Dawn of the Graphene Revolution
INTERVIEW: FOCUS ON: GKN’S LIFE CYCLE ANALYSIS TECHNOLOGY SAE 2015: LEADER PREVIEW INSIDE
March 2015 DAWN OF THE GRAPHENE REVOLUTION
Contents
14 14 Automotive Design Interview 5 Comment Bringing it all together • Good...Better...Best Ian Adcock catches up with GKN’s newly appointed president, Group Technology, Rob Rickell 6 News 18 Cover story • Engine technology fever hits Geneva Graphene Supreme Salon Ian Adcock discovers what role graphene is likely to play in the vehicles of tomorrow • Kia unveils its
Cover photo: Dean Smith, Camera Crew three-cylinder 18 24 Focus on chassis systems ‘Kappa’ What lies beneath? Automotive Design looks into chassis developments • Energy balance is that are designed to ensure local preferences are ‘being neglected’ catered for globally • Honda doubles 26 Focus on wheels & tyres conversion rate Getting a grip on the future Wheels and tyres are becoming more technically 23 The Columnist adept, as Automotive Design discovers Energy 28 management & 28 Focus on life cycle analysis connectivity Appliance of LCA science Kevin Jost, SAE With more materials used in vehicle structures, International Automotive Design reports on the challenge that this Editorial Director then sets when it comes to recycling
30 SAE World Congress preview 34 60 second The dawning of a new day interview Ryan Gehm looks ahead to this year’s SAE World Harald Schoepp, Congress & Exhibition, where the theme, ‘Leading leader development Mobility Innovation’, heralds what SAE International team SmartCore 30 sees for automotive technology, Visteon 32 Question time Voyage of discovery Land Rover’s latest Discovery packs a lot of space into a compact vehicle. Paul Cleaver explains all to Ian Adcock
March 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 GOOD…BETTER Contributing Editors: Kami Buchholz, Stuart Birch, Jack Yamaguchi, Contributors: Steven Ashley, Dan Carney, Terry Costlow, John Kendall, Bruce Morey, ….BEST Paul Weissler Art Editors: Martin Cherry, Neil Young Illustrator: Phil Holmes Production Manager: Nicki Mckenna [email protected] Sat in the back of a rather battered Peugeot Publisher: Scott R. Sward [email protected] Tel: 001 610-399-5279 taxi that was going nowhere in a downtown Circulation Manager: Chris Jones [email protected] Geneva traffic jam on the first evening of this year’s show, I got to musing on how many Advertisement Sales Publisher: Joseph T. Pramberger Salons I had attended. I stopped counted [email protected] Tel: 001 212-490-3999 ext 5505 when I reached 30… Belgium, Benelux, Denmark, Finland, France, Ireland, Italy, Netherlands, Norway, Scandinavia, But looking back on those 30+ shows Spain, Sweden, UK Chris Shaw made me realise that this year’s was one of Tel: +44 (0) 1270-522130 M: +44 (0) 7983-967471 [email protected] the best: any show that includes debuts of a concept Bentley Austria, Czech Republic, Germany, Hungary, Poland, Switzerland two-seater coupé, a limited edition Aston Martin, a Ford GT to Sven Anacker [email protected] celebrate the Blue Oval’s famous Le Mans victories and a twin- Tel: +49-202-27169-11 Fax: +49-202-27169-20 turbocharged V8 from Ferrari will get any petrol head’s pulse Japan Shigenori Nagatomo racing. Tel: +81-3-3661-6138 Fax: +81-3-3661-6139 [email protected] Yet there was more to it than a parade of rarefied USA Sales Manager: performance cars: Kia upped its ante with a new three-cylinder Marcie Hineman [email protected] Tel: 001 724-772-4074 direct injection engine and a seven-speed Dual Clutch Print Advertising Coordinator: Linda Risch Transmission; Hyundai had its new Tucson; Mazda showed its [email protected] Tel: 001 724-772-4039 CX3. And whilst the Nissan Sway concept previewed the next Automotive Design Tel: 00 44 (0)1322-221144 Micra, Skoda was showing its new Superb – and GM a small Fax: 00 44 (0)1322-221188 city car for the Vauxhall and Opel brands. www.automotivedesign.eu.com [email protected] In short, there was something for every taste – some very ISSN 2043-0299 questionable, it has to be said – and pocket. And underlining it Published: February, April, June, August, October and December by all was a confidence and optimism that remained undimmed. AD Media Europe Hawley Mill, Hawley Road, New technologies abounded and even the prospect of 2020’s Dartford, Kent, UK. DA2 7TJ Copyright 2014 AD Media Europe. new emission regulations were being seen as a technology Annual subscription (6 issues per year) for readers in the UK is £45, overseas is £66 and airmail is £86. challenge that the industry will conquer.
Origination: CC Media Group A few weeks before the show, I was in Arjeplog, northern Printed in the UK by Sweden, to interview GKN’s Rob Rickell about his new role to Pensord Press co-ordinate the engineering company’s technology divisions to Moving on? If you change jobs or your company moves, please contact make them even more effective (page 14) [email protected] to continue receiving your copy of Automotive Design. Whilst prior to that, I visited Manchester University’s graphene centre to learn more about this fascinating material (page 18) and potential applications in the automotive sector. Come the 2045 Geneva Salon and I suspect it will be there in some form or
Findlay Media is a member of the another – unlike me. Periodical Publishers’ Association Ian Adcock, Editor in Chief
March 2015 www.automotivedesign.eu.com 5 News
Engine technology fever hits Geneva Salon
Engine technology spanning the whole advantage of this is not only about gamut of outputs and design options was a reducing CO2 on the normal test, but in dominant theme at this year’s Geneva Salon, daily use.” The big gains, said Frech, are with new concepts seen from manufacturers under part throttle cruising conditions. “If as diverse as Kia, Ferrari, Volvo and Bentley. you make it into a real 6-cylinder, you Ferrari downsized its new dry-sump V8 don’t have any problems with balance; not only for emissions, but also to increase there was something of an issue with engine power by turbocharging, explained exhaust boom, but we have countered Michael Leiters, chief technical officer. The that with some modifications to the headline figures for the 3902cc engine are exhaust.” 493kW at 8000rpm and 760 Nm peak By doing it in this manner, the inlet torque in seventh gear. “It’s very important and exhaust sensors determine when to with a downsized turbo engine that the switch between each bank, ensuring the performance and response is the same as cylinders remain hot. It also fulfils all the a naturally aspirated engine with no turbo American OBD restrictions. lag,” he stated. The engine also receives a power To achieve that, Maranello’s engineers and torque increase, from 423 kW and fine tuned the sizing and tuning of the turbos, have been engineered to contribute towards 700 Nm to 434 kW and 720 Nm, accompanied including light weight aluminium titanium twin maximising the exhaust note. Future by improvements to fuel economy of up to 5% scroll turbines for minimum inertia, using ball developments, predicted Leiters, would include and lower CO2 emissions of 329 g/km, with bearing mounted shafts specially designed by higher pressure injection systems; while mapping combined fuel economy of 14.1 l/100 km. IHI for this installation. and the turbo packaging would allow Ferrari to Looking to future applications, Frech Leiters went onto explain that the equal reduce emissions even further – and there will be revealed that there would be “other length inlet manifolds not only helped with at some point electrification of ancillaries, opportunities” with the W12, including possible turbine response, but, together with the including air-conditioning, oil and water pumps. individual cylinder deactivation and electrical flatplane crankshaft, retained Ferrari’s “I don’t believe that in the next five to eight motor assistance for the forthcoming Bentayga distinctive engine note. “We’re very proud to years there will be such dramatic demands that SUV due later this year. have created a typical sound you’d expect from we can’t continue to offer a naturally aspirated a Ferrari.” V12, although we will have to continue to work on Glide path to 95 grams Compression ratio of 9.5:1 is combined emissions.” with a maximum boost of 1.8 bar, but he “We are all struggling a bit on ‘How the hell do explained that each ratio has a unique engine The third way we get to 95 grams?’,” Peter Mertens, Volvo’s map to simulate the acceleration of a normally senior vice president, research and aspirated car, whilst achieving maximum torque Nearly two years have passed since we development, told Automotive Design at in seventh gear. “We did this for the California, exclusively revealed that Bentley was working on Geneva, “especially as a smaller OEM with a but we’re the only manufacturer who does it a cylinder deactivation technology for its complex third of the volumes that others have.” this way really to get this instant response.” W12 (Automotive Design May-June 2013) – the He explained that Volvo has focuses on Meanwhile, the multi-nozzle fuel injection runs system is now here. reducing weight, improving aerodynamics and at 200bar, delivering up to four injections per Bentley already has two methods of cylinder minimising friction through downsizing engines, combustion cycle. deactivation on its 6.75- and 4.0-litre engines, combined with an intelligent electrification Large bore exhausts with bypass valves but, as Rolf Frech, member of the board for strategy with batteries and electric motors on engineering, explained, the complexity of the the rear axle, and “all of a sudden we’re on our W12’s layout and firing order demanded a third glide path to 95 grams.” solution. “It was clear that we couldn’t use either The result is a four-cylinder strategy of the solutions we currently employ, as that combined with electrification that focuses on would have demanded a new cylinder head. So lots of power with efficiency. “That’s 298kW, we asked how can we do that with an intelligent 640Nm that’s V8 power with 2.5l/100Kms arrangement?” consumption. There is potential for the The challenge is that, when the cylinders are combustion engine with higher pressures, switched off, they cool down, resulting in spikes improved efficiencies, variable compression of exhaust emissions. “The complication was to I really don’t see. The decision to focus on the develop intelligent management just to switch four-cylinder gives us the benefit of using all the the cylinders off and switch them back on with future technologies, without having to change the right timing, and change to the other six.” our strategy, because we have just one engine In essence, the engine control unit simply family. It’s really easy to add technologies to deactivates one bank of six cylinders, while that, without having to change 10 engine leaving the valves to operate as normal. “The big families or whatever. So, if variable
