Bloodhound Project Engineering a 1000-Mph Car

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Bloodhound Project Engineering a 1000-mph car

Fuel-cell challenges Low-volume costs and infrastructure development

Hot Technologies 2016 Compelling vehicle technologies for new model year

December 2015 | magazine.sae.org/auto EVERY CONNECTION COUNTS

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2015 All Rights Reserved CONTENTS VOLUME 2 ISSUE 4 4 WHAT’S ONLINE 10 8 EDITORIAL 10 TECHNOLOGY REPORT MANUFACTURING | BODY Hot-stamping process from Schuler employs flexible ‘pressure controlled hardening’

ENERGY | ENVIRONMENT FEATURE 18 14 Fuel cell futures no longer a dream Fuel cell technology is catching up with the hype as fuel cell vehicles become reality.

VEHICLE & SYSTEMS FEATURE 22 Hot Technologies 2016 Our annual review of significant, innovative, and just plain cool technology applications for the new model year. 26 39 GLOBAL VEHICLES • Engineering a 1000-mph car • New Astra is Opel-Vauxhall’s ‘no excuses’ car 48 PRODUCT BRIEFS Spotlight: Engine Components

53 AD INDEX, UPCOMING 45 54 OTHER SAE MAGAZINES

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2 December 2015 AUTOMOTIVE ENGINEERING Melexis Expands Lateral Sensing to Latch/Switch Safe - Low Power - Flexible

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Key Features Enabling ASIL B functional safety demanded by automotive industry Pre-programmed & programmable devices Main Applications Different magnetic field orientations Brake systems Micropower mode (7μA) Steering mechanisms Direct interfacing with battery Gear shifting Transmission/Powertrain systems Power door locks & sunroofs

For more information: www.melexis.com/mlx92292 WHAT’S ONLINE VIDEO LINKS SAE Eye on Engineering: Aluminum die casting revolution There’s a revolution going on within the bones of new cars and trucks—new body structures that are much lighter and stronger for better fuel economy, safety, and handling. In this episode of SAE Eye on Engineering, Senior Editor Lindsay Brooke looks at the heroes of the revolution: aluminum die castings. It can be Engineering airs in audio-only form Monday mornings on viewed at https://youtu. WJR 760 AM Detroit’s Paul W. Smith Show. Access ar- be/8noRIHS0wmY. SAE Eye on chived episodes at www.sae.org/magazines/podcasts.

FROM OTHER INDUSTRIES DEFENSE Oshkosh’s $30B Humvee replacement makes soldier protection a top priority First there was the Jeep. Then came the Humvee. Now, U.S. Army and Marine Corps. the Joint Light Tactical Vehicle (JLTV) will soon enter The services plan to purchase production as the 21st century mobility machine for the nearly 55,000 JLTVs (all but 5500 going to the Army) in a contract estimated to be worth $30 billion through 2040. The impressively engineered and robust vehicle will initially replace about one-third of the aging HMMWVs (Humvees) in service. Defense-industry analysts say it could ultimately replace the en- Oshkosh JLTV in Close Combat Weapons Carrier (CCWC) spec tire fleet of more than 140,000 with 3500-lb payload capability and .50-cal. roof mount. Humvees by 2040, depending

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ContiTech North America, Inc. Please watch Please watch Auburn Hills, MI 48326 AIS Video HCS Video Phone: +1 (248) 393-5486 Email: [email protected] WHAT’S ONLINE on how many of those older Most-viewed articles trucks will be “recapped” The following are the top 5 most-viewed automotive-relat- (completely refurbished) as ed articles of the month as of early November. Additional part of a long-term plan. articles across all transportation sectors can be read at JLTV low-rate production http://articles.sae.org/. begins 1Q16 at Oshkosh Defense, which beat out Tenneco unveils emission- arch-rivals Lockheed Martin 1 control solutions for Euro 6c (teamed with BAE http://articles.sae.org/14374/ Systems) and AM General, maker of the Humvee, for the first run of 16,901 units Delphi says 48-V mild- worth $6.7 billion over 2 hybrid systems could three years. Full-scale pro- offer 15% CO2 reductions duction is slated to begin in http://articles.sae.org/14376/ 2018. The program involves more than 300 suppliers across 31 states. “In terms of ground vehi- Johnson Controls, cles this is by far the largest 3 Faurecia envision interiors program for the U.S. military. for autonomous driving Basically this is the Humvee http://articles.sae.org/14371/ replacement,” observed Nelson Fisk, IHS’s principal U.S.-based military vehicles VW emissions scandal analyst. Fisk described 4 will impact future engine Oshkosh’s initial JLTV pro- controls, testing duction contract as “a very http://articles.sae.org/14384/ big deal” for the company— “the most new vehicles in Visteon’s new CEO targets terms of both numbers and 5 connected-car leadership money,” he noted. http://articles.sae.org/14407/ Read more at http://articles. sae.org/14350/.

6 December 2015 AUTOMOTIVE ENGINEERING THE FUTURE OF MOBILITY IS IN MOTION.

Since its foundation in 1915, ZF has evolved into a global leader in driveline and chassis technology as well as active and passive safety technology with 134,000 employees. From now on, we will offer all relevant technologies for the megatrends of the future from one source. To learn more about autonomous driving, safety and efficiency, visit us at zf.com/technology-trends EDITORIAL Taking the ZEV lead California has quickly become the reaching California customers, joining largest market for zero emission ve- Hyundai with its fuel-cell-powered hicles (ZEVs), steered by the state’s Tucson crossover. increasingly stringent mandates. As of Also at Tokyo, fuel-cell market lead- January 2015, new analysis from Frost er Honda introduced its second-gen- & Sullivan (https://www.frost.com/ eration Clarity fuel-cell car that it will ne7e) finds that California accounted for begin leasing to Japanese customers in 40% of the ZEV population in the U.S. The March 2016. That car follows the first FCX next set of requirements, taking effect from Clarity launched in 2011. Honda now has a 2017 to 2025, are expected to see the development partnership with General state’s ZEV sales rise from about 60,000 Motors focused on a Generation-3 fuel cell units in 2014 to 1.4 million units by 2025. for 2020. Although Honda has lead in fuel- The lion’s share of ZEVs in California and cell vehicle customer deliveries, GM—which globally have been energized by battery built its first FCV in the 1960s—remains the packs. Just a few models have taken the industry leader in fuel-cell know-how as lion share of the market, headlined by the measured by the number of patents filed likes of the Tesla Model S at the high end each year. and the Nissan Leaf at the entry level. Engineers have conquered most signifi- However, many industry experts have cant fuel-cell technical issues. For instance, looked to fuel-cell technology as having the Clarity’s fuel cell fits entirely under its greater potential as the energy source for hood. Cost reduction is expected to be future ZEVs. In this issue, we feature how overcome with greater production volumes the technology is progressing in the “Fuel and further technical development. cell futures no longer a dream” feature. The remaining non-vehicle challenges The major challenge facing the fuel-cell with fuel-cell and battery ZEVs are infra- industry is the scale-up of the technology. structure development and consumer ac- From very low volumes, the march to mass ceptance, and California is setting the ex- production is proceeding. At the 2015 Tokyo ample. Its directives are intended to be ho- Motor Show, Toyota showed the FCV-Plus listic, staking out plans for raising consumer and Lexus LF-FC Lexus LS flagship con- awareness, building infrastructure, and of- cepts with fuel-cell drivetrains. Toyota’s fering special consumer benefits such as Mirai production fuel-cell vehicle is now lane and parking access.

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MANUFACTURING | BODY Hot-stamping process from Schuler employs flexible ‘pressure controlled hardening’

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

In the press hardening method, parts are with high output performance and consis- heated to 930°C (1706°F) and then simultane- tently high quality, according to Schuler ously cooled and hardened in the subsequent Managing Director Dr. Martin Habert. It also forming process, which gives the parts their allows maximum process reliability and extremely high rigidity. At its Waghäusel, availability. “More performance pays off,” he Germany site, Schuler recently presented its said. “In this way, costs and energy con- new PCHflex technology, which has been un- sumption per part are reduced.” der development for about two years and is a PCHflex uses what Schuler claims are the further development of the company’s “pres- fastest hydraulic presses with Dynamic sure controlled hardening” process. Force Control and RingValve technology. The new process allows flexible and eco- With four parts per stroke (4-out mode), nomical production of hot stamped parts up to four million parts per year can be

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The new PCHflex technology also has the benefit that conventional press hardening dies can be used on these lines.

