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LIGHTWEIGHT METALS SPECIAL Megacasting muscle! Tesla Model Y goes big on aluminum castings with help from Italy’s IDRA Group

ALSO IN THIS ISSUE: Stainless steel for Cybertruck Tata Steel innovations Mixed-materials design tools

June 2020 autoengineering.sae.org CONTENTS FEATURES REGULARS 12 Lightweight Metals Special 2 Editorial: Impressions of a rocket launch 12 Tesla casts a new strategy for light- 4 SAE Standards News weight structures COVER STORY The EV maker boldly invests in the world’s largest aluminum die- 5 Supplier Eye casting machine to manufacture entire rear underbody structures. 6 What We’re Driving

16 Steel the Real Deal MATERIALS 7 Technology Report Steel’s infinite recyclability will help it remain the auto industry’s 7 Can CHAdeMO 3.0 standardize global EV material of choice, insists Tata Steel Europe’s CCO. quick-charging? | ELECTRIFICATION 8 Cummins and Tula test ‘dynamic’ cylinder 19 Tesla’s Cybertruck is audaciously deactivation for diesels | PROPULSION STAINLESS STEEL | MATERIALS austenitic 10 Customization drives new Porsche paint A proprietary 301-series stainless steel gives Tesla’s first pickup process | MANUFACTURING truck unique sales attributes while saving tooling cost. 22 Product Briefs 20 Lightweight design beyond CAD Spotlight: Adhesives & Electronics COMPUTATIONAL DESIGN 26 Companies Mentioned, Ad Index New computational tools enable an integrated data-fusion approach to complex, mixed-materials engineering. An expert 28 Q&A from nTopology explains. Paul Platte discusses Covestro’s new polycarbonate solutions

ON THE COVER Tesla is moving to a single, large aluminum casting for the rear structural underbody of its Model Y high-volume sedan as well as Follow us on social media future versions of Model 3. Enabling this new ‘megacasting’ is the world’s largest high-pressure die casting machine supplied by Italy-based IDRA Group, whose OL5500CS is shown. Tesla will eventually have two of these machines at its Fremont plant, plus one in Berlin and one in Shanghai. (Tesla and IDRA Group images) @SAEAutoMag @saeaei SAE Magazines

Automotive Engineering®, June 2020, Volume 7, Number 5. Automotive Engineering (ISSN 2331-7639) is published in January/February, March, April, May, June, July/August, 16 September, October, November/December by Tech Briefs Media Group, an SAE International Company ®, 261 Fifth Avenue, Suite 1901, New York, NY 10016 and printed in Mechanicsburg, PA. Copyright © 2020 SAE International. Annual print subscription for SAE members: first subscription, $15 included in dues; additional single copies, $30 each North America, $35 each overseas. Prices for nonmember subscriptions are $115 North America, $175 overseas. Periodicals postage paid at New York, and additional mailing offices. POSTMASTER: Please send address changes to Automotive Engineering, P. O. Box 3525, Northbrook, IL 60062. SAE International is not responsible for the accuracy of information in the editorial, articles, and advertising sections of this publication. Readers should independently evaluate the accuracy of any statement in the editorial, articles, and advertising sections of this publication that are important to him/her and rely on his/her independent evaluation. For permission to reproduce or use content in other media, contact [email protected]. To purchase reprints, contact [email protected]. Claims for missing issues of the magazine must be submitted within a six-month time frame of the claimed issue’s publication date. The Automotive Engineering title is registered in the U.S. Patent and Trademark Office. Full issues and feature articles are included in the SAE Digital Library. For additional information, free demos are available at www.saedigitallibrary.org. (ISSN 2331-7639 print) (ISSN 2331-7647 digital)

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II June 2020 AUTOMOTIVE ENGINEERING AE Elektro Automatik Ad 0320_Version 2.qxp_Layout 1 2/14/20 4:56 PM Page 1

Free Info at http://info.hotims.com/76516-701 NY, NJ, OH: EDITORIAL Ryan Beckman +1.973.409.4687 Bill Visnic [email protected] Editorial Director [email protected] PA/DE: Desiree Stygar Lindsay Brooke +1.908.300.2539 Editor-in-Chief [email protected] [email protected] Midwest/Great Lakes: EDITORIAL Paul Seredynski IN, MI, WI, IA, IL, MN Senior Editor [email protected] Chris Kennedy +1.847.498.4520, x3008 Ryan Gehm [email protected] Associate Editor [email protected] Midwest/Central Canada: KS, KY, MO, NE, ND, SD, ON, MB Impressions of a rocket launch Jennifer Shuttleworth Bob Casey Associate Editor +1.847.223.5225 For a brief but illuminating moment, and SpaceX pioneered it. [email protected] [email protected] advanced engineering at its finest was The Demo-2 journey validated the Lisa Arrigo Southern CA, AZ, NM, Custom Electronic Rocky Mountain States: on the world stage. The May 30, 2020, Crew Dragon/Falcon 9 combination, Products Editor Tim Powers [email protected] +1.424.247.9207 launch from Cape Canaveral of two with more to come. SpaceX holds a [email protected] American astronauts, destined for the $2.6-billion contract with NASA’s Contributors Northern CA, WA, OR, Western Canada: orbiting International Space Station Commercial Crew Program to fly six Kami Buchholz Twyla Sulesky (ISS), marked the first time since 2011 operational crewed missions to the ISS. Detroit Editor +1.408.779.0005 Stuart Birch [email protected] that the U.S. put humans into space Significantly, the capsule, booster European Editor from home soil. systems and the Merlin engine family Terry Costlow International Electronic Technologies Editor The reawakening of the U.S. space were all designed and developed by the Europe – Central & Eastern: Bradley Berman Sven Anacker program is invigorating to those who California-based aerospace company. U.S. West Coast Editor Britta Steinberg understand the value of technical Its record of 85 launches, 46 landings +49.202.27169.11 Sebastian Blanco, Don Sherman, [email protected] achievement on a grand scale—and and 31 reflown rockets, and its success- Paul Weissler [email protected] who simply love seeing giant rockets ful commercial-payload business, have Europe – Western: Chris Shaw blast off into the sky. And proved SpaceX’s credibility DESIGN +44.1270.522130 [email protected] its joint public-private to even the most skeptical Lois Erlacher It’s no surprise Creative Director China: partnership of NASA and among NASA’s slide-rule- Alan Ao Ray Carlson +86.21.6140.8920 SpaceX is historic. The that Musk’s era retirees. The company Associate Art Director [email protected] iconic government agency also earns praise for its Japan: companies Shigenori Nagatomo provided funding, its hall- cost efficiency. As an avia- SALES & +81.3.3661.6138 mark safety oversight and are magnets tion analyst remarked, “You MARKETING [email protected] crew for the recent Demo- won’t find $500 screwdriv- Joe Pramberger South Korea: for young Publisher Eun-Tae Kim 2 spaceflight. SpaceX, ers at Hawthorne.” [email protected] +82-2-564-3971/2 engineering [email protected] founded in 2002 by a pre- The Demo-2 mission gen- Kaitlyn Sommer erated enormous positive Marketing Director Tesla , supplied talent. [email protected] Integrated Media the mission’s Crew Dragon publicity for Elon Musk, in- Martha Tress Consultants capsule and reusable Falcon-9 rocket. cluding the canny use of two Model X Recruitment Sales Manager +1.724.772.7155 Angelo Danza [email protected] +1.973.874.0271 The Falcon unleashes nearly 23,000 Teslas (wearing large NASA logos) to [email protected] kN (5,130,000 lbf) of thrust at sea-level transport the astronauts to the launch Christian DeLalla liftoff, courtesy of its 27 Merlin 1D en- pad. For the tech-savvy viewer/EV cus- REGIONAL +1.973.841.6035 [email protected] gines. A 1,500-horsepower Bugatti tomer, the May 30 space mission af- SALES Casey Hanson Chiron is a wimp by comparison. And firmed Musk as a mobility visionary, even +1.973.841.6040 North America [email protected] while NASA’s mighty Saturn V boosters down to the large flat-panel array envel- New England/Eastern Canada: ME, VT, NH, MA, RI, QC Patrick Harvey (each worth $110 million in 1971) were oping the Crew Dragon cockpit—“very Ed Marecki +1.973.409.4686 deemed unrecoverable after each Tesla-like,” a friend observed. +1.401.351.0274 [email protected] [email protected] Apollo launch, SpaceX is getting quite No matter what opinion you have of Todd Holtz CT: +1.973.545.2566 adept at executing near-bullseye recov- Musk, it’s no surprise that his compa- Stan Greenfield [email protected] +1.203.938.2418 Rick Rosenberg eries for Falcon-9’s first stage, on a nies are magnets for young engineering [email protected] +1.973.545.2565 drone platform off the Florida coast and technical talent. SpaceX and Tesla Mid-Atlantic/Southeast/TX: [email protected] DC, VA, WV, TN, NC, SC, GA, FL, Scott Williams minutes after liftoff. are considered demanding and presti- AL, MS, LA, AR, OK, TX +1.973.545.2464 Ray Tompkins [email protected] Aero engineers maintain that landing gious career builders. +1.281.313.1004 first-stage boosters is a choice. Most of I believe that Musk’s heart is more [email protected] the initial fuel burn has the purpose of into SpaceX than it is in Tesla. His suc- SUBSCRIPTIONS lifting the fuel itself, plus the 10% addi- cess as an EV maker isn’t close to +1.866.354.1125 tional mass of the upper stage(s). matching what his aerospace enterprise [email protected] Therefore, holding some fuel in reserve has achieved in 12 short years. But prof- for lowering that stage to earth, versus itably making affordable electric cars at REPRINTS Jill Kaletha the options of parachuting it into the consistently high quality and volume is +1.574.347.4211 sea or simply building a replacement, is in many ways the more difficult endeav- [email protected] a cost-accounting matter. Still, the te- or. Perhaps Elon would agree. lemetry alone is tremendously cool— Lindsay Brooke, Editor-in-Chief

