INTERVIEW: FOCUS ON: ON THE RIGHT VEHICLE SIMULATION COURSE WITH MULTI-MATERIAL NEXTEER STRUCTURES

September 2015

BENTAYGA: 'S MOUNTAIN CLIMBER

Contents

12 12 Interview 5 Comment Tearing down the global barriers • SUVs & connectivity Steering systems are becoming increasingly loom big at IAA sophisticated, as Ian Adcock discovers when talking to the men leading Nexteer’s European expansion 6 News 18 Cover story • eliminates ‘Achilles heel’ of 5 1.1 billion worth of Bentley luxury blown engines Bentley’s Bentayga is the first in a new generation of luxury cross-overs. Ian Adcock reveals its • Electric turbocharger 18 engineering secrets offers power choices

24 Focus on vehicle simulation • Emissions targeted Goal: ÔvirtualÕ perfection ahead of Euro regs Should simulations be 100% accurate? It’s impractical and unnecessary, says one expert, • Astra hatch body and lays out the reasons why shell 20% lighter 26 Focus on multi-material structures 17 The Columnist The weighting game Propulsion options Ryan Gehm and Kami Bucholz report on how new Kevin Jost, SAE materials help vehicles to shed weight 24 International Editorial Director 28 Focus on motorsport and OEMs Enter the engineering entrepreneurs Behind the exhilarating headlines that are the very 34 60 second stuff of motorsport, you will find the specialist interview entrepreneurs, using their multiple talents to take on Simon Cox, the most daunting of engineering challenges London design director, Infiniti 30 Focus on Continental Technology Below the surface, into the future 30 ‘Sense, plan, act’ is German supplier Continental Technology’s mantra for future technologies, as laid out at the company’s recent symposium

32 Question time Ground-breaking engine concepts unleashed Clément Dumand, manager, advanced engineering and research department, PSA Peugeot Citroën, reveals to Ian Adcock how Convergent Science’s meshing software is aiding engine design

September 2015 www.automotivedesign.eu.com 3

Comment

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

Advertisement Sales year’s IAA in Frankfurt: it was virtually Publisher: Joseph T. Pramberger impossible not to see an SUV on most [email protected] Tel: 001 212-490-3999 ext 5505 manufacturers’ stands and those that weren’t Belgium, Benelux, Denmark, Finland, France, Ireland, Italy, Netherlands, Norway, Scandinavia, displaying them were making known their Spain, Sweden, UK Chris Shaw intentions to do so. Tel: +44 (0) 1270-522130 M: +44 (0) 7983-967471 [email protected] It’s a phenomenal shift in customer tastes Austria, Czech Republic, Germany, Hungary, that is, probably, unparalleled. There might have Poland, Switzerland Sven Anacker been a boom in hatchbacks, but that style has been the preserve [email protected] Tel: +49-202-27169-11 Fax: +49-202-27169-20 of small family ; certainly, the likes of Bentley never Japan Shigenori Nagatomo contemplated such a move. But SUVs, that’s a different matter, Tel: +81-3-3661-6138 Fax: +81-3-3661-6139 [email protected] and, as you can read on pages 18-22, its Bentayga is no VAG USA clone, but a new product in its own right. Global Sales Manager: Marcie Hineman [email protected] Tel: 001 724-772-4074 Meanwhile, such is the surge in connectivity, that the organisers Print Advertising Coordinator: Lori Patterson dedicated a hall to the technology. [email protected] Booth after booth displayed systems that calculate the most Automotive Design efficient routing. Intelligent transport systems (ITS) can have a Tel: 00 44 (0)1322-221144 Fax: 00 44 (0)1322-221188 profound impact on fuel consumption and emissions, as president www.automotivedesign.eu.com [email protected] of the European Automobile Manufacturers’ Association (ACEA),

ISSN 2043-0299 Carlos Ghosn, outlined in his presentation. Published: February, April, June, August, According to the ERTICO study, in-vehicle eco-navigation October and December by AD Media Europe systems (dynamic navigation tools that use real-time data to Hawley Mill, Hawley Road, Dartford, Kent, UK. DA2 7TJ reduce fuel) have a 5-10% emissions reduction potential. Eco- Copyright 2014 AD Media Europe. Annual subscription (6 issues per year) for readers in driving systems – which recognise driving behaviour, and provide the UK is £45, overseas is £66 and airmail is £86. the driver with on-trip advice and post-trip feedback – can bring Origination: CC Media Group down emissions by 5-20%. Printed in the UK by Pensord Press Regarding infrastructure, the two highest potential measures

Moving on? If you change jobs or your are traffic signal coordination and parking guidance. Giving drivers company moves, please contact [email protected] to continue real-time advice on traffic signals and guidance to find a parking receiving your copy of Automotive Design. space could produce a further 10% savings in CO2 emissions for equipped vehicles in areas where these systems are deployed. And that infrastructure investment is down to European governments to get their collective acts together and not leave improving emissions

Findlay Media is a just to the motor industry. member of the Periodical Publishers’ Association Ian Adcock, Editor in Chief

September 2015 www.automotivedesign.eu.com 5 News

Porsche launches eliminate ‘Achilles heel’

Porsche has unveiled its latest three-litre flat-six engine, now with direct opening the throttle to develop more speed and pressure in the turbo for injection and twin turbochargers. It is 41 years since Porsche announced quicker response, in combination with a unique control strategy for the its first turbocharged engine developing 194kW and a fuel consumption of variable inlet and exhaust camshafts and wastegate positioning whilst 20.9l/100Kms; its descendent – which shares the same 80mm bore advancing the ignition. spacing – has an output of 272kW and an NEDC fuel consumption of This combines with the mode switch on the steering wheel: when 7.4l/100kms. engaged, it automatically engages the right gear to keep the engine in its At launch, Porsche is presenting two engines – the 272kW, 450Nm optimum operating range of 4,500-5,000rpm for up to 20 seconds. Carrera and the 309kW, 500Nm Carrera S – with both engines sharing the The engineering team, led by director powertrain product line 911, same 91mm bore and 76.4mm , 10:1 compression ratio and rev Thomas Krickelberg, developed an entirely new block manufactured from bands with maximum power delivered at 6,500rpm and peak torque from hypereutectic aluminium that is 1.5Kgs lighter than the old block; cylinder 1,700 to 5,000 rpm and a 7,500rpm maximum engine speed. liners are now iron coated by plasma beam. This, he says, reduces fuel Porsche claims that the Achilles heel of blown engines, turbo lag, has consumption and, with one eye on emerging markets like India and China, been eliminated in the new engine with a patented electro-pneumatic allows the engine to better cope with varying fuel grades. system, so that instant boost is always available. This is achieved by A centrally located injector in each cylinder injects fuel at 250 bar for

Electric turbocharger offers choice of power modes

Pierburg has developed an electric turbocharger that can be powered by either 12v or 48v. The ‘electric Air Charger’ (eAC) also has the advantage of being able to be located anywhere within the airflow stream, making it ideal for multistage supercharging systems. Because of the intermittent nature of its operation, the eAC can be used in parallel with a bypass system that connects the eAC in series with an exhaust driven supercharger or delivers air directly to the engine, bypassing the eAC. It is compatible with both diesel and petrol engines and is rumoured to be in series production in the 2017-18 timeframe with a 12v system on a small capacity diesel engine. Unlike some e-boost systems, Pierburg’s runs wear-free, employing a brushless DC motor with permanent magnets, rather than switched reluctance magnets. Depending on the application, it consumes between 3-4 kW power and is capable of spinning up the turbo to peak boost within 220-230 m/secs for the 48v or 12v system, respectively. A modular system, it can be scaled to the engine and the OEM’s target. “It can be applied to a sporting, high performance

6 www.automotivedesign.eu.com September 2015 optimum atomisation and low wall wetting for improved CO2 emissions; each bank has its own high pressure fuel pump. Further weight has been saved by using a composite oil pan, 2kgs lighter than the previous generation engine. The flat-six engine, with its low-mounted turbos on each side, presented Krickelberg’s team with some significant lubrication challenges. As a result, the oil pump uses three soak pumps, one each for the cylinder heads and a third for both turbochargers, each of which has its own oil canister that needs evacuating, recirculating the lubricant back into the system. Additionally, there are two pressure pumps: one steady state that provides the main oil pressure of 2-3 bars and a fully variable pump that reacts in accordance to engine speed, loads and acceleration. “It’s not a unique solution, but we don’t have gravity on our side with a flat-six engine unlike an in-line or Vee,” said Krickelberg. Both the air-conditioning and water pumps can be deactivated via clutches, so neither draws on any engine power. This allows the engine to reach 90°C operating temperature more rapidly before settling back to 85°C under normal running when the coolant circulates more slowly.

