transmission technologies

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14 GUEST COMMENTARY What’s Needed to Push for e2w Penetration in India

16 INTERVIEW Dr Stefan Sommer, Chief Executive Officer, ZF Friedrichshafen AG

72 NEW VEHICLE Tigor Plays Design Card, Offers Competent Performance

TRANSMISSION TECHNOLOGIES –– OPTIMISING EFFICIENCY & PERFORMANCE

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“Health of people more important than interest of manufacturers”, noted a bench comprising Jus-tices Madan B Lokur and Deepak Gupta, in its five-page order banning sale and registration of ve-hicles that are not BS IV-compliant from April 1, 2017 – a date set seven years back for the coun-try to move to BS IV emission norms.

What clearly seems to have gone against some vehicle manufacturers, as the apex court noted, is them not moving fast enough to take sufficient proactive steps despite being fully aware of the deadline. But more than compliance, it is more a concern regarding availability of right quality fu-el, industry body Society of Indian Automobile Manufacturers (SIAM) have maintained.

It was in 2010 that 13 Indian cities moved to BS IV emission standards, but the switch over across the country wasn’t possible simply because of the unavailability of BS IV-compliant fuel. A recent report in The Indian Express stated that till about a year back, fuel stations in nearly 70 % of In-dian cities did not have this superior quality fuel. That has since changed and starting April 1, the entire country has now moved to BS IV fuel standard.

While there were concerns raised by OEMs about the eight lakh-plus BS III-complaint vehicles that had remained unsold, the apex court wasn’t moved by the industry’s business concerns.

As the country now prepares to move to BS VI emission standards by around the same time in 2020, this verdict should act as a rap on the knuckles for all stakeholders concerned. This for sure would call for massive investments – for manufacturers, suppliers as well as oil marketing com-panies – and estimates put these figures at over ` 100,000 cr!

It is a serious wake-up call that the judiciary wouldn’t be lenient when it comes to environmental matters, especially when it involves vehicle emissions. Readers would recall that the earlier shift from BS II to BS III norms happened with a fair amount of relaxation of deadlines. But we are liv-ing in different (and difficult) times and the government as well as the industry should be mind-ful of this in its drive towards meeting even-stricter BS VI emission norms in just three years from now. Let’s hope lessons have been well learnt.

RAP ON THE KNUCKLES

DEEPANGSHU DEV SARMAH Editor-in-ChiefNew Delhi, April 2017

1autotechreview.com Apri l 2017 Volume 6 | Issue 4

ED ITOR IAL

COVER STORY TRANSMISSION TECHNOLOGIES –– OPTIMISING EFFICIENCY & PERFORMANCE24, 30, 36, 42 | In the never-ending quest for greater efficiency, automotive manufacturers focus on building engines with higher specific output and designing final-drive mechanisms that transfer power to the vehicle’s wheels with minimal power losses. Here, transmission is also a vital component – it’s the gearbox that has to make the best use of the engine’s power and torque, for maximising vehicle efficiency. Increasingly, the world has moved towards semi- and fully-automatic transmission, where the vehicle’s on-board computers control the gearbox, resulting in improved drivability and fuel economy. There are many options, including AT, AMT, DCT and CVT, with OEMs offering various options to the end-user, who is now spoilt for choice. In this issue, we take a closer look at emerging and future transmission technologies, that promise to change the way vehicles are driven and ridden.

2

14 What’s Needed to Push for e2w Penetration In India Sohinder Gill, CEO – Global Business at Hero Electric

and Director-Corporate Affairs, Society of

Manufacturers of Electric Vehicles (SMEV)

GUEST COMMENTARY

INTERVIEW

16 “We’ll Serve the Big Changes in Future Urban Mobility with Solutions, Products of Our Own”Dr Stefan Sommer, Chief Executive Officer,

ZF Friedrichshafen AG

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E D I T O R I A L

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Dr RK Malhotra, President, SAEIndia and Director General, Petroleum Federation of India

Shrikant R Marathe, Former Director, Automotive Research Association of India (ARAI)

Dr Wilfried G Aulbur, Managing Partner, Roland Berger Pvt Ltd

IV Rao, Executive Advisor, Maruti Suzuki India Ltd

Dilip Chenoy, Independent Advisor – Start-ups, Social Enterprises, CSR

Dr Ravi Damodaran, President – Technology & Strategy, Varroc Engineering

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NEWS

04 Interactions10 News

TECH UPDATE

20 Efficiency, Ease of Use, Performance, Key Drivers for 2W Transmission Development

COVER STORY

24 Electrification of an Eight-speed Dual-clutch Transmission

Jens Patzner, Alexander Gehring,

Karlheinz Armbruster

30 High-performance Hybrid Transmission for Future Plug-in Hybrid Drives

Jörg Müller, Jens Liebold, Christoph Danzer

36 More Efficiency with Hyundai’s Dry Seven-speed Dual-clutch Transmission

Chang-Yeon Cho, Jeong-Heon Kam,

Han-Ki Hong, Carsten Lövenich

42 Optimised Control of a Dedicated Hy-brid Transmission

Patrick Teufelberger, Muammer Yolga,

Martin Ringdorfer, Evgeny Korsunsky

TECHNOLOGY

50 Maruti Ups the Ante with 1 L Boosterjet Engine on Baleno RS

52 Battery Tech, Management Software to Drive Growth for Electric Two-Wheelers

TAKING STOCK

56 M&M Expanding Its Horizon in Electronics

VEHICLE CUTAWAYS

60 Who Sells what to the Chevrolet Beat

EVENT

62 Safety, Innovation, Key Driving Factors at ACMA Automechanika

SHOPFLOOR

64 Plastics Extrusion for Effective Automotive Solutions

NEW VEHICLE

68 Tigor Plays Design Card, Offers Competent Performance

DECODING TECHNOLOGY

72 More than Transmitting Arun Jaura

OTHERS

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CONTENTS

INTERACT ION SASKEN TECHNOLOGIES LTD, ROCKMAN INDUSTRIES

4 www.autotechreview.com

Right now, ‘connectivity’ is the name of the game in the automotive sector. Be it safety, navigation or infotainment, connectivity is what’s driving the growing demand from consumers. Sasken Techno-logies is a major company offering connectivity solutions to the automotive industry. We met with Ram Ramaseshan, Senior Vice President, Global Segment Leader – Automotive and Industrial Products, Sasken Technologies Ltd, who dis-cussed the role of connectivity, consumer expecta-tions, the uniqueness of Sasken’s solutions and its roadmap for the future.

Ramaseshan said that Sasken has re-positi-oned itself to a cognition company, with value drivers that are shifting away from silicon. On the lines of Sasken’s strategy to move from chip to co-gnition, Ramaseshan said that the move from con-nected vehicles to autonomous vehicles has already started in the automotive industry. For Sasken, this leads to it offering solutions for vehicle autonomy, since autonomous driving requires every element of chip to cognition technology.

MEETING CONSUMER EXPECTATIONS

Ramaseshan said that ‘consumerisation’ has started entering the automotive industry, with what were considered consumer solutions or ap-plications now being carried over into some ve-hicles. Consumers would like to continue using their connected technologies in their vehicles as well, primarily for navigation, communication and infotainment.

Additionally, consumer expectations on au-tomotive technologies and equipment seem to remain constant for products across various price points. Ramaseshan said that the info-tainment system in a lower-priced vehicle can be a basic unit, without extensive connectivity features. But the interesting problem is that the consumer purchasing such a vehicle might probably be a millennial, for whom connectivity is a very important factor. Sasken is developing solutions aimed at using connectivity and the ‘cloud’ to offer a user experience generally available on higher priced cars, at lower price points as well. For instance, the company is working to provide the same experience that can be got from a centre stack, on to a mobile device or a tablet-based application that can be docked in the vehicle.

DIFFERENTIATED SOLUTIONS

Ramaseshan said that the company is taking a solution-led approach while offering product engi-neering services for various connected and auto-nomous vehicle technologies. Under the broader umbrella of vehicle autonomy, there are three main areas that Sasken is working in – Advanced Driver Assistance Systems (ADAS), Electronic Control Unit (ECU) consolidation and smart In-Ve-hicle Infotainment (IVI). Ramaseshan noted that the company’s solution-led approach to offer solu-tions that address client needs in these three areas is what will keep it differentiated.

In the area of ADAS, almost every OEM and Tier-I supplier is involved in these development cycles, for which some use readily-available deve-lopment platforms, while others build ADAS solu-tions from scratch. In either case, about 50-55 % of the engineering development time goes into the validation of ADAS algorithms with the field-data that has been collected. Ramaseshan said that there is no automated process for this validation and Sasken has identified this space as a key area of growth, where it will be focusing its efforts. The company is developing gaming-based technologies for the simulation of various road and traffic conditions, and will use that to vali-date the ADAS algorithms. This may significantly reduce the development costs and time, added Ramaseshan. Gaming-based simulation also allows for Hardware-in-the-loop (HIL) and Soft-ware-in-the-loop (SIL) testing with Sasken tech-nology, and Ramaseshan added that ADAS is moving away from active safety application to functional aspect of vehicles, and that Sasken has deliberately chosen to stay within the simula-tion space in ADAS development.

Sasken’s other area of work is the develop-ment of solutions focussed at ECU consolidation. In its journey of moving from connected cars to autonomous cars, the automotive industry needs solutions in the area of ECU consolidation. There are anywhere between 100-150 ECUs present in a vehicle that need to work together, which is some-thing that Sasken hopes to facilitate with its solu-tions. OEMs and suppliers are looking at the cockpit as a domain to become the single point of control, to drive various cockpit functions, inclu-ding the instrument cluster or centre stack. Sasken is also developing ‘hypervisor’ solutions

for customers looking at consolidating ECUs into single control points.

Sasken’s final branch of work is in the area of in-vehicle infotainment, which it calls ‘Smart IVI.’ For the application layer, Sasken is firstly working on building a complete Android-based IVI stack, since the company feels Android is the future for IVI, noted Ramaseshan. The solution will have multiple stacks and reusable components that will achieve the objective of reducing development times. The other development in the area of IVI applications is that of connecting multiple appli-cations, so that they can work in harmony. One so-lution that Sasken is developing is called ‘app stitching,’ which brings together various applica-tions to work in connection with one another, to offer broader solutions to the user.

CONCLUSION

Ramaseshan said that there will be common fra-mework for autonomous driving, with local fla-vours in the actual application of these technolo-gies for specific geographies. Machine learning and deep learning are areas of development that the company has in its long-term roadmap, where there will be more integration of active and passive systems, noted Ramaseshan. The company is also planning to get into AUTOSAR-re-lated applications in the area of automotive drive-trains in the future, he added. Autonomy is core to SASKEN and the company will continue to work on offering solutions in the three areas mentioned above, concluded Ramaseshan.

TEXT: Naveen Arul

SASKEN | MOVING FROM CONNECTED TO AUTONOMOUS DRIVING

autotechreview 5Apri l 2017 Volume 6 | Issue 4

Carbon composites have been widely recognised by the automobile sector for their lightweighting properties and the ability to be moulded into complex shapes, leading to component integrati-on, thus saving fabrication time, although at higher cost levels. The Indian market, however, is yet to exploit the advantages of this material to its fullest, due to cost constraints. Rockman In-dustries has been a leading player in the field of die cast component manufacturing, and ma-chined and painted assemblies. It recently forayed into carbon composites, as a part of its strategy to expand its domain in emerging technologies. ATR had a chance to interact with Suman Kant Munjal, Chairman & Managing Director, Rockman Industries, to discuss how this new material‘s adoption is expected to create substan-tial changes in the automobile sector in India.

THE INDIAN ADVANTAGE

More than half the cost of carbon composites can be attributed to labour costs, hence Rockman envi-saged bringing its operations from high-cost centres in Europe to the relatively lower-costs loca-tions in India, to avail the benefits of skilled labour and an educated workforce. Initially the company had its focus predominantly on the motorsport segment for its markets in the US. In fact, almost 90-95 % of Rockman’s business is for the export markets, particularly for carbon fibre composites. However, Munjal also sees huge opportunities for this technology in India, with offset programs and aerospace manufacturers keen to explore India as their favoured manufacturing hub in the future. Currently, the company plans to expand in the areas of motorsport, aerospace and high-end auto-mobiles, where costs constraints are low and quality and material requirements are a priority.

Over the past three decades, the evolution of technology in automobiles has seen gradual perco-lation from aerospace and motorsports sectors (for example, the increased usage of lightweight alumi-nium in the construction of automobiles‘ monoco-que chassis and engines) and while the cost factor has seen very slow pace of adoption, the use of carbon composites, already prevalent in aerospace and motorsports segments, is making gradual inroads into mainstream automotive use as well. About 85 % of a Formula 1 car by volume is carbon composites, and this material is around 15 % of

the total mass of the car, signifying the large-scale weight reduction possible through the use of carbon composites.

IMPORTANCE OF WEIGHT REDUCTION

The technological disruption taking place in the motorsports, aerospace and automobiles sectors is being driven by electronics and lightweighting. Mo-torsports and Aerospace industries are at the fore-front of the move towards shedding weight and carbon composites are playing a vital role. Reduc-tion in weight translates into airplanes being able to carry larger payloads for longer distances, at reduced emissions and fuel consumption levels. In motorsports, the use of carbon composites is criti-cal for weight reduction, which helps vehicles acce-lerate harder and achieve higher top speeds.

In terms of real world applications, with the Boeing 787 Dreamliner or the new Airbus A350, there has been a significant positive change in terms of emission standards, payload capacity, flying distances and cost reduction. Munjal said that the largest contributor towards this end is the use of carbon composites. Around 40 % of the body structure of the 787 Dreamliner is made of carbon composites and within the next five years, main-stream passenger vehicles may share this techni-cal advancement, which will bring about a para-digm shift in automotive standards for lower emis-sions and reduced weight.