6 www.automotivedesign.eu.com March 2015 compression does come through, we can use it and be quicker than others, because we only have to alter one engine. “ Mertens is confident there will be “further developments” in both gasoline and diesel technology; he thinks that the pressure diesels are coming under is “unfair”, as it helps OEMs get towards the 95 grams target. “Beating us up over diesels, which is one of the ways we get to 95 grams, doesn’t make a lot of sense.” Although he wouldn’t be drawn on a timescale, Mertens declared the i-Art injector technology – that uses a chip in each injector to determine the individual cylinders fuel injection strategy – will migrate to direct injection engines, although at lower injection pressures. Kia unveils three-cylinder ‘Kappa’ Kia debuted its all-new 1.0-litre T-GDi (turbo gasoline direct injection) ‘Kappa’ engine. Developed in-house at its Korean Namyang R&D centre, the three-cylinder engine develops 88kW and 172Nm. “The key benefit over the 1.6-litre engine,” explained head of power train, Michael Winkler, “is that the increased torque is produced at 1500rpm, whereas the 1.6 only developed 134Nm at the same engine speed. “The key problem with a four-cylinder engine is that you get an exhaust pulse from a neighbouring cylinder when the gas exchange occurs, delivering unwanted gas into the cylinder. With three cylinder engines and their firing order, this is eliminated.” As is becoming increasingly common with three-cylinder engines, the single-scroll turbocharger (38mm compressor, 34mm turbine) is paired with an electric waste-gate to improve performance, with highly efficient air scavenging strategy. As well as scavenging clean air for the engine to re-use for combustion, it is able to open the waste-gate at the same time to improve waste air flow. Direct injection from the intake side at 200bar features, newly developed, by Kefico, laser drilled injectors with six nozzles in a pyramid pattern, delivering an even spread of fuel and air throughout the cylinder, while, at higher engine loads, double injections occur. The engine also features an integrated inlet manifold and a new dual-thermostat split cooling system. This allows the engine block and cylinder heads to be cooled independently – the main thermostat controlling the flow of engine coolant to cylinder heads above 88°C to reduce knocking, and an engine block thermostat shutting off coolant flow above 105°C to reduce mechanical friction and improve efficiency. Kia also revealed its in-house developed seven-speed, 300Nm capacity dry dual clutch transmission (DCT), replacing the six-speed automatic and improving economy by up to 7%, depending on its application. The first of its type to be developed in-house, it features a hollow double-gear input shaft that allows the system to quickly engage even gears, while a solid shaft that runs through the middle operates odd gears. “Downsizing is just one approach to achieve future emission levels,” said Winkler, “so I am sure we will have to introduce more technology in the future. If we look at 95 grams, there is still a long way to go to reduce emissions, so we will have to go down the electrification route.”
March 2015 News
Maserati CEO Harald Wester inside the Ghibli S Q4 Ermenegildo Zegna Edition
Energy balance is ‘being neglected’
Maserati CEO Harald Wester has come out energy balance,” he states, adding: “We’re feature cylinder deactivation, central direct against the current regime of measuring shifting the emissions from big cities to injection and lean burn. “All this stuff is going exhaust emissions, saying: “Personally, I have somewhere else.” on; we will reduce our V8s emissions by a third serious doubts about what we’re The marque will launch its first hybrid in using this technology and there is further doing…Today, in Europe, we’re homologating, the second half of 2017, according to Wester, space to be exploited.” under the current regulations, 2000 Kgs high- likely to be in the marque’s first SUV, the He also maintains that fuel cells “will be end luxury cars, with plug-in hybrid Levante, due to make its appearance this an important technology for the future, as well outperforming the most efficient small cars like summer. Such a development, he says, is as full electric”. But the combustion engine, he the Fiat 500 diesel, which goes slightly below “unavoidable”. maintains, will continue as an “integral part” of 90 g/kms. We are neglecting the well-to-wheel Future engines will be downsized and the propulsion system.
Lotus reveals future strategy Suzuki injects
New Group Lotus CEO Jean-Marc Gales is level it once was under Colin Chapman. We new thinking keeping Lotus Engineering sales at about 10% are happy with our current customers and of turnover, he confirms, which is £12 million there are a lot of additional projects they have Suzuki’s new 1.3-litre engine runs at 12:1 a year. He reveals that he has asked us to do.” compression ratio and, unusually, features twin long merged both engineering Gales claims that priority reach injectors per cylinder. “It costs more, but is teams from Lotus Cars areas for third parties are cheaper than direct injection,” claims Shigeki and Lotus Engineering light weighting, NVH, Suzuki vehicle line executive, automobile to deliver new cars dynamics and power engineering. Located on the intake side of the over the next two train validation. “And cylinder head and with both injectors firing years. “They’re let’s not forget that simultaneously, the idea is, he says, to achieve a working flat-out,” we’re owned by wider homogenous spray without wetting the walls. he stated at Proton, and Proton is a At 50kW maximum, power remains Geneva – all under very big customer in unchanged, but CO2 emissions drop from the the guidance of engineering as well, standard engine’s 99g/kms to 84, with fuel engineering director using a lot of power consumption improved from 4.3l/100Kms to Miguel Fragoso, who train resources.” 3.6l/100kms. was appointed last He would only say that September from Millbrook Lotus Engineering will become Proving Ground where he a more substantial contributor to was CEO. Group Lotus income in the “medium “At this point in time, we are more term”, concluding: “If we [Lotus Engineering- reactive in our approach to Lotus Engineering. IA] develop something, it’s important that we Our priority is to get the company back to the put it in our cars.”
8 www.automotivedesign.eu.com March 2015 Honda doubles conversion rate Honda’s latest 1.6-litre diesel employs a NOx catalyst, with an integrated Oxidation catalyst in the same converter as the diesel particulate filter, that increases the conversion rate to 60% at 150°C for HC and CO. By doubling the conversion rate, Honda has eliminated the need for a selective catalyst reduction system. “We had to ask ourselves if we really wanted customers to refill with additive urea, because we weren’t capable of developing proper technologies that the customer could rely on,” commented chief engineer Akira Hashimoto. Improving the light off time at lower temperatures was helped by reducing engine friction by 37%, achieved by optimising the oil ducts, revising the new block and heads water jacket, and minimising the water pumps load. Developing 117kW at 4000rpm and 350Nm at 2000rpm, it’s a complex and relatively costly twin turbo arrangement, with a smaller variable geometry turbo boosting response up to 2000rpm, before a larger turbo cuts in. A sophisticated control system using three valves bleeds the charge air between the two. “Instead of opening a valve, like a waste gate to bypass the gas, by using the variable vanes we can reduce the pumping and energy loss at low engine speed. At higher rpm, the vanes open and the bypass valve diverts the gas flow towards the larger turbo,” explained Hashimoto. In predictive cruise control The latest CR-V is also available with what Honda describes as the world’s first predictive cruise control. Operating above 80Km/h, Intelligent Adaptive Cruise Control is capable of predicting and automatically reacting to other vehicles ‘cutting in’ to the vehicle’s lane. The algorithm controlling the system was developed with input from the scientists working on the Asimo humanoid robot and artificial intelligence programme. Strutting their stuff
Honda has also developed a new suspension geometry for its 228kW, 400Nm front-wheel drive Civic Type R. Dubbed Dual Axis Strut, it is designed to halve torque steer and tramp under hard acceleration, said project leader Hisayuki Yagi, explaining: “Basically, we have separated the wheel hub from the axle strut, bringing it to the inner side of the vehicle.” Although details were vague, it appears to be a similar solution to that employed on Ford’s now abandoned ‘Revoknuckle’, as seen on the 2009 Focus RS by separating the knuckle from the strut. Extensive use of aluminium in the suspension has helped to minimise weight, added Yagi.