Intelligent overrun cut-off Intelligent overrun cut-off occurs when the driver lifts off the accelerator – for instance, on a motorway descent. First, the drive control system switches to a coasting mode with open clutches, with the engine idling. If the 's speed increases, intelligent overrun cut-off is activated to engage the clutch and shut off the engine. The automatic stop-start system has also learned to interrupt the flow of fuel early when rolling to a stop. This combination automatically improves fuel economy, without the driver noticing changes in the car's handling. The virtual intermediate gears have the same fuel-saving effect, reducing revs during quieter driving. If shifting to the next higher gear would drop revs below the engine’s lower rev limit, the controller engages adjacent gears, controlling both clutches for defined slip to transmit the power, so that, when the driver accelerates, the dual clutch gearbox rapidly downshifts to the optimum gear.

engine; the other could be downsized, which isn’t in principle capable of supplying sufficient low end torque,” Pierburg advised. The first-tier supplier also predicts that diesel engines will be a key application to combine both a sporty response and emission control, because two-stage boosting systems have a heat mass, so the after-treatment system isn’t brought up to temperature quickly enough. Having an e-booster to address the main engine power allows the OEM to play with selective catalyst reduction (SCR) to bring it up to operating temperature. Simulations suggest that eAC could save between 3-5% in fuel economy in the NEDC cycle. Although the system will likely prove less costly than in-series turbocharging systems, Pierburg warned that a secondary 48v system, including batteries and a DC-DC convertor, would push costs up; whilst; with a 12v version; there’s a need to compensate for a higher current consumption using a buffer battery. Pierburg claims its big breakthrough was configuring a sealing system to protect the roller bearings and the sealing of the motor and electronics to prevent the ingress of humidity, oil and soot.

September 2015 News

Dynamic cylinder deactivation system revealed

Delphi has created a joint venture with Tula Example torque request with conceptual skips and fires dynamically determined Technology to develop its ground-breaking Dynamic Skip Fire (DSF) cylinder deactivation 1.0 Fire system, claimed to be the industry’s first individual cylinder deactivation system capable of delivering improved fuel efficiency, whilst managing engine noise, vibration and 0.5 harshness (NVH). In independent tests, DSF has improved fuel efficiency by 17%, as measured demand Torque on a CAFE basis when compared to a vehicle that does not have cylinder deactivation. 0 Skip Tula’s revolutionary control approach 0 0.5 1.0 1.5 2.0 2.5 3.0 integrates advanced digital signal processing, Time (sec) derived from consumer electronics technology, with sophisticated powertrain controls, to to deliver the required engine torque for all “Zero to all cylinders, and any fraction between, create what it described as the ultimate vehicle speeds and loads, while avoiding allowing you to match the number of cylinders variable displacement engine. unwanted vibration, but delivering optimal fuel to the required torque need from the engine”. DSF technology does not rely on fixed efficiency over a wide range of driving Largely a software company, Tula has cylinder deactivation or switching between fixed conditions. developed a set of software algorithms that patterns. Rather, it continuously makes dynamic Matthew Younkins, Tula’s chief engineer allows the engine management control to firing decisions on an individual cylinder basis powertrain, explained that DSF can go from decide whether to fire or not fire every cylinder

Tenneco also launched two new dampers: Particulate emissions targeted the CVSA2 (pictured) and its DRiV Smart Damper. CVSA2 is Tenneco’s newest ahead of Euro regs generation of lightweight semi-active dampers. It offers Tenneco introduced its oval-shaped gasoline cycle and may be less effective under real significant improvements particulate filter (GPF) at the 2015 Frankfurt driving conditions. Gasoline particulate filters in ride performance from Motor Show, designed for gasoline direct effectively control particulate emissions under single technology, injection (GDI) engines to reduce particulate all operating conditions. as each damper features emissions in compliance with the Euro 6c “The cut-off is currently 23 microns,” said two independent electro- emissions regulations, which take effect in Frank Terres, executive director, core science, hydraulic for the rebound and compression September 2017. advanced engineering and hot end development, motions to provide an Although GDI engines help improve fuel Tenneco Clean Air, “but there’s ongoing debate increased tuning range economy and reduce CO2 emissions, they can that could see it reduced to ten and that will for even greater vehicle have higher particulate emissions due to shorter create issues trying to engineer engine dynamics and higher in-cylinder fuel/air mixing times, compared with developments to meet that criteria.” comfort levels. multiport fuel injection engines. Advanced fuel GPFs use the same type of wall-flow It will be launched on injection strategies are currently used to control substrates as diesel particulate filters and can a later this year gasoline particulate emissions in-cylinder, but be included in the exhaust system in addition to and, said Rudi they are designed for a particular emission test the series three-way catalyst, or the catalyst Schurmans, executive coating can be directly applied to the filter director, global substrate to form a four-way catalyst. Tenneco engineering, Tenneco Ride has successfully adapted its canning technology Performance, bridges the to accommodate these highly porous, fragile gap between the CVSAe substrates. and CV2A2/Kinetic “The advantage GPFs enjoy over diesel dampers. DRiV Smart particulate filters is that, because they run at Damper has a range of 2 550°-600°C, there’s no need for regeneration, to 4 digital valves for up as that will occur under normal operating to 16 settings. Switching conditions. It is, however, important to monitor time is limited by hydraulic soot levels with a sensor via the engine reaction to around 10 m/secs, but, added Schurmans, power consumption is calibration as a precaution.” The first minimised, as energy is only demanded applications are predicted to be “heavy cars during compression or rebound. with small 1.6-1.8-litre capacity” engine.

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event to produce the torque –and with that working with Delphi, to put one together,” The four-cylinder has a lash adjuster, roller scheduling facility reduce pumping losses in the explained Younkins, adding “on both the inlet finger follower and a hydraulic system that engine, without creating unwanted NVH. and outlet side, driven by hydraulic pressure deactivates the roller finger follower.” The software becomes an integral part of from the oil system, although it could be Demonstrator vehicles have been running existing engine management strategy, electrified if the OEM chose”. for five years and are now being demonstrated determining whether to fire the next cylinder or to potential OEMs and Tier Ones, Delphi being not and make a transition from one sequence Company origins the partner for industrialisation. to another. “When competitive systems go from The company was founded in 2008 by Younkins was cautious about when DSF 3 to 6 or 4 to 8 cylinders, they get a bump in Dr Adya Tripathi, a former Silicon Valley digital would be production ready, beyond saying Tula torque. We don’t do that; we go from 2 to 2.4 or signalling processing expert, now with more would have its own project running by the end 3.2, up to 4, so we change the number than 100 patents to his name for DSF. He took of 2016 on a four-cylinder engine to prove out cylinders fired in an analogue manner, his knowledge from working with audio the concept. maintaining the torque whilst we do that, so we amplifiers to see if frequency content could be Typical fuel savings are in the region of 17- don’t have to pull the spark to achieve that applied to the internal combustion engine. 18% on a 6.2-litre V8 , with a projected gain of smooth transition,” explained calibration Said Younkins: “You need to know the up to a 10% on four cylinder engines. engineer Steven Carlsson. “You can’t fire 0.4 of engine speed, requested load, but now have an An invisible transition between the number a cylinder; you can fire 24 out of 100 to get 2.4 extra degree of freedom that influences throttle of cylinders firing is difficult to achieve. Tula roughly on average,” he added. position etc, and apply it to the current does this by pushing the vibrations outside of As each cylinder closes down, it acts as an generation of powertrain, without a whole lot of low frequency range of 0.5 to 12Hz detected by air spring, but the system also requires that problems, apart from modifying the valve train. vehicle occupants using the embedded a deactivatable valve train is demanded. “We’re So it could be deactivating lifters on a pushrod. algorithms.