produced on one line. with other hot-stamping processes], but the By controlling pressure during hardening, martensitic transformation becomes more the necessary press force can be distributed reliable within the part, which leads to high- evenly over the part. The flexible bed cushion er content of martensite and higher part ensures—within the part and distributed over quality,” Aspacher added. several parts—a uniformly high contact pres- What makes the PCHflex technology sure, resulting in faster cooling, according to unique, according to Aspacher, is that auto- Jens Aspacher, Sales Manager Hot Forming motive manufacturers and suppliers are more at Schuler. “This ensures a reliable and opti- independent of die and material fluctuations mized metallurgical transformation process,” for process reasons; different manufacturing he stated. The cooling time is claimed to be tolerances and sheet thicknesses can be com- half that of conventional methods, while pro- pensated for more easily. “This reduces scrap ductivity and part quality are increased. as well as downtime and idle losses that “The material properties are the same [as would otherwise occur due to the reworking

12 December 2015 AUTOMOTIVE ENGINEERING TECHNOLOGY REPORT of dies, for instance,” he shared. An additional benefit of the new PCHflex technology is that existing conventional press hardening dies can be used on these lines, he noted. And conversely, dies designed for PCHflex technology can be used on conventional lines. A U.S. car manufacturer has placed an order with Schuler for four production lines to manufacture lightweight parts using PCHflex technology. Options have been agreed upon for four further lines. The supplier expects PCHflex to be in operation by “Commercial-vehicle manufacturers are also affected by the need to reduce CO emissions, which is why the beginning of 2017. 2 they, too, have to make use of lightweight parts with “As a systems supplier, Schuler will not extremely high rigidity. And hot stamping is the most only be providing hydraulic presses and economical way to produce lightweight parts,” said automation equipment, but also the roller Schuler’s Jens Aspacher. hearth ovens and dies,” explained Habert. “Our employees will also be helping launch example. More or less all structural parts production in the first few months.” which do not need to absorb energy in Is the pressure-controlled process suitable crash situations [are possible],” Aspacher for applications on on- and off-highway heavy- said. “Outer skin parts are not possible be- duty vehicles? “Absolutely,” said Aspacher. cause of the rough surface.” “Commercial-vehicle manufacturers are also The press-hardening equipment supplier ex- affected by the need to reduce CO2 emissions, pects demand for such technology to grow in which is why they, too, have to make use of the coming years due to requirements for pas- lightweight parts with extremely high rigidity. senger protection and emissions reduction. In And hot stamping is the most economical way response, the company is planning to open a to produce lightweight parts.” new Hot Stamping TechCenter at the Group’s Paired parts such as left and right of the main site in Göppingen, Germany, in early rocker, A-, B- and C-pillars, or the roof frame 2016. The technical center will serve both as a are typical applications for the process. demonstration center as well as a location for “Now, there are more and more roof bows training and research on press hardening. or connector plates under the back seat, for Ryan Gehm

AUTOMOTIVE ENGINEERING December 2015 13 FUEL CELL ENERGY | ENVIRONMENT FEATURE FUTURES no longer a dream

Fuel cell technology is catching up with the hype as fuel cell vehicles become reality. by Dan Carney

Honda PEM-type fuel cell as used in the Clarity FCV. For this compact new power unit, Honda’s original wave flow-channel separators were further advanced and the number of cells was reduced by 30%. Its cells measure only 1-mm each, reducing their total thickness by 20%.

he knock on fusion power is that “it is the en- California’s zero-emission require- ergy source of the future, and it always will be.” ments, the technical obstacles to It has seemed like the same criticism could be fuel cells have been overcome. Tlevied against fuel cell vehicles, as their seem- What remains is some challeng- ingly magical ability to turn stored hydrogen and atmo- ing crossing of ‘t’s and dotting of spheric oxygen into motive power for personal transpor- ‘i’s, because exorbitant costs and tation—with only water as a by-product emission—has challenges like freezing tempera- remained tantalizingly out of reach for decades. tures have been left in fuel cells’ Indeed, some environmentalists charged that the rearview mirror. George W. Bush administration’s support for automo- “We are looking at fuel cell ve- tive fuel cells was a cynical play to perpetuate fossil fuel hicle production to exceed tens consumption, because, they insisted, fuel cells weren’t a of thousands by 2020,” predicts realistic automotive power source. Morry Markowitz, President of But the truth is, as manufacturers begin to dribble out the Fuel Cell and Hydrogen hand-built, lease-only, limited-market fuel cell cars to meet Energy Association. “Some of

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P151499 FUEL CELL FUTURES no longer a dream

Honda’s 2016 Clarity Fuel Cell production vehicle will launch in the Japanese market in March 2016, followed by the U.S. and Europe. the leading manufacturers have spent billions of dollars “Approximately 13 years ago, and products are now reaching showrooms,” he said. in December 2002, Honda “That speaks volumes to the commitment these compa- opened the door to the future by nies have and the future of this technology.” becoming the world’s first auto- “The major challenge we’re facing is the scale-up, both maker to put the ultimate clean for the infrastructure and for the mass production of ve- car, a fuel cell vehicle, into practi- hicles,” stated Bryan Pivovar, Fuel Cell Group Manager for cal use,” Hachigo said. “Since the National Renewable Energy Lab (NREL). While break- then, Honda has been advancing throughs in basic science used to stand in the way of prac- and improving the performance tical fuel cell vehicles, those obstacles have been over- of its fuel cell vehicles, including come, he said. “Now, we’re to the point where we’re pretty success in making it possible to close and incremental advances might be sufficient.” drive a fuel cell vehicle in areas The march toward production is proceeding with a with cold climates, which was certainty unseen previously. At the 2015 Tokyo Motor thought to be difficult.” Show, Honda introduced its next-generation Clarity Fuel Toyota showed the far-out Cell car that it will begin leasing to Japanese customers FCV Plus concept and the Lexus in March 2016. In his introductory remarks at the show, LF-FC. The FCV Plus is an ambi- Honda President and CEO Takahiro Hachigo acknowl- tious, eye-catching concept with edged that the road to production has been a long one. in-wheel electric motors, while

16 December 2015 AUTOMOTIVE ENGINEERING ENERGY | ENVIRONMENT FEATURE

the LF-FC is a design study hint- ing at the next iteration of the Lexus LS flagship sedan, but shown with a potentially option- al fuel cell drivetrain. Hyundai offers a fuel cell-powered version of its Tucson crossover SUV, with a mileage counter on the company’s Web site showing more than 750,000 miles of fuel cell travel so far in its vehicles. BMW said at Tokyo that its first fuel cell vehicle would likely be a GM’s hydrogen fuel cell lab in Pontiac, MI, builds and tests the larger-sized sedan which would next generation of fuel cell technology—from single cells to full go on the market after 2020, vehicle sized fuel-cell systems. when its hydrogen development partnership with Toyota specific fuel cell models or if they are happier with fuel (launched in 2013) concludes. In cell versions of existing popular vehicles. NREL’s Pivovar the partnership BMW is develop- thinks Toyota is on the right track with a dedicated FCV. ing a process to compress hydro- “I think it is the correct approach and it has worked for gen at ultra-low temperatures to them before,” he said, noting the popularity of Prius’s increase its storage volume, using success as a pioneer in the hybrid-electric market. a fuel cell stack developed by Japan is investing heavily in fuel cell technology and Toyota. BMW officials claim that hydrogen infrastructure as part of a national policy to their FCV will have greater range foster a “hydrogen society” where the zero-emission than the 435 mi (700 km) fuel would power homes and vehicles. claimed by Toyota for its Mirai. The Mirai, now reaching a few Partnering for success California customers, is a dedi- Honda’s development partnership with General Motors cated model with its own unique lets the two companies create a fuel-cell product arc, styling to underscore its alterna- starting with the Chevrolet Equinox FCVs of 2008, con- tive powertrain. The nascent fuel tinuing through the Generation-1 2011 Honda FCX cell market will have to deter- Clarity, the new Generation-2 2016 Clarity FCV and on- mine whether customers prefer ward to vehicles using a jointly developed fuel cell

AUTOMOTIVE ENGINEERING December 2015 17 FUEL CELL FUTURES no longer a dream With this partnership, Honda can take care of building Clarity FCVs and learning production les- sons, while GM engineers toil on the Gen 3 fuel cell the companies will use in their 2020 products. “By teaming up with Honda, Honda was already locked in on a production program they are The unconventional Toyota FCV Plus concept car uses electricity rolling out,” said Freese. “They from its fuel cell to power in-wheel motors. are able to remain focused on that while we remain focused on system by 2020. The companies label this their this next-generation technology.” “Generation-3” fuel cell. GM’s development of proton- The fuel cell in the Clarity FCV is 33% smaller and exchange membrane (PEM) fuel makes 60% more power than that in the FCX Clarity. A cells took on a new dimension in key milestone is that the entire system now fits under the 2011, when the automaker be- car’s hood like a conventional powerplant, leaving space gan working with U.S. Navy rein the rear seat for three passengers, so the new car car- searchers to develop a fuel-cell ries five people instead of the old car’s four. power unit for an unmanned un- Though Honda is the company that has been putting dersea vehicle—essentially a ro- fuel cell vehicles in customers’ hands, GM remains the in- botic mini-submarine. The UUV dustry leader in fuel cell know-how, as measured by the is powered by an automotive number of patents filed each year and the critical tech- fuel cell stack similar to those nologies it commands, according to Pivovar. GM built its used in GM’s fleet of 118 Equinox first FCV in the 1960s. FCV test vehicles. When sub- Toyota, however, has been catching up, so GM’s part- merged the UUV’s fuel cell nership with Honda is a good match. That’s because “breathes” through a sophisti- freezing a fuel cell specification for production means cated closed-loop oxygen stor- that resources are no longer used to improve, refine, age system (see http://articles. and reduce the cost of the fuel cell system and instead sae.org/13909/). get focused on the practical matter of building the cars, Today’s fuel cells have already according to Charlie Freese, GM’s Executive Director of conquered the most significant Fuel Cell Activities. issues. The Clarity’s fuel cell fits