March 2015 News
News in brief Bonded on advancing bonding Novelis and Henkel Adhesive Technologies have the adhesion and durability of bonded joints in Evoque sheds kilos signed a long-term agreement to collaborate vehicle structures as well as paint finishes on The active drive line on the 2016 model on the development of advanced bonding exterior components. It can be applied using all year Range Rover Evoque is 7kgs lighter, technologies for the use of aluminium in high- of the most popular application methods, says Murray Dietsch, Land Rover volume vehicles. including immersion, spray coating and roll programme director simply through more The first product to launch as a result of coating. This flexibility makes it a highly efficient design and improving the rear this partnership is Bonderite M-NT 8453 a versatile and efficient solution for high-volume differential. chrome-free conversion coating that improves applications. Weight saving is also key to future developments with the Ingenium diesel engine 25Kgs lighter than the engine it replaces. “ I think people will slowly Audi plans migrate towards cars that have got the performance they’re looking for, but not powerhouse EV necessarily with larger engines.” Audi is planning a small series of “passenger- oriented” electric cars with more than two seats Reverse goes and a 500+Kms range, according to Dr Ulrich Insiders at gearbox manufacturer, ZF have Hackenberg, Audi’s director of research, revealed that by 2019-20 it will have although he wouldn’t define it beyond saying: available a five- or six-speed gearbox with “It’s a premium car that can be used by no reverse. Instead an electric motor within families; it will be a big car, with a big battery of the transmission will power the car 90kw/hrs.” backwards and, launch it forwards initially It will be based on MLB underpinnings, but before the gearbox takes over. with a “specific design” and not based on an existing product. Hackenburg revealed that its VDA- Lighter Seats mandated battery cells have improved power Seat won’t have a plug-in hybrid or density from 25 amp/hrs to 37amp/hrs for the electrical vehicle for “at least two years” mystery car, planned to rise to 50 amp/hrs by according to its executive vice president for 2018-2020. “If you go to lithium sulphur or R&D, Dr Matthias Rabe. lithium-oxygen, then that will take longer to “As a small brand Seat has to focus on develop,” he stated. what is the right answer at the right cost. “As a premium brand, Audi cannot ignore a portfolio of patents to protect ourselves in the For me the priority is to bring the engine’s alternative technologies like fuel cells. future, so we can react quickly – say 24-36 CO2 down but also lightweight structures; “We are using Ballard as an engineering months – if and when the market demands fuel for instance today’s Leon is 90Kgs lighter supplier and developing our own fuel cell cells. We won’t go into series production if than its predecessor with better crash technology with Volkswagen, as well as buying there’s no market for the cars.” performance and improved space. For future products we will concentrate on more high strength steel so next year’s SUV Magna unveiled the latest in its family of MILA lightweight cars at Geneva: a 1520Kgs electric will be the lightest in its class.” two-seat coupé with an all-electric range of 75Kms and CO2 emissions of 32 grams/kms. MILA Plus is based on an extruded aluminium space frame, clothed in lightweight plastic panels, with the high-voltage battery integrated into the space frame, increasing structural rigidity. Moving up a gear Based on a new, modular platform, Getrag’s new 7DCT300 is designed for a maximum torque of 300Nm. Smart Actuation, an intelligent power-on-demand actuation system, adds to the high efficiency of the 7DCT300. Its use enables power consumption of under 40W to be achieved – less energy than a light bulb and 3.5% more efficient than second generation DCTs.
10 www.automotivedesign.eu.com March 2015 News
Hydrogen on stream by 2030
Forty-two or 48-volt systems currently under consideration by some OEMs to power ancillary functions such as oil, water pumps or air-conditioning systems won’t be a ”major driver” according to Toyota’s vice president research and development, Gerald Killmann. Although Toyota will retain its diesel offerings, Killmann thinks hybrids will become “even stronger” ContiTec shows than today possibly making inroads into diesel sales. “In parallel to that, we will continue to improve our conventional diesel and petrol power trains with lower CO2. But the big step forward will be fuel cell, this has the advantage that it doesn't deteriorate over its lifetime. Today's disadvantage is the lack light touch of infrastructure; we envisage that hydrogen technology has the potential to grow within 15 years.”
ContiTech has developed a transmission crossbeam from fibreglass-reinforced polyamide BASF Ultramid for the Mercedes- Benz S-Class rear axle, which is about 25% lighter, compared to diecast aluminium versions. It boasts optimum strength, good NVH performance and high crash-protection. As a central component of the rear axle, it supports forces and torques of the rear axle transmission. “Absolute precision is called for in the design and production of the transmission crossbeam for the rear axle – particularly in terms of strength and dimensional accuracy of the component,” emphasised Diethard Schneider, head of lightweight construction pre- development at ContiTech Vibration Control. Polyamide components make an important contribution, in terms of reducing weight and making vehicles more environmentally friendly. Unlike aluminium, polyamide can be shaped at lower temperatures, thus requiring significantly less energy in the manufacturing process. There is also a wide range of possibilities in recycling.
Battery venture launched
BASF TODA Battery Materials has been established with 66% equity from BASF Japan Ltd and 34% from TODA KOGYO CORP. The joint venture will conduct research and development, production, marketing and sales for a broad range of cathode materials, particularly NCA (Nickel Cobalt Aluminium Oxide), LMO (Lithium Manganese Oxide) and NCM (Nickel Cobalt Manganese) in Japan. These materials are used in lithium-ion batteries for the automotive, consumer electronics and stationary storage markets. Internationally, the company will leverage BASF’s global network and reach to drive growth in the battery materials market, which BASF has identified as a key growth field for the future.
March 2015 News
and chassis that record low frequency noise from the road. These feed data to the controller, Synthetic sounds to with electronic filtering to generate anti-noise. Based on what the problem is that the OEM wants to solve, Harman will locate the please everyone accelerometers accordingly and tune the system to their unique requirements. Harman can also help OEMs achieve their target sonic picture by taking inputs from engine speed and load, vehicle speed and throttle position to synthesise a more characterful exhaust note that is transmitted through the car’s speakers. “That’s created immense interest since we launched it at the end of last year and will be on the market soon,” added Augustine. Whilst Harman’s Individual Sound Zones (ISZ) is a new in-cabin technology that enables drivers and passengers to create sonic zones, ensuring that all occupants only hear what matters to them. ISZ is an innovative acoustic design and complementary digital signal processing that maximises speaker direction and minimises crosstalk in and between the zones in a vehicle for a more personalised in-cabin experience. ISZ utilises a vehicle’s existing audio system Driving down vehicle weight to help meet cancellation, but is the first to bring to the speakers with the addition of headrest speakers emission levels is leading to OEMs using a wider market road noise cancellation: for engine order equipped with micro speaker technology, along range of electronic sound synthesis, according to cancellation, engine speed is used for the with thin and flat Electro Dynamic Planar Harman’s Rajus Augustine. “As engines are reference signal, sent to the controller, which Loudspeakers in the vehicle ceiling. The digital downsized or cylinder deactivation becomes generates a countering noise up to 250hZ, signal processing has been specifically adjusted more common, sounds that were once masked emitted through the car’s speakers. to the vehicle cabin and speakers, such that it are now apparent within the cabin,” he “We have gone up to 20dbA of will temper the signals from other zones, explained, adding that “low frequency droning cancellation,” commented Augustine. regardless of whether they are music, voice or can cause drowsiness at the wheel”. For road noise cancellation, Harman locates other noises, so each passenger can activate and Harman already has engine order accelerometers strategically on the suspension control their ‘zone’. Battery life extended
Federal-Mogul, has developed Protexx-Shield temperature climbed almost three times faster 3007, to protect batteries from high engine in an unprotected battery than in one compartment temperatures that would surrounded by a Protexx-Shield jacket. In a 100° otherwise shorten battery life. The unique Celsius environment, an unshielded battery took combination of materials used in its construction just 55 minutes to reach 75° Celsius, but when provides superior thermal insulation with high shielded this improved to 153 minutes. resistance to contamination by fluids, and uses Protexx-Shield 3007’s insulating properties a high proportion of recycled content, aligning are provided by a pad formed from Federal- with the company’s strategy of developing Mogul’s QuietShield GRN which can be environmentally-friendly products for its optimised for thickness, density and customers. composition. This is encapsulated within a There is a correlation between battery life polymer-based scrim to provide a sealed outer and elevated battery acid temperatures. As surface, impervious to typical automotive fluids. battery acid temperatures rise, the battery life is The compound material is then formed into a reduced. The longer the battery is subjected to structure and tailored for individual battery sizes heightened battery acid temperatures, the to give optimum fit and insulation. A patent- greater the damage that is inflicted onto the pending integral hinge arrangement allows the battery. In independent tests carried out by shield to be shipped in a flat condition, saving Federal-Mogul’s first series production customer space and freight cost, and simplifies for Protexx-Shield 3007, battery acid installation around the battery.
12 www.automotivedesign.eu.com March 2015 News
Class A finishes assured Bellows technology for air springs Custom colour-matched PVC compounds for automotive exterior mouldings and trim yield the TrelleborgVibracoustic has developed a new bellows technology for air springs. The ‘ZAX pure colour, consistent gloss, and smooth, high- bellows’ combines the advantages of the cross-ply and axial bellows previously used in passenger cars. The new technology will be installed on several SUVs later this year. quality surface required for meeting the Class A Eliminating the torsion decoupling element reduces the production costs for the finish specifications of automotive OEMs, have ZAX bellows. The reduced space requirement is very important, been introduced by Teknor Apex Company. especially on the rear axle. It means that the load compartment can Apex 1545 Series products are 85 Shore A be extended or additional features, such as greater volumes, or PVC compounds that provide integral colour and valves for switchable air springs, can be realised. Class A surfaces for the external layers of co- extruded automotive parts, such as roof ditch moldings between roof and body sections, window trim between A pillars and windshield, and body trim. Thus far Teknor Apex has formulated Apex 1545 Series compounds in more than 60 colours, a number of which are in commercial use on Chrysler vehicles such as the Dodge Challenger.