September 2015 www.automotivedesign.eu.com 9 News

News in brief New Astra Ford embraces Micromill hatch body Ford will use Alcoa’s Micromill material in multiple components on the 2016 F-150, becoming the first automaker to use the shell is 20% advanced automotive aluminium commercially. The companies entered into lighter a joint development agreement to collaborate on next-generation aluminium alloys for automotive parts using Micromill Opel/Vauxhall’s new Astra hatch body shell is technology. It is projected Ford’s use of 20% lighter at 280Kgs than the previous car with Micromill on its vehicles will more than improved weight distribution, which included double from 2016 to 2017. moving the battery from the engine compartment to beneath the boot floor at the rear, altering NVH solution for OEMs weight distribution to 60:40 front to rear, says BASF is expanding its expertise in top vehicle line director Horst Bormann. mounts to provide OEMs with a “The old Astra was up to 65% front, which biggest contribution to reducing weight was in combination of weight savings, good makes it difficult to tune a car with too much the body shell where GM took about 20% or acoustics and vibration damping. This NVH under-steer to outperform our rivals with an 77Kgs mass reduction. “This was extremely (noise, vibration, harshness) solution is engaging drive and good response.” The challenging and only possible by analysing the made possible by combining two of BASF's plastic specialties: the micro-cellular polyurethane elastomer Cellasto and the highly glass-fibre-reinforced polyamide The beauty behind 3-D printing Ultramid A3WG10 CR. The top mount with the Cellasto element and the Ultramid “Many people are capable of designing Additive manufacturing was also used, housing is around 25% lighter than beautiful cars; our job is to design a new says Hossman, for the rocker panel, grille and conventional aluminium die-cast versions experience for tomorrow’s customers,” says parts of the light systems. with rubber. Matthias Hossann, head of concept cars and “For the interior, we combined many, advanced design at Peugeot. And whilst his smaller, parts to assemble a complete section. Indoor tyre facility latest concept car, the Fractal, has been 3D-printing is quicker for a concept car and Camber Ridge is opening an indoor tyre developed with the intention of providing for a designer it allowed us to create a new facility in Charlotte, North Carolina (USA). electric vehicle (EV) drivers with an emotional, generation of shapes that would be Tyres will be tested on a unique indoor aural experience by collaborating with sound completely impossible to do with conventional paved 0.5 mile (0.8Km) oval, using engineer Amon Tobin and StelLab – a PSA specially developed test carriages that are Peugeot Citroën research unit that has propelled along a guide rail system at up to designed an innovative ‘9.1.2’sound system 65 mph (105 Km/h). Initial running will be combining a high-quality set-up that features on dry reference surfaces at a controlled tactile bass systems built into the back of ambient temperature, but the facility is each – it is the extensive use of 3D- being designed for phased introductions of printingMagna that unveiled made thethe carlatest possible. additional paved surfaces, water testing Hossman’s team was inspired by the and other controlled conditions. concept of Fractal design to create the interior’s semi-anechoic chamber Test bench connection architecture. “We worked with parametric FEV and the Institute for Combustion Engines design, using algorithms to define the shape of the RWTH Aachen University (VKA) have and then apply it to all the lower shape, implemented a virtual connection between allowing the computer to automatically two test benches. The test environment generate the shapes. Only 3D-printing allowed consists of spatially separated test benches, us to build the interior, as they were which are connected by a real-time impossible to achieve using classic injection deterministic EtherCAT connection. moulding.” “The dynamometers in both test benches are More than 80% of the interior was built controlled in a way that achieves the using 3D-printing and whilst some of the equivalent system behaviour of a real surfaces were covered, others, like the multi- mechanical shaft,” it was confirmed. material steering wheel and the mono material head rest brackets, are as they emerged from the printer.

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Aluminium has been used in the front hatchback Astra and no derivatives other than the bumper crash structure. The chassis, he added, is Sports Tourer, we didn’t have to build in extra 50Kgs, lighter, with every part redesigned; the requirements for future products like the Zafira, engine sub frame and the rear axle control arm for instance.” are now a variety of sheet metal, rather than A global architecture developed at solid. With the car’s overall weight now reduced, Russelsheim, other derivatives will be tuned for that has enabled Borman and his team to address regional markets like China, where it’s a Buick, other components like wheels and brakes, which and the North American Chevrolet Cruze. have reduced in size without any impact on Interestingly, Borman says body stiffness is dynamic qualities or braking distances. “about the same, because the old body didn’t “Because we have focused just on the have a problem regarding stiffness”.

optimum material quality and gauge. For example, the ‘B’ pillar has ultra high strength material, where those areas don’t need to carry loads are standard gauge.” moulding or other processes; and, in terms of efficiency, like the steering wheel, it is as strong as a traditional wheel, but lighter. It’s unusual that, despite being thin, it’s hollow, so we can run all the wiring through it. “Tomorrow, 3D-printing is a new industrial revolution; today, it’s still experimental,” he added. “But I do believe that, in the future, it will really change the way we conceive things, and allow us to personalise and customise interiors for individual customers.”

September 2015 TEARING DOWN the global barriers Steering systems are becoming increasingly sophisticated, as Ian Adcock discovers when talking to the men leading Nexteer’s European expansion

exteer is a perfect and Delphi was sold to China-based particularly Tychy, Poland, where example of the growing Pacific Century Motors in 2010 and I catch up with both Guilherme globalisation of the is now listed on the Hong Kong Pizzato, Nexteer Automotive world’s motor industry stock exchange. regional director for Europe division where international Its technology and and the director of global supply Nboundaries are being constantly manufacturing base is equally management (International and dismantled. The 100-plus year-old diverse, with centres located in Europe divisions), and his chief company is headquartered in South America, India, China and engineer Paul Poirel. Saginaw, Michigan, and after Australia supplementing its US A long-serving member of the ownership by both General Motors operations, as well as Europe, and Nexteer team, Pizzato is keen to

Paul Poirel CV

Paul Poirel hosts the position of Nexteer Automotive chief product engineer Europe. In this role, he has the responsibility to develop and launch steering and driveline products manufactured in Nexteer European plants, or designed in collaboration with European customers’ engineering departments on a global basis. Poirel is leading a team of more than 130 engineers, who are located at manufacturing sites, customer support centres and application centres across Europe, and serving more than 20 customers. He joined Nexteer Automotive in 1997 as product engineer for steering column modules.

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extol the virtues of the new-ish development costs amounted to toughest environment” to grow, Chinese owners. “From day to day, US$80.1 million (€71.3 million), because it’s well established with they’re very hands off. The benefit representing 2.7% of income, an mature players that have been was the long-term visibility. They’re increase of US$6.8 million (€6.05 leading the electric power steering really looking into the future to grow million) over 2013. (EPS) market for the past 15 years. the company, versus a short-term “Our industry drives a lot of “You still have conversion growth. investor. They’re able to give us that innovation, investment in research but not like you see in the Americas stability.” and development, and in capital and China. In those locations, you’re expenditure, as you saw in the plant fighting to get the first EPS in RIGHT COST & TECHNOLOGY today, which is where we spend vehicles; in Europe, you’re fighting When it comes to the burgeoning most of our money,” he points out to to take business away from a rival. Chinese car market, although the me. “We’re adding 9,000m2 with the It’s tough, but we’re being owners have helped access it intention of moving the warehouse successful.” “indirectly”, their stewardship hasn’t into the site, so we can manage that Pizzato predicts that by 2025 the been “actively” pursuing new and also support a bigger European market will be “close to” business, says Pizzato, although manufacturing footprint. The 100% EPS, with the USA a little way “it’s well perceived in the Chinese building will be finished by the end behind – mainly due to larger vehicle market when they see us having of this year. As we grow the size – achieving 90% in 2020. The Chinese ownership. But that’s not business and secure very important challenge for emerging markets like what made the big difference; we new projects in Europe, so we need India and China is price. “Those need to continue having the right to expand our floor space – we have markets are very cost sensitive, so cost and technology to secure the very clear targets over the next 18 EPS is still more costly than business”. months that we’re pursuing.” hydraulic systems; it’s only According to its latest company Similar expansion is taking place regulations that persuades the report from 2014, Nexteer across the globe, although Pizzato OEMs to move into that technology, engineering and product concedes that Europe is “the although they see the benefits and

Guilherme Pizzato CV

Guilherme Pizzato hosts the position of Nexteer Automotive regional director for Europe division and the director of global supply management (International and Europe divisions). In the role of Nexteer Automotive European director, he is responsible for directing Europe’s short-term operation plans and execution of the long term strategic objective, as well as managing manufacturing sites in Poland, along with supporting customer support centres in France, Germany, Italy and Turkey. He is currently leading the team of more than 1,300 European employees. As the director of global supply management (International and Europe divisions) he holds the responsibility for all activities related to supply management and purchasing for Asia Pacific and Europe operations. Pizzato started his career in 1996.