18 December 2015 AUTOMOTIVE ENGINEERING ENERGY | ENVIRONMENT FEATURE

entirely under the car’s hood, so spending additional resources to shrink the size of the next iteration wouldn’t provide any discernible benefit. Similarly, the amount of platinum used has already been suc- cessfully reduced to nearly the The Lexus LF-FC is a sneak preview of styling themes of the benchmark level of that used in upcoming LS, but an available fuel cell powertrain would be a the catalytic converters for in- coupe in that segment if it materializes. ternal combustion engines. GM’s Equinox fuel cells used 80 g typically use 10 g (0.35 oz), according to Pivovar. (2.8 oz) of platinum and the Catalysts can work with less than that, but for the sake 2011 Clarity FCV used 30 g of longevity and to provide a margin of safety, manufac- (1.05 oz). Catalytic converters turers tend to err on the side of caution by using an extra 28807_QNX_AD_7X4.875_Nov17_HR.pdf 1 16/11/15Nov16 1:40 PM

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AUTOMOTIVE ENGINEERING December 2015 19 FUEL CELL FUTURES no longer a dream “Conventional vehicles have a plastic tank molded to any shape available,” Freese told Automotive Engineering. “That would be the thing you’d aspire to get closest to.” Toyota had been working with pressure-tank specialists Quantum Technologies on a Hyundai opted for the conventional route with its fuel cell new high-pressure hydrogen vehicle, a modified version of its popular Tuscon SUV. storage solution, but the automaker brought development couple grams in their catalysts, he said. back in-house, said a source in- So with the new Clarity FCV using less than 12 g (0.42 volved with the program. oz), according to the company, the precious metals bat- A big challenge to cost reduc- tle is also nearly won. tion is that production volumes will be low by industry standards, Next stop: mass production even with both Honda and GM That means that Freese’s GM team is focused on de- selling cars, because the market signing to reduce the cost of manufacturing in volume. for the cars will still be immature One thing they can do is to simplify the cars’ systems. in 2020. But even with relatively The Clarity Fuel Cell has a pair of cylindrical hydrogen low-unit production, it is possible tanks because the ideal design, a sphere, would intrude for some components to enjoy unacceptably on passenger space. high enough volumes to exploit Using a pair of cylinders in place of a single sphere economies of scale because many lets the tanks fit under the car’s floor, but it requires of them are used in each car. more complex and costly assembly and adds valves and With 330 layers of carbon pa- lines that contribute additional cost. per for gas diffusion in the cell, A better solution would be a new tank that doesn’t it creates the opportunity for 3.3 have the packaging compromises of a cylinder or million of those layers in a pro- sphere, and holds enough hydrogen in a single tank to duction year of 10,000 cars, provide the requisite 300-400 mi (480-640 km) driving Freese pointed out. range. The industry’s engineers are scrambling to solve Another area where there is this technical challenge. the potential to benefit from

20 December 2015 AUTOMOTIVE ENGINEERING ENERGY | ENVIRONMENT FEATURE

production scale is in the production of components that, while they are unique to fuel cell vehicles, are similar to those used in high-volume internal combustion vehicles. For example, the compressors used in fuel cells are similar to turbochargers, and so With stateoftheart equipment, inhouse R&D and one of they may be able to benefit from the higher the largest material size ranges, Newcomb Spring oﬀers the production volumes of turbos, Freese said. capabilities and manufacturing expertise required by today’s engineer. We oﬀer a network of locations and are ready to “There is a lot of knowledge that can be put more than a century of experience to work for you. brought over,” he said. “It is the same thing • fast order turnaround • large material size range - • design assistance .004 to .625”wire diameters on injectors. There are unique requirements, • advanced quality controls • battery contact springs • standard & precious metals • part identification but it is not unlike other injectors that inject • specialty packaging • full line of secondary processes gaseous fuels like CNG. So they are not en- Design with the Springulator,® our spring calculator. Use it online tirely foreign to the rest of the industry.” or download the free app. The supply base that can provide these newcombspring.com • springulator.com components is another area Freese points to as a benefit of GM’s joint effort with Honda. “In some cases there are not a lot of suppliers out there who can do the things we need,” he explained. “We were working with Essential some of the same suppliers but some were Equipment. different. So we not only get exposure to Whether you’re designing for city other ideas, we also got exposure to other streets or the legendary Le Mans circuit, there are a few things you just can’t do without. supply base players.” The Bal Spring™ canted coil spring is one of them. As automakers find the path from today’s Our versatile, compact spring lets you conduct high amperage with minimal heat rise, mechanically fasten low-volume, hand-built production to more af- with controllable forces, and shield against EMI. It maintains consistent electrical contact for improved fordable mass-produced fuel cell vehicles, the system performance and reliability. cars will be able to attract customers and man- The Bal Spring canted coil spring: required technology ufacturers can stop losing money on them. for advanced vehicle design. “Everybody loses money on the way through just to get us to a better place,” Pivovar reflected. “From a technological perspective, it is clear: fuel cell vehicles are here.” Maybe fusion is next. 800-366-1006 www.balseal.com

AUTOMOTIVE ENGINEERING AutoEngineering_08.15_3.375x4.875.indd 1 December 2015 7/24/1521 2:31 PM 2016 HOT TECHNOLOGIES Our annual review of significant, innovative, and just plain cool technology applications for the new model year. by the Automotive Engineering Staff

Lightweight mixed-material body structures. Hand-gesture controls of onboard systems. The return of water injection as an anti-detona- tion measure in high-compression spark-ignition engines. These and other innovative technologies are the tip of the industry’s spear for making new vehicles more efficient, safer, and customer pleasing. The following highlights, culled from our editors’ field reporting, represent just some of the work being done by SAE members and their colleagues across the globe as they move mobility forward in 2016.

Monopost seating in the 1st electric SUV Tesla Motors’ new Model X, the first battery- mounted on monopost pedestals. electric SUV, brings a slew of surprise-and-de- “It is a single column…just such a clean de- light features along with its claimed 257-mi sign,” noted Tesla CEO Elon Musk about the (414-km) range on a single charge and 5000- cleverly engineered pedestal mounting sys- lb (2268-kg) towing capability. But residing tem in an online video shot when the Model under the X’s swoopy “falcon wing” doors and X concept was unveiled in 2012. He observed enormous panoramic windshield are a feature that the design eliminates traditional “rails with less sizzle but perhaps far more practical- and all sorts of crud in your way.” ity: a cleverly designed second-row seat set Besides its modernist aesthetic, the

22 December 2015 AUTOMOTIVE ENGINEERING VEHICLE & SYSTEMS FEATURE

Tesla engineers focused on easy access to the Model X’s cabin through the “falcon” doors, and a comfortable (and flexible) seating experience inside. Note pedestal mounts under 2nd row seats. monopost design with either bench or And they haven’t been easy to manufac- 6-seat arrangement is optimal for occupants ture. In last month’s conference call to me- with both large feet and the need for under- dia and investors Musk admitted that Tesla seat stowage, as is done on airliners. Each has “substantially in-sourced” the Model X seatbelt is integrated into the highly sculpt- seats, despite having the company’s seat ed seat, which aids third-row ingress/egress. supplier (Australia’s Futuris Group) located The second row seats articulate individually in a new plant close to Tesla’s Fremont, CA, and slide longitudinally as well as tilt for- factory. The slower-than-planned learning ward. While Tesla’s prototype second-row curve has caused Tesla to limit Q4 deliver- seats were fully folding, the production ve- ies of Model X until the seat-build issues hicle’s seats don’t have that functionality. are resolved.