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New Cooperative Driving Automation standard provides clarity to support advancement of full automation n May, amid quarantine and lockdowns for the gaged, other road users and infrastructure such Coronavirus pandemic, SAE International pub- as traffic signals and work zones. The coopera- lished SAE J3216 Standard: Taxonomy and tion supports or enables performance of the IDefinitions for Terms Related to Cooperative Dynamic Driving Task (DDT). It is defined as Driving Automation for On-Road Motor Vehicles four classes, A through D, based on increasing (https://www.sae.org/standards/content/ amount of cooperation entailed in each succes- j3216_202005/). The new standard provides clarity sive class: to support advancement of full automation. • Status-sharing, SAE J3216 builds on 2016’s SAE J3016 that • Intent-sharing, defines six levels of driving automation, from • Agreement-seeking, and SAE Level Zero (no automation) to SAE Level 5 • Prescriptive. (full vehicle autonomy). While J3016 aims to Ultimately, cooperation among multiple partici- Jennifer provide clarity and offer a foundation for ad- Shuttleworth pants and perspectives in traffic help improve safe- vancing vehicle automation technologies, the Associate Editor ty, mobility, situational awareness and operations. newly-published J3216 does so with terms, defi- Jennifer.Shuttleworth “As an industry convener, SAE is uniquely po- nitions and taxonomy focused on Cooperative @sae.org sitioned to bring together industry and infra- Driving Automation (CDA), a key building block structure to create an agreed-upon language that supports all levels of automation. through which CDA can safely evolve,” said CDA sits at the intersection of two important Developed in Keith Wilson, technical program manager at SAE transportation technologies: automation and less than one International. As the need for CDA increases connectivity, said Shawn Kimmel, vice-chair of with the realization of all levels of automation, the SAE International On-Road Automated year, SAE’s new the J3216 standard has considerable potential Driving (ORAD) Committee and the document J3216 standard impacts on traffic, operations, and safety for sponsor. It helps enable benefits, such as coop- has positive automated mobility. erative intersection and traffic management The J3216 document focuses on application- applications that reduce travel times and/or impacts oriented functionality. It does not imply the improve road operations by coordinating the on traffic, need for or require any specific functionality movement of multiple vehicles in proximity. associated with communications protocols or “The development of a common language operations the open systems interconnection model layers helps enable discussions between automobile and safety for in a protocol stack. It addresses the operational manufacturers, technology companies and in- automated and tactical timescales of dynamic driving on frastructure stakeholders to work together to ADS-operated vehicles, and excludes strategic achieve industry goals,” he noted. mobility. functions such as trip scheduling and selection J3216 describes machine-to-machine (M2M) of destinations and waypoints. communication to enable cooperation between This information report is intended to facilitate vehicles with driving automation features en- communication and awareness for the design, development and validation of cooperative driv- ing automation. J3216’s publication was accomplished in under one year. “That’s a land-speed record for stan- dards development!” Kimmel said in an article he published on LinkedIn (www.linkedin.com/pulse/ saes-new-cooperative-driving-automation-stan- dard-shawn-kimmel-ph-d-/). As technology moves quicker, standards devel- opment will need to keep up. J3216 demonstrates how SAE’s accelerated standards development process and partnerships with U.S. DoT are help- ing the standards sector evolve, Kimmel shared. For more information on SAE J3216 Standard, see www.sae.org/standards/content/

j3216_202005/. INTERNATIONAL KIMMEL/SAE

4 June 2020 AUTOMOTIVE ENGINEERING SUPPLIER EYE Now comes product-cadence chaos hus far, 2020 has taught the auto indus- If production tooling is not cut nor designs try several valuable – and in many ways, finalized, OEMs have options. They can delay, brutal – lessons. The coronavirus pan- rescope or cancel future product programs. The Tdemic opened our eyes to the industry’s latest forecast underscores a launch count de- interdependence and underlying fragility. cline of 17% vs. pre-pandemic for 2023 for the In last month’s column, I discussed the impact traditional Detroit Three OEMs. In a crisis, one’s COVID-19 is having on R&D budgets. A reduction focus becomes sharper as nice-to-have/optional in available future capital adversely impacts OEM programs are quickly shelved for those with and suppliers alike – forcing a focus on only those quantifiable returns and less enterprise risk. initiatives that fit into increasingly restrictive bud- This product-cadence chaos has multiple gets. Risk reduction and optimizing revenue now downstream effects. Suppliers targeting key plat- are at the forefront for organizations of all sizes. forms as entry points for new product and pro- Michael Robinet Adjusting R&D budgets is only the beginning of Executive Director cess technologies may have to wait. These delays the cost paring. In IHS Markit’s early evaluation of IHS Markit have a trickle-down effect to alter the payback the pandemic, we warned the industry that future michael.robinet period for such investments. They’ll likely nega- product and capacity investments would be under @ihsmarkit.com tively alter the dynamics of the business case. intense scrutiny. The auto companies learned in Beyond the inefficiencies caused by the new 2009 that if purchase orders were already cut and vehicles not reaching the market when antici- tooling builds had commenced, then stopping the If production pated, suppliers also face a lack of margin replen- process was futile and cost prohibitive. Essentially, ishment. Sourcing for new programs usually al- the horse had already left the barn. tooling is not lows suppliers to integrate technology with high- Bolstering the balance sheet through invest- cut nor designs er client value and possibly increased production ment reductions is paramount as product and efficiency — both bolstering the bottom line. capacity investments take on a couple of forms finalized, OEMs Without margin replenishment, existing programs when the impact of the shutdown is concerned. have options— that have experienced several years of customer- First is a raft of product-launch delays of up to including driven cost-downs will now experience more. three months expected over the next year. The Suffice to say if a system has been in production most recent IHS Markit North American Light canceling future for five years, odds are a supplier will not devote Vehicle Production Forecast outlines a launch programs. more capital to increasing operational efficiency count decline of 28% in 2020 (versus pre-pan- for a couple extra unplanned years, thus forcing demic) with several key, late-year launches slip- gross margins to further decline. ping into 2021. (A ‘launch’ is the combination of Of course, there is a flipside to consider. a nameplate and plant for an all-new design or OEMs and suppliers alike with strong balance major revision). But the more significant deci- sheets and a longer perspective use these ex- sions are longer-term. traordinary events to rapidly regroup and be opportunistic. There is op- portunity to solidify market positions, expand into new sectors or make transforma- tional changes to the orga- nization — positioning for future success. This ability to leapfrog the competition redefines the competitive marketplace. As the global lockdown ends and business resumes, the automotive ecosystem will experience significant shifts. A focus on de-risking the enterprise, seeking dif- ferentiation and capacity consolidation will be front and center.

AUTOMOTIVE ENGINEERING June 2020 5 WHAT WE’RE DRIVING

2020 Honda CR-V 2020 Harley-Davidson 2020 Infiniti QX80 Hybrid LiveWire ELW Body-on-frame luxury SUVs are a curi- ous thing. It’s difficult to imagine a cus- Four regular-sized adults onboard, I’m “Grab your helmet, you need to ride this tomer in the market for an SUV that ap- estimating 575 lbs (261 kg). A steep thing!” exclaimed my pal Dave, as he proaches a six-figure price also desiring but abrupt grade of maybe 1.5 miles. parked his new electric Harley-Davidson the burly characteristics that come with One-third of the way up, a passing lane in my driveway. Hadn’t heard him com- actual off-road ability. Sure, there might is available and there’s our chance to ing, not even tire noise. The LiveWire is be a few monied soccer parents who are get past a dawdler. Pin the 2020 the silent hog. convinced the 2020 Infiniti QX80 is nec- Honda CR-V Hybrid’s accelerator and essary to ford the six inches of water in from somewhere centered ahead of the half-frozen creek to their getaway the firewall comes a raucous grumble- cabin. But I think those who buy truck- blare not all that different from open- based luxury SUVs are pretty much buy- ing up a big outboard motor. The sheer ing size — and badge. volume and tortured tenor cause ev- eryone in the cabin to look at one an- other: “What the hell?” I’ve been motorcycle-obsessed since childhood and currently own two hy- drocarbon-fueled parallel twins, which won’t accelerate to 60 mph in 3 sec- onds like the LiveWire is capable of do- ing. Nor do they sport an easy-to-use 4.3-inch (109-mm) color TFT touch- screen or offer Level 3 DC fast charging, along with L1 and L2. Pop the cover on Then comes the awakening. Like the top of the LiveWire’s faux gas tank many of its ilk, the QX80 is big on the and there’s a CCS charge port. Neat. outside but not terribly roomy inside. The CR-V Hybrid’s “two-motor” sys- But, being the eternal codger, I still love There’s plenty of room for the front oc- tem (already used to good effect in the sound and feel of a combustion-en- cupants and certainly in the second-row the Accord) is comprised of an AC syn- gined machine. Harley’s EV team realized captain’s chairs, but its third row is the chronous motor dedicated to propul- most riders who can afford a $30,000 usual cruel joke and now you’re looking sion and geared in tandem with the e-hog do, too. Using the motor magnets at an over-large vehicle that’s spacious 2.0-L 4-cylinder, both clutched to the and software, the engineers added a tac- — for four. Any more people and you’re differential. Another AC motor-genera- tile vibration into the LiveWire’s driveline. inexplicably squeezing into this 3-ton tor is geared directly with the differen- You feel the subtle shakes through the truckster that sports a 10-foot (3048- tial and largely charges the small 1.4- pegs and handlebar. It’s counter to the mm) wheelbase. Whaaat? kWh lithium-ion battery. The setup is automotive EV-development ethos, but I The QX80 has an honest 5.6-L V8, meant to bias the propulsion job to the get why it’s done for a Harley. though, which these days is something 181-hp propulsion motor, with the en- Dave alerted me to the bike’s roughly of a luxury. It’s got 400 hp and 413 lb-ft gine providing electricity to the trac- 140-mile (225-km) range, of which (560 Nm) and lets you know it with a tion motor and the battery pack — or about 90 miles (145 km) remained. So, loutish roar at every startup; in a close- directly inputting to the differential at my LiveWire ride was a 20-mile (32- quartered garage, it borders on obnox- a single fixed ratio only in times of km) scoot on my local country road. ious. Urgent acceleration elicits the same great need. Like steep uphill passing Impressions: it’s quick, quiet and intake boom and only average accelera- with four aboard. doesn’t feel like it weighs 550 lb. (249 tion results. However, the QX80 breezily The 2020 CR-V Hybrid is cleverly kg). Most of that mass is the liquid- holds 90-mph interstate cruises that packaged and provides an undeniable cooled 15.5-kWh battery and traction come with precious little wind or road efficiency proposition (40 mpg city/35 motor. Ride quality is between firm and noise in the brilliantly isolated cabin. mpg highway). For suburbanites and ElectraGlide plush. There’s no discern- There’s a 9.2 inches of ground clear- flat-landers, it’s probably the choice over ible heat emitted from the powertrain. ance and a genuine transfer-case differ- the conventional CR-V. For those with But I greatly missed the clutching and ential, so the QX80 does have ostensible elevation or an acceleration fetish, it may gearchanging that make piston-pow- off-road chops. But maybe the appear- not be the horse for those courses. ered motorcycling so enjoyable. ance of those virtues would be enough?