September 2015 www.automotivedesign.eu.com 13 Nexteer’s single pinion electric “By 2025, the European power steering system (below). market will be ‘close to’ 100% EPS, with the USA a little way behind – mainly due to larger vehicle size – achieving 90% in 2020,” predicts Guilherme Pizzato

has happened, but it’s a bit systems will be some older unusual.” generation light commercial vehicles, Technically, says Poirel, there’s like Fiat’s Doblo, spun off platform little to choose between either a designs from the early 2000s. pinion or column assist for power But as steering systems take on outputs up to 90Nm. “But beyond a more central role to the vehicle’s that, there’s a need to make a worm suite of safety systems, as the gear that is excessively big, stiffer industry progresses to its long-term and bulky, and awkward to fit in the goal of autonomous driving, so does vehicle. Whereas, if I just take the the demand intensify for greater equivalent of a rack EPS system, I reliability and technical safety nets can go very quickly up to an that aren’t going to alarm the driver equivalent of 120Nm and beyond to in the, rare, event of systems failure. importance in having EPS. 140Nm.” Power levels, he maintains, “Instead of brutally shutting “We see an opportunity to drive that will be required in the future. down the assist, we see if costs out, with technology like the And he adds that the only there’s any way to deactivate brush system in China. We vehicles likely to retain either just a portion of circuitry developed a specific product for hydraulic or electro-hydraulic that is suspect and then that market where system performance is not as highly required as other locations, but is sufficient to meet customer needs at a lower cost.”

PINION OR COLUMN ASSIST? The majority of systems today, explains Paul Poirel, are column assist, a legacy of platform architecture that saw body-in-white dashboards and cross-car beams engineered for these systems. “It may be excessively costly to revisit the architecture and go from column to under hood. It’s not impossible, it

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“Technically,there’s little to choose between either a pinion or column assist for power outputs up to 90Nm.” Paul Poirel

development phase, validating and and so need the right coating to testing the software.” protect it. Weight, the number one enemy “There’s also optimisation of the of all engineers today, is also motor sizing, so it’s a mix of looking coming under scrutiny from Poirel at the winding density to minimise and his colleagues. “We’re just the amount of copper and then starting to work with a Polish maximising the magnet’s strength. university on composite materials as Inside the motor, there are some a replacement for aluminium. It will heavy elements like iron core for the take about three years to complete rotor, copper, magnets the more we The European market for the feasibility study and see if in the slim that down, we can save up to electric power steering end the mass savings justify the 300 grams.” systems is proving a tough costs. So that’s one project. We’re OEMs have become increasingly nut to crack for Nexteer, as it challenges also investigating lighter alloys, for conscious about the contribution established players. instance magnesium, for non- steering feel makes to the overall structural parts. For structural parts, perception of their products, to the to operate the rest of the system. there’s some strength concern with extent Pizzato reveals that, with one For example, if we have a suspected magnesium, but components with customer, Nexteer has started failure with a torque sensor, the moderate stress in the operation, development on a new vehicle’s system will use a simplified vehicle and if they’re not in an under hood steering before the design has been model that estimates what the environment, then magnesium could signed off. With that sort of plausible driver torque would be, be a good choice. However, we endorsement, it seems that based on the vehicle speed and have to be careful about corrosion Nexteer’s future looks well assured. handling position. That is based on vehicle dynamics mapped out for this particular product, its torque Penetration into the North response as a function of speed and American market is growing the radius of the curve. as OEMs increasingly adopt “If I am driving at 100 km/h, and EPS technology. my hand position is 5° based on the model, I should have a range of 200Nm of handling torque – but can’t use it, because my signalling is suspect – the steering will operate with a calculated driver torque, informing the driver there is a suspect signal.”

VALIDATION & TESTING The first vehicle with such a limp home mode will, according to Poirel, appear next year. “We’re in the

September 2015 www.automotivedesign.eu.com 15 16 www.automotivedesign.eu.com September 2015 Kevin Jost, The Columnist SAE International Editorial Director

Propulsion Options A utomotive powertrain that, while alternative propulsion keeping deep reserves of torque engineers have never been more vehicles continue to make inroads available when drivers demand it. challenged than they are today. in several countries, ICE vehicles Until recently, the technologies They must balance consumer will constitute close to 95% of total have mostly remained separate in demands for greater performance production by 2020. the powertrain engineer and improved driveability with “In North America, higher- community’s toolbox. But the societal needs for better fuel pressure gasoline direct-injection stringent CO2 emission demands economy and reduced emissions. systems, spray-guided injection, of Euro 6, U.S. 2025 CAFE and new More stringent Corporate advanced electric assisted Asian regulations have engineers Average Fuel Economy solutions, and wastegate turbo searching for solutions that requirements in the US, technologies will be key areas of leverage both. government mandates for CO2 focus,” said Frost & Sullivan Two significant constraints reduction in Europe, and other automotive and transportation challenging powertrain efficiency and emissions mandates senior research analyst Sudeep electrification engineers are driving in the rest of the world, will require Kaippalli. “European countries will range and purchase cost. These an evolution of customer tastes to enforce stronger regulations for two factors are in fundamental more fuel-efficient vehicles. nitrogen oxide and particulate opposition, because the most There has been a revolution at matter emissions in diesel.” costly part of a plug-in electric OEM and supplier R&D centres to The combination of direct vehicle is its battery. Reduce the meet the aggressive goals, with injection and turbocharging has battery’s size to hold down costs dramatic changes to the fleet as become increasingly popular for and the resulting driving range is manufacturers are increasingly enabling downsized petrol engines unacceptably short. slotting in lighter vehicles, as well to perform like larger-displacement A major way to overcome this as downsizing their passenger cars. ones, while consuming less fuel. situation is to drive down the cost Most of these strategies are being Meanwhile, cylinder deactivation of electric-drivetrain components. implemented alongside others has helped big engines deliver Many challenges remain; key aimed at improving internal surprisingly good economy, while among them is to convince combustion engines (ICEs) and consumers, during a time of increasing the electrification of relatively low fuel prices, to choose powertrains. the more efficient, but costlier, New analysis from Frost & alternative-powertrain options Sullivan, ‘Strategic Analysis of available in the marketplace. Emission Control Programmes in Key Markets Towards 2020’, finds [email protected]

September 2015 www.automotivedesign.eu.com 17 Cover story €1.1bn worth of Bentley luxury

