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36 Rockets re-engineered— 50 Aeroacoustic simulation delivers a step further into the cosmos breakthroughs in aircraft noise AEROSPACE ANALYSIS reduction AEROSPACE TESTING & SIMULATION 39 Powertrain design for reliability 54 Autonomy testing: Simulation to AUTOMOTIVE SIMULATION the rescue AUTOMOTIVE TESTING Autonomous technology development injects new rigors on 42 Ice breaker AUTOMOTIVE PROPULSION vehicle-development testing. Mazda’s Skyactiv-X beats the big companies to market with a promising new engine that marries Otto and Diesel attributes. 46 Advances for off-highway engine design OFF-HIGHWAY POWERTRAIN | TESTING & SIMULATION As manufacturers continue to drive out cost and meet a worldwide patchwork of regulatory frameworks, the tools Cover for developing those engines are advancing. From Developed at Mahindra showcase prototypes to advanced analytical techniques, Research Valley in Chennai, suppliers are helping the cause. Mahindra & Mahindra Ltd.’s driverless technology is designed to enable tractors to perform a variety of farming applications and operate varied implements (see p. 17).

MOBILITY ENGINEERING DECEMBER 2017 1 CONTENTS Departments 4 Editorial 23 New 90-degree turbo V6 leads Audi’s hybridization blitz AUTOMOTIVE PROPULSION 6 SAEINDIA News 24 GKN using modular control algorithms for added 6 Automotive Roundtable, July 2017 in Gurgaon systems integration AUTOMOTIVE SOFTWARE 8 Two-Wheeler Conference, August in Bengaluru 25 Audi has trick active suspension for new A8 10 SAEINDIA Skill India Initiative (S2I2), Chennai AUTOMOTIVE CHASSIS Daimler launches intelligent truck axle with active oil 10 Policy Deployment Meet 2017 in Chennai 26 regulation COMMERCIAL-VEHICLE CHASSIS 11 ADMMS 2017 in Chennai 27 Positioning for hybrid growth AUTOMOTIVE 12 National-Level Symposium, August in Erode PROPULSION 13 Launch of TIFAN, July in Pune 29 New Holland’s in a methane state of mind 14 Inauguration of SAEIWS Electronics Board, OFF-HIGHWAY ALTERNATIVE FUELS September in Pune 31 Developing high-energy-density batteries for EVs 14 Symposium on Women Empowerment, August AUTOMOTIVE PROPULSION in Pune 32 Federal-Mogul’s cool solution for downsized engines 14 Student Convention, September in Ghaziabad AUTOMOTIVE PROPULSION 16 Efficycle 2017 workshops across India 33 Zircotec manages heat transfer in hotter exhaust systems COMMERCIAL-VEHICLE THERMAL 17 Industry News MANAGEMENT 17 Mahindra & Mahindra Ltd. develops its first-ever 34 Continental unveils new 3D display cluster driverless tractor AUTOMOTIVE ELECTRONICS 17 HTT to launch India’s first Hyperloop 35 Back to physics for Dayco’s new vacuum assist AUTOMOTIVE PROPULSION 18 Escorts Ltd unveils India’s first electric tractor concept and global tractor series 57 Global Vehicles 18 Boeing opens new phase of aerospace engineering 57 Volvo CE sees major efficiency gain from hybrid- facility in Bengaluru electric wheel loader 19 Technology Report 58 2018 Honda Accord drops mass, adds turbos and 10-speed automatic 19 Kubota goes ‘big’ with first-ever 200-hp diesel engine COMMERCIAL-VEHICLE POWERTRAIN 60 Jaguar’s 2018 E-Pace shares Land Rover bones 20 Tenneco readies new semi-active digital suspension 61 Ford pumps powertrains for 2018 F-150 for 2020 AUTOMOTIVE CHASSIS 62 2018 Subaru Crosstrek moves to new global platform 21 Model maturity assessment and certification— 63 Companies Mentioned, Ad Index a vision COMMERCIAL-VEHICLE SIMULATION 64 Q&A Chief Technology Officer Urban Carlson discusses Freevalve’s pneumatic-hydraulic valvetrain

No part of this publication and/or website may be reproduced, stored in a retrieval system or transmitted in any form without prior written permission of the Publisher. Permission is only deemed valid if approval is in writing. SAEINDIA and SAE International buys all rights to contributions, text and images, unless previously agreed to in writing.In case of Address/addressee not found return to SAE INDIA, No 1/17Ceebros Arcade, 3rd Cross, Kasturba Nagar, Chennai -600 020. Telefax: 91-44-2441-1904, Phone: 91-44-4215 2280.

2 DECEMBER 2017 MOBILITY ENGINEERING ME Altair Ad 1217.qxp_Mobility FP 10/6/17 12:25 PM Page 1 EDITORIAL

EDITORIAL Bill Visnic Editorial Director [email protected] Asit K. Barma SAEINDIA Editor C. V. Raman ED, MSIL [email protected] A matter of balance Arun Jaura Project Director, Michelin The introduction of the first modern out over years—and probably decades. [email protected] series-production hybrid-electric vehicle two Look at this issue’s Technology Report Bala Bharadvaj MD, Boeing R & T decades ago was the signal that electrifica- department, starting on pg. 19. There are stories [email protected] tion’s future was going to be more than just about electronics and simulation and automat- Mathew Abraham adding increased sophistication and control to Sr. GM, Mahindra ed-driving advances. All things that are coming [email protected] single mechanical components or systems. and coming fast, it seems. But there is an equal Dr. Venkat Srinivas Since the launch of the Toyota Prius in 1997, number of stories about the here-and-now: inno- Vice President & Head - Engineering & Product we’ve watched electrification inexorably min- vations for suspension dampers, new truck axles Development, Mahindra & Mahindra Truck and Bus Division gle into all things once exclusively mechani- and yes, even manual transmissions. All technol- [email protected] cal—and directly to today, when the primary ogy that still is needed right now—and much of Lindsay Brooke Editor-in-Chief discussion point has become how quickly ful- it will be vital for the electric-vehicle future, too. [email protected] ly-electric vehicles will be a realistic choice for Propulsion systems may change, but vehicles still Ryan Gehm Associate Editor everyday consumers. will ride on wheels that use bearings, suspen- [email protected] The transition from internal-combustion and sions with dampers and bushings, steering sys- Jennifer Shuttleworth analogue to electric drive and digital will be at tems with racks and pinions. Associate Editor [email protected] once fascinating and immensely challenging. The Beyond vehicle technology, the market and Lisa Arrigo contents of this issue of Mobility Engineering the infrastructure also will need time to transi- Custom Electronic Products Editor demonstrate that one of the most difficult tion to electrification. A comprehensive elec- [email protected] aspects of managing electrification’s inevitable tric-vehicle charging infrastructure is far from Contributors advance will be balancing the wants and desires mature in all but a few countries. Most devel- Kami Buchholz Detroit Editor of consumers with the state of technology and oped nations’ power grids, by many accounts, Stuart Birch the market’s “readiness” for electric vehicles. aren’t remotely capable of handling volume European Editor Consider this issue of Mobility Engineering as demand from plug-in vehicles. And that’s Jack Yamaguchi Asia Editor an example. One important feature story (pg. before we get to the high-voltage charging cus-

Steven Ashley 39) discusses the intricate methodologies that tomers eventually will demand to replicate the Dan Carney can be employed to assure high levels of pow- five-minute fill-up time of today’s ICE vehicles. Terry Costlow Richard Gardner ertrain quality and reliability. The following Electrification’s obstacles are certain to be John Kendall Bruce Morey story on pg. 42 details Mazda’s fascinating new solved. But for automakers and suppliers, the Linda Trego Paul Weissler SpCCI engine, an all-new design that brings to magic is going to come from balancing how production a concept that, thanks to modern much electrification is appropriate (or applica- DESIGN technology, finally is achievable: a compres- ble) as the next few product cycles play out. Lois Erlacher Creative Director sion-ignition engine that runs on gasoline. Fuel-economy and emissions regulations will Ray Carlson But if electrification is taking over, why all play a role in the equation, but the winners and Associate Art Director this talk of internal combustion? Because ICE losers in this epoch of wholesale technology technology may be on the way out, but every- transition may be determined as much by plan- SALES & one knows the transition to electrification will ners and predictors as by engineers. MARKETING be a protracted and stilted process that plays Bill Visnic, Editorial Director G. Vijayan SAEINDIA No.1/17, Ceebros Arcade 3rd Cross Kasturba Nagar Chennai India 600 020 (T) 91-44-24411904 (E) [email protected]

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For details please contact: [email protected] www.biss.in SAEINDIA BOARD OF DIRECTORS Dr. R.K. Malhotra SAEINDIA President Dr. Aravind S. Bharadwaj Immediate Past President Dr. Bala Bharadvaj News Sr. Vice President & Chairman, Finance Board & Aerospace Board Mrs. Rashmi Urdwareshe Vice President & Chairperson, Membership Board Automotive Roundtable, July 2017 in Gurgaon Mr. I.V. Rao Vice President & Chairman, Engineering Education Board Welcome address Mr. Sanjay Deshpande Secretary by Dr. Arunkumar Dr. G. Nagarajan Sampath. Treasurer & Vice Chairman, Engineering Education Board Prof. Prakash Joshi Joint Secretary Dr. Arunkumar Sampath Vice President & Chairman, Automotive Board & Vice Chairman, Finance Board Mr. N. Balasubramanian Chairman, Meetings and Exposition Board Mr. P. Panda Vice Chairman, Meetings and Exposition Board Mr. Nitin Agarwal Chairman, Off-Highway Board Com. Rakesh B. Verma Vice Chairman, Off-Highway Board Mr. Prakash Sardesai Chairman, Professional Development Programs Board Dr. R. Venugopal Vice Chairman, Professional Development Programs Board Mr. Balraj Bhanot Chairman, Development Board Dr. K.P. Murthy Vice Chairman, Development Board Ms. Pamela Tikku Chairman, Section Board Mr. Sanjay Nibhandhe Vice Chairman, Section Board On July 14, the SAEINDIA Automotive Board multiple products in its range, will have to Mr. S. Radhakrishnan organized the sixth Automotive Roundtable grapple with the challenges of regulatory Vice Chairman, Membership Board spearheaded by the SAEINDIA Northern compliance within a limited timeframe. He Representing SAE Section; the program was conducted at Le explained the difficulties arising from multi- International Meridien in Gurgaon and was hosted by ple sequences of regulations with varied Dr. David L. Schutt Chief Executive Officer Siemens PLM Limited. The Roundtable program requirements like CO2, RDE and safety add- Mr. Murli M. Iyer was well-attended by Industry professionals ing to complexity of BS VI. Executive Advisor-Global Affairs Office of the Chief Executive Officer drawn from diverse segments of the automo- Dr. Christian Teich, VP, R&D Bosch India tive sector, including Managing Committee Ltd., made the second keynote presentation: Presented by SAEINDIA Media, Communications and members Mr. Balraj Bhanot, Ms. Pamela Tikku “Impact of upcoming emission and safety Publications Committee and Mr. I. V. Rao (panelist) and hosted by Mr. regulations to auto suppliers in India.” In Dr. Sudhir Gupte Suman Bose, MD of Siemens India. essence, he expressed that the quick-moving Chairman Mr. Asit Kumar Barma The program began with a welcome sequence of fundamental improvements Vice Chairman address by Dr. Arunkumar Sampath, who required in new regulations calls for disrup- Mr. Vasanth Kini touched briefly on the importance of the tive change of technology approaches. To Member Mr. Dhananjayan topic and the need for brainstorming ses- meet the new BS VI emission norms, a holis- Member sions, for addressing the challenges posed tic optimization of the engine, combustion, Dr. Vijaykanthan Damodaran Member by government regulations with a limited fuel injection, air and exhaust system of an Mr. Deepak Sawkar timeframe for compliance. He also men- internal-combustion engine is required to Member Mr. Jitendra Malhotra tioned the event was the third consecutive enable the lowest emissions and best perfor- Member of the Automotive Roundtable and the sec- mance—all at good value proposition. The Dr. S. Selvi ond consecutive time it was jointly orga- challenge, Teich said, is the high degree of Member Mr. T. Bharathiraja nized in collaboration with Siemens PLM. the innovative technology changes and the Member The objective was to analyze the industry short remaining time of less than three years Ms. Swati Milind Athavale Member trends and evolve appropriate action plans for compliance. Mr. Manohar K. Chaudhari to move forward. OEMs as well as automotive suppliers Member Mr. Rajesh Kumar In his keynote address, Mr. Purushotam have to adapt their portfolios quickly, R&D Member Panda, VP of MSIL, pointed out the complex- resources should be increased and compe- Mr. Saravanan Natarajan ity of the tasks involved and how a high-vol- tencies have to be built, he added, saying the Member Dr. M.K. Ravishankar ume manufacturer such as Maruti, with demand for quick introduction places the Member

6 DECEMBER 2017 MOBILITY ENGINEERING SAEINDIA News automotive industry under pressure, but the disruptive technology change pro- vokes the chance to actively redefine future mobility: more-efficient and safer vehicles as well as new opportunities for exports. The precondition for success creates the need for productive cooper- ation between OEMs and suppliers. There were two presentations from Siemens on the company’s preparedness to help Industry in compliance with BS VI regulations in terms of products, services, simulation software and other innovations. Dr. Arunkumar Sampath made a presentation outlining the 2018 FISITA World Congress and compared it to the Olympics for the automotive industry. The FISITA Congress is being conducted by SAEINDIA for the first time in India The event’s thought-provoking panel discussion. and is based on the successful APAC 16 organized by SAEINDIA in 2011. Sampath invited industry leaders to compliance with the regulations. He stated that SIAM is in constant dia- participate in the event to assure its Mr. Vishnu Mathur said that although logue with the GoI to voice the con- success, as it is a prestigious event for industry has promised the Government cerns of the industry to policymakers the automotive world. of India (GoI) to take on the challenge and is requesting the GOI to address the In the panel discussion moderated by of leapfrogging to BS VI by 2020, he various concerns. Mr. Deepangshu Sharma, editor-in-chief, forwarded a fundamental question: Mr. S.M. Vaidya stated that the Indian Autotech Review, along with stalwarts “What are we getting ready for? Are we oil sector would be ready to supply BS like Mr. I.V. Rao, Advisor to MSIL, Mr. getting ready for manufacturing BS VI VI-compliant fuels by April 1, 2020 at Dinesh Tyagi, Director, iCAT, Mr. Vishnu vehicles from April 1, 2020—or are we retail outlets as per plans to offer prod- Mathur, Director General of SIAM and getting ready for registering them from ucts conforming to BS VI regulations. Mr. S.M. Vaidya, E.D. (Operations), Rao that date? He stated that the two tar- He mentioned that IOCL is exploring the said that enforcing BS VI within a short gets are very different and a change in feasibility of supplying BS VI-complaint timeframe is a huge and complex task the date of manufacturing to date of fuel at a few select pumps in major met- and will find the industry struggling to registration would have a big impact on ros ahead of the April 2020 deadline. In conform. The ecosystem has not been the state of preparedness of the indus- fact, IOCL already supplied BS VI diesel created for a smooth changeover, he try to meet BS VI norms, as it would to certain automobile companies like said, and the complexity will seriously further compress the time available. Honda and Mahindra & Mahindra from undermine the capability of industry to Furthermore, there are some categories the company’s Mathura refinery last cope with the challenges. He added that of vehicles peculiar to India, he said, for year for engine-testing purposes. it will be a huge challenge for OEMs to which BS VI solutions do not exist even There was active and purposeful make their products BS VI compliant in Europe, so development work must interaction from the audience and pene- and the investment impact also will be be conducted wholly in India. trating questions from the moderator to substantial, with many small- and medi- Mr. Mathur also mentioned that the the panelists on various aspects of BS um-scale manufacturers crumbling issue of RDE would become quite criti- VI regulations and compliance; pointed under it. cal as some quarters, especially because out was the first report from Mr. Mr. Dinesh Tyagi explained exactly NGOs have been demanding that RDE Mashelkar and the progress so far, what BS VI means to the industry in itself should become applicable starting including the sudden enforcement terms of tighter emissions norms, in 2020, which would not give time to within short timeframe. The moderator real-driving emissions, OBD, in-use industry to gather adequate data on the also raised the specific concerns and compliance and other factors. He also BS VI driving cycles in the country. Also, issues and solicited responses from the explained various steps taken by ARAI, Mathur said there is a misconception panelists, making the evening truly an GARC and iCAT to create the support- with these NGOs that RDE would enriching experience. Mr. Gautam Dutta, ing infrastructure to test the systems replace the PUC system for checking Director Marketing for Siemens, pre- and products and how they would be pollution from in-use vehicles—and that sented the vote of thanks for a well- able to help the industry to prepare for misconception needs to be corrected. rounded meeting.

MOBILITY ENGINEERING DECEMBER 2017 7 SAEINDIA News

Two-Wheeler Conference, August in Bengaluru The SAEINDIA Automotive Board, along with the SAEINDIA Bangalore Section, hosted the first Two-Wheeler Conference on August 4-5 at PES University, Bangalore. The theme was “Green Wheeler for Safe and Sustainable Mobility” and the conference was attended by more than 120 delegates from industry and academia. Dr. Arunkumar Sampath of Mahindra & Mahindra led the conference as chairman; Mr. Girish Ramaswamy of Continental served as OC Chairman and Mr. C. Prakash of Ashok Leyland was the Technical Committee Chair of the conference. Mr. J. Munirathnam, Key stakeholders at the conference. Chairman of the SAEINDIA Bangalore Section inaugurated the conference and explained how the thought-provoking Dr. Rajiv Basargekar, Director, APPL, individuals at the root level by empow- theme was designed to engage industry the second keynote speaker, spoke on ering them with low-cost transportation professionals and academia in an ani- industry trends and evolving polymer and commuting solutions, underlined an mated discussion on various aspects technologies for the industry. He spoke interesting observation in this context. concerning emissions, exhaust, safety about the changes in application of “Rural customers are no different than and introduction of ABS and connectiv- polymer technology in various aspects the urban customers. In fact, rural cus- ity in the two-wheeler industry. of manufacturing of two-wheelers and tomers are more flexible and willing to Mr. Girish Ramaswamy explained the its increased content without any com- adopt newer means of commuting such objective of the conference and gave a promise in safety. He also pointed out as the electric two-wheelers. The mind- broad overview of the two-day program the advancement of polymer technol- set is fast-changing in the rural mar- with an emphasis on topics connected ogy and unique applications for making kets,” she added. to the conference theme. The video the product robust and reliable. Talking on safety and the supplier’s message from Dr. R.K. Malhotra set the The panel discussion on the theme, perspective, Mr. Prashanth A, who man- tone for this first-ever Two-Wheeler “Two-Wheeler Industry–Then, Now and ages Bosch’s powertrain engineering Conference: he emphasized that the the Future,” drew incisive participation (ICE and electric tech), safety and con- conference theme was aptly chosen, as from Mr. Vinay Harne; Mr. Suraj Agarwal, nectivity, said, “Bosch has the largest was the focus on key technology issues Operating Head, New-Model VP, Honda development center in India outside of relevant to two-wheelers, such as safety, Motorcycle & Scooter India; Ms. Germany. While there are efforts to design, electronics, alternative power- Hemalatha Annamalai, MD and CEO, increase the localisation of several tech- trains and emissions. These initiatives, Ampere Vehicles; Mr. Prashanth A, nologies, there is a lot of value addition he said, are necessary to address global GM-Engineering, Two-Wheeler and in terms of engineering for tailor-made challenges and to raise the bar through Powersports-Bosch India; and Mr. solutions for India.” Mr. Guruprasad innovation, improved processes and Guruprasad, Regional Head, strategic added, “For ANSYS, all the challenges technology upgrading. business, ANSYS. The panel was moder- around emissions, safety and electrifica- Mr. Vinay Harne, President-NPD, TVS ated by Autocar Professional’s assistant tion in the industry are seen as pool of Motor Company, delivered the keynote editor, Mr. Amit Panday. opportunities. Also, OEMs have become speech on emerging challenges in the Mr. Suraj Agarwal from Honda spoke very aggressive on their requirements two-wheeler industry. In his presenta- about achieving the right cost mix, on these areas.” tion, Harne touched on several key top- banking on the benefits derived from Meanwhile, an exposition organized ics, including the status of the the economies of large-scale manufac- concurrently along with the conference clampdown on two-wheeler exhaust turing. His information was based on a had more than eight exhibitors with emissions, as well as progress under case study on the recently-launched, reputed organizations like APPL, Bosch, many regimes and how it is difficult, most-affordable 110-cc Cliq scooter in Mathworks, ANSYS, Hero Motocorp, with the varying average city commut- Rajasthan and Maharashtra. Continental, PES University and ASM ing speeds and actual urban driving Ms. Hemalatha Annamalai, MD and Technologies. An electric vehicle was cycle that consume maximum fuel CEO of Ampere Vehicles, an electric displayed by Bosch and Hero Maestro under different traffic conditions. bike company which has worked with from Hero Motocorp, as well as other

8 DECEMBER 2017 MOBILITY ENGINEERING SAEINDIA News GO FURTHER.

Achieve the Concurrent exposition extraordinary. during the conference. vendors from the two-wheeler industry. The conference also included technical sessions. The topic for the first session was “Go Green - Compliant with BS VI & Small Engines and Propulsion,” and it was successfully conducted by Mr. C. Prakash from Ashok Leyland with a talk titled, “Go Green;’ Mr. Sounak Basu from Continental on “Substrate technology update for meeting BS VI legislation” and Mr. Deshpande from Mathworks on “Addressing challenges in meeting the emission norms using Model-Based Design.” The topic for the second technical session was on “Powertrain-Hybrid & Electric and Advanced System of Suspension/Steering.” Mr. Ravishankar of ANSYS gave a presentation on “Automotive Emerging Trends and ANSYS Role;” Mr. Manish Kondhare of Continental spoke on the topic, “ISG – A Step Towards Greener 2-Wheelers” and Mr. Sanketh from PES University gave a presentation titled, “Experimental Investigation of Wear of Two-Wheeler Chain.” The Second day of the Conference saw special presenta- Release yourself from tions by Prof. Dhruv Panchal, LD College of Engineering, on the topic, “Challenges in Designing of Two-Wheelers for the limitations, with Chem-Trend. Indian Market” and Mr. Prabhu Panduranga, VP, Bosch on “Emerging Markets Shaping Up Technology in Two-Wheelers.” It takes dedication, experience and resolve to push The next topic for the technical session was “Safety - Passive through limitations. And Chem-Trend helps you get and Active and Infotronics—Recent Trends and Challenges.” there. Our expertise and innovative solutions enhance Mr. Sai Praveen from TVS Motors made a presentation on your effi ciency at every step of your moulding, casting safety and Mr. Naveen Govindan from Continental gave a pre- and forming operations. As a global leader in the sentation, “Two-Wheeler Active Safety Systems Made Safer.” The next Technical session was held on “Infrastructure for development of specialized chemical processing aids, Vehicle Electrification and Homologation and Compliance we leverage our strengths to take your operations to with Indian & Global market regulations.” Mr. Pradeep from new heights. Bosch spoke about “Technology Evaluation for Two- Scan the QR Code and learn more about Chem-Trend. Wheelers based Personal Mobility in Emerging Markets ChemTrend.com/manu-video-me beyond 2020.” One highlight from the conference was development of a new app for obtaining feedback from the audience for each of the presentations and this was appreciated by OC members. The app was developed by Mr. Akshay, an intern from the Bangalore section. Dr. Arunkumar Sampath, Automotive Board chairman, summed up the proceedings of the two-day of conference by giving brief details on each presentation, keynote speeches and panel discussions. He complimented the Bangalore section for hosting the first-ever Two-Wheeler Conference and thanked industry professionals and members of academia RELEASE AGENTS | DIE LUBRICANTS | PURGING COMPOUNDS who shared their knowledge.

MOBILITY ENGINEERING ChemTrend.com SAEINDIA News

SAEINDIA Skill India Initiative (S2I2), Chennai SAEINDIA launched the SAEINDIA Skill Initiative (S2I2) pilot program in CIT, Chennai, on July 24. On completion of S2I2, students are expected to be ready for employment in the automotive industry and SAEINDIA extends its support by sharing students’ grades in S2I2 with prospective employers to help improve the recruitment process. The premise on which the S2I2 initiative was started: • The Industry expects engineers to have in-depth knowledge of technical skillsets in the automotive domain, Dignitaries at the function. with clear understanding of fundamental concepts, unit conversions, course module encompassed 16 days of made a platform available for their prod- engineering drawing, assembly and classroom sessions and seven days of ucts and technical knowledge – Siemens manufacturing methods. industrial visits. There is certification, and 3D PD. Six organizations, such as • The Skill Development Pyramid (SDP) with grading of students based on for- Mahindra & Mahindra, AL, India Pistons, focuses on imparting key technical mal assessments from 18 professional Wabco, CVRDE and TAFE offered indus- skills an engineer must possess before volunteers from the automotive industrial visits. Five colleges across India have entering an industry and is devised to try imparting their knowledge to train already expressed interest to host the progressively achieve skill acquisition. the students. event at their campuses to help scale-up In all, 19 students participated. The Two automotive organisations have this program in the future.