AUTOMOTIVE ENGINEERING December 2015 23 2016 HOT TECHNOLOGIES Magna helps make ‘light’ of GM’s new Omega platform Cadillac’s all-new 2016 CT6 full-size sedan is about 200 lb (91-kg) lighter than the BMW 5-Series while pack- ing the interior volume of the short-wheelbase 7-Series, thanks to an ag- gressive mix of lightweight materials, forming technologies, and new joining methods. The claimed 3700-lb (1678-kg) CT6 recently entered U.S. production riding on GM’s new lightweight Omega vehicle architecture. Key to the vehicle’s stout and svelte structure are 13 exquisitely designed and manufactured high-pressure die The CT6’s extensively webbed body hinge pillar is a beautiful castings (HPDC) that join example of Cosma’s AL casting work; too bad it gets covered up by the various aluminum ex- exterior panels! (Lindsay Brooke) trusions and high-strength steel stampings that make body structure castings: Engineer Dave Leone, while up the body-in-white. Made the CT6’s center tunnel and enabling a stiffer body shell by Magna’s Cosma front body hinge pillar. The and reducing the bill of ma- Castings facility in Battle cast-AL hinge pillar does terial by 20%. See more Creek, MI, the HPDC com- the job of 35 parts in a tra- about the CT6: http://arti- ponents include two of the ditional hinge-pillar appli- cles.sae.org/14020/ and industry’s largest and most cation, according to http://articles.sae. geometrically complex AL Cadillac Executive Chief org/13986/.

24 December 2015 AUTOMOTIVE ENGINEERING VEHICLE & SYSTEMS FEATURE

Delphi gesture controls for new BMW 7

“Proximity sensing, voice recognition, re- configurable instrument clusters and placing buttons on the steering wheel are all attempts at tailoring the cockpit experience,” noted Pietro Ottavis, Vice President, Delphi Infotainment & Driver Interface. “Now we’ve added one more dimension. You can make hand gestures in mid-air and your car will respond.” Entering production on the 2016 BMW 7-Series, Delphi’s “touch- less” 3D infotainment system controls use simple midair finger movement to control functions such as the audio system’s play- list and volume. Tap your index finger on an imaginary surface, as if you were touch- ing a phone button and you can accept a phone call or hang up. Draw an imaginary circle in the air; clockwise to raise the volume and counter-clockwise to lower it. Any finger gesture in a field above the center console is detected by an infrared camera integrated in the overhead console—above the iDrive controller in the case of the

BMW. Delphi is steadily developing the Delphi’s “sign language” in the new 7-Series is just the gesture-control technology to include fa- beginning of gesture control technology in vehicles. cial recognition aimed at reducing driver distraction and increasing functionality.

AUTOMOTIVE ENGINEERING December 2015 25 2016 HOT TECHNOLOGIES JATCO advances the CVT art in 2016 Maxima mode under high throttle inputs (enabling rapid “gear shifts”) and features an all new “adaptive” shift logic that now includes high-g cornering inputs from a new chassis-mounted g-sensor. When the Xtronic is in Sport mode the algorithm holds engine rpm when it detects a high-g cornering load, enabling the driver to execute smooth, seamless re-acceleration at the corner exit. But Nissan and JATCO continue to improve their CVT technology as wait, there’s more: Active evidenced by the 2016 CVT-7. “engine brake” controls ad- just the amount of engine Nissan’s Xtronic continuous- the most lively, fun-to-drive compression braking to be ly-variable transmissions are performance sedans in its applied by varying the CVT widely regarded as the CVT segment. The 2016 CVT-7 gear ratio. The system esti- to beat, according to com- has a wider (6.3) ratio mates the desired vehicle petitor engineers who have spread, up from 5.4 on the path based on vehicle speed benchmarked them. For previous unit, that allows for and steering input. A target 2016 the JATCO-engineered stronger acceleration from a speed appropriate for the CVT-7 (the 7 denotes the standing start. It also ben- estimated trajectory is deter- replication of seven stepped efits from a claimed 40% re- mined from these measure- ratios) gains significant de- duction in internal friction ments. Engine braking is sign changes for improved due to a new lubrication sys- then smoothly and automat- functionality, NVH reduction, tem and low-friction chain. ically applied when the ac- and efficiency, making the The unit’s so called ‘D-step’ tual vehicle speed is higher all-new ’16 Maxima one of shift logic goes to step-shift than the target speed.

26 December 2015 AUTOMOTIVE ENGINEERING VEHICLE & SYSTEMS FEATURE

JATCO advances the CVT art in BMW launches new water-injection 2016 Maxima system on M4 GTS

While water injection adds complexity and cost, BMW intends to spread it to high-volume applications in order to meet the more stringent future emissions regulations.

Last used on a production reduction of fuel consumption trunk houses a 1.3-gal (4.9-L) road car by Saab (the 99 at high loads and low rpm (up water tank, pump, sensors, Turbo), water injection (WI) to 4% improvement on the and valves. The pump delivers returns to limited production NEDC cycle); reduction or a fine spray mixture at 145-psi on the 2016 BMW M4 GTS. avoidance of fuel enrichment (10-bar) into the intake mani- The system is claimed by and lower exhaust-gas tem- fold plenum chamber, where BMW to help boost power by peratures at high loads and it evaporates. The phase 16% (to 493 hp/368 kW, at high rpm, and improved change that occurs signifi- 6250 rpm) over the standard torque: Peak torque in the cantly lowers the intake air M4. WI is a method of im- 3.0-L M TwinPower Turbo in- temperature by 80°F (44°C), proving a combustion en- line six is increased 10% to with the prospect of lowering

gine’s resistance to “knock.” It 442 lb·ft (599 N·m), over a CO2 emissions in the new uses the charge-cooling ef- wide 4000 to 5500 rpm rev Worldwide Harmonized Light fects of water (typically range. BMW stealthily proved Vehicles Test Procedure mixed with methanol as an out the Bosch WI system on (WLTP), scheduled to replace anti-freeze agent) injected its special M4 used as a Europe’s current NEDC tests into the intake ports and then MotoGP track-safety car. In in 2017. Read more about this introduced into the combus- the M4 GTS, an underfloor system: http://articles.sae. tion chamber. It also enables compartment in the car’s org/14176/.

AUTOMOTIVE ENGINEERING December 2015 27 2016 HOT TECHNOLOGIES First-in-class matrix lighting for Opel-Vauxhall Astra

ZKW supplies the LED matrix headlamps for the new Astra.

The all-new 2016 Opel- headlight comprises eight lighting is automatically se- Vauxhall Astra is entering LED segments, the system lected and remains on. premium-market territory, automatically and con- Studies by the Technical particularly in the high- stantly adapting the length University of Darmstadt specification versions, by and distribution of the main and the European offering the option of beam. IntelliLux works in LightSightSafety Initiative IntelliLux LED matrix head- concert with a front-mount- have confirmed the poten- lights—a system until now ed camera that identifies tial for increased safety of- firmly associated with pre- oncoming vehicles and fered by the system. We mium brand Audi and sup- switches off relevant LED sampled its impressive ef- plier Hella. Opel-Vauxhall’s segments to prevent daz- ficacy during a night drive supplier is the Austrian zle. As the vehicle exits an in the U.K. company ZKW. Each urban area, high beam

28 December 2015 AUTOMOTIVE ENGINEERING VEHICLE & SYSTEMS FEATURE

2016 Civic structure employs in-die soft zones The 2016 Honda Civic employs selectively-tempered “soft zone” technology in the B-pillars and rear frame rails, allowing zones within a single frame piece to have more ductile properties than the surrounding ultra-high-strength hot- stamped steel. The technology minimizes parts count and saves 15.6 lb (7 kg) compared to the previous- generation Civic. “Our method of application for this [in the rear frame rail] is a world’s first,” according An in-die soft zone on the 2016 Civic’s rear frame rail varies from to Ryan Miller, the pro- about 590-MPa advanced high-strength steel (pink) to 1500-MPa gram’s Performance press-hardened steel (deep purple). The yellow depicts the transition Development Leader. “Full- zone between the two grades. (Ryan Gehm) band soft zones [such as in the B-pillar] have been ability to completely con- of the part. A laser cutting done before on a few other trol the frame crush mode trimming process then cars, but what we’ve done and prevent cracking of the completes the component. that’s unique is we’ve cre- frame at the same time, Read more about this tech- ated partial soft zones; this Miller told Automotive nology at http://articles. is much more difficult to Engineering. The process sae.org/14449/. For more do.” Honda co-developed involves heating the sheet on the 2016 Civic, visit this application with sup- steel to 930°C (1706°F) be- http://articles.sae. plier Gestamp. The soft fore simultaneously stamp- org/14351/. zones gave engineers the ing and cooling key areas

AUTOMOTIVE ENGINEERING December 2015 29 2016 HOT TECHNOLOGIES Alcoa and Ford debut new Micromill alloys on 2016 F-150 Ford’s bold lightweighting play for its aluminum-intensive F-Series trucks further evolves in 2016, through a new supply stream from aluminum giant Alcoa. The F-150 will add three parts—a tailgate inner, cargo box crossmember, and tailgate rein- forcements—as part of a mid-cycle running change starting 4Q15. The components, in 5000- and 6000-series material, are the first automotive parts made using new Micromill alloy technology from Alcoa’s dedicated San Antonio plant. Ford is the first OEM to use the advanced automotive aluminum commercially. According to Alcoa CEO Klaus Kleinfeld, the new “suite” of Micromill alloys are 40% more formable than incumbent AL material. The technology “gives us capability to go to thinner gauges without compromising dent resis- Prototype F-150 hood inner produced using the tance, and offers about a 30% weight-save new Micromill material. (Lindsay Brooke) versus high-strength steels for a given application,” said Pete Friedman, Global fastest, most productive aluminum casting Manager of Structures and Stamping, Ford and rolling system in the world. It com- Research & Advanced Engineering. He told bines multiple processing technologies into Automotive Engineering that door inners a streamlined production system. While a and fenders are the next target for the new traditional rolling mill takes around 20 days process, which can reduce assembly costs to turn molten metal into coil, the Micromill by 4-8% versus ingot-based aluminum. does it in just 20 minutes, he said. Ford Ford will transition additional AL truck plans to more than double its use on a parts to the Micromill materials next year. range of vehicle components and future Kleinfeld claimed that Micromill is the platforms through 2017.

