INTERVIEW: EXCLUSIVE: CONTINENTAL’S TULA DSF TESTED CONNECTED FOCUS ON: FUTURE STARTS SYNTHETIC FUELS HERE

December 2015

MAHLER PITCH PERFECT AT AACHEN COLLOQUIUM 2015

Contents

14 14 Interview 5 Comment Electronics arms race hots up • Rebalancing the The automotive supply chain landscape is undergoing blame game huge transformation. Dr Elmar Dagenhart, chairman of the executive board, Continental AG, explains how his 6 company plans to be right at the forefront News • Firing on all 18 Cover story cylinders - sometimes! Sizing up the down-sizing challenge Exclusive report With the impact of VW’s ‘Dieselgate’ still being felt 18 widely, the Aachen automobile and engine technology • iStream T25 comes Colloquium was particularly pertinent this year. Ian on stream Adcock reports on the most significant technologies and presentations • JLR’s ‘POLAR 3’ concept unveiled 24 Focus: concept review Double coupé coup! • All-plastic engine Automotive Design's Ian Adcock reflects on some of soon to be tested the concept from 2015 that caught his eye 13 28 Focus on synthetic fuels The Columnist Connecting in Fuelling a sustainable future 24 Frankfurt What is the best route for the UK to achieve its Kevin Jost, SAE targeted 80% reduction in greenhouse gas emissions? International Automotive Design weighs up the options Editorial Director 30 Focus on accident recorders No hiding place 34 60 second If vehicles eventually talk to each other and to interview infrastructure stations, as expected, there’s going to Richard S. Chung, be a massive amount of data about traffic and road vice president conditions, writes Terry Costlow industrial design/ 30 craftsmanship, 32 Question time Yangfeng Achieving top grade Automotive Interior Volvo becomes only the third manufacturer to install Systems a Vi-GradeSim to develop its chassis. The company’s vehicle dynamics concept engineer Carl Sandberg reveals the inner workings of VI-DriveSim

December 2015 www.automotivedesign.eu.com 3

Comment

Editor in Chief: Ian Adcock [email protected] Sub Editor: Brian Wall [email protected] Editorial Director: Kevin Jost, SAE International. [email protected] Managing Editor: Jean L. Broge Senior Editor: Lindsay Brooke Associate Editor: Ryan Gehm Custom Electronic Products Editor: Lisa Arrigo Contributing Editors: Kami Buchholz, Stuart Birch, Rebalancing the Jack Yamaguchi, Contributors: Steven Ashley, Dan Carney, Terry Costlow, John Kendall, Bruce Morey, Paul Weissler blame game Art Editors: Martin Cherry, Neil Young Illustrator: Phil Holmes Production Manager: Nicki Mckenna [email protected] Director, Global Sales and Marketing: Scott R. Sward [email protected] Tel: 001 610-399-5279 Circulation Manager: Chris Jones [email protected] The elephant in the room at the Aachen

Advertisement Sales Colloquium (page 20) was, undoubtedly, the Publisher: Joseph T. Pramberger revelations about VAG’s cheat software [email protected] Tel: 001 212-490-3999 ext 5505 affecting some diesel and now, apparently, Belgium, Benelux, Denmark, Finland, France, Ireland, Italy, Netherlands, Norway, Scandinavia, certain petrol engines as well. Spain, Sweden, UK Chris Shaw A good number of senior engineers that Tel: +44 (0) 1270-522130 M: +44 (0) 7983-967471 [email protected] I spoke with, off the record, as well as directors Austria, Czech Republic, Germany, Hungary, at some of the big engineering consultancies, Poland, Switzerland Sven Anacker were unsurprised by the revelations. To them, blame lay not just at [email protected] Tel: +49-202-27169-11 Fax: +49-202-27169-20 VW’s door, but that of bureaucrats who had drafted poor legislation Japan Shigenori Nagatomo and a general media that views the motor industry as the whipping Tel: +81-3-3661-6138 Fax: +81-3-3661-6139 [email protected] post for all the pollution problems that concern us today. USA While suppliers and OEMs are confident that Euro 6.2 with Global Sales Manager: Marcie Hineman [email protected] Tel: 001 724-772-4074 Real Driving Emissions will win the pollution argument, try telling Print Advertising Coordinator: Lori Patterson your neighbour about the emission issues they cause with their [email protected] oil-fired central heating, compared, for instance, to a modern diesel Automotive Design car. They won’t hear of it. Tel: 00 44 (0)1322-221144 Fax: 00 44 (0)1322-221188 And while all of this is going on, there’s yet another scandal that www.automotivedesign.eu.com [email protected] has barely affected European OEMs – so far. The US recall of

ISSN 2043-0299 potentially some 19m vehicles fitted with faulty Takata airbags with Published: February, April, June, August, ammonium nitrate propellant, and alleged “misrepresented and October and December by AD Media Europe manipulated test data”. That last bit sounds familiar, doesn’t it? Hawley Mill, Hawley Road, Dartford, Kent, UK. DA2 7TJ Yet the difference is that the Takata issue has barely rippled the Copyright 2014 AD Media Europe. Annual subscription (6 issues per year) for readers in pages of the European popular media. Effective PR or ignorance? the UK is £45, overseas is £66 and airmail is £86. I suspect the latter, but isn’t it about time the automotive sector, Origination: CC Media Group from the representative bodies to the OEMs and supply chain, Printed in the UK by Pensord Press actually started being more proactive about the huge strides the

Moving on? If you change jobs or your industry has made in strangling pollutants, compared to other company moves, please contact [email protected] to continue industrial sectors and products? receiving your copy of Automotive Design. Elsewhere, Automotive Design was granted exclusive access to Tula’s demonstrator Dynamic Skip Fire cylinder deactivation system (page 6) – and you can also learn what Volvo has in common with Ferrari and on page 32.

Findlay Media is a member of the Periodical Publishers’ Association Ian Adcock, Editor in Chief

December 2015 www.automotivedesign.eu.com 5 News

Firing on all cylinders - well, at least some of the time!

GMC’s 2010 Yukon Denali SUV, with its 6.2-litre on a recent exclusive drive. To recap, DSF high load, or unthrottled, for maximum V8 (313kW and 624Nm), is the very antithesis employs digital signal processing (DSP) to efficiency, resulting in upwards of 20% or even of the direction in which European vehicles are randomly deactivate one or more cylinders in 30% improvement in fuel economy. heading – downsizing with direct injection and real time to fire only the number of combustion Depending on load, it can, like turbocharging – but it is an ideal demonstrator events required to deliver the torque or power conventional cylinder deactivation, cut half the for the Delphi-Tula Dynamic Skip Fire demanded at that moment. This ensures every cylinders, but DSF’s differentiator is that it can technology, as Automotive Design discovered combustion event happens at the optimum fire every 5th or 9th event, depending on load or torque required. It also takes into account cylinder and/or exhaust temperatures, so neither cools excessively, resulting in emission spikes as they are reenergised or the need for a given set of cylinders to be re-ignited, if they have been dormant for any length of time under part load. Mating Tula’s electronic software with Delphi’s De-AC lifters and De-AC rocker arms is key to implementing this for petrol and diesel, as well as any engine configuration or capacity. In this installation, a lost motion lifter is used with an oil control valve; in other systems, it would be a lost motion roller finger follower. As a function of the single stage oil pump, the V8 idles, and launches in first gear, on all cylinders and, although a two-stage or electric oil pump would allow DSF, conventional stop- start might be a more efficient solution. A fascia-mounted digital read-out displays an animation of the V8’s cylinders, depicting which are and aren’t activated. Although there are brief periods when two will function simultaneously for nearly all the time, it is a blur of scattered firings across all eight cylinders. While decelerating or coasting downhill towards traffic lights with no throttle, all eight shut down, during which time a 20% fuel saving was displayed. Despite the Yukon’s body-on-frame structure, there was no discernible feeling of cylinders cutting in or out, achieved by Tula programming the system so it functions outside of the Hertz (Hz) range passengers would find discomforting. There was only a marginal change in intake noise during the switch-over process, but nothing that couldn’t be easily dealt with during a vehicle development programme. Nor was there any delay during either tip-in or lift-off, the process being completely transparent at all engine speeds and loads. Although the Yukon is currently being demonstrated to European OEMs, Delphi and Tula are building a more representative demonstrator, based on a European four-door saloon powered by a 1.8-litre turbocharged GDi engine, that will be commissioned in 2016.

6 www.automotivedesign.eu.com December 2015 News iStream T25 comes on stream

Gordon Murray’s revolutionary iStream T25 city Although the original automated car has taken a further step forward with the manual gearbox has been replaced by unveiling of new partners Shell and Geo Tech, a five-speed Getrag Dual Clutch the aim being to launch a prototype in spring- Transmission (DCT), apart from using summer 2016. a more efficient lubrication, no other Running under the code-name T25S, in modifications have been made to the deference to Shell, the three-seater is a quantum transmission. According to Shell’s technical advance over the original. Working as part of the manager for innovation, Robert Mainwaring, engine development team, Shell is developing budget restrictions meant the team focused on low viscosity engine lubricants typically in the the engine, “although the transmission may be range of 0W-12, and even less, for minimal addressed at a later stage”.” friction loss in the engine. However, this has only Mainwaring is confident the T25S will changes been achieved by working in harmony with the achieve 2.82l/100Kms, but, more importantly, in legislation to engine development team at Geo Tech. that its whole lifecycle running costs over a four- allow rear view cameras to replace door mirrors. Headed by ex-Honda and Ferrari F1 engine year period, including depreciation, will only be However, the big breakthrough in the boss Osamu Goto, Geo Tech has focused on 26p per mile. iStream assembly process is adopting a new reducing mass and internal friction of the base For its part, the Gordon Murray Design team, Toray-developed carbon-fibre technology that Mitsubishi 3-cylinder 660cc, 55kW engine. As led by design director Andy Jones, has honed the allows panels to be moulded in 100 seconds. the T25S weighs only 570Kgs and has a CD original concept. While he concedes that sub 0.3 As these aren’t stress-bearing components figure below 0.3, less engine power is needed, Cd is not ground-breaking, he says that the car’s and are ‘A’ class finished, it allows them to be so it has been de-tuned to 36 kW at 5,500rpm bluff front, tall aspect and overall short length fitted at the end of the car’s production run, and 55Nm at 4,000rpm; although there are hints mitigate against achieving a better drag making assembly of the interior and installation at a ‘unique’ torque curve. coefficient. However, relocating the radiators of awkward items, such as seats and instrument Central to the engine development has been from behind the front bumper to the rear heel panels, easier, without the risk of damaging the liberal use of Diamond Like Carbon (DLC) coating board has delivered genuine aerodynamic gains, bodywork. “OEMs now see this assembly to the pistons, pins and tappets. Amongst other as well as improved engine cooling and heat process as a realistic means of producing limited modifications that were included: 30% shorter dissipation. edition: 50,000- 60,000 cars a year.” piston skirt, two instead of three pistons rings, The plan view of the T25S is now more He admitted to GMD having signed up two ‘beehive’ variable rate valve springs and finally ‘waisted’ than the original; it has a covered-in OEMs, but refused to be drawn on when any 9% longer con rods. under floor and will benefit from upcoming iStream products might reach the market. JLR’s ‘POLAR 3’ concept looks chillingly good