Policy Deployment Meet 2017 in Chennai The Policy Deployment Meet (formerly known as Presidential Dr. Bala Bharadvaj, Sr. VP, outlined the need for rebuilding Policy Meet), the strategy summit of all key leaders of SAEINDIA’s vision, with a view to changes in the expectations SAEINDIA, was conducted at Radisson Blu GRT Temple Bay and the automotive development environment in India. at Mahabalipuram on July 28-29. Having grown over the last Based on this theme, the team was grouped into three teams 22 years, the purpose of this meet is to emphasis the theme to deliberate on: of delivering professional services to members across India • Developing a board structure, with role clarity, to support and partner with auto, aero and off-highway industries and the future of Mobility Engineering associations. • Increase collaboration with others and strengthen the Dr. R.K. Malhotra, President-SAEINDIA, opened the Policy SAEINDIA brand Deployment Meet with highlights of achievements in the pre- • Enhance SAEINDIA office capability to support more activities vious year and set the tone for the conclave. The Action Taken The Policy Deployment Meet 2017 concluded with a MC Report was given by the Mr. K. Venkataraj of DDG, followed by meeting. The meet was well attended by more than 50 com- presentations by each of the sections, verticals and boards. mitted SAEINDIA leaders.

Team Policy Deployment Meet 2017.

10 DECEMBER 2017 MOBILITY ENGINEERING SAEINDIA News

ADMMS 2017 in Chennai The SAEINDIA Southern Section Event directory (SAEISS) conducted an International book release by Conference on Advances in Design, dignitaries. Materials, Manufacturing and Surface Engineering for Mobility (ADMMS) July 19-21 at B.S. Abdur Rahman Crescent University. The conference started with a workshop on Model-Based Systems Engineering in Automotive Applications by Mr. Murugadass Kannan of Siemens. In the afternoon, the participants visited MRV (Mahindra Research Valley), where they were able to connect the applications to real-life situations. Thirty-five members attended the workshop. Dr. Aravind S. Bharadwaj, CTO, Mahindra & Mahindra, inaugurated the conference on and delivered the lecture on lightweight mobility. Mr. N. Balasubramanian, Deputy Vice President, RNTBCI, thanked the university for organizing the conference in alignment with the SAEINDIA Centre for Automotive Excellence (first of its kind) in Surface Engineering at BSA University. Mr. S. Sriraman, Sr. VP, TAFE and SAEISS chairman, noted that 138 abstracts were shortlisted from 150, with 93 papers received under design, Group photo with delegates. materials, manufacturing and surface engineering and 52 papers selected for technical presentation. Nearly 175 pro- India Pistons and UCAL Fuel Systems, Competition between Materials fessional members from 28 academic while about 20% came from academia • Dr. N. Saravanan, M & M, on engine institutions and 15 industries partici- such as IIT and Anna University. emissions pated in the conference, as well as pro- In the closing session, there was a • Design and Development of hydro gas fessors from international universities. panel discussion on lightweight mobility suspension by Dr. U. Solomon, Dr. R. Rajendran, Professor, B.S. Abdur headed by Dr. Venugopal Shankar, VP & Scientist G from CVRDE, Avadi Rahman Crescent University, Chennai, Dean of MTA, Mahindra & Mahindra Ltd, • Dr. Ahmad Mujahid Ahmad Zaidi, and Organizing Secretary of ADMMS along with panels speakers Dr. A. National Defence University of 2017 presented the vote of thanks. Rajadurai, Professor and Dean, MIT, Malaysia on Application of Modeling A total of 39 papers were presented Anna University; Mr. V. Sriram, and Simulation for Engineering in 9 technical sessions in the areas of Engineering Manager – Model Based Problems Product Design, Modeling and Systems Engineering, Siemens PLM; Dr. • Recent Advances in Application of Simulation and Materials and Surface Subramani Sellamani, Dy. General Laser Based Surface Treatment Engineering during the two-day confer- Manager, CAE Modelling Automation, Processes in Automotive Sector by Dr. ence. The session chair/co-chair and RNTBCI; and Mr. Sushil S. Mane, Director S.M. Shariff, Scientist E, ARCI and evaluators were from industries such as –Technical Support at Altair. The discus- Hyderabad. Mahindra & Mahindra, Ashok Leyland, sion was fruitful to the automotive com- Dr. P. Sivakumar Director, CVRDE WABCO, Ford, Caterpillar, TAFE and munity in its presentation of wide Avadi was the chief guest for the vale- from reputed institutions such as IIT, perspectives based on design, materials dictory program and gave the valedic- MIT and Central University of and manufacturing. tory address on new technologies for Tamilnadu. They praised the technical The conference consisted of five ple- battlefield tanks. Mr. D. Ganesh, Lead content and quality of the papers; nary sessions: Engineer, Mahindra & Mahindra and roughly 80% presented were from enti- • Mr. P. Suresh, General Manager, SAEISS Conference Champion, pre- ties such as M & M, TAFE, IP Rings Ltd., RNTBCI delivered a talk on BIW a sented the vote of thanks.

MOBILITY ENGINEERING DECEMBER 2017 11 SAEINDIA News National-Level Symposium, August in Erode

The Council of Scientific & Industrial Research (CSIR), jointly with the SAEINDIA Southern Section (SAEISS), sponsored a one-day National-Level Symposium on “Applications of Lightweight Materials for Automotive and Defense Vehicles” conducted at the Institute of Road and Transport Technology (IRTT) Erode on August 5. The event enjoyed 550 participants from academia. The symposium was inaugurated with a welcome address by Dr. S. Selvi, Professor, Mech. Eng., IRTT, followed by the Presidential address by Dr. K. Mayilsamy, Principal, IRTT. The Keynote addresses was given by Mr. S. Sriraman, Dignitaries release the symposium course material. Chairman, SAEISS and Mr. S. Krishnan, MC Member, SAEISS and was felicitated by Dr. R. Subramanian, Professor and Head, Auto. Engg, IRTT. Dr. E. Rajasekar, Professor, Auto. Engg, IRTT & Secretary, SAEISS, presented the vote of thanks. Mr. S. Sriraman delivered a lecture on “Weight Reduction Techniques in Automotive Tractors and Off-Highway Vehicles.” Mr. S. Krishnan delivered an invited lecture on “Applications of Lightweight Materials for Commercial and Defense Vehicles,” while Dr. E. Rajasekar delivered the lecture in the third session on “Lightweight Materials for Passenger Cars.” Dr. S. Selvi delivered a lecture on “Lightweight Materials Selection and Characterization.” One highlight of the symposium was the display of a Massey Ferguson lightweight tractor recently manufactured by TAFE, Chennai at IRTT. All the participants were briefed with the new Event proceedings. materials and weight reduction techniques used in this tractor by the tomotive vehicles to meet the new BS Recommendations for future Technical experts from TAFE, Chennai. VI emissions norms was discussed. action: All the sessions were interactive and all • The role of lightweight materials in • In the symposium, various applications the queries raised by the participants improving the performance of auto- of lightweight materials for automo- were well clarified by the speakers of motive and defense vehicles was tive and defense vehicles were pre- the symposium. highlighted. sented to the delegates. • Both faculty members and students • New lightweight materials applica- Symposium takeaways: were encouraged to do their research tions and manufacturing and testing • Extensive opportunities in automotive and project work in the area of appli- methods are to be developed and pre- vehicles, aeronautical, defense vehi- cations of lightweight materials, sented in future symposia. cles and machine manufacturing in- weight-reduction technologies, emis- • Studies will be conducted regarding de- dustries were explored. sions-reduction technologies and ve- sign for materials, design for manufac- • The importance of using lightweight hicle performance-improvement con- turing and assembly, design for mainte- materials to reduce emissions from au- centrations. nance and design for recycling and reuse

12 DECEMBER 2017 MOBILITY ENGINEERING SAEINDIA News

Launch of TIFAN, July in Pune The SAEINDIA Off-Highway Board, in association with Mahatma Phule Krishi Vidhyapeeth (MPKV) in Rahuri, announced the commencement of the first edition of a unique and innovative competition, “Technology Innovation Forum for Agricultural Nurturing (TIFAN).” A formal inauguration function for the first-ever TIFAN competition was organized at the College of Agriculture in Pune on July 5. Dignitaries during the inaugural. TIFAN was conceptualized by the Off-Highway Board and John Deere engineers with the objective to provide Mr. Nitin Agarwal emphasized the Mr. Krishnat Patil briefed the audience a platform for agricultural product inno- need for youth development and detailed regarding the competition’s details and vation by expanding the talent pool for how the Off-Highway Board is contribut- various milestones. TIFAN will be orga- the off-highway industry. This competi- ing with its various initiatives. He also nized annually with a new challenge tion also is intended to provide under- touched on the need for a focused theme every three years; the problem graduate students hands-on experience approach towards skill development in statement and challenge will be related to towards agricultural/off-highway the agricultural sector to increase produc- farm operations such as land preparation, machinery and processes. tivity and efficiency by expanding the intercultural operation and harvesting. The The TIFAN competition also provides mechanization trend. He also played a competition will be held in two stages— a platform for general engineering and video message from Dr. Raghunath Virtual and Field Competition. Field evalu- agricultural engineering students to Mashelkar, who congratulated the ation was scheduled at MPKV, Rahuri. connect with the real-life challenges of SAEINDIA Off-Highway board and con- The challenge for TIFAN 2017 was to country’s agricultural sector. The com- veyed best wishes to TIFAN team. develop a “Self-Propelled Onion petition will challenge the students to In his speech, Honorable Vice Harvester.” The evaluation criterion: solve the real-world challenges of farm Chancellor, MPKV Dr. K. P. Viswanatha innovation, productivity, efficiency, fuel mechanization and eventually such pointed out the role of modest and economy, cost and ease of operation. endeavours will help society by affordable mechanization for the low- Dr. Vora walked the audience enabling small and marginal farmers land-holding farmers. He also recognized through the journey of TIFAN from con- with farm mechanization to aid in yield the efforts from the Board in starting the cept to reality. He also mentioned that and productivity improvements. innovative TIFAN competition. He also the TIFAN team, with its previous BAJA Mr. Nitin Agarwal, Chairman of the reiterated the support from MPKV, Rahuri experience, worked for more than a SAEINDIA Off-Highway Board, along for hosting the TIFAN competition, as year to define the various aspects of with Mr. Mahesh Masurkar, Secretary of well as for providing technical support. this new competition. He congratulated the Off-Highway Board and Mr. Krishnat Mr. Venkataraj in his address talked the team by stating that TIFAN is a one- Patil, Convener of TIFAN 2017, pre- about the SAEINDIA role in the TIFAN of-its-kind competition. Mr. Rafiq sented the guests on the dais with a competition and expressed his appreci- Somani, Country Manager, India, Asia, book. In her opening speech, Mrs. ation for extending the competition to Anz, ANSYS and Off-Highway Board Rashmi talked about SAEINDIA and its agricultural engineering students as well member, wished the team a grand suc- different initiatives aimed at student’s as general-engineering students. He cess and said Ansys will continue to development and also echoed the Off- also stated that SAEINDIA was proud to support TIFAN, as well as other initia- highway Board’s contribution through start this student competition, so far tives from the Board. different initiatives like SINE and FINE. unique in the world. Mr. Biswa Mandal, head of engineering at Mahindra, stressed the relevance of TIFAN to the needs of farmers and pledged full support from Mahindra. Mr. Ravi Prashantha, head of engineering for Caterpillar and Off-Highway Board member, congratulated the team and conveyed his support. The vote of thanks was presented by Mr. Mahesh Masurkar, Secretary, SAEINDIA Off- Team Tifan 2017. Highway Board, and a networking din- ner followed the program.

MOBILITY ENGINEERING DECEMBER 2017 13 SAEINDIA News

Inauguration of SAEIWS Electronics Board, September in Pune On September 6, the Electronics Board of the SAEINDIA Western Section (SAEIWS) was inaugurated by Mrs. Rashmi Urdhwareshe. Mr. Nilkanth Devshetwar from John Deere was announced as the Chair for the electronics board and will manage activities in the electronics section through the Electronics Board. Mr. Parag Mengaji presented to board members upcoming Inaugural of ITEC conference details and requested the event. their contribution through the board.

Symposium on Women Empowerment, August in Pune The SAEINDIA Off-Highway Board organized a “Symposium • For empowerment, communication is important on Women Empowerment” at Cummins College of • The method of education also is crucial Engineering for Women on August 29. The program was for • Society should have an abundance of mental ability female engineering students and professionals. • Fortune favours the prepared mind Key points of the symposium’s panel discussion: • Be sincere, be honest, be open • Empower, connect and inspire • Don’t fear the fear • One has to build her own brand • Empowerment does not mean “overpower” • If a woman becomes educated, her family is empowered • Empowerment is freedom to make choices • Education delivers confidence—confidence for deci- The panel stressed that everybody should have a five-year sion-making plan is reviewed and revised every year. • Education provides economic independence

Event participants.

Student Convention, September in Ghaziabad On September 12, the SAEINDIA sion was organized in the Auditorium of R & D, ABES Engineering College, gave Student Convention 2017 was conduct- Raman block on the host-college prem- a motivational speech that highlighted ed with the objective of establishing ises, with about 500 participants from the importance of research and product interaction between industry, SAEINDIA nine neighbouring colleges. development. He also made the audi- personnel and students of engineering Prof. M. K. Jha, Director, ABES ence aware of the vision of the Center colleges. The convention took place on Engineering College, presented an inau- of Excellence–Automobile at ABES the premises of ABES Engineering gural speech and warmly greeted the Engineering College, Ghaziabad. College, Ghaziabad. The Inaugural ses- audience. Prof. D. K. Sharma – Director, Prof. Hemant Ahuja–HOD EN, ABES

14 DECEMBER 2017 MOBILITY ENGINEERING SAEINDIA News

Engineering College, then delivered a speech that underlined the performance of ABES Engineering College and the SAEINDIA Collegiate club in various competitions. He also drew the attention of the dignitaries to the fact that the college has pioneered such events and fin- ished by distributing the Constitution of SAEINDIA Student Collegiate Club at ABES Engineering College. The session then was handed over to Chief Guest Mr. V. K. Jayaswal - ED, Shriram Pistons and Rings Limited, for his keynote speech. He encouraged the participants by presenting facts and figures pertaining to the automotive sector. Mr. Participants of the event. Anup Kacker, ED, SAEINS, highlighted the importance of availing the membership of professional societies and in particular how SAEINIS is attempting to bridge skill gaps, based on industry expectations, through competitions, student conven- tions, technical lectures and other learning events and programs. The event also was comprised of technical talks from Mr. Sandeep Sharma, DGM Technology of UNOMINDA, Gurgaon, on product development; Mr. Yogendra Singh Kushwaha, AGM, Subros Limited, Noida, on “The Future of Mobility Engineering” and Mr. Manas Tripathi, Manager, MSIL, Gurgaon, on “Future Engine Technologies.” Participants also received a certificate of participation in One of the convention’s many project presentations. the technical talk. After lunch, there were sessions covering Paper Presentation and Project Exhibition. evaluating the research papers, along compiled and declared in the valedic- The projects demonstrations were with Prof. Sanjay Singh, Mr. Anup tory session and the certificate of judged by the industry expert/speaker Kacker, Mr. Ashish Malik and Mr. Deepak achievement was presented to the par- for technical discussion and Prof. H. P. Garg—all from the host college. ticipants. The project-demonstration Sinha was invited to be part of the jury The results of the competition were results:

CATEGORY RANK TITLE INSTITUTE

1 Solar Vehicle ABES, Ghaziabad Competitive 2 Smart Garbage Collection System ABES, Ghaziabad Projects 3 Designing of Wheel Hub ABES, Ghaziabad 1 Smart Driver’s Authentication System AKG, Ghaziabad

Research 2 Nanomaterial in Lubrication JSSATE, Noida Papers 2 Toll Booth Self-Transactions for Vehicles Using RFID Enabled Cards AKG, Ghaziabad

3 Design and Analysis of Air Intake System of SAE Supra Student Formula Car AKG, Ghaziabad

MOBILITY ENGINEERING DECEMBER 2017 15 SAEINDIA News

Efficycle 2017 workshops across India The SAEINDIA Northern Section (SAEINS), in association with specifications and other aspects based on the previous expe- Maruti Suzuki India Limited (MSIL) and the International riences were also shared with the teams. The first two ses- Centre for Automotive Technology (ICAT) organized sin- sions concluded with a question-and-answer session from gle-day workshops in July for the participants of the Efficycle teams, followed by lunch. 2017 event at four locations in India: The third session focused on the explanation of report for- Region mats; Efficycle teams must submit reports at different stages Venue Date of India of the event. In the fourth and final session, teams were North Cap University, Gurugram July 8, 2017 North informed about the procedure of the main event, scheduled to KIIT University, Bhubaneswar July 9, 2017 East be held at Lovely Professional University in early November. Bangalore Institute of Tech., Bangalore July 15, 2017 South Elaboration regarding technical assessment at the college College of Engineering, Pune July 16, 2017 West level, on-site technical inspection, a static event (design, cost, build quality evaluation and marketing presentation round) and a Workshops started with a formal inauguration followed by dynamic event (acceleration, gradient simulation, Drive the welcome speech by Shri U.D. Bhangale, Sr. GM, ICAT and Excellence test and endurance run) helped the teams to under- Convener—Efficycle 2017. Workshops were delivered by stand the evaluation process. During open sessions at the end, Technical Committee speakers Mr. Jitendra Singh Gaur and Mr. teams directed specific questions to the speakers and Efficycle Harpreet Singh Juneja of ICAT. alumni also shared their experience with teams. About 80 teams For the first two sessions, teams were advised in detail from across India attended the workshops at all four locations. about the rules to design and fabricate the vehicle. The theme Organizing committee members Mr. Abhishek Dewan from for this year was “Drive Excellence Season,” and emphasis was MSIL and Mr. Bibhu Sinha from SAEINDIA also were present given to the theme. The teams were guided regarding during the workshop at Gurugram. Alumni Committee mem- improved drive performance for both mechanical and electric bers supported organizing committee in successful organizing drives. Some useful tips about the electric drives including the of workshops at all locations. The workshop ended with the battery specification and connections, throttle body, motor National Anthem and the vote of thanks to the host institutes.

Efficycle OC team at Kiit.

Efficycle session.

16 DECEMBER 2017 MOBILITY ENGINEERING Industry NEWS

Mahindra & Mahindra Ltd. develops going outside the boundaries of the farm. The control via tablet user interface enables the farmer to program various inputs its first driverless tractor needed to farm efficiently as well as offers controls to prevent Mahindra & Mahindra Ltd. (M & M), part of the Mahindra the tractor veering off from its intended path or desired opera- Group, has developed its first-ever driverless tractor slated for tion and the farmer can also control the tractor remotely via a availability beginning in early 2018. tablet. In addition, Remote Engine Start-Stop offers the ability Developed at Mahindra Research Valley in Chennai, the to stop the engine and bring the tractor to a complete stop if technology is designed to enable tractors to perform a variety needed in cases of emergency. of farming applications and operate varied implements. The With the deployment of this technology on Mahindra trac- tractor equipped with this technology can be programmed to tors, the company says farmers can work their fields for long carry out specific tasks and can also be operated remotely to hours without exposing themselves to harsh weather or diffi- perform in the field. cult operating conditions. They also can protect themselves “Our tractor R&D has from potential health hazards resulting from operations like always been at the fore- insecticide spraying, which now can be done without human front of pioneering cut- intervention. It will also ensure better quality and consistency ting-edge solutions,” Dr. in farming operations, leading to higher productivity and farm Pawan Goenka, produce yields, according to M & M Ltd. Managing Director, Mahindra & Mahindra Ltd., said in a release HTT to launch India’s first from the September 19 event. “Today’s display Hyperloop of the driverless tractor Hyperloop Transportation Technologies (HTT) signed a is another proud Mahindra & Mahindra Ltd.’s Dr. Memorandum of Understanding (MoU) with the Andhra Pradesh moment for us, as it Pawan Goenka, Managing Director, Economic Development Board (APEDB) to facilitate the devel- opens up new possibili- showcases the first-ever driverless opment of HTT’s Hyperloop Transportation System between the ties in farming. We are tractor in India at Mahindra city centers of Vijaywada and Amaravati, potentially turning a happy to dedicate this Research Valley Chennai. (image: trip of more than one hour into a six-minute ride. Mahindra & Mahindra Ltd.) innovative mechaniza- The project will use a Public Private Partnership (PPP) tion for the global farm- model with funding primarily from private investors, which is ing community, in line with our Farming 3.0 proposition.” expected to create more than 2500 jobs. Mahindra & Mahindra Ltd.’s President, Farm Equipment “We are extremely delighted to have entered into a MoU Sector, Rajesh Jejurikar added, “Today the need for farm with the Government of Andhra Pradesh to bring the HTT mechanisation is higher than ever before, due to labour short- Hyperloop to India,” said Bibop Gresta, Chairman and age and the need to improve productivity and farm produce Co-founder, Hyperloop Transportation Technologies, in a yield. Coupled with our ‘DiGiSENSE’ technology that we release. “In partnering with Andhra Pradesh, HTT will work launched last year, the driverless tractor offers a distinct with local stakeholders to build the regulatory standards nec- advantage to the Indian farmer by bringing an unprecedented essary for safe and efficient operation.” level of intelligence to the tractor.” During Phase 1 of the project, HTT will conduct a six-month To be deployed across Mahindra tractor platforms in “due feasibility study that was scheduled to begin in October. course of time,” says M & M, the technology will also be Working with partners in the public and private sector, HTT deployed across international markets such as the U.S. and will analyze the surrounding cityscapes to create the best Japan. Mahindra plans to offer the driverless tractor technol- route between the two cities while identifying all pertinent ogy across its range of tractors from 20 hp to 100 hp (15 kW stakeholders in the region. After conducting the initial six- to 74.6 kW) over a period of time. The driverless tractor is equipped with several unique features: auto steer, a GPS-based technology that enables a tractor to travel in a straight line; auto-headland turn, enables the tractor to orient itself along adjacent rows for continuous operation without any steering input from the farmer; auto-implement lift, a feature in the tractor that automatically lifts the work tool from the ground at the end of a row and lowers the tool after the tractor has oriented itself for operation at the next row; and skip passing, a feature that enables the tractor to steer to the next row for con- HTT’s Hyperloop Transportation System would travel between tinuous operation without any intervention of the driver. the city centers of Vijaywada and Amaravati, potentially turning In addition, the driverless tractor is also equipped with some a trip of more than one hour into a six-minute ride. (image: unique safety features. Geofence lock prevents the tractor from Hyperloop Transportation Technologies)

MOBILITY ENGINEERING DECEMBER 2017 17 Industry NEWS month feasibility study, Phase 2 of the such as data analytics, Internet-of- project will construct and build HTT’s Things, avionics, aerospace design, first Hyperloop in India. manufacturing, testing and research to “Amaravati is a state-of-the-art city support Boeing products and systems being developed in Andhra Pradesh as more efficiently in India and around the its de facto capital,” APEDB’s Chief world. The center also includes labora- Executive Officer Krishna Kishore said. tories for research to support next-gen “In order to boost its image and emerge aerospace innovations. as the frontier city in future technology, “Boeing’s commitment to growth of Amaravati is looking forward to collabo- Escorts expands its global agricultural capability and capacity in the Indian aero- rating with Hyperloop Transportation products and solutions portfolio. space sector is commendable,” said (image: Escorts Ltd) Technologies. Hyperloop is a cut- Jayant Sinha, Minister-of-State for Civil ting-edge technological disruption in Aviation. “I congratulate the team on this the transportation industry.” Escorts Tractor Series (NETS) with higher brand-new addition to the Boeing India Discussing the added benefits of horsepower—70 to 90 hp (52.2 to 67.1 Engineering and Technology Center and establishing an ultra-high speed con- kW)—compact tractors in the 22 to 30 hp am proud that Boeing is leveraging India’s nection between the cities, Kishore (16.4 to 22.3 kW) range, crossover trac- engineering talent and its expertise for added, “Like most of the world-chang- tors for both paddy and haulage applica- some of the most advanced aerospace ing technological advancements, HTT tions, tractors with cabin options for products in the world, and developing aims at collaborating with Government driving comfort, along with Tier 4 emis- complex solutions for the world.” of Andhra Pradesh to foster research sion norms, compliant CRDi engines that and development, in order to bring will cater to customer demands from the affordable and low-cost technologies United States, Europe, Latin America, for the masses. This will eventually lead Africa and ASEAN countries apart from to improved standards of living in the new-generation farmers in India. region. The EDB along with Government “Escorts is on a transformational jour- of Andhra Pradesh will assist Hyperloop ney of developing products for global Transportation Technologies Inc. with all markets and offers products of quality regulatory requirements to develop and with specifications that would be compet- implement Hyperloop.” itive and attractive to buyers,” said Rajan The State of Andhra Pradesh is the Nanda, Chairman, Escorts Ltd, in a release In September, Minister of State for Civil seventh largest in India with a popula- statement. “Today’s product showcase is Aviation Jayant Sinha inaugurated the tion of more than 50 million people. a preview of the technical and qualitative additional new facility at the Boeing Connecting these emerging develop- development keeping the dynamics and India Engineering and Technology Center ment regions with ultra-high speed demand of today’s progressive farmers. (BIETC) in Bengaluru. (image: Boeing) transportation will establish this region We are spreading our operations to reach as a leader in technological innovation countries globally and will develop prod- The expansion comes soon after and sustainable development. ucts mapped to the requirements of the Boeing opened its engineering center ear- customers and market.” lier this year, demonstrating Boeing’s commitment to building what the company Escorts Ltd unveils calls an “innovative, and world-class, com- India’s first electric Boeing opens new petitive aerospace ecosystem in India.” phase of aerospace Boeing recently announced a partner- tractor concept and ship with Ministry of Civil Aviation and Air engineering facility India Engineering Services Ltd. (AIESL) to global tractor series develop an Aircraft Maintenance Escorts Ltd launched what the company in Bengaluru Engineers Accelerated Apprenticeship claims is India’s first electric and hydro- Boeing expands its engineering capabil- Program. The key objective of the pro- static concept tractor and expanded its ities in India with a new facility at the gram is to improve the employability of global portfolio of Tier 4 emission-com- Boeing India Engineering and AMEs through training and hands-on pliant tractors for the export and do- Technology Center (BIETC) in experience with actual aircraft. mestic market in 22 to 90 hp (16.4 to Bengaluru, nearly doubling its existing Boeing is also actively involved in 67.1 kW) range under flagship brands facility. The number of engineers also developing skills across the aviation Farmtrac and Powertrac, available will double by the end of 2017, accord- sector by partnering with leading Indian through 43 international distributors. ing to Boeing. vocational training institutes, industrial The engineering conglomerate’s The additional facility will enable training institutes and Indian partners to expansion includes the flagship New Boeing to focus on technology areas train workers for the aerospace industry.