30 December 2015 AUTOMOTIVE ENGINEERING VEHICLE & SYSTEMS FEATURE

Toyota’s standard GoPro mount

Toyota and GoPro engineers collaborated on the quick-release GoPro camera mount in the 2016 Tacoma (shown).

Running down an extensive QR [quick release] mount the best location that list of segment firsts for the to all Tacoma windshields. meets all regulations, which 2016 Toyota Tacoma, Chief It allows our owners to cap- they’re not familiar with, Engineer Mike Sweers cor- ture their adventures.” but also how to get the rected himself when men- According to Sweers, the best camera angle for our tioning the standard GoPro close collaboration with customers—simple things video camera mount: “This GoPro engineers in San like getting a perspective is actually an industry first,” Francisco is another auto of the vehicle.” Read more he stressed. “Our custom- industry first. “We worked about the 2016 Tacoma at ers are active and we’ve with their video team and http://articles.sae. noticed their use of GoPro, mounts engineering team, org/14334/. so we teamed up with and shared information and GoPro to add a standard data back and forth to find

AUTOMOTIVE ENGINEERING December 2015 31 2016 HOT TECHNOLOGIES Jaguar brings RFID wearable to F-Pace option party New technology abounds wears like a Fitbit activity rear Jaguar badge. A inside the Jaguar F-Pace, monitor. With it, the driver Delphi onboard system where there is a 10.2-in can lock keys and valuables communicates with the touchscreen infotainment in the car and unlock it by passive Active Key, so there display and a 12.3-in instru- pressing the Active Key to is no battery in the wrist- ment panel that are pow- the letter “J” in the F-Pace’s band to discharge. ered by an Intel quad-core processor with a 60-GB solid-state hard drive. All of the system’s components are connected via gigabit Ethernet networking, making the F-Pace one of the very first vehicles to employ this technology. An innovative new system called Active Key is a Flextronics- supplied rubber wristband RFID system that the driver

Active Key rubber wristband is a batteryless and (to some) stylish link for the Jag owner.

32 December 2015 AUTOMOTIVE ENGINEERING VEHICLE & SYSTEMS FEATURE

Carbon Core for multi-material BMW 7 Series

The all-new 7 Series’ CFRP-steel-aluminum mixed-materials structure may help alter the traditional definition of “body-in-white.”

The all-new BMW 7 Series employs a multi- enabling technology. By using a hybrid material body structure that cuts vehicle construction of CFRP with ultra-high-ten- weight by as much as 130 kg (286 lb). sile steels for structural elements, such as Called Carbon Core, and derived from those in the vicinity of the B-pillars, the de- BMW’s i3 and i8 development, the com- sign of the sheet-metal components were posite construction features a combination adapted to save weight. The CFRP roof of CFRP (carbon fiber reinforced plastic), frame, for example, is built for the first ultra-high-tensile steel, and aluminum. The time as a core-free, closed structural ele- body design also increases the strength ment, resulting in greater strength and re- and rigidity of the passenger cell, engi- duced weight. This enhances the torsional neers claim. The joining technologies for stiffness of the passenger cell and lowers the dissimilar materials were crucial in the vehicle’s center of gravity, so that both making the 7 Series structure possible, safety and driving dynamics benefit, ac- with structural adhesives being a key cording to BMW engineers.

AUTOMOTIVE ENGINEERING December 2015 33 2016 HOT TECHNOLOGIES Ultracaps spark Cadillac 2016 stop-start

Maxwell’s new 2.85-V, 3400-farad ultracapacitor cell in cylindrical 60-mm “K2” form factor is designed for automotive stop-start applications.

General Motors is making that can shorten battery Maxwell. “The ESR of ultra- stop-start a standard fea- life. And it helps GM meet capacitors is stable until ture on many 2016 Cadillac requirements in cold envi- -40 degrees Celsius.” models. The system uses ronments. These compo- Regardless of the tempera- Continental Automotive’s nents have equivalent series ture, voltage levels often fall voltage stabilization sys- resistance (ESR) capabili- to around 4-6 V when the tem, which employs ties that give them better engine is started. That can Maxwell Technologies’ ul- winter performance. “In impact systems that have tracapacitors. The ultracap cold temperatures, the bat- higher voltage and current helps maintain current to tery ESR is increasing and requirements such as info- keep radios and air condi- therefore, cranking power tainment, where some com- tioners running when the for the starter is below ponents don’t have the low starter is cranking. It also what is required for a reli- 3.3 or 1.8 V levels of many lessens engine vibration to able restart,” said Jens digital devices. smooth out restarts while Keiser, Senior Product reducing repeated cycling Marketing Manager at

34 December 2015 AUTOMOTIVE ENGINEERING VEHICLE & SYSTEMS FEATURE

Hyundai’s dual-member damper housing

Hyundai engineers claim the 2016 Tucson employs a “world’s first” dual-reinforc- ing panel rear wheelhouse design, which optimizes panels that are prone to vibration, resulting in a 109% increase in rigidity, reduced road noise levels, and ride and handling improvements. Traditional designs employ only one reinforcement. “In terms of the rear suspension towers, it’s to make the at- tachments stiff enough to where we increase the en- velope of tunability of the shock absorbers,” said Chahe Apelian, Senior The new Tucson features a claimed industry-first integrated dual- Manager of Vehicle member rear wheelhouse design using advanced high-strength steel Evaluation – Chassis & NVH, (orange = 100 kg/mm2, or 980 MPa; red = hot-stamped steel). Also Hyundai America Technical shown is the hydraulic rebound bump stop. (Ryan Gehm) Center. “Once the body becomes stiff to the point comprised of 100 kg/mm2 is heavier than the previous where it deflects very little, (980 MPa) high-strength single reinforcement, all the energy from the road steel and hot-stamped steel; Apelian noted that “all of is absorbed by the shock “on the other side, we sand- the other solutions would absorber and that’s a tun- wich it with another piece be higher weight…to able variable.” Apelian of hot-stamped steel, so it’s achieve this much stiffness pointed out the spring seat all bracketed in and takes all and this much ride improve- on the underside of the the forces right here.” ment.” Read more at http:// body-in-white wheel well, Though the overall solution articles.sae.org/14287/.

AUTOMOTIVE ENGINEERING December 2015 35 2016 HOT TECHNOLOGIES Levitex frictionless crankshaft seals for 2017 engine program

Split-image graphic showing Levitex seal location on engine and detail of its design. The frictionless seals initially will be produced in Europe although the company plans a future product expansion into North America.

Freudenberg-NOK Sealing consists of two rings, one of sealing surface from the Technologies has an- which is firmly attached to other, making possible a nounced its first major order the crankshaft and the other nearly frictionless seal for for its new generation of au- to the crankcase. One of the the shaft. Until now, gas-lu- tomotive seals. The friction- rings has grooves that are bricated mechanical face less Levitex seals, a subject just a few micrometers seals were exclusively used of a long R&D process, will deep. When the crankshaft in major industrial facilities, go into an engine for a rotates, the air is dragged according to Freudenberg- global platform in 2017. The against the sealing dam that NOK. The supplier’s new new seals function with a encloses the grooves. The patented design and its as- cushion of air, reducing both grooves taper to a closed sociated production process

fuel consumption and CO2 tip and thus represent a cul- allow the idea to be carried emissions—by as much as 1 de-sac for the enclosed air. over to combustion engines, g/km driven, the company This produces a cushion of where space is limited. claims. A Levitex seal air that separates one

36 December 2015 AUTOMOTIVE ENGINEERING VEHICLE & SYSTEMS FEATURE

Audi evolves the Miller cycle in its new 2.0-L TFSI The 2016 A4 is Audi’s first model to receive a new 2.0- L engine that takes gasoline spark-ignition technology a step further toward diesel- levels of fuel consumption and torque capability. It does so via technology that is described as being “com- parable to the Miller cycle” and is noteworthy for using a turbocharger rather than supercharger as is typical for Miller-cycle engines. The 140-kW (188-hp) direct fuel injection (TFSI) engine en- Audi powertrain engineers joys the consumption ben- have evolved Ralph Miller’s namesake efits [less than 5.0 L/100 km combustion cycle with the new 2.0-L turbo gas engine. on the NEDC test cycle] of a downsized engine in partial the inlet side of the engine, part-load range there is an load operation, while at high intake timing is greatly re- additional injection up- speeds it has the advantag- duced by adopting a 140° stream from the intake es of a large displacement crank angle compared to valve. This yields an efficient engine, said Dr. Stefan typical 190-200° timing. The mixture formation that is al- Knirsch, Head of Engine engine gets a higher boost ready complemented by the Development. Knirsch and pressure on the inlet side to direct injection in the cham- his team further developed provide what Audi describes ber as well as in the intake the Miller cycle, originally as “optimal cylinder charg- manifold. Max torque is patented by American engi- es” despite shorter intake claimed to be 320 N·m (236 neer Ralph Miller in 1957, “in timing. To help achieve per- lb·ft), available from 1450 crucial ways.” Focusing on formance targets, in rpm to 4400 rpm.

