cost, marketing trolling the motor’s output through a needs of people.” The event tasks the potential, technical parameters, safety, cell phone that also displayed real-time undergraduate engineering students to dynamic characteristics, and durability of battery usage. Mechanical innovations conceive, design, and fabricate a proto- the vehicle. The team that achieves the were not lacking, either. One team type of a three-wheeled vehicle pow- highest cumulative ranking stands out as developed a new system for reverse ered by human-electric hybrid power. the winner. The participation in the event pedaling which could be used as an The vehicle also must be capable of is a two-stage process comprised of the extra gear to deliver higher torque. seating two passengers. simulation round, wherein the teams are Another team came up with a new This 6th SAE Efficycle event was sup- required to simulate the prototype using application for reverse pedaling by ported by Maruti Suzuki and ICAT and CAE, followed by the main event, actuating the vehicle’s brakes. One was held at Lovely Professional restricted to participation from qualifiers team designed a steering-movement University. The event’s theme was light- of the simulation round. control mechanism to prevent the vehi- weighting to highlight the advantages of There were three categories in the cle toppling over in high speed turns. weight-reducing design and fabrication. main event: technical inspection, static Of the 101 teams that entered the Lightweight designs that incorporated event, and dynamic event. Technical Efficycle competition, 60 teams quali- optimum performance as key factor inspection consisted of a braking test, a fied for the final 1.5-hour endurance run, were a special focus and an award was figure-eight test, weight measurement where the ultimate capability of the instituted for that combination of attri- and other metrics. The static event vehicle was tested. Teams were scored

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Overall winners of the event. Other winners were declared in categories for best design, innovation, marketing presentation, acceleration, utility, gradient, maneuverability, durability, slogan, lightest vehicle, built-up quality, faculty advisor, and female participant. Conveying best wishes to the winning teams, Executive Director (R&D) Maruti Suzuki India and Chairman SAENIS, Mr. C. V. Raman said, “The great battle for green mobility organized by SAENIS at LPU in has exhibited new excitement and challenges as never before. I am enthralled to note the great efforts of young engineering students in accomplishing the targeted work for a ‘greener tomorrow.’ I truly appreciate the deep commitment and enthusiasm of each student for making the based on the maximum number of laps Nanak Dev Engineering College, Efficycle-2015 a memorable and highly completed during the allotted time. Ludhiana were declared second- and competitive event.” Executive Adviser Sant Longowal Institute of third-place winners, respectively. Cash (R&D) Mr. I. V. Rao and Vice President Engineering and Technology was prizes worth Rs 5 Lakh and certificates (R&D) Maruti Suzuki Dr. Tapan Sahoo declared overall winner of the event. were distributed to the winners of the also conveyed their congratulations to College of Engineering, Pune and Guru various competitions. the winning teams.

Inauguration of Division Offices, 13th October and November 2015, Chennai and Madurai SAEINDIA Mahindra World City (MWC) Division was inaugurated on 13th October 2015 at Dr. Kalam Auditorium, Mahindra Research Valley. The session started with the traditional lamp lighting by Mr. N. Balasubramanian, Chairman, SAEISS. During the inaugural function the dignitaries present were Dr. Aravind Bharadwaj, SAEINDIA President; Mr. N. Balasubramanian, Chairman, SAEISS; Mr. Jayanta Deb, Sr. VP, M&M; Mr. Velusamy, Sr. VP, M&M; and Mr. Sanjay Deshpande, Chief Engineer, M&M. This division is headed by Mr. C. Pradeep, M&M as Chairman, Mr. R. Balasubramanian, M&M as Secretary, Mr. Baskara Sethupathy, SRM University as Treasurer, Mr. R. Mr. N. Balasubramanian, Chairman, SAEISS, lighting the ceremony of Mahindra World City (MWC) division inaugural. Senthilkumar, M&M as Vice Chair, and Mr. Thirumoorthy, Visteon as Vice Chair. During this inaugural, the Member Management System (MMS), an online platform for SAEINDIA professional members, was relaunched and some of the dignitaries made their registration and renewal of membership with SAEINDIA. SAEINDIA Madurai Division was inaugurated on 13 November 2015 at Kudil, TAFE, Madurai. The session started with the traditional lamp lighting by Dr. M. Uthayakumar, Kalasalingam University. This division is headed by Mr. V. Srinivasan, TAFE, as chairman, Dr. R. Kannan, PSNA College of Engg. & Tech., as Secretary, and Dr. M. Uthayakumar, Kalasalingam University, as Treasurer. This Dr. M. Uthayakumar, Kalasalingam University, lighting the inauguration also saw various representatives from TAFE. ceremony of Madurai division inaugural.

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Technical talk, 30th October 2015, Bangalore

Bird’s-eye view of the event.

An SAEINDIA Bangalore Section passive safety, active safety, and testing (SAEIBS)-sponsored technical talk on dummies and was followed by a case Presenting memento to the speaker. “The Haddon Matrix: Interventions & study on accident prevention systems Systematic Study to Improve Road and speed-breaking barriers along the Ms. Dhrakshayani Bhakthavatsalu, HR Safety” was held at Continental roadside. The event was well-attended Business Partner, Mr. Ramachandran Technical Centre India, Bangalore on by more than 100 Continental profes- Panangattiri, Logistics and 30th October 2015. sionals and was well appreciated from Administration, Mr. Sudeepth Resource person Dr. Pradeep Mohan, the Continental members fraternity. Puthumana, Head Passive Safety Dept., Professor, Mechanical Engineering of CIT Key personnel who contributed to the Mr. Dattprasad Vernekar, Passive Safety Engineering Institute, covered all the success of this event were Mr. Girish Dept, all of Continental, Banglore and important areas on the topic such as Ramaswamy, Head Engine System Dept., SAEIBS official Mr. Purushotham S. Joshi.

AWIM Master Teacher Training Program 2015, 12th December 2015, Bangalore

Participants of the event. Trainers and volunteers of the event.

On 12th December 2015, SAEIBS had organized a AWIM train- part of pilot project, which was well-appreciated by all. ing session for teachers, industry volunteers, and kids for 5th, Mr. Purushotham, SAEIBS official, trained students of 5th 6th, and 7th std. at GE Technical Center, Bangalore. and 6th std for Jet Toy and Skimmer also Dr. Manish Jaiswal The main highlight of the event was a Glider being intro- from GE had briefed volunteers on rules for the competition. duced for the first time from SAEBIS for 7th standard students The event had industry volunteers from Assytem, Quest as part of the aerospace programme. Mr. Dinesh from Global, Daimler, TVS, and TCS. Assystem was the Master Trainer to run this Indian glider as a

12 MARCH 2016 MOBILITY ENGINEERING SAEINDIA News

AWIM Regional Olympics 5th December 2015, Pune

Mr. Abraham Joseph, CTO, Bajaj Auto Lamp lighting ceremony, from left: Mr. Richard Vreeland, Mr. Sreekumar Panicker, Mr. Ltd., addressing the participants during Vinod Patel, Mr. Pramod Patil, Mr. Yatin Jayawant, Ms. Swapna Kelkar, Mr. B.V. Shasundara. valedectory.

SAEINDIA Western Section, in association friction, air resistance, jet propulsion, etc. by the Society of Automotive Engineers with Automotive Research Association of to create moving vehicles like skimmer (SAE) USA. AWIM was started in the India (ARAI), Eaton Technologies, John and balloon-powered jet-toy cars. The USA, with India the second country to Deere, Cummins India and DC Design competition was judged by a panel of conduct the competition at national conducted “A World In Motion (AWIM) eminent personalities from the automo- level for school children. Pune Olympics 2015 at The Orchid School, tive and art fields in and around Pune. AWIM National Olympics 2015 was Baner, Pune on 5th December 2015.” The contest, full of fun and chal- scheduled at Mahindra Research Valley, This competition saw school students lenges for school students called A Chennai, on 23rd January, 2016. The win- work as a team, applying scientific design World In Motion (AWIM), had two main ning team from AWIM Pune Olympics for concepts and exploring the principles of ingredients in this innovative, hands-on, the “Jet Toy” and “Skimmer” participated laws of motion, inertia, force, momentum, physical science curriculum, designed in the competition.

Jet-Toy (6th Std.) winner: Panditrao Agashe School, Pune. Skimmer (5th Std.) Millennium National School, Pune.

WINNING TEAMS JET-TOY (6TH STANDARD) SKIMMER (5TH STANDARD) S. NO. CATEGORY NAME OF THE SCHOOL S. NO. CATEGORY NAME OF THE SCHOOL 1 Overall Winner J34 - Panditrao Agashe School 1 Overall Winner S 17 - Millennium National School, 2 Overall Runners-up J24 - Shriram Vidya Mandir, Bhosari Karve Nagar 3 Distance J34 - Panditrao Agashe School 2 Overall Runners-up S2 - Ramchandra Gaikwad School, Dighi J4 - SNBP School 3 Distance S21 - PMC School No. 152 B, Balewadi 4 Weight J13 - Moledina School 4 Weight S7 - Mother Teresa High School, Kharadi 5 Accuracy J15 - Millennium National School 5 Accuracy S16 - Moledina School 6 Speed J11 - New English School, Sasane Nagar S20 - The Orchid School J29 - PMC School 152 B, Balewadi 6 Speed S18 - Karntiveer Vasudev Balwant J33 - Panditrao Agashe School Phadake School 7 Time J7 - Mother Teresa High School, Kharadi 7 Turnability S17 - Millennium National School, 8 Presentation J9 – New English School, Ramanbag Karve Nagar 8 Presentation S13 – New English School, Sasane Nagar

MOBILITY ENGINEERING MARCH 2016 13 SAEINDIA News

Lecture Meeting, 19th December 2015, Chennai

Mr. C. Pradeep, Chairman, Mahindra World City Division, giving Mr. N. Balasurbramanian, Chair, SAEISS, presenting memento to the inaugural address. the chief guest, Mr. S. Raghupathi, M&M.

The first lecture meeting program on the kuthu vilaku. Mr. P. Baskara participants also suggested various top- ‘‘Latest Trends in Brake System Sethupathi, Treasurer, SAEISS MWC ics for similar future lecture sessions. Mr. Developments” was organized by Division, gave the welcome address. N. Balasubramanian, Chairman, SAEISS SAEINDIA Mahindra World City (MWC) The speakers of the event were Mr. S gave some suggestions to the members Division on 19th December 2015 at ESB Raghupathi (M&M) and Mr. Vallabha regarding this topic and interacted with Seminar hall, SRM University, Chennai. Rao (M&M); Chennai began the speech them. Mr. C. Pradeep explained about The speakers of the event were Mr. S on the topic. The entire session went the purpose of the lecture meeting and Raghupathi (M&M) and Mr. Vallabha well with precise information, presen- future activities of the division. Rao (M&M) Chennai. tation, knowledge-sharing and The session came to an end with the Mr. C. Pradeep, Chairman, SAEISS thoughts about the future and new presentation of a momento to the chief MWC Division, inaugurated the lecture technologies. guest, Mr. S. Raghupathi (M&M), by Mr. meeting in the traditional way of lighting Being the first lecture meeting, the N. Balasubramanian, Chairman, SAEISS.

SINE 2015, 13th-24th December 2015, Pune Students INdustry Education (SINE) 2015 was held during December 2015 by the SAEINDIA Off-highway Board. The program is aimed at providing awareness of off-highway industry and technologies to students from engineering institutes around the country. Maintaining the importance of diversity, in the past two programs the participants’ focus has been on female students. Through a rigorous pre-defined process and with the help of a competent panel, 25 female engineering students from various colleges from eight different states across India were selected for this program. It was yet another historic day for the off-highway board for all participants, who travelled to Pune with excitement, anxiety, and eagerness for the event. College of Engineering (COE) Pune sponsored arrangements for the participants at the Girls Hostel in Pune. The Inauguration of SINE 2015 was Inaugural of SINE 2015 lamp lighting by dignitaries. held at John Deere Technology Center at Pune in the presence of Mr. Nitin Agarwal, Chairman, SAEINDIA Off-Highway Board and Head, Asia Technology Innovation Center John Deere Agarwal mentioned that SINE 2015 is a focused program to pro- India, Mr. Anil Gupta, Convener for the SINE 2015, Dr. K. C. mote gender diversity in the off-highway industries, explaining Vora, Vice President, SAEINDIA and Sr. Dy. Director & Head, that the female students—selected from various engineering ARAI Academy, and other SAEINDIA leadership members. institutes—were scheduled to participate in the program for The keynote was delivered by the chief guest, Ms. Alka Pande, nearly two weeks. The program is targeted toward creating Advisor at the Automotive Skills Development Council, along awareness of the technology advances and the inclusive work with addresses by other dignitaries from the industry and aca- environment offered by this sector. The program provides an demia. Three participants attending the first SINE 2013 now opportunity to experience the work environment in the manu- are working with the off-highway industries. facturing factory floor, technology centers, simulation labs, test- Speaking about the program at the inauguration, Mr. Nitin ing and certification setups and so forth. Apart from technical

14 MARCH 2016 MOBILITY ENGINEERING SAEINDIA News

Team SINE 2015 during inaugural function.

SINE 2013 participants sharing their experiences during the inaugural of SINE 2015. and behavioural training sessions, the students enjoy interaction with leaders from the industry. These interactions will help provide perspective for the future of the sector in the backdrop of the changing techno-economic environment, with the focus on the infrastructure and agriculture sectors’ growth in the country. SINE 2015 also is a reflection of the commitment of SAEINDIA toward gender diversity and industry-academia relationship. Participants underwent two weeks of extensive learning Dignitaries initiating the valedectory function by lamp lighting. through product awareness, technology training, leadership interactions, interactive sessions, and industry and institutes Participants visits at companies including Ansys, ARAI, Caterpillar, sharing the Cummins, Eaton, John Deere, PTC, and Varroc. Various ses- key learnings sions covered technologies such as hydraulics, machining, of the event. electronics, sensors, software, IoT, augmented reality, etc. They also learned functional approaches to quality, innovation, manufacturing, product development and testing. The industry shop-floor visits provided insight on the state-of-the-art manufacturing facilities and the technologies that help convert digital drawings into products and were provided a first-hand view of the professional environment in these industries. The technology center visits provided insight on the advanced technology being used in the off-road sector to design and validate a multitude of products and the simulation and virtual reality environment that supports the industry at different phases of product development. The participants Guest Dr. Prashanth Ravi, Head Engineering Engine division, could witness the advance capabilities and the technologies Caterpillar, and Guest of Honor was Dr. B. B. Ahuja, Director, the industry currently offers and get glimpses of the future of COE, Pune. The session also was attended by the leadership the sector. The visit to ARAI also provided insight on the from SAEINDIA and industry representatives. It was an emo- advance capabilities it has for testing of the vehicles. tional movement for all the participants, as well as the indus- Mr. Anil Gupta, SAEINDIA Off-highway Board Member, try and academia representatives who interacted with the Convener, SINE 2015 and Head, Hydraulics Engineering, Eaton participants during the event. Listening to the participants’ India Engineering Center, said, “Over the years, SINE became a experiences, the organising team was gratified about the well-known event among the institutions and a brand for the steps the program has taken toward achieving its objectives. SAEINDIA off-highway board. This not only provided a great plat- The participants left with new awareness and knowledge form for women engineering students to learn about off-highway about the off-highway sector. Apart from the technical learning industry, it ignited a passion for engineering and to create a dif- and experience, they also were connected with fellow partici- ference for community. Not only the participating students but pants and the industry-academia members. With the efforts of associated industries also hugely benefited as the students bring SAEINDIA Off-highway Board, the industry can look forward to in fresh perspective and energy during the interactions.” seeing these young women potentially lead some of the affili- The Valedictory function was at College of Engineering ated companies, while for now, the young engineers completed Pune on 24th December 2015 and was graced by the Chief the program with added confidence and pride.

MOBILITY ENGINEERING MARCH 2016 15 SAEINDIA News

AWIM Regional Olympics, 19th and 30th December 2015, Tirunelveli and Chennai

The 8th AWIM Regional Olympics was started constructing their jet toys from Rahman University, and Mr. B. Kumaran, held in two phases, the first at the kits distributed to them. The com- AWIM Champion, SAEISS and Mr. G. Tirunelveli and the second phase at petition encompassed five performance Vijayan, Deputy Director General, Chennai. The first phase was held at St. tests: distance, time, speed, payload SAEINDIA, presided over the valedic- John Higher Secondary School, and presentation, with each test having tory function. PalayamKottai, Tirunelveli on 19th 3 trials per team. This competition saw students work December 2015. The program was inau- The second phase of the event was as a team to apply scientific design con- gurated by Mr. Selvanayagam from CEO held at Crescent School, Chennai on cepts and explore the principles of laws Office-Tirunelveli District. 30th December 2015. The program was of motion, inertia, force, momentum, Mr. Nandhan, SAEISS member, inaugurated by Mr. S. Yoosuf, Senior friction, air resistance and jet propulsion explained the program agenda to all Principal of Crescent School, Dr. R. to create moving vehicles like the bal- students and teachers and the students Rajendran, Professor of B.S. Abdur loon-powered jet-toy.

Mr. Nandhan explaining the agenda at Tirunelveli.

One of the teams during prize distribution at Chennai.

THE WINNING AWIM TEAMS FROM SAEINDIA SOUTHERN SECTION One of the team (Next participate in the National Olympics) during their S. NO. SCHOOL NAME presentation at 1 Amirta Vidyalayam Tirunelveli. 2 Maharishi Vidhya Mandhir 3 Devi Academy 4 SSM Matriculation 5 G.H.S.S., Maranthai 6 Avvaiyar G.G.Hr.Sec.School, Pavoorchatram

SCHOOLS AWARDED UNDER EACH CATEGORY IN REGIONAL OLYMPICS S. NO. CATEGORY SCHOOL NAME 1 Distance Devi Academy 2 Time Good Will Matric School 3 Speed SSM Academy 4 Weight SKV International School One of the teams during construction phase at Chennai. 5 Accuracy P S Senior Sec. School

16 MARCH 2016 MOBILITY ENGINEERING Industry NEWS

Rockwell Collins expands India operations Tech Mahindra buys controlling stake in Pininfarina Rockwell Collins recently opened a new, expanded facility in Bangalore, India, that bolsters the company’s presence in the Tech Mahindra Ltd. and Mahindra & Mahindra (M&M) have country. The company has signed a 15-year lease for the jointly entered into an agreement with Pincar S.r.l. to purchase Bangalore building, which will initially house 30 employees a controlling stake in Pininfarina S.p.A., an Italian brand in auto- but is expected to reach 100 employees after one year of op- motive and industrial design. The move will give Tech Mahindra eration. Rockwell Collins continues to expand in India as the access to European companies with which Pininfarina has close country’s growing economy and aerospace industry presents ties, such as Ferrari, Alfa Romeo, Maserati, and Peugeot, and new opportunities for the company. the opportunity for Tech Mahindra to influence product con- ceptualization, and design and styling. Pininfarina will gain “a newly heightened scale to its operations” due to Tech Mahindra’s presence in 90 countries and access to about 780 customers. As part of the agreement, Tech Mahindra and M&M will purchase 76.06% of Pininfarina shares from Pincar at a price of Euro 1.1 per share. The investment is via a joint venture company, held 60% by Tech Mahindra and 40% by M&M. Pininfarina will continue to remain an independent company, with Paolo Pininfarina continuing as the Chairman of its board. “Pininfarina will add enormous value to Tech Mahindra’s portfolio of engineering services,” Anand Mahindra, Chairman of the Mahindra Group, said in a statement announcing the agreement. “But just as important is the fact that the legendary high-end design credentials of Pininfarina will significantly enhance the design capabilities of the entire Mahindra Group.”

Rockwell Collins’ expansion in India is a reflection of the increasing demand for services from its India Design Center in Hyderabad, which is focused on the design of display applications for commercial and military customers and Flight Management Systems.