18 DECEMBER 2017 MOBILITY ENGINEERING TECHNOLOGY Report

COMMERCIAL-VEHICLE POWERTRAIN Kubota goes ‘big’ with first-ever 200-hp diesel engine Known for its compact diesel engines below 100 hp (75 kW), Kubota unveils its first diesel engine above that thresh- old, the 5-L V5009 with an output of 210 hp (157 kW) at 2200 rpm. The new 4-cylinder engine will be Tier 4 Final and EU Stage V ready when mass production begins in 2020. With its new 09 Series of diesel engines, Kubota ultimately will expand its offerings from 100 to 200 hp. Engineers expect to have all engineering and supply work for the new V5009, the first engine in the 09 Series, completed ahead of the upcoming Stage V emissions standards, which take effect in 2019 or 2020 depending on engine output. Aftertreatment devices include a diesel particulate filter (DPF) and selective catalytic reduction (SCR). “The uniqueness of this engine is we are bringing out 210 hp from only five liters and four cylinders,” Ko Shiozaki, product manager in Engine Global Marketing at Kubota Corp., told Mobility Engineering. “If you look around, there are a couple engine manufacturers providing 210 [hp] out of six cylinders, or maybe higher displacement, but we have made it very compact.” The engine is small enough to be easily installed in customers’ current The first offering in Kubota’s new 09 Series range is the 5-L, 210-hp V5009 diesel engine machines, he said. “Our customers have which will be Tier 4 Final and EU Stage V ready when mass production begins in 2020. (image: Kubota) some machines that require higher output and have been asking to get more output. So we’ve been working to make Shiozaki noted two keys to achieving the engineers can talk with the foundry the higher horsepower with the existing high output and low fuel consumption [folks] and come up with a new design.” [platform], but going above 150 or 170 with the V5009: securing the intake air- A 4.3-L diesel engine variant will also hp, we’ve got to work on something flow through high-pressure turbocharg- be available in 2020 as part of the 09 completely new,” he explained. Thus, ing, and achieving high in-cylinder Series. It will use the same platform and the 09-Series engine platform, with pressure through combustion matching. footprint, with an output in the range of newly designed engine block, crankcase “To have the higher output, we have 120 to 130 kW (160 to 174 hp), according and cylinder heads for the 5-L. very high combustion in the cylinders to Shiozaki. The engine design team opted for a which generates a lot of heat, so we “It’s exciting. This is a really big sur- ladder frame structure to ensure dura- need to make it as cool as possible oth- prise for the customers because they bility and maintain strong rigidity. A erwise we will lose efficiency or we’ll never thought of Kubota as bringing out variety of power take-off (PTO) options lose robustness,” he said. 200-hp engines,” he said. have been added for different accesso- For enhanced cooling performance, Applications for the V5009 diesel ries such as hydraulic pumps for ease of engineers made considerable improve- include construction equipment and use. In addition, the engine is equipped ments to the water cooling channel. material handling like telehandlers and with hydraulic lash adjusters and an “Fortunately, we have a foundry com- forklifts, which require low speed high automatic belt tensioner to improve pany within Kubota,” Shiozaki said. torque. maintainability. “Having the same Kubota terminologies, Ryan Gehm

MOBILITY ENGINEERING DECEMBER 2017 19 TECHNOLOGY Report

AUTOMOTIVE CHASSIS Tenneco readies new semi-active digital suspension for 2020 simplified “gateway” module that provides cybersecurity and communication with the vehicle’s existing controller area network (CAN) bus.

No added sensors DriV is “unique in the market,” claimed Tenneco Vice President and Chief Technology Officer Ben Patel in a June release. He said the damper’s simplified design and ability to quickly adapt to road surfaces and conditions “make it an excellent option for manufacturers looking for an easy-to-integrate solution for improved ride performance in any vehicle segment, at an affordable cost.” As Mobility Engineering experienced in a series of low-speed test drives of Chevrolet Silverados over and through strategically placed surface events and chicanes at Waterford Hills Raceway near Pontiac, MI, the DRiV dampers improved both ride and handling while significantly reducing shake, bounce and brake dive. There was no question that the DRiV-equipped truck, both unloaded and with 400 lb (181 kg) of ballast behind its rear axle, was dramatically better in feel and performance than the near-identically equipped stock truck. Inside Tenneco’s DRiV damper showing the modular design. The unit offers eight Daniel Keil, Chief Engineer of discreet damping settings with or without a driver interface and includes a simplified Tenneco’s OE Business, Vehicle “gateway” module. (image: Tenneco) Dynamics and Product Engineering, explained that the DRiV system doesn’t One enduring challenge of engineering wheel and body motions provided by require sensors added to the vehicle commercial pickup trucks is how to sensors on the vehicle. The costlier body or chassis. “The PCBA, the make the vehicles ride and handle com- CVSA2 system uses two electro-hydrau- printed circuit board inside the fortably when unloaded without dimin- lic valves to independently control both damper, has sensors, accelerometers ishing their crucial hauling and towing compression and rebound for a larger and all the electronics intelligence inte- capabilities. Since 2002, chassis-tech- tuning range and higher levels of com- grated into it,” he said, “and we use nology supplier Tenneco has offered fort and control. data from sensors already on the vehi- continuously variable semi-active sus- But the simpler DRiV digital suspen- cle. We also get steering, braking, tow/ pension (CVSA) systems to address this sion technology now under develop- haul and off-road mode CAN message need, but it soon will launch a simpler, ment for a 2020 launch has an data from the vehicle.” less expensive semi-active damping sys- integrated modular design with sensors Regarding vehicle integration, OEMs tem called DRiV (Digital Ride Valve). It and software controls nestled inside the will have to integrate communications is aimed initially at pickups and truck- damper itself. With no external valve or to the gateway [the interface between based SUVs. electronic control unit, Tenneco says Tenneco’s and the OEM’s system] and Tenneco’s CVSAe systems use an DRiV is easy to integrate into the vehi- harnesses to the DRiV system will have external electronic valve to adjust cle’s existing suspension with little to be completed. Then, “the calibration damper compression in real time to re-engineering of mechanical or electri- will be a joint effort between us and road inputs and the vehicle’s body reac- cal systems. It offers eight discreet them,” Keil said. “It fits in the same tions to them. Their infinite damping damping settings with or without a space where a normal shock does, so curves (within minimum/maximum lim- driver interface (it can be driver acti- the rest of the suspension does not its) are created by a computer algo- vated through an infotainment screen have to be touched.” rithm that drives the valve’s reactions to or drive mode selector) and uses a Gary Witzenburg

20 DECEMBER 2017 MOBILITY ENGINEERING TECHNOLOGY Report

COMMERCIAL-VEHICLE SIMULATION Model maturity assessment and certification—a vision In the past couple of decades, the performance, reliability, and safety assess- OEM ments performed using predictive capability for electromechanical systems Requirements have been on the rise. Such capability (a) (b) Doc has a tremendous impact during the Design Proposal product development cycle to shorten development times and reduce down- Supplier’s stream design changes. However, no M&S Team Supplier standard exists in the truck and off-highway engineering design industry for representing the degree to which Figure 1: Use of M&S result in an OEM’s design decision process (image: JLG). a model (i.e., complex predictive and simulation models, such as those from Simulink, FE, CFD, etc.) has been vali- dated. Such a standard can enable engi- Scenario I Scenario II Scenario III neers and managers with a tool to as- Model Validation sess the maturity of predictive capabili- Domain ty itself. This article presents three im- Model Application X2 Domain X2 X2 portant factors providing a basis for why such a standard is required, how it can benefit the industry in the future, what is available in other industries, and what is required for developing a standard applicable for this industry. X1 X1 X1 Why a standard is required Decision Risk Level based on M&S Results First, with an increase in adoption of Low Medium High predictive capability approaches in product design and development, there Figure 2. Different level of validation and application domain of a model and their is a parallel increase, perhaps non-lin- associated decision risk level (image: JLG). early, in the number of modeling and simulation (M&S) software that helps to supplier’s M&S data to support design product development effort. The ideal achieve a design firm’s predictive capa- decisions during product development scenario would be Scenario I (ref Figure bility goal. Although it’s good to have a presents risk, specifically in an extended 2), but how a buyer can ensure whether wide range of software products avail- enterprise business format. Figure 1 a Scenario II or I is satisfied is not yet able in the market for making a choice— illustrates how a buyer (typically an formalized. whether or not to purchase a new one OEM) has to rely on M&S results to The third factor involves a model-re- or to transit from one to another—it in- choose an advanced tire design for a use scenario wherein an engineer relies volves a degree of risk from the buyer’s set of design requirements. on a previously built predictive model standpoint. The risk is to estimate which As suppliers commit to their design for evaluating engineering changes software is more reliable in terms of the based on their M&S results, buyers also (Figure 3, for example). An engineer fundamental elements that contribute commit and absorb the associated risk. reusing the model for a change evalua- to M&S: (i) Physics modeling fidelity; (ii) The downside is buyers are unaware if tion and the engineer developing the code verification; (iii) solution verifica- the model validation conforms to their model, in some instances, are different tion; and (iv) model validation and un- application domain. For instance, using for a multitude of reasons. However, the certainty quantification. an on-highway tire structural model to model created stays within a design Software manufacturers diligently predict tire performance for an off-high- firm’s database, and reusing it is the work to address these factors during way application is a potential source of best course of action. the development cycle. However, there risk (see Scenario III in Figure 2) The challenge at this point is to bear is a “confidence building” phase in because the modeling parameters (e.g., the risk of the model outcome with little which the software seller works with the road to tire contact model) may not be knowledge about the extent of model buyer to demonstrate their software’s applicable to both domains (on-high- validation. He/she has to spend time in performance capability, which can be way and off-highway). Mismatch learning about the model and develop a time-consuming, costly and limits between a model’s validation and buy- self-assessment on the extent of model resources’ availability for both parties. er’s application domain may manifest as validation. How long one spends on the Second, the increased reliance on the a product failure after 24-36 months of self-assessment activity depends on the

MOBILITY ENGINEERING DECEMBER 2017 21 TECHNOLOGY Report

Figure 3. A vehicle model showing engine compartment (left) and air circulation plot (right) from the simulation (image: JLG).

model complexity and his or her experi- is a metric to represent the degree of solution verification; (v) model valida- ence. In a large-scale design project, model validation, the problems tion; and (vi) uncertainty quantification these delays are unaffordable. In addi- described earlier may be better and sensitivity analysis. tion, using an uncalibrated model with addressed. Such a model validation Using a four-point ordinal scale, an assumption that it is previously vali- metric (MVM) does not exist in the PCMM assesses a model on these indi- dated and skipping the self-assessment industry yet. vidual elements to represent an overall activity could be detrimental in an engi- assessment. The result is a numerical neering change scenario. Thus, the time Roadmap for model assessment set where each value in that set corre- invested in this activity is a necessity, In order to reduce CTR constraints, sponds to one of the six elements’ not an option. there is a need to develop a set of assessment level. It provides a subjec- Thus, the question is how to evaluate guidelines to assess models. NASA, the tive qualitative assessment for users to the risk associated with a model in a U.S. Department of Defense, and help them evaluate the risk involved design and software change/selection Sandia National Labs have attempted (see Figure 4). The color scheme indi- scenario and reduce associated cost, to develop different model assessment cates how close the maturity level of a time and resource (CTR) constraints. schemes, and the recent advancement model relative to the requirement is: Risk reduction is possible with aware- in this effort is the predictive capability The larger the gap between the ness of known unknowns. For instance, maturity model (PCMM). It evaluates required maturity level as against the is the model correlation within 10%? Is key elements in a prediction or simula- assessed level, the higher the risk asso- the application and validation domain tion model: (i) Representation and geo- ciated with the model. comparable? Such questions may help metric fidelity; (ii) physics and material Is it adequate to adapt the PCMM in finding out answers; however, if there model fidelity; (iii) code verification; (iv) approach in the off-highway and truck industry? No. It may be a good starting MATURITY point but its applicability in this industry is not yet explored enough to draw a Maturity Maturity Maturity Maturity generalization. Thus, a collaborative ELEMENT Level 0 Level 1 Level 2 Level 3 effort is required to develop a standard Representation for model assessment along with a pro- and Geometric Assessed Required cess for self-certifying models. Fidelity Taking it one step further, an inde- Physics and Assessed pendent model certification agency Material Model Required Fidelity (MCA) would be ideal to eliminate concerns of subjectivity on a self-certified Code Assessed assessment metric. Yes, an MCA is a Verification Required futuristic vision, but discussions need to be initiated regarding potential benefits Solution Assessed Required Verification for the industry by developing a model validation metric in different forums and Model Assessed Required Validation conferences. Figure 4: Uncertainty An example of a Dr. Prabhu Shankar, Ph.D., Sr. Principal Quantification Assessed Required model assessment Engineer - Powertrain, JLG Industries Inc., an and Sensitivity chart (image: Sandia Oshkosh Corporation company, wrote this Analysis Report 2007-5948). article for Mobility Engineering.

22 DECEMBER 2017 MOBILITY ENGINEERING TECHNOLOGY Report

AUTOMOTIVE PROPULSION New 90-degree turbo V6 leads Audi’s hybridization blitz Audi’s all-new 3.0-L turbocharged gaso- The new TFSI (direct-injected and line V6, rated at 354 hp and 369 lb·ft turbocharged) engine family, which (264 kW and 500 N·m, respectively) de- includes a high-performance 2.9-L vari- buted recently in the 2018 SQ5 cross- ant rated at 450 hp (335 kW) and 442 over. The V6 is the first engine produced lb·ft (600 N·m) includes centrally-lo- under a new powertrain strategy that cated injectors, which Audi engineers sees Audi lead development on V6 en- claim are vital in the operation of the gines, handing responsibility for gas V8s B-cycle combustion process that also is to Porsche. Audi retains control of the used on VW’s EA888 gasoline 4-cylin- 3.0-L and 4.0-L TDI diesel engines. der unit. The company bills B-cycle as a Development of vee engines and fuel further development of the Miller cycle. cells is concentrated at Audi’s Neckarsulm In the B-cycle process, the intake R&D site with 2,500 engineers led by the valves close well before the piston recently appointed Dr. Franz Bäumel. reaches BDC. This unusually short open- Speaking to Mobility Engineering at the ing time keeps the fresh-gas flow com- SQ5 media launch, Bäumel predicted that paratively small, artificially creating a by 2025, one-third of Audi’s fleet would be smaller displacement. When the piston electrically powered, the balance by ICEs. moves back up after reaching BDC, the Beyond that date, the ICE would continue compression phase starts later than in a The all-new EA839’s bore and stroke to be developed as it is “the best compro- conventional engine. This allows a high measure 84.5 x 89 mm. The deep-skirted mise for power and efficiency,” in addition geometric compression ratio of 11.2:1— cylinder block uses steel liners and employs to hydrogen and gas-powered vehicles. with combustion occurring in a rela- a balance shaft. The turbocharged is packaged within the vee (image: Audi). tively small combustion chamber. ‘Strategic cooling’ Compared with the compression Designated EA839, the new, long-stroke phase, the expansion phase has been Hybrids across the range V6’s bore and stroke measure 84.5 x 89 extended and the longer expansion of Powertrain engineer Andreas Fröhlich mm. The deep-skirted cylinder block uses the gas increases efficiency. was keen to emphasize that the V6 steel liners. Unusually for a contemporary The twin-scroll turbocharger lies within starts Audi’s mild-hybrid program when V6, its cylinder banks feature a 90° vee; a the vee with the exhaust branches from it launches for the 2018 A8. It uses an factor in this design is to package the tur- both banks running separately until merg- integrated belt-driven starter to aug- bocharger within the vee. To offset the sec- ing directly ahead of the turbine wheel. ment the standard starter, allowing the ond-order vibration inherent in this layout, This configuration contributes to engine to be switched off and discon- a balance shaft is located within the vee. improved throttle response and the wide nected from the transmission for up to Newly developed rings for the aluminum peak torque band from 1370 to 4500 rpm, 45 s ‘coasting’ at speeds between 18 pistons help reduce friction. In fully-dressed according to Audi engineers. Peak power mph (30 kph) and 100 mph (160 kph). form, the engine weighs 379 lb (172 kg). is developed from 5400 to 6400 rpm. Audi engineers claim 0.7 L/100 km consumption savings on the current NEDC cycle. A lithium-ion battery in the 48-V loop restarts the engine within 300 ms. The fuel saving for the mild-hybrid version is 0.2 US gal/62.1 mi on the NEDC cycle. The automatic coasting function is controlled via the forward-facing camera and the radar system. However, if the camera is obscured by rain, for example, the system won’t operate. Fröhlich explained that Audi is the “center of excellence” for the technology within VAG and that there will be a rapid roll-out of this mild hybridization across the model range. All Audis will feature the technology before the end of this decade and it will be used on Quattro driveline in the both gasoline and diesel engines mated 2018 SQ5 is in the vanguard to either direct-shift gearboxes (DSG) or of Audi’s hybridization play torque-converter automatics. (image: Audi). Ian Adcock

MOBILITY ENGINEERING DECEMBER 2017 23 TECHNOLOGY Report

AUTOMOTIVE SOFTWARE GKN using modular control algorithms for added systems integration

GKN developed a new range of controllers to manage its advanced electrified drivetrains such as used in the BMW i8 with 2-speed e-transmission (image: GKN).

At its Lohmar, Germany, R&D facility, GM vehicles, a vehicle dynamics control- GKN Driveline is creating modular con- ler manages the on-demand AWD, limit- trol algorithms for new applications in- ed-slip and torque vectoring strategies cluding integration of drivetrain software (including the over-speed offset which, into a vehicle’s overall control system. in the Focus RS, is exploited further Control software for an AWD or elec- with Drift mode), and the integration tric driveline system demands more with the vehicle’s ABS and ESC systems. than a megabyte of code in multiple The system is operated by an actua- layers, while the sheer volume of soft- tor controller and a vehicle dynamics ware code per vehicle has increased controller. The actuator controller man- dramatically. One 2019-model SUV ages the twin-clutch actuation to using GKN technology will feature 10 achieve very fast response rates. It also times as much software code as its 2014 monitors and adapts to clutch tempera- predecessor, according to Michael ture, compensates for clutch wear, man- Schomisch, the Software and GKN Twinster AWD system, as fitted to ages the wide clutch opening (to reduce the Opel Insignia (image: GKN). Electronics Manager at Lohmar. drag torque) and delivers a self-diag- He noted that with rapidly increasing nostic capability. technical complexity of vehicle systems contains various layers of software. comes “the increasingly challenging These include the basic operating sys- New controllers for electric drives task of synchronizing the various system, connectivity applications, and the Even more complex software is used to tems to work together.” To do this, drivers for electronic actuators.” control GKN’s eDrive. A completely new GKN’s “unique” modular algorithm A general-application software layer range of controllers was developed to approach brings together multi-disci- provides the interface between the manage advanced electrified drivetrains, plinary teams from its Lohmar, Auburn driveline’s functions and other electric including the system in BMW’s i8, which Hills (USA) and Shanghai facilities. systems in the vehicle. These different has a 2-speed electronic transmission. The company’s specialist teams layers of software interact but have For this system, software within the model the system’s physics and graphi- “distinct areas of responsibility,” he said. driveline plays a vital role in managing cally create control algorithms to the frequency levels emitted from the embed into a microprocessor. After sim- Providing control on multiple levels components; it would be unacceptable ulation and rapid prototyping facilities Driveline energy losses have been re- for vehicle occupants to be disturbed provide early validation, GKN under- duced by around 25% on recent pro- by a high-pitch whine resonating from takes rig tests and vehicle integration grams, Schomisch said, and now ac- the electric driveline through the vehi- activities on OEM development pro- count for only 10% of the total energy cle structure. grams at its winter test sites. Software losses associated with transferring Equally crucial: the software devel- development and integration teams are torque from the motor to the wheels. oped to manage the driveline can com- fully incorporated into the vehicle engi- Much of this progress has been municate with other vehicle systems, so neering teams throughout this process. achieved through more precise control that data can be analyzed and acted on This is crucial because for many pro- of the driveline subsystems. as part of the control strategies. It also grams GKN is “entirely responsible for For example, in GKN’s Twinster twin- has to securely accept over-the-air the software development and integra- clutch rear drive module that is fitted to (OTA) updates. tion,” Schomisch said. “Each controller the current Ford Focus RS and various Stuart Birch

24 DECEMBER 2017 MOBILITY ENGINEERING TECHNOLOGY Report

AUTOMOTIVE CHASSIS Audi has trick active suspension for new A8 Audi recently unveiled its all-new A8 flagship, which now features a fully-active electromechanical suspension design. A front-facing camera detects road irregu- larities and signals a predictive adjustment of the active suspension to suit the road conditions. Each wheel is fitted with an electric motor powered by the A8’s 48-V main electrical system. Additional components include gears, a rotary tube together with internal titanium torsion bar and a lever which exerts up to 1100 N·m (811 lb·ft) on the suspension via a coupling rod. In an exclusive interview, contributor The new A8 has a 48V electrical system, active suspension and what is claimed to be production-model world-first SAE Level 3 autonomous-driving capability (image: Audi). Ian Adcock interviewed Thomas Muller, Audi’s head of suspension development on the A8 active suspension. lane changing, for example, reducing It’s difficult to quantify, but that’s two- pitch and roll. to-three times more efficient than What are the benefits that customers hydraulic systems with a higher gradi- will experience with this new suspen- How is the active suspension controlled? ent and bandwidth as well. sion technology? We use a Mobileye mono camera from the With the introduction of 48V it has en- driver-assistance system that generates How is it set up? abled us to introduce new technologies the vertical information from the road with There are 2-kW electric motors at each like the e-Booster and, now, electro-me- a resolution of 1.2 to 6 in (3 to 16 cm), sig- corner, connected by belt to an Ovalo chanical active suspension with no hy- naling to the chassis controller to raise or Strain Wave Gear, that delivers a very draulics integrated into the system that lower the suspension accordingly when high transmission ratio of 1:80 transmit- complements the air-suspension— countering upcoming imperfections such ted through a torsion shaft and bar to a which gives the freedom to raise and as (speedbumps) or potholes. link into the steering knuckle. It’s differ- lower each wheel independently. Once you get into higher G-forces ent at the rear because it couldn’t go It’s about improving comfort and under cornering, body roll is halved; oth- through the Cardan shaft connected to dynamics and safety. We centralize the erwise it feels very artificial. It is also the differential. Additionally there are chassis ‘brain’ into one module; the signal linked into pre-sense side sensors for side 48-V power ECUs front and back net- computing and calculations for the air sus- impacts, instantly raising the body height worked to the central chassis controller. pension, damper control, quattro sport so the sill takes the collision and not the Information is generated every five rear differential and Audi active integrated door, reducing the impact by up to 50%. milliseconds to create a picture of what steering system are all fed into one control is happening and what needs to be module, which is essential if you want to How fast is the system’s reaction time done in controlling the chassis dynamic have a smooth interaction with the car. and what sort of energy and forces are actuators. Data from the road surface, The Audi active steering is very inno- involved? restricted to 16–65 ft (5-20 m) ahead of vative, integrating the steering rack, the The forces that we have at wheel level the car, is read by the forward-facing dynamic steering column and the rear- are 3.7 kN (832 lbf) front and 3.3 kN ADAS camera and analyzed by the axle steering into one system. Together (742 lbf) rear. But the really important chassis controller ECU to preset the sus- with the active suspension we believe figures is that we have a gradient at pension ahead of encountering dam- this will deliver a lot of driving pleasure. each wheel of 16 kN (3597 lbf) per sec- aged road surfaces—although it works ond. This is a huge force we can apply very well without the camera. The dynamic all-wheel steering system at each wheel and, combined with the is a new development as well? bandwidth of 0 to 6 Hz, means the What are the prospects of this technol- Yes. It reduces the A8’s 38-ft (11.6 m) damper is being altered every 15 ms. ogy appearing in other Audi products? turning circle to less than that of an A4’s It’s also an efficient system. Its Currently we’re only talking about the 37.4 ft (11.4 m), making it easy to maneu- default setting is on the air suspension new A8. But I think that active suspen- ver in tight urban confines (the fullsize when no energy is consumed; force is sion will have a bright future, especially A8 is 18 in longer than the A4). We only generated when active movement the combination of manual and what you achieve that by turning the rear steering is required. Studies show that in a city might call ‘piloted’ driving. Providing a by 5°, which is twice that of any rival. environment it consumes 40-60 W, on car that eliminates lateral and longitudi- Combine that with the active suspension highways it is even less, 10-20 W, rising nal forces so you can work or relax, like a and you have a car that is both very to 250 W on rough roads. And even lap- high-speed train, is a huge benefit. comfortable and maneuverable during ping the Nürburgring it’s only 400 W. Ian Adcock

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COMMERCIAL-VEHICLE CHASSIS Daimler launches intelligent truck axle with active oil regulation Daimler has announced the first intelli- the amount of fluid in the bowl that ensure correct assembly. gent truck axle for its European encapsulates the ring gear. This intelli- “The new truck axle with active oil Mercedes-Benz Actros trucks. The axle gent oil management minimizes the regulation is the first axle of this type contains New Final Drive (NFD) technol- swirl of the fluid in the final drive, which and offers our customers a clear com- ogy that actively controls oil regulation results in a smoother mating surface petitive edge thanks to reduced fuel inside the unit, which boosts fuel econo- and reduces friction loss from the gears consumption,” said Ludwig Pauss, site my by up to 0.5%. The new axle will be turning in the oil bath. The NFD axle is manager of the Mercedes Benz plant in assembled at a brand-new assembly line the first implementation of this active Kassel. “We also benefit from this at the in Kassel, Germany, and in Detroit, MI. oil regulation in a final drive unit. Mercedes-Benz plant in Kassel. Cutting- “The second generation of the All parts are new for the axles, edge product technologies and exten- Integrated Powertrain from Daimler according to a Mercedes-Benz Trucks sive investments in production facilities Trucks—consisting of engine, transmission spokesperson. “Besides the needs- ensure that the site will remain profit- and axle—has already resulted in fuel sav- based variable oil supply, the other able and competitive in the future.” ings of up to 6% for the Mercedes-Benz important changes are the laser welded The NFD assembly line in Detroit, Actros and ensures the lowest possible ring gear (no bolt heads stirring up oil which celebrated start of production in total cost of ownership (TCO),” said Dr. anymore), new gear teeth geometry for December 2016, has received similar Frank Reintjes, head of Global Powertrain reduced friction and FE-optimized pin- state-of-the-art technology and high and Manufacturing Engineering Trucks. ion bearings,” the spokesperson told levels of automation to first efficiently “The world’s first intelligent truck axles Mobility Engineering. laser weld the differential and then even enable us to reduce fuel consump- Not only is this a new technology, assemble the front and rear tandem tion by a further 0.5%.” but the axle is being assembled in a axles for all configurations and ratios. Reduced fuel consumption to brand-new assembly line in Kassel. Daimler is taking a holistic improve- increase TCO was the goal of the new Daimler invested 30 million Euros in ment approach to their Integrated Integrated Powertrain in the Actros the assembly line at the production Powertrain for the Actros trucks. While trucks. Improvements to the OM 470 facility, which is Europe’s largest com- the engine and transmission have tradi- and OM 471 engines paired with an opti- mercial vehicle axle plant. The invest- tionally received the majority of research mized twelve-speed transmission with ment provides the latest production and development investment, the intelli- improved Predictive Powertrain Control technologies and higher levels of auto- gent axle proves there are additional (PPC) shift strategy help produce the mation. New laser technology provides efficiencies to be gained in other drive- 6% improvement. welding capabilities of the ring gear train components. The NFD and assem- The quantity of oil in the NFD axle is rather than traditional bolting require- bly line improvements vaunt Daimler’s supplied depending on the speed, ments. Employees at the plant are commitment to reduced consumption torque and temperature demands. A trained using smart glasses with and TCO for trucking customers. throttle valve inside the axle controls recorded video and images provided to Matthew Borst

Daimler’s new intelligent truck axle is the first implementation of active oil regulation in a final drive unit (image: Daimler).