Jaguar is developing a new eight- gear for the environment, with additional control ‘damp’, where the cooling flow is variable, ensure speed dual clutch transmission (DCT) with two features. Modelling predicts a much greater that extreme off-road manoeuvres can be reverse ratios for its Land Rover off-road vehicles. capability than a normal range DCT could maintained, with drag levels significantly reduced Codenamed ‘POLAR 3’, the concept’s wide ratio achieve within the performance limits of a clutch. from a continuously wet design. spread of just over 17 between the top and The two reverse ratios come naturally from POLAR 3 has the ability to work with Land lowest ratios – 20 is theoretically possible – the architecture layout, but designing these for Rover’s Terrain Response. The extra control the means drivers wouldn’t have to master changing a low reverse ratio to suit Land Rover off-road clutch pack gives adds a greater degree of between high-and low-ratios while on the move. loading and towing requirements means it can control to the transmission, coupled to the ability “POLAR 3 enables seamless entry to the correct meet all customer requirements, while the higher to select the right ratio for the situation. For gear for any environment,” claims a spokesman reverse ratio is designed for normal usage. example, the distance and speed profiles can be for JLR’s Powertrain Research team. As the transmission technology gives access directly controlled, instead of having to factor in Feasibility studies on a pure manual to such a significant ratio spread, ‘POLAR 3’ can the torque converter characteristic and using the transmission began in 2010, with the upgrade to actually generate the output torque requirements brakes. Matched with the low range, this allows a DCT starting in June 2013. JLR is working with for the most extreme off-road events, says JLR, precise vehicle control, which, in turn, means Drive Systems Design for the manual and Ricardo without challenging the torque capacity of current Land Rover can further refine the features of its for the DCT, although no partner for the ‘boxes four cylinder petrol engines. The unit displayed in current terrain response and other technologies. industrialisation has yet been announced. POLAR Aachen is designed for a 600Nm diesel, but, as Although principally designed for all-wheel 3’s gear train layout offers many potential a research property, this was deliberately over- drive, the flexibility of ratios means that a similar advantages, most notably the wide ratio spread in designed so functionality could be demonstrated layout can be used on rear-wheel drive, with the one unit, as it can cover the range normally without concern for durability. Further design potential to modularly remove certain parts, such associated with both the low and high range of a studies are looking at optimising weight and as the front drive, while the concept lends itself to Land Rover, improving its leading off-road packaging. Currently, wet clutches are used, but both hybridisation incorporating an electric motor attributes with seamless access to the correct the developments in this field around ‘moist’ or and ‘sailing’ capability.

December 2015 www.automotivedesign.eu.com 7 News

All-plastic engine soon to be tested

Solvay is taking a leadership role in the development of the Polimotor 2 that by 2020 the first cylinder housings manufactured from all-plastic automotive engine to be tested in a race car next year, polymer composite materials will be introduced into demonstrating the company’s advanced specialty polymer technologies in passenger car engines, replacing the aluminium light-weighting through metal replacement. components currently in use. The collaborative project will ultimately set the stage for innovative SBHPP's research has proven breakthroughs in future vehicles. Automotive engines are typically the that glass fibre reinforced single heaviest part in a car. Polimotor 2 aims to develop an engine phenolic cylinder housings weighing 63-67 kgs; or about 41 kgs less than today’s standard manufactured using the production engine. injection moulding process “The Polimotor project is yet another pioneering opportunity for Solvay deliver the same performance as Specialty Polymers to bring its innovations to the forefront and to expand die cast aluminium components, but its lightweighting offerings," said Augusto Di Donfrancesco, president of offer a significant weight reduction, Solvay’s Specialty Polymers Global Business Unit. lower engine noise and reduced heat “Through this partnership, we will further challenge our boundaries, radiation. Weight reduction is a primary showing all the more that our high-performance polymers are solutions in objective for automotive reducing weight and lowering fuel consumption, and that they are a key manufacturers under increasing contributor in diminishing CO2 emissions.” pressure to improve fuel economy and In Polimotor 2, Solvay will replace up to 10 metal engine components reduce emissions. – including the water pump, oil pump, water inlet/outlet, throttle body, fuel In addition, lifecycle assessments rail, cam sprockets and others – with parts made from seven of its high- demonstrate that the environmental impact performing thermoplastic materials. of phenolic composite components over their The Polimotor 2 four-cylinder, double-overhead cam engine will entire lifetime is lower than that of aluminium ultimately be installed in a Norma M-20 in 2016 for racing at alternatives. Lime Rock Park, Connecticut, USA. Solvay contributed a major role towards “In 3-5 years’ time, composite cylinder housings will the success of the first Polimotor engine, conceived by US engineer Matti be a reality,” said Hendrik De Keyser, SBHPP’s marketing Holtzberg in the early 1980s. and technology officer. “We believe this composites technology In a second development, SBHPP High Performance Plastics predicts will first be adopted in small engines up to 1.6 litres. Implementation in ZF TRW enhances Electronic Stability Control system

ZF TRW has further enhanced the capabilities can therefore host considerably more software. of its Electronic Stability Control system. In Launching later this year with a major addition to its wide range of advanced European OEM, the ESC module will host the braking functionality, the technology control algorithms for an advanced automated can act as a ‘black-box’ integration driving function. Also, it provides the hub – hosting software integration platform for enhanced chassis algorithms to control actuators – for example, the centre automated driving, safety, clutch, rear axle steering, chassis and drivetrain electric park brake and functions. drivetrain – helping to Manfred achieve the maximum Meyer, global vice comfort and sophisticated president, ZF TRW control of all vehicle braking engineering, said: dynamics. Meyer continued: “The fitment of advanced safety “Our ESC provides a powerful and automated driving functions is execution platform for third demanding a whole new level of party software components and software integration within the vehicle. We algorithms, with the most need to consider clever ways, in terms of demanding safety integrity levels where and how we host the increasing number electronic architecture.” (ASIL-D) combined with the very latest of functions. Utilising central ‘processing hubs’ ZF TRW has developed its advanced six industry software standard (Autosar). – such as our ESC - is key and can help to piston premium ESC technology (EBC 460), “It can enable a wide range of enhanced reduce the amount of physical ECUs in the which now offers one of the most powerful vehicle functionality far beyond the scope of vehicle environment, as well as simplify microcontrollers in the automotive industry and typical ESC systems.”

8 www.automotivedesign.eu.com December 2015 higher performance and higher displacement engines will follow.” SBHPP has been developing thermoset composite parts for the automotive industry for more than 20 years. Recent work has involved a cooperation with the Fraunhofer Project Group – New Drive Systems, in Karlsruhe, Germany, during which SBHPP manufactured a proof of concept composite cylinder casing for a single-cylinder 650 cc engine. A 55% glass fibre reinforced phenolic was used, in combination with integrated metal inserts and a metal cylinder liner. The optimised injection moulding process developed resulted in a cycle time of 90 seconds. Compared with an aluminium part, the composite casing delivers a weight reduction of up to 20%, with manufacturing costs approximately 10% lower for a production run of anywhere up to 30,000 parts a year. For higher production volumes, this cost reduction becomes even more significant. Acoustic tests confirmed a significant noise reduction for the composite cylinder casing, compared with the aluminium reference part. In addition to that, thermal tests verified reduced heat radiation from the composite part to the surrounding environment. Thermosensors mounted on the exhaust, drive and inlet side of the composite part showed a significantly lower temperature than sensors on the aluminium component. SBHPP is now planning to work with engine suppliers and automotive OEMs to take this concept to market. It also plans to develop a more complex multi-cylinder composite-based engine, with the ultimate aim of introducing an all-composite engine. This is envisioned in the virtual engine concept, a small, scalable engine architecture with two-, three-, or four- cylinders using SBHPP compounds and composite materials. This engine is designed for use as primary engine for passenger cars or as a range extender for electric vehicles. Silent Core cuts drive-by noise

Quieter tyres that minimise distraction noise and in-cabin drone have been developed by Falken Tyre. While cars are getting quieter, tyres can still generate a notable amount of drive-by noise. Air inside the cavity vibrates and resonates, causing vibrations and sound to be transmitted through the vehicle into the cabin. Falken Tyre, together with its parent company Sumitomo Rubber Industries (SRI), has developed a patented solution called Silent Core, which reduces noise, thanks to a layer of innovative ether-polyurethane foam material applied to the inside of the tyre carcass. Absorbing sound, the double- humped foam layer can achieve drive-by noise reductions of up to 10dBA, compared to standard tyres, and can also decrease cabin noise by up to 4dBA. Testing to date has shown that tyre performance is unaffected, with Silent Core lasting the tyre’s lifetime. Silent Core is currently undergoing a pilot phase with an automotive manufacturer.