“The opening is a reflection of our commitment to India, as Pininfarina is a styling company known for its designs with car well as the increasing demand for services from our India brands including Ferrari and Alfa Romeo. Pictured is the Ferrari Design Center (IDC) in Hyderabad,” said Sunil Raina, Sergio concept car designed by Pininfarina. Managing Director of Rockwell Collins India. “We chose Bangalore because of the high concentration of engineering “Adding Pininfarina’s legendary design skills to our Integrated talent there and the fact that it is an aerospace hub.” Engineering Solutions enables a strong entry into automotive styl- Rockwell Collins’ design center in Hyderabad augments the ing, design, and development and reinforces our body engineer- company’s existing engineering and information technology ing capabilities,” added CP Gurnani, CEO and Managing Director, capabilities. The IDC was created to help the company expand Tech Mahindra. “Further, Pininfarina’s 25-year design expertise in its global footprint, meet the needs of customers in the region, industries beyond automotive will give us [an] edge in areas such and increase access to high-quality technical talent. The IDC is as aerospace, consumer electronics, architecture and interiors, dedicated to product development for global markets, with ini- and transportation where we already have a strong footprint.” tial work focused on the design of display applications for commercial and military customers and Flight Management Systems. The design center currently has 630 employees, and HydraForce strengthens electrohydraulic- the company plans to continue to grow the facility. controls position in India Rockwell Collins’ facility in Gurgaon, Haryana, near New Delhi, houses the business development, program manage- HydraForce, a manufacturer of hydraulic cartridge valves, ment, systems engineering, and related support activities for manifolds, and electrohydraulic controls, has established a net-enabled communications, navigation, surveillance, displays, new LLC corporation in India. HydraForce India LLC, which sensors, simulation and training, and integrated systems and will be based in the Vatika Business Center in Pune, subsystems for airborne, ground, and maritime applications. Maharashtra, will support sales and engineering activities on

MOBILITY ENGINEERING MARCH 2016 17 Industry NEWS

of automated manual transmissions Hybrid and Electric vehicles in India) (AMTs) for automobiles. The plant is program, offering incentives on electric located in Manesar, near New Delhi, in and hybrid vehicles. The Volvo hybrids the same area where the company pro- will be manufactured in the company’s duces powertrain electronic control facility in Bangalore. units (ECUs). The new 7500-m² “Hybrid buses are an important solu- (80,700-ft²) facility houses the production for cities that want to reduce vehi- tion lines and offices, and will employ cle emissions. I am very proud that approximately 115 people when fully Volvo is the first bus manufacturer to operational. It will have a production introduce hybrid buses in India,” Håkan HydraForce India will support the capacity of 280,000 robotized gearbox Agnevall, President Volvo Buses, said in advancing development of technology on kits per year. Magneti Marelli says the a statement. off-highway equipment in India, facility was built to address the growing specifically in the area of electrohydraulic market success of AMTs in India over control systems. Pictured is a manifold the past two years and to meet the de- block equipped with proportional pressure control valves and a programmable mand from local automakers for future electronic valve driver suitable for implementations. The Maruti Celerio, transmission controls, including power Maruti Alto, Tata Nano, and Tata Zest shuttle and power shift functions. are examples of cars already equipped with the company’s AMT. behalf of all HydraForce facilities and The technology is based on the use of systems developers in India. HydraForce an ECU combined with an electrohydraulic also maintains business relationships system that controls the use of the clutch with a Global System Integrator manu- when changing gears, allowing the driver facturing partner in India—Dantal to shift gears without the use of the Hydraulics Pvt. Ltd. in Haryana—and clutch, either sequentially or in a fully fluid power distributor ServoControls & automatic way. The electronic optimiza- Hydraulics India Pvt. Ltd. in Karnataka. tion of the ATM gearbox results in reduced

“As India works to develop and fuel consumption and CO2 emissions com- Volvo is bringing its hybrid bus strengthen its infrastructure—roads and pared to standard automatic and manual technology to India in the first half of highways, bridges, ports and airports— transmissions, the company claims. 2016, promising a fuel-consumption demand for locally produced construction benefit of 39% compared to diesel. and agricultural equipment is expected to increase,” explained Mark Wilson, “The unveiling of the first Volvo HydraForce Sales Director. “Our LLC cor- hybrid city bus in India is contextual poration will support the rapidly advanc- given the impetus from the central gov- ing development of technology on ernment to popularize public transport, off-highway equipment in India. It also while supporting the adoption of clean will help HydraForce demonstrate a lead- technology. Volvo has played a key role ership position in our technology seg- in redefining urban commute for mil- ment of electrohydraulic control systems.” lions of passengers in Indian cities. Now, HydraForce claims to have created with the Volvo hybrid city bus we are thousands of custom control solutions confident of transforming the public for a variety of off-highway industries, Magneti Marelli’s new facility near New transport landscape further, by inspiring including farming, construction, marine, Delhi will have a production capacity of more cities to adopt this solution,” said material handling, mining, and forestry. 280,000 robotized gearbox kits per year. Akash Passey, Senior Vice President, Region International, Volvo Buses. Volvo launches first hybrid Volvo says that its hybrids offer a Magneti Marelli opens buses in India fuel consumption that is up to 39% plant to produce lower than that of conventional diesel The first Volvo hybrid city bus pilot will buses, which cuts CO emissions by the automated manuals 2 start in the first half of 2016 in Navi same amount and nitrogen oxides and Magneti Marelli, through its Magneti Mumbai with Navi Mumbai Municipal particles by 50%. Volvo’s electric Marelli Powertrain India Private Ltd. Transport. To promote environmentally hybrids, which offer fuel savings of 75%, joint venture with Maruti Suzuki and friendly vehicles, the Indian government are currently running in regular traffic in Suzuki Motor Co., recently inaugurated has recently launched the FAME India the European cities of Gothenburg, a new industrial site for the production (Faster Adoption and Manufacturing of Stockholm, and Hamburg.

18 MARCH 2016 MOBILITY ENGINEERING TECHNOLOGY Report

AUTOMOTIVE POWERTRAIN Low-friction techniques push advanced city-car project toward 84-mpg target

Shell’s Bob Mainwaring emphasizes the importance of inter- The piston is the particular focus for attention to improve engine company collaboration to achieve enhanced engine efficiency efficiency, explained Geo Technology’s Hidehito Ikebe. for the T25M project.

In the beginning there were Shell, with the result that fuel consumption important and we call that being ‘close Gordon Murray Design (GMD), Geo improved by 6.5% in the European urban to the edge but safe’.” Technology, and an idea. cycle and 4.7% in the combined cycle. “Safe” in this context means push- The idea was to create a very small Those results seeded the thinking that ing the limits of viscosity while achiev- gasoline engine that demonstrated with energy consumption set to double ing acceptable wear. Shell engineers super efficiency to provide a 3-seat, by 2050, what would be the result if we adjusted the lubricant’s formulation to aerodynamic, lightweight and worked together on an holistic, co-engi- give as low viscosity as possible at low ultra-compact city car having forward neered approach with a new engine temperature, while keeping it as high opening single canopy access with design to achieve a very high level of as it needs to be (which might be a low zero-width swing. The car would have a engine efficiency?” value at high temperature) to stop sur- combined fuel consumption of 2.8 The answer is emerging, with a faces touching and wearing, he said, L/100 km (84 mpg equivalent) or less, major advance centering on reducing noting critical interfaces such as the and a top speed of around 130 km/h the friction of almost all moving parts cam-to-tappet and piston ring-to-cyl- (80 mph). of that engine using advanced lubrica- inder liner. To achieve it, in April 2015 Project M tion solutions complemented by exten- By coating these surfaces with DLC, (for mobility) was initiated and the part- sive use of diamond-like carbon (DLC) the Shell team was able to protect ners agreed: “Let progress commence.” coatings. these and ensure that the lubricant-vs.- It did, with R&D development of the Mainwaring emphasized the need for wear pinch point is the crankshaft and Gordon Murray T25M. Now, as the proj- companies to collaborate and to link its journal bearings. ect continues, the cloak of confidential- hardware design with programs to That pinch-point is in the control of ity has been partially pulled aside. At reduce friction. That is well enough the viscosity of the lubricant and the Shell’s Hamburg [Germany] Technical known but achieving it can be tough, he additives, Mainwaring explained, adding Center, senior executives of the compa- acknowledged. a simple summation: How low can the nies involved revealed the shape of “On one hand we want to reduce vis- viscosity be for the loads that are graphs to come. cosity to lower drag forces and lower imposed on the crankshaft? Bob Mainwaring, Shell Lubricants friction but on the other hand reducing An essential element of achieving Technology Manager for Innovation, said: viscosity, oil thicknesses within a com- this balance is to consider the lubricant “Shell supplied lubricants for Gordon ponent are likely to drop, making the as a design component: “Changing the Murray Design’s T25 city car program hardware more vulnerable to wear,” he hardware to match the lubricant and (http://articles.sae.org/10006/) in 2010, noted. “Balancing the two is very the lubricant to match the hardware will

MOBILITY ENGINEERING MARCH 2016 19 TECHNOLOGY Report

One aspect of how increased efficiency is being achieved for the T25M project. give the best fuel economy,” he told Technology, said that to support the Automotive Engineering. project’s criteria, this has been reduced The prototype formulation for to 36 kW (48 hp) at 5500 rpm. Project M is in the SAE 0W-12 range Compression ratio was raised from compared to the typical 5W-30 grade. 10.8:1 to 12.4:1. Industry specifications do not recog- The company has designed some nize either 0W-12 or thicker 0W-16. In new parts, introduced “beehive” type Left to right: Bob Mainwaring, Shell; working with Geo Technology to valve springs, titanium valves, and Andy Jones, GMD; and Hidehito Ikebe, co-engineer the engine and its oil, incorporated DLC solutions to reduce Geo Technology, are working together to Shell engineers are essentially throw- friction in several areas. create the T25M. ing away the specification book and Ikebe said the piston is the most the compromises it forces. Their aim significant area for reducing friction. a significant part of Project M. With instead is to design an engine oil that Except for the crown, piston design for regard to aerodynamic efficiency, it delivers the very low friction results the T25M is all new. Two rings instead might be thought that it is not of para- that it is targeting. Use of friction mod- of the normal three are used, and the mount importance for a city car. But ifiers, some containing elements such number of strakes reduced by 40%. Andy Jones, GMD’s Design Director, as molybdenum will be used. The connecting rods were extended by emphasized that for a car carrying It is this bespoke approach that has 9%, and piston weight reduced by three, 95th-percentile adults, its sub- been applied to the base 660-cm3 40%. Collectively these changes pro- 0,30 Cd figure is good. The vehicle is Mitsubishi 3-cylinder engine that will duce a 30% reduction in inertial mass, relatively high at 1.6 m/5.2 ft, but very power the one-off technology demon- he explained. short for “nose-in” parking at 2.65-m strator T25M. The base engine is high There is no intention at present of long and 1.35-m wide (8.7 x 4.4 ft) to revving and powerful (55 kW/73-hp at bringing the T25M to market. Project M permit three of the type to park in a 7500 rpm) for its size, but Hidehito is a capability analysis exercise only, but standard parking space. Ikebe, Director of Engineering at Geo all those involved in it clearly hope that Achieving the relatively low Cd is it will represent a building block for significant, Jones explained, because future advances in efficiency for series city cars are often driven not just in cen- produced engines. Certainly some tral areas but into and around urban “insights of value” have emerged, agree areas where speeds reached can be rel- the participants. atively high. The car’s designated 128 The project is being funded by km/h (80 mph) Vmax capability makes Shell, although no specific details aerodynamics significant. of its budget have been released. Jones said that application of The timing of getting the advanced materials and rethink of the T25M to its unveiling stage vehicle’s primary structure is the second (moved from an officially major element of the T25M’s “fight to announced November 2015 reduce vehicle drive energy,” with a to Q2 of 2016) is due both lightweighting philosophy “that goes to the project being “very beyond conventional architectures.” ambitious” and for the The T25M contains the materials evo- decision to first gather all lution that has led to GMD’s iStream the data needed and Carbon, shown for the first time at the compare it against three 2015 Tokyo Motor Show. It is the chassis The 660-cc Mitsubishi engine for the vehicle archetypes on an energy technology used for the Yamaha Sports Gordon Murray Design T25M is subject to and fuel consumption basis. Ride Concept. extensive development and testing. Aerodynamics and materials also are Stuart Birch

20 MARCH 2016 MOBILITY ENGINEERING TECHNOLOGY Report

OFF-HIGHWAY PROPULSION Clean-sheet design for Proterra’s all-electric city bus The Proterra Catalyst all-electric transit bus nabs double-digit miles per gallon equivalent (MPGe), vastly outperform- ing its diesel, compressed natural gas, and diesel hybrid-electric rivals. “At 22 MPGe, the Proterra Catalyst is a huge step-change for this industry. It’s kind of an amazing accomplishment because this is a 40-ft vehicle for 77 passengers and it’s about as fuel efficient as a small SUV,” Matt Horton, Senior Vice President of Sales and The Proterra Catalyst 40-ft (12-m) transit bus was driven more than 250 mi (400 km) Marketing for Proterra, said in an inter- between charges during evaluation runs at the Michelin test track in South Carolina. view with SAE Magazines. Said Proterra’s Matt Horton, “We broke four performance records with this vehicle. Battery-electric and other electric And while this won’t get pulses racing, the Proterra Catalyst is the fastest acceleration drive configurations (plug-in hybrid, transit bus on the market.” The Catalyst’s 0 to 20 mph (32 km/h) time is 6.7 s. hybrid, and fuel cell) are poised for sub- stantial growth, according to Genevieve Proterra’s first all-electric Catalyst our fast-charge batteries,” he said. Cullen, President of the Electric Drive bus, fitted with advanced lithium titanate Roush Industries, AVL, and other Transportation Association. oxide batteries and a fast-charge energy companies have collaborated with “The combination of technology storage system, reached the U.S. market Proterra engineers. advances, policy drivers—including new in 2010. In the first quarter of 2015, the Said Horton, “Proterra is the lead federal standards for medium- and company added an extended-range ver- designer and developer of all the vehicles heavy-duty vehicles—and the increasing sion fitted with lithium nickel manganese that we build,” noting that the Proterra- understanding of the duty-cycle bene- cobalt oxide (NMC) batteries. designed bus bodies are being manufac- fits of electrification are contributing to According to Proterra’s chief engi- tured by specialized composite suppliers. the very positive market outlook,” neer John Sleconich, the high-energy “With regard to our drivetrain, we Cullen pointed out. density NMC batteries were selected in focus our efforts on system controls to A recent Navigant Research report large part because “the technology has make our partner-supplied components forecasts that the global sales of elec- been proven to be safe, durable, and function optimally as a heavy-duty EV tric drive and electric-assisted medium- cost-effective.” The extended-range bus product,” added Horton. and heavy-duty commercial vehicles battery packs can store between 53 and Utility companies, venture capital- will grow from less than 16,000 in 2014 321 kW·h on a single charge. ists, and GM Ventures are among the to nearly 160,000 vehicles in 2023. The The standard configured Catalyst Greenville, SC-headquartered Proterra’s Asia-Pacific region likely will get the carries eight uniform battery packs investors. majority of the volume, but sales in under the bus body between the axles, “As an investor, General Motors has Western Europe and North America are lowering the center of gravity and sepa- provided us with far more than capital expected to be significant. rating the passengers from the batter- to fuel our growth. They have been an The bus market has dramatically ies, according to Sleconich. invaluable resource in numerous areas, shifted over the past five years with the “Proterra’s proprietary battery packs particularly in design and manufactur- entry of U.S.-based Proterra and Chinese were designed to incorporate automo- ing advice and support,” said Horton. manufacturer BYD both producing dedi- tive-grade [supplier provided] battery The 27,500-lb (12,475-kg) curb cated electric buses. There are also elec- modules into our energy storage system weight Catalyst bus is a market leader tric bus development projects at all three with each battery pack holding 16 mod- on several fronts, including energy effi- mainstream North American bus manu- ules,” noted Sleconich. ciency, acceleration, and hill climbing, facturers (New Flyer, Gillig, and Nova The firm’s design philosophy cen- according to Sleconich. Bus), according to Joshua Anderson, tered on creating one vehicle platform “For our next-generation vehicles, President of Desch Systems LLC, a that could use various types of batteries we are relentlessly working to improve Charlotte, NC vehicle projects company interchangeably. Location and design of the energy efficiency of our vehicle as focused on EV and HEV technology inte- the packs make them easily accessible well as reduce the cost and increase the gration and system development. for maintenance and upgrades as tech- energy density of our battery systems,” “From a manufacturing and supply nology advances, noted Sleconich. noted Sleconich. “Greater energy effi- chain perspective, it makes sense for these “By completely redesigning the inte- ciency and higher energy density will large-volume bus builders to develop EV rior configuration of the extended-range enable our next generation of vehicles variants of existing models, while Proterra battery pack, we were able to get approx- to tackle any bus route currently served has the ability to start with a ‘clean sheet’ imately 2.5 times as much energy storage by fossil fuels.” approach,” noted Anderson. into the same space when compared to Kami Buchholz

MOBILITY ENGINEERING MARCH 2016 21 TECHNOLOGY Report

AEROSPACE PROPULSION GE’s clean-sheet turboprop engine to launch with Textron Aviation Textron Aviation has opted for GE GE Aviation’s new Aviation’s all-new turboprop engine to 1300-SHP-rated power its single engine turboprop turboprop engine is (SETP). The 1300 shaft horsepower the first entry in GE’s new family of (SHP)-rated turboprop engine will be turboprop engines the first entry in GE’s new family of tur- aimed at business and boprop engines designed specifically general aviation for business and general aviation air- aircraft in the 850- to craft in the 850- to 1600-SHP range. 1600-SHP range. It Brad Mottier, Vice President and features some General Manager of GE Aviation’s technology based on the T700/CT7 Business & General Aviation and turboshaft such as a Integrated Systems division, said during ruggedized, modular the recent announcement that “this new architecture and engine features an industry-best 16:1 cooled turbine blades. overall pressure ratio (OPR), enabling It also features a the engine to achieve up to 20% less titanium, 3D aero fuel consumption and 10% more cruise compressor design for lightweight and power compared to competitor offer- efficient power ings in the same size class, which usu- generation and an ally feature an OPR of 9:1. It also has integrated electronic 4000-6000 hour MTBO,” or mean time propulsion control for between overhauls, which is about 30% optimized single-lever longer than with existing engines. engine and propeller control. As an advantage of being part of GE, says Mottier, “We don’t have to pay for research, we just go to the GE store for capability and fuel savings.” dedicated about 200 engineers, proven technologies from GE’s large Textron Aviation’s new aircraft is according to Mottier. commercial and military engines and expected to have a range of more than Continued development, testing, and props. For example, we didn’t have to 1500 nmi and speeds higher than 280 production of the new turboprop pay hundreds of millions of dollars into knot. Part of the enablers to those sta- engine will occur at GE Aviation’s new research for stator vanes.” tistics are key features of the new tur- turboprop Center of Excellence in Other new design and manufacturing boprop engine that include a Europe, announced this past September. technologies leveraged from GE’s latest ruggedized, modular architecture The new facility will represent an invest- military and commercial engines include based on the T700/CT7 turboshaft, ment exceeding $400 million and ulti- an all-titanium, 3D aero compressor and cooled turbine blades that enable mately support 500-1000 new jobs. “All design for lightweight and efficient higher thrust and fuel efficiency, also the engine systems will be integrated power generation and additive manu- leveraged via technology from the outside of the U.S.” said Mottier. facturing capabilities pioneered for the T700/CT7. In the latter case, multi- GE Aviation is combining the exper- CFM LEAP turbofan. stage turbines take air out of the com- tise gained from its Walter Engine turbo- “For the past five years, GE conducted pressors to cool the blades. prop facility in the Czech Republic with design studies and actively researched The engine also features integrated its other military and commercial jet the turboprop market to identify and electronic propulsion control for opti- engine technologies in its quest to pur- integrate the best of our next-gen com- mized single-lever engine and propeller sue additional turboprop engines. GE mercial and military technologies at the control. The new engine could be retro- research continues on a new 5000-SHP lowest cost and risk to our business avia- fit on older aircraft, though there would turboprop engine for the regional market tion customers,” said Mottier. “Our mis- have to be changes in the cockpit to that will leverage GE’s new GE38 tur- sion is to make the operation of this accommodate it. There’s no official boshaft military helicopter engine (for engine look just like a jet.” word yet on whether the propellers for the U.S. Marines’ CH53-K heavy lift heli- “Our SETP will combine the best of the engine are being designed and copter), as well as technologies across both clean-sheet aircraft and new sourced from GE’s Dowty. GE’s more broad jet engine portfolio. engine designs,” said Christi Tannahill, There is no prototype of the engine GE Aviation claims to have the larg- Senior Vice President, Turboprops and running today, though GE expects to est development engine portfolio in the Interior Design at Textron Aviation. “We conduct the detailed design review jet propulsion industry and invests more expect it to outperform the competition (DDR) for the new turboprop in 2017 than $2 billion annually in research and in critical areas ranging from cabin size followed by the first full engine test in development. and acquisition cost to performance 2018, for which the company has Jean L. Broge

22 MARCH 2016 MOBILITY ENGINEERING TECHNOLOGY Report

AUTOMOTIVE ELECTRONICS OTA reflashing: the challenges and solutions

Reprogrammable onboard modules have been in automotive use for more than a quarter century. But as electronic controls inhabit virtually every system today, anyone with a late-model vehicle knows that at some point, one or more of its electronic control systems will need to be “reflashed” with new software—often more than once. In fact, even where the problem may be all-mechanical, including bearing knock, it can be ameliorated by new software for the engine computer. OTA reflashing for complex automotive computer systems requires software lifecycle While some of the reflashes are for management cloud, communication through secure cloud with a gateway and on-car customer satisfaction items, such as the electronics, plus smartphones and watches, smart home and infrastructure, and third air conditioning system that won’t party content. maintain set temperature, an increasing number are safety related. At best, per- during a recharge. Vehicles powered by change over a cellular network. That’s haps 70% of the urgent notifications of gasoline and diesel engines face the why Tesla recommends its updates be a safety recall bring the customer into more difficult issue of assessing battery performed with WiFi. Additionally, the the dealership, and both government state of charge to ensure it is high OEM would have to design updates for and industry are looking for ways to enough to complete the reflash. piecemeal reflashing, so they can be bring it as close to 100% as possible. Some automotive reflashes require so installed incrementally as the system and With autonomous driving on the much time (perhaps more than a day) needed battery capacity are available. horizon, the security and safety aspects that presently the only way they can be This issue goes beyond the need of a create a new urgency for the ability to made is with the car in a shop, using a single module. Many updates are perform updates on a timeline that proprietary factory tool or an SAE J2534 lengthy because of the design of the doesn’t wait for the leisurely pace of a “Pass-Thru.” Such reprogramming also data bus in which it is installed. The service appointment at the dealership. includes use of a dedicated battery char- update itself may apply for just the one ger made for the specific purpose, so it module, but other modules on the bus produces a “clean” current flow that is may need to know about it, whether Tesla success with OTA free of electrical noise (“ripple”) that because there are new messages they Tesla’s recent use of over-the-air (OTA) could cause the operation to fail. must recognize, or know to ignore. reprogramming has been successful, Because the carmakers are responsi- All suppliers of infotainment/ but this emergent OEM has a comparable for updates, they may start to install onboard communications and WiFi are tively small owner base and that makes capacitors to smooth out the ripples working with car makers to develop vehicle identification a simpler task. The from the charging system, making OTAs systems with OTA reprogramming func- typical Tesla reflash takes 45 minutes, more feasible. tion comparable to Tesla, but the larger but because the vehicles are electric A related factor is available bandwidth, and more diverse the vehicle base, the drive, they can be reprogrammed which could be subject to considerable more complex the task. There have been reports that several makers will begin to do some OTA this year.