Bill Visnic Lindsay Brooke Bill Visnic INFINITI HARLEY-DAVIDSON; SAE/VISNIC; FROM LEFT:

6 June 2020 AUTOMOTIVE ENGINEERING TECHNOLOGY REPORT

SAE INTERNATIONAL ELECTRIFICATION BOARD OF DIRECTORS Can CHAdeMO 3.0 standardize global EV quick-charging? Todd Zarfos On April 24, the CHAdeMO Association released President the 3.0 version of its electric-vehicle (EV) charg- ing protocol. The technology was co-developed Paul Mascarenas, OBE by the China Electricity Council as a 600-amp, 2019 President 900-kW, bi-directional DC quick-charging stan- dard that is harmonized and backward-compati- Jeff Hemphill ble with all existing standards for the world’s 2021 President Elect EVs. CHAdeMO was formed in 2010 by five ma- Pascal Joly jor Japanese automakers and the Tokyo Electric Vice President – Aerospace Power Co. It has grown into a global association with more than 400 members. Ken Washington, PhD The project to create an updated quick- Vice President – Automotive charger standard was dubbed ChaoJi – the moniker that would also be used for a new Michael Weinert Vice President – harmonized global DC standard. The project commenced in early 2018 when representa- Commercial Vehicle Prototype of CHAdeMo’s redesigned, smaller and lighter tives from China, home to the world’s largest 3.0 charge connector shows detail of the production unit. Andrew Jeffers EV market, proposed that CHAdeMO help Treasurer make improvements to China’s GB/T standard. The Chinese National Committee of the the economy of scale. China accounts for almost David L. Schutt, PhD International Organization for Standardization 80 percent of all fast chargers in the world.” Chief Executive Officer (ISO) and the International Electrotechnical CEC members performed the early-stage Gregory L. Bradley, Esq. Commission (IEC) are designated as Guobiao design work and prototyping. The Chinese and Secretary or “GB/T standards.” Japanese teams then mutually ensured that An early goal was to increase the mechanical the new joint ChaoJi standard would be back- Landon Sproull strength of the coupler but reduce its size. In ward compatible with existing CHAdeMO and monthly meetings held throughout late 2018 and GB/T versions. Jeff Varick 2019, CHAdeMO and CEC expanded the goals for Rhonda Walthall the new standard. Those discussions culminated Test criteria due in 2021 in a gathering of international EV charging ex- In her email, Blech claimed that “Huge efforts perts in Tokyo for the 1st International ChaoJi were made to harmonize the hardware, software, SAE International Sections Technical Workshop in July 2019. and safety requirements of CHAdeMO 3.0 as SAE International Sections are local units comprised of 100 or more SAE much as possible with the latest versions of the International Members in a defined 900 kW beyond heavy-duty vehicles relevant IEC, ISO, and SAE standards.” Based on technical or geographic area. The purpose of local Sections is to meet the technical, CHAdeMO had long planned to upgrade its ex- successful trials of 500-amp, 475-kW charging in developmental, and personal needs of the isting 400-kW protocol to the 3.0 version, which China, charging could fully replenish a 250-mile SAE Members in a given area. For more information, please visit sae.org/sections would enable a whopping 900 kW of power – (402-km) EV battery in about 10 minutes. or contact SAE Member Relations Specialist Abby Hartman at [email protected]. with a peak of 600 amps and 1,500 volts – for Project leaders claim that if automakers uti- heavy-duty vehicles, such as trucks and buses. lize an 800-volt onboard battery system, twice But the association expanded protocols for that as much range could be added in the same SAE International level of power to a wide range of vehicles, as time. The first demo events and trails – using Collegiate Chapters Collegiate Chapters are a way for SAE well as charging at homes and workplaces in ad- liquid-cooled connectors and a max current of International Student Members to get dition to highway locations. 600 amps – were conducted at UL Japan together on their campus and develop skills in a student-run and -elected Tomoko Blech, the European secretary-gener- Kashima EMC testing laboratory in Chiba pre- environment. Student Members are vital al of the CHAdeMO Association, in an email to fecture, Japan, on February 6, 2020. The test- to the continued success and future of SAE. While your course work teaches SAE’s Automotive Engineering, explained, “The ing criteria for CHAdeMO 3.0 certification, cur- you the engineering knowledge you need, participation in your SAE Collegiate first vehicle using ChaoJi is expected as early as rently being written, will be released in 2021. In Chapter can develop or enhance other the end of 2021.” She wrote that the increased the U.S., CHAdeMO has accreditation as a stan- important skills, including leadership, time management, project management, capacity of the CHAdeMO 3.0 could be achieved dard managed by IEEE. communications, organization, planning, at a reduced cost due to the larger scale of the Adaptors will likely be produced and sold for delegation, budgeting, and finance. For more information, please visit students. Chinese EV market. Tesla and CCS-compatible vehicles to use sae.org/chapters/collegiate/ or contact Blech wrote, “Harmonizing with China’s GB/T CHAdeMO 3.0 chargers. But those would SAE Member Relations Specialist Abby

CHAdeMO Hartman at [email protected]. is one way to achieve these cost reductions by emerge from third-party providers, not as

AUTOMOTIVE ENGINEERING June 2020 7 TECHNOLOGY REPORT

PEV Communication and PROPULSION Interoperability Task Force chair. The J3072 standard is focused on AC capa- Cummins and Tula test bilities rather than DC. Additionally, ‘dynamic’ cylinder IEEE 1547-2018 is also used for SAE DC deactivation for diesels chargers capable of bi-directional use, Scholer noted. Tula Technology has supplied the con- Under the ChaoJi design, CHAdeMO trol software for “dynamic” cylinder de- and China’s GB/T chargers use the activation in gasoline engines since 2018, same hardware. However, a special inlet launching in General Motors’ 5.3- and adapter and a dedicated bi-directional 6.2-L units powering the Chevrolet charging sequence had to be devised to Silverado and GMC Sierra pickup trucks. ensure full-backward compatibility of Compared to the common two-mode ChaoJi vehicles with the existing bi- implementation in engines, where either directional CHAdeMO chargers that all of the cylinders are firing or a fixed have this optional feature. Blech wrote, number of cylinders are deactivated, “It was quite a challenge to add a new Tula’s Dynamic Skip Fire (DSF) makes all function with the reduced number of of the cylinders selectively “deactivate- CHAdeMO 3.0 prototype charge connector with the current 2.0 unit. signals, while also ensuring robustness, able,” according to Scott Bailey, presi- electromagnetic immunity and full dent and CEO of Tula Technology. backward compatibility with the exist- Seventeen steady-state patterns are products produced by CHAdeMO or ing CHAdeMO, GB/T and CCS available in the GM gasoline V8s, but CEC. Tesla has been a member of [Combined Charging System] systems.” the technology continuously operates CHAdeMO since 2012 and Tesla Moreover, a control-pilot circuit de- whether in a “pattern” or not. Cylinder- CHAdeMO adaptors are produced and tects which of the two communications deactivation fuel-economy gains in gas- sold by the company. CharIn E.V., the protocols to use, thereby making the oline engines can be doubled with dy- industry group established to develop two systems compatible. The next step namic deactivation, Bailey said. In the the Combined Charging System (CCS) for the ChaoJi project, according to case of the Silverado’s V8, that’s an up- as the global standard for charging bat- Blech, is to implement full-backward to-15% improvement in fuel consump- tery EVs, published a position paper in compatibility with the protocol used by tion compared to about 5-7% with two- 2019 opposing any use of adaptors (see CCS for ISO 15118. mode deactivation. https://www.charinev.org/fileadmin/ While the CHAdeMO Association Now, the Silicon Valley-based tech Downloads/Papers_and_Regulations/ made global harmonization one of the company is turning its attention to die- CharINs_view_on_adaptors_within_ long-term primary goals, the group sel engines for commercial-vehicle ap- the_Combined_Charging_System_v08. understands that it will take automak- plications, partnering with Cummins to pdfhttps://www.charinev.org/member- ers, charger manufacturers and charg- demonstrate diesel Dynamic Skip Fire ship/members-of-charin-ev/). ing-station operators 10 years or lon- (dDSF) software on a Cummins X15 ger to transition to new standards. Paving the way for vehicle-to-grid That’s why backward compatibility Bi-directional charging, in which power also was critical. can also be pulled from the vehicle to the But ChaoJi also is forward-looking, grid, has been a fundamental attribute of especially as it relates to next-genera- the CHAdeMO standard since its incep- tion battery technology. tion. But it proved to be a challenge for “How the battery systems are de- the ChaoJi project. The proposed new signed, in addition to compliance with coupler reduced the number of pins from the specification and standards, will seven to four, removing the optional pin depend on the strategy of each vehicle that existed in the original CHAdeMO OEM,” wrote Blech. “But one thing is for coupler. It had provided 12-volt auxiliary sure. The introduction to the EV market, power to bi-directional chargers. possibly in the mid-2020s, of solid- SAE International’s J3072 standards state batteries capable of accepting committee is finalizing updates to meet ultra-high charging rate without the Jacobs Vehicle Systems is Tula’s development bi-directional charging requirements to expensive thermal-management sys- partner for diesel Dynamic Skip Fire, providing the latest IEEE 1547-2018 standard, ac- tem, will be a significant breakthrough.” proven cylinder-deactivation hardware that’s

cording to Rich Scholer, SAE Hybrid Bradley Berman already running on production vehicles. VEHICLE SYSTEMS JACOBS CHAdeMO; FROM TOP:

8 June 2020 AUTOMOTIVE ENGINEERING TECHNOLOGY REPORT

Efficiency Series inline six-cylinder. The strategy,” Fuerst said. “So there’s a fun- achieved primarily by optimized ex- joint development team began work in damental difference, even though the haust temperature control, resulting in early 2019 to integrate dDSF control mechanization and the Tula Dynamic “dramatically improved” conversion algorithms to command combustion or Skip Fire concept are really quite the efficiency of the aftertreatment system. deactivation on a cylinder event basis. same [for diesel and gasoline engines].” “Because diesels are essentially un- Adapting Dynamic Skip Fire from light- The reduction of tailpipe NOx is throttled, the opportunity to gain fuel duty gasoline engines to heavy-duty die- sels did not present many technical chal- lenges that have not already been solved, John Fuerst, senior VP of engineering at Tula Technology, told Automotive Engineering. “The challenge is not so much hardware, it’s a software and cali- EXTEND bration exercise that an OEM needs to go through,” he said. “It takes an engine de- velopment cycle to make it all happen. It’s BEARING LIFE a matter of going through the work of integrating and implementing.” Deactivation hardware has been in pro- duction for decades, but there is a higher durability requirement for deactivation devices for DSF, Fuerst explained, because the technology is continuously looking to deactivate or reactivate. Several compa- nies produce the required hardware, in- cluding GM Components Holdings, Eaton, Schaeffler, Aisin, and Jacobs Vehicle Systems for heavy-duty application. Jacobs, which is Tula’s development part- ner for dDSF, already has the hardware designed, validated and “running on rigs.”