March 2015 www.automotivedesign.eu.com 13 Automotive Design Interview Bringing it all together Ian Adcock catches up with GKN’s newly appointed president, Group Technology, Rob Rickell
suggest to Rob Rickell that, automotive, land systems and electric vehicle components – his from an outsider’s point of powder metallurgy. It’s a message new remit is to ensure that view, it seems faintly surprising that Nigel has been giving to technology is at the forefront of all that he is GKN’s first board customers and, to reinforce that four divisions and develop a member responsible for message, it was felt important to technology roadmap, as well as overseeingI technology. After all, GKN have someone at corporate level define the top 10 programmes for the is a global engineering company with representing technology. next five,10 or even 20 years. an £8 billion annual turnover and is “In any case, I had been visiting “I chair the group technology a recognised leader in its four the board at strategy meetings for the strategy board, which is made up of specialist areas of aerospace, past two to three years, presenting myself, Nigel as CEO, Andrew powder metallurgy, land systems technology, summarising what we Reynolds Smith (chief executive and driveline. were doing in all the divisions, so I automotive and powder metallurgy), “Yes, but we’re there now and it was sort of moving into that role.” the four division leaders, and the was very much welcomed when I senior vice presidents of aerospace, was invited by CEO Nigel Stein to PLANNING AHEAD driveline, land systems and powder join the board. To be honest, for the Having successfully grown the metallurgy. A fairly small group, and past couple of years I have been driveline division over the past eight- we decide on future technologies and involved in group strategy as a plus years – from basically being a member of the group technology constant velocity joint and driveshaft strategy board and, really, we were business into a fully integrated keen to emphasise the point that driveline with all-wheel technology has become more and drive, hybrids and more important to GKN businesses involved in aerospace,
14 www.automotivedesign.eu.com March 2015 Rob Rickell CV
Rob Rickell was recently appointed president, Group Technology for GKN plc, moving up from his previous role of senior vice president Engineering for GKN Driveline. Since joining GKN in 1984 as a product engineer in Birmingham, UK, Rickell has worked on a variety of projects at the company’s facilities in the UK, Italy and Lohmar, Germany, and managed GKN Driveline’s global Toyota account. He played a key role in launching GKN Driveline’s countertrack constant-velocity- joint technologies, and developing AWD and eDrive Systems capability. Rickell has a bachelor’s degree in mechanical engineering from Nottingham University and a Master of Science degree from Loughborough University in Leicestershire, UK. He is a Fellow of the Royal Academy of Engineering in the UK. Aged 55, he is married with three children.
March 2015 www.automotivedesign.eu.com 15 how we are progressing on major 2013 sales by division he adds. “However wonderful it is in current programmes.” Land systems Other weight saving, it can’t cost more He also reviews current major (12%) (1%) than so many euros per kilo.” projects, deciding if they should £899m £104m It is the same with graphene “in continue or not, and is actively the short term”, continues Rickell, involved in merger and acquisitions, and although it is now clearly on with a goal of growing GKN to a GKN’s radar for aerospace and £10 billion-plus business in the defence, its rapid emergence over foreseeable future. “We want to do the past few years means it wasn’t that organically and with clever predicted in the last long-term acquisitions, like we’ve done in the review five years ago. Aerospace Driveline past with aerospace and absorbing 30% 45% ( ) Powder metallurgy ( ) Getrag into Driveline, for instance. £2243m (12%) £3416m HITTING THE MARK The Williams hybrid was a key £932m “I looked at one we did [then] strategic acquisition for us and clearly and we missed one or two I will be involved in those, from a for some high performance cars, but things that we know are coming, technology point of view, asking if it’s still hard to see those but we hit quite a few interesting they fit with our technology or is it technologies being applied to high ones. I think we probably got good technology. volume cars, because of the material 70-80% right then and hope to do “With many of our acquisitions, costs. Even lower specification that for the next one we’re we move in and acquire them, carbon-fibre is still significantly more preparing. because they’re offering some expensive than steel. High strength “What we have done is identify technological advantage. But, steel is such good value for money, some areas we weren’t in five years business wise, we can help turn them it’s often difficult to beat in the ago and have decided to look at round into profitable concerns.” automotive sector; clearly, aluminium them. One is additive and hybrid composites are coming in manufacturing. If you look at the HIGHER PROFILE premium products. potential for that with titanium As if that isn’t enough, Rickell is also “You have to remember the cost powder for aircraft components, it charged with improving GKN’s image pressure in the automotive industry is will be the displacement business to in the wider market. “Whilst we’re different from other sectors we’re in,” well known within the individual sectors, we aren’t at the level of Bosch or ZF in wider terms. We need that higher profile to attract future generations of engineers around the world to help sustain our growth going forward. There’s a lot of competition out there for them GKN's efficient all- and we want GKN to be right at wheel drive system the front, attracting the best for a B-segment SUV graduates, students and engineers.” Having this broad overview means that he is ideally placed to leverage synergies between the divisions. An obvious example would be aerospace’s carbon-fibre expertise, although he is cautious about its automotive potential. “Initially, it’s still a niche market with low volumes. We work with Toray and others for material supply and manufacturing prop shaft tubes
16 www.automotivedesign.eu.com March 2015 Automotive Design Interview
AUTOMOTIVE HYBRIDS an eAxle, for instance, then you’ve Rickell also sets great added both and, in the standard store in the future of cycle, it could be up to 40% better automotive hybrids, fuel economy than conventional especially when front- or rear-wheel drive. combined with two- or “Adding all-wheel drive, hybrid even three-speed and weight, yet improving economy transmissions, “Most of on the standard cycle and in real today’s are not life, is better. With hybrids, you get optimised as a system; they four-wheel drive for free and the usually just have something bolted best of both worlds, although the on. If you go to 2- or 3-speeds, you technology does add cost.” can absolutely optimise the hybrid’s With its origins traceable back to layout, with optimal downsized 1759 and the birth of the Industrial BMW's i-8 internal combustion engine Revolution, GKN has constantly utilises the benefits of GKN's two-speed delivering the right torque gone through change and it appears e-transmission characteristic and correct sizing of that, with Rob Rickell leading the the electric motor – which means technology strategy, it could be you could downsize the battery for about to undergo an industrial machining blocks of plug-in hybrids.” revolution of its own. titanium for structures and Rickell also sees a growth in all- aero engine parts. Having 80% wheel drive systems, citing that GKN Driveline sales by product 2013 swarfe from a block of titanium developed by GKN for the Fiat 500X doesn’t make sense. That’s a clear and Jeep Renegade as “best in one and we are investing heavily in class”, in terms of weight and that area. efficiency. “It’s great for our powder “To get a 4x4 in the ‘B’ segment division, because we can produce close to what the emissions and fuel the powders for that and there’s a consumption of a conventional synergy with automotive as well, but front-wheel drive on the standard that might take even longer. cycle clearly makes all-wheel drive “It’s incredible what you can do more acceptable to buyers, and with additive as you build it in 3D, removes that image of fuel CVJ systems eDrive systems putting the material exactly where consumption penalty and weight. the stresses are. It has potential for “But where it gets interesting is AWD systems Other differential casings, suspension when you’re looking at adding Trans-axle solutions parts and structural components; hybridisation. If the all-wheel drive is we are prototyping an engine component that would be a skeletal, GKN Driveline sales by customer 2013 bionic form, very lightweight, that Other VW really reduces the inertia effect in 18% 15%
the engine. If that’s successful,
it will be fascinating. Volvo cars “It takes a day to make the GM Group 4% 12% part, so that wouldn’t work,” Mitsubishi Group he points out. “But, if you 4% could grow 10,000 a day, BMW that’s where additive can 4% come into the automotive Tata Group Fiat Chrysler 4% 11% sector. You have to think differently from conventional Toyota Group 6% manufacturing. That’s one of Renault-Nissan Ford Group my main agendas, as it affects 10% 11% at least three of the divisions.”
March 2015 www.automotivedesign.eu.com 17
Cover story GRAPHENE SUPREME
Ian Adcock discovers what role graphene is likely to play in the vehicles of tomorrow
t is 11 years since Nobel prize containing circles, it means that the winners Andre Geim and electrons are free to move within that Konstantin Novoselov first sheet, giving it conductive Iisolated graphene from properties.” carbon, even though it had One of the properties that led to been known about by modellers and the physics Nobel prize was the theoreticians since the 1960s. In the discovery that the electrons in a intervening years, it has been touted single layer of graphene are moving by the popular media as a wonder close to the speed of light, described material that is at one and the same by Kinloch as “very exciting, time: strong, flexible, opaque, because there’s a whole branch of transparent, waterproof and physics that describes quantum repellent, breathable, yet a barrier to particles moving at high speeds that helium, and conducts electricity and you can then prove experimentally. heat. In fact, there doesn’t seem to That caused a big hubbub in the be a property the atom-thin material physics community and from there doesn’t possess or a material it can’t everyone started looking at what improve – apart from curing potential this material had”. baldness, although it wouldn’t be a surprise if someone patented a hair restorer containing grapheme, “Like carbon fibre, claiming it did just that. graphene’s take-up – “There’s a danger in it being oversold,” Ian Kinloch, professor of especially in the material science at the University of automotive sector – will Manchester tells me, adding: “The
Photo: Dean Smith, Camera Crew Camera Smith, Dean Photo: simplest thing is to think of graphene be dictated by price, as a layer of carbon atoms arranged and driven by the second like a chicken wire in hexagons. If you remember your school day and third tier material chemistry, whenever you drew a suppliers before it hexagon atom you included a little circle within, it symbolising that the reaches the tier ones electrons were free to move. So, if and eventually the OEMs” you imagine that graphene is a whole series of those hexagons Ian Kinloch
www.automotivedesign.eu.com 19 through, making it ideal for use in paint and anti-corrosion finishes. Change graphene’s surface chemistry and it can be made hydrophilic or hydrophobic. “There’s a tuneability there, which is when you give it to the chemists to get it to behave the way you want. But,” warns Kinloch, “all the challenges and properties described so far are with a perfect piece of material, in a laboratory on a very small scale. The challenge for the engineers and material scientists is: how close can we get to those perfect properties when we put it into a real material?”