Security is No. 1 issue Russ Christensen, Director of Automotive Solutions Architecture for Wind River, a systems supplier in this area, said the No. Presently, reflashing 1 issue has become security. It begins at is done in the auto each end (the source of the update at repair shop, either one, likely a cloud server, and the car’s with a proprietary infotainment system at the other) so factory tool or each is talking to a known authority. In increasingly as shown, with an SAE the car that authority usually would be J2534 “Pass-Thru” the telematics/gateway module. and a PC, using OE The key to security is in the architec- software. ture, he said, telling Automotive

MOBILITY ENGINEERING MARCH 2016 23 TECHNOLOGY Report

AVIONICS Engineering that presently such append- ages as the smartphone and watch, and Clamoring for a connection keyless entry, hitherto not so considered, can be “threat vectors” into the car. He added that the CAN bus (Controller Area Network) was not designed for encryp- tion, although there are some strategies for accomplishing that. Also required is a way to get an authenticated payload (the updated software) to the car and having an electronic “place” to hold it, Christensen said. A manifest comes down with all updates; the car says okay, a signature comes from the cloud and the car validates it. The first update is then discharged to the Handheld devices are a ECU. Which raises this issue: if the instal- central part of lation fails, the system needs to be able Panasonic Aviation’s to activate a “restore” function to get the entertainment strategy. system back to original setting. If there are three updates in the manifest, and the failure occurs during Many of today’s constantly connected Mbps. That’s expanding rapidly now that the third, there may need to be a consumers balk at spending a few hours newly launched Intelsat’s EpicNG satel- removal function, so the system without Web access. Commercials air- lites each add 25-60 Gbps of capacity. reflashes back to the original state. lines are responding by forging links They offer both wide and spot beams, “None of this is hard,” Christensen with satellite providers that give flyers enabling intelligent use of spectrum to noted. “We just need the vehicle design the same capabilities they have on the provide as much as 200 Mbps to a plane to be able to do it.” He cited the exam- ground. Increasing bandwidth is one of flying through any given beam. ple of an “atomic update,” where all the focal points for inflight entertain- Other airline and satellite partners updates must be installed at once or ment and connectivity (IFEC) systems. are making similar moves. Jazeera none should be. “High throughput satellites (HTS) are Airways plans to install Rockwell going to be launched in early 2016, Collins’ PAVES Cabin Wireless and which will make exponentially more Inmarsat’s Global Xpress connectivity Bypassing owner OK capacity available,” said Panasonic on its Airbus A320 aircraft by late Christensen cited banking industry Avionics Corp. spokesman Brian 2016. That will let more than 500 pas- money transfers as an example of the Bardwell. “Layering these HTS spot sengers stream video content simulta- way installations must be executed with beams over our existing wide-beam neously while also using an array of secure protocols, where a scheduled network ensures both global coverage apps and services. data transfer must be completed instan- and the greatest throughput. Our wide- “Inmarsat’s Global Xpress constella- taneously, or the entire transaction goes beam network today covers 99.6% of all tion is set to transform the passenger back to its previous state. commercial flight hours, offering up to experience. Airlines can offer inflight When there is an urgent safety 50 Mbps. HTS capacity that will bring connectivity that is fast, reliable and update, the comparatively slow pace 200 Mbps, as well as extremely high consistent, with coverage across the that includes owner evaluation and throughput capacity, that will bring up world,” said Leo Mondale, President of approval may need a work-around. to 3.3 Gbps in certain regions.” Inmarsat Aviation. There might have to be a provision for Panasonic’s satellite partner, Intelsat, Inmarsat also equipped more than abrogating authorization, although that currently estimates that its global broad- 150 Lufthansa planes with its Global would be a last resort for an OEM. band aeronautical throughput is 350 Xpress commercial Ka-band satellite A critical aspect of the entire challenge of OTA updating is identifying the vehicle configuration. Many OEMs right now do not have software configuration matrixes at a sufficient level of confidence to always be certain of the right software for all vehicles. “The manufacturer can’t even rely on the VIN once the car has left the assem- Rockwell Collins teamed with bly line,” Christensen said, and certainly Inmarsat to provide not if a module has been replaced. wireless Paul Weissler communications.

24 MARCH 2016 MOBILITY ENGINEERING TECHNOLOGY Report

COMMERCIAL VEHICLE INTERIORS network. Lufthansa plans to continue this rise in bandwidth. HMIs offer something for everyone “To keep up with the new Ka satellite technology, the Ku system used for the Fleet owners like airlines will be upgraded to Amazon could high-throughput satellites, and at a later customize their stage to extreme high-throughput satel- screens using lites,” said Sabine Hierschbiel, Elektrobit tools. Connectivity & IFE Systems Manager at Lufthansa. “This will improve performance, providing much more bandwidth to the individual user.” Passengers will readily ask for more bandwidth, but airlines and satellite providers have to figure out how to provide it profitably. At some point, consumers and providers alike will determine that they’re no longer willing to continue the upward spiral. Airlines may be the ones to tell consumers that their usage will have some limits. “All this has a natural end, either technology-wise or in an economical aspect,” Equipment buyers typically focus on fac- and update programs in the field. Hierschbiel said. “So it will be interesting tors like horsepower and lifting capability, “Our tools are now enabling over- to see how long the industry is willing to but human-machine interfaces may be the-air updates,” said Mike Juran, CEO continue this growth, or if at some time the most important factor for off-high- at Altia, a supplier of UI engineering the industry will set parameters to the way vehicle operators. Differentiating tools. “This helps OEMs keep the HMIs kind of usage being offered inflight.” these HMIs and customizing them for fresh, improve usability, add features, or Security will be a key factor regard- various models are critical factors during fix bugs without needing a recall.” less of how much bandwidth is used. the development process. This ability to alter software is a criti- Connectivity always brings the down- Design teams must also figure out cal factor for HMI suppliers. They must side of the Internet: hackers and mal- how to maintain a consistent look and make it simple for their OEM customers ware. A hacker who figures out how to feel across all the company’s vehicles. to create HMIs that provide brand rec- take control of a plane could extort Design tools are making it simpler for ognition and a friendly look and feel. huge sums. developers to handle these and other “The ability to build smart operator System designers block attacks tasks, often by providing a library of interfaces that clearly differentiate the through the IFEC systems by isolating software modules that can be inserted vehicle from the competition is very aircraft control systems from the infor- to let OEMs quickly create software for important for vehicle OEMs,” said mation systems used by passengers common functions so they can focus on Christiana Seethaler, Product and crew. That prevents a hacker or a the more complex aspects of user inter- Development Director, TTControl. “A problematic app from causing prob- face development. customizable logo can be shown during lems with flight controls. Airlines are “Pre-programmed visual elements, boot-up of the device. Furthermore, the also ensuring that their IFEC systems which allow for easy customization, are display application can be programmed aren’t compromised. available for use with a multitude of oper- in a way that allows end-users to adapt “We only use the latest IT security ating parameters on different vehicles,” HMI parameters such as the menu to mechanisms to ensure the data trans- said Evan Artis, Product Manager, individual needs and preferences.” ferred over the connectivity system Electronic Controls & Software, at Eaton’s As it becomes easier to change some cannot be manipulated,” Hierschbiel Hydraulics Group. “This allows customers parameters after vehicles leave the pro- said. “This includes end-to-end encryp- to bypass much of the effort that is typi- duction line, fleet owners may get into tion, use of certificates, hardening of cally required on the front-end of applica- the act. They may add company-spe- connected devices, and the enforce- tion development for visual HMI devices, cific images or information. ment of strong passwords. Security facilitating rapid deployment.” “Large fleet owners like Amazon or analyses and audits are performed and Those pre-programmed software WalMart may want to create their own continuously repeated. Additionally, modules continue to advance. When experience for their own drivers,” said airlines, aircraft manufacturers, and design teams get similar requests from a Manuela Papadopol, Marketing Director authorities are working together on number of customers, they often create at Elektrobit, which makes HMI design regulation and processes to avoid the software that solves the issues. Some tools. “It wouldn’t be difficult for them possibility of interference with any developers are already focusing on over- to create a specialized HMI that runs on operational aircraft interface.” the-air updating, which will help OEMs top of the vehicle software.” Terry Costlow reduce the cost of fixing software bugs Terry Costlow

MOBILITY ENGINEERING MARCH 2016 25 TECHNOLOGY Report

AUTOMOTIVE INTERIORS Secondary loop and heat pump climate control under evaluation once more

Expansion Valve System shown in heat pump mode Air Flow 3-Way 2-Way Valve Valve #1 & Orifice Evaporator Condenser

Cabin Air Flow Battery Direct Compressor expansion Passenger Compartment Engine Bay A/C (top) vs. Accu PTC HTR Expansion Valve secondary 2-Way loop. Valve Comp Air Flow Outside Chiller Cooler Cond. Evap Condenser Cabin Air Flow Kia Soul EV’s Motor Pump Compressor switching valves bypass &

Inverter Chiller Inside Is secondary loop climate control about evaporator and direct hot liquid A/C TXV Cond to make an engineering splash? It got a refrigerant close look for A/C when the industry was through under- considering low-global-warming alterna- dash inside 3-Way Valve #2 tives to R-134a, because it permitted condenser. confining a system using a refrigerant with safety/environmental issues to a or with heat pump circuitry—is a second- The question and accompanying safe underhood area. But once R-1234yf ary loop, there are potential fuel-econo- research was presented at TMSS by was seen as a safe albeit mildly-flamma- my benefits with an idle stop system. Sangeet Kapoor and Prasanna ble choice, usable with under-dash circu- The secondary loop is effectively “en- Nagarhalli of Tata Motors, and Timothy lation in a direct expansion cycle with gine-off” liquid thermal storage and can Craig and Mark Zima of Mahle’s Delphi existing technology, secondary loop provide long periods of cabin comfort. Thermal. They worked with refrigerant went into mothballs. However, at the re- According to a study presented at scientist James Baker and Dr. Stephen cent SAE Thermal Management Systems TMSS by the Department of Mechanical Andersen, retired EPA climate issues Symposium (TMSS) it was once again Engineering of the University of executive and now research director of identified as a promising alternative. Maryland, the engine-off A/C cooling IGSD (Institute for Governance and Direct expansion vaporizes the liquid storage from secondary loop can be Sustainable Development), a non-gov- refrigerant in the under-dash heat sized to exceed 10 minutes. Developing ernmental organization. exchanger—the evaporator—a single a system for thermal storage of heat for heat exchange loop. A carefully pack- an EV is an obvious area for study, and aged secondary loop allows safe use of research in that area reportedly will Refrigerant savings R-152a, a low-cost, low-global-warming, begin when funding, perhaps from a UN Secondary loop is tough to package, modestly more flammable refrigerant. agency, becomes available. adding a refrigerant-to-coolant heat However, secondary loop requires an The use of a water-antifreeze sec- exchanger/chiller, the pump to circulate additional heat exchange circuit—from ondary loop also simplifies the plumb- the coolant, and extra piping. However, the refrigerant to an underhood coolant ing in vehicles with rear HVAC. Instead there is a 20% reduction in refrigerant, chiller circulating water and antifreeze of high-pressure refrigerant lines, the which results in a significant cost saving mixture into an under-dash heat system can use lower-cost heater-like if it’s R-1234yf. Using R-152a, because it exchanger for cabin climate control. The lines and hoses. is very low in cost, saves even more. The second circuit reduces overall system Because the greatest gains are in coolant mixture used was 30% anti- efficiency somewhat, of course. So why A/C, a team of researchers looked at freeze, 70% purified water, chosen for would it be worth a new look? large population areas where the cli- heat transfer efficiency. mate includes a long cooling season. A dynamometer test program India, the example chosen, has winter looked at COP (Coefficient of Heat pump, thermal temperatures of 20-25°C (68-77°F) in Performance) for the secondary loop, storage the mainland southeast, and long hot running it through a complete Federal Essentially reversing the refrigeration and humid warm seasons. By taking this Test Procedure (FTP) at 28°C (82°F), cycle (using control valves) allows the geographic example, it could be seen if the New European Drive Cycle (NEDC) compressor to operate as a heat pump, an optimized secondary loop A/C sys- at 28°C and an SCO3 cycle, the supple- both for electric vehicles (EVs) and fu- tem could match or exceed the effi- mental EPA cycle for A/C operation, el-powered cars. If the system—A/C only ciency of a direct expansion system. which is run at 33°C (91°F).

26 MARCH 2016 MOBILITY ENGINEERING TECHNOLOGY Report

Chart shows AEROSPACE INTERIORS heater-caused loss of range in SABIC showcases cold weather in different size EVs. customizable sheet, 3D seat for aircraft interiors

SABIC recently showcased various material solutions for aircraft interiors that it believes can help airlines to reduce weight, differentiate their brands, minimize costs, and enhance their customers’ flying experiences. Chief among these offerings is a new decorative sheet material to help customize the Source: Auto, Motor und Sport (2011) inside of planes and a 3D-printed economy class aircraft seat. The tests were run with (1) no A/C, (2) cars, but with R-1234yf on the horizon. The clarity and compliance limita- continuous A/C with the cabin soaked to There is a baby step into secondary tions of traditional transparent materials ambient temperature, (3) with the A/C loop: a water-antifreeze chiller circuit are two factors that often restrict air- compressor disengaged at idle, and (4) for cooling EV electronics, and Kia esti- craft interior designers, according to on acceleration. Although there was a mates a 27% improvement from the SABIC. A new clear polycarbonate modest improvement with the compres- heat pump in electrical heating efficien- material from the supplier’s sor stopped at idle, the combination with cy over the winter temperature range. Polymershapes business, called Jet the disconnect-on-acceleration, taking Conventional (resistance and Positive Panel sheet, reportedly offers designers greater advantage of the inherent thermal Temperature Coefficient) heating has a more flexibility with a variety of custom storage, produced dramatic fuel-economy major effect on EV range in winter. A colors, textures, and the ability to improvements on all three cycles. The study with various sizes of cars, reported embed natural materials such as plant numbers: 6.5% on the FTP, 11.5% on the at TMSS by Dr. Gregor Homann of fibers to create unique interior ele- NEDC, and 12.5% on the SCO3. Volkswagen AG and Prof. Jurgen Kohler ments, such as dividers, security parti- R-152a has a global warming number of the University of Brunswick, showed a tions, oversized interior windows, and below 150, so it is lower than interna- loss of 20-50% with conventional electric back-lit signs. tional regulatory limits. Although this is heating. The greatest drop, not surpris- The new sheet delivers 80% light higher than R-1234yf’s under 10, unlike ingly, was suffered by the smallest vehi- transmission at 2-mm thickness. Based R-1234yf it does not produce TFA (tri- cle, which has the smallest battery pack, on SABIC’s Lexan XHR2000 sheet, Jet fluoroacetic acid, a plant growth inhibi- in testing at -7°C (+19°F). Panel is the first fully customizable and tor) as a degradation product, although Heat pumps have a positive COP in fully transparent material that complies currently not regulated. ambient temperatures starting from The compressor with a circuit reversal above -15 to -18°C (0 to +5°F). They to operate as a heat pump, providing approach 2.8-3.5 at 10°C (50°F), the The prototype 3D printed seat, fabricated heat for the passenger compartment, is COP depending on refrigerant used and using filament made from SABIC’s Ultem 9085 resin, was created to inspire superior in a secondary loop because it pump design. So although the heat seating tiers to take a also provides engine/EV-off heat from pump makes a significantly positive fresh look at design and the thermal storage. Even a half-way contribution at moderately cold tem- alternative manufacturing step—heat pump in a direct expansion peratures, in really cold weather con- methods. system—has demonstrated value for an ventional electric heating still is needed. electric drive vehicle, where conventional The heat pump might draw heat from electric heating (resistance or Positive warmer sources than ambient air, such as Temperature Coefficient) can sharply EV electronics, motor, and the battery reduce winter driving range. The heat pack. But these would require packaging pump is much more efficient than con- a sophisticated ducting system and can ventional heating. make only minor contributions, if any, at low ambient temperatures. In many areas, however, the ambient tempera- Nissan, Kia EVs tures during heating seasons are suffi- Both the Nissan Leaf and Kia Soul EV ciently high to make the heat pump a offer direct expansion heat pump sys- valuable addition for both EVs and even tems, presently using R-134a systems many fuel-powered vehicles. like the companies’ gasoline-engine Paul Weissler

MOBILITY ENGINEERING MARCH 2016 27 TECHNOLOGY Report

AUTOMOTIVE BODY Ford looks to spread Corning’s new lightweight Gorilla Glass beyond the 2017 GT While many supercar enthusiasts have “gone ape” over the Ford 2017 GT, the program development engineers have done the same for a new lightweight glazing solution. Called “Gorilla Glass,” the three-layer laminate is claimed by its supplier, Corning Inc., to deliver more than five times the strength, pound for pound, of conventional automotive glass while offering significant mass reduction. In the case of the GT, more than 12 lb (5.4 kg) was saved by using Gorilla Glass in three areas: the windshield (first use for Jet Panel polycarbonate sheet, which is based on SABIC’s Lexan XHR2000 sheet, is a production vehicle), the rear window, claimed to be the first fully customizable and fully transparent material that complies with FST regulations and OSU 65/65 heat release requirements. and in an acoustic separator in the rear bulkhead. It also helped reduce the car’s center of gravity by 3 mm (0.12 in). with FST (flame, smoke, and toxicity) “3D printing is already in use by sup- Ford engineers are delighted with regulations such as FAR25.853, BSS7239 pliers to the aerospace industry, as it has the performance of the new glass and and ABD0031, and OSU 65/65 heat demonstrated its value in quickly creat- are looking to increase its vehicle appli- release requirements, as well as OEM ing low volume, highly complex shapes cations beyond the GT. specifications, the company claims. for air ducts, fluid handling, and other Introduced in 2007 as a thin, durable Jet Panel sheet was in development components within a plane’s hidden screen material for smartphones and for approximately 18 months, which took spaces,” said the spokesperson. “Using tablets, Gorilla Glass is currently used place in the U.S. and Europe. Challenges 3D printing allows for rapid prototyping on 4.5 billion mobile devices from a included working on a variety of designs and production, without the time or variety of global consumer-electronics that would meet regulatory requirements expense typically required for tooling.” brands. Since then Corning has been in final form and on a lot-to-lot basis, The company licensed the Studio developing an automotive-grade variant according to a company spokesperson. Gavari design for a sleek and ergonomi- that is produced using a twist on the Available exclusively through cally advanced seat. By doing so, it hopes ion-exchange process used in alumina Polymershapes, Jet Panel is offered in “to inspire seating tiers to take a fresh silica glass manufacturing. PGW minimum order quantities as low as look at seat design and fabrication.” (Pittsburgh Glass Works) also played a one sheet. “It is not a flyable seat, but it was role in the material’s development. “Our approach to the market fabricated using filament made from Ford’s Fusion MMLV (Multi-Material employs use of a sample kit showing a SABIC’s Ultem 9085 resin, which is an Lightweight Vehicle) concept car number of designs ready for use. As aircraft-compliant thermoplastic mate- debuted Gorilla Glass in 2014 in its the ability to customize is one of the rial,” the spokesperson noted. “The windshield and side windows, delivering key attributes of Jet Panel sheet, we seat also shows the potential for part a 30% reduction in glazing weight, the believe end-users and the aerospace consolidation.” companies claim. design community will drive further Use of 3D printing resulted in a seat The GT windshield is a tri-layer lami- customization for these panel designs with less than 15 components, com- nate comprised of a 0.7-mm (0.028-in) to fit an overall branding strategy for pared to traditionally fabricated seats -thick inner layer of Gorilla Glass for their respective airlines,” the spokes- that can contain upwards of 150 sepa- Automotive, a 2.1-mm (0.08-in) outside person added. rate parts. layer of annealed soda-lime glass, and a SABIC’s other innovation, a proto- Ultem 9085 resin is “highly compati- 0.76-mm (0.03-in) resin foil interlayer. type 3D-printed economy class seat, ble” with 3D printing, according to The Corning product enables the glass capitalizes on the growing trend to cre- SABIC, and meets aircraft industry and layers to be up to 50% thinner than con- ate 3D-printed components or systems OEM-specific heat release and FST ventional vehicle glass. that promise reductions in assembly requirements. Work for the supercar application time, part counts, and weight. Ryan Gehm began in late 2014. “It was an accelerated

28 MARCH 2016 MOBILITY ENGINEERING TECHNOLOGY Report

Ballistics test demo at Ford replicates a 55-mph hailstone strike Paul Linden, Ford’s Advanced Mechanisms Body Exterior Lead and on a piece of Gorilla Glass for Automotive without damage to glass technology veteran, noted that all application testing of the the glass. (All photos by Lindsay Brooke) Gorilla Glass program for the GT was completed in four months. development program,” observed Paul effect on surrounding body structure, applications as in the GT. Linden, Ford’s Advanced Mechanisms such as A-pillar cross section, wind- “A lot of times we can’t execute what Body Exterior Lead. “We completed all shield headers, and the upper cowl. our designers want because of the glass our application testing in four months. “The big thing for us in designing bod- distortion,” noted Thai-Tang. “Distortion The AR (application readiness) approval ies is looking at not only static stiffness is also a factor when you introduce HUDs process typically takes us up to two but also dynamic stiffness,” explained [head-up displays], LiDARs, and radars. years. My boss Ali Jamul put the team Thai-Tang, a veteran vehicle engineer and As we bring in more autonomous driving together and gave us the budget to build accomplished racecar driver. “Dynamic technologies, you can imagine a day and test the vehicles. We went into this stiffness is the square root of k/m, so the where we project images and informa- thinking it was a win-win, which it is, so lighter you can make the body-in-white tion onto the glass. In an autonomous we pulled out all the stops.” system for the same equivalent torsional vehicle the elimination of optical distor- As the GT program itself was also on stiffness, the more you can drive up the tion becomes an important factor.” a fast track, Jamul’s team completed its dynamic stiffness. And that’s where we’re The GT racecars being prepared by testing regime, including overlap, back- seeing the improvements with this glass Ford and Multimatic will use Gorilla to-back, and rollover, on the vehicle’s technology.” Glass in the 24 Hours of LeMans in June, critical path. He said that in the GT application, he confirmed. While the car’s headlamp The new lightweight glazing technol- the advantage of Gorilla Glass comes lens covers will remain polycarbonate ogy offers opportunities across Ford’s from more than the stiffer material. “It’s initially, Ford engineers are looking at global vehicle line, noted Hau Thai-Tang, also a function of the windshield or win- other applications including the interior. Ford’s Group Vice President, Global dow’s shape; the GT’s windshield has a “Instead of just having an informa- Purchasing. He said a typical passenger lot of curvature,” he told Automotive tion screen you can have a full center vehicle has about 50 ft² (4.6 m²)—about Engineering. “That was part of the console that is a Gorilla Glass surface,” 80 lb (36 kg)—of glass. A Ford Explorer answer to the different thicknesses of he asserted. “All the things being done with sunroof is laden with about 200 lb the laminate. We have some built-in in the consumer-electronics space for (91 kg), so a significant reduction in tension in the glass system that adds tablets and phones is applicable in vehi- glazing-system mass has a “cascade” the stiffness. But the main thing is we’re cles. We want to pair the Corning tech- driving the mass down so the dynamic nology with not only the exterior guys stiffness, the ‘k’ factor, increases.” but also the interior designers. But you Panoramic sunroofs, which place sig- won’t see us use Gorilla Glass on a nificant glass mass far above a vehicle’s refresh—the thinner glass will drive new center of gravity, “are a huge potential door and body structures.” application for this technology,” Thai- The new exterior-glazing system Tang said. “It’s clearly a big area we’re requires no change to the vehicle looking at.” assembly process; the Gorilla Glass Gorilla Glass for Automotive also components are installed using conven- provides optical advantages compared tional robotics and urethane-bonding Ford’s 2017 GT is the first production car to with conventional float glass. It has no system. Corning produces the glass at use Corning’s new glazing technology in a optical draw lines, making it ideal for its Harrodsburg, KY, plant. windshield application. Will SUVs be next? extremely “fast” (low angle) windshield Lindsay Brooke