Bentley’s Bentayga is the first in a new generation of luxury cross-overs. Ian Adcock reveals its engineering secrets

hat Bentley has added a SEVERAL GOALS pressings, which are the deepest luxury cross-over to its “We were involved in the platform draws found in the automotive range should come as no development from day one,” explains business, according to Blake. “The Tsurprise since the man Simon Blake, director, body and trim body side pressing depth is about heading up the Crewe- engineering. “There are a number of 350mm, if we tip it in its worst case based manufacturer, Wolfgang things we needed to achieve; our position. The bulk of that depth is over Durheimer, instigated Porsche’s dimensions, the mass concept is the rear haunch, so, if you take the Cayenne. Although many believed at different to others using the platform, dimension from the top of the roof out its 2002 launch that the words load requirements, seating position, to the wheel arch eyebrow and then ‘Porsche’ and ‘Sports Utility Vehicle’ overall length, our , which back into the tailgate where the rear didn’t belong in the same sentence, needs different fixing positions, lamp is, that defines the deepest point global sales of 630,000 since have braces and engine mounts. We have of draw. proved the naysayers wrong. very big wheels, up to 22 inches; all “When we developed the rear Whilst Bentley will only be aspiring that impacts the platform and style, fender that’s as deep as we could to sell some 4,000 Bentaygas a year, which means, when you hang your possibly go, we worked hard with our the £840 million (€1.1bn) investment hat on that, it inevitably leads to styling colleagues to achieve their programme in the Crewe site significant alterations.” design for the muscular rear end – underlines the growing importance Extensive use of aluminium, whereas the super formed aluminium of the luxury car maker to the primarily 5000 series in structural front fender is about 520mm deep.” Group. areas and 6000 series for exterior Most importantly, Bentayga is not body panels and closures, resulted in UNIQUE TO BENTAYGA just a clone of other cars based on the a 250Kgs weight saving over a steel Feature line radii vary from 3.5mm to group’s MLB platform, but a vehicle structure, he claims, although it still 6.5, depending on location and as engineered in Crewe to meet Bentley’s weighs a hefty 3250Kgs. they blend out. Wherever it’s possible, unique requirements. Most impressive, perhaps, are the the team has avoided using double front fender and single-piece side strikes when forming the body to

18 www.automotivedesign.eu.com September 2015 Crewe is now the centre of excellence for W12 manufacturing within VAG and played an integral role in developing the all-new engine.

September 2015 www.automotivedesign.eu.com 19 avoid potential problems with witness lines. Although a group platform is employed, “the only parts that are shared with Audi’s Q7 are some of the screws and fixings,” says Blake, adding: “The hat upwards from the floor is unique to Bentayga, designed by Bentley and engineered at Crewe by my team. “The biggest challenge was understanding some of the specific requirements around SUV body structures, as it’s the first time we’ve done a tailgate. That was a challenge, and it has roof rails that we’ve never done before and we had to take account of loads from off road driving.” The only similarity between this And, in what is a clear vote of Above: aluminium castings, highlighted engine and its predecessor is that it confidence in Crewe, it is now the in red, are vital to help reduce weight. bears the winged B badge and is a centre of excellence for W12 engines Right: aluminium-intensive underbody six-litre W12, otherwise it is all new within VAG and will be supplying helps reduce vehicle mass substantially. and, as director, powertrain fellow brands, Volkswagen and Audi, engineering Paul Williams tells me: with their own versions of this engine. Below: highlighted green area depicts “My team acted as an extension to Its headline figures make the unique 48v active roll-bar system - the guys in Wolfsburg – we’re not big impressive reading: 447kW at another Bentley first. enough yet to do a complete engine 6000rpm and 900Nm from 1500 to from zero – taking responsibility for 4000rpm, yet the new W12 TSI is two aspects in particular: firstly, claimed to be the most efficient around the air path, intake, exhaust engine in the 12-cylinder segment. manifolds, turbos; and, secondly, With the W12 TSI, a D-class saloon vehicle integration all around the achieves CO2 emissions of less than package: Where do the turbos go? 250 g/km (NEDC). Compared with the Where do you put the intake TMPI version, this marks an manifold? The whole structure of the improvement of 37%; and an periphery of the engine.” improvement of 28%, compared to

Comparison of torque build-up between the W12 TSI and W12 TMPI

W12 TSI – 900 Nm Torque (Nm)

W12 TMPI – 800 Nm

Time 2.5 times faster

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

the W12 MPI. Key to achieving these lengths, so DI has given us the “The advantages of figures has been adopting a dual advantage to balance out some of injection strategy, combining high- those inherent imbalances to provide DI are obvious, pressure (up to 200bar) direct injection a very balanced combustion between performance (DI) with low-pressure (6 bar) injection the different cylinders.” (MPI) into the intake manifold to DI functions for most the engine advantages are great, achieve Euro 6 and ULEV 125, without cycle, about 78%, to a lesser or combustion control is needing exhaust after-treatment. greater extent. It uses a mixture of “The advantages of DI are both in most of areas and then fantastic and the obvious,” states Williams. emphasises either DI or MPI when ability to fine tune “Performance advantages are great, combustion control is fantastic multiple injections etc and the ability to fine tune are all very clear.” multiple injections etc are all very clear. At the same time, Paul Williams there are two big

ongoing basis. But with MPI, you have the ability to make your injectors smaller and cover both ends better.”

FAST RESPONSE TIME Adopting twin scroll turbochargers with three cylinders feeding each side of the scroll has made response time “much better”, with maximum torque at just 1250rpm. This is aided by the first application in a petrol engine of an integrated rev sensor in the turbos, which measures rotational speed, it's emissions, acoustically or enabling full use of the compressor performance relevant. As Williams map all the way to the choke line. This points out: “It’s always challenging permits the use of a machined with a high capacity, high performance compressor rotor with a small engine to have injectors that cover the diameter and correspondingly low disadvantages: firstly, the creation of range from very smooth idle with small moment of inertia. certain pollutants, particulates etc, injection quantities to continuous V- The other big breakthrough, and, secondly, noise. For us to use max, 186mph (300 Km/h), on an explains Williams, is the inclusion of both and get all the benefits is a huge advantage. Engine mapping for direct and MPI injection when the engine is warm “We worked a lot on the running 1000 strategy between the different 900 injection systems, so: When do you 800 use them individually or in tandem? Mainly direct 700 What advantages can we get from injection 600 two different systems? You get 500 considerable advantages at low 400 speed, in terms of the cooling Torque (Nm) effect you gain in having port 300 injection running down into the 200 cylinders,” he says. 100 Mainly MPI injection “The W12 has the situation 0 where the inside 6 cylinders and 1500 2500 3500 4500 5500 6500 Engine speed (rpm) the outside 6 use different port

September 2015 www.automotivedesign.eu.com 21 Cover story

Bentley’s first SUV employs sophisticated electronics to manage its off-road capabilities.

was also a challenge, says director, bump, rather than having an anti-roll chassis engineering, Ken Sharp. “We bar that will lift the whole body or let had to look at high-speed performance, the body drop into a trough, rather agility, cornering, on-road ride comfort, than driving the wheels up or down all associated with Bentley brand over those obstacles.” values, then extend all that into off- Bentayga is more than just road performance.” Key to enabling Bentley's first SUV, as it heralds the that is the first application of start of a new generation of products electrically-actuated active anti-roll from Crewe, underpinned by bars, powered by its own 48v Port layout and separate secondary super capacitor. “The air supply for the all-new W12. principle aims are two- fold: firstly, to cylinder deactivation. “The Mulsanne provide dynamic uses a lost motion tappet system, but improvements squeezing those into the W12 by reducing the cylinder head would be difficult amount of roll, because there’s insufficient space which adds to and we didn’t want to increase the comfort, and secondly engine’s length. improving ride comfort and off- “You have the same problem in road performance by, effectively, effect with the sliding lobe. The delivering a degree of original technology that was decoupling the anti-roll bar from developed off the Audi Avus system the suspension system. slipped between two using twin “When one wheel goes over a Cylinder deactivation for the solenoids to pull the cam one way bump, ordinarily the anti-roll bar will complex W12 proved a challenge and another to return the cam the feed a force into the vehicle structure for the engineering teams. other way. The big innovation on this which is felt by the occupants,” engine is to use the same solenoid to Sharp adds. “In this case, the system technology it has developed pull it both ways. This means it had to detects the wheel is going over alongside their German colleagues. fire in only half the revolution of the a bump and actively drives the "Some of our rivals have less input cam. To get that control technology, actuator away from the bump to into their products," one director the sensors and actuators to perform reduce the amount of acceleration confided, "but we have the best of that rapidly was quite a challenge.” into the body. both worlds, as we can lead the Combining the dynamic attributes “Similarly, off-road wheel engineering development, whilst of a 186mph car with one capable of articulation can be improved by taking full advantage of Group surfing Dubai’s biggest sand dunes actively driving the wheel up over the resources."