Graphene – How it makes its mark
Its flexibility and ability to provide haptic feedback when used with polymers means instrument displays and centre “The simplest thing is to think of graphene as a layer of stacks could be contoured into 3D carbon atoms arranged like a chicken wire in hexagons” shapes with touch-sensitive controls
Its modulus is very high – in tera “Graphene is the first Layered materials, or van der Waal solids, Pascals, about 3-4 times stiffer than create microscopically thin solar cells that of a new class of could coat a car’s roof and upper surfaces the carbon fibre used in Airbus – but to generate power warns Kinloch: “That’s partly materials called layered because the materials people have materials, or van der been looking at are very small and unlikely to have any critical defects.” Waal solids, because of And he continues: “The electrical the interaction between properties of a mono layer are unique, in terms of the way the them. The idea is like electrons move close to the speed of building a deck of cards light, and that’s due to graphene’s symmetry, which is quite particular with different layers of to that structure. materials inserted in a “Then you have good thermal conductivity, so it’s good for taking controlled manner to heat away and, being so thin, it’s build up the stack” transparent, with 2.3% light going through. It also has a very high Body-in-white undercoat containing surface area, which is important for graphene would be battery and super capacitor As with aluminium and steels, a more effective barrier than conventional paint. Because of its applications, and that’s because, there is more than one grade of platelet format, graphene creates when you have only one atom, each graphene, and the number of layers frustrated pathways, which, in theory, atom is on two surfaces and counts stacked up will influence its stiffness, makes it impenetrable to moisture, road salts and other corrosive twice when you calculate surface conductivity and how much light elements – only one coat required, area. At 2600 m2 per gram that penetrates… “the thicker it is, the saving more weight, as well as makes it the highest theoretical area more light it absorbs”, while a achieving a better ‘A’ class finish. from a material.” perfect sheet won’t even let helium
20 www.automotivedesign.eu.com March 2015 Cover story
Kinloch likens the timescale to material suppliers before it reaches fewer the layers, the more expensive that for carbon fibre. “That’s been the tier ones and eventually the it becomes, with $30-100/kilo being around for 30-40 years and it took OEMs. “There are probably 100-plus forecast. three decades to get into the first companies globally claiming they “The issue is knowing what you commercial plane – and it’s only just make graphene: different grades of have and building up your level of beginning to get into what you might graphene, with different understanding – that’s where we are class as production cars with BMW’s price/performance points. The most now. Because each manufacturer i3. There’s a lag, but I am sure the available of the ton scale is nano has a different plate size, option new materials will be quicker, graphite and that is probably 30 content and dispersivity, you need to because there’s a trend towards layers, so it has stopped behaving start matching the grade of graphene lighter cars.” like a unique nano material and to the application and that’s what Like carbon fibre, graphene’s behaves like small lumps of graphite. people are now beginning to take-up – especially in the That doesn’t give the same understand, so production ready is automotive sector – will be dictated performance as true graphene, probably five years away.” by price and, predicts Kinloch, however, where $10s per kilo for The resurgence in interest of fuel driven by the second and third tier nanographite is being predicted; the cell-powered cars could also be
Windscreen and rear window: with Batteries: replacing carbon black with graphene results in a 10-20% graphene being both transparent and improvement in cycle rate and life. Graphene can also be an enabler conductive, it has the potential to replace for silicon-lithium battery technology for higher density and faster conventional wired heating elements recharging, resulting in smaller battery systems
Bonnet, boot lids or internal/external body panels produced from injection moulded polypropylene or other filled polymers and graphene reduce weight without affecting torsional rigidity
Organic Light Emitting Diodes (OLEDS) can suffer from oxidation, but a coating of graphene acts as an effective seal, opening the possibility of OLED running lights, indicators and other lighting systems
Super capacitors: as Adding graphene to rubber and elastomers improves graphene is a high surface its tear strength performance and heat capacity, area material and super improving the tyres manufacturing cycle times, while capacitors capacitance is this also offers the opportunity to tune the tyres’ glass proportional to their area, transition point, stiffness and deformability graphene could effectively double that significantly improving performance
Heat recovery systems can benefit from graphene Lightweight hybrid crash structures and beams of capturing heat from the exhaust system and using the carbon fibre combined with graphene would temperature difference between the exhaust and ambient enhance energy absorption by up to 20-30% and to drive electrons round the circuit, generating electricity to be more effective than current metal crash cans augment the combustion engine
March 2015 www.automotivedesign.eu.com 21 Cover story
accelerated by using graphene in the “Mankind has been investment into Manchester’s membrane. “That’s the big technical Graphene Engineering Innovation challenge and we have a project through many ages and Centre (GEIC) that will open shortly running here in Manchester to see if revolutions, from stone and house over 200 scientists graphene is the key to unlocking the researching and developing fuel cells potential,” notes Kinloch. to the industrial graphene and other 2D materials. UKplc, he says, is “up at the revolution. It looks as With graphene barely out of the front”, along with the USA, China and starting blocks, though, isn’t it a little Singapore, not only in terms of if future generations premature, I ask Kinloch, to be manufacturing graphene with will look back on the talking about a whole new series of companies such as Thomas Swan materials that are beyond graphene? producing “kilos a day”, but also joint first half of this “Graphene is the first of a new class projects between themselves and century as the dawn of of materials called layered materials, companies like Morgan Advanced or van der Waal solids, because of Materials that has invested £1 million the graphene age” the interaction between them. The to commercialise a different flake idea is like building a deck of cards size. Then there is the £60 million with different layers of materials inserted in a controlled manner to build up the stack. Graphene is the enabler for this new generation of materials, such as molybdenum disulphide tungsten disulphide and boron nitride. “Ultimately, 15 to 20 years down the line, we could have layers of graphene sandwiching a layer of tungsten disulphide, acting as a semi-conductor to create a solar cell seven atoms thick, which would be reasonably efficient. The key thing is that it conforms to the car’s contours and could augment or recharge its battery pack. It’s a long way off, but it’s the type of thing people are beginning to look at. Graphene has its limits; but, by adding it to other materials, you end up with different properties in each layer, resulting in a microscopically thin device.” It’s early days in graphene’s development, never mind its potential applications in automotive technology, but as manufacturers strive to meet increasingly stringent impact, emission and efficiency legislation, then the OEMs will be driven to employ any material that will assist them meet those targets. Mankind has been through many ages and revolutions, from stone to the industrial revolution. It looks as if Graphene is gradually future generations will look back on emerging from the laboratory into industrialisation the first half of this century as the dawn of the graphene age.
22 www.automotivedesign.eu.com March 2015 Kevin Jost, The Columnist SAE International Editorial Director
Engine management & connectivity T wo megatrends affecting the system market is projected to record a expected to reach $141 billion globally automotive industry are the regulatory stable growth rate during the period. by 2020, with a compound annual push for cleaner transportation The market holds a technological growth rate just north of 32% during solutions and consumer demands for advantage, due to factors such as the the period from 2014 to 2020, the comfort, convenience and promotion of green vehicles, stringent according to Allied Market Research. entertainment functionality of their emissions and fuel economy rules, Its report forecasts that the availability homes to be offered in their cars. along with increasing concerns of faster communication networks, Recent market research provides regarding global warming. The region advanced connectivity solutions and some insight into the current state and has become a testing ground for new user-friendly interfaces should drive future trends in these two high-value and advanced automotive engine the global connected car market. and strong-growing areas of management systems. Favourable regulations around the automotive electronics technology: The Asia-Oceania region is also world will also fuel market growth. engine management and connected projected to show favourable growth, Integrated connectivity solutions vehicle technologies. because of fast-growing production are expected to surpass embedded The automotive engine volumes and the growing need for solutions in 2016. Navigation and management system market is better performing and highly fuel- infotainment services together held expected to be worth $197 billion efficient vehicles. More stringent almost 80% of the market in 2013 and by 2019, according to emissions regulations and growing are expected to maintain steady MarketsandMarkets. The company’s acceptance among consumers of growth during the forecast period. report analysed the market from technologically advanced systems are North America and Europe are passenger car to heavy commercial also propelling growth there. projected to be the most lucrative vehicle and highlights growth The report lists the major engine markets, in terms of revenue opportunities in the coming years. management manufacturers, including generation, whereas the Asia-Pacific North America will be the fastest- Bosch, Continental, Delphi, Denso, market will grow fastest. growing market for engine Hella, Hitachi, NGK and Mitsubishi North America currently garners a management systems between 2014 Electric. major market share and is expected to and 2019. Increasing NOx levels in the Another huge slice of the maintain the position throughout the environment, stringent fuel emissions automotive electronics space will be forecast period. The relatively mature regulations, demand for higher fuel the connected car market, which is market was an early adopter of the efficiency and the need for better technology and the US National performing vehicles are factors driving Highway Traffic Safety Administration the demand. In addition, there is a could mandate further M2M (machine need for improved feedback from the to machine) connectivity solutions in engine for response to the actuators vehicles. and motors. In Europe, the engine management [email protected]
March 2015 www.automotivedesign.eu.com 23 What lies beneath?