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AUTOMOTIVE BODY & CHASSIS 2016 Civic structure employs ‘first’ partial in-die soft zones

The 2016 Honda Civic employs selec- The partial soft tively-tempered in-die “soft zone” tech- zone on the 2016 nology in the B-pillars and rear frame Civic’s rear frame rails, allowing zones within a single rail varies from about 590-MPa frame piece to have more ductile prop- advanced high- erties than the surrounding ultra-high- strength steel strength hot-stamped steel. The tech- (pink) to 1500- nology minimizes parts count and saves MPa press- 15.6 lb (7 kg) compared to the previ- hardened steel ous-generation Civic. (deep purple). The “Our method of application for this yellow depicts the transition zone [in the rear frame rail] is a world’s first,” between the two according to Ryan Miller, Performance grades. (Photo by Development Leader for the 2016 Civic. Ryan Gehm) “Full-band soft zones [such as in the B-pillar] have been done before on a few other cars, but what we’ve done that’s unique is we’ve created partial soft zones; this is much more difficult to do.” Honda co-developed this specific application with supplier Gestamp over the past three years. “These soft zones give us the ability to completely control the frame crush mode and prevent cracking of the frame at the same time. It’s one stamped piece of material and we control it by material property, not by The 2016 Civic’s thickness or any kind of tailor welding,” B-pillars also Miller explained. employ in-die soft The partial soft zones in the Civic’s zones, but of the full-band variety. rear frame rail varies from about 590- MPa advanced high-strength steel to 1500-MPa press-hardened steel. zones. “So the whole thing ‘accordians’ up the material. If this was regular-grade “In a crash, we want this [part] to do and prevents any cracking from happen- material and we didn’t have these [soft an ‘accordion crush’—every bend absorbs ing in the high-strength steel. You can’t zones], you’d have to put discontinuities energy. Without putting any geometric do that if you do full band, so that’s why in there—physical bend points to force divots or anything like that in, it starts to we developed it this way.” it to bend where you want it to. Every crush here, then there, then there,” he The process involves heating the sheet time you do that you actually decrease said, pointing to the three varying soft steel to 930°C (1706°F) before simultane- the section in that area and then you ously stamping and cooling key areas of lose rigidity,” Miller explained. “The the part. A laser cutting trimming process other issue is that you have to absorb a then completes the component. given amount of energy, which means “During the stamping process, the material would have to be thicker, there’s cooling lines that are applied in increasing weight. [This technology] just certain areas that cool the material solves those problems—it improves at different rates and create a different rigidity and reduces the weight.” amount of tempering. It actually creates The next potential application for a different material grade even though in-die soft zones is in the front frame it’s still one part, one thickness, and one rail, according to Miller. “It behaves very stamping,” he said. similarly to this [rear frame rail] except The soft zones in the rear frame rail for the [crash] testing is a lot more address two important issues: rigidity extensive up there. Theoretically, that and weight. would be the next location.” Ryan Miller, Performance Development Leader for the 2016 Honda Civic, poses “The traditional way of doing it is to For more on the 2016 Civic, visit with the rear-frame-rail partial soft zone. use multiple parts. Body rigidity is http://articles.sae.org/14351/. (Photo by Ryan Gehm) based on section size or thickness of Ryan Gehm

30 MARCH 2016 MOBILITY ENGINEERING TECHNOLOGY Report

AEROSPACE MATERIALS UCLA researchers develop new strong and lightweight metal nanocomposite

A team led by researchers from the UCLA Henry Samueli School of Engineering and Applied Science has created a super-strong yet light structural metal with a very high specific strength and modulus, or stiffness-to- weight ratio. The new metal is composed of magnesium infused with a dense and even dispersal of ceramic silicon carbide nanoparticles. It could be used to make lighter airplanes, spacecraft, and cars, helping to improve fuel efficiency. To create the metal, the team found a new way to disperse and stabilize nanoparticles in molten metals. They also developed a scalable manufacturing method that could pave the way for more At left, a deformed sample of pure metal; at right, the strong new metal made of magnesium with silicon carbide nanoparticles. Each central micropillar is about high-performance lightweight metals. 4 micrometers across. “It’s been proposed that nanoparticles could really enhance the strength of metals without damaging their plas- the density of aluminum, is the lightest considered as a potential way to make ticity, especially light metals like mag- structural metal. Silicon carbide is an metals stronger. However, with nesium, but no groups have been able ultra-hard ceramic commonly used in microscale ceramic particles, the infu- to disperse ceramic nanoparticles in industrial cutting blades. The research- sion process results in a loss of plasticity. molten metals until now,” said Xiaochun ers’ technique of infusing a large num- Nanoscale particles, by contrast, can Li, the principal investigator on the ber of silicon carbide particles smaller enhance strength while maintaining or research and Raytheon Chair in than 100 nanometers into magnesium even improving metals’ plasticity. But Manufacturing Engineering at UCLA. added significant strength, stiffness, nanoscale ceramic particles tend to “With an infusion of physics and plasticity, and durability under high clump together rather than dispersing materials processing, our method paves temperatures. evenly, due to the tendency of small a new way to enhance the performance The researchers’ new silicon carbide-in- particles to attract one other. of many different kinds of metals by fused magnesium demonstrated what To counteract this issue, researchers evenly infusing dense nanoparticles to they have described as “record levels” of dispersed the particles into a molten enhance the performance of metals to specific strength—how much weight a magnesium zinc alloy. The newly dis- meet energy and sustainability chal- material can withstand before breaking— covered nanoparticle dispersion relies lenges in today’s society,” he said. and specific modulus—the material’s stiff- on the kinetic energy in the particles’ Structural metals are load-bearing ness-to-weight ratio. It also showed movement. This stabilizes the particles’ metals, and are used in buildings and superior stability at high temperatures. dispersion and prevents clumping. vehicles. Magnesium, at just two-thirds Ceramic particles have long been To further enhance the new metal’s strength, the researchers used a technique called high-pressure torsion to compress it. “The results we obtained so far are just scratching the surface of the hidden treasure for a new class of metals with revolutionary properties and func- “It’s been proposed that nanoparticles tionalities,” Li said. could really enhance the strength of The new metal (more accurately metals without damaging their called a metal nanocomposite) is about plasticity, especially light metals like 14% silicon carbide nanoparticles and magnesium, but no groups have been 86% magnesium. The researchers noted able to disperse ceramic nanoparticles in molten metals until now,” said that magnesium is an abundant resource Xiaochun Li, the principal investigator and that scaling up its use would not on the research and Raytheon Chair in cause environmental damage. Manufacturing Engineering at UCLA. Jean L. Broge

MOBILITY ENGINEERING MARCH 2016 31 TECHNOLOGY Report

AUTOMOTIVE MATERIALS GT350 Mustang features novel composite structural component

A lightweight composite material shaped by a unique assembly tech- A two-piece carbon fiber composite grille opening nique forms a grille opening reinforce- reinforcement on the 2016 Ford Shelby GT350 Mustang is ment (GOR) designed specifically for used to connect the upper rails and the lower frame rails the high-performance 2016 Ford while providing the front-end’s general shape and Shelby GT350 Mustang. The two-piece increasing the overall stiffness of the front vehicle body. GOR is an industry first, and the auto- maker is in the process of applying for a patent, according to Peter Thai, Performance Body Exterior Engineer at Ford Motor Co. Developing a GOR that would fit in a packaging space smaller than the 2015 Mustang was no easy task, noted Gari Schalte, Magna Exteriors’ Product Line Engineering Manager-Front End Modules. “We ran over 50 CAE iterations of engineers opted to bypass the beauty and it supports the crash sensors, upper the GOR for both geometry changes as cover, saving an additional 1.9 lb (0.86 radiator attachments, headlamps, and well as material changes before the car- kg) versus the former metal-plastic the front fascia. bon-filled material was evaluated,” said hybrid design. “We knew from our experience Schalte, noting that an additional five Magna’s patented Resistive Implant developing the 2015 Mustang GOR that iterations were performed to optimize Welding (RIW) joining process was used a 10-mm smaller section over-molded the short carbon-filled PA66. to produce a closed section structure plastic steel design would not be stiff BASF’s Ultramid polyamide thermo- from two injection-molded plastic parts. enough to meet the NVH requirements plastic resin with 20% short carbon Explained Schalte, “Injection mold- and that a box section [would be] fiber composition marks its automotive ing allowed for the efficient use of the required,” explained Schalte. application debut on the high-perfor- space available after the hood, head- The box section has 10 ribs per side mance GT350 Mustang, said Brian lamps, and fascia styling surfaces were on the lower half and 14 ribs per side on Shaner, Market Segment Manager for lowered by 10 mm (0.4 in).” That the upper half to stiffen the structure Automotive Body-in-White, Chassis & reduced packaging space would not for NVH performance and support the Exterior Performance Materials at have permitted the metal-plastic bumper fascia. “There are an additional BASF Corp. hybrid design to fit, due to the 14 ribs per side and 38 ribs for NVH per- The 2016 GT350 Mustang GOR stamped steel’s upstanding flange and formance and positioning the fascia for weighs 8.1 lb (3.7 kg), a drop of 2.5 lb draw feasibility constraints. safety requirements,” said Schalte, not- (1.1 kg) from the metal stamping over- The carbon-fiber composite GOR ing the carbon composite component molded plastic predecessor. Ford locates and supports the hood latch, improved the modal frequency by 2 Hz. Magna’s RIW technology produces the closed section without a resin-rich area at the joint. The tooling investment associated The 2016 Ford Shelby GT350 with a closed-section design was Mustang uses a reduced by 75% in comparison to the carbon fiber 2015 Mustang’s five stamped steel composite grille components. opening “A great deal of work was required reinforcement by Magna, Ford, and BASF to validate (GOR) to meet the the design of a closed-section thermo- sport car’s NVH and safety plastic GOR, and additional develop- requirements. The ment work was required for the welding carbon composite process to allow for the welding of a GOR was a 2015 conductive carbon-filled resin.” chassis/hardware The two-piece GOR on the 2016 Ford finalist in the Shelby GT350 Mustang represents an Society of Plastics Engineers overall 41% weight savings when com- Automotive pared to the 2015 Mustang’s metal-plas- Innovation Awards tic hybrid GOR with beauty cover. Competition. Kami Buchholz

32 MARCH 2016 MOBILITY ENGINEERING TECHNOLOGY Report

AUTOMOTIVE TESTING Crash testing advances on many fronts Until crash prevention works 100% of the time, IIHS will continue to enhance its crash-testing techniques.

Traffic fatalities have declined significant- There’s also an effort to reduce colli- “Carbon fiber is an interesting mately over the last several years, but the U.S. sions that occur at night, Mueller added. rial that presents opportunity and chal- is on track to have its deadliest year since IIHS is preparing a new evaluation for lenges,” Schrank said. “It has high 2007, according to the National Safety headlights, looking at vision and glare. energy absorption, but composites have Council. That’s shining the spotlight on A new ratings program is expected “in a little resiliency. Deformation is in stark crash testing, which helps automakers year or so,” she said. contrast to metal’s performance.” create the safest vehicles possible. Though crash prevention has The number of factors that can be Crash-testing research being done become a hot topic, crashworthiness included in virtual tests has soared in by testing groups and tool developers is remains a central factor in the push for recent years while the time needed to extending its reach to crash avoidance. improved safety. Design tool providers run tests has fallen. That makes for Some of the latest developments in col- are working on a range of strategies more realistic tests and more iterations. lision avoidance and protection were that will help automakers build safe “There’s significantly more speed recently explored by four industry vehicles. Reducing weight to improve and increased model size,” said Jean experts in “The Future of Crash Testing” fuel consumption is a challenge for Michel Terrier, Altair’s Senior Business Technical Webinar Series from the safety, as is keeping costs in check. Development Director. “Now there are Editors of SAE, which is now available “Safety regulations are becoming over 5 million elements and crash simu- for on-demand viewing. more strict; one issue is meeting those lations can run in one night.” Avoiding crashes is a critical factor requirements within cost budgets,” said While simulations bring significant for development at the Insurance Marc Schrank, Director of Strategic benefits, webinar speakers noted that Institute for Highway Safety. The group Projects at Simulia. “Secondly, the real world tests are still needed. SEA recently built a crash avoidance dome increase in the number of new light- Ltd. specializes in reproducing real- where next level testing will occur. weighting technologies plays a substan- world crashes, using autonomous vehi- “We want to prevent crashes when tial role in safety.” cles that let employees cause very possible, and to reduce the severity Changes in materials such as high- specific types of crashes. when collisions occur,” said Becky strength steel, aluminum, magnesium, “Autonomous vehicle controls permit Mueller, Senior Research Engineer at and composites like carbon fiber are crash testing that is not possible using IIHS. “We’re taking a twofold approach making it more difficult for design and traditional crash tests,” said Gary J. on all our future research.” simulation tools to precisely predict Heydinger, Director of Vehicle Dynamics IIHS introduced a frontal crash pre- what will happen in collisions. High lev- at SEA. “We do things like full fuel test- vention test in 2013. Prevention is now a els of predictiveness are important ing that you can’t do in a lab. We can factor in its Top Safety Pick Plus award, because they let automakers run tests also do complex tests like recreational which requires vehicles to have technol- on early production vehicles instead of off-highway vehicle rollovers, which are ogy for avoiding crashes and good creating prototypes to determine common for these vehicles.” rankings on all crash tests. whether simulations are accurate. Terry Costlow

MOBILITY ENGINEERING MARCH 2016 33 TECHNOLOGY Report

OFF-HIGHWAY SIMULATION Evaluating new forestry machines in a fraction of the time

Simulation of a forwarder with pendulum arm suspension going Traditional forwarder on a steep slope. over an obstacle.

Adams model and the physical test model of a traditional forwarder.

The predominant forest harvesting systems that offer improved operator equipped with bogie suspension sys- method used in northern Europe is cut- comfort and are gentler to the soil than tems. Bogies serve as a mechanism for to-length logging (CTL). CTL is based current designs.” averaging and smoothing the path of the on a two-machine solution—a harvester center of gravity of the vehicle when it is used for felling, delimbing, and buck- encounters obstacles in the terrain, but ing trees, and a forwarder carries the A fully suspended with bogie suspensions the only damp- logs from the harvesting area to a road- forwarder prototype ing is provided by the tires. Thus, severe side loading area where they can be Skogforsk (the Forestry Research limitations exist on the speed with which picked up by a truck. These are both Institute of Sweden) is the central re- bogie machines can be driven without off-highway machines with a search body for the Swedish forestry generating excessive vibrations in the frame-mounted crane that operate in sector, and is financed jointly by the gov- cabin and causing soil damage. areas not accessible by conventional ernment and the members of the One alternative that is being consid- wheeled vehicles at low speed. Institute who include most of the major ered is a pendulum suspended system To stay competitive, the Swedish log- manufacturers of forestry equipment. in which each wheel is independently ging industry needs to increase produc- Skogforsk has funded a KTH research mounted on a link arm that is mounted tivity by 2-3% per year. Increasing the initiative intended to help improve the on a revolute joint on the main frame. speed with which forwarders can move suspension of forestry machines with the Usually a hydraulic cylinder is mounted logs is one area where logging compa- goal of achieving significant productivity between the arm and the frame to pro- nies are hoping to achieve productivity improvements. But improving the design vide vibration damping and potentially improvements. of forestry machines using conventional also a leveling function. “A key limitation in the ability of for- methods is very expensive and time con- A fully suspended six-wheel proto- warding machines to drive in the terrain suming. It can easily cost millions of dol- type was recently manufactured and is the vibrations that the driver is lars to build a prototype and test it in assembled. This pendulum arm-sus- exposed to,” said Abbos Ismoilov, Ph.D. remote logging regions. KTH’s mission is pended forwarder prototype will serve student at KTH Royal Institute of to streamline the design process by vali- as a demonstrator of suspended logging Technology. “In addition, forestry dating the capability to simulate the op- machine technology and a research tool machines are heavy and the risk for rut- eration of forestry machines under re- for active control and automation. A ting and soil compaction is high. al-world operating conditions. pendulum suspension enables all wheels Improving the productivity of forest Most current forwarders on the mar- to adapt individually to the terrain, mak- machines will require new suspension ket have articulated steering and are ing it easier to pass over large obstacles

34 MARCH 2016 MOBILITY ENGINEERING TECHNOLOGY Report

Real forwarder undergoing bump test on proving ground. Adams model simulating the same bump test. with good ride comfort. In addition, a pendulum suspension can be upgraded to an active system. KTH researchers were asked to simulate the new forwarder and validate the ability of the simulation to accurately predict its performance under realistic operating conditions.

Simulating suspension configurations KTH researchers used MSC Software’s Adams to model three different suspension concept configurations. The first is a standard Komatsu bogie forwarder with the wheels mounted on four bogies. The second configuration is a six- Comparison between roll rate predicted by simulation (red) and measured during testing (blue) for front wagon (top chart) and rear wagon (bottom chart) of forwarder. wheel machine with rear bogies and pendulum suspension for the two front wheels. The front and rear frames are calculated the wheel forces, joint forces, “Now that we have validated the ability connected with a roll joint and an artic- displacements, velocities, and accelera- of Adams to accurately simulate the per- ulation joint so they cannot move verti- tions on the test track. The time history formance of forwarders, we will be able to cally relative to each other. A variant of responses were imported to MathWorks’ evaluate new design alternatives and opti- the second configuration has an addi- Matlab and transformed to the frequency mize the performance of concept configu- tional linkage between the middle joint domain for further analysis. rations in a fraction of the time required by and front frame to enable the front The performance of each concept the build and test method,” Ismoilov said. frame and cabin to move vertically rela- was analyzed and its performance in “The ability to evaluate more designs in tive to the rear frame. The third configu- terms of operator comfort and impact less time will make it possible to optimize ration is a six-wheel vehicle with all on the soil were estimated relative to the suspension and other components of wheels individually mounted on sepa- the performance of the traditional for- the vehicle to provide higher productivity rate pendulum arms. warder. The relative values were defined without causing discomfort to the opera- The CAD model with the dimension in such a way that higher values indi- tor or damage to the soil.” and mass parameters of a popular indus- cate higher performance. The vehicle Yijun Fan, Product Marketing try forwarder was imported into Adams. with the pendulum suspension per- Manager for Adams and Easy5 at MSC Three variants of the model were devel- formed substantially better than all of Software Corp., wrote this article for oped and simulated on a representation the other configurations. The simulation Off-Highway Engineering. This case of the standard Skogforsk hard ground results for the traditional forwarder and study is based on an interview with test track. FTire was used to model the pendulum suspended forwarder were Abbos Ismoilov, KTH Royal Institute of tires based on regular tire properties such compared to the existing prototypes, Technology, Sweden. as diameter and inflation pressure. Adams and both provided a very good match. Yijun Fan

MOBILITY ENGINEERING MARCH 2016 35 TECHNOLOGY Report

AEROSPACE SIMULATION AUTOMOTIVE MANUFACTURING Aurora Flight Sciences, Stratasys debut at Surface Generation Dubai jet-powered, 3D printed UAV speeds composites throughput with Making its global debut at the Dubai Airshow, Aurora Flight Sciences’ high-speed UAV is one-shot stamp- 80% 3D printed with Stratasys additive forming process manufacturing solutions. (Stratasys) Surface Generation is working with research group WMG, an academic department of the University of Warwick, and AGC AeroComposites to develop new composite press-forming processes for automotive and aerospace manufacturers. Surface Generation, a U.K.-based provider of advanced carbon-fiber processing technologies, is developing new press-forming mold faces that incorporate its patented PtFS (Production to Functional Specifications) technology Stratasys and Aurora Flight Sciences Vertical Solutions at Stratasys. for the production of high-performance unveiled at the Dubai Airshow an air- According to Sevcik, the project thermoplastic composite components. craft built using lightweight Stratasys “exemplifies the power” of Stratasys’ By integrating Surface Generation’s materials to achieve speeds in excess of fused-deposition modeling (FDM) 3D active thermal management technolo- 150 mph. The team leveraged 3D print- printing technology, allowing the team gies into the mold face itself, WMG and ing for 80% of the design and manufac- “to build a completely enclosed, hollow AGC are able to continuously adapt ture of the demonstration UAV, which structure that, unlike other manufactur- heating and cooling levels for each has a 9-ft wingspan and a mass of just ing methods, allows large, yet less mold area and process stage in real only 33 lb. dense, objects to be produced.” time. The companies believe that this According to Dan Campbell, Besides leveraging FDM materials for enhanced capability will improve both Aerospace Research Engineer at Aurora all large and structural elements, the quality and throughput of compres- Flight Sciences, the project achieved var- Stratasys chose to laser sinter the nylon sion molding applications. ious targets. “A primary goal for us was fuel tank, and the UAV’s thrust vector- “PtFS provides automotive and aero- to show the aerospace industry just how ing exhaust nozzle was 3D printed in space manufacturers with a new level of quickly you can go from designing to metal to withstand the extreme heat at sophistication in compression molding,” building to flying a 3D printed jet-pow- the engine nozzle. said Ben Halford, Chief Executive at ered aircraft. To the best of our knowl- “Because Stratasys is able to pro- Surface Generation. “The ability to edge, this is the largest, fastest, and most duce parts that meet the flame, smoke, dynamically control the heat applied to complex 3D printed UAV ever produced.” and toxicity requirements set by the Stratasys provided Aurora FAA, ULTEM has become the 3D print- design-optimization solutions to pro- ing material of choice for many of our duce a stiff, lightweight structure with- aerospace customers for final produc- out the common restrictions of tion applications,” said Sevcik. traditional manufacturing methods. This Sevcik stressed that this particular also enabled the development of a cus- collaborative project with Aurora tomized, mission-specific vehicle with- achieved one of the foremost overall out the cost constraints of low-volume goals across the aerospace industry, not production. to mention many other industries, which “Overall, the technology saw us cut is the need to constantly reduce weight. the design and build time of the aircraft No matter where they are being by 50%,” added Campbell. used, “lightweight vehicles use less fuel. “This meant using different 3D This enables companies to lower opera- printing materials and technologies tional costs, as well as reduce environ- together on one aircraft to maximize mental impact. Using only the exact the benefits of additive manufacturing material needed for production is and 3D print both lightweight and expected to reduce acquisition cost by capable structural components,” said eliminating waste and reducing scrap Scott Sevcik, Aerospace & Defense and recycling costs,” he said. Side impact test article produced as part Senior Business Development Manager, Jean L. Broge of the Thermocomp project.