22 www.automotivedesign.eu.com September 2015

GOAL: ‘VIRTUAL’

Should simulations be 100% accurate? It’s impractical and unnecessary, says one expert, because you’re spending so much time running the mode, it negates the accuracy

t’s doubtful if there is any of multiple attributes across that differs from OEM to OEM; that aspect of a vehicle’s disciplines. Resulting trends and could be a week, a month, whatever. engineering, development, statistics are more accurate and lead “If you refine the grid, for instance, Ivalidation, manufacturing and to a better design. Advanced from 1.0 mm to 0.65 mm, as the performance that cannot be morphing techniques allow for design- runtime goes up, the accuracy might created in the digital world before quality solutions from statistical only improve 0.7%, so it doesn’t physical models take to the road. methods, delivering up to 5% make sense to be that fine a mesh, if As Clement Dumand from PSA improvement in fuel economy, along it takes that much time. It’s trying to Research and Advanced Engineering with 10% increase in mass flow rate. find the sweet spot in each case, points out in ‘Question Time’ on page But, warns Convergent Science's a trade-off between the time spent 32, it’s not just the time saved arriving Rob Kaczmarek, it is unrealistic to and the accuracy, and our philosophy at a given solution, but the ability to expect simulations to be 100% is to run many ideas and rank the investigate numerous other avenues accurate – or, indeed, even if there’s solutions.” quickly before discarding the a necessity for them to be so. “It’s unworkable for genuine alternatives. impractical to get a CFD model 100% AGILE APPROACH CAD-CAM is now unerringly accurate, or even 99%, because During development of the S80, accurate: programmes such as Exa you’re spending so much time Anders Wirje, technical expert CAE Corporation’s PowerFLOW running the model that it negates the durability, employed Adams-Marc co- Optimisation Solution enable accuracy,” he states. simulation for level 2 skid against engineers to accurately predict real- “What you want is an ideal curb event to predict buckling and world flow conditions, without solution – an analysis that gets you plastic deformation, matching compromising geometric detail. The trending data, so you can say what physical testing results. “The ability to solution delivers accurate predictions the trend is in X amount of time, and quickly and easily look at alternatives

24 www.automotivedesign.eu.com September 2015 Focus on Vehicle Simulation PERFECTION

at a time when we aren't locked into development more accurately from any particular approach makes it the beginning, so fewer prototype possible to meet performance verification cycles were required, prior requirements with a lighter to full physical verification being suspension that can improve the performed at the end of the project,” vehicle’s fuel economy.” explained Wirje. MSC’s recently introduced Adams-Marc co-simulation capability THUMS UP! makes it possible to include During accidents, changes to an geometrically and materially nonlinear occupant’s posture – relaxed or structural behaviour in multibody braced – aren’t reactions that dynamics simulation. When setting up physical crash test dummies can the co-simulation model for the skid copy, but Toyota has produced new against curb load case, the Marc software for its Total Human Model model contains the lower control arm for Safety (THUMS) virtual human (LCA) and bushings connecting it to modelling that replicates these kinds the subframe, whereas the rest of the of pre-collision reactions. half-vehicle model is included in the The latest version of THUMS adds Volvo employed Adams-Marc Adams/Car model. The simulated a muscle modelling feature that cosimulation for level 2 skid against curb event to predict buckling. event had a duration of 0.7 seconds simulates the body attitude of in clock time, whilst the different vehicle occupants, allowing communication interval was 5e-4 for more detailed computer analysis performance of seatbelts, airbags and seconds in clock time, with a total of the injuries that collisions can other safety equipment can be simulation time of 40 minutes using cause. studied more accurately, as well as a Dell laptop with 16 Gigabytes of Until now, THUMS could only more advanced pre-collision systems. RAM and a 2.7 GHz CPU. simulate changes in posture after a The intelligence gained will help in “We were able to reduce the cost collision, but the new Version 5 model the development of new safety and time involved in suspension allows changes prior to an impact to technologies that can provide better development by performing product be scrutinised. This means the occupant protection. By simulating many Toyota’s latest version of characteristics of different parts of the THUMS adds a muscle human body, from its overall shape to modelling feature that simulates the body bones and skin, THUMS enables attitude of different detailed analysis of the kind of injuries vehicle occupants. that can occur in a vehicle collision, such as fractures and severed ligaments. THUMS Version 5 has already been adopted by other vehicle and parts manufacturers. No matter how sophisticated virtual engineering becomes in the future, there will still be a need for the intuitive knowledge of the engineering community. However, as systems develop their meshing capabilities, this will free them up to deliver novel solutions for the vehicles of tomorrow.

September 2015 www.automotivedesign.eu.com 25 THE WEIGHTING GAME

Ryan Gehm and Kami Bucholz report on how new materials help vehicles to shed weight

utomotive researchers “And that 10-15% represents several manufacturing research development, and engineers are hundred pounds. So that’s a big deal, comments: “With the new F-150, we looking for ways to especially when you look at history. decided very early on that we were Aknock the fat off nearly We’ve been adding weight to cars for going to use lightweighting as an every part of a vehicle in the last 25 years, every year enabler to deliver both fuel economy their efforts to achieve higher fuel incrementally. We are clearly at a and performance. The 2015 F-150 is economy. tipping point.” aluminium-intensive in the front end, “Target the things that are—for the cab and the box, and the frame is lack of a better term—deadweight, MATERIAL MODELS steel, with three times the amount of because these are the things that An important conduit for engineering high-strength steel, compared to the drive mass into other subsystems,” lightweight vehicles are the tools to outgoing model.” says Dr Paul Krajewski, global model the various material choices. manager and technical fellow for As Krajewsk points out: “If there isn’t Ford’s best-selling F-150 pick-up truck vehicle mass integration and strategy a good material model, over-design now features an aluminium-intensive structure, while the latest Corvette’s at General Motors. can occur. When we were sourcing bonnet (above) is carbon fibre. Closure panels meet Krajewski’s the composite parts for the new deadweight designation. “Whatever Corvette, it was difficult to get a ‘very material you use for door panels, the good apples to apples’ comparison. body should carry those loads. Each supplier had a slightly different Ideally, get the deadweight first, process and a different material. That because that allows you to hit made it challenging to be able to everything else strategically,” he predict and optimise early on. This states. emphasises the need for standard Over the next decade, vehicles material formulations and will get lighter on route to reaching specifications in the composites stricter global fuel economy and industry.” emissions requirements. Jay Baron, The 2015 full-size Ford F-150 president and CEO of the Centre for marks the first time a high-volume Automotive Research, says cars are pickup truck will use aluminium for going to be 10-15% lighter by 2025, exterior panels. Peter Friedman, Ford in comparison to a 2010 baseline. Motor Co’s manager of

26 www.automotivedesign.eu.com September 2015 Focus on Multi-Material Structures

ThyssenKrupp’s InCar plus (phase 2) project offers a high level of passive crash safety and about 10% weight saving.

According to Thomas Pilette, performance with the understanding reduction. Experts achieved that goal global vice president of product and that nobody wants to pay more than in many areas, including the A- and process development at Magna the current material and the current B-pillars. Exteriors, multiple considerations process.” The slim A-pillars offer a number factor into a material usage decision. Paybacks are proving to be one of of advantages, such as a significantly “We’re very well aware of low-cost the outcomes of industry improved field of vision, high level of materials. But what we’re trying to collaboration. “The steel industry saw passive crash safety and about 10% mirror is the performance, cycle time the headwinds of the lightweight less weight. The reduction in material and part quality expectations out of a materials coming and has done a usage and new manufacturing single set of tools. So it’s really really good job of buttoning down, technologies ensure moderate balancing material, process and aligning and working together through lightweight costs of about $0.85/lb. the Auto/Steel Partnership. That’s led Integration of the new A-pillar to some great design solutions and concept into a modular strategy development of new materials,” says offers possible cost advantages, the Krajewski. company notes. The B-pillars Meanwhile Pilette insists that the reportedly offer greater safety at needs to lighter weight. A hot formed and roll- underscore the concept of clad steel-composite material TriBond reinvention. “We have to make sure 1400 allows for a weight reduction of that we keep sharpening our 2.82 lb (1.28 kg) per vehicle, advanced development techniques, compared to a tailored tempering B- and make sure that we have the right pillar made of MBW 1500. (Pictured is material and process applications.” TriBond 1400 three point bending test setup and result.) The design costs SLIM PILLARS less than $0.85/lb. One of the main goals of Cold forming also can provide for ThyssenKrupp’s InCar plus (phase 2) lighter and cost-effective B-pillars. project, which the company claims is New materials, such as multiphase the largest manufacturer-independent DP-K 700Y980T, open up further development project by an potential of lightweight design and automotive supplier, is weight cost advantages.