MORE STRINGENT NORMS

Global markets are witnessing significant changes and quantum jumps in terms of emission control mechanisms. The Corporate Average Fuel Economy (CAFE) standards, soon expected to be enforced in the US, are expected to challenge the fundamentals in terms of materials used and car design, and considering the all-encompassing benefits of carbon composites, its increased usage is expected to lead the change. Since composite materials offer such a significant increase in performance over metal in any application where mass is important, the global demand for composite structures is ex-pected to increase dramatically.

Regulatory requirements, stringent emission norms and a move towards electric and hybrid ve-hicles will further increase focus on weight reduc-tion. With rising fuel costs, there is an increasing

desire to also make more fuel-efficient automo-biles which are stronger and lighter. Carbon com-posites fulfil this need and also provide flexibility in design, with the ability to optimise performance and load bearing capacities, and also have supe-rior strength-to-weight ratio when compared to steel or aluminium.

THE COMPOSITE ADVANTAGE

Carbon composites are replacing conventional alu-minium alloys and steel components in aerospace, motorsports, automobiles and defence applica-tions. These composite materials ensure reduction in complete lifecycle costs not only due to their lower weight but also longer life, reducing down-ti-me of whatever they are fitted to. The advantages of composites are lower weight, higher perfor-mance, better fatigue and corrosion resistance, and their ability to be readily formed into complex shapes and fully integrated structures, with less capital expenditure in tooling. A typical carbon composite would provide same the strength as steel or aluminium, at one-fourth of the weight of steel and half the weight of aluminium.

A good indicator of the way technology is chan-ging in the automobiles industry would be to evalu-ate the direction that aerospace and motorsports have taken. About 30 years ago, the penetration of aluminium started to increase as a lighter option to iron and steel. The next wave will almost certainly be towards carbonfibre and as manufacturing technologies evolve and costs come down, more wi-despread use of carbon composites in the automo-tive sector seems to be inevitable.

TEXT: Anwesh Koley

ROCKMAN | PUSHING CARBON COMPOSITES IN THE INDIAN AUTO SECTOR

INTERACT ION HENKEL ADHESIVE TECHNOLOGIES, HUNTSMAN INTERNATIONAL


In the automotive space, the role of industrial adhesives now goes beyond just joining, bonding and holding components together, and extends into providing solutions for safety and comfort as well. Henkel is one well known provider of automo-tive adhesive technologies and solutions. In an email conversation, Christian Kirsten, Corporate Senior Vice President – Transport and Metal, Henkel Adhesive Technologies, told us about au-tomotive mega trends in the adhesive industry, local adoption of technologies and new solutions from the company. He spoke of the importance of the company’s local acoustic laboratory, in the de-velopment of automotive solutions and the role of Henkel products in enabling efficiency, safety and comfort in automotive products.

MARKET TRENDS

Henkel works on developing solutions for the challenges of design, efficiency and reliability in the auto industry. The global automotive industry is facing challenges related to improving fuel ef-ficiency, reducing weight, improving safety and reducing emissions, while consumers are looking for better design, improved styling, enhanced safety and comfort. Kirsten noted that Henkel has been working on a number of technologies focused on sustainable lightweight solutions to help OEMs achieve their targets, while enhan-cing safety and comfort.

Kirsten also said that Henkel works with cu-stomers to create custom and integrated solutions designed to meet the challenges that lightweight

construction brings to the automobile industry. He said these challenges are related to cost-efficien-cy and suitability for volume production. Henkel is a full range composites solutions provider for the automotive industry, Kirsten noted, and said that it offers matrix resins and tailor-made adhesives for production and assemblies of composites parts, including hybrid concepts incorporating metal components.

While several Henkel technologies address the mega trend of lightweighting, which corre-lates to fuel efficiency and emissions, safety and comfort are the other trends that are currently very important, said Kirsten. An example of this is that the range of ‘acoustic solutions’ from Henkel that help to reduce the decibel levels in the cabin, and thereby increasing comfort levels for a car’s occupants.

LOCAL RELEVANCE

Some of the newer global technologies from Henkel that are gaining more takers in the Indian market include the BONDERITE duaLCys process, which is applicable in the machining and in-pro-cess cleaning for the metalworking market. It uti-lises the synergy of recycling the in-process cleaner into water soluble cutting fluid and is a symbiosis between cleaner and lubricant, provi-ding high lubrication levels, parts cleanliness and corrosion protection, explained Kirsten. This process is claimed to leverage Henkel’s expertise in both lubrication and cleaning technologies.

Another global technology getting local ac-ceptance is Teroson Structural Solutions, which Kirsten said is used by OEMs and suppliers requi-ring crash solutions. The product range includes structural adhesives, tapes and structural inserts that address crash performance, NVH and durabi-lity/fatigue requirements. These applications address a multitude of standards, various regula-tory (NCAP) and insurance test protocols, he added. Pre-applieds, which are threaded parts that can be pre-coated with a solvent-free locking medium that is dry-to-touch and cures only on as-sembly is a technology that is being adopted in the local market as well. Pre-applieds ensure clean, efficient and user-friendly assembly, with Henkel offering a range of pre-applied coatings for locking and sealing threaded parts, noted

Kirsten. He said this means there is no longer a need to apply adhesive, sealants or any other locking or sealing device during assembly.

ELECTRIC & ELECTRONIC SOLUTIONS

Henkel products are used in a wide range of electric vehicle components such as motors, li-thium-ion batteries (cells, packs and modules), fuel cells and on-board charging stations, said Kirsten. He added that adhesives, sealants and functional coatings from the company ensure that electric vehicles are cleaner to produce and more cost-efficient.

The company’s solutions are also being used in the area of automotive electronics. These include high-durability liquid and foam gaskets for electric components, as well as electrical control units, and flame-retardant and thermally-conductive potting products. Kirsten said Henkel also offers a broad portfolio of underfill for printed circuit boards, thermal management solutions, structural bonding adhesives and conductive coa-tings. “Any application that requires joining, bonding, adhering or protecting an electronic as-sembly will benefit from Henkel’s innovative solu-tions,” noted Kirsten.

FUTURE DIRECTION

Going forward, Henkel sees India as a strong market for its technologies and solutions, with the automotive sector playing a major role. Kirsten said the acoustic laboratory at the Henkel Innova-tion Centre in Pune will help the company stay on top of automotive trends and offer cutting-edge solutions to OEMs, to meet evolving and challen-ging requirements in the area of NVH reduction.

Henkel is also in the process of setting up India’s largest adhesives plant at Kurkumbh, where it will manufacture several technologies for the automotive industry. This will include metal pre-treatment chemicals, direct glazing adhe-sives, as well as sealants and coatings across various chemistries that find usage in the paint and body shops of automotive OEMs.

TEXT: Naveen Arul

HENKEL | OFFERING SOLUTIONS THAT GO BEYOND BONDING


Over the years, owing to its multiple economic and ecological benefits, Polyurethane (PU) has emerged as a versatile material that’s increasin-gly being used in the automobile industry. Polyu-rethanes combine light weight and flexibility with great strength and durability and their versatility is instrumental in achieving the precise mechani-cal properties required for specific automotive ap-plications. Huntsman International has been a leading player in the field of PU applications for automobiles and has been instrumental in spear-heading the lightweighting revolution for the segment. ATR met Harshad Naik, Managing Di-rector, India Subcontinent, Huntsman Internati-onal (India) Pvt Ltd, to discuss the advantages offered by PU and the way forward for polymer usage in automobiles.

Huntsman currently has four verticals which operate out of India. Polyurethane (PU) is one of them, while the others are performance products, advanced materials and textile effects. All the verticals have some exposure to products which can be offered to the automotive sector. The

company’s major customers in the automotive space are Hyundai and Volkswagen.

PU typically consists of two parts: one is the methylene diphenyl disocyanate (MDI) and the other is the polyol formulation. Huntsman current-ly imports MDI from its three global plants, while for the polyol formulation it has a facility located in Chakan, near Pune, from where Huntsman ser-vices its automotive clients in Western India. Its plants in Sanand, Gujarat and Gurgaon, Haryana, are also located in close proximity to other auto-motive customers in those respective locations.

ADVANTAGE PU

The polyurethane industry offers various solutions for the automotive sector. They provide foam for the seating and the headrests, while the steering wheel and a number of parts on the dashboard are also made of PU. Huntsman offers solutions for noise, vibration and harshness (NVH) reduc-tion through the use of PU and PU composites. Bonnet underlays, carpet underlays, roofliners, and boot and pillar claddings are areas where the use of sound insulation is growing and PU is finding ready acceptance there. In fact, most PU applications are focused towards reducing NVH from entering the cabin.

PU applications are also instrumental in lowe-ring the environmental impact of cars by reducing vehicle weight, which in turn helps improve fuel ef-ficiency and lowers emission levels. In the last five years, the density of PU for major automotive appli-cations has been reduced by 30-40 % while still maintaining the same physical properties. With ad-vances in materials technology, seating foam now has one of the lowest densities of any plastic mate-rial used in a car, at just 0.03-0.05 g/cm3.

LIGHTWEIGHTING INITIATIVES

PU is inherently a lightweight material, which can potentially help with substantial weight reduction for most automobiles. It’s also used for external body coatings as an intermediary between the metal body and the paint applied. Araldite, a Huntsman product, has multiple adhesive appli-cations that ensure a smooth, seamless paint job. And textile products, dies and chemicals made with PU provide a host of solutions for the auto-motive upholstery market as well.

In recent years, most automotive seating systems today have moved away from rubber and rubber-based materials to PU. For steering systems, mid-to-high end vehicles already use PU while efforts are underway to enter lower-cost segments as well. While these are areas where PU offers a clear weight reduction advantage, the company is also looking to bring in other applica-tions such as roofliners and floorbeds under the realm of PU usage.

In terms of ensuring environment-friendly pro-duction, PU manufacturers around the world are looking towards better recyclability. One useful method of recycling PU is by pulverising it into crumbs and using it as a flooring material. The auto industry already reuses the low-density foams, which are reconstructed and used in low-end applications for automobiles as well as other industries. The endeavour is to ensure that the product can be injected back into the produc-tion cycle as many times as possible, without compromising on quality.

A PROMISING FUTURE

PU is a highly versatile material that can be moulded into different shapes with minimum effort, and in the coming years, is likely to see in-creased use inside the cabins of most modern cars. A typical car of 1000 kg total mass contains up to 100 kg of plastics, of which about 15 kg are polyurethanes. Car manufacturers recognise the fact that by going in for increased use of PU, au-tomotive quality, safety and NVH characteristics can be improved, in ways that are also environ-ment friendly.

TEXT: Anwesh Koley

HUNTSMAN | LIGHTWEIGHTING, ENERGY EFFICIENCY THROUGH PU USAGE

INTERACT ION GP PETROLEUMS LTD


The automotive lubricant industry in India is one that has seen tremendous change over the past few years, especially with the coming of higher-perfor-mance vehicles that require specialised lubricants for higher efficiency. While local brands that have been in the market over the past many decades are improving formulations of their products, a number of companies are looking at tie-ups with global lu-bricant manufacturers who have richer experience for new product development.

GP Petroleums Ltd is one such company that has been in the country for several decades and has now followed the road of a technical tie-up with a foreign brand. Hari Prakash M, CEO, GP Petroleums Ltd (GPPL) told us about the company‘s focus building up its flagship IPOL brand in the automotive segment, as well as the introduction of ‘Repsol‘ brand in India.

REPSOL TIE-UP

GPPL, which was formerly Sah Petroleums Ltd, was taken over by Gulf Petrochem Group that is based out of Dubai, in 2014. IPOL is the flagship brand of the company, which has been in India for 40 years, with a strong presence in the in-dustrial sector. At present, the ratio of business of the company, in terms of revenue between in-dustrial and automotive lubricants is 80:20. Prakash said the company wants to increase the composition of the share of automotive lubri-cants going forward.

In the automotive field, IPOL has been a mid-tier brand in the Indian market. In order to take the brand to the next level, the company chose to

tie-up with Spanish company, Repsol, in a bid to gain market share in the premium segment of the Indian automotive lubricants industry.Repsol has already been conducting business with GPPL‘s parent group in other parts of the world, which made it easier for the companies to have a technical tie-up in India, noted Prakash. The companies inked a five-year contract in 2016, which was also backed up by the fact that GPPL has a strong footprint across the country in sup-plying automotive lubricants.

On whether Repsol‘s entry into the automoti-ve industry at this time would be considered late, Prakash had a two-pronged response. He did agree that a number of global lubricant com-panies have been here for many decades. However, he said that for the first time India has seen a growth in automotive sales, especially that of two-wheelers, faster than what‘s been seen in China. India is on a second revival of growth for automotive sales and hence this is an ideal time to launch a new lubricant brand like Repsol, said Prakash.

Under the agreement, GPPL manufactures Repsol products locally in India at its plant at Vasai, in Maharashtra. The company has an ag-reement to keep the revenues from sales of Repsol products, and pay a royalty to Repsol based on the amount of sales. As part of the ag-reement, GPPL is also allowed to export the entire Repsol product range manufactured in India, to neighbouring markets.

DOMESTIC MARKET FOCUS

Repsol supplies both mineral oil and synthetic oils for passenger cars and Repsol products ma-nufactured locally by GPPL include motorcycle engine oil, passenger car engine and gear oils (for both petrol and diesel engines), as well as diesel engine oils for commercial vehicles. Prakash said that at present, GPPL has less than 1 % market share in the automotive lubricants segment in India. He added that the company is aiming to increase this to a 4-5 % market share over the next 10 years, with a major push from the Repsol brand.

Prakash said two-wheeler is GPPL‘s focus segment for the Repsol brand, especially since it is the fastest-growing sector. In terms of growing the awareness of the Repsol brand in other seg-

ments, the company is in talks with OEMs to sponsor various events to popularise the brand. GPPL is also in discussions with two-wheeler, passenger car and commercial vehicle OEMs in making Repsol products as their approved lubri-cant partner.