Exhaust temps up, NOx emissions down Results of the joint development project SINGLE-TURN WAVE SPRINGS have been extremely encouraging – not so much for the typical fuel-consump- tion benefits that result from reduced REDUCE pumping losses, but rather for significant Axial and radial play NOx reductions that could prove helpful in meeting the stringent low-load cycle being proposed by the California Air MINIMIZE Resources Board (CARB) for model year Thermal misalignment and wear 2024 heavy-duty trucks — as well as for tighter emissions-reduction regulations pending in other world regions. ELIMINATE In a joint paper for the 2020 Vienna Noise and vibration Motor Symposium, Cummins and Tula researchers detailed modeling scenarios that showed NOx reductions of 66% Free Samples on over 150 sizes in stock while also improving fuel efficiency by 3.7% or more. “Cylinder deactivation for Call (866) 483-9410, or visit diesel engines is more of a NOx- expert.smalley.com/SAE/Bearing reduction, exhaust-temperature-eleva-

JACOBS VEHICLE SYSTEMS JACOBS CHAdeMO; FROM TOP: tion strategy than it is a pumping-loss

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/76516-703 June 2020 9 TECHNOLOGY REPORT SECURE Metal-To-Metal SEALING

Actual depiction of what Tula’s DSF algorithm would command to match the torque curve over the 4-second period in the image.

consumption by eliminating throttling is cycle and the real-world operating cycle Expander Plugs • Flow Restrictors limited to 2-5%,” Fuerst explained. “But to the opportunity to be at or above the interestingly, because you’re not throt- 200-degree SCR conversion threshold,” With over 5 billion parts installed and tled to begin with, when you deactivate he said. “The temperature elevation is failure rates <1 PPM, SFC KOENIG is diesel cylinders you’re still injecting the really where the money is in terms of recognized as the leader in sealing same amount of fuel to maintain torque why companies want to do this.” and flow control. Our proven delivery. What you end up doing is sig- Beyond the direct fuel-consumption technology features a serrated nificantly reducing the air-fuel ratio in benefit with dDSF, there’s potential sec- expansion sleeve, safely sealing the combusting cylinders.” ondary fuel savings, according to drilled holes with leak-proof Instead of running a six-cylinder engine Fuerst. If cylinder deactivation isn’t reliability, and no need for threads at a 75:1 air-fuel ratio, for example, it used, other strategies will be needed to or chemical compounds. Ideal for could be 40:1 or 30:1 when cylinders are reduce NOx emissions, such as post- any application, including thin-wall deactivated, he said. Reducing the air-fuel injection in the cylinders to increase PORSCHE ratio this drastically markedly cuts the exhaust temperature, employing a sev- and deep-hole geometries, our airflow through the engine, which in turn enth burner to ensure the SCR catalyst contaminant-free installation significantly elevates the exhaust tem- stays active, or electrical heating that processes prevent damage and perature. The Vienna paper indicates an also requires diesel fuel for generation. deformation in safety-critical exhaust-temperature increase in the Carbon dioxide reduction in the double systems. Customers rely on range of 50 to 90°C by employing dDSF, digits is possible if the fuel saved by not SFC KOENIG solutions for unmatched which improves the conversion efficiency employing such strategies is consid- security, reliability and performance. in the SCR (selective catalytic reduction) ered, he claimed. catalyst by ensuring the threshold for Cummins and Tula plan to continue SCR light-off is met, at about 200°C. their collaboration by conducting a full Fuerst noted that other engine simula- system optimization and working to tions Tula has conducted have shown minimize cylinder deactivation-generat- potential for even greater temperature ed NVH in commercial-vehicle applica- elevations, as much as 200°C higher. tions. On-vehicle testing also will occur. Many diesels operating under low A Freightliner Cascadia demonstration load only generate exhaust tempera- vehicle will be shared with industry tures in the range of 150-170°C, said partners later in 2020, Bailey said. Tula Fuerst. “That’s why the 50 to 90°C in- holds more than 140 patents and has crease can be critical. We found it another 120 patents pending. opened up significant swaths of the test Ryan Gehm

MANUFACTURING Customization drives new Porsche paint process Contact our engineering team to review your application and request samples. Combining manufacturing and paint- ply a custom design to the paintwork of shop processes with hardware and soft- the vehicle. To demonstrate the tech- +1 203 245 1100 ware similar to those used in the print- nique, Porsche initially is offering the ing industry, Porsche says it has ready a ability to imprint the hood with a recre- USA I Switzerland I Germany I China new customization option for its 911 ation of the customer’s own fingerprint,

www.sfckoenig.com lineup that will allow customers to ap- but other customer-desired designs are TECHNOLOGY TULA

Free Info at http://info.hotims.com/76516-704 AUTOMOTIVE ENGINEERING TECHNOLOGY REPORT

achieved by applying film graphics or center developed and tested the new so-called “skins,” but Porsche said that manufacturing and paint processes and in terms of aesthetics and tactile sensa- is used to train technicians. Customers tion, the new paint process is superior can specify the paint, as is done with to film-based appliques. many other customization options, Porsche explained that the technol- through the Porsche Exclusive ogy is similar to an inkjet printer. A print Manufaktur center in Zuffenhausen, head applies paint to three-dimensional which has 30 employees dedicated to components automatically and without installing an array of cosmetic and overspray. “The ability to control the “technical personalization options.” nozzles individually permits targeted After a customer’s new 911 has been Technicians display the hood of a 911 application of every paint droplet,” said built, the specialists in the Exclusive customized via the company’s newly- Christian Will, vice president — produc- Manufaktur operation remove the hood developed “direct printing” paint process. tion development at Porsche AG. “The and the robotic print head paints the complexity is due to the necessity of data-secured representation of the intended to be offered later. harmonizing three technologies: robot owner’s fingerprint. The hood then re- The company developed the new technology (control, sensors, program- ceives an additional clearcoat spray and “direct printing” paint method in con- ming), application technology (print is polished to production standard be- junction with partners, saying the tech- head, graphic handling) and paint tech- fore reinstallation onto the car. nique makes it possible to produce nology (application process, paint).” For now, the new paint-customization painted designs “that are not possible process also carries an exclusive price: with conventional painting.” Currently, Setting up the cell 7500 euros in Germany. The option’s adding special designs on specific areas A “technology cell” created in the paint availability began in March 2020.

PORSCHE of a vehicle’s sheetmetal typically is shop of Porsche’s Zuffenhausen training Bill Visnic

ICU HV Connector HV Junction HV Charging (Integrated Block Coupler Central control Unit) BFA HV/LV Wiring Harness Built-in Cam Battery Disconnect Unit (Busbar Frame Assembly) TULA TECHNOLOGY TULA

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/76516-705 June 2020 11 LIGHTWEIGHT METALS Tesla casts a new strategy for lightweight structures

IDRA Group’s OL 5500, one of the company’s new Giga Press lineup designed to produce large aluminum die castings.

The EV maker boldly invests in the world’s largest aluminum die-casting machine to manufacture entire rear underbody structures. by Bill Visnic

luminum is synonymous with “weight-saving” in most con- the case of the Model Y’s die-cast rear underbody, his temporary automotive-engineering reference points. But enthusiasm for this advanced use of aluminum – cast apart from a few applications – most notably Ford’s by a house-sized “giga press” – is supported by manu- F-Series pickups – aluminum largely is deployed where facturing experts who call it a game-changer. steelA can be readily displaced without performance loss or for com- “It’s definitely an all-new look at how to do things,” paratively small components that deliver comparatively small asserted Laurie Harbour, president at Harbour Results weight or process savings. Inc. manufacturing consultancy. “Elon Musk has always Electric-vehicle maker Tesla is readying the next step in aluminum pressed his engineers to be creative.” use, however – one that effectively matches Ford’s “big gain” approach by specifying a massive piece of structural die-cast aluminum for the rear underbody of the recently launched Model Y crossover. According Reductions in – pretty much everything to Tesla CEO Elon Musk, this new aluminum application represents a Musk spoke in detail about the new casting process in radical step for its design and manufacturing advantages and its light- an episode of the “Third Row Tesla Podcast” in April

weighting potential. Musk is renowned for outsized promises, but in and made more than a passing mention of it in Tesla’s GROUP IDRA TESLA IMAGES: BOTH

12 June 2020 AUTOMOTIVE ENGINEERING COVER STORY

Area of the Model Y’s body structure that soon will be encompassed by a single cast component.

1Q2020 financial results call in early May. “The current version of Model Y has basically two big high-pressure diecast [HPDC] aluminum castings that are joined and there’s still a bunch of other bits that are attached. Later this year,” he said on the podcast, “we’ll transition to the rear underbody being a single-piece casting that also integrates the rear crash rails. “It gets better,” he continued. “The current castings, because you’ve got to interface with so many different things, we have to CNC-machine the interfaces and there’s a bunch of things that have to be joined; they have datums on them and that kind of thing. The sin- gle-piece casting has no CNC machining – it doesn’t even have datums. It took us a lot of iterations, by the way, to get there.” Sandy Munro, CEO at Munro & Associates, the benchmarking and competitive analysis firm renowned for its highly analytic “teardowns” of popular and in- novative vehicles, recently completed a teardown of a One side of the current Model Y’s two-piece rear-underbody aluminum casting. Model Y. A series of internet videos covering Munro’s assessment garnered more than 36 million impres- sions in little more than a month. Munro was particu- Moving to the “megacasting,” as Munro dubbed it, “definitely wins larly impressed by the current two-piece aluminum the prize,” he asserted. “That’s going to be the biggest casting for underbody structure – and openly offered admiration quite a while. Nobody’s exploring that.” in an interview with SAE’s Automotive Engineering. It happens to “require the world’s biggest casting machine, which He said the current Tesla Model Y has “two of the we have two of. It’s the size of a small house, basically,” gushed Musk. biggest castings we’ve ever seen in a car. We’ve never “It has a big effect on the ease of manufacturing.” seen them used in an automobile before of that size. The mammoth machine is being supplied by IDRA Group, an Italian There’s lots [of innovative aluminum applications] at leader in HPDC equipment founded in 1946. Tesla is the first customer Cadillac, BMW, Audi – they’ve all used castings. But for IDRA’s hulking OL6100 CS (with upgraded locking force to handle nothing quite the size of this thing.” the special Tesla casting), destined for installation in the company’s Munro also participated in the podcast in which Fremont, California and Shanghai, China, plants. IDRA’s “Giga Press”

IDRA GROUP IDRA TESLA IMAGES: BOTH Musk spoke of the coming single-piece casting. measures some 64 feet (19.5 m) long and 17 feet (5.3 m) tall. Along

AUTOMOTIVE ENGINEERING June 2020 13 Tesla casts a new strategy COVER STORY for lightweight structures

Continuous innovation for the new Model Y is expected to carry into other Tesla models.

cells, you’re saving on people. It would be tough to put dollars to it, but think of multiple suppliers doing stampings, you could save maybe 20% on labor cost. And reduction in footprint is major. My guess is that it’s a net-net efficiency gain.” Musk claimed the new single-piece casting design, and the goliath IDRA machine that will produce it, will deliver a 30% reduction in the size of the body shop. He added that the process probably will transfer to Model 3 production as well. “That’s the thing we want to bring to bear on the Model 3 over time,” he said.