Automotive Design looks into chassis developments designed to ensure local preferences are catered for globally
ncreasingly, cars are nowadays struts, dampers, as well as entire up to 25%, while the lightweight steel designed globally for local axle systems. suspension strut for the front axle markets, meeting different SMiCA (Sheet Metal integrated includes both a hybrid spring plate Idemands from drivers Control Arm), for instance, offers a made from steel/plastic and a hollow according to regional lightweight solution requiring no rivets piston rod, as well as outer tubes with requirements, whether they are driving or screw connections, resulting in up varying wall strengths. styles and tastes or road conditions. to 23% weight-saving over a The material is reinforced where To ensure local preferences are conventional sheet metal control arm. required and other areas of the outer catered for, OEMs rely on the supply Moreover, it requires less installation tube are kept as thin as possible for a chain to deliver suspension, steering space and allows for more flexibility 20% weight reduction. and other chassis components that when designing the chassis. Tenneco is another systems have been developed to suit those Close to volume production are supplier whose suspension wants. ZF’s lightweight aluminium damper technology is going on a diet, using and lightweight steel suspension strut. plastic spring seats, as well as top The monotube damper for the rear mounts produced from plastic or axle is an aluminium/plastic hybrid aluminium, together with new design, achieving weight savings of monotube technology and composite springs under What started at development with a third the first passenger car axle party, which are assembly location in Duncan, imminent. USA, with production-synchronised supply of front axles for the BMW Z3 Roadster, is now standard practice on every continent: at 15 plants in eight countries, ZF has already assembled approximately 27 million ready-to- install axle sets, individually tuned to the respective vehicles – with annual sales of almost €2.8 billion and rising, with nearly four million complete front and rear axles. Over 50% of sales are ZF's lightweight SMiCA control arm generated in the Asia-Pacific region (left) and, above, Nexteer’s ceps and approximately 30% in America. steering assembly
WEIGHT-SAVING Alternative materials, as well as new designs and production methods, save weight; materials, such as aluminium, carbon fibre reinforced plastic (CRP) or glass-reinforced plastic (GRP) are used in conjunction with advanced production processes to manufacture tie rods, suspension
24 www.automotivedesign.eu.com March 2015 Focus on Chassis Systems
in the future, as these are usually design methodologies. passed on to the end buyer. This process, which goes One sector that arguably flies beyond software applications, in the face of this is electric enables instant, controlled vehicles (EVs). With their propagation of design changes inherently higher purchase price, throughout the global the higher costs of weight- enterprise, supporting a ‘lean’ saving is more acceptable, as a approach to product design lighter vehicle requires and a highly efficient change- fewer/smaller battery packs to management process. power it, with a subsequent Actual time studies carried price saving. out have shown that Nexteer It is also essential to Automotive’s Lean Design minimise cost during the Methodology delivers industry- development process. Nexteer leading productivity regards itself as a leader in improvements. For example, in developing best practices for typical product development documenting design processes scenarios customers may and techniques, supported by experience: repeated testing until proven •50% reduction in time improvements in production are needed to create product The challenge with all these light- seen by using standardised design and manufacturing weighting strategies is achieving a design processes and high process models price point that is attractive to the quality mechanical computer •65% reduction in time spent OEMs, which is very dependent on aided design (MCAD) data to editing models the sector the vehicles are designed effect improvements to product •75% reduction in total for. A mass-produced car destined for cost and delivery. project time the A, B or C sector, for example, This approach, Nexteer •100% reusable designs in could only withstand a price increase claims, eliminates a common downstream applications of €2-5 per kilo saved, simply problem in traditional CAD •50% reduction in staff and because of the narrow margins departments, where up to 50% resource requirements. achieved with these cars, whereas a of design and engineering time At the same time, other premium product would be able to can be spent in rework. Moreover, its advantages include: withstand higher cost per kilo saved. standardised system with advanced • Supports lean design and Six Sigma interoperability encourages effective quality manufacturing practices THE EV FACTOR collaboration. • Optimises use of CAD licences and Furthermore, there is a trade-off workstations between investing in powertrain LEAN BY DESIGN • Accelerates time to market through development or lightweight materials Nexteer Automotive’s Lean Design the integration of design and to achieve fuel savings and CO2 levels Methodology (LDM) takes the proven production. principles of lean from the factory floor to the product development process, and consists of both product design and manufacturing process
START OF A REVOLUTION In all probability, this is just the start of a chassis systems revolution, particularly with the advent of 48 volts ZF's lightweight damper (top) saves that will impact on steering and crucial weight, as do Nexteer's rear- suspension systems in higher end wheel drive halfshafts (above) models.
March 2015 www.automotivedesign.eu.com 25 Wheels and tyres are becoming more technically adept, as Automotive Design discovers Getting a GRIP on the future
ord’s most powerful production in South Carolina, though result, claims Michelin, is a tyre that Mustang, the Shelby it is still too early to predict if this continues to channel water away at GT350R, caused a bit of a unique solution will make the an incredible rate, even as the Fstir at the Detroit show at transition from its current low-speed grooves become shallower. the beginning of the year industrial applications to the everyday Super computer modelling has when it rolled into view on carbon demands of automotive applications. enabled Sumitomo Rubber Industries fibre wheels. These lightweight 19- (SRI) subsidiary Falken to develop its inch rims save 5.9 Kgs of unsprung EVERGRIP TECHNOLOGY latest SN832 Ecorun tyre by weight per wheel, while offering Making the transfer from the North simulating real-world conditions that higher levels of stiffness than American market into Europe, a tyre experiences to identify heat equivalent aluminium wheels. however, is Michelin’s EverGrip build-up and how to minimise it, as Produced by Australian specialists technology unveiled in January last increases in temperature result in Carbon Revolution, it is the first time year. Made from a proprietary higher rolling resistance and worse these rims have been used by a chemical compound containing high fuel economy. mainstream producer, rather than a amounts of silica to provide the Falken has also developed a new supercar specialist or after-market bonding strength needed to keep the run-flat tyre that it believes takes this application. And although perhaps treads on the road and deliver high technology to a new level altogether. not an everyday car, Ford’s use of traction, even in wet conditions, it is There has been considerable criticism these lightweight rims points the way also infused with sunflower oil for of run-flats deteriorating a car’s ride, towards reducing mass at every greater flexibility at low temperatures due to the additional stiffness of the single opportunity. to improve cold weather grip. side walls. Even more radical is Michelin’s Additionally, it has a revolutionary X Tweel airless radial tyre for design of rain grooves that widen as NEO-T01 MANUFACTURING commercial applications. After a they wear down, supported by a PROCESS decade of development that brings special set of more than 150 grooves By adopting its new NEO-T01 together the tyre and hub into one hidden beneath the surface that manufacturing process developed by assembly, it has finally gone into emerge as the outer layers wear. The SRI, the computer-controlled
26 www.automotivedesign.eu.com March 2015 Focus on Wheels and Tyres
punctures occur on average every otherwise lost through internal 3000Kms, compared to 75,000Kms friction – which helps to reduce in Europe. In the longer term, this rolling resistance. By the same token, could be applied across all markets the narrow tread concept improves and tyres, with the added benefit that aerodynamics. These improvements, OEMs could then eliminate spare it is said, do not involve a trade-off, in tyres once and for all, freeing up terms of safety. The tyres long space in the car and reducing weight. contact patch (relative to its narrow Burgeoning sales of electric width), revolutionary tread design and vehicles (EVs) also present tyre compound still ensure outstanding producers with a unique set of grip in both wet and dry conditions. challenges: the tyres tend to be taller A second feature is the unique and narrower to reduce wind ‘Multicell’ compound that contains resistance, while they must also have microscopic bubbles and tubes, lower rolling resistance throughout which clear water rapidly from systems can, in theory, produce tyres their life to help maximise the EVs’ between the tyre and ice or snow within a tolerance of 0.01mm, range and, simultaneously, transmit surface and assure a proper contact enabling the engineers to design a less noise into the cabin. with the road. As the water is cleared, tyre with 70% improvement in high the ‘bite’ particles come into contact speed uniformity and a 10% weight ‘OLOGIC’ TECHNOLOGY with the ice surface, improving the reduction on rival run-flats. Bridgestone claims to have achieved grip even further. Also, the Azenis FK453 features this with its ‘ologic’ technology, as With the prospect of multi- a dimpled sidewall that helps to fitted to BMW’s i3 EV: combining a compound tyres filtering down from disperse heat, allowing the tyre to large diameter with a narrow tread high-performance cars and run at speeds up to 80Km/h for pattern has several advantages. developments like Bridgestone’s 80Kms, despite the side wall being While the tread on smaller diameter intelligent Contact Area Information 20% more compliant than rivals. tyres is typically inclined to excessive Sensing based system that can An alternative to run-flat is movement or ‘deformation’ during monitor in real-time tyre wear and Michelin’s Selfseal technology that is driving, the larger diameter and tread depth, then the advances in being targeted at emerging markets, higher belt tension significantly this sometimes overlooked area of such as the Association of Southeast reduces tyre deformation and, vehicle development appear to be Asian Nations (ASEAN), where therefore, conserves energy that is coming thick and fast.