Prakash noted that Repsol is at an advantage in the passenger car and commercial vehicle seg-ments with regards to the upcoming BS VI norms, since it already has products that conform to Euro VI norms. The level of sulphur in the fuel in India will need to be reduced to adhere to the upcoming standards, which will result in higher wear in the moving parts inside the engine, explained Prakash. This will require the use of better, more advanced lubricants to reduce friction, but with the guarantee of not adding to the level of emissi-ons. In order to meet these norms, lubricants will need to have higher levels of inactive sulphur to balance out the reduced sulphur level in fuel. THE WAY FORWARDGPPL has a quality check laboratory and R&D setup at Vasai that is primarily for the IPOL brand. With the recent partnership with Repsol, the company upgraded its R&D setup and employed people with expertise exclusively for the Repsol brand. GPPL does not carry out any type of fundamental R&D for Repsol in India, but only transfers technology from Repsol Spain for production and upgrading systems. Prakash said that the improved skills of its R&D employees, hired for Repsol, will also be utilised for the development of Indian products for the IPOL automotive and industry segments.

Prakash noted that most lubricant compa-nies supplying products to the automotive sector have a larger product portfolio for automotive than other segments, which is not true for GPPL. Hence, there is immense scope for expansion in terms of gaining share into the automotive lubri-cant segment. Furthermore, GPPL is also looking at doubling its current network of active automo-tive lubes distributors from 120 at present, in a year or two, he said. GPPL is working towards in-organic growth that could also be achieved through the possibility of synergetic acquisi-tions, he concluded.

TEXT: Naveen Arul

GP PETROLEUMS | FOCUSING ON GROWTH THROUGH REPSOL TIE-UP

NEWS MISCELLANEOUS


MSIL | RELEASES ROAD SAFETY INDEX FOR EIGHT CITIES

FORD | EXPERIMENTS WITH STRATASYS 3D PRINTERFord has started work on exploring how large one-piece auto parts, like car spoilers, could be 3D-printed for prototyping and future production. Using the Stratasys Infinite Build 3D printer at its Research and Innovation Center in Dearborn, in the US, Ford is experimenting with 3D printing

processes, although these may not yet be fully ready for mainstream, mass-market adoption in the automotive industry.

Capable of printing car parts of practically any shape or length, the Stratasys Infinite Build system might represent a breakthrough for vehicle

manufacturing, providing a more effici-ent and affordable way to produce tooling, prototype parts, or components at low volumes. As 3D printing becomes more efficient and affordable, compa-nies are employing this emerging tech-nology for manufacturing applications in various verticals and the global market for 3D printing is expected to reach $9.6 billion by the year 2020.

3D printing could have immense be-nefits for automotive production, inclu-ding the ability to produce lighter-weight

parts, which may help improve fuel efficiency. A 3D-printed spoiler, for instance, may weigh less than half of its metal-cast equivalent. Though 3D printing isn’t yet fast enough for high-volume pro-duction manufacturing, it is a more cost-efficient way to produce parts only needed at low volumes, like prototypes and specialised parts for racing cars. In addition, when not limited by the cons-traints of mass production processes, components can be designed to function more efficiently.

Ellen Lee, Ford technical leader for additive manufacturing research, said that with 3D prin-ting technology, Ford will be able to print large tools, fixtures and components, and be more nimble with design iterations. Lee said that Stra-tasys’ new technology could help steer the deve-lopment of large scale 3D printing for automotive applications and requirements in a big way, in the near future.

Maruti Suzuki India Ltd (MSIL) has released a Road Safety Index report for eight cities in India – Ahmedabad, Bangalore, Chennai, Delhi, Hyde-rabad, Kolkata, Mumbai and Pune. This Road Safety Index is a weighted average of scores on various parameters related to road safety, inclu-ding factors like motor laws and traffic control, pedestrian safety and emergency services.

The Road Safety Index has been compiled on the basis of citizen views and ground-level surveys, and is a part of India Road Safety

Mission (IRSM), which is a nation-wide initiative undertaken by MSIL. The objective of the report is to lay down parameters which can become guidelines for Government institutions, NGOs and corporates, to improve road safety in cities covered in the study.

IRSM aims to create awareness among citi-zens about road safety, and in its fourth year, intends to bring together policy makers, city authorities, road safety experts and citizens on one common platform. However, this is the first

time the campaign has introduced a comprehen-sive Road Safety Index through which best per-forming cities have been awarded.

The eight cities selected for the campaign were identified based on population, metro status, and state-wide coverage, with the study being conducted over a period of three months. It considers feedback from 6,000 people repre-senting the population in these cities, with 15 prominent locations including malls, bus stops, petrol pumps and tourist spots identified for the survey.

Each city was rated against 11 important parameters impacting road safety, following which the report identifies best performing cities in these categories while bringing out the gaps that need attention. The categories included pe-destrian rights, road lighting and maintenance, motor laws and traffic control, emergency ser-vices, road cleanliness, connectivity, road infra-structure, road safety, differently-abled friendly; road quality and pollution control. R S Kalsi, Exe-cutive Director, Marketing and Sales, MSIL, said that the company is optimistic that the index will serve as a reference point for stakeholders to identify and work in a systematic manner to improve road safety in their respective cities.

CATEGORY WINNING CITY

Pedestrian Rights Mumbai

Road Lighting & Maintenance Kolkata

Motor Laws & Traffic Controls Mumbai

Emergency Services Chennai

Road Cleanliness Ahmedabad

Connectivity Delhi

Road Infrastructure Delhi

Road Safety Bengaluru

Differently-abled Friendly Mumbai

Road Quality Delhi

Pollution Control Pune


The Renault-Nissan alliance has announced that it is forming a light commercial vehicle (LCV) business unit to expand its global presence in this segment. This move is expected to expand the group’s LCV market leadership under a single business unit and boost sales by leveraging on Renault’s van expertise and Nissan’s truck know-how in key markets. The company has appointed Ashwani Gupta as Senior Vice President of the Renault-Nissan LCV Business Unit, effective 1 April, 2017.

The LCV alliance partners will create more sy-nergies by having one business unit, while ensu-ring brand differentiation, maximising cross-de-velopment and cross-manufacturing, technology sharing and cost reduction. In the spirit of the al-liance, partners will leverage complementary markets and products while maintaining their own brand identity, sales and revenue. The new

Renault-Nissan LCV business unit will also handle Nissan’s body-on-frame SUVs, including the Nissan Armada and Nissan Patrol. Carlos Ghosn, Chairman and CEO, Renault-Nissan Alliance, said that the Renault-Nissan alliance and collaborati-on with Mitsubishi Motors into a single LCV busi-ness unit will boost sales and deliver greater sy-nergies within the group.

Magna International Inc has developed a proto-type carbonfibre composite subframe in coopera-tion with Ford, with which it claims to reduce mass by 34 % when compared to a stamped steel equivalent. According to Magna, this collaborative R&D project was carried out with the aim to lower vehicle weight to reduce emissions and improve fuel efficiency. The concept design also leads to 87 % reduction in the number of parts, noted Magna, adding that the reduction in the number of parts results from the replacement of 45 steel parts with two moulded and four metallic parts, with the mouldings being joined with adhesives and structural rivets.

The carbonfibre subframe project’s other aim was to investigate potential mass-reduction be-nefits and technical challenges of using carbon-fibre-reinforced composites in chassis applica-tions. In fact, the design has passed all perfor-mance requirements based on CAE analyses, and prototype subframes are now being produced by Magna for component and vehicle-level testing, which will be handled by Ford. The testing phase will evaluate corrosion, stone chipping and bolt load retention, which are not currently measured by CAE. The project team will ultimately develop a recommended design, manufacturing and assem-bly process, with the experience gained during the prototype build and subsequent testing.

Collaboration is key to success in designing lightweight components that can give fuel economy improvements without compromising ride and handling, durability or safety, noted Mike Whitens, Director, Vehicle Enterprise Systems, Ford Research and Advanced Engineering. He said that Magna and Ford working together on this carbon-fibre composite subframe is a great example of collaboration on advanced materials between an OEM and a key supplier.

SUPREME COURT | BANS SALES OF BS-III VEHICLES

RENAULT-NISSAN | FORMS LCV BUSINESS UNIT

With the Supreme Court’s recent announcement banning the sales of BS-III vehicles from April 1, the automotive industry has been thrown into a state of flux. According to data made available by SIAM, auto companies are still holding stocks of about 8.24 lakh units of BS-III vehicles (including close to one lakh commercial vehicles, around 17,000 cars and SUVs, more than six lakh two-wheelers and around 40,000 three-wheelers), which are together valued at Rs 12,000 crore – a massive loss for the Indian automotive industry.

The Supreme Court’s stand is that “The health of the people is far, far more important than the commercial interests of manufactu-rers or the loss that they are likely to suffer.” Stock prices of many auto companies took a hit soon after the Supreme Court announce-ment, with share prices of Hero MotoCorp, Ashok Leyland, Bharat Forge, Tata Motors, Ma-hindra & Mahindra and Maruti Suzuki decli-ning by 0.5-3.15 %.

“Auto industry has been ready with BS4 manufacturing since 2010. However, the sale of BS4 vehicles was not possible, nationwide, due to lack of BS4 fuel. Running a BS4 vehicle with BS3 fuel can cause severe problems to some vehicles,” says a statement issued by

SIAM. “Auto Industry is law abiding and is in full compliance with the emission norms set by the Government, [however], while no one pushed for BS4 fuel availability for seven years, to change over faster, this sudden deci-sion – just a few days before the changeover – is rather unfortunate, as it causes undue stress on the entire industry, and causes loss of jobs. Auto Industry, anywhere in the world, requires a stable and predictable policy which allows for long term planning and invest-ments,” said Vinod K. Dasari, President, SIAM.

“The Supreme Court decision will result in difficulties for the entire automotive value chain, on top of cost increases to comply with BS-IV vehicle production and GST implemen-tation,” said Rakesh Batra, Partner and auto-motive sector leader at EY. “This industry works globally on 20-30 days inventory within the distribution channel and this should have been considered as part of the transition plan when migrating from BS-III to BS-IV. Unfortu-nately a last-minute decision does not help any of the industry stakeholders or consumers, in the month of March, when volumes are higher due to year-end purchases and deals,” he added.

MAGNA | CARBONFIBRE SUBFRAME FOR LIGHT-WEIGHTING

SAMEER KUMAR Executive Editor

@sameerkumar_73

Tata Tigor Video Review

We drive the new Tigor, Tata Motors’ latest contender in the sub-4 m sedan segment. Packed with features, boasting

good build quality and priced to sell, this could be a big sales success for the company.

https://youtu.be/cxaOxOV8iT4

In Conversation with Pankaj Dubey,

CEO, Eicher Polaris

Eicher-Polaris is hoping for big success with the Multix, a five-seater UV aimed at small business owners

looking for a vehicle that can ferry goods as well as passengers. We speak to Pankaj Dubey, CEO, Eicher Polaris, to understand his perspective on the vehicle.

http://bit.ly/2nCLAcl

Maruti Baleno RS Review

With the turbocharged Baleno RS, MSIL has fired a salvo in the ‘hot hatch’ segment. The Baleno RS gets an all-new

1.0 l three-cylinder turbo-petrol engine that produces 100 hp and 150 Nm of torque. We put the car through its paces at Buddh Circuit.

http://bit.ly/2maD2al

Honda WR-V First Drive

Based on the Jazz, the WR-V is Honda’s new “sporty lifestyle vehicle,” with some SUV/crossover styling cues, an all-new

infotainment system, a host of safety features and fresh new attitude. We drive the car to see if the show matches the go!

http://bit.ly/2okanjr

Self-driving cars seem to be every-where these days. Not literally, of course, but at least in terms of media coverage and mindshare. Google and Uber are fighting over ownership of autonomous driving technology even as they continue to test their self-driv-ing cars, self-driving Tesla cars contin-ue to crash, and journalists continue to write about self-driving cars as if they were just around the corner. The reality is, no matter how much we love the idea of cars that can drive themselves, the technology simply isn’t ready yet, and may not be for the next 10 years or more.

There are two schools of thought when it comes to autonomous driv-ing. One, quite simply, says that the technology is either fully, totally, com-pletely ready, or it’s not. The binary approach. Zero or one. All or nothing. The other approach is where self-driv-ing tech is categorised in ‘levels,’ with the lowest being capable of perform-ing some functions (like sticking to a particular lane, maintaining a set dis-tance from the vehicle in front, brak-ing automatically when an obstacle is detected in the car’s path, parallel parking assistance etc.) without hu-man assistance, and the highest, when it’s ready, meant to provide full self-driving capability.

Tesla subscribes to the second school of thought, saying that their ‘autopilot’ system will drive a car on its own – at least most of the time – but needs an ‘alert’ human being at the wheel, who can take over as and

when required, when the car’s com-puters fail to respond to an unfore-seen situation on the road. That, to me, is utterly ridiculous. Would you hand over your car’s controls to a 15-year-old, who might keep your car going on a straight stretch of road, in orderly traffic, in bright sunlight, in a perfect world, but who may, at any given moment, need you to take over the controls in a split second, without any advance warning, the minute something goes wrong? No way!

Driving a car is an extremely com-plex activity, requiring mechanical ability, manual dexterity, practise, pre-cision, vision and hearing. Also, emo-tional, moral and mathematical judge-ment. Along with extended periods of ‘alertness,’ where the brain may be sub-consciously making dozens of de-cisions per second, based on sur-rounding road and traffic conditions. Can computers replicate that? Some-day, I’m sure they will be able to, and cars will drive themselves better than humans ever could. But that might take another billion km of testing hardware and software systems, until those are close to perfect. Indeed, un-til the time autonomous cars are at least 99.99 % perfect – and right now they simply aren’t – those should not be sold to the general public under any circumstances. In India, this is currently not an issue anyway, but maybe this is a good time for the gov-ernment to get laws and regulations in place, to prepare us for the time when robo-car is ready to take over.