26 DECEMBER 2017 MOBILITY ENGINEERING TECHNOLOGY Report

AUTOMOTIVE PROPULSION Positioning for hybrid growth

‘P’ is for preparedness: Driveline architecture positions P0 through P4 for electrified-propulsion technologies now under development and/or slated for production by BorgWarner (image: BorgWarner).

Five years ago, few predicted the high adopt 48V because it has such interest- manuals [see sidebar, pg. 28]. It also level of technology fragmentation in ing economics,” Barlage asserted. The presents a very nice combination for powertrains, drivelines and fuels that technology is often described as deliv- plug-in hybrids. A P2 with PHEV capabil- exists in 2017. Nearly everyone now ering about 70% of the performance of ity actually delivers better overall effi- agrees, however, that hybridization of all a conventional (powersplit-type) dedi- ciency in pure electric mode than a types is essential to meeting the latest cated hybrid for roughly 30% of the powersplit type. If you want to go on the European, North American and Asian cost. BorgWarner engineers also con- autobahn, or want to electrify a truck, emissions regulations—and to connect sidered system architecture and pack- you want a P2-type hybrid.” to the long-term full-electric future. aging in developing a broad new Whenever that comes. portfolio of 48V and higher-voltage On- and off-axis “We see it as a ‘spectrum of electrifi- hybrid-power modules aimed at P2 “P-zero BAS systems were the starting cation’ from stop-start systems all the (drivetrain position 2) applications. point of our development with the same way to pure EV—and everything’s in In the so-called P2 location, the elec- 48V motor module used in the other play,” observed John Barlage, Director tric motor is located between the com- positions,” explained Joel Maguire, of Product Strategy, of BorgWarner bustion engine and transmission (see BorgWarner’s Director of Electrification. PowerDrive Systems. Like other Tier 1 diagram). The other industry-recog- The engineering strategy “has econo- powertrain systems planners, he sees nized hybrid positions include (starting mies of scale by applying a common “very large volumes” of 48V hybrid from the front of the vehicle) P0 electric machine across the locations.” applications coming in the next (2019- (belt-alternator-starter, or BAS); P1 The product-development team 2021) production cycle. (such as Honda’s IMA in the flywheel designed what Maguire calls “a nice, Already arriving in Europe from Audi position); P3 has the motor on the compact motor-generator ‘form factor’ and other German OEMs, the 48V sys- transmission output shaft ahead of the based on a broad set of OEM vehi- tems provide greater onboard electrical final drive; and P4 describes electric cle-packaging requirements,” optimiz- capacity for CO2-reducing features such rear-axle drives, often called “through- ing use of the e-motor’s magnetic as engine e-boosting and for ADAS the-road” AWD hybrids. The latter also material for P2, P3 or P4 applications, (advanced driver-assistance systems) offers torque-vectoring functionality. depending on what the OEM needs. sensor suites, which including their “P2 offers a lot of very interesting “Some [competitors’] powersplit and actuators can gobble up to 5 kW, driveline opportunities,” Barlage even P2 architectures have had to com- experts say. observed, “including paired with dual- promise because their hardware wasn’t “We’re going to see North America clutch (DCT) and even automated-clutch so ‘comfortable’ in terms of its flexibility

MOBILITY ENGINEERING DECEMBER 2017 27 TECHNOLOGY Report with the existing vehicle package,” he crankshaft and torsional damper) and told Mobility Engineering. off-axis fitments. The latter, mounted BorgWarner’s P2 module features an piggyback on the transaxle case, is a axial length of 6.57 in (167 mm). Rated chain-driven solution designed for the peak torque is greater than 330 N·m tight packaging needs of smaller trans- (243 lb·ft). Peak power is greater than verse-engine/front drive vehicles. 80 kW (107 hp), according to the com- “The key savings [for the off-axis pany. It is engineered for both on-axis design] is the space from wheel-to- (meaning located on the same axis as wheel; it avoids potential tear-up, with the transmission input shaft, engine zero length in axial growth,” Maguire

Can manual transmissions live in the ADAS era? BorgWarner says yes, hopefully Electrification was supposed to spell death OEM interested in the application, currently for the manual transmission. The same has in advanced development. been said for a manual transmission’s pre- Integrating a manual transmission for sumed incompatibility with automated-driv- advanced driver-assistance systems, not a ing functions. But BorgWarner is in the final simple task, also is in the works. Wet- and stages of developing a new clutch-automa- dry-clutch versions are being evaluated. tion technology that allows electrification “One of the beauties of the automated Director of Electrification Joel Maguire with a manual transmission. clutch with ADAS is it can intervene in an says BorgWarner’s strategy is to “play in Known as the Active Manual Transmission emergency event; we’re in the process of all hybrid architectures” (image: Clutch, or AMTC, the clever technology employs trying to implement that,” reported Joel BorgWarner). an actuator and electronic controls to provide Maguire. “sailing” functionality for increased fuel econo- While the control algorithms and friction explained. “You eliminate the alternator my and lower emissions without giving up the material will be necessarily sophisticated to and can integrate the AC compressor on traditional manual-shift experience. enable sailing and automatic launches, the “We have demonstrator vehicles running system also needs to be “smart” and able to the same chain drive and can still run around in Europe with such a system,” noted interface with the autonomous emergency the compressor off the 48V when the Brad LaFaive, Vice President, Sales, braking system to open the clutch upon an engine is off.” Transmission Systems. Some applications emergency road event and allow the vehicle Both P2 modules include a discon- retain the clutch pedal and hydraulic opera- to be stopped safely out of harm’s way. nect clutch nested within the e-motor tion. “But we have controls that override that The same situation with a traditional man- and an integrated dual-mass flywheel, for ‘sailing’ and for stop-start maneuvers, or ual transmission would have resulted in a to avoid wearing out your left leg in heavy stalled vehicle and a delay in restarting the enabling integration with popular stop-and-go traffic,” he said. engine, Maguire noted.. transmissions: planetary step-type LaFaive added that BorgWarner has an L.B. automatics, DCTs, continuously variable (CVTs) and automated manuals. The BorgWarner engineers note The production another P2 advantage: reasonably AMTC unit employs straightforward use of the existing an actuator and engine and transmission. electronic controls “With P2 you’re dropping a module to provide “sailing” functionality in between the engine and trans. For without giving up sure, it’s not a perfectly ‘clean’ addi- the traditional tion,” Barlage said. “But compared with gearchange a dedicated hybrid transmission it’s still experience. It’s less expensive and requires a lot less also a key to modification. And it’s scalable.” integrating manual Engineered into a DCT, the P2 unit gearboxes with ADAS (image: becomes a triple-clutch arrangement—

BORGWARNER BorgWarner). or what BorgWarner calls “K-Zero” with the disconnect clutch connected to the e-motor and the K1 and K2 clutches handling the shifting between the two gear clusters. “Our strategy is to play in all architectures, from P-Zero to P4, so as we see OEM movement into any of the hybrid positions, we’ve got a system engineered for them all,” Maguire noted. Lindsay Brooke

28 DECEMBER 2017 MOBILITY ENGINEERING TECHNOLOGY Report

OFF-HIGHWAY ALTERNATIVE FUELS New Holland’s in a methane state of mind New Holland Agriculture is ramping up its focus on vehicles that burn alternative fuels, unveiling the prototype for a methane-powered tractor set for introduction in the 2020 time frame. The engine slashes operating costs, reduces emissions and cuts noise. A concept vehicle powered by methane or compressed natural gas (CNG) was the highlight of New Holland’s major presence at the recent Farm Progress Show in Decatur, IL. The six-cylinder, 180- hp (134-kW) methane-powered tractor should provide up to 30% running cost savings while maintaining the performance and durability of its diesel equiva- lent. It uses a gas multi-point system with stoichiometric combustion. Burning methane could mark a significant increase in sustainability for farmers who can use biodigesters to convert animal waste, food waste or crop residues into fuel. The concept is being employed in Europe to create fuel used in electric generators to power equipment by processing waste materi- New Holland’s prototype als. This sustainable model also reduces presages a methane-powered operating emissions. tractor set for introduction in “Methane engines emit 10% less CO the 2020 time frame (image: 2 New Holland). and reduce overall emissions by 80% over diesel,” said Sean Lennon, tractor line director at New Holland. “The total temperature resistant materials are de- ratio and knock detection, and our pro- benefits are very sustainable if ployed to provide greater reliability. A prietary software manages the stoichio- bio-methane is used.” turbocharger and water-cooling system metric combustion,” said Oscar were added, along with an electrical Baroncelli, product manager at FPT FPT prototype engine waste gate valve to further improve reli- Industrial, which designs and produces The prototype engine is significantly ability and performance. Electronic con- engines for Case IH and New Holland different than its diesel predecessors. A trols are also being redesigned. machines. “An advanced aftertreatment new cylinder head and manifolds were “An advanced engine control unit system complies with Stage V particu- designed for spark ignition, while high manages the stoichiometric lambda late number requirements. Multiple point injectors, lambda and knock detection sensors were also developed.” Using methane also simplifies the aftertreatment solution compared to diesel. It does not require any selective catalytic reduction (SCR) system, eliminating components such as the diesel exhaust fluid tank, pipes and dosing module. “Minimizing the overall packaging results in about 90% less volume compared to Tier 4B,” Baroncelli said. “It also requires one fluid only, natural gas, versus diesel systems that require fuel The concept tractor has 20% plus AdBlue/diesel exhaust fluid.” more glass than other vehicles, giving operators a better field The six-cylinder engine architecture of view (image: New Holland). was designed to minimize engine vibrations. Coupled with stoichiometric

MOBILITY ENGINEERING DECEMBER 2017 29 TECHNOLOGY Report combustion’s inherently low noise generation, it provides noticeable improvements for users concerned with sound levels. “Noise levels are 3 dBa lower than with diesel,” Lennon said. “That doesn’t sound like much, but it reduces drive-by noise by 50%. That’s important on roadways that are near houses, or when it’s used around farm animals.”

Fuel quality an issue Fuel quality is an issue that’s getting considerable attention during the development process. When farmers create their own methane using biodigesters that process plant waste and other materials, fuel quality can vary widely. That’s Fueling the tractor’s wrap-around tanks won’t be any more difficult than filling a diesel tank (image: New Holland). also true of commercially-produced gas. Electronic controls on the engine analyze fuel quality and adjust engine operations where CNG may be the primary fuel, Carlo Lambro, brand president at New to optimize performance. than in Europe. Europeans may be more Holland. “We’re also looking at propane, a “Methane can be very dirty, with a lot inclined to burn self-generated methane fossil fuel that has up to 80% less pollu- of variations. The variety of crops being than Americans, so Europeans may be tion than diesel. Our methane prototypes used changes methane’s properties,” willing to pay a bit more for the vehicles are in the final stages of development. said Bret Lieberman, vice president of since the payback time will be short. He They’ve been tested in all environments New Holland North America. “Our said no pricing plans have been set for and the results are very encouraging.” engine can manage major differences in either geographic region. Baroncelli noted that the engine and methane’s properties.” its concepts can easily be transferred to New Holland spokesmen noted that Propane’s part of the plan other vehicles once the design is fin- much of the methane work has been The development of a methane vehicle ished. While the prototype vehicle’s done in Europe, where methane digest- continues New Holland’s lengthy focus ability to run on methane is being ers are more widely used to power on alternative fuels. Working with its touted, it will also run on natural gas. farms. Lieberman noted that there is a sister company, FPT, the firm has been New Holland is also incorporating pro- growing number of digesters in the U.S., producing natural gas engines for years. pane into its strategies. That fuel is particularly in Vermont. “There are 30,000 FPT natural gas more popular in the U.S. than methane. Lennon noted that vehicle pricing engines out there, 22,000 trucks and “Propane is part of our plan,” may be different in North America, buses are powered by natural gas,” said Lambro said. “One-third of the farms in North America already have propane on the farm.” It’s not just the engine that’s been redesigned on the concept tractor. Fuel tanks made with composite materials were altered to fit smoothly into a design with wrap-around bodywork. “We designed the tank using composite layers, creating a tubular structure that’s easier to fit on the vehicle than a cylindrical tank,” Lennon said. “It’s just as easy to refuel as with diesel and it takes about the same amount of time.” Windows were designed to provide 360-degree visibility, with a 20% increase in the glazed area compared to a standard tractor. The panoramic design The FPT engine is offers an unobstructed view of the significantly different loader at all times. Connectivity is sup- from diesels, with specialized heads and ported by an integrated Precision Land proprietary electronic Management receiver that’s mounted on controls (image: FPT a floating glass domed roof. Industrial). Terry Costlow

30 DECEMBER 2017 MOBILITY ENGINEERING TECHNOLOGY Report

AUTOMOTIVE PROPULSION Developing high-energy-density batteries for EVs

Nissan’s development, novel chemistry solutions BladeGlider need to be considered, too. The com- electric sports pany has recently worked with lithi- car concept um-sulfur which, in theory, can deliver points to future specific energy density that is five times sporty EVs (image: Nissan). that of lithium-ion. However, Li-S is still in development “and in the real world it could be less,” Irish said. “We are not chemists but we do need to know about these developments to spot trends and to be able to develop our technologies and absorb them into our products,” he explained. “For us, just as for an OEM, there has to be a clear route to market.”

Battery size matters It’s been a long road for Nissan from its and Commercial Managing Director, Sometimes, that market is complicated 1947 Tama EV to its advanced prototype Stephen Irish, spoke recently with ME. by what Irish terms “extreme outli- ZEV BladeGlider sports car, but that He noted that while substantial ers”—users who care less about a bat- road still stretches to—and far beyond— improvements in cell chemistry have tery’s life and just want to max up-time the technology horizon, as it continues been made in recent years, “there is no and extract as much energy as possi- to refine electric propulsion solutions. magic solution regarding enhancing ble—and also charge it as quickly as The company claims world leader- energy density.” However, he sees possible. The other extreme concerns ship in ZEV technology following the potential for pack-level performance users who require optimal longevity for 2010 introduction of the Leaf EV, the improvements through the consortium the battery and its associated electron- first modern-era battery-electric pas- as well as the Battery Management ic systems, to achieve best possible senger car. The second generation Leaf Systems (BMS) developed by value over time. will make its premiere in September. Hyperdrive to ensure cell longevity and “Personally, I would argue for the As recently reported (http://articles. efficiency while accommodating smallest battery possible for a daily sae.org/14604/), Nissan Europe is lead- “opportunity charging.” commuting vehicle, saving weight and ing a U.K. consortium to research and Vital to battery development work is cost. Most people do not drive as far in develop future-generation batteries via understanding the duty cycles of specific a week or month as they think they do,” the High Energy Density Battery (HEDB) vehicle types as well as cost, said Irish: Irish said. “However, it is still the market project. Its aim is to deliver multifunc- “We ask ourselves where best value will barrier of increased range that end-us- tional battery systems for EVs and HEVs. be achieved—how, and how frequently, a ers want. It has to be overcome.” Nissan manufactures EV battery packs vehicle or machine is to be used, how it’s Typical EV battery life expectancy is at its Sunderland, U.K. plant. charged, where the energy comes from.” 5000 to 6000 cycles at consistent 80% The consortium will embrace pilot Making that energy go further concerns discharge rates, Irish noted. Taking it to projects, product diversification and vehicle weight and power electronics 100% discharge cuts its life by two- process improvement. A key member is and how they work. thirds, he said, adding that secondary Hyperdrive Innovation, whose founder While Hyperdrive’s focus is BMS re-use applications will help harvest maximum value from the cells. Following a broad range of engineer- Hyperdrive supplied ing experience, including development technology for the EV projects at Jaguar Land Rover and NSK record-breaking (2016 Steering Systems, Irish established quarter mile sprint in 9.86 seconds achieving Hyperdrive five years ago. Its partner- 121 mph (194.7 km/h)), ship with Nissan includes installation of road-legal Flux high performance systems incorporat- Capacitor, a converted ing Nissan cell technology into various 1970s electric Enfield EV and battery energy storage systems. 8000. Batteries Other consortium members are: originally came from a Warwick Manufacturing Group, Bell Super Cobra helicopter’s starter University of Warwick; Newcastle system (image: Jonny University; and Zero Carbon Futures. Smith). Stuart Birch

MOBILITY ENGINEERING DECEMBER 2017 31 TECHNOLOGY Report

AUTOMOTIVE PROPULSION Federal-Mogul’s cool solution for downsized engines

Federal-Mogul shows the effect of valve-seat insert temperatures with and without the new Thermal Interface Material (TIM) (image: Federal-Mogul).

At September’s 2017 IAA motor show in the need for fuel Frankfurt, Federal-Mogul Powertrain Federal-Mogul enrichment for valve seats and revealed advances aimed at cooling the cooling. guides (image: valves of downsized boosted engines Federal-Mogul). As the valve via enhanced heat transfer. For ex- guide is the main haust-valve head alloys, every 20°C re- heat path from the duction in temperature negates the valve stem to the need for an upgrade to the next, cylinder head, by more-expensive alloy specification. conducting more Gian Maria Olivetti, Chief Technology heat away from the Officer, explained at the company’s stem, the new valve Burscheid facility north-east of Cologne: guide material has “The extreme valve temperatures expe- been developed to rienced on today’s highly boosted reduce local tem- downsized engines can lead to reduced peratures below the valve fatigue life and critical valve-guide bution on the valve-seat insert and critical thresholds at which the valve and stem-seal temperatures, resulting in surrounding cylinder-head material. By stem seals and lubricating oil begin to the need for expensive valve steel doing so, local hot spots can be break down. alloys. If late ignition timing is used to avoided, so reducing wear reduction At Burscheid, tests involving “highly reduce knock and enrichment is pro- and temperature-related distortion. rated turbocharged gasoline engines” tecting components from critical tem- Olivetti detailed the advances using a combination of HTC and TIM peratures, CO2 emissions are increased.” made by Federal-Mogul, stating that technologies are stated by Federal- He said reducing the valve-head the seat insert is the primary heat Mogul to have reduced peak inlet valve temperatures helps to eliminate these path from the valve head into the cyl- head temperatures by between 26°C issues. The company has developed inder head cooling jacket: “By con- and 32°C. The improvement in exhaust new production-ready solutions for ducting more heat away from the valve head temperatures was even valve seats and guides, designed to valve head, the new seat materials greater; on a solid valve the peak was deliver improved thermal conductivity reduce the temperature in the hottest reduced by up to 70°C and on a hollow, suitable for series production. part of the combustion chamber and sodium-filled valve, by up to 67°C. They are HTC (High Thermal lower the gas temperature at the end The test results have been used to Conductivity) materials and a TIM of the compression stroke.” correlate predictions from the compa- (Thermal Interface Material) coating to This improves knock resistance ny’s advanced thermal simulation pro- reduce valve-head temperatures by up to and facilitates a wider range of igni- grams, allowing future applications to 70°C, allowing improved combustion and tion advance to enable optimization be accurately assessed and optimum lower emissions. The HTC materials also of combustion. A bonus is that the materials selected at the concept stage can contribute to obtaining a more con- materials also contribute to CO2 of a new engine’s creation. sistent circumferential temperature distri- emissions reduction by eliminating Stuart Birch

32 DECEMBER 2017 MOBILITY ENGINEERING TECHNOLOGY Report

COMMERCIAL-VEHICLE THERMAL MANAGEMENT Zircotec manages heat transfer in hotter exhaust systems Automotive engineers may have thought that after a century or more, the prob- Zircotec plasma coating of lems of handling heat in all parts of the exhaust component powertrain had been solved. But another (image: Zircotec). is emerging that particularly affects commercial vehicles (CVs) and off-highway equipment: keeping exhaust heat only where it is wanted. The new challenge affects exhaust systems and involves a combination of the auto industry’s decades-old con- flicting demands: efficiency, legislation, packaging and cost. Terry Graham, managing director of thermal management specialist Zircotec Group, warns that expected upcoming global emissions standards will require improvements to the engine, catalyst and DPF (diesel particulate filter), each of which is likely to help maintain exhaust-gas temperatures. add insulation around the affected increase exhaust gas temperature. This would also potentially have a signifi- areas, but conventional materials would But there is an added challenge, said cant impact on cold-start and the time typically need to be up to 70 mm thick Graham: “It’s a desire to keep heat in the taken for systems to warm up. It should to achieve the thermal-barrier perfor- exhaust to maintain turbocharger effi- also cut the operating temperature of mance required,” he said. “There just ciency and response. Zircotec believes the containment structure, reducing the isn’t the room for such a thickness in that internal temperatures in some cases thermal demands on the material and many applications without re-routing will rise from 500°C to levels in excess of allowing more economic choices. the exhaust line and introducing 700°C. In some instances, obtaining “Even the metal clamps holding the knock-on effects that would compro- higher performance from catalysts and exhaust system can be a major source mise other systems and overall packag- filters may require an increase in size, put- of heat loss. To overcome this, Zircotec ing, to say nothing of the cost involved.” ting pressure on overall packaging as hot is working with a supplier on ceramic On modern vehicles, heat manage- exhaust system components encroach on coatings options to reduce this effect,” ment is often carefully controlled to other systems that could potentially be revealed Graham. reduce warm-up times and ensure suffi- vulnerable to heat damage.” Safety legislation already limits cient heat is delivered to key systems. external temperatures. Apart from flam- But Graham estimates that the point Reducing heat transmission mability, the exhaust on a CV is more is approaching where there is only just So Zircotec is now looking at ways of exposed to pedestrians. The maximum enough high-grade heat in the exhaust reducing heat transmission throughout external temperature, currently as high gas to drive these systems, so a different the entire structure of the exhaust, in- as 480°C (896°F) on some components, approach is required: “For reasons of cluding the exhaust manifold, thus re- could be mandated down to just 70°C efficiency, one of our clients is aiming to ducing heat transfer from the hot ex- (158°F), believes Graham. maintain the exit gas temperature at the haust gas to the outer containment to “The traditional solution would be to tailpipe to no less than 87% of the temperature at which it leaves the engine. To achieve this we have to analyze the heat transmission through each individual component of the exhaust system.”