December 2015 News

News in brief Stahl’s centre of excellence

ASDEC honours springs into action The University of Leicester’s Advanced Structural Dynamics Evaluation Centre Stahl’s new automotive centre of excellence (ASDEC) has been recognised as making in Waalwijk, the Netherlands, focuses on the most important contribution to UK developing high-performing and sustainable business of any research commercialisation solutions for car interiors, varying from smart or knowledge exchange activity in 2015. surfaces that change with temperature to The facility consists of a laser special haptics for a pleasant touch. vibrometry test rig, which is unique in the The centre is equipped with state-of-the- UK and one of only three in the world that art machinery to cater to the needs of the are commercially available. automotive industry: there is a unique coating, ASDEC employs the newest and most lacquering and printing line, including a full effective way of measuring vibration, laser scale vacuum forming machine to produce full for – technologies reducing the interior’s weight Doppler vibrometry (LDV). This depends door panel skins. Also, it has two unique squeak by using lightweight leather or solutions for on very accurate measurement of the and rattle testing machines for seating and trim problems that cause frustration among deflection of laser beams as they strike a materials, and weather strips. consumers, like scuff marks and stains on vibrating object. The reflected laser reveals “Due to our thorough in-house testing, we seat material or squeaking and rattling seats,” the deflection of the target. Reducing are able to develop the new technologies and explained Stefan Buri, global marketing director vibration is the aim of design engineers state-of-the-art products our clients are looking automotive. across multiple industries, a goal often obstructed by the difficulty of obtaining good measures of vibration as it happens. First thermoplastic oil tank Series of firsts The electromechanical camshaft phasing for dry sump engines unit developed and produced by Schaeffler is about to be used for the first time in By optimising the available space, volume production in a series of Japanese different functions could be engines. The use of electromechanical integrated: apart from storing oil, it phasing units, instead of the current deals with crankcase ventilation, standard hydraulic systems, allows the including oil separation; allows the camshaft to adjust more quickly and filling and changing of oil, as well accurately to the prevailing engine as controlling its level and quality; operating conditions. This reduces and slows down and filters the consumption and harmful emissions, while incoming oil. simultaneously increasing comfort during The Ultramid used is oil and stop/start operation. corrosion resistant, and thermally stable up to 180°C (for short Theta-FiberCell covers periods, even up to 240°C). It also To support OEMs in reducing vehicle contributes to vibration and emissions and noise, Autoneum has The world's first thermoplastic oil tank for dry acoustic behaviour, because of its high damping extended its broad range of lightweight sump engines has been developed by Hummel- and stiffness, and is quieter than metal and noise-reducing components to include Formen. The reservoir weighs around 2.6kg versions. PA66 also withstands the required multifunctional engine covers made of and is made from Ultramid A3WG7, a BASF burst pressures. Theta-FiberCell. Compared with polyamide 66 with 35% glass fibre As well as being lighter, quieter and more conventional plastic engine covers, those reinforcement resistant to oil and thermal aging. compact, it can be fitted in the middle of the made of Theta-FiberCell are more than The tank is 59% lighter than previous steel or engine compartment, below the fender. The 50% lighter, equivalent to a weight aluminium constructions and has refined internal structure, with various elements reduction of up to 1Kgs per vehicle. At the an improved, multi-functional oil separation and functions for the integrated oil separation, same time, they absorb engine noise system integrated into the tank installed in the would not have been possible with metal. contributing to improved acoustics in the new Mercedes-AMG GT. Since the Mercedes-AMG GT was also passenger compartment and enhanced The oil reservoir has an ingenious developed for the race track, it requires dry driver comfort. Theta-FiberCell can geometry, comprising 10 different, injection- sump lubrication. As such the tank is configured withstand temperatures of up to 200°C and moulded polyamide parts, joined together with so that the pressure oil pump is always able to is highly resistant to engine vibrations. 13 further elements like sensors, sieves, covers reliably suck in oil, even in extreme driving and screws to form one component – effected situations while cornering at high speed or by vibration welding and snap-in mechanisms. heavy braking.

10 www.automotivedesign.eu.com December 2015 News

Simulator partnership ensures the human touch

MTS Systems Corporation has engaged UK effect of every surface change at the contact simulator software specialist rFpro for its new patch of individual tyres can be experienced. vehicle driving simulator (VDS). rFpro’s low According to MTS, the unprecedented speed latency and high bandwidth technology, of rFpro’s audio and visual cueing is a key combined with its high definition road modelling, contributor to overall system performance. provides the engineering quality and immersion “In order to bring to market the next for realistic evaluation and testing by a human generation of dynamic platform performance, driver of ADAS (Advanced Driver Assistance we required software that was equally capable,” Systems) and vehicle dynamics. said Professor Mark Gillan, director – MTS MTS’ new, state-of-the-art lightweight Dymola, SIMPACK, CarMaker and CarSim, and Motorsports Technology Group. all-electric simulator, combined with rFpro’s extends the reach of real-time ‘driver-in-the- “With rFpro, we found a proven solution with software, offers a cost-effective, turnkey solution loop’ simulators into key areas of active safety, low latency, high bandwidth and exceptionally for vehicle manufacturers and tier one suppliers vehicle dynamics and autonomous testing.” high definition graphics, essential for closing the to re-introduce a human test driver into the One option available with the MTS VDS is loop through the driver quickly and providing the model-based engineering process. mechanical hardware-in-the-loop (mHIL), which necessary realism.” “The availability of a turnkey driving runs physical systems alongside virtual models Traditional driving simulators typically simulator solution with cutting-edge dynamic in real time. This allows a human driver to introduce latency of between 100 and 250 msec. performance from a leading global supplier is a evaluate steering system feel, or the ride and The combination of stiff, lightweight, all-electric game-changer for vehicle development,” said handling behaviour of different dampers, long platform hardware and rFpro software delivers rFpro’s technical director Chris Hoyle. “It offers before a prototype vehicle exists. Used in the virtual testing experience faster than the customers a low-risk system fully compatible combination with the library of worldwide road threshold at which humans can perceive latency with existing vehicle modelling tools, such as surface models in rFpro’s Terrain Server tool, the for the audio, visual, haptic and vestibular cues.

Castrol behind “most significant Tata Steel expands hot-dip oil change innovation” ever galvanised coatings range

Castrol has launched Nexcel, which it describes as “a new revolutionary Tata Steel has expanded its range of MagiZinc hot-dip galvanised coatings technology that marks the most significant oil change innovation in with a Full Finish variant. As a result, the benefits of the zinc-magnesium automotive history”, in the Vulcan track car. Road cars coatings – such as considerably higher corrosion protection and improved fitted with Nexcel are expected to go into production within five years. press shop performance, with less downtime – are now also available for The system is said to offer manufacturers and drivers three key automotive outer panels benefits in performance, servicing and sustainability: Complex-shaped outer panels, such as bonnets, doors, body sides, • Castrol has demonstrated that Nexcel delivers a reduction in carbon fenders and tailgates, are parts where the benefits are particularly dioxide (CO2) emissions on modern engines. Moreover, the technology noticeable. MagiZinc Auto’s 25% lower zinc abrasion significantly reduces paves the way for a new generation of precision-engineered engine oils zinc adhesion, as well as tool pollution, extending press operating time by delivering further engine performance and CO2 benefits 30 %. Previously, the processing of zinc-coated parts had to be frequently • Nexcel makes the oil change quick and clean for workshops, interrupted for tool cleaning and maintenance to ensure the desired high allowing them to offer more flexible and convenient service options quality level. Corrosion protection provided by MagiZinc Auto is twice that to customers of conventional zinc coatings and has excellent resistance to stone • Oil cells are collected after use, avoiding wastage of old oil, which chipping, enabling a reduction in coating thickness. can be refined back into high quality lubricant. These benefits make Tata Steel’s innovative coating of zinc alloyed Nexcel has been tested on a range of engines, from small city cars with magnesium and aluminium a cost-effective and sustainable to high-powered racing engines in the most extreme of conditions.It alternative to conventional steels. functioned smoothly, even under severe braking of up to 1.8G, the Tata Steel is currently working on combining MagiZinc with its equivalent of a vehicle optimised steel surface technology Serica. Along with the benefits of the travelling at 100km/h innovative zinc-magnesium coating, stopping dead in 1.6 this combination will enable vehicle seconds. Additionally, the manufacturers to improve the paint system oil flow has been appearance of their outer panels tested at up to 600 litres and lower their costs. Serica is a minute – that is between notable for a guaranteed low 10 and 20 times greater waviness of less than 0.40 μm at than would be seen in a 5% strain after forming and was conventional passenger car specially developed to achieve an engine. outstanding paint appearance for outer panels.

December 2015 www.automotivedesign.eu.com 11 News

Federal-Mogul GKN Driveline has developed a new family of lightweight constant velocity (CV) joint systems that enable rear-wheel drive platforms to save more than 4kg of weight. Powertrain eliminates The new VL3 CV joint increases torque capacity by up to 27%, with no increase in packaging sealing challenge size. Available in four sizes, the VL3-33ISM variant now has a torque capacity of 3300Nm in a package previously capable of delivering only 2600Nm. The VL3 CV joint system Federal-Mogul Powertrain has overcome an can also maintain performance, while reducing package size by increasingly common sealing challenge on approximately 7%. Overall, the sideshaft system offers turbocharger outlet flanges where the gasket weight reduction of up to 4.2kg per vehicle set. comprises multiple layers by developing a With a plunging distance of 18mm, the VL3 new manufacturing process that eliminates can be used for a rear constant velocity the sealing issues that can occur when sideshaft for medium working angles, with welding dissimilar materials. “There is a low axial forces and minimum backlash. It known product quality challenge arising from uses a Monobloc Tubular Shaft and Face the use of turbocharger gaskets made from Spline connection to the wheel hub to a number of layers,” explained Thorsten achieve significant packaging and weight Schäfer, global engineering manager rigid advantages, as well as noise, vibration and heat shields, Federal-Mogul Powertrain. harshness (NVH) behaviour benefits. “When stainless steel and aluminium- coated steel are welded together, a reaction can occur that compromises sealing integrity in the finished part. A recent design optimisation opened the door for this new Johnson Controls invests in welding manufacturing process, thereby eliminating the issue.” new vibration test system The turbocharger outlet flange gasket comprises a thick steel distance layer that is Johnson Controls has expanded its test automotive seats in the world." With a aluminium-coated for corrosion resistance capabilities in Burscheid, Germany, with a new maximum frequency of 200Hz, the test system and to reflect heat, sealed on both sides by hydraulic high-frequency vibration test system, shakes test specimens for several days, pushing functional stainless steel layers, each with investing around €2million in the system. complete automotive seats or individual a sealing bead. To avoid handling multiple Equipped with six axis, the state-of-the-art components and modules to simulate the entire separate parts, all three layers are welded system enables comprehensive comfort and lifecycle of seats over a driving distance of together, but this can create issues with durability tests – over a driving distance of around 100,000 km (62,000 miles) sealing uniformity, with the aluminium coating 100,000 km (62,000 miles). Installation in a The shaker also enables comfort checks reacting during welding, creating bubbles that special climate chamber allows the simulation with lower motion frequencies. Live test subjects generate high spots on the sealing face, of different weather conditions. literally ‘take a seat’ in the system for this and leading to variations in contact pressure. “With its range of high-performance provide their subjective impressions of the test Federal-Mogul Powertrain’s solution is to functions, the new shaker is unique in the seat, while sensors collect further objective data. have three holes blanked out of the distance automotive supplier industry,” maintained This enables an exact determination of whether layer and three dimples created in both of the Dr Detlef Juerss, group vice president and cushioning is comfortable or not, and how the sealing layers. This ensures accurate location general manager product group seating overall ‘feel’ is experienced. of the separate components, allowing the components at Johnson Controls. To complete climate tests, the new six-axis functional outer layers to be spot-welded to "The 200Hz system is a milestone in our shaker has been installed in a chamber that each other directly through the dimples, development and quality assurance, and can simulate temperatures anywhare between without affecting the material in the distance underlines our goal of manufacturing the best -40°C and +100°C. layer, uniting the whole assembly. Federal-Mogul Powertrain believes it will also be equally effective for many other applications where functional gasket layers are combined with a coated distance layer or heat shield, on both petrol and diesel engines.