ON THE WEB

THE SELF-DRIVING CAR

OP IN ION RANDOM MUSINGS

12

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Two-wheeler vehicles, due to their comparatively lower costs and easy manoeuvrability in clogged traffic conditions, are extremely popular in India, China and other South East Asian nations. The ever enhancing market of two-wheelers in India is set for expo-nential growth in the future. The extensive popularity of two-wheelers combined with an immediate need felt across the coun-try to focus on sustainable energy resources seems to be the ideal scenario to nurture an electric vehicle culture in the country, with special emphasis on electric two-wheelers (e2w).

The transport sector, considered to be amongst the largest en-ergy consuming sectors, is largely dependent on liquid fossil fu-els across the world. For instance, 93 % of all the fuel used in 2010 was allocated to the transport sector. The sector is also a significant contributor of GHG emissions and accounts for 22 % of total global energy-related CO2 emissions.

All over the world, the e2w sector has bourgeoned tremen-dously, especially in Europe, USA and Japan apart from its rising popularity in China. In terms of total vehicle-to-EV ratio, Norway tops the list with 6 %. In the same vein, India is considered a huge prospect for electric vehicles. A markedly young nation with a growing pollution concern and a severe energy crunch, In-dia needs to adopt an electric transportation culture with great alacrity to avert an imminent energy crisis.

THE NECESSITY FOR E2W

The need for EVs can be felt across urban India as pure air and a reduction in pollution emerge as primary demands of citizens. Enlisted below are some of the other reasons for the requirement of e2w in the nation: :: Stress on existing fuel reserves: As India has always primarily

procured oil via imports, the existing volatile situation in the Middle East and a devalued rupee puts enormous pressure on our foreign reserves to import petroleum. A rise in EV cul-ture will help to reduce the burden and slowly make a transi-tion towards sustainable energy resources.

:: Rampant pollution: The present COP21 agreement has further enhanced pressure on countries globally to reduce their car-bon footprints. India needs to back its words with actions if the global goal of limiting the effects of global warming to less than 20° C is to be achieved.

:: Economically viable option: The rising cost of fuels has pinched the consumers’ pockets hard. As a result, there is an increased desire to look for alternative transport options that will not burn a hole in the common man’s pocket to fulfil the basic need for commuting. Low maintenance cost is addition-al benefit for electric two-wheelers.

SOHINDER GILL is CEO – Global Business at Hero Electric and Director-Corporate Affairs, Society of Manufacturers of Electric Vehicles (SMEV)

WHAT’S NEEDED TO PUSH FOR E2W PENETRATION IN INDIA

GUEST COMMENTARY

www.autotechreview.com14

:: Women’s best friend: Electric vehicles benefit women (home-maker/ working). It has features like home to home charg-ing, is lightweight and easy to ride.

THE CHALLENGES IN ADOPTING E2W

EVs were first introduced in the Indian market in the early 2000s. Those early models, however, were cumbersome and did not pro-vide any significant benefit to the buyer. Present electric two- and four-wheelers have taken giant strides in terms of technological development. Unfortunately, consumer understanding regarding the same has still not changed much. There are basically four ap-prehensions a potential electric vehicle buyer has. However, with modern technology at play, these apprehensions hold little water. Here’s a look at why this initial hesitation is largely unfounded: :: Charging time: With advanced lithium-ion technology, the

charging time of EVs – specifically 2Ws – has come down to 3-4 hr for a complete charge. There are also rapid chargers that allow top-up charge in 30 min. Hero electric has come up with easily detachable batteries, which can be taken to an apartment for charging.

:: Driving range of EVs: Mostly suitable for intra-city transport, e2ws are ideal for finite trips on a frequent basis. It’s 70 km/charge is a practical driving range.

:: Battery replacement costs: The presence of lithium-ion bat-teries instead of bulky lead-acid batteries has reduced the risk of damage. Modern day e2w batteries last anywhere be-tween two to five years, and can be replaced easily as well.

:: Top speed and acceleration: The entry of international big-wigs in the e2w industry has led to the development of con-cept models that have comparable torque to any high-end ICE model. Furthermore, the acceleration generated in such models is much higher as there is little or no loss of energy.

GOVERNMENT’S ROLE IN POPULARISING EVS

The National Electric Mobility Mission Plan (NEMMP), launched in January 2013, estimated a potential of 6-7 mn EVs, which in-cluded about 5 mn two-wheelers. The programme intended to save ` 14,000 cr worth of fuel. While the idea was great, the im-plementation of NEMMP was unable to generate a positive im-pact on EV sales. Unexpected withdrawal of the 2010 subsidy scheme and delays in the launch of new NEMMP subsidies along with an ignorant consumer base were the reasons behind such a drastic fall. The FAME India scheme – Faster Adoption and Man-ufacturing of (Hybrid &) Electric Vehicles – under NEMMP has announced subsidies since April 2015, which has resulted in a small increase in demand for EVs.

E2W IN INDIA – ROADMAP FOR THE GOVERNMENT AHEAD

Last year, the Ministry of power, coal, new and renewable energy submitted its mission plan that desires an electric vehicle for eve-ry car user in the country. The plan, which accommodates for

vehicles to be given out without an upfront payment and paid for by the savings accrued over fuel for a period of time, has a solid foundation. While the vision is in place, a lack of implementa-tion of steps, chaotic planning and ignorance among buyers re-garding the monetary and other benefits of e2w and e4w vehicles is acting as a severe impediment. The government should work on the following:

Demand creation: This is one of the most essential aspects that the government should focus on. It is necessary to induce consumers to buy EVs as this is the only way manufacturers, who are shutting shop, will look to find a way back in. Cash in-centives for OEMs, implementing subsidies as promised, central-ised VAT rebate rather than individual states provision are some of the steps the government should take. EVs should be support-ed by fiscal concessions such as rebate in sales tax, excise and custom duty, VAT, etc. An analysis of the EV scenario shows that if the initial cost of capital is brought down by 30 %, a major surge towards electric vehicles is predicted.

Research and development: In collaboration with the ‘Make in India’ initiative and Skill India programme, the government should aim to promote and nurture budding entrepreneurs and organisations, who are working towards developing better ver-sions of the technology. This will augment the government’s stand to empower start-ups as well as be ecologically sustainable.

Manufacturing: This should ideally begin with local assem-bling, followed by establishing product development centres. Gradually, India would be producing a lion’s share of its e2w and EV products internally, resulting in generation of employ-ment. Slowly, India can emerge as a manufacturing hub for such vehicles.

Develop charging infrastructure: Again, it requires private-public collaboration with the initial steps taken by the govern-ment. Pilot projects and a sound business model for battery recy-cling are some of the steps that should be considered.

Prioritisation in allied services: Measures such as reduced parking fare and on-road taxes, rebates on inter-state tolls can further motivate buyers to opt for electric vehicles. These bene-fits are strong methods to persuade the buyer without any drastic steps that might hamper the functioning of the industry.

CONCLUSION

The positive aspect of EVs is that they have already made their presence felt in the commercial and urban public transport seg-ment in India, such as the electric three-wheelers in Delhi. Awareness campaigns, coupled with incentives for the buyers and initial investment towards building an EV infrastructure will lay a strong foundation for EVs in this 1.2 bn strong market fac-ing a severe energy resource crunch.

Read this article on www.autotechreview.com

15autotechreview March 2017 Volume 6 | Issue 3

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INTERV IEW ZF

While conventional vehicles with IC engines will continue to be in demand, the future of mobility would see multiple interpretation of cars, including electric powertrains, hybrids of various kinds and autonomous vehicles. Diversified German automotive supplier ZF is preparing ground to serve such changes with solutions and products of its own. Auto Tech Review spoke to Dr Stefan Sommer, Chief Executive Officer, ZF Friedrichshafen AG for this exclusive interview.

“WE’LL SERVE THE BIG CHANGES IN FUTURE URBAN MOBILITY WITH SOLUTIONS, PRODUCTS OF OUR OWN”

Chief Executive Officer of ZF Friedrichshafen AG, Dr Stefan Som-mer is responsible for corporate R&D, corporate development, cor-porate communications and ZF aftermarket. Born on January 7, 1963 in Münster, Nordrhein-Westfalen, Germany, Dr Sommer earned his mechanical engineering graduate degree with speciali-zation in automation technology from the Ruhr-Universität, Bochum and went on to complete his PhD studies at the Chair of Control Engineering and Embedded Systems, Ruhr-Universität, Bochum.

In 1994, he joined ITT Automotive Europe GmbH as a develop-ment engineer. In 1997, he moved to Continental Automotive Systems, Hannover as Director Electronics & Sensor Develop-ment. In 2008, he joined ZF Sachs AG in Schweinfurt as a Mem-ber of the Board of Management, Suspension Division. On Janu-ary 1, 2012, he took charge as the Deputy Executive Vice Presi-dent, ZF Group and since May 1 the same year, he is the CEO of ZF Friedrichshafen AG.

17autotechreview March 2017 Volume 6 | Issue 3

ATR _ How do you view the current meg-atrends in the automotive industry? DR STEFAN SOMMER _ In the beginning on 2012, we identified the megatrends of safety, fuel efficiency, autonomous driving and related systems, and put them all at the centre of our product portfolio. Then we set up a strategy for 2025 anticipating how those global megatrends would influ-ence society and our product portfolio in mobility. We see a strong change in the global automotive world, primarily driven by demands of improved fuel efficiency, and reduction of emission and global warming. That is driving the move from conventional technologies to electrified or CO2-neutral technologies.

The shift from conventional cars to full battery electric cars won’t happen in a single step because infrastructure is not ready yet. We see a step-by-step transfor-mation. As a transmission specialist, we see a lot of opportunities, whether it is in the area of electrified transmissions, 48 V mild hybrids, or plug-in hybrids. We also invest in battery electric drivetrains. By combining the driveline and chassis tech-nologies, we think we are in a unique position in the world to deliver intelli-gent rolling chassis electrified axles, either in the rear or the front, with all components optimised for performance.

A lot of new players are coming into the auto market from the digital world, bringing artificial intelligence and sophis-ticated technologies in terms of drive assist systems, etc.

We are in a unique position because we try to grow all three pillars of our business – passenger cars, commercial vehicles and off-highway and industrial technologies.

Explain to us ZF’s See-Think-Act philoso-phy, especially for markets like India or India-like markets.First of all, we’ve seen this in every region in a different way. Europe has very com-plex technologies, while in China, it is driven by governmental regulations. We have now seen that India is also setting up an aggressive roadmap for new regula-tions towards road safety, fuel economy and emissions. Going from Euro IV to Euro VI bypassing Euro V is a very pro-gressive, but challenging move. We need to derive cost-efficient technologies that serves the need of the Indian market to

achieve the stringent targets.As a transmission supplier, we see

that automated transmissions – both in passenger cars as well as trucks – could be a big contributor. This technology could contribute about 15-20 % improved fuel efficiency and could also be cost-efficient.

How significant is your investment in the Hyderabad technical centre, and what role would this centre play in developing solu-tions for ZF globally?Our background is mechanical, and the overall strategy is to stay a mechanical company and not move to being a service or pure digital company. However, we would like to understand the future digital world to enrich our mechanical products by the right intelligence and right electric performance, because even in the autono-mous driving world we still need to ‘act’, such as to steer a car, brake a car, and accelerate a car. And we can’t do this with software alone.

But we’ve seen the ‘think’ in the mir-ror, which is artificial intelligence. It’s a lot of software that we need to control the complex work, and we are witness-ing an exponential demand for that. We see India as an excellent country from the university perspective producing quality human resources and also from the service provider’s perspective. So we wanted to create our own tech centre here in partnering with the service com-panies to ramp up the core thing, which is software. That is the main motivation.

This centre will of course serve and sup-port our entire global operations.

Additionally, we would also like to have more mechanical engineering expertise, where we could improve cost as well as specific performance levels for markets like India. The India technical centre would also support our worldwide tech centres in North America, China, Japan and Europe. It will be a centre of excellence for software and support for mechanical engineering as well.

For a diversified group like ZF, thinking about future mobility, are there areas that you’d like to focus more on compared to what you do currently?Some areas offer a new definition of mobility, such as a robot car or a people mover, which could be between a bus and a car, and one that is automated and will ply in geo-fenced, restricted areas. There will also be a lot of mobility needs in serving the last mile. In Europe, we see a trend to protect the inner city circle from individual mobility. So, to serve the last mile, you’ll either have two-wheelers or cars that are smaller than our regular cars. For delivery of goods, we could have elec-trified delivery trucks replacing the IC engine-driven trucks of today. We could also see small robots delivering individual parcels to specific address.

There will be big changes mainly in the urban areas, completely different from what we have today. And we are thinking of serving such demands with products of our own.

Going from Euro IV to Euro VI bypassing Euro V is a very progressive, but challenging move


INTERV IEW ZF

Talk to us about the “Oasis” self-driving concept car? Is the “Intelligent Rolling Chassis” (IRC) ready for adoption?The IRC is an existing technology. We are ready to serve the market and deploy it in any kind of a car. Developed with Rinspeed, the general idea of the Oasis car was to create an EV, wherein the architecture changes completely because you don’t have an engine, or a transmis-sion in the front. You can use the space in a different way. This is a modular con-cept, a fun two-seater car providing a pri-vate environment but you can also take the IRC and put a people mover on it that can carry 6-8 people. It is very flexible. The architecture of the Oasis car allows it to serve individual needs of customers, whether it’s a people mover, fun two-seater or for delivery of goods, etc. You can use the space with easy turn steering, where you have more agility in the car – for example in parking situations.