36 MARCH 2016 MOBILITY ENGINEERING TECHNOLOGY Report each mold area throughout the cure cycle means manufacturers can quickly and cost-effectively upgrade existing production lines for thermoplastic composites and significantly reduce their cost of production. As part of an integrated production line PtFS makes it possible for manufacturers to achieve one-minute Takt times for thermoplastic components.” “PtFS is a rapid heat/cool process which uses multiple independently heated and cooled cells to locally control mold tool temperature through the applications of forced air heating and cooling to the back of mold faces using multiple circuits arranged in arrays,” Halford explained to Automotive Engineering. “It is unique in that it is a complete blend of hardware and software which acts together to manage Surface Generation is developing new press-forming mold faces incorporating its patented PtFS technology for the production of high-performance thermoplastic thermal control of the mold. By creat- composite components. ing a physical representation of the digital control environment in the mold face, PtFS is able to manipulate every- control to within 0.5°C of a desired tar- economically achieving short cycle thing in software.” get at temperatures of up to 850°C. times within a high-volume production This approach allows the optimized This is three times more precise than environment,” Geraint Williams, Project delivery of energy in targeted areas, Induction processes and twice as accu- Manager at WMG, said in a statement. resulting in increased precision, reduced rate as Rapid Heat Cycle Molding,” “Surface Generation’s PtFS technology cycle time, and lower energy consump- according to Halford. “During a recent has the potential to meet this challenge tion. “The mold face can match melt compression molding PEEK trial, PtFS by eliminating process stages and temperatures even for PEEK and glass cut cycle times by 95%, the amount of enabling manufacturers to rapidly form at 850°C, allowing users to process any energy used by 90%, and required press composite components using a one- material with one thermal control solu- pressure by 75%. The reduction in pres- shot stamp-forming process.” tion,” Halford noted. sure makes it possible to use smaller Commenting on the aerospace “PtFS currently offers precise surface machinery and up to 85% less floor industry, Dave Conway, Materials space in the factory.” Technology Director at AGC The work is in support of the AeroComposites, said: “Aerospace man- Composites Innovation Cluster’s ufacturers recognize that every gram Thermocomp project, which aims to counts when it comes to building develop short cycle time, high-volume lighter, more fuel-efficient aircraft, but manufacturing processes that can be traditional press forming processes are used to produce carbon-fiber-reinforced not economically viable for producing thermoplastic components in the trans- even medium-volume complex shaped portation industries. parts. By incorporating its...PtFS pro- Surface Generation has been develop- cess into conventional press forming ing PtFS since 2008 and continues to processes, Surface Generation has iterate the process to work with different opened the door to a...new era in aero- materials, Halford shared. “Recent devel- space manufacturing.” opments make it possible to achieve sig- PtFS is already used for production nificant production and efficiency in aerospace and consumer electronics. improvements using PtFS with die cast- “Our PtFS Multiplexing system, which “Recent developments make it possible ing, hot sheet metal forming, and even uses a unique transfer process with a to achieve significant production and glass processing at 850°C. We have a pressure containment cassette that efficiency improvements using PtFS third wave of research projects under allows mold faces and laminates to be with die casting, hot sheet metal way with applications running 1000°C to held at pre-defined loads inside and forming, and even glass processing at allow us to superplastic form titanium.” outside of the press, is expected to be 850°C,” said Surface Generation’s Ben Halford. “We have a third wave of “A major barrier to mainstream deployed in mid-2016 for consumer research projects under way with adoption of novel, aligned fiber-rein- electronics and mid-2017 for automo- applications running 1000°C to allow us forced thermoplastics within the auto- tive,” Halford said. to superplastic form titanium.” motive sector is the difficulty of Ryan Gehm

MOBILITY ENGINEERING MARCH 2016 37 TECHNOLOGY Report

AEROSPACE MANUFACTURING AUTOMOTIVE MANUFACTURING GE scanner enhances defect detection Hot-stamping for industrial CT process from Schuler employs The GE phoenix v|tome|x m flexible ‘pressure CT scanner is the first industrial microCT system controlled with high-quality scatter|correct technology. hardening’

In the press hardening method, parts are heated to 930°C (1706°F) and then simultaneously cooled and hardened in the subsequent forming process, which gives the parts their extremely high rigidity. At its Waghäusel, Germany site, Schuler recently presented its new PCHflex technology, which has been under development for about two years and is a further development of the company’s “pressure controlled hardening” process. The new process allows flexible and economical production of hot stamped GE Measurement & Control is offering parts with high output performance its proprietary scatter|correct technolo- and consistently high quality, according gy to industrial microCT users of GE’s to Schuler Managing Director Dr. Martin phoenix v|tome|x m CT (computed to- CT slice comparison of a plastic plate Habert. It also allows maximum process mography) system. It provides CT data screwed in aluminum: left shows reliability and availability. “More perfor- quality improvements for high energy conventional cone beam CT, right shows mance pays off,” he said. “In this way, microfocus CT scans with up to 300 kV. optimized volume with automated costs and energy consumption per part The scatter|correct technology scatter|correct functionality causing less are reduced.” artifacts for better analysis results. enhances defect detection and analysis as PCHflex uses what Schuler claims well as 3D metrology in the aerospace, are the fastest hydraulic presses with automotive, and power generation sec- and expensive systems. With scatter|cor- Dynamic Force Control and RingValve tors. It can be applied to high scattering rect, CT users can now perform in many technology. With four parts per stroke materials such as steel and aluminum, cases scans normally requiring a 450 kV (4-out mode), up to four million parts composites, and multi-material samples. X-ray tube with a 300 kV X-ray tube by per year can be produced on one line. GE’s scatter|correct technology, fea- using the available tube spectrum much turing both hardware and software more effectively.” advances, automatically removes scat- The phoenix v|tome|x m is an X-ray ter artifacts from the CT volume, allow- microfocus CT system with optional ing users to gain a low scatter artifact high resolution nanoCT capability for 3D quality level “never before reached” metrology and failure analysis with up with conventional cone beam microCT, to 300 kV/500 W. With <1 µm detail the company claims. Process control detectability, the system offers what GE productivity on the production floor is claims is industry-leading magnification reportedly increased by improved quan- and power at 300 kV. GE’s click & mea- titative volume evaluations, such as sure|CT acquisition, reconstruction and automatic defect recognition (ADR) or evaluation automation functionality more precise 3D metrology results. adds to the efficiency and reproducibil- “GE’s breakthrough scatter|correct ity of the 3D evaluation tool. innovation really changes the limitations The phoenix v|tome|x m system is of industrial CT. Until now, CT manufactur- also available as a metrology edition. The ers had to increase the X-ray energies to optional dual tube configuration enables minimize the negative scatter radiation high resolution nanoCT of low absorbing quality impact,” Dr. Oliver Brunke, Senior samples, which makes the new system CT Product Manager at GE Measurement suitable for a range of applications in the The new PCHflex technology also has the & Control, said in a statement. “But this materials-science area as well. benefit that conventional press hardening led to more complex, heavier shielded Ryan Gehm dies can be used on these lines.

38 MARCH 2016 MOBILITY ENGINEERING TECHNOLOGY Report

With its PCH (pressure controlled hardening) technology, Schuler has succeeded in halving cooling times for parts. (All images: Schuler)

By controlling pressure during hard- conversely, dies designed for PCHflex also be helping launch production in ening, the necessary press force can be technology can be used on conven- the first few months.” distributed evenly over the part. The tional lines. Is the pressure-controlled process suit- flexible bed cushion ensures—within the A U.S. car manufacturer has placed an able for applications on on- and off-high- part and distributed over several parts—a order with Schuler for four production way heavy-duty vehicles? “Absolutely,” uniformly high contact pressure, result- lines to manufacture lightweight parts said Aspacher. “Commercial-vehicle man- ing in faster cooling, according to Jens using PCHflex technology. Options have ufacturers are also affected by the need to

Aspacher, Sales Manager Hot Forming at been agreed upon for four further lines. reduce CO2 emissions, which is why they, Schuler. “This ensures a reliable and opti- The supplier expects PCHflex to be in too, have to make use of lightweight parts mized metallurgical transformation pro- operation by the beginning of 2017. with extremely high rigidity. And hot cess,” he stated. The cooling time is “As a systems supplier, Schuler will stamping is the most economical way to claimed to be half that of conventional not only be providing hydraulic presses produce lightweight parts.” methods, while productivity and part and automation equipment, but also Paired parts such as left and right of quality are increased. the roller hearth ovens and dies,” the rocker, A-, B- and C-pillars, or the “The material properties are the explained Habert. “Our employees will roof frame are typical applications for same [as with other hot-stamping pro- the process. “Now, there are more and cesses], but the martensitic transforma- more roof bows or connector plates tion becomes more reliable within the under the back seat, for example. More part, which leads to higher content of or less all structural parts which do not martensite and higher part quality,” need to absorb energy in crash situa- Aspacher added. tions [are possible],” Aspacher said. What makes the PCHflex technology “Outer skin parts are not possible unique, according to Aspacher, is that because of the rough surface.” automotive manufacturers and suppliers The press-hardening equipment sup- are more independent of die and material plier expects demand for such technol- fluctuations for process reasons; different ogy to grow in the coming years due to manufacturing tolerances and sheet requirements for passenger protection thicknesses can be compensated for and emissions reduction. In response, the more easily. “This reduces scrap as well company is planning to open a new Hot as downtime and idle losses that would “Commercial-vehicle manufacturers are Stamping TechCenter at the Group’s otherwise occur due to the reworking of also affected by the need to reduce CO2 main site in Göppingen, Germany, in dies, for instance,” he shared. emissions, which is why they, too, have to early 2016. The technical center will make use of lightweight parts with An additional benefit of the new extremely high rigidity. And hot serve both as a demonstration center as PCHflex technology is that existing stamping is the most economical way to well as a location for training and conventional press hardening dies can produce lightweight parts,” said research on press hardening. be used on these lines, he noted. And Schuler’s Jens Aspacher. Ryan Gehm

MOBILITY ENGINEERING MARCH 2016 39 Autonomous vehicles: IMPACT ON SOCIETY Self-driving technology offers plenty of promise, but not everything about autonomous vehicles will be a panacea.

Telecommunications in AV: Google pods under real-time testing in California are a primitive version of automated driving.

ther than emissions control, proba- the world’s first commercial car patent, secretly drove Karl’s first car 201 bly nothing is keeping auto-compa- km (125 miles), the first time a car was driven over a long distance). ny leaders and engineers awake at Level 4 represents the fully driverless car—once a dream, soon to night more than the challenges sur- become reality. Orounding development of self-driving, or au- Meanwhile, the telecommunications strategy vital to every AV can be tonomous, vehicles. Increased competition broadly classified into two categories: Vehicle-to-Vehicle (V2V) commu- among global competitors has practically re- nication and Vehicle-to-Infrastructure (V2I) communication. One example cast this “good-to-have” functionality into a of V2I information exchange is when a vehicle electronically transmits virtual necessity for the consumer. Moreover, information to other so-equipped vehicles regarding traffic conditions or the prospect of driverless vehicles also pres- perhaps an accident that has taken place. In V2I communication, the AV ents potential environmental and safety bene- can electronically communicate with an AV-friendly traffic signal, for fits that generate a positive regulatory push. instance, reducing or eliminating the the need for driver’s input or deci- Before delving into the intricacies of their sion-making at that intersection. societal impact, some basics outlining the There are certain challenges for seamless communications with vehi- four-stage evolution of autonomous vehicle cles and infrastructure. There are more than 20 different makes of cars (AV) development: Level 1 has just one func- on Indian roads today, and every manufacturer has a different design tion automated (e.g. the cruise control feature philosophy, history and culture. The auto-industry needs to and is we find in many Indian cars today). Level 2 has endeavoring to develop universal standards of on-road communication multiple automated functions, e.g. adaptive among vehicles, an effort that is underway. But V2I is much more cruise control with lane-keeping assist. Level 2 daunting for manufacturers, as significant political backing is needed to vehicles can follow another vehicle, automati- bear the cost of V2I-compliant infrastructure. cally braking and accelerating in response to What if there is a sudden electrical grid blackout or weather disruption the leading vehicle’s actions while maintaining and all V2V/V2I communications fail, say, in a busy intersection? This is a comfortable distance. The vehicle also can when good sensor technologies come to play. Experts throughout the self-steer to remain in its driving lane. world have discussed the need for not one but multiple parallel sensor Self-driving gets sophisticated at Level 3, in streams to feed into the vehicle’s control algorithm so that if one stream which a fully autonomous vehicle accelerates, fails, the other can take over. This concept is called “sensor fusion.” Other brakes and steers in response to its environment, than redundancy for safety reasons, one major advantage of sensor fusion but requires the driver to be on standby. The is that the best of both worlds can be leveraged: front facing radar and a Mercedes-Benz S-500 Intelligent Drive is an camera can provide a long-range but narrow-angle view down the road example that successfully demonstrates the (radar), whereas the camera has short-range “vision,” but much wider prowess of Level 3 automation by recently cov- angle. There is a reliable overlap in their functionalities, which makes the ering the Bertha Benz Memorial Route, a 100-km system robust and fail-proof and at the same time more panoramic. (62-mi) stretch of city and intercity roads After all the technical challenges are addressed and solved, the larger (Bertha Benz, the wife of Karl Benz, holder of societal question remains: do we really need automated driving? If the

40 MARCH 2016 MOBILITY ENGINEERING AUTOMOTIVE ELECTRONICS FEATURE

Sensor fusion will be a vital aspect of all autonomous vehicle development.

answer is yes, then the billion-dollar business question becomes “why, consumer who might not otherwise have pur- what need does an AV address?” The answer lies in the fact that AVs offer chased a second vehicle, let’s say, now buy that not just release from the often stressful act of driving but also safety. Most additional vehicle to handle shuttling children to road accidents are caused by human error, so in a not-so-distant future of school and other errands? The autonomous-vehi- fully autonomous driving, there theoretically could be no accidents at all. cle revolution might actually lead to an exponen- That utopian evolution can be projected to arrive in two stages: first tial rise in the number of cars on roads, rather will be a mix of AVs and manually-driven vehicles, progressing to a time than a decrease. A marginal per-vehicle decrease when almost all vehicles on the road are AVs. In the initial few years, traf- in fuel consumption enabled by self-driving tech- fic accidents might be reduced only to a certain extent but stress-reduc- nology would be vastly overpowered by a rising tion and fuel-efficiency returns would drastically improve as driving number of vehicles per capita. would be more controlled. There would be less-frequent risky maneuvers Even if we accept that some better-off fam- and fuel-wasting acceleration and deceleration. Enhanced security fea- ilies might buy more cars, it is also a fact that tures like automatic braking and lane-keeping assist already reduce the AVs would make car-sharing much more feasi- chances of collisions and other accidents. ble and affordable. But we already have road But the advantages of AVs are not just about fuel-efficiency and reduced transportation available as service today: taxis, probability of collision; there are other ways in which the “cost of driving” is Uber and other ride-hailing services. Chauffeur reduced with an AV. Most everyone would abhor an hour-long commute to service is quite expensive in the developed work in bumper-to-bumper traffic, one that sees the work day start with regions, so AVs might offer comparative cost fatigue and frustration. Imagine, instead, reading the newspaper, scheduling advantages, but in India and other less-devel- meetings for the day and consuming breakfast while “driving” the same one- oped places, driver expense is not that high. hour stretch. Would the driver of an AV think it as much a waste of time? Would AV technology in a country like India, With the reduced cost of driving, there would be an enormous where labor is cheap, be of significant cost change in the city architecture and planning as well. With proximity not benefit? And in developed countries, how will a concern (less of a concern, to be more precise), cities could be spread the economy respond to the job loss of taxi apart and less dense. City centers would be more efficiently packed and ride-share drivers? and a multitude of parking lots eliminated. Scattered parking lots could It’s inarguable that AVs can be credited with be combined into single multi-level mega parking lots, which would some serious benefits—not just for the consumer free an enormous amount of real estate for other purposes. but for society as a whole. At the same time, The widespread adoption of a driverless car may change the model there are certain considerable challenges, making of automotive manufacturing as it exists today. With the increased autonomous driving something of a bipolar con- potential of car-sharing, an auto company might want to sell its line-up cept. A successful implementation will require as a service rather than a product. And AVs will lead to change in the global leaders and auto-industry giants to con- auto-insurance industry: accident liability may partially or completely join forces to come up with a single solution on shift from the vehicle owner to the manufacturer. This may be the case, the magnitude of E=MC2 or likewise. anyway, as the vehicle owner increasingly will have little to do with operating the vehicle—other than perhaps planning a route. This article was written for Mobility However, just as Achilles had a vulnerability, AVs will not come with- Engineering by Surojit Sen out challenges. Let us flashback to the opening paragraph that questioned the potential environmental benefits of the AV. In a world of self-driving technology in which every vehicle now comes with a free “lifetime chauffeur,” would a

MOBILITY ENGINEERING MARCH 2016 41 Crankshaft reliability by integrated design, simulation Engine Architecture Figure 1: Requirements to and testing reliability (R-R) approach for reliability 1D Simulation / Classical demonstration. Computation This testing method is proven and beneficial for the design and MBD / FEA development of the Stress - crankshaft and could be Component Testing Strength Distribution applied to other critical engine components, Engine Testing thereby extending to system reliability. Reliability Demonstration

ith the crankshaft being one of the key components in Methodology engine development, it draws outsized attention from Figure 1 illustrates the overall reliability meth- powertrain developers seeking to ascertain its reliability. odology for crankshaft design. In the current Crankshaft reliability depends on a number of parame- scenario, misperceptions exist among engi- Wters such as general engine architecture, material property variations neers as where to begin the design for reliabili- and manufacturing process variations. ty (DFR) process—should it be from bench- Reliability is defined as the ability of a system or component to per- marking data or engine architecture to validate form its required functions under stated conditions for a specified a reliable design. This paper attempts to clarify period of time. The concept of reliability, however, is quickly evolving the approach required for Requirements to from component and engine validation to simulation and verification at Reliable (R-R) design as shown in Figure 1. the early stages of engine design. Reliable crankshafts provide assured Our study result and approach is based on performance and scalable design for future engine families. the stress-strength method, where the design

Cyclic Speed Irregularity Figure 2: 1-D cranktrain Angular Fluctuations model and its typical output.

Engine Speed (RPM)

42 MARCH 2016 MOBILITY ENGINEERING AUTOMOTIVE POWERTRAIN FEATURE

P-Θ at 2250 rpm & 0% Load Modified Goodman Diagram 600

Simulated Data

Gas Pressure 500 Test Data GoodMan line Yield Line yield-comp 1.Pin Center

2.Pin fillet 3.Journal fillet 4. Web area 400 0.2% proof strength 330

300

0.6 * Fatigue strength 204 Crank Angle (degrees) 200 2

Figure 3: Peak pressure prediction in-cylinder Alternating/Amplitude Stress (MPa) 1 combustion simulation. 4 100 3 Ultimate Tensile strength -550 550 950 0.2% proof 0.2% proof 0 strength strength -1000 -800 -600 -400 -200 0 200 400 600 800 1000 Mean/Average Stress (MPa)

Figure 4: Sample Modified Goodman Diagram

TABLE 2: SIMULATION/TESTING - INPUTS & OUTPUTS SIMULATION/TESTING INPUT OUTPUT Classical computation Engine architecture Critical CAD dimensions

1-D simulation CAD dimensions Crank fluctuations, bearing forces, crank mass balancing Figure 5: Typical MBD model for simulation. IC engine combustion CAD, flow measurements Peak pressure (Pmax), simulation heat-release rate

FEA / MBD CAD, pressure-crank angle, Stress, strain at pin/journal fillet, TABLE 1: MULTIBODY DYNAMICS MODEL - bearing reaction forces pin center JOINTS DEFINITION Component fatigue Test load cycles/time, No. of cycles to failure, COMPONENT 1 COMPONENT 2 JOINT TYPE testing Strain gauging strain measurement Piston Ground Translation Physical testing Test load cycles/time No. of cycles to failure Piston Piston Pin Fixed

Piston Pin Connecting Rod Revolute Classical computational models were used to arrive at crankshaft Connecting Rod Crankshaft Revolute critical dimensions and generate a preliminary computer aided design Crankshaft Ground Force component (CAD) model. 1-D simulation tools use inputs from common computations such crankshaft dimensions, balance masses, etc. Typical outputs from the is carried out to 99.97% reliability with 90% 1-D simulation tool are crank fluctuations, main bearing reactions and statistical confidence to prove reliability via crankshaft mass balancing. Figure 2 shows 1-D cranktrain model and component and engine testing. its outputs. Correlation of 1D-simulation results with field measurement was car- Engine architecture and ried out to ensure model robustness. The pressure-crank angle inputs simulation for multi body dynamics (MBD) was taken from in-cylinder combustion This work explains the advanced engineering simulation. Figure 3 shows the correlation of combustion peak pressure approach to the design of a crankshaft from simulation and test results. requirements and engine architecture. Engine A Modified Goodman diagram (Figure 4) is plotted from inputs from architecture requirements were 250,000 kilo- finite element analysis (FEA) to find design factor of safety. meters (155,350 miles) of engineering life, flat The objective of MBD is to simulate crankshaft behavior under vary- torque in a mid-rpm range and best brake ing speeds and loads and understand the stress variation for a given specific fuel consumption (BSFC) and fuel effi- Indian Driving Cycle (IDC). The MBD model uses IDC and pres- ciency (FE) with an engineering target for sure-crank angle as primary inputs separate from geometry inputs from emissions. Based on that requirement, bore, CAD. Joint definitions in MBD are shown in Table 1. stroke and other critical engine dimensions The simulation was run for one full duty cycle and the stress history were finalized. at the pin center and pin/journal fillets were obtained. Stress history,

MOBILITY ENGINEERING MARCH 2016 43 Crankshaft reliability AUTOMOTIVE POWERTRAIN FEATURE by integrated design, simulation and testing

Front side Rear flange side

4 5

1 2

Figure 7: Crankshaft test setup (courtesy Ametek & Sumitomo Figure 6: Strain gauge locations in crankshaft. Metal Corp.)