12 www.automotivedesign.eu.com December 2015 Kevin Jost, The Columnist SAE International Editorial Director

Connecting in Frankfurt S eptember saw the biennial horizon technology will make Aggregation and analysis of the IAA (Frankfurt Motor Show) rise to automated driving safer and hybrid data provided from various sources new heights, with 219 world vehicles will know when to convert is performed by a scalable backend premieres and 1103 exhibitors from braking energy into electricity to platform created in cooperation 39 countries. extend their range. with IBM. A significant show within the The technology can also The new ZF/TRW combination show addressed the megatrend of regulate particulate filter exhibited its first joint development connectivity with the theme, regeneration, based on route data. effort in the all-electric and ‘Mobility Connects’. The dedicated The electronic horizon’s navigation connected ZF Advanced Urban exhibit called New Mobility World software will know that an urban Vehicle, which has semi-automated held over 180 exhibitors, and 46 area is approaching and could functions intended to enhance production and prototype cars. charge its battery in preparation to comfort/convenience, safety and According to the VDA, one pass through a full-electric, zero- efficiency. Its PreVision Cloud quarter of all new cars have an emissions zone. Assist function, like the other two Internet connection and, two years Continental showed a test companies’ offerings, provides from now, the figure will be 80%. vehicle with adaptive cruise control, Internet connectivity to aid The German automotive industry combined with elements of its maximum range and driving safety alone will invest €16-18 billion over similarly themed dynamic eHorizon by storing data in the cloud on the next 3-4 years in connected technology. The Connected vehicle position, current speed, and and automated driving R&D. Enhanced Cruise Control test lateral and longitudinal The large German suppliers, vehicle combines the accuracy of acceleration. If the driver follows Bosch, Continental and ZF, among road maps and vehicle sensor data the same route again, the others, demonstrated how on such things as lane-keeping, assistance function can throttle connectivity and automation can routing, curve radius, road slope back torque early on before vastly improve road safety and and traffic congestion. entering the bend, without passenger convenience in the It effectively enables the vehicle mechanical braking. future. Bosch exhibited connected to ‘see’ around corners. Keen to establish recurring car technology that can see after-sale revenue streams, all ahead—farther than any sensor, major automotive OEMs and their and with much more up-to-date supplier partners are investing in information than any map—to connected-car programmes. navigate around traffic jams, accidents and construction zones. The company says its electronic [email protected]

December 2015 www.automotivedesign.eu.com 13 Automotive Design Interview Electronics arms race heats up The automotive supply chain landscape is undergoing a massive transformation. Dr Elmar Dagenhart, chairman of the executive board, Continental AG, tells Ian Adcock how his company plans to be right at the forefront

ontinental’s €600 million have more requests from customers to start-up in Silicon Valley taking care acquisition of Elektrobit’s carry out systems integration work of intelligent transport systems; it’s a Oyj’s automotive division, than we can handle ourselves. new business model for us selling together with its 1,900 “We will continue to grow software without hardware. We hired software engineers, was organically, but about a year ago we a top manager from Google and, by Cconfirmation, if any were needed, that realised it would take too long to build the end of next year, our target is to the supply chain landscape is up those capabilities and capacities to have about 200 employees and be undergoing seismic changes. Clearly, fulfil all our customer requirements. So generating profit in the next few as the big players battle for dominance we then tried to do a step-change to years. Is it good enough to let this in a sector where electronics and acquire a software company. Elektrobit group grow organically or do we have software in vehicles, along with the is a highly specialised software to give more support with merger and ability of cars to connect with integrator, working with acquisitions also? Time will tell.” smart ‘phones and other other manufacturers Degenhart claims that Continental portable communication is one of the few tier ones that “can devices, this is rapidly play the systems portfolio from left to becoming a new business the right. There is Denso, Bosch, model. ourselves and ZF, with its acquisition Add to that sophisticated of TRW, is trying to enter the same car-to-car and car-to- level. But I would like to say that, infrastructure communications and the advent, albeit some decades off, of autonomous driving, and the old business model of tier ones supplying OEMS with oily bits suddenly begins to look arcane. The Continental purchase also and suppliers. included Elektrobit’s 51% stake in a We believe we joint venture with AG, which can create a lot of includes products like head-up synergy in the next displays (HUD), voice-recognition and five years by letting our on-board entertainment systems. divisions work with Elektrobit more “We need to have systems intensively than in the past,” he states. integration capability; at the end of the with regard to the completeness of day, we’re talking about software THE RACE IS ON the portfolio between these three or competence that Elektrobit is focused It is clear from what he then adds that four and the next companies, there’s on,” says Dr Elmar Dagenhart, the Hannover-based tier one is a chasm.” chairman of the executive board, determined not to be left behind in Backed up by a Frost & Sullivan Continental AG. “At the moment, we the electronics arms race. “We have a report identifying the product

14 www.automotivedesign.eu.com December 2015 Dr Elmar Dagenhart CV

Born January 29, 1959, Dossenheim, Germany. 1979-1987: Air and space technology at the University of Stuttgart Diploma: 'Diplom-Ingenieur'. 1992 Ph.D: Thesis on mechanical engineering in clean room technology, employed at the Fraunhofer-Institute for manufacturing engineering and automation IPA. Head of department handling and industrial robot systems. 1993-1998: ITT Automotive Europe GmbH director operations brake systems North America. 1998-2003: Continental AG executive vice president electronic brake systems. Member of the management board of Continental Teves AG & Co. HG 2004-2005: Robert Bosch GmbH president chassis systems. 2005-2008: Keiper Recaro Group chief executive officer. 2008-2009: Schaeffler Group Automotive president. Since August 12, 2009: Continental AG, chairman of the executive board, additionally responsible for corporate communications, corporate quality and environment, Continental business systems, automotive central functions.

December 2015 www.automotivedesign.eu.com 15 greatly extended, so the energy of the cell would have to be tremendously enhanced with a range of 500- 600kms. Secondly, the cost would have to come down significantly. Currently, we operate at a range of about €350-400 per Kw/h, so that would have to come down to €100; we need an infrastructure to provide charging stations in a way that would Continental's product portfolio be convenient for the drivers. If you includes advanced, lightweight turbo systems for MINI have to do this on a dark winter’s night, the vehicle is dirty, you have to segments that will grow most rapidly MEGA-TRENDS in the next five years and comparing Continental, which spends about Continental’s portfolio with its major €2billion – or 6% of sales – a year on rivals, Degenhart says the analysts research and development has, concluded that Continental is in the reveals Degenhart, identified three leading position with “no white mega-trends that all five divisions will spaces”, compared to its rivals. contribute towards. “Efficiency is “That’s why we believe we can important. If we don’t get the vehicles outperform the industry, in terms of cleaner, we will kill the planet, so it’s a growth. The average growth rate of joint obligation between our customers the market will be 2-3% to 2020. and suppliers to focus on that.” “If you take €34.5billion sales last Continental is focused on both year and assume that we will achieve petrol and diesel with turbo charging, our target of €50billion by 2020, then management and hybrid systems. And extract the automotive sector as part although he forecasts that the relative of that €50billion, you conclude that share of internal combustion engines plug into a connector somewhere in we outperform the market by 4%,” will decrease in the future, the absolute your house – that isn’t convenient. he continues. number will increase over the next We need contactless charging “This growth and our performance 15-20 years. technology… these things will take is not only by volume, but especially “The only game-changer to alter time.” by innovative technology that allows this scenario in the next 5-10 years is if us to bring more value into the vehicle somebody arrives with a battery cell PREVENTING FATALITIES – innovation is of no value, if you that fulfils some strange requirements: With more than a million annual road can’t industrialise it.” First, the range would have to be fatalities and more than 15 million injuries yearly, safety – unsurprisingly – is Degenhart’s second mega trend. “We’ve only had the technology available for a couple of years to prevent fatalities completely. It’s our obligation to industrialise these and make them affordable not just for luxury cars, but also small ones; what we call ‘Vision Zero’.” Finally, there is information management and connectivity. “We have to bring the Internet into the car and connect the vehicles to the Curved Organic Light Emitting infrastructure for safety, comfort and Diode instruments displays are connectivity.” However, as he warns, lighter and more efficient customer acceptance and a