How do you look at the future, considering IC engines continue to improve in terms of efficiency and performance?We need to look at this from a regional, and not a global perspective. In China, for example, it is very much driven by eco-nomical interest whereas in Europe, it is more to do with achieving the environ-mental targets. Europe is complex because you even have some individual cities making their own regulations. At the end, electrification is very much driven by two main topics – regulations, to push the people away from combustion engines, and secondly, installation of infrastruc-ture. Infrastructure is the enabler, and

Europe is investing heavily towards elec-tromobility. Today, we have niche prod-ucts like the Teslas. It’s more of a life-style product currently but it needs to become a tool that provides mobility to the masses. We should be able to drive the cost down, build infrastructure and finally have regulations to push people towards this new technology.

We expect that from 2025 in Europe, we will have the first volume applica-tions and thereon, EVs will gain market share year-by-year. Until that time, of course, combustion engines will continue to dominate the market and we’ll also have plug-in hybrids as a bridging solu-tion serving all kinds of mobility.

You spoke about ZF’s overall strategy to stay a mechanical company. How signifi-cant a role would electronics play in shap-ing the future?Electronics define new functionalities. With the maturity of electronics – with artificial intelligence, for instance – we step into new dimensions of functionali-ties like supporting the driver or driving autonomously. Electronics is an enabling technology, but at the end it isn’t moving anything. You still need steering, braking and mechanical components. And you need it up to a different quality because the braking system for an autonomous car is different as it requires certain kind of redundancy. We invest in electronics to understand the mobility needs of the future and to come up with the right intel-ligent braking, steering or driveline sys-tems. We need to understand this new world being provided by electronics and

by artificial intelligence to come up with the right chassis and mechanical systems in the future.

Materials would also play a critical role in making mechanical systems perform bet-ter and drive efficiency. What’s the kind of research ZF engages in on materials?When we talk of efficiency, it’s not just about fuel efficiency, transmissions or electric vehicles. It is also about light-weight technologies. We have a plastic fibre competence centre that we founded almost three or four years ago. We are working on new applications with plastic fibres and other lightweight technologies that helps save weight in a car. What we don’t do is invest in battery technology because it demands huge investments and also it’s very much linked to the design of the car – weight distribution, crash safety, packaging, etc. We do focus on the intelli-gence on controlling it and producing the electric drivetrain. If you look at the prod-uct, the electric powertrain is also a mechanical product.

And everything you do currently is to meet the Vision Zero target. Absolutely – zero accidents and zero emissions is our vision. We also invest in different connected technologies, not just vehicle to vehicle (V2V) but vehicle to infrastructure (V2I) as well. This is a big contribution to road safety as a lot of acci-dents on our roads today happen because people keep looking at their mobile phones while driving, or even while crossing roads.

What are the future disruptions that are likely to impact the auto industry?In the future, we will continue to have the conventional cars we know, but there will be more interpretation of cars. We will have more flexibility and variants. There will be autonomous vehicles, electric vehicles, and we’ll have multiple new mobility possibilities for urban areas as well as long distance travel. That’s the kind of disruptions we’ll see.

TEXT: Deepangshu Dev Sarmah

PHOTO: ZF

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EFFICIENCY, EASE OF USE, PERFORMANCE, KEY DRIVERS FOR 2W TRANSMISSION DEVELOPMENTWhere in areas like engines, braking systems and suspension technology, two-wheeler manufacturers have

made great progress over the last 4-5 decades, transmission is one area where things have, apparently, not

changed too much. For more than half a century, the basic format has remained the same – a hand-operated

clutch and foot-operated five- or six-speed transmission. Of course, part of the reason why things haven’t

changed too much is, one, this format pretty much works very well for most riders, and two, unlike car drivers,

two-wheeler riders haven’t exactly been demanding automatic or semi-automatic transmission. Most riders are

happy to trade ease of use for the sheer ‘control’ that a fully manual transmission provides. And yet, with the in-

evitable march of technology, changes have started creeping in gradually. Here, we take a look at some of the

more recent developments in two-wheeler transmission technologies.


TECH UPDATE TWO-WHEELER TRANSMISSION

CONTINUOUSLY VARIABLE TRANSMISSION

Honda is the one company that stands out in having always taken the lead with try-ing to develop alternative two-wheeler transmission. Their efforts started in the late-1950s, with the C100 Super Cub, which was equipped with an automatic centrifugal clutch that allowed riders to start the engine and change gears without needing to use a clutch. This was fol-lowed by the Juno 125 in the early-1960s, which was fitted with a continuously vari-able hydraulic transmission (a forerunner of the present day CVT), and in the late-1970s, the Honda CB750A, which was fit-ted with a semi-automatic torque-con-verter type transmission called ‘Honda-matic.’ While the torque-converter type transmission never really took off for two-wheelers, in the 1980s, Honda also took the lead with developing continu-ously variable transmission (CVT) for two-wheelers, which did away with con-ventional gears altogether and went on to became a huge success worldwide. In fact, dozens of OEMs currently use some iteration of the CVT, especially for small-capacity scooters and general-pur-pose motorcycles.

With most two-wheeler CVT applica-tions, the system consists of two pulleys (one for the engine, the other for the rear wheel) positioned perpendicular to their axes of rotation, with a V-belt running between them. There are no fixed gear ratios in this system, but during actual road use, ‘gear ratios’ are changed based on the engine load, by altering the effec-tive diameter of both pulleys. The dis-tance between the two pulleys and the length of the V-belt remains fixed, main-taining constant tension in the belt. How-ever, as the effective diameter of the front and rear pulleys changes, effective gear ratio is altered, which leads to increased and decreased road speeds, while engine rpm remains constant.

With CVTs, even on small-capacity two-wheelers with relatively low power output, the V-belt itself must remain stiff and cannot be allowed to stretch in the pulleys’ axial direction. Instead, the belt must only make small radial movements while sliding in and out of the two pul-leys, thereby ‘changing gear.’ Depending on application, belts of different materials

can be used in CVTs, including steel-rein-forced belts that suffice for most two-wheeler applications.

While most OEMs use CVT only for scooters, Honda and Aprilia are two manufacturers that have also used this kind of transmission for relatively bigger bikes, with varying levels of success. The CVT is considered to be extremely user-friendly, but can have some disadvan-tages, including higher fuel consumption and an unnatural ‘feel’ during hard acceleration, where the engine keeps spinning at one specific rpm (the point of optimum power and torque delivery) while the vehicle picks up speed gradu-ally. It must be noted that CVT is more suited to general purpose two-wheelers meant largely for city use. Due to the inherent limitations of the two-pulley system, CVTs do not work with powerful, high-performance machines.

SEMI- AND FULLY-AUTOMATIC TRANSMISSION

Even as the CVT became ubiquitous on smaller two-wheelers, Honda was already preparing for next steps in the ongoing evolution of two-wheeler transmission. Pioneered by European car manufacturers in the early-1980s, dual-clutch transmis-sion (DCT) was being seen as the next big thing in cars, and there was no stopping Honda from bringing this innovation to the world of two-wheelers as well.

In 2009, Honda announced the world’s first dual clutch transmission (DCT) for large-displacement two-wheelers. The Honda VFR1200F, a V4-engined sports-tourer, was the first machine to be

equipped with a DCT, which could be operated in three modes – two fully auto-matic riding modes (D mode for regular riding, and S mode for high-speed ‘sports’ use), and a 6-speed manual mode, which allowed riders to change gears manually, via handlebar-mounted buttons, without needing to use a clutch.

This setup offered the best of both worlds – on long commutes, on straight stretches of highway and at more or less constant speeds, riders could just choose the fully automatic D or S modes, and completely forget about having to change gears. On the other hand, when riding across twisty mountain roads and/or other kinds of challenging terrain, riders could revert back to manual mode, thereby gaining more control over the engine and the transmission, but still without having to go through the hassle of using a clutch. The system was as fool-proof as possible – it offered smooth upshifts and downshifts, you couldn’t ‘stall’ the engine and it offered better overall efficiency as compared to regular manual transmission. Over the last few years, DCT has been fitted to various other Honda motorcycles of 700 cc and above, with varying levels of rider accept-ance. Mechanically, Honda’s DCT for two-wheelers is quite competent, but in some cases, riders have been reluctant to relinquish the control that comes with a fully manual transmission.

Coming to its internal workings, Hon-da’s DCT has two independent clutches – one works gears 1st, 3rd and 5th, while the other is for gears 2nd, 4th and 6th. The result is very fast, smooth and seamless shifts. With an onboard computer con-trolling the gear shifts, based on parame-

DCT can operate in fully automatic mode, or gears can be changed manually via handlebar-mounted controls

21autotechreview Apri l 2017 Volume 6 | Issue 4

ters like road speed, engine rpm and engine loads, DCT is always ‘primed’ for action, pre-selecting gears in advance and taking full advantage of the engine’s power and torque curves. With dual input shafts, an in-line clutch design and all hydraulic circuitry placed beneath the engine cover, Honda’s DCT is also a very compact design that uses a simple shift mechanism based on a conventional shift drum.

In actual operation, as soon as the DCT’s ECU detects the need for a gear change, the system prepares for the trans-fer of drive power between gears by start-ing up the rotation of the gear to be changed to. The DCT’s two independently actuated clutches also play an important role here, ensuring the smooth transfer of rotation speed from one gear to the next, with virtually no let-up in the drive force being transmitted to the rear wheel. Hence, especially when changing gears under hard acceleration or braking, the dual-clutch setup ensures smooth engage-ment/disengagement of gears and keeps power delivery seamless. By minimising the number of unnecessary gear shifts and by optimising the shifting pattern either for efficiency (in D mode) or for outright performance (in S mode), the DCT helps a rider get the best out of his machine at all times. Not just that, DCT even offers a modicum of engine braking – while there is no manually operated clutch here, closing the throttle and/or downshifting via push-button operation provides engine braking similar to what’s provided by conventional transmission, which helps when a rider is trying to slow down from very high speeds, and during high-speed cornering manoeuvres.

SEMI-AUTOMATIC TRANSMISSION

While CVT and DCT offer fully automatic operation, these (especially CVTs) are often not suitable for very powerful, high-performance bikes. DCT can still be optimised for all kinds of usage, but many riders simply prefer the higher degree of control provided by manual transmission. Hence, in recent years, OEMs have looked at ways of using advanced electronics to improve and enhance the traditional manual transmis-sion. So we now have various electronic assist systems that make conventional

two-wheeler transmission easier to use, while enhancing performance at the same time. One such example is Yama-ha’s YCC-S setup found on the FJR1300A touring bike. While the gear shifts still have to be performed in the conventional manner, the bike does not have an actual clutch lever at all. Instead, the clutch is operated electronically, with the ECU controlling the engine’s ignition timing as well, for smooth, seamless shifts.

While YCC-S is a system that’s been optimised for relatively relaxed usage (given the FJR’s intended usage) and is not meant for more focused, high-perfor-mance machines, OEMs are not ignoring sportsbike riders either. Take, for example, Ducati’s electronic quick-shifter (DQS) or Aprilia’s quick-shifter (AQS), which are race-derived systems that allow full-power upshifts and downshifts, without the rider needing to manually operate the clutch. There’s also BMW’s Shift Assistant Pro system that works in a manner similar to that of Ducati and Aprilia machines, but is much more touring oriented. With such systems, the ECU senses pressure on the gear shift footpeg and depending on the action required, either reduces power for a fraction of a second (for upshifts) or automatically ‘blips’ the throttle (for downshifts) for smooth gear shifts.

An important part of such perfor-mance-focused electronic quick shifter systems is also the ‘slipper clutch,’ which is now found on most high-end sports-bikes. Also known as a ‘back-torque lim-iter,’ the slipper clutch uses an integrated freewheel mechanism that’s designed to reduce or eliminate ‘wheel hop’ induced by engine braking, when a rider simulta-neously brakes aggressively and down-shifts from high speeds. The slipper clutch works by partially disengaging (or ‘slip-

ping’) under hard braking and downshift-ing, thereby preventing the rear wheel from trying to ‘drive’ the engine faster than it normally would under its own power. With the pronounced engine brak-ing effect with bigger, more powerful two-wheeler engines, slipper clutches help the transmission work more effectively, pre-vent wheel hop and thereby reduce the chances of loss in traction.

FUTURE DEVELOPMENTS

Unlike four-wheelers, where the conven-tional manual transmission is on a steady decline and may disappear entirely within the next few years, two-wheelers are likely to retain the traditional manual transmission in the foreseeable future. Yes, CVTs will continue to do duty on small capacity scooters and some bigger bikes will see the adoption of DCTs that can, depending on intended usage, pro-vide ease of use, greater efficiency, improved fuel economy as well as opti-mum performance. However, DCTs are not necessarily the future for all two-wheelers. Riders demand ‘control’ over their bikes’ power delivery and gear shift pattern, and that is still best provided by the conventional manual transmission.

However, slipper clutch systems and electronic quick-shifter systems will con-tinue to evolve and are likely to eventu-ally filter down to more mainstream machines over the next few years, provid-ing greater ease of use without compro-mising on performance. Indeed, OEMs like Honda and Yamaha are already work-ing on completely seamless electronically operated gearboxes that will allow full-power upshifts and downshifts, without the rider needing to use the clutch (the clutch will still be there, but will be oper-ated electronically.) With current systems, power delivery is interrupted, even if only for a fraction of a second, but with next-generation systems, even that brief lapse will be eliminated. As always, the quest for improvement will never stop.

TEXT: Sameer Kumar

Read this article on www.autotechreview.comThis BMW motorcycle gearbox has a reverse gear


TECH UPDATE TWO-WHEELER TRANSMISSION

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AUTHORS

DIPL.-ING. JENS PATZNER is Head of the Development of

Manual Transmissions and Dual Clutch Transmissions in the Car

Powertrain Technology Division of the ZF Friedrichshafen AG in Brandenburg (Germany).

DIPL.-ING. ALEXANDER GEHRING is Head of the Development of

Electric Drives in the E-Mobility Division of the ZF Friedrichshafen AG

in Schweinfurt (Germany).