TABLE 3: FATIGUE TEST PARAMETERS PARAMETER VALUE Fatigue Stress Strength Sample Tested 8

Excitation Source electric Shaker @50Hz Figure 8: Stress-strength approach for crankshaft Strain Ratio -1 reliability. Test Nature HALT (highly accelerated list test)

Strain gauging areas refer figure 6 along with duty cycle, is used in MSC fatigue software to estimate cycles to failure for the design. Table 2 provides a summary of simulation inputs and outputs. Figure 5 shows a typical MBD model bound for simulation. Interference region Component fatigue test Crankshaft fatigue evaluation was done through approach. Stress variation (from FEA) and material strength variation the resonance bending method. Table 3 gives (from testing) are input to the tool. The standard deviation and covari- the test condition summary. ance are calculated at 3σ levels. The component validation provided outputs Interference region in Figure 8 provided the 99.997% reliability with such as stress concentration factor, strains at 90% engineering confidence. critical locations, fatigue strength and failure region identification. Magnetic particle inspec- Summary tion was carried out to confirm crack initiation. The stated approach helped to develop crankshaft by requirements-reliability with due correlation with part development and validation test Engine validation data. The integration of 1D, MBD & FEA gave a complete understanding The crankshaft was validated through several of stress distribution. Test Results (fatigue/engine testing) provided engine metrics such as the resonance durabili- strength distribution and failure area with engineering confidence. The ty, cyclic durability, piston scuff, high-speed- reliability tool is capable of understanding variations and mean shift no-load and deep thermal shock tests. and effectively produce a reliability (≥6ϭ) for the crankshaft. This ap- Accelerated testing was carried out for all proach is proven and beneficial for design and development of the durability testing. Tested crankshafts were crankshaft and could be applied to other critical components, thereby inspected for wear, surface and sub-surface extending to system reliability. cracks (via magnetic particle inspection), change in hardness and fatigue strength. This article was written for Mobility Engineering by Prasanth Balasubramanian, Powertrain System Statistical tools in reliability Engineer, Hindujatech Ltd. and Ravianandan M., demonstration FEA Lead Engineer, Hindujatech Ltd. Reliability calculations were carried out using in-house tools based on the stress-strength

44 MARCH 2016 MOBILITY ENGINEERING AUTOMOTIVE POWERTRAIN FEATURE NEW ENGINES Highlighting the design, engineering, and technologies inside some of the most competitive new gasoline and light-duty diesel ICEs. 2016 by Lindsay Brooke, Stuart Birch, Kami Buchholz, and Paul Weissler

BMW’s first production use of water injection in automobiles reduces the knock threshold in its new twin-turbocharged 3.0 L six. It is also the industry’s first use of the technology since the 1970s. Note water injectors located in the intake plenum.

ngine history bonus question for 100 points: What technology injectors into the intake plenum. This reduces has been shared by the P-47 Thunderbolt fighter plane, the intake air temperature by an additional Oldsmobile’s 1962 Jetfire V8, the Saab 99 Turbo, and the 2016 27°C (80°F) beyond the intercoolers’ capabil- BMW M4 GTS? ity, allowing spark timing to be advanced and EAnswer: Water injection, a proven technique for raising the knock more efficient, lower-temperature combus- threshold, enabling a higher compression ratio for more power output tion to be realized. The engine is calibrated over a wide operating range. Water injection is particularly effective in for minimum 95 RON gasoline. highly boosted engines, hence BMW’s adoption of it in a limited-pro- Water injection adds complexity and cost, as duction run of M TwinPower 3.0-L Turbo inline six units powering the BMW realizes. In the M4, the water injection track-day-focused M4 GTS. module consisting of a 1.3 gal plastic water BMW’s engineering logic says that in turbocharged engines, the intake tank, a pump, sensors and valves resides in a air is heated in the turbo compressor to as much as 160°C (320°F). But compartment under the trunk. Water supply the effectiveness of intercoolers in reducing the pressurized intake-air lines connect to the engine’s intake plenum. temperature is limited by system size, configuration, and vehicle aerody- The quantity of water injected varies depend- namics. So simply increasing boost pressure to raise engine power is not ing on load, rpm, and temperature; track-day viable, as it would exceed the knock threshold. flogging may require the water tank be topped Enter water injection where, in the case of the M4 GTS application, off at each refueling, while normal street driv- a fine mist of H2O is injected at 145 psi (10 bar) by three dedicated ing extends the interval to about every fifth

MOBILITY ENGINEERING MARCH 2016 45 XXXXXXXXXXNEW ENGINES 2016

Boosted engine, high compression ratio, and water injection help make BMW’s new street-legal M4 GTS a track- day star. Note complexity of the H2O injection system in the bottom image.

refueling, according to BMW engineers. The BMW M water injection system, developed in collaboration with Bosch, uses an expanded engine ECU and a unique self-diag- nosis system. If the water tank runs dry, or the system malfunctions, boost pressure and spark timing are adjusted so the engine continues to operate safely. And in everyday use, each time the engine is switched off, the water supply line automatically drains into the tank to prevent icing in freezing temperatures. (The early H2O- injected aero engines used a mixture of water and glycol for anti-icing measures.) Besides its knock-mitigation capabilities, the BMW M4 GTS engine brims with technology for reduced mass, greater throttle response, and low friction. Its closed-deck cylinder block is engineered for increased extra 20 hp (15 kW), with peak output now at 365 hp (272 kW). The rigidity, enabling higher cylinder pressure. Carrera S engine also gains 20 hp, for 414 hp (309 kW) total. Peak torque The cylinder bores feature a twin-wire arc- also is increased by 44 lb·ft (60 N·m), to 331 and 368 lb·ft (450 and 500 sprayed (“plasma”) coating that reduces N·m) on the respective models, available from 1700 to 5000 rpm. weight versus a linered block. The twin tur- The new boxer uses one BorgWarner turbocharger per cylinder bochargers are single-scroll types, and the 24 bank. The hotter S version of the 3.0 L features modified turbine com- valves are actuated by Valvetronic variable pressors, a specific exhaust system and tuned engine management. lift control and Double-VANOS continuously The mono-scroll, fixed-vane turbos use a vacuum-operated wastegate variable camshaft timing. The result is a system to manage boost pressure, set at 13 psi (0.9 bar) in the Carrera claimed 493 hp (368 kW) at 6250 rpm, and and 16 psi (1.1 bar) in the Carrera S. Compression ratio on both variants 442 lb·ft (599 N·m) at 4000-5500 rpm. was reduced 12.5:1 to 10.0:1, and both are rev-limited to 7500 rpm. The Carrera and S will not carry “Turbo” badges; that will remain the province of the super-high-performance 911 GT, according to the com- Porsche’s 3.0-L turbo Boxer pany. Besides improved acceleration and top speed, the turbo engine rebellion enables the Carrera models to achieve lower fuel consumption and Porsche joins the downsized-and-boosted emissions: the S with PDK transmission has a combined figure of 7.7

trend in 2016, with an all-new turbocharged L/100 km, an improvement of 1.0 L/100 km. Claimed CO2 emissions are 3.0-L horizontally-opposed “boxer” six replac- 169 g/km for the regular Carrera, 174 g/km for the S. ing naturally-aspirated 3.4-L and 3.8-L engines The move to turbocharging required a new engine airflow system for in the 911 Carrera and Carrera S. Known inter- combustion and intercooling in this industry-unique rear engine appli- nally as 9A2, this is an entirely new architec- cation, with combustion air entering the car body in the center of the ture targeting increased efficiency and lower rear spoiler and flowing through ducts to the induction manifold and

CO2 emissions with added power. twin intercoolers. The 3.0-L’s Continental-supplied, centrally-located The 3.0-L as fitted to the Carrera gets an injectors are fed by two fuel pumps, one per cylinder bank, operating

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Output-side view of Porsche’s all-new 9A2 twin-turbo boxer six. The company’s upcoming new turbocharged boxer four- cylinder shares design elements from this unit. on a system pressure of up to 3626 psi (250 bar). Variable exhaust-camshaft timing facilitates precise control of the charge exchange process. On the intake side, Porsche’s VarioCam Plus adjusts both valve lift and opening duration. The 9A2 engine features plasma-coated cylinder bores, its iron content helping to reduce ring-to-bore friction, according to Porsche Hyundai’s new 3-cylinder “Kappa” family T-GDi engineers. Overall mass reduction was a focus of the development will power a broad range of Hyundai and Kia program; the two turbochargers and their intercoolers and related models. The 1.0-L triple features separate water pumps for the cylinder block and head. plumbing added 77 lb (35 kg) to the 911’s powertrain, requiring extensive use of FEA to then remove 33 lb (15 kg). The crankcase uses a new design with thin-wall coolant galleries and different aluminum High-pressure die casting (HPDC) the alu- alloy to save 3.3 lb (1.5 kg). A reinforced-plastic oil pan replaced the minum cylinder block provided mass savings, old aluminum pan, saving 4.4 lb (2 kg). A new-design oil pump cuts even though it uses iron liners; the fully 2.6 lb (1.2 kg). dressed engine and manual transmission The biggest single mass reduction is in the 911’s exhaust system: 15.4 weigh 182 lb (82.4 kg), Kia claims. The block’s lb (7 kg). Reduced parasitics are addressed by the clutched water pump, ladder-frame construction adds to its struc- which allows complete decoupling from the engine; this also helps the tural stiffness. Additional weight savings engine reach operating temperature faster. The A/C is also clutched. comes from integrating the timing drive cover The new boxers’ power flows through a new dual-mass flywheel and with the engine support bracket, and reducing twin-disc clutch. the piston compression height. For reduced-friction operation with improved durability, the new triple’s piston skirts are Hyundai-Kia’s new Kappa turbo triple embedded with molybdenum disulfide, and Powertrain engineers at Hyundai’s Namyang R&D complex developed piston oil rings are chromium nitrided, applied the new 1.0-L T-GDi “Kappa” 3-cylinder engine to cover a broad range using physical vapor deposition (PVD) devel- of products under both the Hyundai and Kia brands, in multiple global oped for Hyundai’s Tau series engines. markets. The new triple debuted in late 2015 in the Europe-only Cee’d The Kappa cylinder head breathes via GT range, and is expected to power North American models (including straight intake ports, rather than the slightly Accent, Rio, Forte, Elantra, Soul and Veloster) over those vehicles’ next curved port in the incumbent G4FC engine. product cycles, according to industry suppliers apprised of Hyundai- Engineers explain that the straight port termi- Kia’s future product schedule. nates in a shrouded intake valve configuration Key development bogies were led by the need to deliver power and for improved tumble for more rapid combus- torque equivalent to the current G4FC 1.6-L GDI unit but at lower rpm tion, improved knock suppression and greater and with 10 to 15% lower fuel consumption. Initially there will be two low-end torque. The engine is also fitted with European market output ratings: 99 hp (74 kW) and 118 hp (88 kW). an integrated exhaust manifold for faster cata- Both versions deliver a rated peak 127 lb·ft (172 N·m) from 1500 to lyst light off. 4000 rpm. A single-scroll turbo is used in conjuction

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Cutaway of the aluminum DOHC cylinder head of GM’s new 2.8-L Duramax diesel shows injector details, clamping arrangement. (Lindsay Brooke)

with an electrically operated wastegate. Each fuel injector features six laser-bored holes arrayed in a pyramid configuration for optimum dispersion in the combustion chamber. Duramax’s robustly engineered balance-shaft module The injection systems operates at up to 2900 also drives the oil pump. (Lindsay Brooke) psi (200 bar). Two thermostats allow independent cooling of the block and head. The head’s thermostat standard 3.42:1 final drive gearing that includes the G80 limited-slip/ opens at 190°F (88°C) to avoid detonation, locking differential. while the block’s opens at 221°F (105°C) to A descendant of GM’s previous diesel-development relationship with reduce mechanical friction. Fiat, the Thailand-built “mini Duramax” carries DNA from VM Motori—it’s a cousin to the VM-sourced diesel briefly available in the Jeep Liberty, and has a 2.5-L variant for global markets. “The team spent more than GM brings 2.8-L Duramax diesel to three years developing the new 2.8 for use in the midsize trucks,” midsized trucks explained Assistant Chief Engineer Scott Yackley. “There was a lot of The official EPA fuel economy estimates—31 detail work in not only making the engine emissions compliant, but also mpg highway, 22 city, and 25 combined— able to meet North American customer requirements for smooth and make the 2016 Chevrolet Colorado and GMC quiet operation.” Canyon powered by GM’s 2.8-L Duramax The four-cylinder Duramax was launched in 2011, its architecture 4-cylinder turbodiesel the most fuel-efficient combining a cast-iron cylinder block and aluminum head, the latter pickups sold in North America. Automotive secured with 10 head bolts. A laminated steel-and-aluminum “acoustic” Engineering has put many road-test miles on oil pan is part of a comprehensive NVH attenuation package—twin bal- the new midsized diesel trucks, in Michigan ance shafts; unique fuel injection timing map in the Continental ECU; a and California, and found it’s easy to exceed centrifugal pendulum absorber (CPA); hydraulic engine mounts; and 30 mpg on a highway trip sans load. strategic insulation including three acoustic absorbers on top of the The new engine—part of the trucks’ North engine—for North America that is quite effective in making the diesel American product plan since its inception— almost invisible to ears inside the cabin. produces SAE-rated 181 hp (135 kW) and 369 Yackley noted that engineers relocated the oil pump so it is now lb·ft (500 N·m), giving the Colorado/Canyon driven off of a balance shaft, measurably smoothing the pump’s vibra- towing capability of 7600 lb and 7700 lb tion profile. A segment-first technology he’s proud of is the CPA, inte- (3447 and 3492 kg) in their respective 4WD grated with the torque converter and supplied by Luk. The CPA, a type and 2WD variants, topping a number of full- of tuned mass absorber, contains a secondary spring mass that, when size spark-ignited competitors including the energized, cancel the diesel’s amplitude of torsional vibrations. CPAs latest Ram 1500 V6 and naturally aspirated are currently used on BMW and Mercedes automotive diesels, an area Ford F-150 3.5 L V6. The diesel is paired with in which Luk (part of Schaeffler Group) has deep experience. GM’s 6L-50 6-speed planetary automatic, with The Honeywell M12 EC-5 turbocharger is a variable-geometry

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The Luk centrifugal pendulum absorber is integrated with the 6L- 50 transmission torque converter and helps quell the 4-cylinder Duramax diesel’s vibes.

Nissan’s all-new 3.0-L VR30DETT—the TT stands for twin turbo—is available in two performance ratings and is thus far an Infiniti-only power unit.

heavier than the spark-ignited 2.5-L inline four base engine. As an integrated package, the 2.8-L machine operating at 35-40 psi boost pressures under peak loads. It Duramax and Colorado/Canyon are impressive features a new compressor wheel design optimized for performance despite the diesel’s $3700 option price. Broad and low noise, Yackley said. Exhaust exits through a long mega- torque delivery, a responsive throttle, minimal phone-shaped “venturi-cooled” tailpipe similar to those used on turbo lag at low rpm, and a nearly perfect Duramax V8-equipped 2500/3500 trucks. There is no muffler on the match of transmission and final gearing make diesel Colorado/Canyon, because the truck meets GM’s pass-by noise the trucks unique and desirable, and not just standards. Yackley noted that sans muffler, the system produces less for diesel enthusiasts. backpressure downstream of the DPF (diesel particulate filter). Another segment first is the integrated, driver-selectable exhaust brake system, similar to that used on GM’s HD diesel models. When the Nissan VR30DETT: exhaust brake is engaged in Cruise mode, algorithms signal the cruise new 3.0-L twin turbo control system to maintain the desired downhill vehicle speed, keeping The first Nissan twin-turbo V6 to power an the driver from having to apply the brakes and exit cruise control to Infiniti-brand model debuts in the 2016 Q50 maintain speed. In non-cruise mode, the transmission and the exhaust Red Sport 400, a special high-performance brake deliver the correct amount of braking to assist in vehicle control, sedan aimed at BMW’s M5. regardless of vehicle load. Based on Nissan’s VR-series V6 launched in A somewhat controversial design/engineering decision is the diesel’s 3.8-L form on the 2007 GT-R, the new timing belt, rather than a chain, which Yackley claimed is suitably robust direct-injected engine is designated for a 150,000 mi (241,000 km) service life before replacement. The VR30DETT. It will be available with two per- choice of a belt has GM diesel fans buzzing on various Internet blogs. formance ratings: 400 hp (298 kW) and 350 Cold-start was another focus for Yackley’s team. The Duramax lb·ft (475 N·m), and 300 hp (224 kW) and 295 employs a ceramic-tip glow plug in each cylinder to pre-heat the com- lb·ft (400 N·m). Both engines make peak bustion chamber, along with a larger output starter and bigger-amp- power at 6400 rpm, with peak torque avail- hours battery. A block heater kit is available for extreme-cold conditions. able from 1600-5200 rpm. Fully dressed, the Duramax weighs about 510 lb (231 kg), according The aluminum 60° cylinder block features to Yackley. With its full emissions suite including cooled EGR module, “square” 86 x 86-mm (3.39-in) bore and diesel oxidation cat, SCR, and particulate filter, the diesel option is stroke dimensions, with thermal-arc-sprayed 250 to 300-lb (113 to 136-kg) heavier than the GM 3.6-L all-aluminum bores. The technology, also known as “plasma gasoline V6 also available in the trucks, and about 430 lb (195 kg) coating,” is claimed to reduce ring-to-bore

MOBILITY ENGINEERING MARCH 2016 49 XXXXXXXXXXNEW ENGINES 2016 friction by 40% and saves 3.8 lb (1.7 kg) compared with the outgoing VQ-series V6, Kyle Vargason, Manager of Infiniti Product Planning, told Automotive Engineering. The all-new aluminum cylinder heads were thoroughly redesigned for boosted DI duty. They incorporate integrated exhaust manifolds, with close-coupled catalytic converters and compact twin direct-mount IHI turbochargers with twin air-to-water intercoolers. The cast-in manifolds allow the cats to reach operating temp twice as fast as those of the old VQ engines. They also result in an 11.7-lb (5.3-kg) mass reduction versus separate manifolds. An optical turbine speed sensor allows the twin-turbo system to perform up to 220,000 rpm at steady condition and up to 240,000 rpm at transient condition, said Vargason. He explained that the optical sensor, along with an electronically-controlled-and-actuated wastegate, provide a higher degree of boost control and improved response in transient conditions. Also helping to increase engine response time is a new electronic intake cam phaser. To reduce weight, the lower oil pan, cam covers, and intake manifold are molded using an organic-derived reinforced plastic resin. As installed in the Q50, the new VR30DETT weighs in at 486.3 lb (220.6 kg) fully dressed. The turbocharger/intercooler system (which Honda’s new 1.5-L turbo I-4 employs a small-bore MHI turbo and a new cylinder-machining process. Nissan calls the CAC) accounts for 56.9 lb (25.8 kg). Sans CAC, the 3.0-L V6 weighs 39.1 lb (14.1 kg) less than the 3.7-L VQ-series V6 it replaces. SAE rated at 174 hp (130 kW) at 5500 rpm, and 162 lb·ft (220 N·m) avail- Moving to direct injection helps increase able between 1800 and 5500 rpm. Honda is touting EPA fuel economy fuel economy by 6.7% versus the 3.7-L, Nissan estimates of 31 city/42 highway/35 combined mpg. engineers claimed. The VR30DETT is manu- The new Turbo engine’s base architecture follows established Honda factured at the Iwaki, Japan, engine plant. practice using a die-cast aluminum cylinder head and block, and under- square (73.0 x 89.4 mm) bore/stroke dimensions. The block features cast-iron cylinder liner that are “plateau” honed using a two-stage First production Turbo engine machining process to help reduce piston-to-bore friction and improve for Honda long-term wear characteristics. The block houses a micropolished, It’s remarkable that 2016 marks the first-ever forged-steel crankshaft and con rods. The rods use fracture-split appearance of a turbocharged engine in a “cracked” bearing caps, and drive a new-design lightweight piston that Honda-badged production car. Prior to the 1.5- employs a moly-coated skirt and low-friction ion-plated rings. L DOHC I-4 in the all-new Civic, Honda offered Both piston crown and intake port geometries are designed to pro- turbo bikes with electronic port fuel injection mote a high-tumble inlet charge that helps optimize combustion effi- (the CX500 and CX650 V-twins) in 1982-83, ciency. Pumping losses are minimized, and torque is increased, by the and a few years later was winning Formula 1 engine’s independent variable valve timing that has authority over both races (and the 1988 F-1 Constructor’s title) with intake and exhaust camshafts. Note that the new Turbo engine does its dominant turbo V6. not employ Honda’s i-VTEC system which also controls valve lift as well But despite being a latecomer to the down- as timing. (The new Civic also is available with a 2.0-L naturally-aspi- sized/boosted trend for passenger vehicles, the rated, oversquare, port-injected I-4 featuring i-VTEC.) new Civic engine brings proven technology and To help manage the thermal challenges of the boosted engine (peak formidable performance. Equipped with direct boost pressure: 16.5 psi/1.13 bar; 10.6:1 compression ratio), the cylinder injection and a low-inertia single-scroll head features “strategic” cooling with coolant jackets surrounding Mitsubishi TD03 intercooled turbo machine exhaust ports, and sodium-cooled exhaust valves. The underside of with electric wastegate, the DOHC engine is each piston crown is cooled by a pair of oil jets. The exhaust manifold is

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Electrified Propulsion. The new water-cooled EGR, typically a feature of heavy diesels, reduces exhaust-gas temperature from 650°C to 130°C (1202°F to 266°F), Lee told Automotive Engineering. The reduced gas temperature helps enable the higher compression ratio by suppressing knock at higher loads. And the EGR in itself delivers a 0.8% improvement in fuel economy and low NOx emissions, he said. High-tumble intake ports and shrouded valves further enhance fuel, air, and exhaust mixing. The new valvetrain (https://youtu.be/ YZtqCq9TXZg) is situated in a new, lighter thin-wall cylinder head. It is activated by oil pressure under control by four solenoid valves—two for each cylinder head. Each roller cam follower incorporates a high-lift section held in place by a spring-loaded lockpin; the high-lift mode (10.3 mm/0.41 in) is the default. On acceleration, a solenoid valve opens and oil pressure pushes the lockpin, releasing the high-lift follower section. It pivots down on a bushing, and the roller follower runs on low- valve-lift (5.75 mm/0.23 in) cam lobes, in which the engine stays through to the 2800- FCA’s significantly upgraded 3.6-L Pentastar V6 now includes a liquid-cooled rpm switchover point. EGR module. (Paul Weissler) The switchover reduces pumping work and contributes to improved combustion, which cast integrally with the head, following the industry trend toward faster delivers both the modest increase in horse- catalyst light off. power and boosts fuel economy by 2.7%, Lee To optimize space in the compact, 4-valve combustion chamber M12- explained. New eight-hole fuel injectors (vs. type spark plugs rather than the larger M14 type are used. the previous four-hole), high-tumble intake A low-friction, silent-chain drives the two camshafts—both of them ports and 100-mJ ignition coils combine for a hollow for reduced reciprocating mass. And low-friction oil seals are claimed 1% fuel economy improvement. The used throughout. 2016 engine’s VVT authority has been Turbo Civic models offer a Honda-engineered CVT that was developed increased to a range of 70°, vs. 50° previously. from the unit used in 4-cylinder Accord models, but with a final-drive ratio (VVT on the old Chrysler-designed engine that is 4.7% higher, for reduced engine rpm during highway operation. was part of the control system that eliminated Uniquely, Honda’s CVT uses a twin-damper torque converter to help the need for EGR.) And the system expands reduce turbocharger lag during acceleration. In a series of test drives of the the operating range of the carryover idle stop/ 2016 Civic Turbo, Automotive Engineering found performance to be far restart system—a real-world fuel economy superior to that of the 2.0-L model, and about on par with Honda’s 2.4-L benefit that also gives FCA a CAFE credit. engine, with linear power delivery through the 5500-rpm torque peak. These upgrades added 13 lb (6 kg) to the engine’s overall mass, the EGR and variable lift system accounting for over 7.5 lb/3.4 kg. Along FCA adds water-cooled EGR to Pentastar V6 with the lighter head castings, weight reduction FCA’s “Pentastar” 3.6-L gasoline V6 receives significant upgrades for actions include a lighter (by almost 2 lb/0.9 kg) 2016 that enable the broadly-used engine to gain efficiency, while posi- and stronger block; smaller oil pan; the new tioning it for a move to direct injection and advanced aftertreatment two-piece intake manifold, and even details like strategies at a future date. nodular cast-iron main bearing caps vs. the old The addition of new liquid-cooled EGR, a new two-step variable powder cast iron—a 0.8-lb (0.4-kg) savings. On valve lift system on the intake side, and increased compression ratio to average the upgraded Pentastar V6 weighs 4 11.3:1 (from 10.2), enable the V6 to deliver 6% greater fuel economy on lb/1.8 kg less than its predecessor. the combined U.S. FTP along with a 5.0 hp/3.7 kW increase (to 295 Various friction-reducing improvements, hp/220 kW) and 15% more torque under 3000 rpm, according to Bob including slimmer crankshaft journals and Lee, FCA North America Vice President of Engine, Powertrain and crankpins, improve fuel economy 1%.