16 www.automotivedesign.eu.com December 2015 Automotive Design Interview

willingness to pay for these new for about 30 minutes a day. The It depends on what you’re talking technologies differ. Internet industry judges its earning about. We’re open for collaborations “Safety and information power at about $2 an hour, so that with the Internet industries, as long as management is consumer driven. We makes a market of roughly $3billion they aren’t starting to compete with us know from surveys that buyers are per day; most people use the Internet on our home turf. willing to spend money, if it can be at work and privately. The biggest “The collaboration and intention of proved that safety is enhanced and white spot left is vehicles. the Internet industry is not black and information management can be white, and we will see business areas brought into vehicles, whereas BILLION-PLUS VEHICLES where co-operation makes sense and efficiency is purely driven by “With more than a billion vehicles on others where it definitely wouldn’t be in regulations and drivers aren’t really the road, we know the average driving our interest.” willing to spend more for hybrid time is about an hour, giving a In summing up, Degenhart says, technology. From their standpoint, it theoretical potential of a billion user that while his company has to support hours. That’s a huge interest for the all three megatrends in parallel, there’s From next year,legislation will IT industry.” Even if you make a more a second challenge. “Fifty years ago, change, allowing door and rear-view conservative estimate of upwards of our customers used to roll out new mirrors to be replaced by cameras 200 million user hours a day, it’s still models step by step over a 12-15- and high-definition screens a massive market and it will be a month period. New models now have fascinating process to see who profits to be rolled out in 3-6 months from it: the providers, OEMs or the worldwide, which is a huge logistics supply chain. challenge for them and us, because “If the Internet companies are it’s no longer accepted that safety only interested in providing services, technology is introduced at the top that might go against the interest of and then takes 5-7 years to cascade our customers, depending on the down to smaller cars. It has to be done data being harvested, as some in a shorter time frame, especially if it’s OEMs might take issue with that. safety relevant. That means They don’t want to give away the requirements with regard to scalability doesn’t enhance the vehicle’s functionality.” Intelligent transport solutions provide Continental with a “rich opportunity” to expand the business beyond delivering hardware to entering the service sector with software as a business model, “and that means licences,” he points out. There’s a need, according to Continental's vision of the future, with the car connected seamlessly to the world at large Degenhart, to distinguish between services that make cars more attractive – ie, bringing the Internet data generated by the vehicle itself. exist from the first day of and other links that are available on That is their core business; they development.” portable devices into cars and traffic want to stay in control of that. When Continental AG acquired management to prevent delays. “If you’re talking about data Siemens VDO Automotive AG, many Enabling this will be autonomous generated by the driver, this is different predicted a severe bout of indigestion driving, in the long run, but before then again. But when you’re talking about at the very least and, for a while, as both the supply chain and the OEMs services that come as a benefit to the the global economy wobbled and the will have to negotiate financial vehicle behaviour or the driving automotive industry headed into agreements with the Googles of this situation, our OEM customers might a downturn, it seemed that would world as to who owns or earns from also want to be a service provider indeed be the case. But the business this increase in connectivity. there,” he points out. has pulled through and, seemingly, “Today, there are some 3billion “We believe this might be a is now in rude health and set to Internet users around the world online business opportunity for the suppliers. challenge the global leaders.

December 2015 www.automotivedesign.eu.com 17 With VW’s ‘Dieselgate’ reverberating in everyone’s minds, this year’s Aachen automobile and engine technology Colloquium was particularly pertinent. Ian Adcock reports on the most significant technologies and presentations SIZING UP THE ‘DOWN-SIZING’ CHALLENGE

hile many OEMs level of downsizing increases, the some seven years ago and has since prefer to call it relative sizes of the bearings have to been subjected to ongoing ‘right-sizing’ – for be enlarged to cope with the higher development to reduce frictional Winstance, Porsche’s specific output of the engine, resulting losses, part-load management to description of its in increased engine friction on brake push the technological boundaries. new three-litre flat-six – ‘down-sizing’ specific fuel consumption (BSFC). As It has an unusual configuration for is very much seen as an enabler that a result, the estimated effect of CO2 a 1.2-litre down-sized engine, with an will allow petrol engines particularly to reduction for the ‘friction corrected’ meet future emission levels, without case peaks at around 75% compromising power and downsizing. Engine detonation has to performance. be mitigated as well, by reducing However, as Dr, Mike Bassett, compression ratio, but that‘s head of Mahle’s hybrid product group, detrimental to part load fuel explains, making the engine smaller in economy.” itself isn’t the universal cure many To get beyond current state-of- think it to be, as it brings its own the-art gasoline engines, 120kW/l and limitations and demands. 24bar BMEP multi-stage charging “As we step down in size, the systems are required, says Bassett. specific power output and brake Mahle’s target was 160kW/l and 32 Aeristech’s water-cooled mean effective pressure (BMEP) bar BMEP. “It’s close to where optimal 48v eSupercharger required to maintain equivalent downsizing lies and is relatively easy runs at performance to that of the original to achieve.” 120,000rpm. engine increases drastically. As the The original engine was developed

18 www.automotivedesign.eu.com December 2015 Cover story

vehicle running with the engine by the end of 2016.

VCR SPARKS STRONG REACTION FEV revealed that its variable compression ratio (VCR) con rod, first seen 12 months ago, is now undergoing extensive trials in diesel engines, as well as spark ignition. Far more radical was IAV’s take on VCR, whereby the cylinder head moves vertically to vary the compression ratio using a combination of eccentric cams on either side of the block and the CR itself to move the head. For IAV this is “only one solution as to how we can manage this”, explains Axel Seiffert, responsible for broaden the mass flow the company’s diesel engine concept operating map of the electrical development. “Our main idea was device. However, in order to how can we get from 80kW/l to 110 preserve the eSupercharger, and one solution is VCR.” they had it located upstream in The rather complex solution was this application. arrived at to provide engine stability, On the test bench, the engine has without affecting the connecting rods delivered 193kW and 33Bar BMEP and piston movement, to minimise over a broad speed range and 90% friction in the moving components. maximum torque in 1.2 secs. “We only move the mono head, Mahle plans to have a prototype which includes the cylinder liner and

83mm bore and 73.9mm stroke for Dynamic downsizing for gasoline engines good fuelling around the valves, injector and spark plug for good BMEP (bar) kW/l knock resistant, states Bassett, with 355 9.3:1 CR; using a single stage turbo, it Engine testing 180 produces 120kW and 30bar from status 300 170 1,600 to 4,000rpm. Performance 160 However, to achieve 160kW/l high 150 255 boost pressure over a wide operating Current status 140 range with good transient response of project: 130 120 from any engine speed. Mahle chose 200 Maximum power: 110 Aeristech’s 48v eSupercharger, 193kW (259 bhp) 100 running at 120,000rpm, water cooled 161kW/l (216bhp/l) 155 90 it uses permanent magnet and 80 Maximum torque: 70 greased for life bearings. One benefit 313Nm at 2000rpm Single turbo 120kW (100kW/l) 100 60 of this system is that it can run 33 bar bmep Turbo only 193kW (161kW/l) eSupercharger + turbo consistently at 5.6kW and transient power of 8.6kW for rapid transient 5 Typical mainstream boosted engines: TGDI production engines (single turbo) boost. Proof of concept achieved TPFI production engines (single turbo) Bassett believes the best location 0 of the eSupercharger is downstream 1000 2000 3000 4000 5000 6000 7000 of the main compressor, as high Engine speed (min–1) Credit: Mahle pressure air from the turbo helps to

December 2015 www.automotivedesign.eu.com 19 head, lifting the upper part from the only 300-400 bar injection pressure is crankcase to adapt the CR to the used, rising to 2000bar. operational point,” he explains. That IAV claims a fuel saving in the can range from 11:1 for full load to region of 4%, with a further 6% 20:1 under part load. “We also want to attributed to downsizing with equal increase thermal efficiency by using a power output. If compared to an higher compression ratio, compared engine with the same displacement, to around 16:1 for diesel.” VCR can help to increase power IAV believes this strategy could output in the range between 20% to lead to quite aggressive downsizing 40%, depending on the injection from a three-litre V6 diesel to an in- nozzle layout. line four; although the majority of the Seiffert admits a four-cylinder energy that is required to move the version of the engine would be a Borg Warner 'EcoFlash' ignition head up and down by 5 mm comes “little” heavier than a non VCR four, system allows higher EGR rates, from electric step motors acting on a but still less than a V6, while friction is as well as very lean mixtures sophisticated knee lever kinematic. reduced by the loss of two cylinders.

IAV envisages its VCR system capable of downsizing a V6 diesel to a four-cylinder

CORONA IGNITION RACE BorgWarner doubled the EGR rate REALLY HOTS UP from 15 to 30%, without any BorgWarner has joined the race to put detrimental running problems. “This corona ignition systems into series system gives engine designers production. It’s ‘EcoFlash’ technology greater freedom to expand limits For increasing loads, a CR of 20:1 started out as a collaboration with and realise combustion processes would be reduced stepwise to 11:1 to before BorgWarner took over currently limited by conventional control the maximum cylinder the project in 2013. “We now have a ignition systems.” pressure, allowing for a further big number of potential customers,” The development programme is increase of the specific power. claims Alexander Schenk, manager currently transferring from the The piston bowl has also been re- global R&D corona ignition emissions development phase into production, profiled, compared to a standard systems. with both automotive and non- Omega-shaped bowl, to optimise air The system delivers 500 automotive customers for stationary utilisation under variable top dead millijoules (mJ) energy – that’s five gas engines. centre position of the piston. “We times greater than a conventional “We create very high homogenous maintain the same spray shape and spark ignition system. The big electric field strength in front of the cone angles and same number of (8) advantage is that you’re able to ignite electrodes that generates the hole in the injector nozzle,” adds mixtures with very high exhaust gas discharge; the streamers don’t reach Seiffert. recirculation (EGR) rates or very lean. the electrical ground potential,” he At engine speeds close to idle, In one test, according to Schenk, adds. “That means lower currents