Aftertreatment considerations A further key focus for Zircotec is on thermal management of the aftertreatment systems to significantly improve clean-up efficiency. Graham said Zircotec’s technology can be used inside Quality control of and around the DPF and catalyst to in- Zircotec-coated crease the internal gas temperature and component ensure heat is delivered and focused (image: Zircotec). where it is needed, yet simultaneously

MOBILITY ENGINEERING DECEMBER 2017 33 TECHNOLOGY Report

AUTOMOTIVE ELECTRONICS Continental unveils new 3D display cluster

Terry Graham, managing director of Zircotec, says aspects of upcoming emissions standards are likely to result in an increase in exhaust gas temperature (image: Zircotec). reduce external heat transmission Continental’s new 3D display cluster aimed at 2019 production features a high-def 1920 x 720 pixel, 12.3-in screen and is suitable for displays measuring 15 in. (image: Continental). through improved thermal barrier performance. Together with one of its Tier 1 customers, the company is working on Continental is developing its innovative packs or head-up displays (HUDs). the insulation of a modular catalyst unit 3D instrument display cluster with the The unit on display featured a 3D bev- that would meet future requirements. aim of bringing it to production within eled edge with high-level information To reduce the packaging space the next 24-36 months. The display, pre- such as vehicle speed displayed in both required, Zircotec is investigating the viewed by Mobility Engineering at a re- digital and graph formats. Warnings such use of its ceramic ThermoHold-based cent technology meeting, features a as “Pedestrian Crossing” and “Slow heat shield material, both with and high-definition (1920 x 720 pixel) 12.3-in Down” are augmented by an animation without an integral conventional metal screen but is suitable for displays mea- that morphs into a road map, along with heat shield. By incorporating small inte- suring 15 in. simple digital speed readouts accompa- gral air gaps, solutions have been “The proliferation of displays in the nied by weather conditions if automated devised that can operate in different interior of the cabin allows for more driving mode is activated. environments and orientations to individuality, variety of shapes and With in-vehicle data almost certain improve thermal barrier performance. appearances” a Continental engineer to grow as autonomy develops in paral- “The heat shields can deliver signifi- explained, adding, “Instead of relying on lel with an increase in V2V and V2I cant heat protection within a confined flat, one-dimensional surfaces, we are (vehicle-to-vehicle and vehicle-to-infra- space, providing a highly cost-effective offering a solution that allows designers structure) information, as well as way to meet packaging requirements,” to play with the interior in a creative on-board communications, infotainment stated Graham. and cost-efficient way.” and navigation systems, Continental He added that one of Zircotec’s sig- The 3D display’s surface features sees 3D instrumentation as a means of nificant long-term projects is to optically-bonded, topographical ele- clarifying and segmenting all this data improve the thermal management of ments that restore a sense of quality to prevent driver-information overload. the exhaust manifold. To achieve this, and design individuality to the classic Engineers explained that such visual- the company has a collaborative pro- display. The usual air gap between the ization makes it easier to process infor- gram in place with a major vehicle display surface and front is eliminated, mation given on the screen. The variety manufacturer, and with exhaust compo- allowing for better colors and visualiza- of visual levels enables information to nent suppliers, via two “very different” tion and creating the optical illusion be clustered, for better reception and approaches to examine the incorpora- which makes the viewer believe they are interpretation by the driver. The new 3D tion of ThermoHold ceramic coating seeing a 3D-shaped display. display has nothing in common with within the manifold. To help contain costs, Continental HUDs. One is virtual, the other analog, Prototypes have been produced, with engineers employed exactly the same and their distribution of content is also the Zircotec ceramic-based material controllers that are used for its regular vastly different; for example, the HUD used and applied by a manifold supplier. flat 2D displays. Company executives has a more limited variety of informa- Graham says early trials, and associated claim this approach enables them to offer tion allowed to be shown to minimize test results, are “very promising.” “highly competitive” prices when com- driver distraction. Stuart Birch pared to conventional instrumentation Ian Adcock

34 DECEMBER 2017 MOBILITY ENGINEERING TECHNOLOGY Report

AUTOMOTIVE PROPULSION Back to physics for Dayco’s new vacuum assist

Dayco’s Activac system (shown) is lighter in weight than the mechanical and electric pumps previously used by Ford on F-150 (image: Dayco).

A unique twist on a basic physics princi- Automotive Suppliers’ Contribution to ple provides a fuel-efficiency boost to Excellence) Award. more than 188,000 full-size pickup Among the system’s key components trucks fitted with a new and innovative is a 4.96 in (126 mm)-long injection brake-assist technology, known as molded thermoplastic part that creates Activac—and new applications coming and amplifies the Venturi effect, named in MY2018. after Italian physicist Giovanni Venturi Engineers at Dayco Products har- (1746-1822). “The typical venturi is a nessed the Venturi effect to create an converging cone, circular throat, and a engineered system that evacuates air diverging cone,” said Miller. The basic from a vehicle’s brake boost canister to design increases the speed of a fluid’s provide brake assist without any com- flow, while decreasing the air pressure promise to fuel economy, according to at the point of constriction. James Miller, the company’s Business Ford opted to replace the previous Unit Director. cam-driven mechanical pump because The Activac system debuted on “as a vacuum source, a large, thermally 2017MY Ford F-150s powered by the efficient aspirator with a shut-off valve second-generation 3.5-L EcoBoost V6. was lighter, more fuel efficient, and less The engine’s induction airflow creates expensive,” explained Ross Pursifull, the required pressure differential across Research Specialist in Ford’s powertrain the venturi, a key component within the controls research & advanced engineer- Activac system. ing group. The 1.82 lb (0.826 kg) vacuum-gen- To develop Dayco’s Venturi compo- eration system, including hoses, nent, three mechanical engineers, a replaced a 2.27 lb (1.03 kg) cam-driven designer and a testing technician mechanical pump. “The mechanical worked with team leader Miller. The pump runs constantly, so it was pulling team ran thousands of computational Dayco’s James Miller stands next to a power from the engine all the time,” fluid dynamic (CFD) iterations and eval- Ford F-150 equipped with the supplier’s Miller said, noting the pump’s 0.3% fuel uated hundreds of different wall and Activac system, shown under hood in blue economy penalty. Dayco’s product is throat profiles. (image: Dayco). also lighter than the 6.3 lb (2.86 kg) The component’s throat geometry is electric pump that pre-dated the F-150’s unique. “It’s an ellipse, not a circle,” not being named at this time, the mechanical pump for brake assist. explained Miller. “We tried all sorts of Activac product will gain new applica- The Activac has 13 U.S. granted and different things. We even did a throat tions in North America for MY2018. The pending patents, mostly relating to spe- profile that looks like a daisy. That didn’t system is produced and assembled at cific parts within the system. It earned work so well,” he quipped. Dayco’s Springdale, AR, plant. Dayco a 2017 PACE (Premier Although specific vehicle models are Kami Buchholz

MOBILITY ENGINEERING DECEMBER 2017 35 Rockets re-engineered —a step further into the cosmos he 20th-Century nuclear arms race led to pioneering efforts in space technology, primarily driven by nations’ desire to surpass one another for supremacy Tin spaceflight capability. Despite the largely de- plorable motivations that drove the so-called “space race,” it resulted in a massive surge in aerospace engineering efforts that eventually led to the development of artificial satellites orbiting the earth, space probes that have explored the moon and other planets and the most challenging accomplishment: human spaceflight. After the first human spaceflight in 1961 by Yuri Gagarin of the USSR, and later the U.S.’s Alan Shepard, respectively the first-ever “cos- monaut” and “astronaut,” engineering efforts were dedicated mainly towards landing a man on the moon. Between 1969 and 1972, NASA’s famous Figure 1: Earth’s orbits and atmospheric layers Apollo program landed the first humans on the moon, with Apollo 11 being the first successful gravity. Rocket propulsion is the only form of propulsion that can continue mission. Including five further missions, a total to increase speed at high altitudes in the vacuum outside the Earth’s atmo- of twelve men have walked on the moon. No sphere. The thrust required is determined by the mission and the weight of human has landed on the moon or any other the payload, be it a satellite, space probe or spacecraft carrying humans. celestial body since 1972. There have been 314 A carrier rocket typically is designed to be single- or multi-staged. In a manned spaceflights as of January 2017, but multi-stage design, each stage is fired by its own engines and then jetti- since the Apollo missions, all human spaceflight soned once it runs out of propellant, thus reducing the remaining mass of has occurred within Low Earth Orbit (LEO). For the rocket that is subsequently propelled by the next, smaller stage. In the perspective: the average distance to the some cases, the first stage of a carrier rocket fires in collaboration with moon from earth is 384,400 km, while the LEO boosters that supply high initial thrust for launch. Carrier rockets with as is an orbital band around the earth between many as five separate stages have been launched. If the release payload altitudes of 160 km and 2000 km. is a capsule, like the Soyuz carrying humans into the International Space The drastic reduction in human space explo- Station, its re-entry after completing the mission is controlled using small ration missions over the last four decades is thrusters to navigate. All other stages or modules during launch and often and rightly attributed to governments’ landing are uncontrolled after separation and disintegrate during atmo- diminishing priority placed on such efforts. spheric re-entry due to drag and aerodynamic heating. Space travel, however, also is inherently expensive. A typical space-launch vehicle is can be Other carrier options used only once; commercial air transportation Several Single Stage to Orbit (SSTO) and Vertical Take-off Vertical would hardly be sustainable if a 747 airliner had Landing (VTVL) designs have been considered over the years to ac- to be similarly disposable. Reusability of space complish complete or partial reusability. Most famously, the U.S. space launch vehicles is the key engineering focus to shuttle program accomplished partial reusability in 1981 by designing make deep space exploration viable. the shuttle like an airplane with a standard-looking fuselage and two Though concepts for non-rocket space launch double-delta wings. The space shuttles were used for LEO missions, have been considered over the years, carrier mainly carrying crew and cargo to the ISS and the Russian Mir space rockets (launch vehicles) have demonstrably station before it was de-orbited due to lack of funding. been the consistently reliable method for The space shuttle’s main components included an Orbiter Vehicle accomplishing efficient departure from Earth’s (OV) that contained the crew and payload, a pair of recoverable Solid

36 DECEMBER 2017 MOBILITY ENGINEERING AEROSPACE ANALYSIS FEATURE

Rocket Boosters (SRBs) and a disposable External fuel Tank (ET). The SRBs and ET would jettison prior to orbit insertion, with the SRBs Figure 2: NASA’s deploying parachutes to enable recovery. The OV would use two Discovery maneuvering engines to orbit in space, dock directly with the space space station and, after mission completion, would re-enter the earth’s atmo- shuttle sphere using the two engines. The wings of the OV would then assist in (image: NASA). gliding and landing on a runway like a conventional airplane. The Russian Buran spaceplane had a similar Vertical Take-off Horizontal Landing (VTHL) design. In spite of the successful accomplishment of partial reusability, the space shuttle design had higher risks and involved higher design and maintenance costs compared to Expendable Launch Vehicles. The shuttle program was discontinued by NASA in 2011 after 30 years.

What next for reusability? To achieve complete reusability, in terms of fuel consumption, it would be ideal if the total amount of fuel carried by the boosters and other stages (if any) of the rocket was sufficient for ignition and lift-off, coasting to an apogee close to the desired orbit of the spacecraft and returning and landing all boosters and stages in a controlled manner. The fuel required by the engines of the spacecraft itself would only be for a short maneuver into orbit and performing re-entry and landing. If a typical ELV is modified to include systems and additional fuel to achieve controlled return and landing, the take-off weight and total manufacturing cost increase significantly. A Reusable Launch Vehicle (RLV) thus calls for a design overhaul with an acceptable tradeoff of cost, weight and efficiency. It is to be noted that stages separated above the altitude of 100 km also need to be shielded from disintegra- research, simulation and testing. The dimin- tion during atmospheric re-entry. The extent of control achieved during ishing emphasis on such research activities return and landing and the efficiency of the shielding determine time by governments has stalled the engineering and cost of restoration for subsequent missions. progress towards developing partially or Developing systems that enable controlled return and landing completely reusable launch vehicles. involves both dynamic- and structural-efficiency engineering. Efforts to develop RLVs have seen a revival Exploring re-entry options that help avoid increased shielding, yet with the entry of private entities into the aero- also reduce the restoration time and cost, requires significant space sector. Driven by the potential return on

Figure 3: Zero2Infinity ballooning to the stratosphere with Bloostar (image: Zero2Infinity).

MOBILITY ENGINEERING DECEMBER 2017 37 Rockets re-engineered AEROSPACE ANALYSIS FEATURE —a step further into the cosmos

Figure 4: VSS Unity’s “captive carry flight” and launch from under the wing of WhiteKnightTwo (Courtesy: Virgin Galactic).

investment in delivering launch and delivery services to government-backed space agen- cies, private organizations have become involved in developing innovative new aerospace technologies. The emphasis on developing partial to complete RLVs is evident. The Spanish company Zero2Infinity has been developing, and recently tested, a launching system in which a high-altitude stratospheric balloon is used for the first stage of the ascent (up to 30 km), followed by ignition of a rocket platform that detaches from the balloon. China’s booster recovery attempts are based on a paraglider-type winged approach. Virgin Galactic’s VSS Unity is a rocket-pow- Figure 5 SpaceX Falcon 9 first stage recovered by landing on a drone ship (image: SpaceX). ered manned spaceplane that uses a combination of the designs of the space shuttle and capsules used in the Apollo program. The VSS March 2017, SpaceX re-launched and re-recovered its first re-used Unity uses its wings while in the atmosphere Falcon 9 first stage. The “Interplanetary Transport System” is another but reconfigures itself to behave more like a SpaceX project to design and build the first fully RLV, with the aim of capsule during atmospheric re-entry by fold- landing humans on Mars by the mid-2020s. In May, 2016, the Indian ing up its twin-tail booms. This is referred to government-backed Indian Space Research Organization (ISRO) suc- as “feathered re-entry” and was tested as cessfully tested an RLV that employs a winged-body design. recently as May 2017. Sustained focus on the engineering challenges associated with reus- Other solutions demonstrated for partial ability of launch vehicles and promising early results have returned to reusability involve the first stage jettisoning consideration human spaceflight for missions beyond the LEO—four before completely running out of propellant, decades after the last mission to moon. Private individuals have leaving a residual fuel necessary for controlled approached organizations like SpaceX for space trips around the moon. re-entry and propulsion-assisted soft vertical With both government-backed and private space organizations work- landing. Blue Origin’s New Shepard Rocket ing in tandem to re-engineer rockets, days like those of the Apollo 11 became the first VTVL rocket that reached an missions that inspired a generation by achieving engineering’s greatest altitude of 100.5 km (technically passing the feat do not seem far away. 100 km altitude that is considered reaching This paper was written by Satya Swaroop space), with the booster successfully re-enter- Panda, Engineering Manager, Interiors, Global ing and landing vertically. Engineering Center, UTAS India and Naveen Elon Musk’s SpaceX has, most impressively, Lokanatha, Senior Technical Lead, Interiors, Global Engineering Center, UTAS India. demonstrated repeated successful vertical landings of the first stage of its Falcon 9 rocket in actual orbital launch missions. In

38 DECEMBER 2017 MOBILITY ENGINEERING Powertrain AUTOMOTIVE SIMULATION FEATURE Design for Reliability

Figure 1: Reliability methodology.

omponent and System reliability have long been the Achilles requires a good deal of statistical knowledge heel in engineering—and for that matter any domain. With in- to account for the variation in design specifi- creasing importance for customer satisfaction and safety, high cation, uncertainty in prediction of operating Creliability and product quality have become basic require- loads and material characteristics, nonlinear ments for a successful and returns-yielding product. damage hypothesis, cycle frequency, environ- In a strong and competitive powertrain market, complex and critical mental conditions. components are developed in an extremely short time, yet are expected The Fig. 1 graphic provides a systematic to have long service-maintenance intervals, thus making the need for method to predict reliability in the design reliability a necessity to avoid major warranty and lifecycle costs. Short phase. Every product/component is designed development periods and inconsistent design also lead to an unreliable for a certain application and the reliability product, generating customer dissatisfaction, product recalls and nega- requirement of the system (complete product) tive impact on brand image. Design for reliability thus is now being to every component is necessary to predict adopted at early stages in the product-development cycle. Continuous reliability and engineering life. Reliability research and standards are being developed to incorporate advanced requirement equates to the function in the methodologies at early design stages to develop reliable and robust intended environmental conditions for a spe- products. cific period—and, of course, its probability to fail within that specific period is required. Design for reliability From reliability requirement, each compo- “Reliability” is the probability that a component/product will perform its nent can be further analyzed in detail in terms intended function under stated environmental conditions for a stated pe- of its physics of failure. FMEA is a step-by-step riod. “Probability” deals with the chance that an event may occur. The approach for identifying all possible failures in intended function will be different for various products, with some having a design, a manufacturing or assembly pro- multifunctional requirements, thus is fully application-based. Every de- cess of a product or service. The purpose of sign is susceptible to noise factors—a product may not always operate the FMEA is to invoke actions to eliminate or under stated environmental conditions, in turn reducing or increasing reduce failures, starting with the highest-pri- product lifetime. The period for which the component is designed to reli- ority ones. FMECA is an extension of FMEA ably operate can be called product lifetime or engineering life. which includes criticality[C] analysis, which is In terms of reliability, there are two aspects—the qualitative and used in charting the probability of failure quantitative. Quantitative reliability deals with the probability of being modes against the severity of their conse- a reliable component, i.e. the probability of limiting failures. Qualitative quences. This method will generate failure reliability deals with systematic methods of anticipating failure, causes modes with relatively high probability and and effects and providing control variables and measures to eliminate severity of consequences and can be used to failures at the design stage. reduce criticality of characteristics to improve Qualitative reliability methods are very common in automotive reliability. FTA, meanwhile, is a top-down, industry with methods such as FMEA [Failure Mode & Effects Analysis], deductive failure analysis where Boolean Logic FTA [Fault Tree Analysis] and FMECA [Failure Mode, Effects & Criticality is used to analyze the failure. It is the best way Analysis] providing huge benefits in early design stages of a compo- to understand the failure and to reduce the nent/system. Establishing quantitative reliability with a fair amount of risks; e.g. determining the failure or loosening confidence at the design stage has been engineers challenge and it of a dynamically-loaded bolt in an engine by

MOBILITY ENGINEERING DECEMBER 2017 39 XXXXXXXXXXPowertrain Design for Reliability

using the Boolean Fault Tree diagram. These tools are used effectively in safety engineering and reliability engineering to design a quality product. Design review and brainstorming are creative and technical methodical processes that add value to the component through knowledge, experience and cognitive skills. DOE and robust design approaches use fac- torial and orthogonal design of experiments to analyse the cause and effect relationship between and inputs and outputs. The effect of variation can be studied effectively by using these methods. Component and technical specifications can be finalized to ensure reliability by varying the controllable factors and minimizing the variation in outputs. Reliability allocation methods are useful to determine required sub-system and component level reliability when there is a defined system-level reliability. There are several allocation methods, whose depths are not covered in this analysis. In the world of modular Figure 2: Systematic procedure for DFR implementation platforms and communized components across several product variants, reliability allo- wherein field reliability and process capability data are used for a cation methods come in handy as reliability same-design family. Also, cost associated with modifying the reliability can be allocated to components which are of components can be studied with the help of data previously gath- designed newly but comply with a family of ered for the same platform and applications. design (proven) previously used in other vari- A reliability-block diagram [RBD] is a conceptualization of all the ants and DFR on other components which are components in action to contributing to system functionality and reli- newly designed can be focused. ability. It helps in discretizing components into series and parallel Typically, OEMs allocate reliability for a blocks to analyse reliability. Redundancy is the method to improve reli- modular platform of the same family of ability, provided VOC [Voice of Customer] criteria are satisfied. RBD designs. This is a sort of backward approach helps in calculating system reliability using Boolean methods.

Figure 3: Reliability and engineering life prediction for a new component design.

40 DECEMBER 2017 MOBILITY ENGINEERING AUTOMOTIVE SIMULATION FEATURE

Stress – Strength reliability and engineering life prediction The Stress strength approach [forward approach] provides the most promising reliability prediction method that has a significant co-relation with the lifecycle of components. Any reliability prediction depends upon the application. As in powertrain, the products are subjected to different cycles. In order to make life easy when it comes to predicting reliability, drive cycles are designed for the application to provide a significant correlation to real- world driving conditions. The drive cycle can be designed with help of data collection and analysis of a real-world product of the same application or approximat- ing to drive cycle by knowledge and experience. Once a drive cycle is designed, engine and component duty cycles can be derived. The component duty cycle can be used to predict the operating conditions (load, temperature, etc.). Simulations can conducted with help of Computer-Aided Engineering (CAE), Computational Fluid Dynamics (CFD) and Multi-Body Dynamics (MBD) tools to simulate the component duty cycle and estimate the stress with appropriate boundary conditions and environment with predicted operating loads. The stress distribution is established for the cycle to compare with the strength distribution which can be obtained by fatigue testing the material or component. A number of material and component samples tested can be used to provide confidence interval to the reliability pre- Figure 4: System modeling. dicted. It is always recommended to fatigue-test a component itself, which considers the material and geometry variations to account for stress concentration zones. into consideration and an optimization should Using statistical methods, the two distributions are studied and the be determined to position a competitive prod- unreliable area is determined. The unreliable area is the zone wherein uct in the market. DFR bridges this huge gap the stress is greater than the strength. Reliability is calculated from the by bringing reliability into the design stage probability of unreliability—i.e. the probability of failure. and keeping lifecycle costs as low as possible. Engineering Life is predicted by comparing Stress over time to SN Customers require reliable and affordable curve Stress (S) against the number of cycles to failure (N). MSc fatigue products; DFR provides invaluable methods to is used in the process. Stress in the component, predicted from CAE/ meet reliability requirements and ultimately MBD, is over time (depending on drive cycle) and is processed against attract customers through product position- the SN curve of the material and geometry. Fatigue testing of compo- ing. A higher factor of safety does not neces- nents is recommended for critical components; a rain-flow counting sarily mean a reliable product, since algorithm is used in processing the stress data and the fatigue analysis inconsistent design approaches may have is conducted for the component or product. Engineering life then can been adopted. A consistently-designed prod- be predicted in terms of the number of drive cycles the component can uct with consideration of distributions of withstand, which can be converted to engineering life. Reliability with material, geometry, loads and environmental engineering life thus can be established for a component. conditions will typically lead to a 90% reliable A typical system modelling example is shown in the figure. Connecting- product. Understanding the variation in design rod assembly reliability can be calculated from the reliability-block diagram and operating conditions is the key to devel- via the series and parallel modeling approach. Based on DFR or field data, oping reliable products. which takes into account bearing-clearance distribution and process capability, con-rod inertial and tensile loads, operating environments, interfer- ence stress, etc., system reliability can be calculated. This model can be extended to a power-cylinder reliability model with the addition of various system RBDs and finally to an engine reliability model.

Summary On average, every vehicle sold is recalled because of the unreliable products in the equation. The product lifecycle cost involved in root- Authors: Meenakshi Sundaram I, Director-Technical cause analysis, recall and design modification is huge. In addition, every & Commercial [AFF], Gates, India; Arun Krishnan S, Powertrain System Engineer, Hinduja Tech Limited product undergoes a Design for X (DFX), X being assembly, manufac- Chennai; and Karthik R, Powertrain System Engineer, turability, cost. etc. The effect on each of those on DFR is to be taken Hinduja Tech Limited Chennai

MOBILITY ENGINEERING DECEMBER 2017 41 ICE BREAKER!

Mazda’s Skyactiv-X beats the big companies to market with a promising new engine that marries Otto and The Skyactiv-X Diesel attributes. will be the world’s by Ian Adcock first production engine to employ gasoline compression- ignition combustion when it is launched in 2018. Note unique Eaton boosting device near center of photo. (image: Mazda)

ne of the most significant develop- and a revised cylinder head comprise the major changes. ments in internal combustion en- Creating an ICE with Otto and Diesel attributes is an engineering tar- gine (ICE) technology for decades, get discussed in scores of SAE Technical Papers and vigorously pursued OMazda’s innovative Skyactiv-X by Mercedes-Benz with its DiesOtto (see http://papers.sae.org/2009- Spark Controlled Compression Ignition 01-2701/), General Motors with its Homogenous Charge Compression (SpCCI) combustion system is slated for pro- Ignition (HCCI; http://articles.sae.org/6635/), Honda with its similar duction in 2018. It has the potential to extend investigations (http://books.sae.org/b-hon-016/) and Hyundai, among the practical life of gasoline engines, which are others. But while these larger, better-financed OEMs have focused sig- increasingly under threat from both global nificant R&D on HCCI, they have thus far stopped short of committing emissions legislation and the accelerating de- the combustion regime to production. velopment of electric vehicles (EVs). Mazda’s new technology partner Toyota also is said to be interested According to Kiyoshi Fujiwara, a company in SpCCI, including potential applications for hybrid-electric vehicles director and Senior Managing Executive (HEVs), long a Toyota specialty. Officer, SpCCI will form the foundation of Mazda’s gasoline-engine strategy until Diesel-like torque mid-century. Fujiwara told Mobility At a recent media technical background event at Mazda’s European Engineering that SpCCI is designed to technical center in Oberursel, Germany, the author test-drove two pro- embrace larger-displacement power units that totype Mazda 3s powered by a 2.0-L SpCCI engine—one fitted with a eventually will run on micro-algae bio-fuels to manual transmission, the other automatic—over a 30-mile (48-km) test deliver “zero tailpipe emissions” (see sidebar). loop. The experience seemed to confirm that the longstanding chal- The SpCCI system is the culmination of lenge of smooth transition from spark-ignition mode to compres- more than eight years of intensive develop- sion-ignition had been overcome. The prototype SpCCI engines did dis- ment by Mazda to design a gasoline engine play some low-rpm harshness, but final calibrations and engine produc- that embraces the frugality and torque of a tion still are about a year away, engineers said. diesel with the high-revving capacity of a twin- What can be confirmed: in everyday driving, the transitions from SI cam gasoline unit, while delivering sub-60 g to CI are barely noticeable. On a route that included high-speed auto-

CO2/km emissions. Adding to the attraction, bahn and country and urban roads, the all-new SpCCI unit pulled SpCCI requires relatively minimal investment in strongly to its approximately 6000-rpm redline, accompanied by a the engine bill of materials—electronic controls healthy—if not outright sporty—exhaust note. The engine’s diesel-like

42 DECEMBER 2017 MOBILITY ENGINEERING AUTOMOTIVE PROPULSION FEATURE

Mazda’s SpCCI combustion strategy centers around the use of the spark plug as a means to enhance the effective compression ratio and “stimulate” the compression-ignition process. (image: Mazda Graphic)

The primary alternations to existing engine architecture needed for the SpCCI are the cylinder head, more-sophisticated electronic controls and the air-pump supercharger. (image: Mazda)

while the automatic-backed SpCCI engine spent Representation of Mazda’s marriage of its gasoline-engine and diesel-engine even more time operating in SpCCI mode. designs to create the new Skyactiv-X. (image: Mazda Graphic) However, this can be attributed to the exaggerated testing regime, aimed more at torque curve was amply demonstrated by its willingness to pull without assessing the engine’s attributes such as low- fuss from as low as 1200 rpm in sixth gear. speed and in-gear acceleration in high(er) This wider spread of torque has allowed Mazda to revise the develop- ratios and trying to detect the SI-to-CI ment cars’ gearing to further improve fuel economy and reduce emissions. switchover points than would typically occur Frustratingly, specifications such as bore and stroke, rated torque, in “normal” driving. power and other technical details remain under wraps as this article was published. Although Mazda is claiming a 20-to-30% efficiency gain From 18:1 to 15:1 CR over its current Skyactiv-G gasoline engine, the test results seen by SpCCI is a progression of Mazda’s compre- Mobility Engineering were less demonstrative. They included a 13.3% hensive Skyactiv efficiency-improvement ini- improvement in fuel efficiency for the manual over the standard Mazda tiative unveiled in 2011, which debuted gaso- 3 SKY-G—34.0 U.S. mpg vs. 29.4 (6.9 L/100 km vs. 8.0 L/100 km)—with line and diesel engines with a common 14:1 the engine operating in SpCCI mode more than 95% of the time. compression ratio (CR). The new Skyactiv-X It was a similar tale for the automatic-transmission car: a 14.75% engine operates at a 15.0:1 CR, according to improvement (29.9 U.S. mpg vs. 35.1; 29.9 L/100 km vs. 35.1 L/100 km), company engineers.