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The latest HUD from Thales, available in a twin system for Go commercial use. (Thales) Avionics developments are changing life in the cockpit and Airbus made the first strategic leap in com- at airborne work stations. mitting to a cockpit with primary displays projected on a glass screen, starting with its A310, by Richard Gardner and with the all-new A320 provided almost all its instrumentation in this form, and went even further with a highly automated fly-by-wire flight control system, featuring fighter-style side stick controllers. ince the digital revolution changed forever the pilot’s working There was an outcry from flight crews environment, innovators and suppliers of cockpit systems have when increased computerization led Airbus to strived to provide a continuous stream of new developments conclude that the new technologies could Sand products that offer increasingly automated solutions to completely eliminate the need for a flight what has to be done to fly and land an airplane safely. engineer in the cockpit. But with all essential As the first “glass” cockpits with CRT-type displays were introduced onboard systems, plus all navigational and in the 1980s, there was understandably much opposition from many flying information available and in clear view, within the active flying community as these revolutionary devices or just a flick of a switch or press of a button removed at a stroke all those scores of instruments that were so familiar away, the change to digital became a head- and which all seemed absolutely essential at the time. long rush.

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Human Factors Following recent high-profile aircraft losses and other flight incidents, some critics have suggested that industry has made the profes- sion of flying too easy and too relaxed. When an aircraft’s key integrated flight data inputs are supposedly protected by five separate computer systems and a series of fail-safe flight control recovery modes, and yet the crew become confused as the computers become overwhelmed by conflicting information returns, there is a need for quick and decisive, but appropriate, corrective action. Human factors are often the key to analyzing what has gone wrong and so the onward march of cockpit automation and component miniaturization, which has led to even very small executive jets and general aviation aircraft being fitted with highly automated displays, now has to seriously consider if enough Current standard of airline cockpit—the latest Boeing 787-900. (Richard Gardner) scope is being allowed for pilots to actually fly the aircraft and not just assume it will fly itself—even though it usually does! disruptive advanced avionics technology will more likely appear first in All the leading cockpit system suppliers the military sector. are now well advanced in designing and One development that certainly has its origins in military aviation bringing to market what appear to be but which has now taken pilot situational awareness (SA) to new lev- approaching the ultimate in user-friendly dis- els in the commercial market is the head-up display (HUD). Certified plays. Even quite recently some of these by Airbus this year, Thales has now introduced a twin HUD configura- developments have looked more like sci- tion that enables all the projected information to be seen by both ence-fiction inventions, but the availability of pilots simultaneously. new materials and new manufacturing pro- With eyes focused outside, viewing the presentation of the flight- cesses that can embed touch-sensitive path, acceleration, visual glideslope angle, and the runway aim point, switches and controls into large wraparound both crew members can achieve greater precision and SA at all times transparent panels, have been made possible and can interact with one another with the same information during the by adopting much technology that has come most critical phases of the flight, especially in bad weather and low from the gaming and CGI sector as well as light conditions. the Grand Prix car racing sector. In late September, Thales announced that its latest dual HUD system Making these applications robust enough had been selected by China Southern Airlines for use aboard its 30 for safe everyday use in life-critical aviation new A320s. It is a significant order as it’s the first dual HUD to be use is more time-consuming from a regulatory ordered by a Chinese airline and the country’s Civil Aviation angle, as ease of use has to be balanced by Administration of China has made it mandatory for all Chinese regis- sufficient tactile interaction between man and tered aircraft to be equipped with HUDs. machine so that there is no loss of authority or As China’s skies become more congested, HUDs are fast becoming confidence on the part of the pilot, who ulti- a mainstay for pilots and the country is leading the world in adopting mately must remain in charge. this technology. China has progressed in under two decades from operating some of the world’s oldest airline fleets, flying largely HUD Advances Russian-designed aircraft, to having some of the world’s youngest air- The day when civil air passengers will fly in line fleets, flying the latest models from Airbus, Boeing, Bombardier, commercial aircraft that have no human pilots and Embraer. As well as placing orders for thousands of new Western on board could happen very soon, technically, aircraft, China is developing its own indigenous aircraft and in due but it won’t, as no airline, and few customers, course will no doubt design and build more of its own avionics sys- would want to take the risk. However, an iden- tems in place of buying Western products. tical flight, with two crew in the cockpit as monitors and who could take control in an Helmet-Mounted Display Case emergency, will probably be the most likely Taking the avionics progress story on the SA theme back into the mili- way forward, with little difference in delivery tary sector, the latest developments go beyond HUDs with ever more and presentation to today’s operations. Truly sophisticated helmet-mounted displays (HMDs). Recently BAE Systems

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under all environmental conditions, by day or night, but must not result in creating any blind spots or causing extra strain on the neck and upper torso. The new Striker II enables the HMD to show imagery from any source and adds new levels of functionality. As well as projecting night vision imagery and standard weapons-aiming and flight symbology, the digital architecture allows a zooming function and the ability to present picture-within-picture imagery and even images from external (off- board) sensors that could aid the pilot in target identification. This new comprehensive digital capability can incorporate sensor mixing to increase SA significantly, and this work is under active development. Cockpit display of the future? ODICIS wraparound touchscreen. (Richard Gardner) Although the HMD is aimed primarily at use onboard fighters and attack helicopters, the system architecture is adaptable to allow it to be integrated into almost any aircraft. An ana- log converter has been developed so the helmet can be compatible with older systems as well. The addition of an embedded night vision camera replaces the traditional night vision goggles (NVGs) that are clipped onto a helmet in front of the visor. With NVGs the pilot’s ability to look around from the cockpit is usually restricted and they also upset the natural mass balance of the helmet assembly. If a pilot wears NVGs for some time then this can cause neck fatigue as well as leading to restrictions on the g-limits being imposed on the aircraft, not a good feature with combat agility an important requirement for all military fast jets. On the Striker II helmet the night vision function can be switched on or off through a The Thales AMASCOS Multi-Mission display console with touchscreens and hands-on throttle and stick control. Trials and integrated target identification system. (Thales) feedback from operations indicate that this new function will be particularly valuable at presented its latest, fifth-generation HMD, the Striker II, which incorpo- dawn or dusk when a pilot may have some rates features that were developed to give pilots flying aircraft such as difficulty deciding whether visibility is better the F-35 and Typhoon a comprehensive, game-changing capability. with or without the night vision imagery. The F-35 is presently unique in new combat aircraft in so far as it Another benefit from the new helmet is an doesn’t have a HUD but depends on an HMD to provide all the key tar- advanced head-tracker system that supple- get and flying cues and data ahead of the pilot’s normal vision. During ments the aircraft’s optical tracker. This gives the F-35’s lengthy development phase BAE’s Striker was used as an increased tracking accuracy and continues to interim alternative while the incumbent supplier solved image vibration track the helmet in positions in which some of issues. In the meantime the Striker has been proven operationally in use the optical tracking is lost. with Typhoon and Gripen fighter aircraft and has now been enhanced by making it an all-digital solution. In addition the helmet has been fit- Multi-Mission Functionality ted with an integral night vision camera. The evolution of digital avionics is taking The key to exploiting HMD usage in modern combat aircraft is to many other paths in addition to revolutioniz- give the pilot minimal interference or restrictions in operation, while ing the pilot’s cockpit. A good example is the remaining lightweight and comfortable. This is easier described than new functionality that can be applied to the solved as such a system has to not only provide crystal clear imagery displays and controls needed aboard

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multi-mission aircraft. The traditional interior of a multi-engine military sensor platform aircraft has rows of display consoles, each faced by an operator who is allocated specialist tasks collecting, searching for or analyzing data that is streamed into the aircraft. On aircraft such as the Boeing E-3 Sentry or other electronic communications and signals intelligence platforms, the specialist crews onboard can number around 30 and have bespoke display stations with operational managers keeping the data flows moving and helping to set priorities. So much data can be collected on these missions that information overload is a real challenge. Although automated data filtration systems can narrow down some of the input so operators including signals specialists can focus on mission priorities or unusual data, it is highly skilled personnel who ultimately identify, track, and deal with suspect information and then distribute it accordingly. In the case of maritime patrol and surveillance air platforms, the aircraft cabins are also filled by displays and operator desks. Major defense system companies, such as Raytheon, Northrop Grumman, L-3, Boeing, Lockheed Close up of an AMASCOS display. Martin, Thales, and Selex ES are all engaged in the development and supply of integrated detection, datalinks, sonobuoys, and weapons. mission systems for specialist air platforms. This formula allows the system to be integrated onto an optimized Thales has just introduced AMASCOS, a new platform for customer requirements, offering a wide range of airborne mission system for maritime and multi-mission capabilities. The operator workload is kept to efficient ground surveillance aircraft that may have a levels as a result of the high level of system automation. This includes similar design impact to that which accompa- data fusion, identification, and classification. There is a large data base nied the first Airbus glass cockpit. in support of sensors with both an onboard library and access through The main feature that sets AMASCOS apart secure datalinks to additional library databases. in a very competitive market is the innovative All the data available can be shared between single or multiple oper- operator screen display configuration, which is ators as needed, and the touchscreen layout allows “saved” tracking particularly user-friendly, thanks to easy-to- information and situational maps and radar pictures to be continuously learn interactive touchscreens, which are part updated in real time with sub-displays dragged across to another dis- of a flexible networked integrated system. It play so the operator can investigate or carry out actions with the maxi- makes maximum use of the latest display mum awareness of all relevant information in front of him or her, and technologies and is linked to the latest gener- without having to look away to operate another screen and its controls. ation of sensors, including radar, laser, and The operational picture can thus be as simple or as complex as needs electro-optical systems and is built around a demand. The compact design of the displays and their utility enables a tactical command system. smaller platform aircraft, with a smaller number of crews, to carry out With its modular architecture, the network the mission with no loss of capability. centric system can be configured to optimize This new system is not the only product on the market, but as state- the crew task sharing for either a lightweight of-the-art avionics for maximizing exploitation of the new technologies version for simple surveillance tasks (such as while keeping volume, crew demands, and costs affordable, it shows coastal or border patrol in a small twin turbo- the way ahead. The old convention of operating many different surveil- prop platform) right up to full-function lance aircraft types in small numbers for specialist roles is becoming anti-submarine or surface warfare versions unaffordable and very demanding on training infrastructure. (for an MPA aircraft such as P-8 or P-3 size Introducing more flexible multi-mission aircraft that are adaptable to platform), with typically up to five consoles different ISTAR (intelligence, surveillance, targeting, and reconnais- controlling radar, IFF, EO/IR sensors, electronic sance) tasks is now a more practical solution, thanks to the availability intelligence, acoustics, magnetic anomaly of avionics solutions that allow fewer to do more with less.

MOBILITY ENGINEERING MARCH 2016 55 IMPROVING HEAVY-DUTY ENGINE COMPONENT EFFICIENCIES

Cylinder deactivation Bearing Axle ECU Single Lobe can improve fuel Oil Control Valve Camshaft Lost Motion Springs economy by using a (OCV) CDA SRFF reduced number of Switching Pressure Port cylinders that operate DFHLA at higher loads and Valve Retainer thermal efficiency, and Keepers while other cylinders are turned off, when Valve Spring

the engine operates at Lash Compensator partial load conditions. Valve Guide Pressure Port Engine Oil A switching roller Valve finger follower is one Pump Valve Seat Schematic showing the complete of the technologies system for deactivating one cylinder in a double overhead that help make it work. cam (DOHC) engine.

ylinder deactivation (CDA) is an effective method to fine-tune at high engine speeds and the system capacity engine displacement for maximum output and improve fuel of switching between high and low engine dis- economy by adjusting the number of active cylinders in com- placement within one camshaft revolution. The bustion engines. system durability was demonstrated with high CA switching roller finger follower (SRFF) is an economic solution for and low engine speeds, various oil tempera- CDA that minimizes changes and preserves the overall width, height, or tures, mode switching, and abuse tests, meet- length of dual overhead cam (DOHC) engines. The SRFF is a mechani- ing the end of life criteria in wear and function. cally actuated device that is hydraulically controlled using engine oil. A CDA SRFF provides the flexibility of either transferring or suppressing CDA system description the camshaft movement to the valves influencing the engine perfor- Several CDA systems exist today, each custom- mance and fuel economy by reducing the pumping losses. ized for a specific valvetrain architecture. The The fuel economy benefits of CDA technology are estimated to be CDA design during the Eaton research project between 2-14%, depending on engine displacement and the number of was configured for DOHC engines, in which a cylinders that are deactivated. Typical fuel economy gains are 3-6% for SRFF was used along with a single lobe cam- six- and eight-cylinder engines. The improvements in fuel economy are shaft for each of the deactivated valves. possible by reducing the pumping losses when the engine operates in The system included two single lobe cam- partial load conditions. shafts, four CDA SRFFs (two SRFFs for intake Researchers from Eaton recently studied the performance and and two for exhaust valves), four dual-feed durability of a CDA SRFF system that meets the reliability require- hydraulic lash adjusters (DFHLAs), one oil con- ments for gasoline automotive engines. Of most importance, this trol valve (OCV), and four sets of the valve sub- technology—which provides a means for aftertreatment temperature system that include valve retainers, keepers, management and fuel economy benefits—is scalable and can be valve springs, valve guides, valves, and seats. applied to light-, medium-, and heavy-duty applications for gasoline, The camshaft for the CDA SRFF is very simi- diesel, and natural gas engines. lar to camshafts used on traditional DOHC Extensive tests were conducted to demonstrate the dynamic stability engines. The difference is that the camshaft

56 MARCH 2016 MOBILITY ENGINEERING OFF-HIGHWAY POWERTRAIN FEATURE

ramps on the CDA system are longer than the Latch Latch Spring ramps on the traditional systems in which typi- Camshaft Outer Arm cal valve components are used. The CDA SRFF Lift Lobe Cage Electric Signal Off includes an additional internal lash due to the 0.2 - 0.4 bar OCV switching mechanism that is not present on a Roller traditional RFF that does not have a switching Bearing function. The camshaft ramps used on the CDA SRFF described here are longer to absorb a Inner Arm larger lash prior to the valve lift event. The Pivot CDA system does not require changes for any Axle component of the valve subsystem. The DFHLA is a specifically designed hydrau- Valve lic lash adjuster (HLA) for SRFF systems that retains the functionality of lash compensation Switching with the added function of providing a hydraulic DFHLA Lash Compensator Pressure Port conduit between the OCV and the SRFF. Engine Pressure Port oil is plumbed to the lash compensation port of Cross section of the switching mechanism of the CDA SRFF in the default the DFHLA. The DFHLA upper port is connected position when no electric signal is transferred to the oil control valve (valve in to the OCV through the switching pressure port. lift mode and latch engaged). The OCV is an electronically controlled on/off valve that receives input from the engine con- Latch trol unit (ECU). Camshaft Lift Lobe Outer Arm In the SRFF system, an inner arm resides Cage inside an outer arm, and the two arms are connected at one end with a pivot axle, which is a permanent cylindrical joint. The latching Roller Bearing mechanism is located opposite to the pivot Bearing Axle axle of the SRFF and acts as the second con- Latch Spring nection for the inner arm. This connection can be turned on or off by moving the latch. Inner Arm The latching mechanism consists of a latch, a latch spring that forces the latch to engage the inner arm, and a cage that is permanently Pivot Axle connected with the outer arm. A roller bearing is connected to the inner arm via a bearing axle. A pair of lost-motion springs are connected to the outer arm at one end and the bearing axle on the other end, providing a permanent contact between the roller bearing and the camshaft. Cross section of a switching roller finger follower (SRFF). The CDA system provides two operating modes. Standard lift mode is available at any to switch between modes in one camshaft revolution. The factors engine speed and operating temperature. The accounted for in calculating the switching time available are the valve oil pressure in the switching port is regulated event duration, phasing between the intake and exhaust events, oil vis- to 0.2-0.4 bar, gage pressure, resulting in the cosity, oil pressure, and engine speed. Details about time available to latch being extended, engaging the inner arm switch within one camshaft revolution on VVA systems that use an when no electrical signal is sent to the OCV. SRFF are detailed in SAE International technical paper The CDA (or no-lift) mode is available at doi:10.4271/2012-01-1639. speeds up to 3500 rpm and oil temperatures Engine oil pressure is plumbed to the lash compensation port of the above 20°C. An electrical signal from the ECU DFHLA and to the OCV. No electric signal is sent to the OCV. The OCV triggers the OCV to open the switching pres- regulates the oil pressure in the switching pressure port to 0.2-0.4 bar sure port to engine oil pressure that is above with the purpose of keeping the switching port free of air for fast latch 2.0 bar, gage pressure at that moment. The movement when mode switching is required. This pressure is below the increase in pressure moves the latch, disen- required pressure to overcome the latch spring force and move the latch. gaging the inner arm from the outer arm. The latch is engaged with the inner arm. The camshaft rotational motion The engine switches to CDA mode in an is transferred to the valve through the inner arm that is connected with operating range driven by the time available the outer arm. The valve motion follows the camshaft profile.