20 www.automotivedesign.eu.com December 2015 Cover story

BOOST FOR MINIMISING TURBO LAG In tests, OEMs are claiming a “Many OEMs are interested in minimising turbo lag, so the 10% benefit in CO2 emissions, up to eBooster is the perfect device to reduce that lag and 90% NOx reduction in lean-burn, enhance transient response,” says BorgWarner’s Dr Jürgen depending on how the engine is driven. Soot has also been reduced Adam, business director eBooster Turbo Systems. “It’s a ‘significantly’ under high injection combination of fun to drive, CO reduction and the chance 2 pressure strategies. to downsize.” At the moment, it is designed as BorgWarner’s eBooster owes its compact size to the running off a 12v system, boosting integrated electronics, with a permanent magnet motor that to 270v. So, if the input voltage inserted in a water-cooled housing. is higher at 48v, it would help drive “In the first step, we have 48v models, but BorgWarner down the size of the convertor and is developing 12v applications where it sees a ‘good future’ its cost. for applications on engines up to 1.6-litres. The response Although the system is inherently time from 12v and 48v is ‘similar’ for both: 0.26 seconds for more expensive than contemporary 48v and 0.28 seconds for 12v.” ignition systems, it enables packages Location depends on the individual OEM, says Adam. to reduce CO2, especially when the “It can be placed before the turbocharger, between the turbo and air cooler, penalty for not meeting CO2 per gram and also after the air cooler. It runs at 70,000rpm, which demands a different levels from 2021 onwards is taken design and trim of the blades required by the lower rotational speeds.” into account, as it becomes more With two development programmes underway, he says series cost effective. production will start by the end of 2016. “The advantage of our system is that it has two ignition parameters: the ignition voltage that corresponds to the size of the corona and ignition duration. For transistor coil ignition, you can only choose the duration; the voltage depends on the pressure in the chamber. “We think that we can realise different diagnostic functions because of the electrical values we provide to the combustion chamber specifically voltage, current and the phase shift between them. “If we get data from the ECU early enough, we can anticipate what the combustion will be and then we can prepare the ignition for each combustion event.” Larger engines benefit more from EcoFlash, as more volume is needed in the combustion chamber to develop the corona; it should also assist, if the compression ratio or intake boost is increased dramatically to get closer to knocking behaviour, thanks to its improved accuracy. and less heating up of the electrodes, dramatically increases the Schenk expects the Miller Cycle so the energy transfer from the combustion process, acheiving a very engine to benefit, as EcoFlash is not plasma to the gas is more efficient, as precise ignition cycle. The ignition so dependent on charge motion to we don’t heat up the electrodes so phase of the combustion happens achieve improved combustion. much. Also, the discharge form is very quickly, with rapid pressure BorgWarner expects the first more voluminous and this increase and good repeatability.” application in the 2018/19 timeframe.

December 2015 www.automotivedesign.eu.com 21 TARGETING MAJOR architecture (CA) strategy introduced EMISSIONS CUTS with the first-generation Skyactiv Mazda believes it can achieve around engines with common characteristics 25% improvement in real-world fuel across a broad range of cylinder economy with which an internal capacities, with minimal calibration combustion engine (ICE) vehicle development. For example, to achieve will attain electric vehicle (EV) -level common ignition and valve timing, well-to-wheel CO2 emissions. combustion patterns need to be That is the prediction of Mazda identical. For a common air-fuel Europe’s research and design chief, mixture, gas-exchange behaviour, Ichiro Hirose. With future growth of including transient condition, needs vehicle sales set to rapidly expand in to be common. non-OECD countries, Mazda believes In a second step, the plan is to Ichiro it is unrealistic to expect these increase compression ratio further to Hirose countries to install sufficient 18:1 and adopt lean burn. Then heat environmentally-friendly power insulation on combustion chamber generation to support large fleets of walls will be applied as a third step to burn, adequate heat insulation and EVs. It is better then, Hirose argues, further improve the ICEs efficiency; in ideal compression ratios, it will be that improving ICE efficiency will have order to drastically improve thermal possible to achieve approximately a broader impact across the globe at efficiency, homogeneous lean burn 25% improvement in real-world fuel more affordable prices. is imperative. economy – with which an ICE vehicle Although no official timetable for Mazda's second step engine will will attain EV-level well-to-wheel CO2 the technology progression has been achieve improved brake specific fuel emissions. When an HEV is combined announced by Mazda, insiders consumption (BSFC) from light loads with a drastically improved ICE, it may suggest that 2020 is being targeted shown. Poor BSFC is seen only in a also be possible to even outdo a to coincide with future emission very low load region, which is small current EV in CO2 emissions. regulations. enough to be covered by regenerative “With the aforementioned ICE Reducing internal losses from the braking energy alone. This enables the technology innovation and exhaust, cooling, pumping and use of a small motor and is effectively ‘Monotsukuri Innovation’, Mazda mechanical for both petrol and diesel reducing hybridisation costs. intends to pursue development in will be essential, he says. Key to In conclusion, Hirose states: “If such a way that every Mazda product achieving this is a common ICEs realise more homogeneous lean will realise EV-level CO2 emissions.”

Energy losses of ICE Control Heat energy balance vs. load factors 1000 Radiation, misfiring loss Compression ratio

800 Exhaust loss Specific heat ratio

Combustion 600 period

Cooling loss Combustion timing 400

Heat energy balance (%) Heat transfer Pumping loss to wall 200 Mechanical Presure difference friction loss Effective between inlet & exhaust Fuel economy work improvement = loss reduction 0 Mechanical All technologies for improving 0 20 40 60 80 100 friction fuel economy must overcome Load (%) these seven controlling factors Credit: Mazda

22 www.automotivedesign.eu.com December 2015 Cover story

Roadmap for ideal internal combustion engines Far Distance to ideal Close

Control Gasoline engine Diesel engine factors Current World Compression World Higher lowest ratio highest CR CR CR Specific heat Lean More Better ratio HCCI homogenous mixing

Combustion TDC period combustion

Combustion TDC timing combustion Adiabatic Adiabatic

Heat transfer 3rd step = goal to wall 1st step SKYACTIV-G 1st step SKYACTIV-D 2nd 2nd step SKYACTIV-G 2nd 2nd step SKYACTIV-D

Pressure difference Miller Lean between inlet & exhaust cycle HCCI

Mechanical Friction Further Further Friction friction reduction reduction reduction reduction

Gasoline and diesel engines will look similar in the future Credit: Mazda

December 2015 www.automotivedesign.eu.com 23 DOUBLE COUPÉ

t is rare these days for oriented luxury sports car.” It would Porsche Mission E is seen as a manufacturers to resist the be powered by Bentley’s four-litre V8, challenge to Te sla, but shuns temptation of previewing but developed into a plug-in hybrid. blistering acceleration for range Iconcepts ahead of motor As to what precise battery and shows. By the time the doors electric motor will be used “depends open to the media and public, every on what technology is available at the angle and detail have been time”, said Frech, who confirmed scrutinised by the press, especially that it would be a front-mid engined the instant news electronic media. layout, with the electric motor But two manufacturers from the same sandwiched between the V8 and portfolio pulled off eve-of-show the transmission. reveals. Frech added that both rear-wheel The first was Bentley at Geneva and four-wheel drive are under with its svelte two-door coupé EXP10 consideration. “This platform offers Speed 6 that will sit alongside the the possibility of a ‘hang-on’ system around the world in Bentley’s major Continental 2+2 coupé. “This is not and maybe there are derivatives that markets before a decision is finally ‘Continental Lite’ or a cheaper model could make the car more agile with taken, but Frech would not be drawn than we have already,” emphasised rear-wheel drive. on when that might be. “This is not Rolf Frech, member of the board for “When we go for these concepts, a concept car, but one where all the engineering. we are already thinking about technical hard points have been Although it isn’t based on a derivatives”, was all Frech would say engineered. Maybe the roof will be particular platform, Frech said Bentley when asked about the possibility of a a bit higher, but, basically, these are “oriented itself” on the MSB platform convertible version as well. But if you the car’s proportions. that would underpin a future consider how Bentley has developed “We’re talking about 1700- Continental, as well as the next- its Continental range, then that, 1800Kgs. It will be a hybrid generation Porsche Panamera. “The surely, sets the template for the new aluminium-steel structure; but, idea behind the car was ‘what is addition to the Bentley line-up. thinking about lightweight structures, Bentley’s future?’ So we thought we Although it was well received in it would be more oriented towards could widen the range with a driver- Switzerland, the car will be clinicked carbon fibre closing panels.”

24 www.automotivedesign.eu.com December 2015 Focus: Concept Car Review

Automotive Design's Ian Adcock reflects on some of the concept cars from 2015 that caught his eye

COUP! Audi's Q6 E-Tron quattro shares its hefty battery pack with the Porsche Mission E, but little else

Look beyond the fantasy experimental, at this stage, 800v combination of conventional and charging system that recharges 80% suicide rear doors, and there’s serious of battery capacity in 15 minutes. engineering content, as you would expect from Weissach: the electric UNIQUE – AND HEFTY motors develop 440Kw, powered by a One would have thought, given all the battery pack supplied by Korea’s LG group’s trials and tribulations, that a and Samsung with a 1000Nm split 33- little resource and finance saving 66 front to rear. As is becoming the would have resulted in Audi and norm, the cells are located at floor Porsche collaborating on their electric level for a low centre of gravity, vehicle concepts – but not in the least. although the designers have Apart from sharing battery supplier integrated a novel foot well trough for and charging technology, Audi’s Q6 The final decision will be rear-seat passengers to allow them E-Tron quattro, also seen at Frankfurt, determined by production numbers. more leg and head room. is a unique engineering development. Frech voiced confidence that carbon Permanent synchronous motors, It is underpinned by an evolution fibre production techniques will have one for each axle, drive the car, with a of the MLB platform shared with the sufficiently improved by the time the brake energy recovery system next-generation Q5, but suitably car is launched for it to feature a developed from that used in its Le tailored to house the battery pack and substantial amount of the material. Mans-conquering 919 sports racer. electric motors. The pragmatists at Porsche have Audi has opted for a trio of electric ELECTRIC… ECLECTIC resisted the temptation to chase motors, one at the front and two at the Even more of a surprise, however, Tesla’s headline-grabbing, and rear, combining to produce 800Nm was Porsche stealing everyone’s pointless, acceleration claims and top and 375kW. thunder at Frankfurt with the totally speed, instead opting for more real- Nevertheless, the Q6 E-Tron unexpected Mission E electric – or world figures of zero to 100Km/h in betrays the shortcomings of all should that be eclectic? – four-door 3.5 secs and a governed 200Km/h contemporary EVs: when put on the coupé. Vee max – still quick enough; as is the scales, it weighs a hefty 2.2 tonnes,