MOBILITY ENGINEERING DECEMBER 2017 43 ICE BREAKER!

Mazda demonstrated the SpCCI system’s production-readiness with on-road demonstration in summer 2017. (image: Mazda)

“We selected 15:1 compression ratio as it is plug creates this fireball, it effectively controls the switch between close to compression-ignition conditions in spark ignition and compression ignition,” he noted. normal ambient temperatures,” explained Hirose added that achieving a “super-high compression ratio was a Powertrain Executive Officer Ichiro Hirose. key breakthrough in realizing combustion with a lean fuel-air mix. “The spark creates an expanding fireball that Secondly, the leaner you make the air-fuel ratio, the more the specific acts like a secondary ‘air spring’ to create heat ratio increases. To make the big step forward we needed to double additional compression. Because the spark stoichiometric levels from 14.7:1 to 30.0:1, at the very minimum.”

Algae lipids key to Mazda’s emissions-free ICE plan New bio-fuel technology is key to Mazda’s stra- Technology developing plant physiology, tegic plan to have a CO2-emissions-free internal Mazda is confident that issues surrounding combustion engine in production by 2050, not- improved fuel productivity and cost reduction ed managing executive officer, Mitsuo Hitomi. can be solved. Speaking at the presentation of the Spark Mazda is on a similar path pursued by Audi, Controlled Compression Ignition (SpCCI) engine, which launched a research facility in Hobbs, he said: “Together with Hiroshima University New Mexico, in 2013 for the production of and the Tokyo Institute of Technology we are e-ethanol and e-diesel in partnership with Joule

developing algae lipid, genome editing and Unlimited. Using a combination of sunlight, CO2 plant physiology to produce high-quality bio-fu- and waste water to feed cyanobacteria to gen- els that do not impact on food stocks. erate continuous streams of ethanol or long- “If this fuel can be artificially manufactured chain alkanes, which are important constituents to replace fossil fuel it will make a big contribu- of diesel, the biofuel component can then be

tion towards, not only, CO2-free vehicles but, added to gasoline or as a basis for E10 or E85. also aeroplanes and ships as well as energy Automotive OEMs and suppliers are increas- Algae is showing increasing promise as security,” Hitomi said. ing their investigations into bio- and synthetic feedstock for future fuels. (image: NOAA He expects that the new biofuel technology fuels for advanced combustion engines, as an Great Lakes Environmental Research development “might take time” but asserted alternative to electric drivetrains. Laboratory, via Wiki Commons) that Mazda believes new renewable fuels are the In his keynote address at the 2017 Bosch

most efficient way of drastically reducing CO2 Mobility Experience event, Dr. Rolf Bulander, mobility, and Bosch is exploring them all.” compared with the widespread adoption of chairman of the company’s Mobility Solutions Hitomi’s thoughts are parallel to those of Dr. electric vehicles (EVs). sector, said, “The combustion engine itself may Bulander: “I believe that if renewable fuel can be The innovative SpCCI engine, says Hitomi, is become an alternative powertrain if it runs on efficiently produced that will be the best way the foundation for that development program. synthetic fuel produced using renewable energy. [to power vehicles],” he told Mobility With Hiroshima University leading the research This would make it resource-conserving and Engineering. into genome editing and Tokyo Institute of CO2-neutral. Many paths lead to emissions-free Ian Adcock

44 DECEMBER 2017 MOBILITY ENGINEERING AUTOMOTIVE PROPULSION FEATURE

GM lost the HCCI race but continues R&D Eight years ago, if I had to place a bet on which beyond those of the mule I had driven six OEM would be first to productionize an HCCI months before. combustion system, my clear choice would So what happened with this promising pro- have been General Motors. As we reported in gram? Veteran GM Propulsion sources say pres- July 2009, GM’s HCCI program was making sure from the Obama administration during the steady progress in extending the speed/load company’s bankruptcy forced it onto the “back map of the 2.2-L Ecotec development engine burner”—the White House wanted GM to focus while operating in compression-ignition mode. on hybrid and EV developments. But as of At 3000 rpm excessive combustion noise was a October 2017, HCCI remains an active program limitation—but one that program engineers whose learnings are key to GM’s next-gen ICE were confident of overcoming. programs, including various lean-burn and ag- The Chevrolet Malibu mule I drove with gressively downsized-boosted engines. engineers back then operated in fuel-saving HCCI also is the focus of the GM/DoE High- HCCI mode for slightly more than 75% of the Output Low Temperature Combustion (LTC) test drive. During this time the engine’s lean- engine activity which leverages the learnings est air/fuel operation was 28:1. In GM’s vehicle from the 2008-2009 demo vehicles. But while testing, measured at 60 mph in sixth gear, advanced combustion knowledge and IP is of steady-state engine-out NOx emissions were high value for GM, the company currently “does 0.186 g/km while operating in HCCI mode, not see a way to make HCCI technology GM advanced-combustion expert Paul compared with 1.938 g/km NOx in spark-igni- cost-effective for our customers,” according to Najt with 2.2-L HCCI engine in test cell, tion mode. The improvements in overall driv- a knowledgeable source. Mazda got there first! 2008. Najt continues to be involved with ability, NVH and performance were big leaps Lindsay Brooke development in 2017. (image: GM)

Speaking with ME Japan Editor Jack Yamaguchi, Sori also was bullish on the potential of mating HCCI gas engines with hybrid-electric drivetrains that let the engine run in its most efficient operating range, with e-motor assist as needed. In this de-emphasized role, the electric motor and battery can be downsized, reducing their cost. Such an arrangement would seem to be ideal for collaborative work with Toyota hybrid systems engineers. SpCCI’s air-fuel mixture is created by two- phase, split injection on the intake and com- Mazda’s data indicates the new Skyactiv-X engine is more powerful in pression strokes. A strong swirl is created in addition to being markedly more fuel-efficient than the company’s current the combustion chamber to create an inten- 2.0-L gasoline engine. (image: Mazda) tionally uneven distribution of fuel density, with a lean mixture around the periphery for As ME reported previously, during Skyactiv-X’s development through G1, CI and a relatively rich air-fuel mixture around G2, and G3 program stages, engineers targeted an 18:1 compression ratio at the spark plug in the center—conducive to lambda 2.5—a 40% improvement in thermal efficiency by setting the ideal creating the fireball. pressure and temperature for homogeneous-charge compression ignition. Spark ignition is used to start the engine A key to Mazda’s achievement for the production engine is precise and under heavy-load conditions, but the control of the combustion process (see SAE Technical Paper http:// switchover to CI is not at any predetermined papers.sae.org/2015-01-1803/). The SpCCI engine uses pressure sensors point. When the right intake-charge bound- in each cylinder to enable real-time temperature and pressure monitor- ary conditions are achieved, the expanding ing, in addition to other engine parameters. The engine-management fireball in the combustion chamber is created, system controls the twin electrically-variable camshafts, the new split-in- with SI providing additional compression to jection strategy that operates at 500 bar (7252 psi) and the air pump. the geometric compression ratio of approxi- The latter is a unique Roots-type device engineered by Eaton Corp. for mately 15-16:1. This reaction induces CI, the Mazda SpCCI application, Mobility Engineering learned. Hirose explained. Supercharging and exhaust gas recirculation are known to be effective He noted that manufacturing costs for the for operating an HCCI engine in CI mode at high loads. But as of 2013, SpCCI engine fall between those of a diesel Mazda R&D was aiming to achieve successful lean-burn HCCI within a and a gasoline engine. broad load range using normal aspiration, according to Takahisa Sori, Mobility Engineering will report more then Managing Executive Officer for R&D. Sori’s engineers were con- details on Mazda’s SpCCI development in cerned about an air pump compromising real-world fuel economy. future issues and online.

MOBILITY ENGINEERING DECEMBER 2017 45 Advances for off-highway ENGINE DESIGN

As manufacturers continue to drive out cost and meet a worldwide patchwork of regulatory frameworks, the tools for developing those Details of a spray flame in a compression ignition engines are advancing. From showcase engine with intricate structures and regions of low and high temperatures, prototypes to advanced analytical techniques, simulated using high-performance computing and Tabulated Flamelet suppliers are helping the cause. Model, or TFM. (image: Argonne by Bruce Morey National Laboratory)

t is an exciting time for commercial engine designers,” said architectures that allow the installation of Michael Franke, director, light-duty diesel and commercial en- electrified components flexibly to take advan- gines for FEV. The U.S. Tier 4 Final emissions regulation tage of hybrid technologies for some applica- forced developers to deliver compliance in a short- tions, while using the same core engine for “Ier-than-normal design cycle. Now that the industry has had an oppor- many other applications.” tunity to optimize Tier 4 Final products, the focus has shifted to lon- To help the industry understand the possi- ger-term objectives in meeting end-user expectations and responding bilities, FEV offers its proprietary ITES system, to competition, according to Franke. a solution to integrate turbo-compounding, With the excitement are some cautions, especially in the small-en- electrification and supercharging. “FEV has gine segment. “While this engine segment was always very cost sensi- developed modular engine and powertrain tive, we now see foreign manufacturers [trying] to enter the U.S. with architectures to meet customized application low-cost products,” explained Franke. “China and India are progressing requirements, while enabling cost-optimized quickly with implementing China VI and Bharat-VI for on-highway solutions through a high degree of compo- applications.” These new OEMs can adapt those technologies to meet nent sharing and component similarity across off-highway Tier 4 emissions, allowing them to offer off-highway solu- a wide range of applications,” he said. tions in the U.S. and Europe. The newer Stage V regulations in Europe will also offer challenges, Modularity from systems especially for engines greater than 37 kW. Stage V specifies particulate engineering number limits not present in U.S. regulations, and Franke predicts “A modular approach to engine design is re- engine makers will need to use particulate filters to meet it. Integrating quired,” agrees Thaddaeus Delebinski, business filters in the limited space of off-highway machinery is challenging, per- unit director for diesel systems at IAV. In addi- haps requiring SCR (selective catalytic reduction) coated filters. He also tion to the diversity of applications and regula- notes the challenge in Stage V for engines below 37 kW meeting new tions in off-highway, there is also the growing HC+NOx limits, perhaps requiring EGR (exhaust gas recirculation) and diversity of fuels, with natural gas, for example, DOC (diesel oxidation catalyst). becoming more important than ever. “But only One of the more interesting opportunities for meeting the challenges a limited number of units are sold,” he ex- is hybridization of various sorts, “though any benefits are dependent on plained. Cost can easily get out of hand without the application,” said Franke. “The future requires modular engine maximum commonality between engines in

46 DECEMBER 2017 MOBILITY ENGINEERING OFF-HIGHWAY POWERTRAIN | TESTING & SIMULATION FEATURE

FEV’s proprietary ITES system, in combination with engine downsizing, improves fuel efficiency for on-highway applications by greater than 15%. Investigations to determine the potential for off- road applications are ongoing, according to the IAV’s global testing capabilities include a variety of specialized test rigs, company. (image: FEV) from components test rigs to test benches for heavy-duty engines up to 1.5 MW and portable measurements system for use on vehicles and machines. (image: IAV) low-volume production. An engine maker needs a modular approach for different applications and markets. and it’s getting easier to access and more plentiful. “It allows us to deliver Delebinski believes the key is an overall sys- robust datasets and reduce the time for testing and validation,” he said. tems engineering approach to achieve that This could potentially be even more important if real-world testing commonality. “IAV has a model-based devel- migrates from its imminent introduction on-highway to off-highway, pro- opment approach to reduce testing and vali- viding an opportunity for even more data collection. dation effort and limit the use of expensive resources, for example from high altitude cali- Tools and cost of ownership bration, engine protection functions or virtual There is a wider net to cast when thinking of systems engineering, es- emissions cycles,” he said. pecially when considering total-cost-of-ownership. “We spend a lot of Like others in the industry, IAV offers simula- time helping our customers with multidisciplinary engineering,” ex- tion tools, such as its in-house Velodyn for Com plained Jonathan Dutton, transportation & mobility industry director for Apps, derived from a vehicle dynamics tool. This Dassault Systemes. Initially famous for its CATIA CAD software, the is used in co-simulation with commercial tools company now offers a variety of software tools to help with product like Gamma Technologies’ GT Power for engines lifecycle management, simulation, data and data integration, as well as and Amesim for hydraulics from Siemens, com- supply chain management. bined with dynamometer testing facilities, up to “Frankly, the tools that we provide are just as applicable to trucks and 1.5 MW in capacity, for correlation. passenger cars as off-highway engine development—only the require- He stresses that IAV is especially compe- ments are different,” he said. The differences can be as simple as the load tent in controls development and calibration case for an engine—on-highway engines typically transition loads for emissions, OBD (on-board diagnostics) smoothly while excavators suddenly have huge load changes when they and predictive advanced diagnostics. “We fill buckets and begin lifting. “But, there is tremendous commonality in work with a number of off-highway custom- the tools each need for development,” he said. ers, for example, on understanding aftertreat- He puts this wider net of tools that Dassault Systemes offers into ment characteristics and diagnostics over the four domains: multidisciplinary physics simulations; optimization and lifetime of an application,” he explained. The analysis using mathematical solution search tools like Design of company also helps customers with electrifi- Experiments; new technology simulations aimed at hybridization; and cation, not only to help fuel efficiency, but to Systems Engineering that encompasses the whole product, including gain access to additional functionality like manufacturing and maintaining the link on engine requirements and functional safety and diagnostics. design through product lifecycle management. Data is important, according to Delebinski, Dassault stresses in its pitch the need to emulate and understand the

MOBILITY ENGINEERING DECEMBER 2017 47 Advances for off-highway ENGINE DESIGN

Oil consumption measurements in real time Excessive oil consumption in today’s off-highway equipment is more than an annoy- ance. Oil consumption can cause issues with EGR cooler fouling and valve sticking, diesel oxidation catalyst poisoning and particulate filter ash loading. “Ash loading is really problematic with aftertreatment equipment,” explained Robert Dolan, business unit director for design and integration at IAV. Pinpointing with precision the exact cause of excessive oil consumption has been a problem, until now, according to Dolan. His answer is what IAV calls FOCAS. It is a system that measures oil in any gas using a mass spectrometry technique. “We can measure any gaseous flow—from exhaust, from blow-by, cylinder to cylinder, and pre- or post-turbo so you can measure the turbo’s contribution,” explained Dolan. It replaces the tried- and-true method of characterizing oil consumption with what he terms “drain and weigh.” This involves carefully measuring the mass of the oil before and after a test to determine consumption. It provides only a gross accounting of consumption, and is highly dependent on the test cycle. It is a test that can take weeks, even months, according to Dolan. “Now, with a few days in a test cell or on chassis rolls, we can measure a more Transient cycles require dynamic complete characterization of oil con- oil consumption measurement sumption,” he said, when it is happening equipment. The new FOCAS in the test cycle and where in the engine. system from IAV both lowers the “We give our customers greater insight in limit of detection and improves far less time.” response time compared to other “It is especially useful when real-world methodologies, according to the operating conditions lead to different company. (image: IAV) results in aftertreatment durability than the validation phase predicted,” he said. Using a real-time system like FOCAS means the customer’s unique transients and load conditions can be recreated. This leads to insights—for example, calibrations that unintentionally cause piston ring flutter during a transient event, resulting in oil consumption. The fidelity of the FOCAS system far exceeds that of traditional drain- and-weigh methods. While today it is a device used in a test bench or dyno, taking it into the field to measure oil consumption in the real world is the next step. IAV is currently working with a customer to prove out the concept. Stay tuned. AVL has correlated the results of its simulation with Bruce Morey actual test results, showing a crack in the bridge between an exhaust and intake valve. (image: AVL) user experience, in fact terming its platform of applications as the pressure [and temperatures],” he explained. 3DExperience. To understand the requirements of the engine means start- Those increases mean increased demands in ing with the user experience while sitting in the cab and simulating the thermal-mechanical fatigue especially in cylin- whole machine. This total view of cost and ownership includes common der heads. Thermal-mechanical fatigue comes access to CAD designs, mechanical simulations, controls and systems simu- from low-cycle heating and cooling of engines lations, as well as manufacturing disciplines such as casting and assembly. from start-up to shut-down, in contrast to The goal is to both reduce engineering cost while producing higher high-cycle fatigue from operating the engine. quality designs that meet performance, operating cost, and manufactur- Like all of engineering, the solution involves ing cost objectives. “Our customers are telling us we need to reduce the trade-offs. “You could use different materials number of prototypes—that is where simulation comes in,” he said. to gain strength, but with a trade-off in thermal conductivity. That may require moving the Devil in the details coolant jacket closer to the flame face and With the focus on new emissions requirements and their effect on en- designing thinner walls,” he said. Material gine architectures, other engineering problems that bedevil engines options include cast iron, compacted graphite have not disappeared or even become worse. A good example is pro- iron (CGI), and ductile iron. However, their vided by Michael DeJack, senior technical specialist for AVL—resolving evaluations are not easy, since this involves low-cycle fatigue. Like others, AVL employs a blend of commercial complicated finite element models with com- tools and its own know-how to solve many a devilish problem like this. plex material behavior. Durability is challenged as never before. “Newer emissions require- If the devil is in the details, the solution might ments mean advances in combustion, with increases in cylinder gas be in the data. They use the popular non-linear

48 DECEMBER 2017 MOBILITY ENGINEERING OFF-HIGHWAY POWERTRAIN | TESTING & SIMULATION FEATURE

Dassault Systemes’ V6 solutions use requirements, functional, logical and physical (RFLP) models to capture an integrated systems engineering view of any product. Interacting in real time, it provides traceability backwards in any simulation. The top left screen shows whole system; requirements are displayed in the bottom left; top right is the logical architecture; and bottom right is the functional architecture. (image: Dassault Systemes) finite element simulation program, Abaqus from and fuel economy. These details are computationally intensive, accord- Dassault Systemes. “Thermal-mechanical fatigue ing to Dr. Sibendu Som, group leader and principal computational sci- drives high visco-plasticity in the material which entist for Argonne National Laboratory (ANL). That is why the we simulate with more advanced material mod- high-performance supercomputing center at ANL remains an important els using Z-Mat by Northwest Numerics. We resource for engine developers, including heavy duty and off-highway. have developed and calibrated a library of ANL partners include on- and off-highway clients that build truck advanced material models using this Z-Mat and locomotive engines. ANL helped develop optimal thermal barrier capability.” After modeling the plasticity, AVL coatings using advanced heat transfer models and injector designs with developed damage models to simulate time to precision spray models, for example. failure due to thermal-mechanical fatigue. One of the more challenging phenomenon to simulate is the chemical Low-cycle fatigue analysis is only one part kinetics of in-cylinder combustion. Fuels like gasoline or diesel are typi- of their extensive iCAE tool box that AVL cally composed of 3000 to 5000 individual chemical species, which go built around Abaqus and other commercial through hundreds of reactions while burning. Too complicated to simu- tools. “It is actually a knowledge database late to date, engineers typically create a model fuel of 70 or 80 species where we have detailed workflows for hun- to replace the complex real fuel. While good enough to model heat dreds of analysis tasks, with access to AVL’s release rates and pressure rise, these are not good enough to model par- material database, scripts, analysis results, ticulate formation, or soot—an especially important topic today as the and other codes like AVL Fire for CFD and health hazards of soot are better understood. AVL Excite for dynamics,” he said. That limitation has been eliminated with the development of a new model that ANL calls Tabulated Flamelet Model, or TFM. This is useful in Breakthrough in direct simulation both modeling soot better and in capturing low-temperature combus- of combustion tion characteristics, which remains important to OEMs. One of the more difficult things to simulate “Our new technique requires only 20% more computational time to are the fine details of injections and in-cylin- model the full chemical mechanism of a real fuel, composed of up to der combustion, though engineering them 5000 species,” said Som. It could prove an important breakthrough in well has an enormous impact on emissions advancing the fidelity of combustion simulations.

MOBILITY ENGINEERING DECEMBER 2017 49 Aeroacoustic simulation delivers breakthroughs in aircraft noise reduction Flow structure visualization around the wing of an Embraer regional jet in highlift configuration.

ircraft manufacturers face increasingly stringent standards for significant contributor to overall noise. reducing community noise. Conventional aircraft development Over the past 20 years, aircraft engine methods based on engineering experience, past designs and manufacturers have made significant progress Aflight testing will not suffice to meet future noise reduction tar- in reducing engine noise through advances gets. Computational Fluid Dynamics (CFD) software based on so-called such as high-bypass turbofans and innovative Reynolds-averaged Navier-Stokes (RANS) methods has revolutionized nozzle geometries. This has promoted air- aerodynamics engineering, but is insufficient for high-fidelity aero- frame noise to the most urgent challenge acoustic simulation. However, the Lattice-Boltzmann-based technology now—especially during landing approach, of Exa Corp.’s PowerFLOW software provides aeroacoustic simulation when noise produced by the airframe is as accuracy comparable to wind tunnels and flight testing. loud as, or even louder than, propulsion noise. At the same time, mitigating engine noise Community noise remains important in reducing takeoff noise. Aircraft noise, already a problem for many communities located near According to a study by Swen Noelting, Vice major airports, will only get worse with the continuing growth in air President, Aerospace, and Ehab Fares, Senior travel. Thus, on top of air carriers’ demands for more fuel-efficient, Technical Director of Aerospace Applications, cheaper-to-operate airplanes, commercial aircraft manufacturers face both with CFD software developer Exa Corp., increasingly stringent requirements to reduce the “community noise” “Despite huge reductions over decades, engine produced by their aircraft. Already, communities, as well as individual noise is still the biggest contributor to commu- airports, impose noise regulations that may affect which aircraft are nity noise during takeoff. The reductions have allowed to land at given times, and charge airlines a fee if any of their mostly been achieved by increasing the bypass aircraft are too noisy. All this has made noise reduction a critical com- ratio of jet engines, which cannot realistically petitive factor for aircraft manufacturers today. be further increased due to geometrical con- Community noise has two main sources: engine noise and airframe straints. Therefore, significant research effort noise. Airframe noise is caused principally by airflow around the air- has been put into better understanding and craft’s landing gear, and around high-lift devices such as wing flaps directly reducing fan and jet noise, the main and slats. The main sources of engine noise are the engine fan and the contributors to engine noise.”[1] jet downstream of the engine. Figure 1 visualizes these noise sources Adding to the challenge of reaching aggres- based on predictions from Exa’s PowerFLOW code, using some of the sive noise reduction goals is the fact that these unsteady flow visualization techniques available in PowerFLOW. In are often in conflict with other performance addition, a factor known as “installation noise”—the noise created by objectives. For example, the goal of increased interactions of the jet from the engine as well as the main landing fuel efficiency can be achieved by making the gear with components of the high-lift wing (e.g. the flaps)—can be a engines larger, but the resulting increase in fan

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radius will make the engine noisier. Similarly, reducing noise from high-lift devices may impact the lift performance of an aircraft. Traditionally, aircraft engineering organizations have relied on experience from past aircraft designs, and empirical methods to meet noise targets. There is little, if any, use of wind tunnels to reduce aircraft noise. Most often the procedure has been simply to engineer the aircraft with a high safety margin with respect to noise requirements, and then hope it will meet certification requirements in flight testing. Figure 1: Visualization of the main noise sources of a commercial aircraft. But increasingly stringent noise regulations are making these traditional processes inade- quate—engineers will no longer be able to based on Reynolds-averaged Navier-Stokes (RANS) methods which design in enough safety margin to be confi- have proven accuracy and reliability for flow conditions at or near the dent their new aircraft will meet certification design point in cruise configuration,” Noelting and Fares point out. “The targets. Wind-tunnel testing is seldom (if usability of these methods is generally limited today, however, to rela- ever) a viable solution for noise optimization tively well-behaved flows without significant flow separation or in commercial aircraft development programs, unsteadiness. While it is expected that Large Eddy Simulations (LES) due to the fact that a complete aircraft with all and hybrid RANS-LES methods will eventually be able to address these relevant noise sources cannot be tested in a types of inherently unsteady flows, the computational cost associated wind tunnel at a scale that would adequately with running Large Eddy Simulations for an industrial application is capture the noise sources. Testing of individ- expected to be prohibitively large even in the decades to come.” ual components—such as landing gear and Another challenge traditional RANS-based CFD methods are facing is high-lift devices—is possible in wind tunnels the handling of complex geometries and grid generation. Creating the com- but also of limited use due to time and cost putational grids for configurations that are typically associated with sepa- constraints and the inability to capture instal- rated flows, such as fully detailed high-lift wings—possibly including fairings lation effects. and brackets, nacelles and landing gears—remains one of the greatest bot- tlenecks for current CFD tools. In addition, strong dependence of results on Digital simulation mesh quality, non-convergence of simulations and the requirement for deep The alternative to wind tunnels—using digital CFD expertise are all critical factors slowing the expansion of the applica- simulation to test realistic concepts for air- tion of CFD in the aerospace development process. frame noise reduction—has been a challenging One of the applications that have shown virtually no productive use task. To accurately predict and mitigate air- of CFD in the development process is aeroacoustics and community frame noise, for example, the landing gear’s noise. This includes airframe noise from landing gears and high-lift complex geometry has to be represented at components, and jet and installation noise—all of which are generally high fidelity in the simulation model, since addressed today only in flight testing. The limitations of traditional even small geometry details can be significant methods have made productive CFD use in this area impossible until noise contributors. In addition, the entire air- now. This is now changing with the availability of Lattice-Boltzmann craft has to be simulated, in order to identify based codes such as Exa’s PowerFLOW. the complex interactions among landing gear, Exa’s PowerFLOW software is gaining increasing recognition as the wings and other major aircraft components. first CFD solution capable of effectively simulating the full complexities This has proved to be an extremely challeng- of the design factors that determine aircraft noise, and providing guid- ing task for traditional RANS-based CFD tools. ance for noise mitigation. A methodology developed in partnership Noelting and Fares note that significant with NASA has demonstrated that Exa’s software technology can be progress has been made over the past several used in a way that delivers accuracy comparable to wind tunnel testing decades in simulating aerodynamic flows and flight testing. Experiments show that with PowerFLOW, users are using CFD, and that this has fundamentally able to predict airframe noise propagated to ground observers within changed the design process in the aerospace an error range of 1 to 2 decibels from physical experiments—results that industry. But the use of CFD has been focused have been extended to engine noise prediction as well. mostly on modeling the aircraft in cruise con- Noelting and Fares explain that Exa’s technological differentiation is figuration—not with flaps extended and land- grounded in “non-traditional methods such as the Lattice-Boltzmann ing gears deployed. method (LBM), combined with the best features of hybrid turbulence Major technological limitations remain to modeling.” LBM not only has the potential to tackle the advanced flow expand the use of CFD to more complex con- physics required, but also offers new possibilities for fully automatic figurations. “The state of the art in CFD is volume mesh generation and parallelization.