AUTOMOTIVE ENGINEERING December 2015 37 2016 VEHICLE & SYSTEMS FEATURE HOT TECHNOLOGIES A polyamide chassis ‘first’

Strut mount developed by ContiTech Vibration Control uses fiberglass-reinforced BASF Ultramid polyamide as the primary structural constituent.

In collaboration with in both the front and rear working to provide opti- General Motors, ContiTech axle, employing different mum tire contact to the Vibration Control has de- versions for each. The new road, also ensures that only veloped a strut mount for two-section, three-path minimal counter-torque the all-new 2016 Cadillac bearing from ContiTech acts on the shock absorber. CT6 in which fiberglass-re- comprises both fiberglass- A highly insulating rubber inforced BASF Ultramid reinforced polyamide and element enhances ride polyamide is used as the aluminum components. The comfort. “Key to success primary structural compo- new design can withstand was the early integration of nent, reducing weight by shock loading as high as 75 our customer in the devel- 25% compared to a tradi- kN (16,860 lbf), the equiva- opment process, which tional aluminum design. lent to driving a car along a meant that we were in- The supplier claims it is the badly potholed road. The volved in system design first strut mount for pas- strut mount, which is the right from the outset,” said senger-car chassis made of interface between the Stefan Wohler, a developer this material, which is used spring strut and body at ContiTech.

38 December 2015 AUTOMOTIVE ENGINEERING GLOBAL VEHICLES Engineering a 1000-mph car

The Bloodhound Project is accelerating toward its 1000- mph World Land Speed Record attempt.

Engineering a car designed for a 0-1000 initially to a relatively modest 200 mph (322 mph (1610 km/h) time of 55 seconds is one km/h) before culminating in scheduled 800- of the world’s most unlikely, most daunting, mph (1287-km/h) record-breaking runs in and most exciting challenges. That is the task South Africa in October 2016. The 1000-mph of Mark Chapman, Chief Engineer of the U.K. record attempt will be in 2017. supersonic Bloodhound Project and his An afterburning 90-kN (20,230-lbf) team, now on course to attempt a new World Eurojet EJ200 jet engine as used for the Land Speed Record that at Mach 1.4 blends Eurofighter Typhoon, and triple Nammo automotive and aerospace engineering tech- rockets—total rocket thrust 120 kN (26,980 nologies to achieve a spectacular target nev- lbf)—will blast the Bloodhound toward the er before considered outside the realms of record. Then airbrakes are deployed, with space fiction. braking parachutes (a transonic drogue type It is eight years since Chapman took a tele- used in the 1960s and ’70s and manufactured phone call and made the life-changing deci- based on that design by SES, as a back-up sion to join the small, highly specialist project safety system as speed drops below 650 to build on the supersonic success of Thrust mph (1046 km/h). Rotary wheel brakes will SSC, which achieved 763.035 mph (1227.986 be applied from about 160 mph (257 km/h). km/h) in 2007. It has taken four years longer Interviewed by Automotive Engineering in than planned as the design evolved and hur- London, where the Bloodhound was unveiled dles overcome, but now runway test pro- to the public, Chapman spoke of the most pro- grams are in place starting in the U.K. in fessionally satisfying achievement of the proj- March 2016 that will take the Bloodhound car ect to date; it wasn’t some esoteric area of

AUTOMOTIVE ENGINEERING December 2015 39 GLOBAL VEHICLES

Mark Chapman, Chief Engineer of the Bloodhound Project: “There is no precedent for this car.”

complex aerodynamics, powertrain, or materi- Chapman’s background has been in the als technology: “It was how we solve prob- aerospace industry, beginning with a British lems. There isn’t any precedent for this car. Aerospace (now BAE Systems) apprentice- Unlike Formula One, which is also pushing ship in 1987, later gaining a degree in aero- technology boundaries, you can’t just look nautical engineering. across a pit lane and say, ‘That’s how Mercedes or Red Bull has done it; let’s do something Aerodynamics challenge similar.’ This is completely different to anything Of all the many hurdles to overcome with anyone has done before; it’s thinking on your Bloodhound, Chapman cited aerodynamics feet and solving it totally yourself.” as the most challenging: “Getting the car to The project is seeing the integration of stay on the ground but also getting it to go many technologies, said Chapman: “We are in a straight line. At Mach 1.4 we don’t gen- developing a vehicle that is part jet fighter, erate a significant downforce. We want the part spacecraft, and part racecar.” car to sit completely neutral—just at 1 g. Too One difficulty for the project has been much downforce and it would break finding specialists with the extraordinary through the crust of the desert.” breadth of experience required: “But we did Achieving this has been a major part of so—and have seen them blossom in an envi- the Bloodhound project: “Fully fueled, the ronment where we don’t know the right an- car weighs about 7.75 tons. There is some swer! Our design team has just five members variation in positive or negative downforce, (we peaked at 15), with a further 15 respon- ranging from about 1 to 2 tons.” sible for building the car.” For its 2016 high-speed tests in South

40 December 2015 AUTOMOTIVE ENGINEERING GLOBAL VEHICLES

How the speed has built as the records have been achieved.

Africa, Bloodhound will use only the EJ200 medical rapid response vehicle, plus two engine and one rocket. These will provide suf- Jaguar XJRs with the same V8 engine as ficient power to reach 800 mph (1287 km/h). rapid response fire vehicles—effectively a “The air intake we have at present is opti- pair of 200-mph fire engines!” mized for Mach 1.1. So—and this is one thing Bloodhound uses a mix of materials; the we need to test—we think we are on the edge front third of the car is a carbon-fiber of being able to use reheat from stationary; at monocoque to provide a very strong tub. It present we can’t use full ’burner until about takes all frontal loads. Aft of the cockpit 80 mph. We have a design for the auxiliary area is a metallic structure comprising the doors on the side of the intake to let in extra titanium stressed skin that sits on top of air. The AV-8B Harrier had a similar design. So aluminum ribs. if we need to increase our acceleration for the “Chassis frequency and stiffness are almost record run—what limits our speed is not pow- more important than the strength of the car,” er but length of desert—we could do so. said Chapman. “We are trying very carefully “To pump the oxidizer for the rockets we to keep frequencies at an order of magnitude have a Jaguar AJ133 5.0-L supercharged V8 between the wheel hop frequency of 3 Hz auxiliary power unit (APU). Jaguar uses the and desired chassis frequency of 30 Hz.” engine for its F-Type R sports car. We also Overall length of the car is almost 14 m have an all-wheel-drive F-Type R as the (46 ft) and wheelbase about 8 m (26 ft);

AUTOMOTIVE ENGINEERING December 2015 41 GLOBAL VEHICLES

Bloodhound with driver Wing Commander Andy Green and Jaguar F-Type.