DR.-ING. KARLHEINZ ARMBRUSTER

is Head of Control Unit Development/Application Dual Clutch Transmission and Hybrid Dual Clutch Transmission

in the Car Powertrain Technology Division of the ZF Friedrichshafen AG

in Kressbronn (Germany).

ELECTRIFICATION OF AN EIGHT-SPEED DCTDual-clutch transmissions are compelling predominantly because of their sporty direct shifting. ZF demonstrates

how clearly this technology also signifies efficiency and functionality gains with the modular full hybridisation of

its new eight-speed dual-clutch transmission (8DT).

© ZF

INITIAL SITUATION AND OBJECTIVES

The necessity of significantly reducing, in particular, carbon dioxide emissions in addition to other internal combustion engine emissions has long since reached the sporty vehicle application arena, even up to pure-bred sports cars. In this case – the same as for most other vehicle catego-ries – the electrification of the driveline is deemed the key element to an effective and sustainable reduction of carbon diox-ide emissions in road traffic. Apart from highest performance, efficiency and maxi-mum comfort, hybridisation was primar-ily in focus when developing the next ZF dual-clutch transmission generation for sporty applications – in addition to keep-ing the same length as the preceding sev-

en-speed dual-clutch transmission (7DT). Installation space for hybrid solutions is limited, especially as sporty vehicles already encompass internal combustion engines including all of their peripheral parts, as well as all-wheel drive systems and complex chassis designs, and must permit the broadest variance in driveline and model version possible.

With these objectives in mind, an innovative modular hybrid transmission construction kit was developed based on a completely newly developed eight-speed dual-clutch transmission design (8DT) for standard and all-wheel drive systems, 1. Despite the integration of the hybrid mod-ule, the axial installation space for the transmission remained largely unchanged compared to the predecessor model. The


C OV ER S T ORY TRANSMISSION TECHNOLOGIES

increase in the number of speeds from seven to eight did not result in a noticea-ble extension in length either. Together with the improved torque capacity and higher as well as variable transmission ratio, the new transmission system is thus as versatile as it is economical.

INTEGRATED HYBRID MODULE PROVIDES HIGHER POWER-TO-WEIGHT RATIO

The design of the new eight-speed dual-clutch transmission managed to keep the size of the axial installation space, which is decisive for vehicle integration, identi-cal compared to the predecessor transmis-sion – in spite of additional features such as electrification, an input torque that increased to a maximum of 1000 Nm, as well as an additional gear. This can mainly be attributed to the very compact hybrid module, which is situated in the bell housing and consequently works in the driveline between the internal com-bustion engine and the 8DT, including the dual-clutch module.

Comprising the three main compo-nents of torsional damper, separating clutch including actuating elements and electric motor, 2, the hybrid module measures only 240 mm in length and 280 mm in the external diameter. It weighs, due to component optimisation and intel-ligent material selection regarding the add-on components, a total of only 47.5 kg. The module is still, however, able to realise a top output of 90 kW and a con-tinuous output of 65 kW, as well as a maximum torque of 400 Nm. This basic data also signifies very attractive values concerning power-to-weight ratio and density. Thanks to the design as add-on component, the hybrid module provides superior flexibility. It functions com-pletely independent from the transmis-sion hydraulics. The 8DT basic transmis-sion lying downstream in the power flow is thus able to remain unchanged, despite electrification.

There are some criteria that differenti-ate this new hybrid module, as it was first installed in connection with an eight-speed dual-clutch transmission, from those that ZF already supplies in volume production – for example, in connection with the eight-speed plug-in hybrid mul-

ti-ratio transmission. The electric motor, with 8 cm axial length, is now designed as a dry, permanent-field synchronous machine (PSM) with a torque-increasing outer rotor – instead of as wet electric motor with internal rotor. The oil bath

was also omitted with respect to the sepa-rating clutch, which simultaneously elimi-nates the energy consumption-relevant drag torque. Instead of using the hydrau-lics for actuating, it uses an electrome-chanical actuator with integrated control

1 Eight-speed hybrid dual-clutch transmission with integrated all-wheel distributor system (© ZF)

2 Integrated hybrid module (© ZF)

25autotechreview Apr i l 2017 Vo lume 6 | Is sue 4

unit. It receives its commands directly from the electronic control unit of the internal combustion engine. The entire clutch package is compact, cost-efficient and reacts swiftly with an actuation accu-racy of 0.01 mm, 3.

MORE EFFICIENT AND SPONTANEOUS THANKS TO ELECTRIC MOTOR

The integrated hybrid module covers all hybrid functionalities, from boosting to recuperating and pure electric driving. With the latter, the separating clutch com-pletely decouples the internal combustion engine from the transmission system. The transmission-integrated electric motor alone allows for local emissions-free driv-ing and, if necessary, enables acceleration up to 150 km/h by shifting through all eight speeds.

The 8DT transmission control unit also selects a special strategy specifically for pure electric operation: Among other things, it engages the gears more gently, meaning with reduced hydraulic pres-sure, which optimises the noise quality. Specif-ically speaking, this pre-vents the already very low shifting noises – which drown out even very quietly running internal combustion engines – aris-ing from the subjective noiseless electric drive from potentially being heard in the vehicle seating area. How far a passenger car is able to travel electrically is ultimately defined by the selected battery capacity and the energy management, which is prescribed by the

vehicle manufacturer.The electric motor of the 8DT can also

be incorporated into the hybrid manage-ment and transmission control unit such that it actively supports almost each gear shift of the dual-clutch transmission, even when operating the vehicle with the internal combustion engine. Particularly in the case of upshifts in partial load range, the system then additionally uses the electrical highly-dynamic torque build-up of the hybrid module in order to help the fuel-operated unit attain the tar-get speed much faster than ever before, 4. In other words: this module allows in specific cases even faster shift times. Shift times are defined as beginning with the electric or manual shift change com-mand released per paddle to its comple-tion in the transmission. For the driver

4 Torque build up at the hybrid clutch (© ZF)

5 Opened wheelset of the 8DT (© ZF)

3 Power flow through the 8DT hybrid module when closed (hybrid driving) and open (pure electric driving) (© ZF)



behind the wheel, these shift changes take place subjectively free of any type of delay. Not last, the electric motor pro-vides support with turbocharged internal combustion engines by compensating for a delay in turbocharger response, which can occur in certain situations. The con-tinuous pressure helps guarantee more comfortable acceleration.

INTELLIGENT MECHANICS AS BASIS FOR EFFICIENCY

To design the 8DT for the installation space-neutral module extensions in the most compact way possible, the wheelset concept is based on two countershafts and one summation shaft, 5. The fixed gears, which are all located on the trans-mission input shafts, can be used several times resulting in less wheel levels, meaning the envisaged shorter overall length. In comparison to its predecessor, the new transmission exhibits a high ratio of 11.17 thanks to the additional 8th gear with low increments for optimal efficiency and dynamics. The 8th gear is, just like the 7th gear, designed as over-drive – the highest speed is therefore already reached in the 6th gear. This results in a significant reduction in speed and therefore also in consumption – even without the hybrid module.

The 8DT oiling system, which works on a needs-oriented and effectiveness-op-timised basis, plays a decisive role in ensuring higher efficiency. Mechanically, it consists of two pumps: the hydraulic operating pressure for the clutches and shift elements provides a regulated vane

cell system pump, which allows a varia-ble setting of the needed flow rate and pressure. A gerotor wheelset pump on the output side primarily ensures lubrica-tion and cooling of the gearing. What is unique here: both pumps are coupled via the hydraulic control unit. If the wheelset or the clutches need more oil than the gear set pump can supply at the moment, the system pump at the input end is activated as support. The patented software named Cool Oil Flow Manage-ment (COFM), which is stored in the transmission control unit, ensures the coordination and regulation of these complex processes, 6.

Continuously and dependent on the driving conditions, this determines the present volume flow requirement of all transmission components. Based on this, COFM sets the needed oil flow and ensures optimal distribution via the pumps. Furthermore, COFM calculates the cooling demand of the gearings depending on the selected gear and the currently applied operating points. The required oil flow is always available to each sub-transmission that is currently in the power flow. In addition, there is a special Eco mode for the transmission that lowers the pressure level when driv-ing in suitable conditions, thus reducing power consumption without impairing comfort and performance. The 8DT allows switching off the internal combus-tion engine for automatic engine stop mode, starting from 10 km/h downwards when sailing before standstill. Further-more, sailing with the engine switched off is also possible with high travel speeds. Building on this, the software

encompasses the previously described additional functional modes for hybrid and pure electric operation.

PROSPECTS

The 8DT construction kit concept is mod-ular in the best sense: With the progres-sive, efficiency-optimised basic transmis-sion that remains constant mechanically, all extensions envisioned for sporty vehi-cle applications can be realised quickly and in a flexible and economical manner. This also applies for new, further hybrid versions, should these be in demand in the future: This means, for example, that with a 48-V traction module, a low-volt-age hybrid can be realised as well as dif-ferent high-voltage output versions. In addition, ZF thinks it is possible that an application of the 8DT will not be limited to front-longitudinal platforms alone in the coming years. Not least, additional potential arises on the electronic level: If, for example, the control units and systems that had previously been installed sepa-rately in vehicle architectures – primarily the hybrid master and the power electron-ics – were, in the future, together in the transmission control unit, this would accelerate their communication and the electrified 8DT could react to all shift requests even faster.


6 Illustration of demand-driven oil supply of the 8DT (© ZF)


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AUTHORS

DR.-ING. JÖRG MÜLLER is Head of Department Hardware

Development for Transmission and Hybrid Systems at IAV in Chemnitz/

Stollberg (Germany).

DIPL.-ING. (FH) JENS LIEBOLD is Technical Consultant

Electromechanical Drive Systems at IAV in Chemnitz/Stollberg (Germany).

DIPL.-ING. CHRISTOPH DANZER is Development Engineer in the

Powertrain Development Division, Powertrain Concepts/Powertrain

Synthesis Team, at IAV in Chemnitz/Stollberg (Germany).

HIGH-PERFORMANCE HYBRID TRANSMISSION FOR FUTURE PLUG-IN HYBRID DRIVESThe growing demand for electrified vehicles with differing requirements in terms of efficiency, costs and perfor-

mance is creating a huge variety of possible drive topologies. IAV has introduced in MTZ 9/2016 an end-to-end

development process for all-encompassing assessment of this variety. It is used now to define the IAV PowerHy-

brid concept – a high-performance hybrid transmission for passenger cars which is drafted as a dedicated hy-

brid transmission (DHT) for a P2 parallel drive.

© IAV

OBJECTIVE OF FUTURE HYBRID DRIVES

Plug-in hybrids offer great potential for meeting future fuel consumption and emission targets and satisfying growing mobility demands. They permit local pol-lution-free urban travel combined with dynamic performance as well as high driving comfort and range. At the same time, defining the powertrain architecture is getting increasingly complex [1].

In current scenario, the global focus ison drive systems where a hybrid deriva-tive can be derived to the greatest possi-ble extent as a modular, low-cost solution, based on a conventional transmission and using as many carry-over parts as possi-ble. Particularly where high-powered full hybrids are concerned, ideal prerequisites are provided by integrating the electric motor (EM) at the input shaft to the inter-nal combustion engine (ICE) with an additional disconnecting clutch (K0).



Essential hybrid functions can be imple-mented with this kind of P2 arrangement as a parallel hybrid.

Free adaptability of the EM offers advantages compared to the electrically power-split continuously variable trans-mission (eCVT) with two EMs integrated in the transmission. The size and output of the electric motor can be changed withminimum impact on the remaining transmission thanks to its structural posi-tion and design in the P2 hybrid at the input shaft. Furthermore – in contrast to the eCVT – the EM power map does not have to correlate with the torque charac-teristics of the ICE. This warrants on the one hand more efficient use of the elec-tric power for hybrid functions and, on the other hand, more flexible use for var-ious vehicle/ICE combinations.

Pending emission legislations will demand much greater electrification of the vehicle fleet. This puts the motiva-tion for a modular powertrain architec-ture as described before into perspective. Economies of scale will result in new dedicated hybrid transmissions (DHTs) as a technically and economically appro-priate further development of currently available hybrid generations.

A major argument in favour of DHTs is the greater geometrical and functional

integration of the EM in the transmission in order to generate further synergy effects in future. Important aspects here include reducing the number of gears in the transmission, dispensing with the classic mechanical reverse gear and today’s K0 clutch. The reduced complex-ity of the gear set compared to current systems with up to ten gears will help to reduce costs, weight and inertia. These development trends are currently investi-gated in various studies. [2, 3]

This paper describes the DHT poten-tial as illustrated by a P2 hybrid for high-power applications. A major contribution comes from a new computer-based method for achieving high development safety when devising new technologies. Furthermore the paper concludes by looking at the chances for future DHTs as P2.5 hybrids.

DETERMINING APPLICATION-OPTIMISED POWERTRAINS

The growing complexity of future power-trains is currently making engineers rethink conventional development pro-cesses that focused primarily on optimisa-tion of single powertrain components. Increasing significance is being attached

to interaction between individual power-train components, particularly in hybrid powertrains with high levels of electrifica-tion as well as conventional and all-elec-tric systems.

1 shows the development process and illustrates how powertrain configurations are determined with a high overall benefit for implementing the technical and eco-nomic requirements. IAV’s powertrain synthesis tool plays a central role in the process chain of advance and concept development [1]. This development meth-ods permits systematic generation, analy-sis and evaluation of all technically suita-ble powertrain configurations. Every pow-ertrain is based on parameters and maps for ICE, transmission, EM, energy storage system and vehicle and is examined with regard to drive topology, operating strat-egy and driving cycles in terms of its properties such as emissions, performance and system costs. The final benefit analy-sis takes account of limit filters and weighting factors for all computed proper-ties to produce a ranking of the most ben-eficial powertrain configurations with high overall benefit.