Potential caveats Munro said Tesla is pondering a similar strategy for the front of the Model Y. And a large casting probably makes Munro and Associates’ changes to the affected structure a less-expensive prop- CEO Sandy Munro. osition than “trying to change a bunch of stamping dies.” Alterations such as wheelbase changes also could easily with the higher clamping force is a maximum aluminum-alloy “shot” be accommodated by such an architecture, he said. weight of 104.6 kg (231 lb). The OL6100’s output may be lightweight But it wouldn’t be the approach for low-volume pro- castings, but the machine itself is anything but light, weighing in ex- duction, Munro maintained. And “castings don’t repair cess of 410 tons. very well,” he added. “If an impact was severe enough, The single-piece casting for Model Y will replace around 70 the car’s a write-off,” he said. Of course, such is the stampings, extrusions and castings that currently make up the same case with many contemporary vehicle designs. fabricated assembly in the Model 3, on which much of the Model Y Munro said Tesla plans to assemble up to 1 million is based. Musk described the Model 3’s rear structure as “a patch- vehicles annually off the Model Y architecture, so the work quilt – it’s not great. The complexity in the body shop is in- company’s Giga Press investment likely is a sound one. sane,” he said. He and Harbour agree that the mega-casting ap- Harbour agreed. With such a large and inclusive casting, “Even proach is an example of Tesla being Tesla. “They do with a big cycle time, you eliminate all the labor to assemble pieces continuous improvement in design,” a practice most

and subcomponents,” she observed. “You’re saving on automation auto companies typically don’t embrace, Munro said. MUNRO AND ASSOCIATES TESLA; FROM TOP:

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LIGHTWEIGHT METALS Steel the Real Deal

Steelmaking by night: TSE’s Hlsarna plant in the Netherlands is leading efforts toward carbon neutrality.

Steel’s infinite recyclability will help it remain the auto industry’s material of choice, insists Tata Steel Europe’s CCO. by Stuart Birch

n the constantly evolving world of automaking, Dr. Karl Haider, But with the HIsarna process, the raw materials are in- Chief Commercial Officer of Tata Steel Europe (TSE) is certain of jected as powders, directly converting them into liquid one thing: that steel will continue to be the industry’s material of iron. Use of carbon capture and storage (CCS) or carbon choice. In an exclusive interview, he told SAE International: “It will capture and use (CCU) disciplines leads up to a “nearly Iremain so for the next 20 years and beyond. A major reason for that zero” carbon footprint, he stated. high degree of success is its infinite recyclability. I believe steel is not The HIsarna plant produces liquid iron to be pro- just one of the best, but the best automotive material for car manu- cessed into steel for high-end automotive application. facture because it can be recycled again and again. And our R&D “Internationally, the big aim for carbon neutrality is to programs ensure that it is continually improving.” achieve it by 2050,” Haider said. “In my view, that is too Speaking at TSE’s HQ (in IJmuiden, the Netherlands), Haider said that late. With a combination of technologies, including the despite the global focus on sustainability, society in general will continue Hlsarna process, we can take a large step already. to want new vehicles without exploiting earth’s natural resources. Industry needs to act earlier.” “Both society and the auto industry will want a ‘circular’ economy, He regards 2030-35 to be the appropriate timeframe to with high levels of recycled material being used,” he said. “We are have made significant progress. Even if TSE will not be planning for this. For example, the science is in place to produce steel completely carbon-neutral at that stage, the company is in different ways; in TSE we can apply multiple technologies for our determined to take the lead against competitors vying for industry to become carbon neutral.” similar sustainability benchmarks; TSE hopes to achieve a An example is the company’s HIsarna technology, he said, designed 30-40% reduction in carbon emissions within 10 years. and developed as a consortium project at TSE’s IJmuiden facility lo- Haider lists electrification, digitalization and sus- cated at the mouth of the North Sea Canal to Amsterdam. (It also has tainability as TSEs overall tria in juncta uno support- a steel-making site in the U.K.) Haider terms Hlsarna a “game changer,” ing its future plans in which the auto industry takes facilitating future steel production with “far lower” CO2 emissions. some 25% of its output. “We aim to go lightweight HIsarna is a substitute for the blast-furnace process. To make liquid with highly advanced steels offering OEMs value in iron in a blast furnace, iron ore and metallurgical coal are pre-processed application engineering. And our steel is not just for

into sinter (lumps of iron ore), pellets (small balls of iron ore) and cokes. BIW (body-in-white) structures. We have a role in EUROPE STEEL TATA ALL IMAGES:

16 June 2020 AUTOMOTIVE ENGINEERING MATERIALS FEATURE

Steel applications throughout contemporary light vehicles.

Steel’s crashworthiness performance for EV battery protection is cation. The final annealing refines magnetic properties after which the vital. Steel with tensile strength of 1000 MPa or greater is used bespoke insulation coating is applied,” Haider explained. by TSE. Regarding EVs, Haider said that steels with tensile strengths of 1000 megapascals (MPa) or greater are used to provide energy ab- sorption and minimal penetration into the battery-protection struc- tures to safeguard against crash damage. The increasing focus within the auto industry of high-level automated vehicles of various cabin configurations will require lightweight high-end steels with different crash-absorbing paths. This would require 1000-MPa steel or another type, but with generally lower thickness and higher formability to ensure light weight and a good structural integrity.

PVD progress In terms of body-structure longevity, the theoretical life expectancy of a high-volume 2020 vehicle now is based more on mechanical replace- Tata Steel Europe’s Dr. Karl Haider: “If we are not working in ment cost-effective ratios than structural corrosion. This is partly down a tailored way with OEMs, we will not be successful; the R&D to greatly improved galvanizing, its use and effectiveness increasing in engineering know-how is essential.” the auto industry from the process’s first high-volume introduction in the 1970s-1980s to today’s highly protected vehicles. Further advances electric motors with our ultra-thin (non-grain ori- are in prospect. With partners, including South Korean steel company ented) Hi-Lite electrical steel.” POSCO, TSE is working towards the use of physical vapor deposition Produced at TSE’s plant in Surahammar, Sweden, Hi- (PVD) coating technology in which metallic coating is vaporized and Lite has been designed to both save weight and to mini- condenses onto the steel substrate. For this new process, TSE’s devel- mize magnetic losses. The company’s detailed descrip- opment is centered on a laboratory in the Netherlands. The technique tion of Hi-Lite states that non-oriented electrical steels could make a further significant contribution to vehicle life, although between 0.10 mm (.0039-in) and 1.00 mm thick are criti- large-scale production is not scheduled before 2025. cal in the manufacturing of rotating machines of all sizes Haider stressed the need for such programs to ensure the steel in- and a variety of other electromagnetic applications. dustry maintains its focus on the future and continues to anticipate the “Their magnetic properties are combined with tailored auto industry’s needs. Was there a lack of that focus 20 years ago? insulation coatings which offer the best performance “Maybe. The steel industry’s nose was perhaps a little too high!” he

ALL IMAGES: TATA STEEL EUROPE STEEL TATA ALL IMAGES: required for the manufacturing process and final appli- admitted. “But in recent years that has changed completely. If we are

AUTOMOTIVE ENGINEERING June 2020 17 Steel the Real Deal MATERIALS FEATURE

uses a Life Cycle Assessment (LCA) service to help cus- tomers understand their own carbon footprint.

Steel-polymer honeycomb Asked what TSE’s is doing to further steel’s role in many OEMs’ expanding mixed-materials strategies – and of new joining technologies that enable disparate materials to be glued, screwed or otherwise fused to- gether – Haider said: “We have a very open-minded R&D department. They are always looking at process- ing, at welding – and gluing. For example, we have invested in technology combining galvanized steel sheet with a polymer honeycomb.” Called Coretinium, the hybrid sheet has been used for commercial-vehicle trailers. Haider said the result is a very stiff solution with potential for further applica- tions, particularly in light commercial vehicles. TSE’s description of Coretinium describes its interlayer adhe- sion as delivering “levels up to twice those of other Ready to roll: TSE’s steel making sites are in the Netherlands and south Wales in the UK. composites, ensuring it maintains its composite rigid- ity even in demanding load situations.” Also, the resul- not working in a tailored way with the OEMs, we will not be successful; tant smooth cell structure and optimised cell geom- the R&D engineering know-how is essential – to understand exactly etry help avoid surface dimpling (the golf-ball effect) what engineers want from a materials’ science aspect. We can guide common with most thin-skinned honeycomb compos- them. And in the future we will need to develop new chemistries and ites. This core then is combined with steel skins in a new temperature profiles in our process lines to match their needs for continuous-coil-fed lamination process. materials with high strength and excellent formability.” All this supports Haider’s claim that steel will remain TSE’s future strategy certainly includes digitalization within the auto the most preferred material for the auto industry into industry’s value chain, allowing for material traceability and quality the future. He summed up TSE’s stated aims as pio- tracking to ensure more efficient processing and continuous adaption to neering the next generation of steel products for auto- customer-specific demands. The company expects a still faster time to makers, to further lightweight products and reduce market for new products that are better-tailored to customer needs to overall emissions, while planning what he terms the

enhance quality and lower total cost of ownership (TCO). The company creation of “the steel plant of the future.” EUROPE STEEL TATA

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18 June 2020 Free Info at http://info.hotims.com/76516-707 AUTOMOTIVE ENGINEERING LIGHTWEIGHT METALS STAINLESS STEEL | MATERIALS FEATURE Tesla’s Cybertruck is audaciously austenitic