MICHELIN TECHNOLOGY IN ACTION 1 On a microscopic level form a finer, tighter 1grid that distributes key additives more evenly, maximising wet traction
As the tyre wears, 2 2rain grooves widen, 4 in order to maintain wet weather grip The tyre 4delivers safety, performance and durability
3 As the tyre wears, 3grooves open up to evacuate water
March 2015 www.automotivedesign.eu.com 27 APPLIANCE OF
With more materials used in vehicle structures, Automotive Design reports on the challenge that this then sets when it comes to recycling
product’s green consumption and exhaust gases have 36,000 lines of data to analyse credentials are now an (ironically, at the same time as that would include the entire bill of essential part of its vehicles have tended to get bigger material and the manufacturing Abrand image and sales and heavier), that percentage has impact of each component. That appeal. Whether it’s the dropped to around 63% in the ‘use’ figure was arrived at by analysing refrigerator in the kitchen or the light phase, with the balance of 27% a genuine car specified by a bulbs in the lounge, any device that accounted for by manufacturing, customer; adding or eliminating consumes power is coming under according to Jaguar Land Rover’s various options, Shaw points out, increasing scrutiny as to just how technical specialist for whole vehicle makes practically no difference. efficient, or otherwise, it might be. sustainability, Jamie Shaw. Perhaps more than any other MASS APPEAL sector, it is the automotive industry The biggest gains to be had in LCA that has been at the forefront of the are through weight reduction, march towards a greener future. This “Any device that because the less mass you’re isn’t just about tailpipe emissions, consumes power is dragging around, the greater the which is a simple and – some would impact on the ‘use’ phase of a argue – misleading way of coming under vehicle’s life. Typically, taking 100Kgs illustrating just how environmentally increasing scrutiny out of a car results in a 2% friendly, or not, a given vehicle is. It improvement in fuel efficiency, while is about the complete manufacturing as to just how employing recycled materials has process: from mining the ore that is efficient, or a lower impact than using virgin turned into the metal the car is built materials; none more so than when from, to the complete manufacturing otherwise, it aluminium is used for vehicle process, to its usage and, finally, its might be” structures and body panels. disposal at the end of life. Even though virgin aluminium is power-intensive, recycled aluminium UPFRONT IMPACT requires 95% less energy, because Life Cycle Analysis (LCA) has “For something like a Range its melt point is relatively low – hence become a science in itself – the Rover, that’s one out of 61-62 tons of the industry’s drive towards greater ability to model upfront what impact CO2 created during its 10-year, use of recycled aluminium. over its lifetime a given vehicle will 200,000 Kms life cycle that we base To ensure you get back ‘like for have, in terms of CO2 emissions. our calculations on,” says, Shaw, like’ from the recycling process, says Historically, the vehicle’s ‘use’ phase “although many last longer and cover Adrian Tautscher, responsible for has accounted for some 85% of a higher mileage.” Where the car sustainable aluminium strategies at CO2 emissions. spends its driving life can also impact Jaguar Land Rover, aluminium But, as engines have become on that figure. grades, whether cast or sheet, more efficient, reducing both fuel Typically, a Range Rover would should be segregated. “We’ve
28 www.automotivedesign.eu.com March 2015 Focus on Life Cycle Analysis LCA SCIENCE
Captions goal just keep stacking up. The enormous shock waves achieved that in manufacturing with process scrap going back to Novelis to be melted into automotive sheet Weight for it... and that’s been running for several years, with no loss of quality.” MagiZinc is here Steel, he concedes, is more tolerant of being mixed, but then Aluminium isn’t having it all own way by any means when it comes to loses out with a melt temperature lightweighting and LCA. twice that of aluminium. Steel giant Tata has developed MagiZinc, which incorporates a small The ultimate aim would be to use percentage of magnesium and aluminium in the coating that reduces 100% recycled aluminium, but, with weight by 30% over conventional Gl100 steel, resulting in a 14% its consumption expanding across all reduction in its carbon footprint. sectors, production will have to In the fabrication process, there’s a 3.3% improvement in press shop increase three-fold by 2050 to satisfy yield and upwards of 3.6% in life cycle carbon footprint. An optimised projected demand and that won’t be body structure would save a kilo with extensive use of MagiZinc, satisfied by recycling alone. delivering a reduction in use phase-related emissions of 4 kgCO2e. For a B-segment car, add to that the 12kg CO2e carbon footprint SLOWLY, SLOWLY saving from manufacture, fabrication and end of life recycling results to Part of that is due to the lag in give a total life cycle carbon footprint saving of 16kg CO2e. recycling technology and the sporadic timing that cars go for recycling. Not all XJs or Audi A8s will be scrapped at the same time, while the shredding and sorting technology will need to be improved, although it’s difficult to persuade the operators of the need for investment today for products they might not see for another decade or more. The vision of the 100% totally recycled car is unlikely to be realised in the ‘foreseeable’ future. However, as LCA matures and recycling becomes more sophisticated, the closer the industry comes to creating a closed loop economy: a manufacturer builds a product, the customer uses it and, when they’re finished with it, it is taken back and recycled into the next generation of products. And that could be any MagiZinc offers press shop and carbon footprint benefits. product from any industry.
March 2015 www.automotivedesign.eu.com 29 Ryan Gehm looks ahead to this year’s SAE World Congress & Exhibition, where the theme, ‘Leading Mobility Innovation’, heralds what SAE International sees for automotive as… THE DAWNING OF A NEW DAY
cEngine system analysis Cradle, where a feedback is needed Software Cradle has announced that from the exhaust to the intake its SC/Tetra Version 12, scheduled for manifold. Performing the entire release in June 2015, will introduce simulation in 3D is too expensive, several new features, including the while a 1D simulation cannot fully coupling of SC/Tetra CFD software resolve the effects of 3D phenomena with Gamma Technologies’ GT-Power in the manifold. The coupling is set up software for engine system simulation, using extensions to the standard, allowing more accurate and detailed user-friendly SC/Tetra Condition calculations for enhanced analysis Wizard, which lets the engineer and development. A GT-Power 1D systematically define the relationships Aftertreatment system simulation of the intake manifold between inflow/outflow conditions To achieve Tier and Euro emissions could be replaced, for example, by an and chemical species in the two compliance, with minimal impact on SC/Tetra 3D model, including software packages. SC/Tetra can be efficiency, system size and compressible flow and mixing gas employed for the design and analysis maintenance, Convergent Science has analysis. of engine systems, aerodynamics, developed an aftertreatment simulation This is particularly important for climate control, acoustics and approach for on- and off-road exhaust gas recirculation (EGR) numerous other automotive urea/selective catalytic reduction (SCR) simulation, according to Software applications. systems that combines spray, wall- interaction, chemistry and heat transfer models with automatic meshing. Built for in-cylinder simulations, this is suited for urea/SCR systems with transient sprays that impact mixers, potentially producing liquid films resulting in solid urea deposits. Convergent’s approach gives designers the flexibility to change geometry and exhaust system layout to improve performance. The use of computer simulation and code reduces aftertreatment system design time; in-cylinder combustion modelling timeframes are shortened by replacing user-defined meshing with the automated mesh generation process.
30 www.automotivedesign.eu.com March 2015 SAE World Congress Preview
Virtual road traffic values, such as air/fuel-ratio, A model for traffic and environment temperature or the exhaust gas simulations from dSPACE supports recirculation (EGR) rate. Systems the testing of advanced driver are applicable in petrol or diesel assistance systems (ADAS). ASM experimental or production engines; Traffic 3.0, part of the Automotive do not require a gas sampling system; Simulation Models (ASM) library, and measure contactless without a simulates active safety systems, time delay. including autonomous emergency temperature range, up to 1050°C, The ICOS-Fuel system provides a braking and emergency steering and provides the correct shape for technique for air/fuel-ratio analysis for assistance, allowing users to test and casting, using the company’s crank angle resolved investigations, demonstrate ADAS capabilities early computer-aided design and rig-burner such as cold start. The system in development. test systems. Castings contribute to measures the cycle-resolved internal With the ASMs, developers can improved fuel economy and cleaner and external EGR rate directly inside simulate test vehicles, urban and rural exhaust gases, and are geared toward the cylinder, with consecutive cycle road networks, other vehicles, high-temperature combustion of variations at different engine pedestrians and traffic signs in real engines with low-alloy, heat-resistant conditions, and accurately compares cast steel.