MOBILITY ENGINEERING DECEMBER 2017 51 Aeroacoustic simulation delivers breakthroughs in aircraft noise reduction • LBM offers low numerical dissipation, which makes it well suited for simulations of wakes and detached flows, and for aeroacoustics. • LBM methods are easily parallelized and can run efficiently on modern HPC architectures with thousands of computational cores. Aeroacoustic simulations, such as the prediction of noise generated by landing gears and high-lift devices during approach and take-off are an almost ideal application for LBM. Acoustic simulations by definition have to be unsteady, and the extremely low numerical dissipation of LBM enables the capture of both the hydrodynamic pressure fluctuations on the component surfaces responsible for the noise generation, and the resulting coherent acoustical pressure fluctuations emanating from the structure which are responsible for the far-field community noise. In addition, the Figure 2: Flow structures geometries that must be simulated for air- around the nose landing frame noise cases tend to be highly complex gear of a business jet, and cannot be simplified for simulation, since highlighting the main even small geometry details may contribute noise sources. significantly to the far-field noise. Likewise, LBM offers a number of beneficial The Lattice-Boltzmann method, including its implementation in Exa’s properties for mitigating jet, fan and installa- PowerFLOW, is based on kinetic theory. A relatively new CFD technol- tion noise. First, the low dissipation character- ogy, LBM has only been developed over the last 25 to 30 years. In con- istic of the method is a fundamental enabler trast to methods based on the Navier-Stokes (N-S) equations, LBM is to capture the wake of a jet or propeller with based on a simpler and more general physics formulation. Its motiva- sufficient accuracy. Second, the simplicity with tion is to simulate a fluid at a microscopic level where the physics is regard to formulation of boundary conditions simpler and more general than the macroscopic, continuum approach in the LBM approach allows efficient imple- taken by the Navier-Stokes equations. mentation of techniques to simulate rotating Further, LBM can generally be combined with various turbulence model- or moving geometries. The LBM implementa- ing approaches including a standard turbulence model, an LES subgrid tion in PowerFLOW offers a sliding-mesh scale model and also hybrid approaches. The clear advantage of LBM technique that enables very accurate simula- methods is the very high temporal resolution, inherently efficient unsteady tions of rotating geometries, ideal for simula- simulation algorithm, and low dissipation and dispersion of the numerical tions of propellers or fans. scheme. These advantages result in about one order of magnitude greater Exa has developed the methodology to sim- (in some cases even much more) computational efficiency than CFD solu- ulate airframe and engine noise in a multi-year tions based on classical Navier-Stokes solutions of comparable quality. co-operation with NASA. Initially, isolated com- Another key advantage of the Lattice-Boltzmann method is the high ponents such as nose and main landing gears efficiency of computations on modern compute clusters with hundreds or were simulated and then compared to wind thousands of interconnected nodes and tens of computational cores per tunnel tests to ensure that all relevant noise node, due to the predominantly local nature of computational operations sources were correctly captured. Figure 2 which dramatically reduces the core-to-core communications requirements shows the flow structures and acoustic waves compared with traditional RANS methods. around a business jet main landing gear that In summary, the main differences between N-S-based methods and was evaluated in the partnership with NASA. [2] LBM are: The next step in the NASA-Exa partnership • LBM is based on a simpler representation of the flow physics; thus, included the evaluation of noise generated the algorithmic implementation is less complicated. high-lift devices such as flap edges, and the • LBM is most efficiently implemented on Cartesian grids. Cartesian grids development of concepts to reduce these noise allow for very robust automated grid generation of complex geometries. sources. Figure 3 shows pressure fluctuations • LBM is inherently unsteady. For steady-state solutions, it is about on the side edge of the flap which are one of one order more expensive than steady-state RANS methods, but for the main overall contributors to airframe noise. unsteady solutions, it is about one order less expensive than compa- In addition, installation effects were identified rable N-S. by investigating the interactions of a deployed

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landing gear with the high-lift components of the wing. Using this methodology, PowerFLOW can be used to analyze the landing gear’s contribution to overall aircraft noise. This allows an aircraft manufacturer to give its landing-gear supplier detailed engineering data on how to configure and size the landing gear to achieve noise targets. A number of studies have also been per- Figure 3: Pressure fluctuations on the deployed formed with PowerFLOW to validate the simu- flaps of a business jet. lation of jet noise and fan noise. For example, simulation and comparison to physical experi- ment for one of the set points for the well- reduction—is a challenging task. To be effective, the entire aircraft has known SMC000 test case showed good to be simulated in order to identify the interactions among landing agreement of both mean flow and fluctuating gear, wings and other components that are a major cause of noise. In components of the flow. addition, the landing gear’s complex geometry has to be represented at In addition to predicting the overall noise high fidelity in the simulation model, since even small geometry details levels of an aircraft and its components, Exa can be significant noise contributors. has developed methodologies to identify the At the same time, mitigating engine noise remains important in reduc- sources of this noise—for example, to identify ing takeoff noise. In addition, “installation noise”—the noise created by exactly which parts of the landing gear are interactions of the engine with components of the high-lift wing compo- causing noise—that give users the insight nents, in particular the flaps—can be a significant contributor to overall needed to remedy the problem. Its software noise. Finally, noise reduction goals often conflict with other performance can then be used to test various noise reduc- objectives, so that tradeoffs must be quantified and evaluated. tion concepts on a landing gear design. Traditionally, aircraft engineering has relied on past experience, past For the future, aircraft manufacturers will have aircraft designs, and empirical methods to meet noise targets. But to accomplish major changes in the architecture increasingly stringent requirements are making these processes inade- of their aircraft in order to meet long-term noise quate—conventional methods will not suffice to meet future noise reduction goals. Simulation technologies with the reduction targets. capabilities of PowerFLOW will be essential for The longstanding alternative—CFD software based on Reynolds- that—the changes needed will simply be outside averaged Navier-Stokes (RANS) methods—has revolutionized aircraft the scope and reach of conventional aircraft aerodynamics engineering, but its use has been restricted mostly to engineering practices. modeling the comparatively simple geometry of the aircraft in cruise configuration. For simulations of the aircraft with flaps extended and Conclusion landing gear out, CFD has been much less used because of inherent Aircraft noise, already a problem for many com- limitations that make it impractical and insufficient for high-fidelity munities located near major airports, will only aeroacoustic simulation. get worse with the continuing growth in air trav- Today, however, software is capable of effectively simulating the full el. Thus, on top of air carriers’ demands for more complexities of the design factors that determine aircraft noise. fuel-efficient, cheaper-to-operate airplanes, Enabling this capability is technology grounded in non-traditional commercial aircraft manufacturers face increas- methods such the Lattice-Boltzmann method, combined with the best ingly stringent requirements to reduce the “com- features of hybrid turbulence modeling. A methodology developed in munity noise” produced by their aircraft. partnership with NASA recently demonstrated that Exa’s software tech- Community noise has two main sources: nology delivers accuracy comparable to wind tunnel testing and flight engine noise and airframe noise. Significant testing, for both airframe noise and engine noise. progress in reducing engine noise over the This article was written by Bruce Jenkins, Principal Analyst, Ora Research (Raleigh, NC). past two decades has promoted airframe For more information, visit http://info.hotims.com/65854-504. noise to the most urgent challenge now. Airframe noise is caused principally by airflow References: around the aircraft’s landing gear, and around 1 Noelting, S. and Fares, E., “The Lattice-Boltzmann Method: An high-lift devices such as wing flaps and slats. Alternative to LES for Complex Aerodynamic and Aeroacoustic Wind tunnel testing is seldom, if ever, a viable Simulations in the Aerospace Industry,” SAE Technical Paper 2015-01- solution in commercial aircraft development 2575, 2015, doi:10.4271/2015-01-2575. programs due to cost and time constraints. 2 Keating, A., Dethioux, P., Satti, R., Noelting, S., Louis, J., Van de Ven, T., But the alternative—using digital simulation to and Vieito, R., “Computational Aeroacoustics Validation and Analysis test and refine concepts for airframe noise of a Nose Landing Gear,” AIAA Paper 2009-3154, May 2009.

MOBILITY ENGINEERING DECEMBER 2017 53 Autonomy testing:

Green arrows illustrate the pathway for a Departed Driver Rescue and Exit Maneuver. The DDREM automated driving system, under development by Mobis North America, will provide a safe vehicle stop for a driver who has fallen asleep. Autonomous (image: Mobis) technology development injects new rigors on vehicle- development testing. by Kami Buchholz

ngineers like a good challenge, and the a small enough problem that Mobis and out-of-the-box thinking can development path for autonomous solve,” said Agnew. technologies is putting logical and cre- A production-ready DDREM system is expected in the 2020-2021 Eative thinkers to the ultimate test. timeframe. The system will detect when a driver is no longer operating “Use case and endurance testing—although the vehicle, then initiate SAE Level 4 autonomous control to guide the highly relevant—are not enough to get to the car to a safe stop. A driver who has fallen asleep will trigger system confidence level that’s needed before going activation; engineers are also considering other system activation trig- into production with a highly-complex auto- gers, such as a heart attack or other severe medical emergency. mated driving system. When you’re trying to Currently, 18 Mobis engineers, robotic, and computer science hit a metric that’s 500 million to a billion miles specialists working at the firm’s Plymouth, MI, facility are tasked with of accident-free driving, you just can’t drive developing DDREM. In the coming months, the team will be expanded that many miles, even in a decade. Challenges to approximately 25 technology experts. haven’t stopped engineering progress in the “There is a definite overlap of work between our two advanced engi- past, and it isn’t stopping progress now,” neering teams. The design team is working to develop DDREM to our David Agnew, Director Advanced Engineering, performance requirements, while the testing team is working to figure Autonomous Vehicle Research for Mobis North out how we’re going to analyze, validate, and build confidence that the America, asserted in a recent interview with design will meet the performance requirements,” said Agnew. Mobility Engineering. DDREM’s development effectively underscores the challenges associated with testing and validating a highly-complex autonomous system. Automated mobility for Mobis “To put a car into production right now, it’s pretty straightforward in The first novel autonomy technology from terms of testing,” said Agnew, noting that use-case physical testing is Mobis North America’s advanced engineering standard practice across the industry. “You verify product designs for group, formed in late 2015, will be a safe- seatbelts, transmissions, lighting and other systems with specific tests. ty-specific system known as the Departed But all of the tests for those in-production systems have already been Driver Rescue and Exit Maneuver (DDREM). verified. That’s just not the case with autonomous technologies.” The system is being developed to a one-in- Progress in developing self-driving vehicles has been substantial since 50,000-mile accident-free metric: “That’s four the Defense Advanced Research Projects Agency (DARPA) first offered a orders of magnitude easier than doing a full $1 million prize in its 2004 challenge. Although no team created an autonomous-vehicle metric. We think that it’s autonomous vehicle capable of completing the required 150-mile trek

54 DECEMBER 2017 MOBILITY ENGINEERING AUTOMOTIVE TESTING FEATURE SIMULATION TO THE RESCUE

Thomas Kil, a Mobis North America simulation and data engineer, does simulation analysis work as part of the ongoing development and testing of DDREM. (image: Mobis) Mobis North America’s through the Mojave Desert, that event was a touchstone for focused David Agnew. (image: Mobis) autonomous-system development and testing. The scorecard of current development projects includes many programs with closed-circuit and public-road testing. In the U.S., Ford is upping the number of Fusion Hybrid sedans in its autonomous test fleet and plans to start producing SAE Level 4 self-driving vehicles in 2021, while General Motors will increase its autonomous-driving test fleet of Chevrolet Bolt electric cars from 50 to 180. Honda recently announced plans for highly-automated, SAE Level 3 expressway-driving capability by 2020—with SAE Level 4 capability targeted for 2025. Toyota’s Collaborative Safety Research Center recently launched 11 research projects for autonomous and connected-vehicle technologies. Meanwhile, BMW, FCA, Intel and machine- vision specialist Mobileye earlier this year announced a cooperative program to develop a scaleable SAE Level 3 to Level 4/5 platform. Other automakers and suppliers are also in advanced autonomous- development programs.

Simulation and brainpower Consider just one type of testing conducted on advanced driver-assistance systems (ADAS), the forerunner to integrating these technologies for autonomous operation. Current use-case tests for ADAS verify certain actions, such as the driver receiving a lane-departure warning when the vehicle departs from the current traffic lane. “With artificial intelligence (AI) or systems with a high degree of complexity, it’s a completely different game,” said Agnew. Autonomous-driving scenarios can be impacted by seemingly small variations. For instance, an autonomously-driven vehicle’s sensor system can detect visibly moving legs on a pedestrian dummy. But the This A646 motion simulator currently is being constructed in Amsterdam, Netherlands, by scenario changes if the pedestrian dummy’s legs are covered by an Cruden for delivery to Mobis North America in overcoat and that clothing confounds sensor detection. The bottom line Plymouth, MI. (image: Mobis)

MOBILITY ENGINEERING DECEMBER 2017 55 Autonomy AUTOMOTIVE TESTING FEATURE testing: SIMULATION TO THE RESCUE is the developers of autonomous systems must strive to design a system capable of rec- ognizing and correctly responding to all possible driving scenarios. “The auto industry works in a use-case environment, but we’re in new territory with autonomous technologies. While use-case testing still has a vital role, we also need to adapt how we test,” said Agnew, stressing the need “to predict as much as we can about how well the autonomous system is going to work.” An ability to predict outcomes amid hundreds of thousands of variables is the primary reason why simulation environments are emerging to assume a major role in autonomous technology development and testing. “Simulation environments will be absolutely crucial in validating the performance and consistency of automated driving systems, especially the AI components of the software stack, such as the neural nets,” according to Sam Abuelsamid, Senior Analyst – Energy for Navigant Research in Detroit. These Metamoto test-suite results are from batched simulations of a parameterized “vehicle runs red light” scenario. (image: Metamoto) Help with ‘corner cases’ Like many other companies developing auto- Mobis engineers and research volunteers will experience an immersive mated-driving technology, Mobis views collab- environment of replicated roadways and vehicle movements inside a oration as an essential. In the near-term, new motion simulator being custom-built by Cruden of the Agnew expects to ink a contract with Netherlands. The 6-degrees-of-freedom motion simulator is expected Metamoto, a provider of purpose-built scale- to be operational at Mobis’ Michigan facility in April 2018. “We didn’t able simulation. Metamoto’s simulation offer- feel that our static simulation workstations could provide us with coming will enable engineers to conduct millions prehensive human-machine interface (HMI) data,” Agnew explained. of daily tests on autonomous systems, “while Cameras and sensors inside the motion simulator will enable engi- intelligently exploring parameter spaces and neers to observe and collect data of a driver falling asleep at the wheel. performance boundaries across relevant edge This information will complement in-vehicle video recordings from uni- cases,” according to Chad Partridge, CEO of versity research programs as well as other studies on drowsy drivers. the Silicon Valley startup firm. “We’re interested in what happens to the accelerator pedal and other Simulation software is vital for ironing-out in-vehicle controls while the driver is asleep as well as what can happen the “corner cases”—situations that are nearly if the driver wakes up and attempts to regain control of the vehicle impossible to plan for but could happen. If after DDREM activation,” said Agnew. engineers want to alter the autonomous sys- While workstation simulation environments will provide a framework tem, such as the AI design or the sensor archi- for Mobis engineers to develop the DDREM system and its operational tecture, the simulation environment is a algorithms, the motion simulator will generate data to be looped back non-risk way to evaluate the effect of a to simulation as well as provide information that will be applied to change prior to targeted physical testing. endurance and use-case tests. “Simulation software also can be used to Mobis North America also will conduct tests on a demonstrator validate numerous different aspects of the autonomous vehicle built in-house by Mobis technicians and fabrica- technology much faster and less expensively tors. This vehicle is a duplicate of a prototype autonomous vehicle built than real-world testing,” according to Michael by Mobis specialists in South Korea. “We expect to have our first proto- Ramsey, Research Director of Gartner, Inc., a type autonomous vehicle in the U.S. for DDREM development by the Stamford, Connecticut-headquartered end of this year [2017],” said Agnew. research and advisory company. Phase-one track testing with the prototype demonstrator will involve autonomous lane shifts until the vehicle detects the edge of the road- Simulation on the move way and performs a safe stop. “Developing the autonomous capability Simulation environments provide a two-di- will be easy in comparison to understanding fully how often the mensional interface and are especially helpful self-driving maneuvers will work and how often those maneuvers will in determining worse-case scenarios, but fail,” Agnew said.

56 DECEMBER 2017 MOBILITY ENGINEERING Global VEHICLES Volvo CE sees major efficiency gain from hybrid-electric wheel loader Volvo Construction Equipment partnered with Waste Management (WM), the California Energy Commission and CALSTART to put its LX1 prototype electric hybrid wheel loader to the test: field test, that is. The company showcased the LX1 at a media event in July at WM’s Redwood Landfill in Novato, CA. Made up of 98% new parts, the LX1 prototype series hybrid has a funda- The LX1 prototype (right) features a 3.6-L diesel engine compared to the 13-L mentally new machine design. It incor- on the L150 wheel loader baseline machine. (image: Volvo CE) porates a driveline that consists of electric-drive motors mounted at the wheels, electric-driven hydraulics, a bat- The electric motors drive each of the with its customer Waste Management, tery energy storage system, a signifi- wheels and by having each of those four which carried out the field tests, along cantly smaller diesel engine and new wheels drive independently, Volvo CE was with CALSTART, which conducted machine architecture including a new able to change the frame of the machine. emission tests on the machine, and the design of the lifting unit. With its electrically driven hydraulic California Energy Commission, which Decoupling all of its systems allowed system, Young explained “we were able helped fund the LX1 project. Since the for the physical architecture of the to get more efficiency out of each of end of 2016, the LX1 has performed machine to change. “And that’s one of the subsystems.” hundreds of hours of real work in two the big points that’s different about this The LX1 prototype features a 3.6-L applications at Waste Management fa- wheel loader vs. the conventional and diesel engine compared to the 13-L on cilities in California. even some of the hybrid wheel loaders the baseline machine, the Volvo L150 The target set for this project was a that are on the market today,” Scott wheel loader. “A machine that would 35% fuel efficiency improvement. Young, Volvo CE’s Director of do the work of this machine,” Young Testing began at the Redwood Electromobility, told media at the event. said, “it would generally have an 11 or Landfill and Recycling Center, a green 13 [liter engine].” waste composting site in the northern The LX1’s wheel hub motors allow part of California. Both fuel efficiency the loading unit to be brought back and greenhouse gas (GHG) emissions farther into the machine, so that a tests were conducted at the facility, and smaller machine can do the work of a the results so far show an average larger machine (one size larger, accord- improvement of 50% in fuel efficiency, ing to Volvo CE). Decoupling offers which is equal to a reduction of 35% in flexibility in terms of where things can fuel consumption and GHG emissions. be placed. “They’re not mechanically The second test site was the Moreno coupled together [so] we get modular- Valley Transfer Station, which is a waste ity,” he explained. “And that modularity transfer site in southern California. The we see as something to really scale LX1 achieved an average fuel efficiency well not only for the wheel loader, but improvement of around 45%. Official for other products.” results were to be provided to the That higher efficiency offers ease to California Energy Commission and tune the machine to the operator needs. CALSTART in September 2017. During field testing, if the operator In addition, there was a huge reduc- needed something changed on the tion in noise pollution compared to its machine, Volvo CE engineers could conventional counterparts, according to access the software and adjust the Volvo CE. machine to operator needs. “So we see a The LX1 was also tested in Sweden great opportunity in terms of tuning to and achieved similar results to those at the customer’s application,” Young said. the WM field test sites. In addition to Electric drive motors are mounted at each of the wheels and help the four checking the LX1’s efficiency in a real- wheels drive independently, allowing Collaborating on sustainability life application, Volvo CE also sought Volvo CE to change the frame of the Field testing of the LX1 prototype be- operator feedback. “It’s fantastic to get machine. (image: Jennifer Shuttleworth) gin in late 2016. Volvo CE partnered this operator feedback to feed our

MOBILITY ENGINEERING DECEMBER 2017 57 Global VEHICLES 2018 Honda Accord drops mass, adds turbos and 10-speed automatic

“The target of this project was 35% improvement in energy efficiency and to quantify the greenhouse gas emissions effects of this reduction,” said Volvo CE’s Scott Young, pictured with the LX1 at partner Waste Management’s Redwood Landfill in Novato, CA. The results showed the prototype delivers around 50% The 2018 Accord’s body structure remains steel-intensive but improvement in fuel efficiency during customer field testing. features increased UHSS alloy content. (image: Honda) (image: Jennifer Shuttleworth) Honda unveiled its 10th-generation Accord recently in future development projects [to] our engineers in Sweden,” Detroit, showing four-door Sport, Touring and Hybrid ver- Young said. sions of its franchise midsize nameplate that has sold more According to John Meese, WM’s Senior Director Heavy than 13 million units since 1977. The all-new model will be Equipment, being able to use available new technologies as a available as a sedan only, according to Jeff Conrad, Senior company “can improve our services to our end user—our cus- VP of American Honda. tomers—through our operations being enhanced. This was a Designed in Japan with exterior surfacing finalized at project we thought would work for us.” Honda’s California studio, the 2018 Accord is up to 176 lb (89 Each of the WM facilities had different needs from the kg) lighter than the outgoing model, depending on trim level. wheel loader. At the Redwood Landfill, “we wanted that Key technical features include two new turbocharged gasoline machine to be as nimble as possible,” Meese said. “The elec- engines, the first use of a 10-speed automatic transaxle tric drive that this gives us…we go from standing still to max (Honda’s own 10AT) in a front-drive sedan, and the return to operating, say speed, very, very quickly.” the low-cowl/thin pillar body architecture that built the He explained that Volvo CE was able to tweak the opera- Accord’s reputation for superior cabin visibility and made it so tion of the hydraulics to suit what the operator needed. In easy and pleasant to drive. Redwood, there is a need for the bucket to fill or go up or The new Accord’s interior boasts 2.5 ft3 of additional pas- dump faster, but that’s not necessary in Moreno; things might senger volume (105.7 ft3 total) and an additional cubic foot of need to be slowed down there. “The design capabilities of this trunk space (total 16.7 ft3) on non-hybrid models. The hybrid loader fit both operations very well with just a few tweakings Accord now has its lithium battery pack located under the of the software,” Meese said. rear seat, expanding trunk space by 3.2 ft3. The 2018 Accord is also claimed to be the first production The future for hybrid technology at Volvo CE vehicle with Near Field Communications (NFC) capability. As far as exploring hybrid technology beyond wheel loaders, Young told Mobility Engineering that Volvo CE sees “an op- Body and chassis changes portunity across all product lines we have today, but we are The steel-intensive body structure features 29% ultra-high- exploring things specifically in the haulers, excavators and strength steel alloys with aluminum used in the hood and wheel loaders at this time.” some chassis crossmembers, Jay Gazowski, Senior Manager To make hybrids more attractive compared to conventional for Product Planning, told Mobility Engineering. High-strength technology, Volvo CE’s Kent Meyers, Director, Advanced steels (above 440 MPa) are used in 54.2% of the structure, Engineering Project Management, said, “probably one of the helping to reduce overall vehicle mass by 110 to 176 lb (50 to biggest things is making it cost effective. Take this machine, 89 kg). Extensive use of structural adhesives (Honda’s first it’s got a lot of new technology—98% of it is new. But I think use beyond the Odyssey minivan) boost body torsional rigidi- getting something like this to a price point that the general ty by 32% and first-order bending by 24%, while improving population can afford, and is willing to pay for, is going to be cabin quietness, the company claims. one of the key hurdles.” The new Accord rides on a 2.16-in (55-mm) longer wheel- While it remains to be seen whether the LX1 will make it base. While overall length and height are reduced by 0.39 in from a research project to production, the enthusiasm about and 0.59 in (10 mm and 15 mm, respectively), the body is 0.39- the machine and its future potential was apparent in Novato. in wider and track is widened by 0.20 in front and 0.79 in rear. Jennifer Shuttleworth There is increased front and rear-seat legroom, the latter by