December 2015 www.automotivedesign.eu.com 25 engine acting as a generator, and that its 4100mm overall length is within a smidgen of the current Juke, Gripz is unlikely to make it into production. However, with ’s smaller All the fun of the seaside with Citroën's concept. All that's crossover due to be replaced in 2016 missing is a modern Jules et Jim expect to see design cues like the V-shaped grille, hockey stick lights, and some of the surfacing toned down thanks to its 650kgs battery pack. A SURFING THE FUTURE and turned into reality. novel charging system that combines Citroën went back to the future with its Nissan’s current sports cars are DC for rapid charging and AC for homage to the Méhari faux off-roader slower charge will deliver enough from the late 1960s. electricity, so Audi claims, in 50 Based on the C4 Cactus, this minutes for a 300-mile trip. concept – like its inspiration – makes do with front-wheel drive for its beach FEMME FATALE? buggy, surfing aspirations. Lopping the If the prospect of an electric Porsche roof off any car is never a good idea seems incongruous, then a cross- for torsional rigidity, so it must be over styled, all-wheel drive, Aston hoped that Citroën has made a better Martin EV perhaps ought to have fist of this than it did of the C3 Pluriel been code-named ‘Mary Shelley’, that was no stiffer than wet cardboard. rather than DBX, but that’s what the Still, it has some intriguing design Gaydon-based sports car maker points: floor drainage holes to let water unveiled at Geneva. out, external door hinges, neoprene All the styling cues are descended seat covers, steps carved out of the from the current range of coupés but, rear quarters to access the back seats unlike them, this model has four and a roof that inflates into a two- seats, as well as all-wheel drive. It is, person tent… that seems more thankfully, a better looking car than concept novel than production reality. not setting the world alight. Could they the ill-fated SUV from 2010, be reinvented as a sporty cross-over? but many observers at the show felt CROSSING THE LINE Stranger things have happened. the concept was rushed in its As if to demonstrate that no segment execution. is safe from the relentless march of the COOL RUNNINGS New Aston CEO Andy Palmer cross-over, Nissan unleashed its Gripz It’s not just the OEMS that let their wouldn’t be cornered into admitting concept at Frankfurt with design cues designers’ thoughts run riot. Suppliers DBX would make production, beyond harking back to the iconic Safari rally- can also surprise by stretching the saying the marque had to have more winning Datsun 240Z. boundaries, which is precisely what appeal to female buyers and needed Despite it being powered by the EDAG achieved with its ‘Light a product in the ‘DBX space.’ Leaf EV’s electric motor, with a petrol Cocoon.’

Aston Martin electric-powered DBX is a signpost to what an Aston with broader appeal might look like with a four-seater interior (far right)

26 www.automotivedesign.eu.com December 2015 Focus: Concept Car Review

The spaceframe structure has been created using additive manufacturing techniques and is covered in waterproof material supplied by outdoor clothing specialists Jack Wolfskin. Additive manufacturing has also Jack Wolfskin material may be a step too far, but the real potential is in the use of additive manufacturing in EDAG's Light Cocoon

Mazda Koeru.

Exaggerated styling of Nissan's Concept car or production preview? Gripz points to future small crossovers - perhaps Relieve Mazda’s Koeru cross-over concept of its 21-inch wheels and you have a car that’s street ready. Maybe some of the exterior chrome detailing might disappear, which would be a shame, and the interior treatment is likely been used to create the LED to be less radical; but, come Paris, or even Geneva next year, and who knows headlights designed in EDAG’s new what the Japanese manufacturer might be unveiling. light laboratory. While Mazda was being coy about its ‘concept’, Seat’s 20V20 will hit the In cooperation with Laser Zentrum showrooms next year. Based on VAG’s MQB platform that can be found Nord, EDAG has developed a hybrid under Golfs and Audi TTs, it is the Spanish marque’s first proper venture into manufactured housing for an electric this sector. vehicle's on-board charger, which is It already has a reputation for LED headlights, so expect these to stay – more than 50 % lighter than a and it would be nice to think that the interior, featuring a trio of TFT, will make comparable cast housing. The it into production. concept is designed to additively produce only the functional elements Seat 20V20 relevant to efficiency. At the core of the housing is an ultra-light cooling structure, produced using the selective laser melting (SLM). With its cooling channels specially adapted to the heat transfer of the electronics, the aluminium component achieves a high level of cooling capacity. Filigree fins locally inserted in the cooling channels, which cannot be produced using conventional manufacturing methods, maximise efficiency and cooling capacity.

December 2015 www.automotivedesign.eu.com 27 What is the best route for the UK to achieve its targeted 80% reduction in greenhouse gas Fuelling a emissions? Automotive Design weighs up the options

n the fuel side, most of greenhouse gas emissions,” says announced that ‘e-benzin’ is being the focus on future Ricardo chief technology and synthetically produced without the developments is on innovation officer Professor Neville use of petroleum. It is 100% iso- CO2,” explains professor Jackson. “This vision cannot, octane and, therefore, has an octane of automotive propulsion however, be realised without rating of RON 100. Because Audi ‘e- “atO Bath University, Chris Brace, “so, if coordinated efforts on the part of benzin’ contains no sulfur or benzene, you have a sustainable source of fuel industry, government and regulators. it burns very cleanly, which enables or lower CO2 lifecycle for the fuel, that By combining the views and opinions engines to use high compression is where most of the effort goes. So, of experts drawn from an extremely ratios for enhanced efficiency. Audi that’s increased amounts of wide range of stakeholder will now test the new fuel in the renewables of all sorts. organisations and industries, we laboratory and in test engines. In the “From my perspective, the most believe that we have been able to medium term, the company and exciting is the work that Audi is doing demonstrate that the result is indeed Global Bioenergies aim to modify the with E-fuels. It’s only pilot plants at the achievable, if the right economic, process, so that it requires no moment, but it works – that’s a policy and regulatory conditions are biomass, instead requiring just water, decarbonising measure, although it put in place.” hydrogen, CO2 and sunlight. won’t have any intrinsic effect on Reiner Mangold, head of emissions. But my view is that the THE ‘E’ FACTOR sustainable product development at after-treatment that we know how to Earlier this year Audi, along with its Audi AG, emphasises that Audi has do will fix the emissions and air quality technical partner, Global Bioenergies, taken a broad-based approach to the problem, and it will be back to the CO2 challenge. So synthetic fuels using renewable electricity are really exciting,” he states. The Automotive Council’s roadmap presents a scenario of ‘drop- in’ renewables and ‘power to gas’ components in a significantly reduced carbon fuel chain of liquid fuels distributed, stored and performing in broadly similar terms to today’s fossil based products, as providing a highly practical means of moving towards a more sustainable future for transport. It will, however, require fuel specifications and standards to be defined at the minimum of an EU and, ideally, a global scale. “The energy and fuels roadmap sets out what we believe to be the most plausible and attractive pathways for the UK to achieve its targeted 80% reduction in total

28 www.automotivedesign.eu.com December 2015 Focus on Synthetic Fuels sustainable future

through hydrotreatment process from vegetable oils or animal fats (HVO). Their introduction, it is claimed, would translate into immediate improvements in air quality and, in the case of HVO and BTL, the decarbonisation of transport fuels. Gas-to-Liquids (GTL) fuels are produced from natural gas, using the Fischer-Tropsch process in sites near gas reserves around the world. Companies that are involved in GTL production include Shell, Petro SA, Sasol, Petronas, Chevron, Mitsubishi, Qatar Petroleum, NNPC, Calumet and Oxford Catalysts/Velocys. Hydrotreated vegetable oil (HVO) is a renewable diesel fuel made by a refinery-based process converting vegetable oils to paraffins. Animal fats are also suitable for feedstocks. As they are hydrocarbons, they largely meet conventional diesel fuel requirements, apart from ester specifications. Properties of this non-ester-type, bio-based, fuel are development of CO2-neutral, non- Another project partner, the very similar to GTL and BTL. fossil fuels. “Global Bioenergies has Fraunhofer Centre for chemical- Biomass-To-Liquids (BTL) uses demonstrated the viability of the ‘e- biotechnological processes (CPB) biomass such as woodchips as benzin’ production process. That is in Leuna, Saxony-Anhalt, uses feedstock to gasification and the a big step in our e-fuels strategy.” hydrogen to transform the gaseous Fischer-Tropsch process. While the Audi is already producing larger isobutene into liquid iso-octane. technology is less advanced than quantities of ‘e-gas’ (synthetic Global Bioenergies is building a GTL or HVO, several new BTL plants methane) on an industrial scale for its demonstration plant at the Fraunhofer are being developed, supported by customers. Other research projects Centre that will begin producing larger NER300 funding from the EU. with various partners are dedicated to quantities in 2016. BTL needs further investment for ‘e-ethanol’, ‘e-diesel and ‘e-benzin’. development, but has the potential Global Bioenergies S.A. operates PARAFFINIC FUELS to use sustainable biomass resources a pilot plant for the production of Paraffinic fuels are competitive, fully in Europe. isobutene, the starting material for fungible and available today. Paraffinic With the current debate over Audi ‘e-benzin’, in the French town of Fuels are a new generation of cleaner conventional diesel fuels intensifying, Pomacle, near Reims. Isobutene is transport fuels with near zero sulphur it seems inevitable that alternative produced from renewable raw and aromatics, made through the forms of liquid energy will play an materials, rather than the usual Fischer-Tropsch process from natural increasingly large part in powering petroleum. gas (GTL) or biomass (BTL), or vehicles of the future.