Rocket and gas turbine powered, the Fuchsfelge—and currently wheels for the Bloodhound has been designed to reach 1000 mph many other models) did a special forging for in 55 seconds. us, and Scottish company Castle Precision Engineering, who make turbine discs for Rolls-Royce, machined them. “For braking during the sub-200 mph tests, on rubber tires, Bloodhound will have an AP Racing carbon-carbon system on all four wheels; on the desert, for higher speed tests, “we are looking for deflections of only a few we only have brakes on the front. They use mm,” he said. steel rotors because if you spin a carbon disc For its 200-mph tests on a runway, the car at 10,500 rpm they will explode!” will use rubber-tired (recertified by Dunlop) wheels from a BAC Lightning fighter of the Fighter pilot’s cockpit 1960s and ’70s (not to be confused with the The Bloodhound’s cockpit layout was de- World War II Lockheed P-38 nor the latest signed around the requirements of its driver, Lockheed Martin F-35 Lightning II). This edi- the current World Land Speed Record holder, tor first achieved 1000 mph in a RAF Royal Air Force fighter pilot, Wing Lightning in the 1970s—but at 35,000 ft. Commander Andy Green. It includes three The tires, very narrow and running at high screens providing various engine data, an F1- pressure 200 psi, are good for about 250 mph style steering wheel with systems’ operating (400 km/h). “No one has ever produced tires buttons, a foot throttle for the jet engine, and a that go much above 400 mph,” explained brake pedal. Chapman. “So when we run on the desert we “It combines a bit of F1 and aerospace. are on solid aluminum wheels. Otto Fuchs Ergonomics such as emergency levers for fuel (the company developed the classic forged cut-off of the EJ200, and others that manually aluminum wheel for the Porsche 911 in 1964— release the parachutes, are laid out in a similar

42 December 2015 AUTOMOTIVE ENGINEERING GLOBAL VEHICLES way to those of an aircraft,” stated Chapman. An electric rack and pinion system steers the car’s front wheels. Bloodhound’s turning circle is 250 m (820 ft). For the record attempt, Green will strap into the cockpit, start the EJ200, and get its temperatures and pressures up to required levels before “taxi-ing” at low speed to line up for the record run. Then it’s brakes off, jet engine throttle to maximum dry power accelerating Bloodhound to 80 mph (129 km/h) before selecting maximum afterburn- er (this sequence is subject to change with Supercharged Jaguar XJR converted to rapid the possibility of maximum ‘burner from response fire engine for the Bloodhound Project. brake release) to pass 300 mph (483 km/h). Green pulls back triggers on the steering cuts the rockets and throttles-back the EJ200, wheel to activate the rocket light-up se- the car’s drag providing immediate 3 g decel- quence. The Jaguar engine APU will start: eration. The airbrakes are deployed 5 mi (8 “We use that to pump a small amount— km) from the “trap,” and the vehicle stops. about 10% flow rate—of hydrogen peroxide But there is far more to do before the re- (H2O2) to the catalyst pack; this pre-heats cord can be achieved. the pack. Peroxide decomposes to steam The car must make two runs in opposite and oxygen across a nickel silver catalyst. If directions. Effectively about 50 min is avail- we delivered 50 kg of peroxide per second it able to back-up crews to refuel, carry all would quench the pack and it would never checks, and turn it around. get hot enough; the catalyst must get suffi- Said Chapman: “This requires a choreogra- ciently hot (around 600°C) at just the right phy of checking rocket, jet, and gasoline en- time, at which point the full flow rate of per- gine fuels and cooling systems; it is almost as oxide can be delivered after a second or so.” big a challenge as getting to 1000 mph!” The rockets ignite at about 350 mph (563 Then it will be “just” a matter of reaching km/h). They burn at full power for 20 seconds, at least 1000 mph again—the car’s theoreti- to hurl Bloodhound through Mach 1 and on to cal Vmax is 1050 mph (1690 km/h)—and the 1000-mph target and through a speed entry into the record books. Stuart Birch trap under FIA control, as Green immediately

AUTOMOTIVE ENGINEERING December 2015 43 GLOBAL VEHICLES

New Astra is Opel-Vauxhall’s ‘no excuses’ car

Hurrying to catch its design and engineering rivals: GM Europe’s new Astra.

General Motors’ European duo, Opel and centered at Opel Germany) producing both Vauxhall, have created a convincingly fresh Opel and Vauxhall badged cars in hatchback design and engineering challenge to and wagon (Sports Tourer) configurations. Volkswagen’s ubiquitous Golf and Ford’s Depending on the version and its trim lev- Focus. el, the latest generation Astra is up to 200 It’s no mean feat. Although recent Astra kg (440 lb) lighter than its predecessor. models have been steadily gaining commer- Body-in-white weight is down by about cial and critical credibility, they generally 20% to 280 kg (617 lb). haven’t managed to attain the overall re- The new chassis is also lighter by 50 kg spect achieved by their archrivals. (110 lb) despite the fact that it uses no alu- But an all-new lightweight vehicle archi- minum. Instead, Opel-Vauxhall incorporates tecture and enhanced chassis and engine high-strength (HS) and ultra-high-strength capability complemented by impressive (HSS) low-weight steels and compact sub- added technologies and an interior that pro- frames as cost-effective solutions. vides a surprisingly up-market ambience This has brought other pluses, said Horst combine to give the new car added status. Bormann, Opel-Vauxhall’s Director of Vehicle Vauxhall’s UK Ellesmere Port manufactur- Performance: “For example, if we reduce ing facility is the lead plant for the new bodyshell and suspension weight we can model (the other is Opel’s Gliwice, Poland have smaller brakes and that reduces weight factory; design and engineering of the car is further. We can also have smaller wheels and

44 December 2015 AUTOMOTIVE ENGINEERING GLOBAL VEHICLES

Ellesmere Port in UK is the lead plant for Vauxhall/Opel Astra production. smaller tires—again weight saving.” over the past 18 months, said the manufac- To compensate for the aesthetic effects of turing process now includes laser brazing: wheel and tire changes, Design Director Mark “Opel has not used this before; we can work Adams gave the Astra a lower, sleeker look, with HSS and no longer require spot weld- with a falling roof line to the distinctive C-pillar, ing of the roof, saving roof rails and bring- which helps to enhance the car’s individuality, ing a huge weight reduction.” providing “down road graphics” that can visu- The Astra hatchback is slightly smaller ex- ally separate it from other vehicles in its class. ternally than the outgoing model, by 5 cm Said Adams: “Basically we have done every- (2.0 in) overall and 2.5 cm (1.0 in) in height, thing from scratch; the old car was too heavy but despite a wheelbase shorter by 2 cm and we needed to address that, so we fixed the (0.8 in), interior space has increased thanks whole package. This is a ‘no excuses’ car now.” to the car’s new architecture. Unlike the pre- Styling was inspired by Opel-Vauxhall’s vious platform/architecture, which had to 2013 Monza concept. be shared with other distinctly different Adams and his team, working closely with models such as the Zafira, the new car is us- aerodynamicists, have managed to give the ing a dedicated solution just for the Astra Astra a good if not exceptional Cd figure for range. The wagon (Sports Tourer) is expect- its class of 0.285. Tweaks that have helped ed to be joined by further variants. toward this include the placing of exterior At launch, the powertrain line-up for the mirrors on stalks, with benefits also coming new Astra range includes diesel units ranging from the C-pillar shaping. from 74 to 148 kW (99 to 198 hp). Particularly Stefan Fesser, Plant Director at Ellesmere interesting is the diesel 1.6-L CDTi 81-kW

Port, where £140 million has been invested (109-hp) ecoFLEX, with stated 82-g/km CO2

AUTOMOTIVE ENGINEERING December 2015 45 GLOBAL VEHICLES

GM Europe’s weight saving campaign for the new Astra led to a 20% lighter body-in-white.

emissions and combined fuel consumption of be a shade too lyrical, but it does indicate the a remarkable 3.1 L/100 km. essence of the cabin. A three-cylinder 1.0-L turbocharged gasoline Another interesting aspect of the car’s rath- engine is also offered, with 77 kW (103 hp) and er cheeky up-market technology message is maximum torque of 170 N·m (125 lb·ft) deliv- the option of IntelliLux LED matrix headlights, ered at a very low (for a gasoline unit) 1800 a system until now firmly associated with the rpm. CO2 emissions are stated at a best—for premium sector via Audi and supplier Hella. the ecoFLEX version with an Easytronic trans- Opel-Vauxhall’s supplier is the Austrian com- mission, stop-start, and low rolling resistance pany ZKW. Each headlight comprises eight tires—of 96 g/km (99 g/km with the standard LED segments, the system automatically and five-speed manual), with combined fuel con- constantly adapting the length and distribu- sumption of 4.2 L/100 km. The best zero to 97 tion of the main beam. IntelliLux works in con- km/h (60 mph) time is 10.5 s. cert with a front-mounted camera that identi- The company is slated to introduce 17 new fies oncoming vehicles and switches off rel- engines by 2018. evant LED segments to prevent dazzle. Although Opel-Vauxhall does not pretend As the vehicle exits an urban area, high that the Astra is entering premium-market ter- beam lighting is automatically selected and re- ritory, its interior does have a perception of mains on. Studies by the Technical University “premiumness” about it, particularly in the of Darmstadt, Germany, and the European high-specification versions. Adams’ descrip- LightSightSafety Initiative have confirmed the tion of it blending “sculptural dynamic shapes, potential for increased safety offered by the premium materials, and an absolute focus on system. This editor sampled its impressive ef- quality of execution and craftsmanship” may ficacy during a night drive in the UK.

46 December 2015 AUTOMOTIVE ENGINEERING GLOBAL VEHICLES

Horst Bormann has overseen the new Opel-Vauxhall Astra’s enhanced dynamics. High-tech LED matrix headlights are on the new Astra’s options list.