58 DECEMBER 2017 MOBILITY ENGINEERING Global VEHICLES almost 2 in (50 mm). Combined with the lower cowl, front roof pillars that are 20% narrower and moved rearward relative to the driver’s seating position enable greater driver visibility. Underpinning the body structure is a new Macpherson strut front suspension mounted to a solidly mounted aluminum front subframe. Rear suspension is a multi-link design mounted to an isolated subframe. Compliance bushings front and rear are fluid-filled and a standard adaptive-damper system capable of adjusting shock absorber damping force every 1/500 s improves ride control and compliance, the company claims. All Accords feature an approximate 60/40 front/rear weight distribution. Accord Sport drivers can tailor the Honda body engineers focused on lowering the 2018 Accord’s cowl and reducing car’s dynamic performance via a two- cross-section of the A-pillars for improved driver visibility. (image: Honda) mode electronic control system that includes a new dual-pinion variable- normally-aspirated 2.4-L. Inside the cabin ratio electric power steering (EPS). The 1.5-L engine is available with Inside the Accord’s cabin, it’s all new Honda’s CVT or 6-speed manual. The from seating to trim, with attention paid New CVT and hybrid power redesigned CVT has an 11% lower ratio to tactile materials quality and appear- 2018 Accord propulsion includes two compared to the outgoing unit for ance, judging by ME’s brief time spent in turbo DI 4-cylinder gasoline engines improved launch performance. The 10AT the cars during the media introduction. and the latest 2-motor hybrid power- offers a 68% wider ratio spread with a There’s an all-new HMI with 7-in TFT train. The 10AT is paired with the 2.0-L 43% lower first gear and 17% taller top driver’s meter and 8-in touchscreen turbo engine, SAE rated at 252 hp (188 gear compared to the 2017 Accord’s infotainment interface. Jeff Conrad dra- kW) at 6500 rpm and 273 lb·ft (370 6-speed automatic. matically noted that Honda is reintro- N·m) from 1500 to 4000 rpm. The 2.0-L The new hybrid powertrain uses a ducing volume and tuning knobs to the also available with Honda’s 6-speed 2.0-L Atkinson-cycle engine with audio system; their renewed presence is manual gearbox. Accords also can be greater than 40% thermal efficiency welcome—the absence of physical had with Honda’s 1.5-L turbo with dual (highest of any current mass-produced knobs (and Honda’s reliance on “slider” Variable Timing Control valvegear, SAE Honda engine, the company claims) controls) has been a much-criticized rated at 192 hp (143 kW) at 5500 rpm paired with the first electric motors on point for the brand in recent years. and 192 lb·ft (260 N·m) from 1500 to any production hybrid to use non-rare- Both 1.5-L and 2.0-L Touring models 5000 rpm. It replaces the incumbent earth magnets. feature a new 6-in driver’s HUD (Head Up Display) with selectable information, including speed, engine rpm, turn-by-turn navigation, and Traffic Sign Recognition. Available connected-car technologies include wireless device charging, automatic Bluetooth phone pairing with Near Field Communication (NFC) technology, 4G LTE in-car Wi-Fi, and Wi-Fi-enabled over-the-air system updates. Honda claims to be the first OEM to include an NFC tag in one of its products. NFC chips enable the user of Android Pay and Apple Pay smart- phones to simply tap the small NFC tag on the instrument panel (identified by a The 2018 Accord small “N”) and the devices will instantly marks the first use of a pair with the car’s Bluetooth. 10-speed automatic in SOP was late summer at the a front-drive car. Marysville, OH, complex. (image: Honda) Lindsay Brooke

MOBILITY ENGINEERING DECEMBER 2017 59 Global VEHICLES Jaguar’s 2018 E-Pace shares Land Rover bones papers.sae.org/2015-01-2298/), with a power spread from 110 kW to 221 kW (147 to 297 hp). The torquiest among these produces a claimed 500 N·m (369 lb·ft). Best claimed acceleration to 100 kph (62 mph) is 6.4 s and the

car’s CO2 rating is 124 g/km. Unlike its aluminum-intensive stable- mates, E-Pace has a steel-intensive body structure and chassis. Variants weigh (EU unladen) between 1775 kg/3913 lb (front-drive D150 version) and 1894 kg/4176 lb for an AWD P300. Aluminum is used for the hood, front Panoramic roof is fixed for the Jaguar E-Pace; opening facility would have increased fenders, roof panel and liftgate. weight and therefore raised the center of gravity and cost. Cd is 0.325. (image: Jaguar) High formability (0.7-mm/0.027-in thick) steel is used for the bodysides— Based on an adapted Land another contributor to mass reduction, as Rover D8 architecture, mostly steel and with transverse is the cast-magnesium cross-car beam. engine, the 2018 E-Pace gets AWD but one version will be First ‘Active’ AWD FWD. (image: Jaguar) Most fuel efficient of the Ingenium engines is the 110-kW (148-hp) diesel driving only the front wheels—the first FWD Jaguar since the X-type. The diesel uses low-flow injectors to help toward a combined fuel consumption figure of

4.7 L/100 km and 2124 g/km of CO2 emissions. That’s with 6-speed manual gearbox and 17-in wheels. Jaguar revealed its all-new 2018 E-Pace coupe-like roofline to that of the F-Type. The gasoline versions deliver a choice compact SUV in London in July. The Said Callum: “The most challenging of 183 kW or 221 kW (245 or 297 hp). 5-seat E-Pace joins its larger F-Pace thing is to get a car of this type’s size and Engineers said upgrades to the car’s cousin to take the company further into proportions to look dramatic and exciting. twin-scroll turbocharger deliver up to SUV territory. The E-Pace also is the We worked to make it look different from 26% more air compared to the previous first Jaguar to be produced outside of other SUVs; to make it look very dynamic. version. A CVVL (Continuously Variable Britain, in Austria and China. Proportion is everything, including the Valve Lift) system is fitted. The gas Initially, with its U.K. facilities close to wheels which are 21-inch.” To disguise engine is paired with either the 6-speed capacity, Jaguar Land Rover (JLR) has front-end overhang, the car has cham- manual or close-ratio ZF 9-speed 9HP. partnered with engineering and con- fered corner, he added. Cd is 0.325. The Active Driveline AWD setup is tract-manufacturing specialist Magna claimed to be a first for Jaguar, with Steyr in Graz, Austria, for E-Pace pro- Steel-intensive body advanced torque-biasing providing duction. Beginning next year, it will also Graham Wilkins, Chief Product Engineer, rear-drive characteristics, including be manufactured for the Chinese mar- said the car’s architecture is derived power-oversteer drifts; nearly 100% of ket at Chery JLR’s facility in Changshu. from the D8 used for the Land Rover available torque can be transferred to The forthcoming all-electric Jaguar Evoque and Discovery Sport. The inte- the rear axle when required. Two inde- I-Pace will be Graz-built, too. gral-link rear suspension is conceptually pendent electronically-controlled wet- Jaguar labels its new transverse-en- similar to that used for the XE, XF and plate clutches distribute torque gined AWD a “compact performance SUV F-Pace. Wilkins noted that the elec- between the rear wheels. with sports-car looks,” noting that the tric-assist steering “benefits a great deal The car has a specially tuned semi- vehicle borrows some aesthetic cues from from learning with the XF and XE.” solid mounted front subframe designed the F-Type coupe. An optional R-Dynamic Riding on a 2981-mm (117.3-in) to provide a stiffer structure including pack further adds to its image. wheelbase, the E-Pace measures 4395 solid mounts. This contributes to Director of Design Ian Callum and his mm (173 in) long overall and stands “exceptional drive dynamics,” according team were determined to distinguish 1649 mm (65 in) tall. It is powered by to Mike Cross, Chief Engineer, Vehicle the car from the common SUV signa- variants of JLR’s 2.0-L Ingenium family Integrity. Aluminum suspension compo- ture, he told Mobility Engineering. It’s a of diesel and gasoline units (see http:// nents are used extensively. tough task, so they used a similar articles.sae.org/13353/) and (http:// Stuart Birch

60 DECEMBER 2017 MOBILITY ENGINEERING Global VEHICLES Ford pumps powertrains for 2018 F-150 It’s tough at the moment to sell a car to a U.S. customer, so wily automakers—or those at a fortuitous place in their product cycles—are doubling down on trucks and crossovers. Regardless of that, no- body would ever expect Ford to hang back when it comes to keeping the F-Series pickup fresh, so for 2018 the light-duty F-150 line gets a light face-freshening and tasty rework of its powertrain lineup. At the starting end of the F-150’s current five-engine range, the former 3.5-L V6 is reduced to 3.3-L, but fear not: its all-new cylinder heads accommodate the twin direct-injection (DI) and port fuel-injection (PFI) setup that all 2018 F-150 engines use, so horsepower is up by eight, to 290 hp, and torque runs to 265 lb·ft (359 N·m), a 12 lb·ft (16 N·m) hike. For 2018, Ford has enhanced power and efficiency for three of the F-150 pickup’s five engines and revised front-end styling with a total of six new grilles. (image: Ford) Pete Dowding, Ford Powertrain’s well-travelled chief engineer, told Mobility Engineering the cost of moving efit of higher compression. 325-hp rating but torque is increased by all the F-150’s engines to the direct- and For the newly-downsized V6, the 25 lb·ft (34 N·m) to an even 400 lb·ft indirect-injection layout is justified by twin-injection system allows a CR (542 N·m) for 2018. the increased fuel economy the design increase from 10.8:1 to 12:1. For the heavi- permits—largely because of the higher ly-revised 2.7-L turbocharged DOHC V6, Plasma-coating for high volume compression ratios (CR) available from the next engine up the F-150 food chain, In addition to the 5-L V8’s performance overlaying PFI onto DI. At high load, DI CR goes from 10:1 to 10.3:1 and for the upgrades, the engine also now features cools the cylinder sufficiently to main- pickup’s lithe “Coyote” 5-L DOHC V8, CR the plasma-transfer wire arc (PTWA) tain a high CR without high-octane is boosted from 10.5:1 to 12:1. bore-coating technique Ford introduced unleaded. At lower loads, “the DI sys- The equally important benefit, how- in 2010 for the high-performance 5.4-L tem bleeds off,” Dowding said, and PFI ever, is a slight but meaningful V8 powering the 2011 Mustang GT500— takes priority, delivering efficient cylin- fuel-economy boost for all three and also was used for the cylinders of der-fill while still reaping the BMEP ben- engines. Depending on 4x2 or 4X4 con- the 5.2-L variant of today’s “Voodoo” figuration, fuel efficiency V8 family in the Mustang GT350. increases by at least 1 or 2 From the start, Ford said it was test- mpg in the city or high- ing the process in the hope of decreas- way cycles or on both ing its throughput time, making it drive cycles. applicable to higher-volume engines. As a final tweak for “We always had this vision we could 2018 fuel-economy rat- move that forward,” Dowding said, “to ings, the 2.7-L and 5-L cascade it through to the rest of the engines now all are Coyote family. It’s pretty exciting.” backed by Ford’s In a detail for hard-core Ford V8 aficio- 10-speed automatic trans- nados, Dowding said the use of the PTWA mission introduced last cylinder coating enabled a slight increase year for F-150s using the in bore, generating an overall displace- 3.5-L turbocharged V6 in ment that’s now 5.04-L compared with standard and high-output 4.94-L for the superceded V8 with its iron configuration. Only the cylinder liners. Dowding said the engine 3.3-L V6 continues in 2018 also drops somewhere between 5-7 lb with a 6-speed automatic. (2.3-3.2 kg) by losing the cylinder liners. The 10-speed automatics For the plasma-coated V8, power all feature stop-start tech- increases from 385 hp to 395 hp and Thanks to direct and port fuel injection, the 2018 F-150’s nology as standard. torque from 387 lb·ft (525 N·m) to 400 2.7-L turbocharged V6 has substantially more torque and The 2.7-L turbocharged lb·ft (542 N·m). increased fuel economy. (image: Ford) V6 maintains its existing Bill Visnic

MOBILITY ENGINEERING DECEMBER 2017 61 Global VEHICLES 2018 Subaru Crosstrek moves to new global platform somewhat easier, faster and more cost-efficient. “This Subaru Global Platform is basically a process of how a platform should be built,” he said. “The major parts are not physically the same [from one model to another], but the concept on how they are designed is shared with all of our car lines, and how they go together is the same.” The Crosstrek’s latest AWD system doesn’t have the ability to disconnect an axle to reduce driveline losses; Numata said fuel efficiency could be improved by decoupling when AWD is not needed, To create the 2018 Crosstrek, FHI engineers increased the wheelbase by 1.2-in over the previous model. Overall length and width are also increased. Ground clearance is 8.7 in. “but the vehicle’s behavior would be dif- (image: Subaru) ferent compared to coupled. So thinking on the safer side, Subaru decided for it to be coupled all the time.” Twenty years ago, Fuji Heavy Industries Ascent three-row CUV to new WRX, Still, the 2018 Crosstrek delivers best- (FHI) engineers first leveraged the sub- Forester, Legacy and Outback models— in-class AWD EPA economy at 27 mpg compact Subaru Impreza platform to will use this architecture. city, 33 highway and 29 combined with create the popular Forester CUV. They The 2018 Crosstrek rides on a 104.9-in the CVT and 23/29/25 with the standard again used Impreza to create the 2012 (2664-mm) wheelbase, an increase of 1.2 6-speed manual. Crosstrek, which became the brand’s in (30.4 mm) over the previous model. Also, Hill added, “it’s not an apples- third-best-selling model in the U.S. and Overall length and width are increased to-apples comparison with the competi- number two in sales among B-segment 0.6 in (15.2 mm) and 0.9 in (23 mm), tion. Because the ‘boxer’ engine has a CUVs. Now comes a much-improved, respectively. The 60/40 split flat-folding direct feed off the back of the engine, second-generation 2018 Crosstrek; com- seats and widened liftgate opening pro- with the front axles coming right out of pany engineers claim it’s 95% new. vide improved cargo loading and greater the transmission, we have less losses to It’s underpinned by the all-new and utility. Ground clearance is 8.7 in (221 begin with.” substantially stiffer Subaru Global mm); wheels are 17 in. The wider-ratio-spread CVT, complete Platform (SGP), which brings improved Besides the vehicle’s new exterior and with seven driver-selectable ratios, is ride, handling and NVH attenuation, as interior, the vehicle is equipped with an engineered and built in-house by FHI, Mobility Engineering determined during upgraded (80% new), direct-injected but the chain and some other key com- the recent media launch. Crosstrek is the 2.0L horizontally-opposed ‘boxer’ ponents are jointly developed with sup- second Subaru underpinned by the new four-cylinder gasoline engine, Active pliers. “Our drivetrain layout is unique, so SGP, following the 2017 Impreza. Torque Vectoring driveline, traction-en- we can’t buy off-the-shelf transmissions,” Eventually all new models—from the 2019 hancing X-Mode for off-road use (stan- Hill said. “We have to make our own.” dard with the continuously-variable And Numata confirmed that there are transmission), a new multimedia system joint programs with Toyota beyond the with Android Auto and Apple CarPlay BRZ/Toyota 86 sports cars, especially in capability and many new driver-assist electrification. technologies. More power please Alternative to axle decoupling One important feature available is With 12% more high-strength steel and EyeSight Driver Assist Technology, 9% more hot-press steel than the pre- sourced from Hitachi Automotive vious platform, the SGP is claimed to Systems. It uses twin stereo cameras be 70% stiffer torsionally and 90% mounted high on the inside of the wind- (front lateral) to 100% (rear subframe) shield behind the mirror. “Dual cameras stiffer than the outgoing architecture. are quicker-reacting than a radar/sin- The platform is designed to accommo- gle-camera system,” Hill explained. “They date multiple powertrains, including detect distance more correctly, similarly EVs and hybrids. to human eyes,” Numata added. The 2018 Crosstrek includes a new multimedia system with Android Auto Project Senior Manager Shinichi “Another advantage is that they are not and Apple CarPlay capability and Numata confirmed that as learnings in the front bumper where someone can many new driver-assist technologies. accumulate from one new vehicle to the smash into them in a parking lot.” (image: Subaru) next, the development process becomes Gary Witzenburg

62 DECEMBER 2017 MOBILITY ENGINEERING COMPANIES MENTIONED

3D PD...... 10 Crescent University...... 11 IIT ...... 11 North Cap University...... 16 ABES Engineering College...... 14 Cruden...... 56 India Pistons...... 10, 11 Northwest Numerics...... 49 AL ...... 10 Cummins College of Engineering Institute of Road and Transport NSK Steering Systems...... 31 Altair...... 11 for Women...... 14 Technology...... 12 Ora Research...... 53 Ampere Vehicles...... 8 CVRDE...... 10, 11 Intel...... 55 Oshkosh...... 22 Andhra Pradesh Economic Daimler...... 26 International Centre for Automotive Ovalo...... 25 Technology...... 16 Development Board...... 17 DARPA...... 54 PES University...... 8 Anna University...... 11 Dassault Systemes...... 47 IP Rings...... 11 Porsche...... 23 ANSYS...... 8, 13 Dayco Products...... 35 Jaguar...... 60 Qoros Auto...... 64 APPL...... 8 DDG...... 10 Jaguar Land Rover...... 31 RNTBCI...... 11 Apple...... 62 Eaton...... 45 JLG Industries...... 22 SAE International...... 42, 54, 59 ARAI...... 7 Exa...... 50 John Deere...... 13, 14 Sandia National Labs...... 22 Argonne National Laboratory...... 49 Federal-Mogul Powertrain...... 32 Joule Unlimited...... 44 Shriram Pistons and Rings Limited..... 15 Ashok Leyland...... 8 FEV...... 46 KIIT University...... 16 SIAM...... 7 ASM Technologies...... 8 Fiat Chrysler Automobiles...... 55 Kubota...... 19 Siemens...... 6, 10, 11, 47 Audi...... 23, 25, 27 Ford...... 11, 24, 35, 55, 61 Land Rover...... 60 SpaceX...... 38 AVL...... 48 FPT Industrial...... 29 Lovely Professional University...... 16 Subaru...... 62 Bangalore Institute of Tech...... 16 Freevalve...... 64 Magna Steyr...... 60 Subros Limited...... 15 Blue Origin...... 38 Fuji Heavy Industries...... 62 Mahindra Group...... 17 TAFE...... 10, 11, 12 BMW...... 24, 55 Gamma Technologies...... 47 Mahindra & Mahindra.....7, 8, 10, 11, 13, 17 Tenneco...... 20 Boeing...... 18 GARC...... 7 Maruti...... 6 Tokyo Institute of Technology...... 44 BorgWarner...... 27 Gartner...... 56 Massey Ferguson...... 12 Toyota...... 4, 42, 55 Bosch...... 6, 8, 44 Gates...... 41 Mathworks...... 8 TVS Motor Company...... 8 B.S. Abdur Rahman Crescent General Motors...... 24, 42, 45, 55 Mazda...... 4, 42 UCAL Fuel Systems...... 11 University...... 11 GKN Driveline...... 24 Mercedes-Benz...... 26, 42 U.S. Department of Defense...... 22 BSA University...... 11 Hero Motocorp...... 8 Metamoto...... 56 UTAS India...... 38 California Energy Commission...... 57 Hinduja Tech Limited...... 41 MIT...... 11 CALSTART...... 57 Hiroshima University...... 44 Mobileye...... 25, 55 Virgin Galactic...... 38 Case IH...... 29 Hitachi Automotive Systems...... 62 Mobis...... 54 Volkswagen...... 23 Caterpillar...... 11, 13 Honda...... 7, 8, 27, 42, 55, 58 MSIL...... 6, 15, 16 Volvo Construction Equipment...... 57 Central University of Tamilnadu...... 11 Hyderabad...... 11 NASA...... 22, 36 Wabco...... 10 Chery...... 60 Hyperdrive Innovation...... 31 National Defence University Warwick Manufacturing Group...... 31 Chery Automotive...... 64 Hyperloop Transportation of Malaysia...... 11 Waste Management...... 57 Chevrolet...... 20, 45, 55 Technologies...... 17 Navigant Research...... 56 Zero2Infinity...... 38 College of Agriculture...... 13 Hyundai...... 42 Newcastle University...... 31 Zero Carbon Futures...... 31 College of Engineering...... 16 IAV...... 46, 48 New Holland Agriculture...... 29 ZF ...... 60 Continental...... 8, 34 iCAT...... 7 Nissan...... 31 Zircotec Group...... 33

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MOBILITY ENGINEERING DECEMBER 2017 63 Q&A

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Some traditional, expensive Freevalve CTO Urban Carlson says components are not required concept evaluation for a Freevalve engine, so of his company’s would its cost be lower than camless engine by that of a similar-capacity reg- Qoros Auto is ular engine given comparable expected to be production volume? completed by the end of 2017. (image: Yes. Without downsizing, the Freevalve AB) weight saving is around 20 kg [44 lb] for the 1.6-L TC engine and with further optimization in combination with a more compact installation we expect the complete concept to Freevalve set reduce the overall cost. Our cost estimates indicate that our system will be similar to to transform that of a gasoline DI engine requiring more advanced af- Detail of single-valve tertreatment, such as a partic- pneumatic-hydraulic IC-engine ulate filter. We expect gaso- actuator developed by Freevalve of Sweden. line engines with the (image: Freevalve AB) Freevalve system to be signifi- architecture cantly cheaper than diesel engines having the same performance. Later this year, concept evaluation of Freevalve AB’s radical camless engine technology is expected to be completed by Apart from Qoros, can we expect to see the technology Qoros Auto. The technology, known as Qamfree, could lead to adopted by any other manufacturers in the near future? volume production, bringing a new dimension to powertrain Yes. There is, of course, a lead time for market introduction, design and engineering. but we are working in parallel with projects for several differ- Besides Qoros (owned by Chery Automotive), two other ent segments. We expect at least two customers to announce OEMs also are understood to be potential adopters of the system. their plans during next year. A demonstrator 1.6-L 4-cylinder 16-valve DOHC turbocharged gasoline engine fitted with the system was first seen Many countries now are indicating that the ICE in new cars is at the 2016 Beijing Motor Show in a Qoros concept car. going to be increasingly legislated out of existence in favor Company engineers claimed it demonstrated a 47% increase of EVs by 2040-2050. Do you see your engine offering an in power, a 45% increase in torque, and a 15% reduction in fuel alternative to this radical change? consumption compared to a regular camshaft-equipped We, of course, cannot foresee all geopolitical factors, but the engine with similar specifications. ICE as a more general definition can be improved significantly With the concept evaluation phase approaching scheduled with the Freevalve system applied. Within the transport sec- completion, Mobility Engineering European Editor Stuart Birch tor—on road, rail and sea—more focus is directed towards al- discussed the new technology and its implications with ternative fuels for the ICE. Liquid hydrocarbons are very effi- Freevalve’s Chief Technology Officer (CTO) Urban Carlson. cient to store and distribute. With great opportunities for wind- and solar-based P2G (power-to-gas), as well as great Is the Freevalve technology’s radical design challenging for developments within GTL (gas to liquid) technologies, renew- the more conservative OEMs? able gaseous and liquid fuels will most likely be produced in That is what we expected, but the technical challenges large quantities within this timeframe. meeting the market demand with coming emission legisla- The Freevalve technology has an important role to play in tions seems to be a stronger factor. We also feel that our efficient fuel-flexible engines and in engines switching to concept fits well into the development trends of the com- other thermodynamic cycles. Even if it is tempting to extrapo- bustion engine where people are increasingly interested in late the current EV trends, the long-term future of transporta- developing advanced control strategies. Our fit is that we tion is far from decided.

64 DECEMBER 2017 MOBILITY ENGINEERING Published by G.Vijayan on behalf of SAEINDIA from its office at 1/17, 3rd Cross, Kasturba Nagar, Adyar, Chennai – 600 020 and Printed by S.Arumugam at Hitech Offset (P) Ltd, 11, Srinivasa Nagar Main Road, Koyambedu, Chennai – 600 107. Editor: Asit K Barma.

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