With 3-mm-thick austenitic stainless-steel cargo bed and body panels, Tesla’s Cybertruck should win the dent-resistance derby. A proprietary 301-series stainless steel gives Tesla’s first unique sales attributes while saving tooling cost. by Lindsay Brooke

ot since Ford’s epic switch to aluminum for its F-Series body structures has an automaker’s materials strategy created such a buzz. Tesla’s decision to use stainless steel for its up- coming Cybertruck, as part of what CEO Elon Musk calls an “exoskeletal”N architecture, aims to give the new electric pickup strength and durability beyond that of its competitors. The vehicle is In the 1960s, Edgcomb Steel contracted Autocar Trucks to build slated to enter production in late 2021. 17 road tractors in bright stainless to promote its primary product Musk described the corrosion-resistant, 3-mm-thick (.118-in) sheet line. The 302-alloy sheet was sourced from Armco Steel. The nine stainless Autocars surviving today are prized by collectors, specified for Cybertruck as “ultra-hard 30X cold-rolled stainless- including this one owned by the Iowa-80 Truck Museum. steel,” indicating an alloy variant developed from 300-series stainless steel. This popular class was used by DeLorean (304 alloy) in its roughly 10,000 DMC-12 sports cars, and by heavy-truck maker Cybertruck with industry-leading dent resistance, the ma- Autocar (302 alloy) in a small-volume run in the 1960s. During the terial spec and the exoskeleton design force tradeoffs. same period Ford also experimented with a few stainless-bodied “Cold rolling makes this material very strong but sacrifices Thunderbirds and Lincolns, also in 302 alloy. Today’s exhaust pipes ductility and formability. That means a minimum subse- typically use ferritic stainless tube. quent metal forming is possible and dictates mostly flat “Tesla’s strategy with this truck is very interesting,” observed Dr. panels and straight character lines,” Matlock said. The David Matlock, professor emeritus at the Colorado School of Mines’ truck’s faceted outer body contributes to the strength of Advanced Steel Processing and Products Research Center. Reviewing the vehicle structure, unlike a conventional body-in-white Musk’s public comments on Cybertruck online, Matlock surmises that whose strength comes from controlling the A- and the material is “very likely a modified version of the lean-alloyed 301 B-pillar geometries and using combinations of press- austenitic 301 alloy.” When this alloy system is deformed or cold- hardened steels. worked, it transforms into a microstructure that includes austenite As a result, the Tesla truck’s polarizing “planar” styl- and martensite, primary constituents for a strong and tough metal. ing is either -cool or high-school-metal- “The more you deform it, such as cold rolling, the more martensite shop crude, depending on your aesthetic sense. you get. And that contributes to a significant increase in strength,” he The material characteristics and robust 3-mil sheet explained. Martensitic high-strength (non-stainless) steels are in- thickness (typical steel door panels are on the order of creasingly used in vehicle structures to increase strength, but they 0.7mm to 1mm) spurred Musk to claim that the “ultra- achieve their hardness through heating and quenching as is done in hard 30X” can break a stamping press. Hyperbolic or press hardened steel used in automobiles today. By comparison, the not, Tesla has engineered a material and manufactur- lean austenitic stainless alloys can create martensites by cold-roll- ing solution that requires minimal forming operations, induced transformation at room temperature, Matlock noted. enabling huge potential savings in presses, dies and

FROM LEFT: TESLA; IOWA-80 TRUCK MUSEUM TRUCK IOWA-80 TESLA; FROM LEFT: But while Tesla’s proprietary 30X-alloy stainless skin may endow related operations for its radical new pickup.

AUTOMOTIVE ENGINEERING June 2020 19 LIGHTWEIGHT METALS Lightweight design beyond CAD New computational tools enable an integrated data-fusion approach to complex, mixed-materials engineering. An expert from nTopology explains. by Jonathan Harris, Ph.D

Mass decompounding in an context. With a lighter chassis, a smaller (and lighter) engine is required to achieve the same performance. That in turn means smaller brakes to decelerate the lighter vehicle and a further-lightened chassis to support these lighter subsystems. This can add up to secondary mass savings far greater than the initial lightweighting task.

utomakers for years have been focused on lightweighting their strains. Just like physical materials, these need to be vehicles, motivated by fuel economy, performance and safety. synthesized and fused together digitally to reach new This engineering task is becoming increasingly difficult as the levels of performance. areas to trim become fewer and the requirements become moreA stringent (namely fuel/battery economy). It is estimated that (on average) every pound of savings on structural, load-bearing parts pro- Workflow benefits vides an opportunity to save nearly a pound on subsystems (steering, What’s been broadly missing in the industry are the brakes, suspension, etc.), a trend known as mass-decompounding. tools to execute this complex mixed-material, multi- This figure decreases as the design cycle progresses and subsys- objective design and optimization process—with con- tems are locked-in, so lightweighting should be considered in design sideration of a wide range of multiple data sources be- as early as possible to maximize these compounding effects. ing used where they’re best suited. Traditional CAD certainly still has its place in automotive design, This is where computational engineering tools fit in, but there is a glaring need in the industry for more-advanced compu- enabling an integrated data-fusion approach to engineer- tational tools that are built on solid and modern foundations; ones ing design in which the many factors and measurements designed for the new materials and technologies that automotive relevant to the engineering process can be integrated engineers now have available to them, such as composites and addi- into a single, high-performance design representation. tive manufacturing. With this new multi-factor approach to design, the We’re learning to bond and hybridize very dissimilar materials to many simultaneous lightweighting opportunities avail- reach new levels of automotive performance. In the quest for light- able in automotive can be more fully exploited. weighting, the same will hold true of the design tools themselves. Computational engineering delivers results dramati- Instead of mixed-materials, we have mixed data-sources: surfaces cally faster than previous computer-aided design from CAD, meshes from FEA, density fields or stress results from methodologies—on a unified platform founded in im-

CAE, and real-world measurements like scan data or digitally-imaged plicit algorithms that calculate solutions extremely n TOPOLOGY ALL IMAGES:

20 June 2020 AUTOMOTIVE ENGINEERING COMPUTATIONAL DESIGN FEATURE

Conventional topology optimization (or generative design) is just step one of load-path identification and generally produces solid parts. For crashworthiness, most automotive parts need to be hollow to allow energy absorption through large plastic Some of the many mixed data-sources involved in modern computational deformations (i.e., crumple zones and crash tubes). An advanced engineering. Each has value, but also limitations. A hybridization or data-fusion design technique is to shell the part with the wall thickness approach allows engineers to optimize their parts to previously unimaginable directly based on stress data and iteratively validate this with levels. Where the arrowheads lie on each of these lines often is case-specific and crash simulations. more (or fewer) data sources may apply.

rapidly. This provides repeatable, customizable work- flows that integrate all the design tools (both internal Optimizing for additive manufacturing and externally-sourced) that an engineer needs to, say, Automakers are increasingly exploring additive manufacturing (AM, lightweight a solid metal brake pedal with an internal or 3D-printing) technologies, with several already implementing the lattice structure (see May 2019 AE, page 30: https:// technology in production components. While not the complete solu- www.nxtbook.com/nxtbooks/sae/19AUTP05/index. tion to full-volume production in automotive, AM machines continue php#/p/30). to evolve in capability and decrease in cost, and are increasingly be- Within this kind of software platform, a lightweight- ing used to produce many smaller lighter-weight parts and consoli- ing toolkit can help automotive engineers reduce the dated assemblies for vehicles. overall weight of components via part consolidation, Computational engineering tools are what connects the engineer conformal ribbing, lattices and topology optimization/ to this newfound manufacturing capability and enables them to take generative design. Structural performance constraints advantage of the full complexity that these machines can deliver. embedded in the analyses support multiphysics simu- This complexity is what brings conventional sketch-based tools to a lations to verify the integrity of the results and pave halt, where parts as simple as a sculpted shift-knob can contain thou- the way for prototyping, real-world testing, and pro- sands of edges or millions of mesh-triangles. duction. Established workflows for lightweighting and Proving out part geometries quickly and accurately, transferring di- performance can be saved, shared and applied to a rectly to printers as toolpaths without error-prone triangles, is where wide variety of part geometries for highly automated computational engineering tools shine. Concurrent with the geometric design optimization. optimization phase of a part designed for AM, the software provides Trying to achieve such sophisticated designs with an “architected materials” functionality, with which the overall geom- conventional optimization tools based on simple com- etry of the structure is automatically adjusted into free-flowing densi- pliance-minimization (e.g. generative design) tends to ties and/or varying wall-thicknesses, based on those critical multiphys- result in hard-to-manufacture shapes that don’t deliver ics-field inputs like stress or temperature distribution. ideal crashworthy collapse and crush results. We some- New manufacturing and material technologies are undeniably challeng- times hear of days being spent to reconstruct the native ing traditional sketch-based CAD architectures and workflows. Navigating geometry of a shape-optimized density field or simula- these changing, novel design spaces requires the ability to efficiently inte- tion mesh, and weeks wrestling sketch relations and grate multiple engineering disciplines within a single platform and to fully offsets to shell it for crashworthiness requirements. That automate and capture advanced workflows for future projects. hollow part then requires remeshing and revalidating to Computational engineering software is stepping up today to help locally adapt the wall thickness, and this entire manual marry advanced manufacturing with advanced design. The opportu- process inevitably is repeated for several design itera- nity for automotive engineers is to better create highly innovative tions. The design effort required to trim out those final and complex products with often breakthrough functionality.