MOBILITY ENGINEERING MARCH 2016 57 IMPROVING HEAVY-DUTY ENGINE COMPONENT EFFICIENCIES results in the camshaft rotational motion being Camshaft on Base Circle Latch Latch Spring transferred to the inner arm, which pivots around the axle and no camshaft motion is transferred to Switching the valve, resulting in the valve remaining seated. Outer Arm Pressure Port

Roller Bearing Engine life testing Quality Function Deployment (QFD) method- Inner Arm Electric Signal On ology was used to understand the connection > 2 bar between the engine performance and durabili- Pivot Axle ty requirements to SRFF targets for design, performance, durability, and reliability. The CDA SRFF was divided into four primary subsystems: fatigue, wear-out, switching mechanism, and lost-motion. Each of the four subsystems was investigated to determine the appropriate life targets equivalent Lash Compensator to 200,000 mi. Pressure Port The 200,000 mi target was converted into a number of events that each subsystem would Latch Spring encounter over its lifetime. The number of valve events equivalent to 200,000 mi engine life is Latch more than 300 million. This number was calcu- The CDA, or no-lift mode, is illustrated here (valve in CDA mode and latch disengaged). lated based on a series of duty cycle scenarios. Valvetrain component wear was accelerated by increasing the engine speed to reduce the test time. A proprietary high-speed durability test cycle was utilized to establish valvetrain wear that is equivalent to 330 million valve events while only requiring a fraction of the test time. An aggressive target of 15 switching events (lift to deactivation and back to lift again) per mile was established to ensure a robust design. The resulting target was 3 million switching events for the life of the engine. The lost-motion system life target was defined by a high- end user, which provided a conservative target. The resultant life target was approximately 160 million lost-motion cycles. The SRFF must withstand several abuse events such as critical shifts (unintentional switches from lift mode to deactivation partway through a lift event) and high-speed excursions at speeds above the designed operating range over the course of 200,000 mi. The durability and performance tests were conducted on two motored A target of 5000 critical shifts was set engine fixtures: a V-6 and an inline four-cylinder. The V-6 fixture was used for during the development of the CDA SRFF, a performance verification and extreme limit testing. The four-cylinder engine conservative approach considering the low fre- (shown with camshaft cover removed) was used for subsystem testing and accelerated aging. quency of critical shift occurrences. Excursions of five consecutive 10 second bursts were considered as the target for the over-speed test During the no-lift mode, an electric signal from the ECU energizes when in lift mode. The system was additionally the solenoid inside the OCV, opening the switching pressure port to the tested to twice the rated lost-motion speed for engine oil pressure. A minimum of 2.0 bar oil pressure is needed to a total of 10 million cycles to protect the engine overcome the latch spring. The increase in pressure moves the latch to in case of an SRFF being in CDA mode uninten- the retracted position, disengaging the inner arm. The inner arm and tionally for an extended time. the outer arm remain connected at the pivot axle. Valvetrain lash is a key end-of-life measure- The absence of the secondary connection between the two components able for tests performed on the CDA SRFF. The

58 MARCH 2016 MOBILITY ENGINEERING OFF-HIGHWAY POWERTRAIN FEATURE

The SRFF was instrumented with strain gauges for dynamics performance testing. The strain gauges were applied to the areas of uniform stress for accuracy in the load measurement. During physical fatigue testing camshaft profile is made for a max lash, which on the SRFF, the failures had an initiation site in the inner arm shelf includes the SRFF lash as produced and the undercut (shown). lash increase from wear. The acceptable SRFF lash target is set for a maximum increase of 20 micron over the course of 200,000 mi. The camshaft opening and closing ramps are cumulative test time of greater than 40,000 hours (320,000 compo- designed for a set maximum lash value that nent test hours). must be absorbed prior to the lift event. The performance verification pillar is meant to ensure that the design of Lash was monitored at discrete inspection the SRFF meets certain design criteria to ensure consistent and acceptable intervals throughout all tests to qualify the performance in all engine operating conditions. The CDA SRFF demon- success of an ongoing test. Lash data acquired strated a fatigue suspension load more than twice the maximum dynamic at each inspection interval are used to under- load measured during valvetrain dynamics. Closing velocities of the SRFF stand the trend of lash increase for the sys- maintained greater than a 40% margin to their limit for both intake and tem, determine when the system stabilizes, exhaust positions. Finally, the lost motion spring design was verified by and predict end of test lash increase. demonstrating a minimum of a 10% margin to the pump-up condition in The four subsystems of the SRFF were the worst-case condition with minimum specification lost motion springs. tested extensively to demonstrate reliability The subsystem testing pillar was designed to ensure that the major and durability to the life target of 200,000 mi. subsystems of the SRFF function appropriately and will endure for the Demonstration of the SRFF reliability and full duration of expected life. The switching mechanism managed to durability was achieved by testing the subsys- achieve a milestone of 15 million switching events compared to a life tems of the SRFF beyond their respective sin- target of three million. After completing five lives on test, the SRFF gle life targets. maintained a 21% margin from the limit of lash wear. The lost-motion system proved it is robust to the extreme ends of the fatigue spectrum, Test results summary achieving 200 million lost-motion cycles, which is 1.2 times greater than The CDA SRFF was subjected to a series of the expected worst case end-user. tests encompassed by the four pillars of SRFF The extreme limit test was designed to push the SRFF past intended durability demonstration. First, the system functionality and ensure it was robust to conditions caused by failures of performance was validated by successfully other systems within the engine. The SRFF demonstrated it could survive completing all tests in the performance verifi- greater than 10,000 critical shifts, or two times the life target. The SRFF cation pillar. Next, the subsystems of the SRFF successfully passed all other abuse tests to which it was subjected. were proven to function beyond the 200,000- Finally, the accelerated system aging pillar was meant to simulate a mi life target. The SRFF proved to be robust to full 200,000-mi duty cycle on the valvetrain by maintaining an elevated the abuse of extreme limit testing by success- engine speed and exercising all of the major SRFF subsystems. The fully passing all tests without losing function. CDA SRFF maintained a 51% margin to the maximum allowable lash Finally, the SRFF showed it was capable of increase after completing five lives of the system durability test, equiv- surviving five system durability lives, the alent to 1,000,000 mi of wear and tear. equivalent of 1,000,000 mi of wear and tear. The testing achievements were attained by This article is based on SAE International technical paper doi:10.4271/2015-01-2816, by Andrei Radulescu, Leighton Roberts, and Eric Yankovic, Eaton. testing greater than 500 SRFFs for a total

MOBILITY ENGINEERING MARCH 2016 59 Global VEHICLES

BUDD-e concept forecasts what VW zero-emission van could be in 2019 Dr. Herbert Diess, Chairman of the Volkswagen Passenger Cars brand, introduced the BUDD-e electric van concept in the lead up to the CES.

At the 2016 CES in Las Vegas, concept is wider than both. A relatively Chairman of the Volkswagen Passenger Volkswagen attempted to focus atten- long wheelbase of 124.1 in (3151 mm) Cars brand, who gave a keynote address tion away from its diesel engine emis- results in very short overhangs. on the evening before CES opened its sions challenge by providing a glimpse BUDD-e has electric four-wheel drive doors to the public. into its electric future with an all-electric with a front motor producing 100 kW One of those ideas is behind a strate- BUDD-e minivan concept. It would be and the rear 125 kW. The 92.4 kW·h bat- gic partnership with Mobileye, the first model based on a new compa- tery pack enables a theoretical range of announced at the CES, that involves ny “technology matrix” for electric vehi- up to 233 mi (375 km) in U.S. EPA esti- image-processing and swarm-data cles called MEB, short for Modular mated “real-world driving” or 533 km technology. The central focus of the Electric Drive Kit. (331 mi) in the more optimistic Euro joint venture is camera-based real-time Advantages of the MEB promised by NEDC test. Theoretical top speed is 112 image processing technology that—in VW include spacious interiors and the mph (180 km/h) and from 0 to 60 mph conjunction with highly precise digi- smallest possible traffic footprint; (0-97 km/h) acceleration is 6.9 s. talized maps—is the key to autonomous greater agility, acceleration, and maneu- The flat battery pack, integrated into driving, according to the partners. verability; distinct design identity almost the entire vehicle floor, supplies “Digital representation of the real thanks to new proportion and styling two electric motors for all-wheel-drive world in real time will play a key role in possibilities; and cost-effective access capability, the one in front producing automated driving,” said Diess. to e-mobility, accompanied by long 100 kW and 200 N·m (148 lb·ft) and the One of the goals of the joint venture, ranges to match today’s gasoline-pow- rear 125 kW and 290 N·m (214 lb·ft). The exclusively for Europe, will be to develop ered cars. Better MEB packaging means battery can be charged by plug or intelligent surroundings-monitoring that the HVAC system, for instance, can induction, with 150 kW DC enabling an technologies. Mobileye optical sensor be completely integrated in the front 80% charge fill in about 30 min. systems will be used in the front cameras end of the van, allowing for bigger and The concept is designed with the of future VW products to continually better filters and better acoustics due to option to be driven autonomously. improve what are known as car-sur- a reduction in fan noise. Automated driving “will be part of our roundings maps. Once a large number of The concept van is 181.0 in (4597 mm) everyday lives and will change mobility vehicles are equipped with this technol- long, 76.4 in (1940 mm) wide, and 72.2 in completely. Volkswagen has a lot of ogy, more precise real-time information (1835 mm) tall, putting it between ideas how to use these cutting-edge can be generated to better serve the Volkswagen’s Touran and Multivan T6 technologies and bring them to our cus- entire automated vehicle population. vans in terms of length, although the tomers,” said Dr. Herbert Diess, VW says that by around 2019, when

60 MARCH 2016 MOBILITY ENGINEERING Global VEHICLES

The BUDD-e’s Modular Airbus looks to Electric Drive Kit allows a relatively long wheelbase expand military and very short overhangs. product lines Airbus Defense & Space (Airbus DS) Chief Salesman Antonio Rodriguez Barberan recently said the company’s aim is to be present in most military market segments and to be number one or two in each segment. This may seem a tall order, but Airbus DS is apparently well on its way to achieving this with worldwide military products that include 1800 aircraft sold to 70 countries, with 145 operators and over 5 million flight hours accumulated. An ever-growing global footprint is making The BUDD-e has two the products more supportable. electric motors for all- wheel-drive capability. Over the past year or so, Barberan said the A00M has become operational with five air forces (France, U.K., Germany, Turkey, and Spain) and presentations have been made to nine more potential customers, with “serious negotiations underway.” The medium-size military transport aircraft achieved 28 orders in 2014, and 15 more were added in 2015. Airbus expects to maintain its 75% market share in this category long term. In addition to the primary transport role of the C295 and CN235, these types are being continuously developed to cover other tasks including search and rescue, maritime surveillance, marine pollution control, anti-submarine and surface warfare, and aerial photography. The combined C295 and CN235 market the BUDD-e could be available for sale, Internet of Things that includes the own- penetration is around 60%. The biggest the functions of the various assistance er’s smart home and workplace. The regional market is Asia Pacific with 140 systems in its development stable, such concept’s next-generation infotainment sales, while Africa and the Middle East as those in the Audi A7 piloted driving system is said to merge touch and ges- have ordered 130 aircraft. concept and the e-Golf Perfect Parking ture control more seamlessly than what’s The new C295W features enhanced research vehicles, and other systems currently available. Gesture control 2.0 engine performance and has winglets. already available, could make fully auto- allows even the doors to be opened with These improvements give an 8% mated driving an everyday reality. a gesture. The multifunction steering increase in range (out to 2300 nmi with As with many recent automated vehi- wheel has a new HMI touch system. Most a 4-ton load). The winglets provide an cle concepts, the BUDD-e interior can be switches and buttons are replaced by aerodynamic gain that translates into a converted into a lounge. If the front-seat individual displays that blend into large 5.5% fuel advantage on a typical mis- passenger wants to talk to his friends infotainment panels, and mirrors are sion. The engine mode upgrade also sitting in the back, he can simply swivel replaced by digital screens. allows a larger payload from hot and his rotating seat (just like the driver’s The BUDD-e’s user-programmable high airfields. seat), which is fitted with an integral seat instrument cluster is an evolution of the Efforts to further expand applications belt, around to face the back. A rear Active Info Display launched by for this platform have included modifica- bench seat can be arranged longitudi- Volkswagen in 2015. Centrally positions to allow a fire-fighting role and a nally to the direction of travel to view a tioned in front of the driver is a 12.3-in version for Special Forces use as a trans- 34-in monitor integrated in the side wall. curved display with a surface consisting port or a fire-support gunship. The The company also pitched the exten- of three individually configurable sec- C295’s capacious cabin allows room for sive networking capabilities that makes tions: drive, control, consume. extensive mission systems and displays BUDD-e a mobile interface to the Kevin Jost so that the aircraft can act as a signals

MOBILITY ENGINEERING MARCH 2016 61 Global VEHICLES

A400Ms are shown during mission prep on the flightline. Airbus DS was known previously as Airbus Military but it now also includes other defense businesses of the former EADS, which have combined and been re-packaged. (Richard Gardner)

In addition to the primary transport role of the C295 (Chilean aircraft shown) and CN235, these types are being continuously improved to cover other tasks including search and rescue, maritime surveillance, marine pollution control, anti-submarine and surface warfare, and aerial photography. New roles being developed include ISTAR/EW, signals intelligence, fire-fighting, airborne early warning, and a gunship fire-support role. (Airbus DS) intelligence or ground surveillance plat- Special large size bubble windows give of multiple small and fast targets, giving form, with specialist sensors and multiple excellent visual coverage for crew mem- 360˚ coverage. For the ground surveil- target tracking radar, with communica- bers, while electrooptical video cam- lance task, the C295 can carry high-res- tions intercept and jamming equipment. eras, including IR, allow all-weather and olution SAR/GMTI radar arrays and an Modifications to give the C295 more night operations. EO/IR target designation turret, ESM, weapons capability in the Maritime Palletized ISR mission systems can ELINT, and COMINT. It would seem that Patrol (MPA) and anti-submarine (ASW) be provided for the C295 MPA/ASW so Airbus is keen to exploit every possible roles is underway so that air-launched that the aircraft can be used for trans- combination of ISR and EW mission homing torpedoes and air-to-surface port duties when not required for ISR or roles that can carried aboard its C295 missiles can be carried. The C295 and MPA duties. If required to provide elec- and CN235 aircraft. CN235 can both be given a cost-effec- tronic surveillance, onboard ELINT/ It’s been suggested that close air tive MPA or SAR role as they feature COMINT analysis or electronic counter- support would be an ideal role for the high maneuverability at low levels measures can also be supplied in a very C295, which could deploy parachutists above the sea surface, combined with compact package. and supplies and also carry underwing an endurance of up to 11 hours. The U.S. Israel’s ELTA has supplied a weapons and stores. However, the com- Coast Guard uses a large fleet of fourth-generation AESA radar, which pany’s future planning is already look- CN235s for law enforcement, border has been trialed atop a C295 in an aero- ing beyond the C295 platform. patrols, and para-rescue operations. dynamic rotating dome for the detection Richard Gardner

62 MARCH 2016 MOBILITY ENGINEERING COMPANIES MENTIONED

AGC AeroComposites...... 36 Desch Systems...... 21 Kia...... 27, 47 SAE...... 48 Airbus...... 52 Dowty...... 22 Komatsu...... 35 SAEINDIA...... 6, 10, 12, 13, 14, 16 Airbus Defense & Space...... 61 Eaton...... 6, 15, 25, 56 KTH Royal Institute of Technology..... 34 SAE International.....6, 20, 23, 26, 33, 48, 57 Alfa Romeo...... 17 Eaton Technologies...... 13 L-3...... 55 SAEISS...... 10, 14, 16 Altair...... 33 Electric Drive Transportation Lockheed Martin...... 55 SAENIS...... 8 Altia...... 25 Association...... 21 Lovely Professional University...... 8 Sant Longowal Institute of Amazon...... 25 Elektrobit...... 25 Lufthansa...... 24 Engineering and Technology...... 10 American Trucking Associations...... 64 ELTA...... 62 Luk...... 48 Schaeffler Group...... 48 Ametek...... 44 Embraer...... 53 Magna Exteriors...... 32 Schuler...... 38 Android...... 4 EPA...... 26, 48 Magneti Marelli...... 18 SEA...... 33 Ansys...... 6, 15 Faraday Future...... 4 Magneti Marelli Powertrain India...... 18 Selex ES...... 55 Apple...... 4 FCA...... 51 Mahindra & Mahindra...... 10, 14, 17 ServoControls & Hydraulics India...... 18 ARAI...... 6 Ferrari...... 17 Mahindra Research Valley...... 10 Shell...... 19 ARAI Academy...... 14 Fiat...... 48 Mahle...... 26 Siemens...... 8 Assystem...... 12 Ford...... 28, 32, 48 Maruti Suzuki...... 8, 18 Simulia...... 33 Audi...... 61 Freightliner...... 64 Maserati...... 17 Skogforsk...... 34 Aurora Flight Sciences...... 36 GE ...... 12 MathWorks...... 35 Society of Plastics Engineers...... 32 Automotive Skills Development GE Aviation...... 22 Mercedes-Benz...... 40 SRM University...... 10, 14 Council...... 14 GE Measurement & Control...... 38 Michelin...... 21 Stratasys...... 36 BAE Systems...... 53 General Motors...... 4, 21, 48 Mitsubishi...... 20 Studio Gavari...... 28 BASF...... 32 Geo Technology...... 19 Mobileye...... 60 Sumitomo Metal...... 44 BMW...... 45, 49 Gestamp...... 30 MSC Software...... 35 Surface Generation...... 36 Boeing...... 53 Gillig...... 21 Multimatic...... 29 Suzuki Motor...... 18 Bombardier...... 53 GMC...... 48 National Safety Council...... 33 TAFE...... 10 BorgWarner...... 46 GM Ventures...... 21 Navigant Research...... 21 Tata Motors...... 18, 26 Bosch...... 4, 46 Gordon Murray Design...... 19 Navistar...... 64 TCS...... 12 B.S. Abdur Rahman University...... 16 Guru Nanak Dev Engineering College, New Flyer...... 21 Tech Mahindra...... 17 BYD...... 21 Ludhiana...... 10 Nissan...... 27, 49 Tesla...... 4 Caterpillar...... 6, 15 Harman...... 4 Northrop Grumman...... 55 Textron Aviation...... 22 CFM...... 22 Hindujatech...... 44 Nova Bus...... 21 Thales...... 53 Chevrolet...... 4, 48 Honda...... 30, 50 Oldsmobile...... 45 TTControl...... 25 China Southern Airlines...... 53 Honeywell...... 48 Panasonic Avionics...... 24 TVS...... 12 Chrysler...... 51 HydraForce...... 17 Peugeot...... 17 UCLA...... 31 CIT Engineering Institute...... 12 HydraForce India...... 17 PGW...... 28 University of Brunswick...... 27 Civil Aviation Administration Hyundai...... 47 Pincar...... 17 University of Maryland...... 26 of China...... 53 ICAT...... 8 Pininfarina...... 17 University of Warwick...... 36 College of Engineering, Pune...... 10, 14 IEEE IAS...... 6 Porsche...... 46 U.S. Marines...... 22 Continental...... 4, 48 Infiniti...... 49 Proterra...... 21 Varroc...... 6, 15 Continental Technical Centre India...... 12 Inmarsat...... 24 PSNA College of Engg. & Tech...... 10 Visteon...... 10 Corning...... 28 Insurance Institute for Highway PTC...... 6, 15 VM Motori...... 48 Cummins...... 6, 15 Safety...... 33 Quest Global...... 12 Volkswagen...... 4, 27, 60 Cummins India...... 13 Intelsat...... 24 Ram...... 48 Volvo...... 18 Daimler...... 12 International...... 64 Raytheon...... 31, 55 WalMart...... 25 Dantal Hydraulics...... 18 Jazeera Airways...... 24 Rockwell Collins...... 17, 24 Wind River...... 23 Dassault...... 8 Jeep...... 48 Roush Industries, AVL...... 21 WMG...... 36 DC Design...... 13 John Deere...... 6, 13, 14 Saab...... 45 Yamaha...... 20 Delphi Thermal...... 26 Kalasalingam University...... 10 SABIC...... 27 ZF ...... 4

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MOBILITY ENGINEERING MARCH 2016 63 Q&A

with customers that we’re actively working with [who have] fleets of 200, 300 trucks. This year, probably one of the biggest things coming out “I view the truck is what we call ‘smart routing.’ When your truck throws a almost like an code or throws a set of codes, we’ll know where you’re at, iPhone, in that what the urgency of that repair is, what parts are necessary, it’s got all these and we would actually allow our dealers to offer up their modules on it— services to you. It’s not just about what’s the price going to on your iPhone we call them be but ‘when can I get my truck back,’ because one of your apps,” said trucks is sitting idle. Navistar CIO Terry Kline. What’s the idea behind OnCommand’s open architecture? The 160,000 trucks we’ve got on OnCommand, it’s really important to know that more than 50% of those aren’t our trucks, they are competitors’ trucks. And that’s important for a couple of reasons. One, if you own a fleet of trucks, it’s not Connectivity likely you’re going to own one brand. So we give that fleet owner one place to shop for this type of data, whether they own an International brand, or they own a Freightliner. We’re a core pillar at pretty proud of the fact that we’re open, and we believe we’re unique in that we accept other brands into the solution. Why would we do that? Well, we believe everybody that owns a Navistar truck is a potential future customer, and whether that’s tomorrow at the service department buying parts, or that’s the Navistar announced last year its plans to offer over-the-air next time they buy a new truck. (OTA) reprogramming of engine control modules in 2016 for As you can imagine we’re getting tons of data; it’s like hav- International trucks powered by its N9, N10, and N13 propri- ing 160,000 test trucks on the road. So whenever we have a etary engines. This technology joins the company’s al- ‘what if,’ we generally have a fleet of trucks we can look at to ready-in-service OnCommand Connection tool as part of its study that [scenario]. It’s been invaluable to increase the qual- overall connectivity strategy. OTA reprogramming can be per- ity of our vehicles by looking at these trucks and how they’re formed at the customer’s facility over a secure Wi-Fi connec- performing, or even help customers to understand that the tion. Future advancements include expanding to other soft- way they’re using the truck is not how it was engineered. In ware modules on the truck like transmissions and chassis, ac- the trucking business, trucks are highly customized; they’re cording to Terry Kline, Senior Vice President and Chief highly designed for [specific] applications—a truck built to Information Officer at Navistar Inc. Kline recently spoke with have a cement mixer put on the back is much different than a SAE Magazines about the company’s vehicle connectivity long-haul truck. So maybe people aren’t using these trucks plans and its current solutions. Read the full transcript at the way they were engineered. We’re starting to notice those http://articles.sae.org/14551/. things and we can reach out and help; sometimes it’s as easy as reprogramming the shifting patterns of the truck. What is Navistar’s connected vehicle strategy? It’s one of the core pillars of our corporate strategy to the How does over-the-air reprogramming fit in? Board of Directors; a cornerstone of what we’re investing in It’s another key piece of our strategy, and we believe it’s and moving forward. The connected vehicle strategy is a key unique in the truck space. Obviously people are doing over- enabler to some of the other strategies like “up time,” mean- the-air programming in other spaces—I’m sure you’ve got a ing that the trucks are running and moving down the road. smart phone; it gets programmed over the air all the time. We’ve got OnCommand Connection as one of our corner- But especially in the heavy trucking industry that we play in, stones, and it basically is a diagnostic tool that’s an open sys- we believe we’re first to market...We’ve got it running in our tem, open architecture, that works with and across all the plants right now, reprogramming trucks. We’ve got it in pilot telematics providers…We’ve got about 160,000 vehicles tied at some of our dealers and at some of our big customers. to that system today that we’re reading data from and able to And as you would imagine, we’re using it heavily on our own do everything from health reports to repair maps—given these captured fleet. codes from the truck that means you need these parts, this kind of technician, and this bay capability. Based off these What’s the goal with OTA reprogramming? codes you can drive 1500 more miles but don’t drive 1501. So Engines are first. I view the truck almost like an iPhone, in that we know what’s going to happen to that truck and we’ve it’s got all these modules on it—on your iPhone we call them been able with OCC to take repair and maintenance, which apps. On a truck we call them engine control modules, trans- averages 15 cents a mile according to ATA (American Trucking missions have software, brake systems, etc. We want to get to Associations) and some others, down to 2 to 3 cents by doing where we program and have the ability to reflash all these predictive maintenance, predictive analytics on when things devices that have software on them remotely, wirelessly. need to be done vs. doing them the traditional way; this is Ryan Gehm

64 MARCH 2016 MOBILITY ENGINEERING ME BorgWarner Ad 0316.qxp_Mobility FP 1/28/16 5:17 PM Page 1 ME COMSOL Ad 1215.qxp_Mobility FP 11/4/15 10:49 AM Page 1

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