High-capacity shock system Intertek recently acquired an ETS Solutions 115,655 Nm vibration and mechanical shock system that will enable the company to double its existing capacity on high payload testing to up to 862 kg. The shaker is the largest in Intertek’s network and time. Virtual sensors detect the will allow the company to test both injection systems. The ICOS- objects in the simulated environment heavier components, as well as Temperature system analyses and signal ADAS to take appropriate multiple smaller components in a time-resolved in-cylinder action. Simulated collision risk single run. The ability to test heavier temperatures in internal combustion scenarios can be used regressively to and/or multiple components will engines. test the functionality of active safety potentially reduce testing time and and driver assistance systems. ensure the durability of products in Media converter Engineers can also import road both the design and production Intrepid Control Systems offers a information from other mapping and validation stages. The system is rugged, pocket-sized RAD-Moon simulation tools. installed at Intertek’s lab in Plymouth, media converter that interfaces Michigan. conventional Ethernet with BroadR- Heat-resistant steel casting Reach. Powered by USB, the device Hitachi Metals offers Hercunite-S In-cylinder gas analysis allows communication between a PC heat-resistant steel casting for LaVision’s internal combustion optical and an automotive Ethernet electronic exhaust systems to improve fuel sensor (ICOS) product family provides control unit (ECU). Features of the economy and reduce CO2 emissions. a series of techniques for the converter include single port BroadR- With increasing demand for heat- measurement of quantitative, in- Reach PHY (BCM89810) connected resistant casting that withstands cylinder, transient engine-relevant directly to one port of 4-wire 10/100 high-temperature exhaust gases from Mb physical layer (PHY); master/slave turbochargers, the Hercunite-S Series auto-configuration; activity Link LEDs is a next-generation, downsized for both PHYs; Molex Mini 50 design that also meets higher fuel connector for BroadR-Reach PHY; economy standards. Applications and RJ-45 connector for 10/100 Mb include exhaust manifolds, turbine PHY. Part of Intrepid’s complete line of housings and exhaust manifold- automotive Ethernet tools, the RAD- integrated turbine housings. Moon features a small, rugged The series operates over a wide enclosure suitable for portability.
March 2015 www.automotivedesign.eu.com 31 Land Rover’s latest Discovery packs a lot of space into a compact vehicle. Paul Cleaver explains to Ian Adcock
t would be fair to say that the Land Rover and Range Rover brands have a dilemma when it Icomes to balancing vehicle attributes: on the one hand, the brands both carry ‘The best 4x4xfar’ tag lines, yet to achieve their peerless off-road performance naturally leads to a compromise in on-road dynamics. While that might not necessarily be an issue with the more utilitarian nature of Land Rovers, Range Rovers have moved so far upmarket that some models can now, rightly, be classed as luxury rivals bordering on Bentley territory. And for most of their owners, the nearest they get to off-roading is parking with two wheels on the kerb outside a VOYAGE of fashionable restaurant. Yet any dilution of that capability percentage, but the aurora of F1, SUV/Cross-over/4x4wagon, including would be to deny their heritage and Vettel, Raikkonen and Ferrari’s folklore fellow marque Jaguar. But, in most the reason why people buy them: is bestowed upon the owners. instances, these rivals are faux 4x4s: because they like the idea of being greater ride heights and a nod to the able to rough it off-road one minute RIVAL CLAIMS occasional ‘off-roading’ across a field and then turn up at an opera house, And, of course, while Ferrari has few at a county show. But they drive, ride complete with tuxedo, the next. But rarefied rivals, the same cannot be and handle more like the saloons from they never do. It’s the same with said for Land/Range Rover, which which their owners have migrated. Ferrari, how many owners fully exploit has seen every Tom, Dick and Harry Such has been the challenge for their cars’ capabilities? A tiny in the motor industry jump on the Range Rover engineers and now, it seems, also for those responsible for the Land Rover badge; the latest product bearing the green oval is not just the Discovery replacement, but the Discovery Sport. The ‘Sport’ bit is important, because it is targeting the upstart 4x4s from German OEMs, in terms of on-road dynamics, combined with the mud-plugging, rock-climbing sand-shifting capabilities of a traditional 4x4. Oil and water, you Despite its relatively might think. compact size, the new Vehicle programme director for the Discovery Sport is Discovery Sport, Paul Cleaver, would cleverly packaged for five disagree: “Wheel articulation is as or seven passengers good as Freelander and Evoque, with
32 www.automotivedesign.eu.com March 2015 Question time “While Ferrari has few
rarefied rivals, the New rear suspension architecture delivers typical same cannot be said for Land Rover wheel articulation, but frees up Land/Range Rover, interior space which has seen every Tom, Dick and Harry in the motor industry jump on the SUV/Cross- over/4x4wagon, including fellow marque Jaguar” DISCOVERY
340mm of travel; off-road capability is other Land Rover products in the The second row of seats has a class- sacrosanct in any Land Rover. The future, meant the engineers could leading 160mm of fore and aft approach, break over and departure develop two rear-end solutions for the movement, with the 60:40 split angles, suspension articulation, wheel five- and seven-seater configurations; allowing independent adjustment and travel and wheel envelopes all drive that for the five-seater allows a full- with the centre seat folding flat, the other components to fall into the size spare to be located beneath the providing good forward visibility for packaging envelope.” load floor, while the seven-seater’s the third row occupants, packaged spare is stowed under the vehicle. primarily for 50th percentile children SPACE CHASE “That was a challenge, given the and occasional adult occupants. The multi-link rear axle is developed proportions, and clearly, for us, we In five-seater models, the rear from that which made its debut on the want short front and rear overhangs to seats flip and fold with a single Range Rover Sport and scaled down deliver the off-road geometry needed.” control. “We wanted a very easy to for this application – which, says It also led Land Rover to use operation to drop the head rest Cleaver, “is a little bit more expensive” engineering two exhaust systems: a and seat back in one movement via a than rival technologies for this class of twin muffler design that sits up around strap on the back of the seat, which vehicle, but the absence of turrets the spare on the seven-seater and a drops it into the load space,” Cleaver intruding into the rear luggage area transverse muffler on the five-seater. adds. “From the outset, we wanted delivered the additional packaging the car to be no longer than 460cms, Land Rover wanted. “It saves, SEATING ARRANGEMENTS which, for a plus two seater, is pretty probably, in the region of 20-30mm Land Rover worked with its usual seat aggressive for overall length. in Z height, and that allowed us to suppliers, Brose for the structures, “It needed to be versatile, so it had clear out the rear environment and and Johnson Controls for trim and as to have plus two seats, but we were maximise the width of the load overall integrator. Again, they are also very mindful of not compromising space,” he explains. based on those used in the Range anything on the interior occupant Adopting this new suspension Rover Sport, suitably modified and package, given the compact exterior strategy, which is likely to be used in redesigned for the Discovery Sport. we had.”
March 2015 www.automotivedesign.eu.com 33 60 second interview Harald Schoepp, leader development team SmartCore technology, Visteon
Convergence: visions for the future
in cars. On the one There’s a big vision for convergence system, with head up hand, there’s the complexity of the nfotainment competing displays, instrument clusters and i “ st all coming together. The with cloud activity and driver assi re the average human has user interface has a complexity whe ormation. You cannot be issues coping with this level of inf ounts of information and overwhelmed with ever increasing am lly autonomous. interaction whilst the car is not fu om the infrastructure “The other driver here is coming fr ng to interact and side, with systems increasingly havi that, we now have dual communicate with each other. Added to ro processors on a single core, quad core even eight core mic icon.” piece of sil nd security systems “are good reasons” to keep safety a Schoepp says there ght want those nected cloud and, whilst drivers mi separate from infotainment or the con hone, other things, regularly updated as on their Smartp change very little. working like the instrument panel clusters, “What we’re tCore is to keep the “The highly innovative power in Smar w is 12-inch same time fully on no separation where necessary, at the t functional domains, nition opening the convergence of differen high defi formance and resulting in lower costs, better per screens that have improved driver usability. OEMs to what solution “Ultimately, it’s in the hands of the the same re d systems. In our extent they want to allow open or close 50-inch y Android, for as a system, one partition could be owned b system we have been sion screen example, but we are agnostic and the televi fferent operating building can potentially use four di today” pability is a of systems for each domain. This broad ca stem. particular strength of our sy g aspects to this system: the computin “There are two other very important you find in cars like the BMW 7-series d the graphics horsepower. Systems horsepower an vel cars, like the will have migrated down to entry-le and Mercedes-Benz S Class inition e working on now is 12-inch high def 1-series or A-class, by 2018. What we’r on as a 50-inch television screen of today.” screens that have the same resoluti n hoepp, will result in a major rethink i e powerful new screens, predicts Sc Thes th HUD. “As they become more nstrument cluster design when combined wi dashboard and i sengers in a much more on can be brought to the driver and pas powerful, informati te in some cases. ng the central instrument display obsole convenient display, maki h Asian customers ol methods, from touch displays – whic “We support all contr s – through to which you find in a lot of German car prefer – to classic haptic devices – voice input and output.”
34 www.automotivedesign.eu.com March 2015