ALL IMAGES: n TOPOLOGY ALL IMAGES: few pounds increases exponentially. Jonathan Harris is lead application engineer at nTopology

AUTOMOTIVE ENGINEERING June 2020 21 PRODUCT BRIEFS

SPOTLIGHT: ADHESIVES NVH constrained layer damping Acrylic adhesive solution Henkel (Düsseldorf, Germany) and Covestro (Pittsburgh, Pa.) developed a solution enabling the efficient fixation of cylindrical li-ion bat- tery cells inside a plastic cell holder. The solution is based Avery Dennison Performance Tapes’ (Painesville, Ohio) on a UV-curing ad- SoundBond constrained layer damping technology is a noise, hesive from Henkel vibration, harshness (NVH) damper. SoundBond’s combina- and a UV-transparent polycarbonate blend from Covestro. tion of lightweight properties and optimized damping perfor- With a strong consumer push to reduce EV prices, large- mance can be tuned to specific NVH applications, allowing scale and cost-efficient li-ion battery cell assembly is a pre- damping to be manipulated from a broad curve to a specific requisite for every automotive OEM. As such, Henkel’s frequency band while delivering weight savings within the Loctite AA 3963 battery assembly adhesives and Covestro’s application. Offering a lightweight alternative to traditional UV transparent polycarbonate blend Bayblend were devel- butyl and liquid-applied sound dampers, SoundBond pro- oped for compatibility with high-volume automated dis- vides 30% to 50% weight savings over butyl, delivering light- pensing techniques and offer flexible and fast cure mecha- weighting properties to enhance vehicle fuel savings. Because nisms. The acrylic adhesive was formulated for use with the it offers high flexural rigidity, it is easier to handle than butyl cell holder, which is constructed of a special flame-retardant and reduces installation time, thus saving labor costs. plastic. It provides strong adhesion to the substrate material Damping performance can be tuned based on temperature and offers production adaptability through long open times and frequency ranges, thus maximizing its effectiveness. and short cure cycles. For more information, visit http://info.hotims.com/76516-400 For more information, visit http://info.hotims.com/76516-401

Deceleration crash sled Sensor technologies and driving robots With MESSRING’s Through a new coopera- (Munich, Germany) tion between Kistler M=SLED Small Overlap, Group (Winterthur, there is now an option to Germany) and Vehico cost-effectively test criti- (Braunschweig, Germany) cal chassis components an extensive package of that could penetrate the sensor technologies and passenger compartment driving robots now will of a vehicle without de- be available from a single stroying an entire car body. The ability to examine the crash source. The combination behavior of the chassis individually can provide important offers integrated solutions for vehicle dynamics and active safety information for further research and development early in the testing systems. Kistler’s sensors measure different forces affect- development process and prevent expensive mis develop- ing the vehicle and the driver, for example on brakes, the steer- ments. Designed for use with the MESSRING HydroBrake, the ing wheel and on the wheels themselves. Vehico’s driving robots test sled has been consequently constructed to simulate the provide objective vehicle testing, precise and reproducible tests small overlap test scenario on the left side of the vehicle real- up to driverless testing by automatic steering, gas and brake istically. The chassis to be tested runs freely rolling on the robots. In addition, Vehico platforms can simulate other road ground at up to 64 km/h against a load cell wall that is held in users, from walking pedestrians to fast-moving vehicles. Rather the contour of the small overlap barrier and is then deceler- than choosing sensors and robots individually, customers can ated in a controlled process up to the breaking point. now obtain an extensive portfolio from a single source. For more information, visit http://info.hotims.com/76516-402 For more information, visit http://info.hotims.com/76516-403

22 June 2020 AUTOMOTIVE ENGINEERING PRODUCT BRIEFS

Network interface Automotive Ethernet Tester The Vector RUETZ SYSTEM (Stuttgart, Germany) SOLUTIONS’ (Munich, VN5620 is a compact Germany) Automotive interface for analysis, Ethernet Tester (AET) is a simulation, and test- highly-automated test ing tasks for automo- system for OPEN Alliance tive Ethernet net- TC8 switching and AVB/ works and CAN/CAN TSN tests at the compo- FD. This interface nent level. The test cases enables users to ben- are script-based and parameterized prior to a test run via a efit from a wide vari- single configuration file that contains all relevant properties of ety of possible uses the device under test (DUT). The DUT and the test cases can like Ethernet monitoring, remaining bus simulation, media be configured via easy-to-understand application interfaces. conversion and direct access to individual ports. With the The AET consists of a 19-in test rack with control and analysis VN5620, the developer can cover a broad range of applica- software. A PC control unit regulates the test system. tion areas. Ethernet monitoring, for example, ensures a trans- Depending on the implementation, the test platform can con- parent connection between two nodes with a precise time tain up to 15 Ethernet ports (100BASE-T1, 1000BASE-T1), each stamp. Free hardware configuration options make it possible of which can simulate and evaluate specific test scenarios. for users to design an existing bus simulation with CANoe The test platform provides a display and PPS output for pre- Ethernet. The VN5620 also features media conversion func- cise evaluation of the gPTP synchronization, as well as a dis- tions and a data link between 100BASE-T1/1000BASE-T1 and play for the port status. the 100BASE-TX/1000BASE-T physical layer. The user can For more information, visit http://info.hotims.com/76516-405 utilize the interface both at the office and on test benches, as the temperature and voltage ranges have been designed ac- cordingly for these purposes. For more information, visit http://info.hotims.com/76516-404

Dual-motor inverter Suitable for high- power and high- torque electric vehicle propulsion, BorgWarner subsid- iary Cascadia Motion Supreme 11HT-3A LLC’s (Portland, Ore.) PM500 is the largest HIGH STRENGTH ADHESIVE inverter in their prod- uct line. This dual- Tensile lap shear strength, 75°F motor inverter can deliver a combined 700 kW (940 hp) worth of peak power to the motors by way of 840-V capa- 2,200-2,400 psi bility and 1400 Arms combined-phase current. Independent control of each motor allows the PM500 to be used on du- Service temperature range al-stack motors (two motor cores with singular output) as -100°F to +400°F well as torque vectoring applications, where torque is var- ied between driver and passenger side wheels to aid cor- nering. Not just for motorsports and high-performance cars, Hardness, 75°F the inverter is also applicable to commercial vehicle appli- 75-85 Shore D cations requiring dual powerful motors, high voltage and high current. According to Cascadia Motion, the motivation behind PM500 was to double that capability while also shrinking into a downsized enclosure and using an ad- vanced heat exchanger. Hackensack NJ, 07601 USA ∙ +1.201.343.8983 ∙ [email protected] For more information, visit http://info.hotims.com/76516-406 www.masterbond.com

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/76516-708 23 PRODUCT BRIEFS

SPOTLIGHT: ELECTRONICS Over-voltage protection PCB Carrier board The precision dual-channel D3 Engineering’s SABMBOVP2XX family of (Rochester, NY) products from Advanced DesignCore Linear Devices, Inc. (ALD) Carrier Board al- (Sunnyvale, Calif.) auto- lows engineers to matically balance superca- quickly connect pacitors with the addition multiple cameras of over-voltage protection or sensors with (OVP). The ultra-low power the recently enables energy-efficient launched NVIDIA supercapacitor balancing, Jetson Xavier NX which is suitable for prod- module to enable AI at the edge. Sensor data is delivered ucts that require low-loss via a serial link and is deserialized into MIPI CSI-2 data for energy power, leakage cur- consumption on the Jetson Xavier NX module. This allows rent regulation, and OVP such as automotive, transportation, the sensors to be placed up to 15 m (49 ft) away from the automation, data centers, and power grids. SABMBOVP2XX processing unit. An on-board FPGA provides hardware- printed circuit boards (PCB) include a plug-and-play feature level synchronization capability. “The new DesignCore that enables precision voltage clamp circuits with extremely Carrier Board allows our customers to take advantage of high current gains. This combination is suited for balancing the incredible compute power of the Jetson Xavier NX by large supercapacitors that are stacked in a series, from two to connecting up to 12 streams of input data,” said hundreds of cells with values of 0.1F to 3,000F and beyond. Jason Enslin, Product Line Manager for Embedded Vision The SABMBOVP2XX family has a high current gain (dl/dV = at D3 Engineering. This enables the development of ad- ~3 mA/1 mV) amplifier, which typically produces more than vanced AI robotics and autonomous applications for man- 1,000,000 times the output increase with very small incre- ufacturing, delivery, retail, agriculture, and more—in a pow- ments of less than 100 mV in input change. er-efficient and compact form factor. For more information, visit http://info.hotims.com/76516-407 For more information, visit http://info.hotims.com/76516-408

Haptic ICs Hybrid hexapod The new Cirrus Logic (Austin, Developed by ALIO Industries Texas) CS40L25 family of boosted (Arvada, Colo.) to address the inher- haptic drivers enables OEMs to cre- ent performance limitations of con- ate customized user experiences ventional hexapods, the Angulares beyond the single-action response Hybrid Hexapod features precision- of today’s mechanical buttons. The crossed roller bearing guides, opti- new haptic solutions can help cre- cal incremental or absolute encoder ate context-aware “virtual” buttons feedback on all axes, linear motor for almost any surface. By eliminating mechanical buttons, prod- and/or servo ball screw drives. uct designers can create cleaner, sleeker industrial design aes- Angulares also offers unlimited pro- thetics with no button “bumps.” The CS40L25 products integrate grammable tool center point loca- a high-performance haptic driver, a digital signal processor and a tions and coordinate offsets and boost converter. The devices are resonance-aware, drive high- zero backlash on all axes. The design makes the Angulares ca- performance linear resonant actuators (LRAs) and voice coil mo- pable of unlimited XY travel, Z travel for 62 mm that can be tors (VCMs), and enhance user experiences by supporting increased to 208 mm using other tripod models, tip/tilt travel unique/pre-stored haptic waveforms. Ultra-low latency provides of 60 degrees (±30 degrees) with continuous 360 degree real-time control of the haptic motor. This provides users with a Theta-Z, XYZ bidirectional repeatability of less than ±0.6 arc- more immediate sensation or response. Closed loop algorithms seconds, velocity up to 100 mm/second XY and Z, and less maximize LRA effectiveness and enable strong and consistent than 10 nanometers linear and 0.1 arc-seconds angular mini- haptics with a crisper, less “buzzy” effect. mum incremental motion. For more information, visit http://info.hotims.com/76516-409 For more information, visit http://info.hotims.com/76516-410

24 June 2020 AUTOMOTIVE ENGINEERING PRODUCT BRIEFS

Lighting series Isolated switcher ICs HELLA’s (Atlanta, Ga.) LED worklight The InnoSwitch 3-MX isolated switcher IC series Modular Worklight’s design has family from Power Integrations (San Jose, been adapted to the modular lamp Calif.) has been expanded with the addi- series called Shapeline. By combining tion of three new PowiGaN devices. As the two lighting series, vehicle manu- part of a chipset with Power Integrations’ facturers can give an individual ap- InnoMux controller IC, the new switcher pearance even to their small-quantity series. The worklight series ICs now support display and appliance is available in the two design lines: TECH (classic straight lines) power supply applications with a continuous output power of up and STYLE (dynamically curved). Depending on the required light to 75 W without a heatsink. The InnoMux chipset employs a output, customers can also choose between BASE and PRIME unique single-stage power architecture that reduces losses in versions. In addition to the standard light distributions for close- display applications by 50% when compared to conventional de- range and long-range illumination, the Modular Worklight series signs, increasing overall efficiency to 91% in constant-voltage and is also available in glare-free illumination variant ZEROGLARE. constant-current LED backlight driver designs. Additionally, by Vehicle manufacturers can swap a successor generation for smart eliminating the need for post regulation (i.e. buck and boost) future solutions one-to-one, eliminating the need for costly de- stages, TV and monitor designers can halve component count, sign changes to offer their customers a lighting upgrade. improving reliability and reducing manufacturing cost. For more information, visit http://info.hotims.com/76516-411 For more information, visit http://info.hotims.com/76516-412