September 2015 www.automotivedesign.eu.com 27 Behind the exhilarating headlines that are the very stuff of motorsport, you will find the specialist entrepreneurs, using their multiple talents to take on the most daunting of engineering challenges Enter the ENGINEERING ENTREPENEURS

ince the dawn of the motor Advanced Engineering). “The need for In 2012, the UK motorsport industry, manufacturers manufacturers to react quickly with engineering and services industry had have pitted their products special products is going to increase. a turnover of £9 billion, with those Sagainst each other in That’s where there’s a really good fit 4,300 businesses employing 41,000 competition to establish for a business like ours where we can people. In the same year, 31% of who is the fastest or most durable. get involved quickly and support a businesses made sales into the That competitive spirit endures today particular programme. Might not be all automotive sector, with a growing in all categories of motorsport. But of it, but large parts of it to deliver the emphasis on efficient, low carbon behind the headlines is a vibrant product.” That’s Craig Wilson, technologies and an increasing industry of specialist entrepreneurs managing director of Williams presence in overseas markets, who can turn their ingenuity to solving Advanced Engineering, but he could including emerging BRIC (Brazil, virtually any engineering challenge – be talking about any of the UK’s 4,300 Russia, India and China) economies. from manufacturing the main chassis companies that make up the world’s According to the Motorsport for the Mars Rover (Prodrive) to most intensive motor sport industry Industry Association, “most developing industrial flywheels to that is increasingly being turned to by motorsport engineering firms believe harvest and store surplus electricity the mainstream automotive sector to energy-efficient, low-carbon generated by turbines (Williams help solve its problems. technologies will be at the heart of

28 www.automotivedesign.eu.com September 2015 Focus on Motorsport and OEMs

future growth. Many indicate challenges. “The fundamental an increasing opportunity, to difference, between this exploit their motorsport gearbox and a competition engineering capabilities, to one, is the refinement and efficiently bridge the gap noise, vibration and between rapid response, harshness (NVH). For this specialist prototyping and transmission, it has to be to mainstream a level required for a car that commercialisation of low-carbon costs this sort of money. Gears, technologies by the automotive in particular, have been designed to industry”. a very fine degree of refinement; it’s a Although aluminium and synchronised ‘box, using commercially magnesium, as well as advanced James Setter, head of Xtrac’s available syncros – proprietary parts steels, are beginning to make inroads automotive and engineering business, not specially designed for this ‘box. into the vehicle production, the confirms there are “significant We have a pretty sophisticated tool wholesale adoption of lightweight opportunity to diversifying some of the that we use to simulate how big they materials is slow. “That’s where our company’s motorsport technology into need to be, and then go off to the ability to think outside the traditional the mainstream automotive field; supplier who validates all those six material grades that OEMs have consideration of the ‘weight-v-cost’ calculations so they are sized and calibrated accordingly.” “That’s where our Xtrac Moore explains, “were involved with Pagani on the Zonda R ability to think programme and did that transmission outside the for them, using the racing to road philosophy, as it’s very much a race traditional six car and not a road car. We then material grades that developed a relationship with them for the road car. The original car was laid OEMs have been used out with an alternative transmission, to working with but they had some undefined problems with the other suppliers, and comes in useful.” we came in and gave them a solution Craig Wilson with a good package”. Fundamentally, it is that quick resolution of problems that makes the motorsport sector uniquely different to been used to working with comes in balance, for example, is common to the mainstream: the ability to think on useful,” explains Wilson. both worlds”. its feet to deliver what many might A prime example of this is Prodrive Xtrac is also at the heart of an consider to be ‘left field’ solutions. Nor Composites, which received £6 million ongoing project, with possible far- is it hidebound by layers of (€8.2 million) capital investment from reaching implications, via its 1092 management protocol that can hinder the UK’s Business Growth Fund to Torque Vectoring gearbox. This was mainstream engineering development. expand the business. In the past 18 developed for the REEVolution project, “What you do get from the Formula months, the company has achieved a collaborative research and One association is engineering significant capacity improvements, development programme funded by capability,” concludes Williams reducing the cycle time from raw the Technology Strategy Board to Advanced Engineering’s Wilson. “So material to finished parts from an create range-extended electric when you say, ‘How do we solve this average of six to eight weeks down to vehicles (REEV) and plug-in hybrid or that problem?’ you have the two weeks. It counts amongst its electric vehicles (PHEV). intellectual capability to do that. The clients Bentley and McLaren, and has At the opposite end of the scale, fact that in F1 you’re asking a very recently announced contracts to Xtrac also supplies the transmission specific solution doesn’t mean that develop carbon fibre components for for Pagani’s Huayra supercar, which, person isn’t capable of developing four other sports car manufacturers. explains Xtrac’s technical director something else quite different In a similar weight-saving vein, Adrian Moore, presented its own altogether.”

September 2015 www.automotivedesign.eu.com 29 Below the SURFACE, ‘Sense, plan, act’ is German supplier Continental Technology’s mantra for future technologies. Automotive Design caught up with some of these at the company’s recent symposium

he increasing weather map downloaded from the the road surface sophistication of sensors nearest weather station to the car, immediately ahead and cameras, combined calculated by using co-ordinates from of the tyres. with ever more data the car’s GPS. By using the Finally, the ABS Tavailable via the Cloud or temperature, humidity and air pressure determines the other online services, is opening up the system calculates the dew point difference between a bewildering array of possibilities to and how much the air needs to cool smooth and rough engineers – limited, it seems, only by before it starts raining. Then, by using surfaces. their own imaginations. the right lens from the stereo camera Bring all those For the past 12 months, system an algorithm determines if the parameters together and it would Continental’s advanced engineering road is wet, dry or damp by looking for be possible to tune the car’s power team has been working on a Surface and recognising specific and traction systems according to the Detection System that calculates the characteristics like mirroring or colour prevailing weather and road µ grip of the road surface to prepare (the team is about to start developing conditions. and fine tune ABS, ESC and other snow and ice alert software). electronic traction systems for Next an infra-red laser operating DISPLAYS HIT NEXT LEVEL deteriorating road conditions as well at around 1000 nanometres mounted Next-generation instrument displays, as give advance warning to the driver. in the front bumper measures the due in 2017-18, will combine electro- The first input is from digital varying amplitude of light reflected off mechanical instruments with the latest