The Astra’s technology repertoire also in- much more efficient with regard to mass, cludes torque vectoring and electronic drag stiffness, and bending characteristics.” torque control to avoid wheel slip caused by Torsional rigidity of the body structure is high engine drag torque, helping to main- 19,600 N·m (14,400 lb·ft) per degree, a 400 tain vehicle steerability. N·m (295 lb·ft) per degree improvement Suspension is fairly conventional with over that of the previous Astra. MacPherson struts front (decoupled to sepa- Front/rear weight distribution of the hatch- rate the paths of spring and damper settings) back is 60/40 with the battery in the trunk. and a Watt’s linkage at the rear. Opel-Vauxhall The new car is the first Astra to feature claims to be the first in the world to combine OnStar, described by the company as “the a torsion beam axle with the Watt’s link—and ground-breaking connectivity technology patented it to prove the point. It has been fur- now available across Europe.” OnStar in- ther developed for the new Astra. cludes high-speed 4G LTE mobile network, Chassis specialist Bormann regards it as emergency response notification, and stolen providing the dynamic advantages of an in- vehicle recovery alert. dependent multi-link setup without the pen- Astra is described by Opel-Vauxhall as being alties, such as added mass, complexity, and one of the first vehicles from a mainstream packaging. He added: “We have a new rigidly manufacturer to get Apple CarPlay and mounted suspension subframe, which is im- Google Android Auto, available through a new portant. The old car had a much heavier sub- version of the IntelliLink infotainment system. frame mounted with four bushings. We did a It all adds up to a potentially big step for- lot of structure test analysis and transfer path ward for GM Europe. analysis and found the rigid mounting to be Stuart Birch

AUTOMOTIVE ENGINEERING December 2015 47 PRODUCT BRIEFS SPOTLIGHT: ENGINE COMPONENTS Piston ring coating for high-output GTDI Mahle claims to deliver improved top piston rings using a new thermal spray coating for gasoline turbocharged direct injected engines. Under development since 2011 at Mahle’s thermal spray development labs in Muskegon and St. Johns, MI, the new process initially was designed for high-output GTDI engines currently in production by two U.S. domestic automakers. The new coating also was developed to help meet requirements for new production engines planned for 2018- 2020, which call for less cylinder-bore friction and the use of lower-viscosity oils and alternative fuels. According to Mahle, common in the piston-ring industry when the coating provides the performance of a applied by physical vapor deposition, pro- more costly premium inlaid top ring. vide excellent wear resistance and low Referred to as MSC312, the new coating friction between piston ring and cylinder improves upon the scuff-and-wear capa- wall, and also resist scuffing at the ring- bilities of the supplier’s MSC385 coating to-wall interface. Mahle claims that its new because of its chromium nitride (CrN) coating is the first thermally applied pis- composition, applied through a high-ve- ton ring coating to use CrN in its formula- locity oxygen fuel (HVOF) method. Tested tion; the addition of molybdenum-chrome against the MSC385 (chrome carbide provides enhancements to pure CrN. In HVOF) currently used in several North downsized GTDI engines, conventional American production engines, MSC312 im- top-ring plasma rings are not sufficiently proves wear by up to 25%, the company robust to survive high levels of pre-igni- claims. The thickness of the new coating tion activity associated with low-speed, can be adjusted to meet engine durability high-boost conditions, according to Mahle. requirements. CrN coatings, which are

48 December 2015 AUTOMOTIVE ENGINEERING PRODUCT BRIEFS

SPOTLIGHT: ENGINE COMPONENTS Motor driver IC for engines

Toshiba America Electronic Components, target, but also other onboard systems Inc. has released a small-sized motor driv- such as wing mirrors and trunk locks, op- er IC for brushed dc motors used in ve- erating at up to 5 A. The TB9051FTG fea- hicle engine applications such as elec- tures a single, H-bridge channel and on- tronic throttles and valve controls. The resistance of 0.34 ohm (H-side + L-side, new TB9051FTG, housed in a flat 6- x max). Its two power supplies, VBAT and 6-mm (0.24- x 0.24-in) P-QFN28 pack- VCC, operate at 4.5 to 28 V and 4.5 to 5.5 age, employs double-diffused MOSFET V, respectively. Control functions include (DMOS FET) transistors as driver circuits. motor-related (forward, reverse, brake), These devices do not require base current as well as PWM control, current limit con- biasing, so they have virtually no input trol, H-side current monitor, diagnosis current, which lets them process high cur- output, and power-on-reset circuit. Built- rent density per device area with low on- in detection circuits include over current, resistance. The new motor driver ICs have over heat, and low/high voltage. Sample the flexibility to enable control of a range shipments started in September 2015, of automotive electronics—not only en- with mass production scheduled to start gine applications, which are the primary in October 2016.

AUTOMOTIVE ENGINEERING December 2015 49 PRODUCT BRIEFS

Thermal shields Inertial measurement unit Interface Performance Materials has introduced two new thermal shields in the Select- a-Shield thermal product family—THH-1010 and TFP-3065—the first innovations in a series scheduled to be released through 2016. Suitable for use in the lawn and garden, power sports, automotive, and trucking industries, Tamagawa Seiki has launched a series of au- both thermal shielding products feature an tomotive and industrial-grade inertial mea- inorganic fiber insulating core (0.65-mm thick surement units (IMUs) for affordable high-per- for TFP-3065 and 1.0-mm thick for THH-1010) formance applications. Model AU7595 fea- and a thin embossed foil facing to create a tures high accuracy and GPS for measuring lightweight, durable shield that is directly ap- position, direction, and attitude of vehicles or plied to protect sensitive elements from a any mobile application. The AU7595 is high-temperature source. TFP-3065 comes equipped with three-axis, high-precision, with a low surface piezoelectric MEMS gyros and stable acceler- energy pressure- ometer sensors for high resolution, precision, sensitive adhesive and low-noise requirements. The multi GNSS (PSA) backing for receiver is compatible with QZSS and plastic surface ap- GLONASS and includes digital interfaces (CAN plications, while or Serial IF). Model TAG247 version of AU7595 THH-1010 comes is housed in a protective case and comes with with high-tempera- cables. Model AU7554 is a compact—35-mm ture acrylic PSA for metal and painted sur- (1.4-in) square—and low-price unit with an op- faces. Both THH-1010 and TFP-3065 are also tional GPS receiver. The AU7554 outputs tri- available without a PSA backing for mechani- axial angular velocity, acceleration, and angles cal fastening applications. Uses include fuel supported by stable thermal behavior and re- tanks, plastic body panels, acoustic parts, en- peatability. I/O interfaces include CAN, closure panels, and any surface that needs to RS232C, and USB. Model TAG250 version of be protected from heat sources, such as en- AU7554 has options including GPS receiver gine exhaust components. Both products can substrate, wireless communication substrate be placed within 15 mm (0.6 in) of a 560°C (Bluetooth), and battery pack. AdvanTech (1040°F) heat source. Available in rolls, International is the exclusive marketing part- sheets, and finished die-cut parts. ner of Tamagawa Seiki in the U.S. and Canada.

50 December 2015 AUTOMOTIVE ENGINEERING PRODUCT BRIEFS

Quick connector for fuel and urea systems Norma Group has developed a new sound when installed correctly. If the plastic quick connector for use on NormaQuick SSL quick connector fuel and NOx-reducing diesel urea needs to be disassembled for main- systems in passenger, commercial, tenance and service, a technician can and off-highway vehicles. Produced disconnect it by pressing the latch at a Norma Americas plant in St. on the same side it was engaged. Clair, MI, the NormaQuick SSL quick The quick connector is designed for connector is easy to assemble to flu- use on both plastic and metal fittings id lines without the use of special designed to meet SAE J2044 speci- tools. The new quick connector fea- fications. Made of recyclable materi- tures a secondary latch that ensures als, the connector features extremely service personnel can make a secure connec- low fluid permeability, according to Norma. It tion and also allows for quick disconnection. comes standard in 0° and 90° versions; spe- The connectors produce a significant “click” cial versions are available upon request.

TOWARD VIRTUAL SYSTEM PROTOTYPING: CHALLENGES AND ENABLERS IN MODELING SYSTEMS Wednesday, December 16, 2015 at 2 p.m. U.S. EST

As companies strive to advance their modeling and simulation Speakers: capabilities toward realizing full virtual prototypes of aircraft systems, they face a number of challenges associated with assembling multi-domain system models.

Beyond the inherent time and budget pressures, they interact and collaborate with a variety of departments, suppliers, and manufacturers as a source of models. This 60-minute webinar will Lee Johnson Lisa Arrigo discuss these challenges and describe technologies and approaches Product Manager, SAE International Systems Business Unit, that can help engineering organizations achieve their virtual system ANSYS prototyping visions.

Webinar attendees will be invited to ask questions during the Registration: Q&A portion of the program. www.sae.org/magazines/webcasts