In turn, the determined preferential properties for individual powertrain com-ponents form the input values for down-stream processes, such as IAV’s combus-

Advance engineering

Number of solutions

Concept development Volume production developmentPreparing for production

SOP-36 months-60 months

Definition of powertrain components

Concept structure, technology

MiL, SiL, HiLsimulation, prototyping

Development targets

Definition of requirements

Verification MiL, SiL, HiL

Cost assessment

Functionality, technology

Benchmarking IAV knowledge database

IAV engine synthesis

IAV transmission synthesis

Concept verification

IAV electric motor synthesis Fu

ncti

onal

sys

tem

s

Concept idea

Requirements, legislation

Future technologies

Complexity management

SOP

IAV powertrain synthesis tool

IAV Velodyn

IAV cost analysis

Market, trends

1 Process for determining application-optimised power-train configurations – dark blue development path as a development process for a new plug-in hybrid (© IAV)


tion engine synthesis, transmission syn-thesis [4] and electric motor synthesis [5], ①. On completing the computations, pre-ferred variations are suggested for specific technological implementation of the respective components, which then have to be put into greater detail in the ongoing development process.

GENERATION OF AN EFFICIENT PLUG-IN HYBRID POWERTRAIN

The following looks at the potential and efficiency of this development process as illustrated by a new plug-in hybrid by way of example, as it is shown in ①, with the dark blue development path. The study is based on a B-segment vehicle weighing 1.4t in combination with a powerful 2-l turbo gasoline engine with 213 kW power and maximum torque of 400 Nm. The powertrain is to be designed as a front-transverse architecture with a four-wheel drive option.

The aim is to determine a DHT con-

cept in P2 configuration allowing for vehi-cle-specific packages. A target vehicle should offer very sporty performance with acceleration to 100km/h in less than 4 s. On the other hand, fuel consumption rates are to be dramatically reduced com-pared to commercially available non-hy-brid vehicles with comparable perfor-mance levels. Other boundary conditions include acceleration in electric mode to 100 km/h in less than 10 s together with electric and hybrid maximum speeds of at least 160 and 270 km/h respectively. The

Min. HEV consumption vs. number of gears

Con

sum

ptio

n [l

/10

0 k

m]

Min. acceleration time 0–100 km/hover number of gears

EM power for HEV consumption in WLTCover acceleration time 0–100 km/h

Starting ratio for HEV consumption in WLTC and acceleration time 0–100 km/h(4 gears and 90 kW EM power)

0WLTC

1

2

3

4

5

NEDCDriving cycle [-]

3 gears4 gears5 gears6 gears7 gears

US06 JS08

Tim

e [s

]

03

2

4

6

8

4Number of gears [-]

5 6 7

EVICEHEV

3.6

3.8

4.0

4.2

4.4

4.6

3.4 3.6 3.8 4.0 4.2Time [s]

Con

sum

ptio

n [l

/10

0 k

m]

3.6

3.8

4.0

4.2

4.4

4.6

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Starting ratio 15–16

3.6 3.7 3.8Time [s]

Con

sum

ptio

n [l

/10

0 k

m]

Starting ratio 14–15Starting ratio 13–14Starting ratio 12–13

Starting ratio 11–12Starting ratio 10–11Starting ratio 9 –10Starting ratio 8 –9

EM power 120 kWEM power 110–115 kWEM power 100–105 kWEM power 90–95 kW

EM power 80–85 kWEM power 70–75 kWEM power 60–65 kW

2 Results of the powertrain synthesis – sensitivities in the context of cycle consumptions and driving performances (© IAV)



electric cruising range is stipulated as 60 km with a battery of 12 kWh energy con-tent and an effective State of Charge (SoC) range of 75 %.

The following results of the powertrain synthesis feature transmissions with 3 to 7 gears, spreads of 3.0 to 9.0, starting ratios from 8 to 16 and transmission ratio series with differing progressions. There are 6,508 transmission variants in this search space. Another 790 electric motor configurations result from incrementing maximum output andmaximum torque between 60 and 120 kW respectively 200 and 350 Nm for different variations in effi-ciency maps. The combination of all parameter variants and maps generates altogether 5.1 million powertrain configurations.

2 shows example sensitivities for these studies in the context of cycle con-sumption and driving performance. For the four computed driving cycles WLTC,

NEDC, US06 and JC08, minimum con-sumption in hybrid mode (HEV mode), ② (top left), and acceleration times to 100 km/h in various operating modes, ② (top right), are practically independent of the number of gears. The only slight improve-ments to be seen are when changing from 3 to 4 gears. The variation in EM output, ② (bottom left), shows that there are scarcely any further consumption advan-tages in the WLTC and improvements in acceleration at least to 100 km/h once electric output exceeds 90 kW.

This defines the initial boundary con-ditions for the new hybrid transmission. Four gears and electric output of 90 kW are necessary to fulfil the requirements. Suitable starting ratios are between 10and 12, ② (bottom right). The benefit analysis results also provide preferred spreads in the gear set of between 4 and 5 with mini-mum progression impact on the transmis-sion ratio series. Furthermore, electric

motors with maximum torques of 250 to 300 Nm and efficiency maps of perma-nent magnet synchronous machines are shown to be altogether beneficial.

NEXT STEPS: TRANSMISSION SYNTHESIS AND ELECTRIC MOTOR SYNTHESIS

In the next computation step – the trans-mission synthesis – the ascertained requirements for the transmission form the input values for systematic, comput-er-based generation and assessment of new transmission structures for various technologies. The following investigations are limited to planetary automatic trans-missions (AT). Concepts with two plane-tary gear sets and four and five shift ele-ments are appropriate to implement the required functionality, resulting in about 475,000 possible solutions.

K0

Input

Output EMA

B

CD

i0II = -2.1i0I = -2.1

Gear A

Brake

B C

Clutch

D

1

2

3

4

i ϕ

1.853.10

1.681.68

1.001.47

0.68

3 Four-gear automatic trans-mission of the IAV PowerHy-brid with two planetary gear sets – transmission structure (left) and shift logic (right) (© IAV)

Solution variant (in total 4372 solutions)Solution variant with highest benefit Best solution with regard to total lossesBest solution with regard to losses in NEDCBest solution with regard to material costs

90

100

110

120

130

140

150

160

10090 110 120 130 140 150 160 170 180

Tota

l los

ses

rela

tive

to

best

var

iant

[%

]

Material costs relative to best variant [%]

4 Results of the EM synthesis – comparison based on material costs and total losses relative to best variant (© IAV)


The preferred variant shown in 3 with two planetary gear sets and four shift ele-ments A to D, two of which are expedi-ently designed as brakes, offers high torque density at comparatively low engine speeds and high gearing efficiency. Stationary gear ratio of -2.1 in each case offer the potential for a radial, compact design and supply a progressive ratio series with starting ratio in the gear set of 3.1 and a spread of 4.6. The additional drive-side clutch K0 permits decoupling of the ICE in electric mode. Thus obviates the need for a conventional reverse gear.

Similarly, the results of powertrain syn-thesis can be used in combination with EM synthesis to generate a preferred vari-ant for the permanent magnetised syn-chronous motors. Comprehensive compu-tation is necessary to maximise torque density without impairing efficiency, torque ripple, power factor or other char-acteristics. The stipulated package reduces the search space to a few ten thousand geometry variants. The 4372 benefit anal-ysis solutions shown in 4 all fulfil the required general geometrical and techni-cal conditions using typical materials. The preferred variant for design implementa-tion consists of a suitable compromise between total losses, material costs and other characteristics.

These results act as the basis for 3D design implementation of the IAV Pow-er-Hybrid, 5, for input torques up to 700 Nm (ICE and EM) and input speeds of up to 7000 rpm. An axle ratio of 3.5 results in a maximum total ratio of approximately 11. The transmission structure allows high

integration of the gear set elements within the EMs rotor with many carry-over parts for reducing costs. The permanent magnet synchronous machine has an active length of 100 mm and a total length of 130 mm. A transmission length of only 360 mm is possible despite the high input torque, and a weight of just about 110 kg including electric motor without operating fluids.

CONCLUSION AND OUTLOOK

The development of future powertrains will have to take account of interaction between the powertrain components as aprerequisite for competitive solutions. IAV’s method of powertrain synthesis ful-fils the demands made of the individual components for new powertrains like DHTs. Subsequent synthesis programmes take these results as the basis for detailed technical implementation of the compo-nents for the ICE, transmission and EM. The development process is demonstrated by a new powerful plug-in hybrid with P2 architecture that offers very sporty perfor-mance and low fuel consumption rates.

Further potential for future DHTs con-sists of connecting the EM to a gear set internal shaft. Such P2.5 hybrid solutions offer additional advantages such as larger transmission ratios between EM, ICE and transmission output. As a result, it is quicker and easier to restart the ICE with the vehicle both stationary and moving, while enhancing traction power in electric mode as well as the boost and recupera-

tion capability with somewhat lower max-imum torques at the EM. Rating the elec-tric motor therefore focuses more on its efficiency at cycle-relevant operating points with high time shares instead of maximum torque. This also reduces the package demand of the EM.

For the first time, a DHT can be used in P2.5 arrangement with continuously variable transmission ratio between ICE and transmission output with just one electric motor by adding the speeds of both drives with planetary gear sets. This new hybrid function helps, for example, to improve efficiency when tapping into the primary energy. It is also suitable for flexible drive strategies and new driving modes, including wear-free, highly effi-cient start with the ICE – without a sepa-rate start-up element also with minimum SoC of the traction battery – or com-fort-focused continuously variable driving as demonstrated by current eCVTs.

REFERENCES[1] Danzer, C.; Vallon, M.; Wukisiewitsch, W.; Kratzsch, M.: Powertrain Synthesis for the Design of Complex System Configurations. In: MTZworld-wide 77 (2016), No. 9, pp. 42-46[2] Chachra, D.; Parab, A.; Seth, B.: A parallel hybrid transmission technology. 13th CTI Symposi-um Automotive Transmissions, Berlin, Germany, December 2014[3] Rihn, M.: A single hybrid powertrain for HEVs, PHEVs and E-REVs. 13th CTI Symposium Automo-tive Transmissions, Berlin, Germany, December 2014[4] Resch, R.; Müller, J.: Development of highly functional power-split transmissions for future commercial vehicles. In: ATZoffhighway, October 2016, pp. 6-13[5] Müller, J.; Liebold, J.; Schuhmann, T.; Mayer, M.: Optimisation of Electric Motors for Traction Drives. In: ATZworldwide 117 (2015), No. 10, pp. 10-14

Final drive withparking lock

Input clutch K0

Main shaft

Planetarygear sets

Electricmotor

Brakes

Clutches

5 3-D design of the IAV PowerHybrid – despite the high input torque, a drive length of only 360 mm and a weight of just about 110 kg is possible (© IAV)

THANKSThe authors thank all stakeholders for their support

and expertise in producing this paper about the IAV

PowerHybrid.




MORE EFFICIENCY WITH HYUNDAI’S DRY SEVEN-SPEED DCTEspecially as a front-wheel drive, dual-clutch transmissions have to be very compact and efficient to generate

driving pleasure. Therefore, Hyundai-Kia developed a seven-speed dual-clutch transmission with dry clutch and

electro-mechanical actuation, which is available in two models with 220 and 340 Nm maximum input torque. A

transmission length of only 385 mm is very competitive considering this high torque capacity.

© Hyundai-Kia

AUTHORS

CHANG-YEON CHOis Senior Research Engineer in the

M/T Engineering Design Team of Hyundai Motor Company in Namyang

(South Korea).

JEONG-HEON KAM is Part Leader in the M/T Engineering

Design Team of Hyundai Motor Company in Namyang (South Korea).

HAN-KI HONG is Team Leader in the M/T

Engineering Design Team of Hyundai Motor Company in Namyang (South

Korea).

DIPL.-ING. CARSTEN LÖVENICH is Group Manager Transmission

Development in the Technical Centre of Hyundai Motor Europe in

Rüsselsheim (Germany).



LOWERING CO2 EMISSIONS IN THE FIRST PLACE

Even though Hyundai-Kia has already developed a full line-up of automatic transmission from small passenger car to large sedan and SUV in house, there has been a strong demand on new transmis-sion development with better efficiency, performance and convenience in combi-nation with downsized combustion engines (gasoline/diesel). The priority of these demands was different among vehicle model and sales region, but effi-ciency had a priority in common to real-ise lower CO2 emission. For best fuel economy, the completely new developed seven-speed dual-clutch transmission (DCT) of Hyundai-Kia adopted dry dual clutch and electro-mechanical actuators for gear as well as clutch operation, 1. On the basis of this prerequisite a modu-lar design has been developed for two new highly efficient DCT models with the following key features::: Two transmission models with differ-

ent main shaft centre distance, maxi-mum torque and clutch size, but shar-ing gear/clutch actuators

:: Seven-speed gear train layout to pro-vide maximised gear ratio spread in a strongly limited axial length of the front-wheel layout to fit in a variety of vehicles from compact passenger car up to mid-size sedan and SUV

:: Shift comfort to be on the same stand-ard that current Hyundai-Kia auto-matic transmissions already offer and sporty feel at the same time

:: Fuel efficiency increased by 5 % or more compared to current six-speed automatic transmissions.

MASS PRODUCTION AND PATENTS

The design phase was started in early 2011, and the mass production started finally in September 2014 at the Hyun-dai-Dymos plant located in South Korea. The initial vehicle to install the new trans-mission was a Hyundai Sonata sedan powered by a Gamma 1.6-l turbo-charged gasoline engine as well as in Europe a Kia Ceed with 1.6-l diesel engine.

Until now, 16 vehicle models with four different engines have been launched with the new seven-speed DCT

– and much more vehicles are yet to come. As a result of this DCT develop-ment including actuation system and control logic, approximately 400 patents are pending. During the development process all activities and methods were reflected according to ISO 26262 (Road Vehicles – Functional Safety) [1].