30 www.automotivedesign.eu.com September 2015 Focus on Continental Technology

Active Matrix Organic Light Emitting Diodes (AMOLEDs), as used in the latest smart phone and other media devices. AMOLEDS is a hybrid display technology that pairs the active matrix backplane from a traditional TFT display with an OLED display. This results in faster pixel switching response times than traditional OLED displays, which can be prone to ghosting when displaying fast-moving animations. “We see this as a way of adding value for the customer, especially as the latest developments in digital screens don’t have the classic flat “The biggest advantage of division, displayed its latest offering, clusters traditionally seen in the AMOLEDs is that there’s no back light Nobelis. Designed to trim instrument premium segment. Digital dials don’t like TFT or LCD. We have self emitting and door panels, as well as for have the same value as the originals pixels, so, if you want to show a pixel seating, this polyurethane material has with their 3D appearance and in black, it’s really black, because it’s been created as an alternative to precision – it’s the difference between not glowing with light. That’s the leather. It’s claimed to have better heat an LCD watch and a chronometer,” reason why you can’t differentiate and light fastness, and more impact into the FUTURE

between the black of the display and resistance to abrasion when used as the instruments printed black. Every seating upholstery. pixel in an AMOLED display consists “Our aim is to have a better of a red, green, blue colour. If we don’t performance [than leather-IA], which apply any voltage, its true state is comes from the lacquer, whilst the black.” colour comes from pigment in the raw Power consumption is material. We can emboss any grain reduced because the back light available using laser-engraved rollers. only glows when required, which It can also be laminated with textile, makes it interesting for hybrids cut and sewn,” explained a company and electric vehicles. The other spokesman. advantage is that the It can be laminated as well with instruments can be scaled a heat-conducting paste for warming according to what information steering wheels, arm rests or , the driver requires. For instance, if without the need for wires. the car is cruising at 100Km/h, Compared to the same thickness there’s no need to display the leather, it is 25% lighter, with a complete 250 Km/h speedometer, potential to save 1-2Kgs weight in the with the rest of the instrument cluster interior; and because there’s no commented a Continental spokesman. showing more relevant information. tanning process, its CO2 performance In this instance, a deep drawn 3D is an improvement over hide. formatted tinted, seamless IN TOP TRIM The first application, a door trim, polycarbonate face is filled with a The symposium wasn’t all about safety will be on a European product next bonding mass and behind that sits a systems and electronics. Benecke- year, but a big demand is expected 7-inch AMOLED display. Kaliko, Continental’s interior materials from the USA.

September 2015 www.automotivedesign.eu.com 31 GROUND- BREAKING engine concepts UNLEASHED

Clément Dumand, manager, advanced engineering and research department, PSA Peugeot Citroën, reveals to Ian Adcock how Convergent Science’s meshing software is aiding engine design

ngine design is so ground-breaking engine concepts. “In mixing of exhaust gas recirculation complex nowadays, the past, I had 10 engineers in my (EGR) and air to make the combustion especially when working team,” he recalls. “Now, two do the process or injection strategy better.” on future concepts to same amount of work, freeing up the The great advantage that meet requirements in other eight to carry out other aspects Convergent’s programme offers E2020 and beyond, that the human of powertrain development. Dumant and his team is that it brain cannot solve them that easily, “We focused just on the generates its own mesh automatically states PSA Peugeot Citroën’s Clément combustion chamber in the past; now during the simulation phase and is Dumand – whose team first adopted I have an engineer dedicated to the totally transparent for the user. Convergent Science’s meshing powertrain, two engineers look at “Thanks to that, and the balanced software programme back in 2010. after-treatment and one is in charge of efficient way to simulate, we have “That’s why we use Computational mechanics. So we have a more Fluid Dynamics (CFD) more and more, systems-based approach to the whole and some algorithms, to solve this vehicle.” very gritty problem. Before Dumant has two major Convergent, my team mainly used requirements from simulation tools: CFD in order to understand some first is the flexibility to evaluate a large specific points during tests. We didn’t variety of new engine and combustion really know why things happened. concepts combined, secondly, with Now we do simulation in advance, improved efficiency and productivity, in Convergent using CFD to design the grid lines of order to evaluate large number of Science’s meshing new concepts and then test them on configurations. software gives the the bench.” “Every year, we have to study and PSA Peugeot design new engine concepts, so that Citroën SYSTEMS-BASED APPROACH could be new architecture or development team In practical terms, this has allowed combustion processes, or simple greater flexibility Dumant to restructure his engineering improvements of classic combustion in exploring new team for improved efficiency, but also chambers for petrol or diesel engines, solutions. delivered greater flexibility to explore trying to improve the heat transfer,

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

was very easy and gave us a better “Some engines run really cool; understanding of what was happening in the combustion chamber, others have strange moving something we couldn’t achieve in the parts that you couldn’t simulate past.” A key factor behind Convergent’s in any other code. Those are success for Dumant is the automated meshing that handles complex moving really the biggest challenges geometries, coupled with the chemistry kinetics within the that we’re facing today.” combustion chamber, “We’re starting to see some distinctive engines being then be transferred to the test bench developed, like opposed pistons that for further validation.” will push the code to its limit by the very nature of how they operate. BEST OF ALL WORLDS “Some engines run really cool; Most of the work Dumant and his team others have strange moving parts that are doing now is focused on engines you couldn’t simulate in any other for the 2020-25 timeframe, with new code. Those are really the biggest combustion chamber and piston challenges that we’re facing today.” geometries, as well as totally new concepts, along with revisiting past WORKING RELATIONSHIP ideas that didn’t come to fruition for Developing piston bowl profiles and one reason or another. “We’re working injectors might, on the surface, seem on processes like homogeneous to be duplicating the research and been able to multiply by 10 the charge compression ignition (HCCI), development programmes of suppliers number of simulations we conduct and frequently we look at what has dedicated to those technologies, but every year. The order of magnitude of been done in the past and have a look Dumant doesn’t see it in that manner. simulation was around a few hundred “We have two ways of working with four years ago, now it’s many [the supply chain]. Sometimes the thousands. So we gained a lot of suppliers come with a new idea or productivity and are able to technology, allowing us to treat a large number of achieve new functions – for configurations for many example, new high- concepts before homing pressure injection systems in on a few, which can for diesel applications with smaller injector holes tend to soot. So my role is to imagine how we could adapt the combustion chamber to this new injector. The other way to work with them is from scratch, when we imagine some new concepts and approach them to at how we could make those concepts ask if they can work with us to develop work, keeping in mind new a solution and find the right technology New combustion developments in materials, control to answer our needs. strategies can be strategies etc, and use Convergent’s “They can approach us with a new explored before they CFD to explore their feasibility. technology and readapt it or develop a reach the test bench “For instance, two-stroke engines dedicated solution for us. It’s a (above) or are very tricky to model and difficult to partnership between them and us in temperature maps measure with conventional codes, the innovation phase that is more simulated (top). because of the open intake tracts and easily enabled by our use of other factors; but with Convergent, it Convergent’s software.”

September 2015 www.automotivedesign.eu.com 33 60 second interview Simon Cox, London design director, Infiniti

Making a real difference

le us to differentiate We need to develop platforms that enab because, basically, we’re ourselves from the Nissan products, ut as an individual, “a premium brand, setting our stall o dramatic marque. develop our own “It’s very important for us that we le us to really show, proportions and packaging that enab the product performs. What we aesthetically and dynamically, how Mercedes-Benz. don’t want to do is follow BMW, Audi, s on the Q30 and “We’re currently working with Mercede continue, but it’s very important synergies with those companies will we need to be, in terms of that within Nissan we identify where o-tyre and body relationship, proportion, , track, wheel-t rtions and packaging that will so that we can develop platform propo Infiniti apart. enable us to design vehicles that set resource and ustrates me “Within the alliance, there’s enough “It fr need, and in 10-15 creativity to develop the products we that in the d premium brand. It’s years time Infiniti will be a recognise time.” automotive world not a short-term success – it will take industry is But what frustrates Cox most is that the people offer too supply chain can “full of followers”, which is where the need our suppliers many things that make a difference, as he explains: “We e or software ways of and companies that can offer hardwar are nearly the tailoring a product in a different, bespoke, way. It may not s us to do something same, because be a fundamental change, but it enable take Infiniti in a different – a bit left-field. How can we it’s safe” different direction? e world people “It frustrates me that in the automotiv same, because it’s safe. offer too many things that are nearly the r, more demanding customers – they want “More and more – especially with younge an we tailor our product, whether it’s different things and not the norm. So how c on the liver a different experience? It may be dynamically, hardware, software, to de ally, the same product, but how does it feel, give same wheelbase as someone else or, basic racting with the vehicle? you a different experience when inte “It’s about tailoring. That’s a very important word for Infiniti: how do we tailor the ride, the handling, how can we change that interaction with the occupants? How can we take this from being a driver’s car to a car that you’re driven in? “We’re looking at how people will experience cars in the future and that’s what we, as a brand, are working towards – making the experience of an Infiniti product different from other marques. How do we do that? It’s a challenge. For me, Infiniti has all the core attributes that will succeed. We need to work very hard and not just on aesthetics. People buy into our concepts; it’s now about getting that into reality, driving dynamics, product quality – it will come.”

34 www.automotivedesign.eu.com September 2015