December 2015 www.automotivedesign.eu.com 29 If vehicles eventually talk to each other and Volvo investigates all accidents involving its to infrastructure products in Sweden; stations, as expected, Event Data Recorders will make that task there’s going to be a easier ton of data about traffic and road conditions, writes Terry Costlow NO HIDING PLACE

nformation technology and vehicles will eventually be subject to can collect billions of pieces of data automotive companies feel the transmission of their speed, for things like real-time traffic some of the information that direction and other information. information. Somebody will make Iemerges from ‘conversations’ These transmissions are mainly for good money by aggregating data.” between vehicles and safety, but the wealth of real-time However, cellular signals are infrastructure stations has a lot of information will undoubtedly be already being used for real-time potential value, though what exactly useful for something else. traffic information. That concept will it’s good for remains uncertain. It’s “There’s real value in undoubtedly improve vastly in the widely predicted that vehicle-to- accumulating data at intersections years it will take before a large vehicle/-infrastructure (V2X) and on the freeway,” says Hideki percentage of vehicles have V2X technology will be required on all Hada of Motor engineering transmitters. Still, IT companies are vehicles, due to its significant role in and manufacturing’s integrated already exploring ideas that will help improving safety. If that occurs, all vehicle systems department. “You them justify building large systems

30 www.automotivedesign.eu.com December 2015 Focus on Accident Recorders

“We’re making huge amounts of data. The trick is to sift Using Bosch’s Collision Data investments into through it to find the four or five Retrieval (CDR) tool, the TRL collision items that have some business investigation team is able to connect connected cars as part benefits.” to and extract crash data from of our cloud services The big-data techniques used to electronic control units within a analyse trends in consumer fields vehicle involved in a collision. The strategy” can be used to glean useful downloaded data can provide Richard Nash information from data sent by cars. detailed information about pre- If V2V does become a standard impact vehicle movements and feature, there will be no shortage of collision severity, which significantly data to analyse. assists the in-depth investigation of “Big data plays are all about an incident. finding the needle in the haystack,” points out Joe Averkamp, senior DATA EXTRACTION director, technology, policy and By extracting EDR data with the CDR strategy, at Xerox. “A lot of the data tool, TRL can offer access to the best is just not interesting. You quickly get evidence for accident investigation up to petabytes and start talking and reconstruction within both a legal about exabytes.” and research context. Its expertise in this area is underpinned by a team RTA DATA fully trained in the download and Much of that data will enable analysis of EDR data, and whose accident researchers, such as those research and expertise with collision at the UK’s TRL, to glean more data from vehicles extends into other information on how and why road forms of vehicle data access, accidents happens. download, analysis and TRL is leading the way in the interpretation. As part of its research download, analysis and interpretation activities, TRL is also advising the of electronic data captured by European Commission on the future vehicles during collisions. As the benefits of EDR deployment within number of vehicles on European the wider European fleet. roads with Event Data Recorders As an example, the CDR tool was (EDRs) grows, TRL is providing a deployed in an investigation for the unique service for the download and UK’s Thames Valley Police. A 55- analysis of collision data for road year-old man was prosecuted for traffic accident investigations. causing death by dangerous driving Following the development of when his 300 ploughed into integrated EDR systems in US- the back of a queue of traffic on the manufactured vehicles and the M40. The 70mph (112Km/h) impact expansion of EDR requirements in killed a passenger in the vehicle in the US market to include imported front of him. The driver became the that focus on transportation data. vehicles, an increasing number of first in the country to be prosecuted There may not be one killer vehicles on European roads now using evidence recovered from his application for data, but many minor have an embedded event data airbag by a Collision Data Retrieval usage models may exist. recorder within the vehicle's (CDR) tool. “We’re making huge investments electronic systems. Although some might find more into connected cars as part of our With the introduction of modern than a hint of ‘big brother’ about the cloud services strategy,” states safety systems on vehicles, such as data that the state can glean from Richard Nash, solution architect for antilock braking and stability control, cars, never mind the numerous intelligent transport at IBM. “We’re traditional sources of evidence for mobile devices that most people trying to string together different collision investigation (particularly tyre carry with them and use without a ideas to see where there are use marks) have been eroded, leading to second thought, if the information cases in various domains. In some increased uncertainty in some helps to reduce road fatalities, then areas, they’ll be collecting enormous aspects of accident reconstruction. surely it has to be a good thing.

December 2015 www.automotivedesign.eu.com 31 Volvo becomes only the third manufacturer to install a Vi-GradeSim Achieving to develop its chassis, TOP reports Ian Adcock GRADE

I-DriveSim is a turnkey dimensions and large travels. The new solution from VI-grade machine architecture, called Driver in that provides engineers Motion, and its kinematics has been with a complete set of designed, for the first time, to innovative, integrated implement in the best possible way drivingV simulators for a new- the motion cueing technology that has generation approach to system-level been developed and tested by VI- simulation, allowing companies to grade since the year 2008. bridge the gap between virtual prototyping and testing. VI-DriveSim HOVER FACTOR provides the ability of ‘feeling’ the The system is based on a 16-ton plate The simulator’s biggest simulation results in a totally with air bearings, described as “like immersive environment, starting from a Hovercraft” by vehicle dynamics benefit is trying new early phases of the development concept engineer Carl Sandberg, concepts “within days” process. And Volvo becomes only the connected to the floor by three large third manufacturer after Ferrari and actuators that deliver more lateral, and that takes months Porsche to install such a system. longitudinal and yaw degree of off developing physical Employing a patented 9 degrees freedom. of freedom (DOF) platform, VI- “We move the complete models DriveSim is available in two hexapod, upper frequency motions configurations: static and dynamic. with the hexapod and the lower In the static format, users can drive frequency motions of those three the car’s balance. As soon as you lose a virtual vehicle model based on VI- extra degrees of freedom with the control, you have enough gain to feel CarRealTime, visualising vehicle tripod in the bottom,” he explains. what’s happening when the car starts behaviour on a wide screen with high This results in higher gains in to rotate.” quality graphics, while sitting on a lateral motion, and in braking and Volvo used 3D-Mapping to get fixed cockpit that does not move acceleration; and, most importantly, it both the visual and point cloud data according to car manoeuvres. gives as much yaw angle as possible. for the imaging with 5mm resolution in The dynamic configuration “The yaw degree of freedom, once both longitudinal and lateral. That data provides motion feedback to the you start operating that with a is transferred to the road surface and driver, thanks to an innovative moving hexapod, locks up other DOF very then surrounding that is a virtual platform with reduced overall quickly. It’s much easier to represent image of the environment. The laser

32 www.automotivedesign.eu.com December 2015 Question time

centrifugal force under cornering. But you still get an input from steering actions or inputs from the road surface; or lose grip. You feel the changes and the car’s stability, but it still needs some drver training as to how the car feels in reality, compared to the simulator. “I am still doing a lot of physical testing and chassis development to keep this link between the two very close. It’s important both for me to develop the simulator technically as good as I can, but it’s also important to gain trust from the simulation and physical engineers.” Also, Volvo used the simulator in conjunction with a development mule code-named Costello. Based on a Ford-derived platform of the current S80, but fitted with an integral link independent rear suspension and double wishbone front set-up, it was powered by a tuned version of the current five-cylinder turbo engine, and made extensive use of lightweight carbon fibre body panels to imitate the new car’s power-to-weight ratio and weight distribution.

Carl Sandberg also captures a grey scale image of 95%,” says Sandberg. “It does require the road surface. Winter testing is still some training,” he admits, adding that in the development phase. “Ice can it does help, if the test driver has be quite a challenge, as it differs; some video game experience. “But whereas, in the virtual world, it’s quite what is important to remember is that constant, unlike the real world. We’re the simulator is not trying to be reality, working with the University of but a representation of reality. Chalmers and Gothenburg’s VTI “And so far in our simulator, we research on snow model tyres.” have focused on chassis hardware, suspension, and the important parts CLOSED LOOP of body flex to create the correct The simulator’s biggest benefit is balance and primary ride to start trying new concepts “within days” and with. Secondary ride is under that takes months off developing development, because of tyre physical models. Effectively, there is models primarily. a closed loop between the physical “As we have very limited physical and virtual models, so that, as the space on the simulator, compared to engineers home in to launch models, the 22kms long Nordschleife race the importance of the physical testing track or our own Hällered Proving increases and the CAD work Ground, it means we cannot represent diminishes. “The last few per cent is static accelerations when developing not what we aim for, but the preceding the chassis, so you won’t have

December 2015 www.automotivedesign.eu.com 33 60 second interview Richard S. Chung, vice president industrial design/ craftsmanship, Yangfeng Automotive Interior Systems

Teams deliver against global assignment

2025, so we gave the The timeline for the new interior is located in the USA, assignment to our three global teams p its own topic. Germany and China for each to develo mous driving; for Europe, ““First from North America was autono nts would have the largest research showed that ‘A’ and ‘B’ segme th a lot of customisation; and, role, an economical interior, yet wi ket for luxury cars. by 2025, China will be the biggest mar r customers and were “We presented our findings to our majo e right on target, and decided to really pleased to be told that we wer ehicle with China luxury, combine the best of the autonomous v between the two and defined ID16 because we felt there was a synergy . project brief , we d for it was ‘Premium Freedom.’ Today “The theme we picke the driver will listening to music etc, but by 2020 spend 90% of our time driving and 10% How do we convert that spend 85% of their time not driving. “We presented our wanted to provide into a more productive process? So we driver to relax, dings to our more amenities and functions, allowing the fin shop or work. jor customers ior, comprising ma “We have 33 new features in the inter d as 30% nd were really 18 in the interior and 15 in the seating, define a or our customers’ next exploratory, and the balance ready f pleased to be told vehicle cycle. or the freedom t we were right “Two technologies are game-changing f tha leather whereby you segment: one is direct back forming of on target” to have a slush place the leather into the tool and choose r, allowing the OEM to reduce artificial skin or leathe finish. tool is required to accommodate the investment in tooling, as only one . manual process of wrapping leather Essentially, we have automated the aditionally r, combined with injection moulding, tr The second is sculpture leathe h is still heat and pressure. But our process – whic that couldn’t be done, because of the under development – allows that. r an be functionally co-ordinated with othe “We also have ambient lighting that c autonomous features. “There are convenience items, like the glove box that walks away from you, so occupants don’t bang their knees, and a pressure-sensitive interface that turns any surface into a switch or button. Here, we use it on the heated arm rest. “If you choose the autonomous driving mode, the steering wheel and column retract and the seat tilts 80°, simultaneously turning inwards towards the centre of the car and the other occupants, allowing a more natural interaction between them. “We’re aiming at between 5 to 7 seconds for the seat and steering wheel to resume their command mode, so the driver can take control.”

34 www.automotivedesign.eu.com December 2015