High-pressure springs Pulser source meter Lee Spring’s (Wokingham, England) ex- The 2601B-PULSE System SourceMeter 10μs stock range of high-pressure springs are Pulser/SMU instrument from Tektronix, Inc. designed to save space and to enable (Beaverton, Ore.) integrates a high-speed compact product design by combining current pulser with DC source and measurement functions in one an unusual selection of performance instrument. The new system incorporates PulseMeter technology characteristics that specifically suit small for sourcing current pulses as short as 10μsec at 10A and 10V applications with high loading requirements. High-pressure without the need to manually tune the output to match device springs offer small physical size with high force capacity operat- impedance up to 3μH. This is critical for minimizing device self- ing over short distance and small deflections, delivering high per- heating, which for optical devices, can result in erroneous mea- formance and saving money on maintenance. These low-index, surements and the potential for damaging test equipment. The high-pressure compression springs are carefully designed to work 2601B-PULSE also includes all current and voltage source measure in small holes from 1/8 in (3.18 mm) to 1 in (25.40 mm). They are unit (SMU) ranges that are available in Keithley’s standard Model packed in a range of free lengths, starting at 0.250 in (6.35 mm) 2601B System SourceMeter (40V, 3A DC, 10A Pulse). It can be up to 4 in (101.60 mm) and options of high load capacities rated applied to many uses and industries, but it is particularly fit for to pressures of 300, 400, 500 and 600 lb2 for easy reference. LIDAR innovation through the advancement of VCSEL testing. For more information, visit http://info.hotims.com/76516-413 For more information, visit http://info.hotims.com/76516-414

Position control hinges GNSS-aided measurement The E6 One-Way Constant Torque Hinge The GNSS-aided inertial system Automotive from Southco, Inc. (Concordville, Pa.) en- Dynamic Motion Analyzer (ADMA) from ables heavy doors and panels to be lifted GeneSys (Offenburg, Germany) was devel- more easily by removing friction from the oped specifically for vehicle dynamics test- hinge in one direction, while providing ing and ADAS evaluation in the automotive high torque to hold them securely in place. industries. The high-precision inertial mea- Sealed for outdoor use and constructed from corrosion-resis- surement unit (IMU) provides reliable posi- tant materials, the E6 One-Way Constant Torque Hinge offers tion and motion data of a vehicle “live” and increased longevity and requires no maintenance or adjust- without drift when the vehicle is stationary. Due to its precise ment over the lifetime of most applications, making it a suit- inertial sensors, commissioning and initialization of the ADMA able solution for off-highway access panels, automotive center can be performed in just a few minutes. Once the antenna has consoles and industrial printers. Southco’s line of position con- been mounted on the vehicle roof, the ADMA is installed in the trol hinges is available in a wide variety of torque ranges, sizes vehicle and the cables are connected, the configuration is and materials to satisfy a variety of application requirements. quickly completed via the built-in web interface. For more information, visit http://info.hotims.com/76516-415 For more information, visit http://info.hotims.com/76516-416

AUTOMOTIVE ENGINEERING June 2020 25 COMPANIES MENTIONED

Company Page Advanced Linear Devices...... 24 GM Components Holdings...... 9 Aisin...... 9 Harbour Results Inc...... 12 ALIO Industries...... 24 HELLA...... 25 Audi...... 13 Henkel...... 22 Autocar...... 19 IDRA Group...... 13 Avery Dennison Performance Tapes...... 22 International Electrotechnical Commission...... 7 BMW...... 13 Jacobs Vehicle Systems...... 9 BorgWarner...... 23 Kistler Group...... 22 Cadillac...... 13 Lee Spring...... 25 Cascadia Motion...... 23 MESSRING...... 22 CHAdeMO Association...... 7 Munro & Associates...... 13 CharIn E.V...... 8 nTopology...... 20 Chevrolet...... 8 Porsche...... 10 China Electricity Council...... 7 POSCO...... 17 Chinese National Committee of the International Organization for Standardization...... 7 Power Integrations...... 25 Cirrus Logic...... 24 RUETZ SYSTEM SOLUTIONS...... 23 Colorado School of Mines...... 19 SAE International...... 8, 16 Covestro...... 22, 28 Schaeffler...... 9 Cummins...... 8 Southco...... 25 D3 Engineering...... 24 Tata Steel Europe...... 16 Delorean...... 19 Tektronix...... 25 Eaton...... 9 Tesla...... 12, 19 Ford...... 12, 19 Tokyo Electric Power Co...... 7 Freightliner...... 10 Tula Technology...... 8 General Motors...... 8 UL Japan Kashima EMC...... 7 GeneSys...... 25 Vector...... 23 GMC...... 8 Vehico...... 22

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YOUR CONNECTION SAE International...... 26...... connection.sae.org TO THE MOBILITY ENGINEERING SFC KOENIG...... 10...... www.sfckoenig.com COMMUNITY Smalley...... 9...... expert.smalley.com/SAE/Bearing

The Member Connection SPE Automotive Innovation Awards Gala...... 15...... www.speautomotive.com/ is available exclusively .innovation-awards-gala to SAE members only at connection.sae.org. Yura Corporation...... 11...... www.yuracorp.co.kr Free Info at http://info.hotims.com/76516-710

26 June 2020 AUTOMOTIVE ENGINEERING UPCOMING WEBINARS ADVANCED JOINING AND MATERIALS TECHNOLOGIES FOR LIGHTWEIGHT VEHICLES Thursday, June 25, 2020 at 12:00 pm U.S. EDT Speakers: The rush to increase vehicle content of lightweight materials is demanding increasingly sophisticated techniques for joining non-traditional materials in non- traditional applications. In this Technical Webinar from the editors of SAE International, experts discuss the latest advances in material-joining practices and technology as Ben Meaige Frank Billotto Leslie well as which materials and joining techniques show the Senior Engineer, AMS Market Wolschleger, most promise for near-term success. Materials Manager, Ph.D. Research, Transportation Vice President, Honda R&D Assembly, Research & Americas DuPont Development, Transportation Sika & Industrial

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For additional details and to register visit: www.sae.org/webcasts USING THE VIRTUAL PROTOTYPE OF THE S32G SAFE AND SECURE VEHICLE NETWORK PROCESSOR IN PRODUCTION Tuesday, June 30, 2020 at 12:00 pm U.S. EDT Speakers: The challenge with highly complex automotive devices is to bring up the software as soon as the silicon becomes available, which applies to the entire automotive ecosystem, including internal teams, software partners, and external customers. This 60-minute Webinar focuses on the production use of the NXP S32G274A virtual prototype for pre-silicon development, which consists of an Arm® Cortex®-A53 Manfred Thanner Ștefan Thiel cluster with 4 cores, an Arm Cortex-M7 cluster with 3 lockstep cores, Manager, Senior Business and automotive network accelerators with additional cores. The NXP NXP Development Manager, S32G274A is an SoC for safe and secure vehicle applications. Synopsys

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For additional details and to register visit: www.sae.org/webcasts Q&A New polycarbonates provide ‘sensor transparency’ The sensor arrays that currently reside on the roofs of devel- enhance that to achieve higher purity, toward an AX [exterior opment mules will be hidden from view on future production polycarbonate family] or an Ai if it’s in the interior. But to have vehicles. But how to conceal them without affecting their sensor transparency, you also must consider the base material safety-critical performance? This design and engineering and color combinations. Making something that looks simple and challenge, along with the growing trend toward larger, multi- homogeneous can be challenging. Designers want their new dis- function interior and exterior displays, is driving new polycar- plays to appear ‘hidden until lit.’ They want a deep, glass-like, pia- bonate solutions at Covestro, which was spun off from Bayer no-black surface until it’s back-illuminated. Sometimes the items Materials Science in 2015. For insights into this new family of behind that surface are translucent, transparent, or opaque, re- materials, editor Lindsay Brooke spoke with Paul Platte, a me- quiring three different color matches to sustain a consistent sur- chanical engineer by training who now is part of Covestro’s face appearance. In increases the materials complexity three-fold. marketing team. Our sensor-transparent polycarbonate grades are de- signed to be virtually opaque to the The term ‘optical purity’ is used to human eye, with the rich high-gloss describe requirements for advanced finish, while they’re actually trans- headlamp modules that incorporate parent to lidar’s 905- and forward-looking sensors. What’s 1550-nanometer wavelengths. This your take on that? is where OEMs are headed now, in Optical purity of the sensor’s cover terms of hiding their sensor arrays. lens, or any surface that protects an And located next to that lidar be- optical sensor, is important for that hind the front-end panel, you might sensor’s acuity. With lidar for exam- have a headlamp whose light must ple, as the emitted light passes shine through. And next to the hid- through the cover lens and returns, den headlamp you might have a any impurities in the material can de- micro-LED or OLED display. Those grade the fidelity of the signal itself. displays are offering increasing res- We’re developing solutions to im- olution. The industry is taking tech- prove the purity of our polycarbonate nology from consumer electronics materials, not only the grades but and bringing it into automotive. also the coloring systems. Covestro’s approach is we want to Covestro’s Paul Platte work with customers on whatever Then you must validate it. route they take Yes, and because it’s a safety-related item it requires more time to validate. “New material grades Is the trend toward larger UX dis- Some developers who didn’t think plays in cabins driving more focus on they needed the higher-performance that are virtually greater polycarbonate acuity? material have observed what I’ll call Yes. Internally we talk about a three- ‘application-level’ defects. transparent to lidar’s dimensional surface that has radius of Traditionally in automotive you start wavelengths are where curvature in two directions, like a with the lower-cost materials and see horse saddle. And those radii are get- if they work, and we’ve already had OEMs are headed now.” ting tighter and tighter. That solution people who found that they really do is viable in polycarbonate. It’s been need the more optically-pure polycar- part of our polycarbonate-windows bonates and come back to us with discussion for a while. That kind of that request. surface form factor is coming to both interior displays and to the large Exterior designers say integrating front-end panels of electric vehicles, lidar into the bodywork is a looming as shown in concept by Mercedes, challenge. BMW and others. That surface is go- For integrating lidar, we now have sen- ing to have sensors and displays be- sor-transparent grades of material. We hind it — the exterior displays being have had our AL [automotive lens] used for differentiation and for pedes- grade used in headlamps for years. We trian protection. COVESTRO

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