TRANSMISSION MODELS AND GEAR RATIOS

Two DCT models with different torque capacity have been developed in parallel for gasoline and diesel applications: a smaller one (D7GF1) with 220 Nm and a bigger one (D7UF1) with 340 Nm. Accord-ing to the modularity these two transmis-sions have the same structure and share the gear actuator as well as the clutch actuator. Differences can be found in the size of the gear wheels, the shaft centre distance and in the dual clutches them-selves. This gives a weight benefit of 7 kg to the smaller transmission.

As these transmissions are applied to various engines and vehicle segments, there are many combinations of gear ratio, 2. The D7GF1 has an entire gear ratio span between 6.73 and 6.94, and the D7UF1 has a wider span from 6.53 to 7.83. A wider gear ratio span helps to achieve better acceleration performance in low gears and fuel economy when cruis-ing in high gears. To prevent clutch over-heat at steep grade, the ratio of the 1st gear has been chosen with care consider-ing engine torque at launch revolution speed, vehicle weight and tyre size.

GEAR TRAIN LAYOUT

The biggest challenge during designing the gear train layout was the limit in transmission length, because the sev-en-speed transmission is transversally mounted in the engine compartment between side members whereas dual clutch size and number of gears need increased space compared to conventional six-speed manual transmissions. Espe-cially for the compact passenger car appli-cation this was a difficult mission to real-ise. Single pairing of input and output gear for every gear-speed, which is quite conventional in manual transmission design, was not possible to fit in that very small engine compartment.

To solve this issue multi-use gear pair-ing was essential. In the final layout, as depicted in 3, 1st, 2nd, 4th and 5th gear are located on the lower output shaft #1, whereas 3rd, 6th, 7th and reverse gear are located on the upper shaft #2. To shorten transmission length, 4th and 6th gear share one common driving gear, and 2nd and reverse gear share another common gear on the input shaft. This led to a total transmission length of 385 mm from engine block face to the end of case, which is competitive considering the high torque capacity of 340 Nm.

GEAR ACTUATOR AND SYNCHRONISER

New DCTs have an independent gear shift structure for even and odd gears: In case even or odd gear shift system has a prob-

Electro-mechanical gear actuator

Seven-speed geartrain

Electro-mechanical clutch actuator

Dry dual clutch

1 Overall structure of the complete-ly new developed seven-speed du-al-clutch transmission (© Hyun-dai-Kia)


6R

3

Shaft#2

7

5

1

42

Shaft#1

lem, this DCT can drive with the remain-ing gears in the other part of the transmis-sion and do AMT like shifting.

Analysing the mechanism in detail showed that the select operation requires less force than the shift operation. This led to introducing solenoids for selecting the right shift lane, 4. As a result, this made the overall shift time even shorter (15 % faster than previous six-speed DCT). Additionally, to ensure the quick-est and reliable shift, triple-cone synchro-nisers are applied in 1st, 2nd, 3rd gear, and carbon linings are applied to the fric-tion surfaces.

DUAL CLUTCH AND CLUTCH ACTUATOR

The new dry-type dual clutch system, 5, has also been developed to meet the very high torque capacity of 340 Nm for D7UF1: The outer diameter is 235 mm for the “odd” clutch, and 229 mm for the “even” clutch. The friction characteristic of the clutch lining directly influences the shift quality during driving because it changes dramatically. For this reason the Transmission Control Unit (TCU) needs to be aware of the friction characteristic to control the vehicle behaviour smoothly without jerk and revolution speed flare. Any change of this character-istic is estimated through monitoring the transferred torque versus clutch actuator stroke by the TCU during driving, and utilised for adaptive clutch control in every driving situation.

In case of a fixed clutch actuator lever ratio, the electric current draw of the clutch actuator motor increases propor-tionally to the clutch actuator stroke. This leads to higher fuel consumption. To counteract this tendency, a nonlinear clutch actuator has been designed, and its peak electric power consumption has been reduced by 40 % compared to the initial design with fixed lever ratio.

CONTROL SOFTWARE AND SHIFT QUALITY

Clutch and gear shift control logic has been developed in-house in parallel with the hardware development. One of the most important issues was to know the temperature of the clutch lining to prevent system failure at high temperature. But, it was difficult to attach a wired tempera-

ture sensor and measure it as the clutch rotates at high revolution speed. Wireless telemetric sensors could be a solution, but withstanding the very high friction heat and having a battery that lasts for the life-time of the vehicle is also impossible.

Therefore, a precise clutch temperature model was developed, and validated through rig and vehicle tests simulating a large number of different driving condi-tions. Public road validation has been per-formed in different road conditions all over the world: high speed at German Autobahn, heavy traffic jam in Seoul, long distance cruise in the USA, high tempera-ture in Middle East, cold conditions in Eastern Europe as well as high humidity and rough road in China. In the end a shift quality was developed to meet the customer’s taste in different regions: smooth and convenient, similar to a torque-converter automatic transmission (South Korea / USA), but also dynamic and direct, similar to a manual transmis-sion (Europe).

NVH OF GEAR TRAIN AND ACTUATOR

Considering customer’s growing expecta-tion as time goes by, dry DCT with elec-tro-mechanical gear actuation has a struc-tural disadvantage in NVH compared to an automatic transmission with torque converter and hydraulic actuator despite of high efficiency and good fuel economy. Noise from the DCT electro-mechanical gear actuator is higher than the one from the clutch actuator, because the reaction force on the gear actuator changes drasti-cally without damping compared to the consistent and smooth reaction force on

the clutch actuating. In addition it is perceived sensitively by the driver

as he does not shift by himself. This noise could have been reduced with the help of opti-mised control logic and sensi-tive calibration to a level, which is similar to that of a hydraulic actuator.

Another sensitive NVH issue is clutch judder while launch-ing, which can be analysed to

come from friction and geometric factors. The problem has been

solved by developing a new reliable clutch lining material and introducing

Gear ratio D7GF1 (220 Nm) D7UF1 (340 Nm)

1st gear 3.813 3.929/3.786/3.643

2nd gear 2.261 2.318/2.261/2.174

3rd gear 1.957 2.043/1.957/1.826

4th gear 1.073 1.023/1.070/1.024

5th gear 0.837 0.822/0.809/0.778

6th gear 0.902/0.878 0.884/0.854/0.837

7th gear 0.756/0.721 0.721/0.717/0.681

Reverse gear 5.101 5.304/5.074/4.696

Shaft #1 (1st/2nd/4th/5th gear) 4.867/4.375/4.1254.857/4.643/4.643/4.4294.294/4.286/4.176/3.941

Shaft #2 (3rd/6th/7th/R gear) 3.650/3.333/3.1433.579/3.611/3.421/3.2633.174/3.158/3.087/2.913

Entire gear ratio span 6.73–6.94 6.53–7.83

3 Gear train layout with shaft #1 and #2 (© Hyundai-Kia)

2 Many combinations of gear ratio for the smaller (D7GF1) and the bigger (D7UF1) transmission model (© Hyundai-Kia)



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latest production processes to reach the target geometric tolerance safely. In addi-tion, to achieve extremely low gear noise, gear grinding process was mandatory for all forward gears. Also the stiffness of shafts and case is carefully reflected in the gear profile development.

EFFICIENCY, ECONOMY AND PERFORMANCE

Finally the most important issue of this transmission is the efficiency, which is

directly related to the fuel consumption. To minimise the inner mechanical fric-tion, needle roller bearings are used at all the idling gears. A roller bearing is located between the two input shafts where high thrust forces exist. The preloads were carefully optimised where tapered roller bearing are supporting the shafts and differential.

Because the churning loss in driving condition contributes a lot, a new low vis-cosity transmission oil has been devel-oped to reduce the drag losses. Compared to the previous manual transmission oil,

this new oil showed 49 % lower viscosity at 40 °C. As a result, this transmission showed very high torque transfer effi-ciency, which is the same level as the manual transmission and one of the high-est in this class. Thanks to the high trans-mission efficiency, the fuel economy of Hyundai-Kia vehicles has been dramati-cally improved. Depending on the vehicle and engine characteristics, the fuel con-sumption has been reduced by 6 to 10 % compared to six-speed torque-converter automatic transmission applications.

Another impressive advantage is the acceleration performance. Even though initial launch of the DCT is slightly slower than the torque-converter automatic trans-mission, the high efficiency and short shift time enables the new seven-speed DCT to “overtake” this transmission: the 0-100 km/h acceleration time of the new DCT is 4 to 6 % shorter than the six-speed automatic transmission.

OUTLOOK

Hyundai-Kia will expand seven-speed DCT application in passenger cars and SUVs in the future. These DCTs will usu-ally be combined with newly developed turbo-charged diesel and gasoline engines providing high torque at launch revolu-tion speed. Additionally, DCT will be applied to new hybrid vehicles chasing two hares of fuel economy and driving pleasure at once.

The core task for Hyundai-Kia trans-mission development is continuous effi-ciency improvement to achieve lower CO2 emission and better fuel economy. As a result, customers can benefit from higher economy of the products and people from a cleaner environment.

REFERENCE[1] DIN 26262: Road Vehicles – Functional Safe-ty. Berlin: Beuth, 2012

Shift lane selecting solenoids

Control fingers

Shift motors

4 Gear actuator (© Hyundai-Kia)

Clutch engagement bearing

Clutch engagement forks

Clutch actuator

5 Clutch system – with the nonlinear clutch actuator, the peak electric power consumption can be reduced by 40 % (© Hyundai-Kia)




OPTIMISED CONTROL OF A DEDICATED HYBRID TRANSMISSIONTransmissions for hybrid powertrains in which the electric motor is integrated as part of the transmission will be-

come increasingly widespread in the future. In order to make use of their functional benefits, however, it is nec-

essary to combine the hybrid and transmission control systems and to integrate them into one electronic control

unit. AVL has developed corresponding control architecture and tested it in the vehicle.

© AVL



INNOVATIVE APPROACHES REQUIRED

The current trend in automotive industry towards electrified powertrains is trigger-ing the demand for smart solutions to integrate electric motors into the power-train. Today a high number of hybrid powertrains are utilising conventional transmissions with an add-on hybrid solution due to low hybrid production volumes [1]. On the one hand, add-on solutions for powertrain hybridisation have several benefits such as reuse of components, utilisation of existing pro-duction lines and reducing the develop-ment efforts and risks. On the other hand, building on existing transmissions introduces boundaries in the quest to reach optimised solutions. As a conse-quence, so-called dedicated hybrid trans-missions (DHT) specifically developed for hybrid applications are receiving increased interest.

AVL evaluated several different power-train configurations to assess possible future technologies for powertrain hybrid-isation [2]. Results of these studies have proven that DHTs show significant bene-fits compared to add-on solutions with respect to attributes such as efficiency, cost, weight, etc. According to these find-ings, AVL has developed its first DHT called Future Hybrid 7 Mode Transmis-sion, 1. This new transmission structure requires several novel solutions on differ-ent disciplines including powertrain con-trol strategies and control architectures in order to get optimum performance.

CONTROL SYSTEM CHALLENGES

State of the art control system architec-tures for add-on hybrid powertrains usu-ally include two separate control units for hybrid (HCU) and transmission (TCU) controls. The HCU is controlling the effi-cient powertrain energy management and commands the required powertrain con-figuration as well as the power split for e-motor and internal combustion engine (ICE). The TCU is responsible for trans-mission gear selection and control of the gear shifts. During the gear shift proce-dure, the TCU sends intervention requests to the HCU to control transmission input shaft torque/speed and HCU decides how to realise the request. In this scenario, only the HCU can send final torque/speed requests to the machines, even in case of high-dynamic transitions between power-train configurations and operation modes.

Even though the performance of such a control architecture might be satisfac-tory for add-on hybrid powertrains, its application to DHTs faces severe issues to fulfil the specific DHT functionalities. The main challenges of the DHT powertrain control include following topics::: Due to the fact that there is no single

input shaft in DHTs in relation to which TCU can request torque inter-ventions, the interventions have to be addressed to each machine separately.

:: eCVT is a novel operating mode of AVL Future Hybrid 7 Mode DHT and some other DHTs. In this mode both com-bustion engine and e-motor are provid-ing torque in a fixed ratio at variable

1 AVL Future Hybrid 7 Mode Transmission (© AVL)

AUTHORS

DIPL.-ING. PATRICK TEUFELBERGER, MBA

is Manager Powertrain Controls at the AVL List GmbH in Graz (Austria).

MUAMMER YOLGA, M. SC. is Manager PC Transmission Controls

at the AVL List GmbH in Graz (Austria).

DR. MARTIN RINGDORFER is Senior Engineer Powertrain

Controls at the AVL List GmbH in Graz (Austria).

DR. EVGENY KORSUNSKY is Lead Engineer Powertrain Controls

at the AVL List GmbH in Graz (Austria).


speeds. Thus, engine and e-motor speed/torque have to be controlled simultaneously in order to fulfil driver torque demand while keeping the speed equilibrium.

:: Distributed control system architec-tures contain several intrinsic com-munication delays, 2. These delays can be tolerated in add-on hybrid powertrains but not in DHT because of simultaneous coordination of dif-ferent actuators.

POWERTRAIN CONTROLS SOFTWARE ARCHITECTURE

Consequently, AVL has developed an inte-grated control system architecture addressing these DHT specific challenges. The newly composed control architecture – based on existing stand-alone solutions – is merging the functionalities of HCU and TCU in one software system inside one control unit called vehicle control unit

(VCU), 3. The main idea is to give both the hybrid and the transmission control system the possibility to directly com-mand the propulsion sources of the pow-ertrain. Two main function groups consti-tute the VCU control system, Energy Man-agement and Transition Management.

The Energy Management is based on the HCU functionalities and selects the hybrid mode with corresponding set points for torque of ICE and e-motor. Additionally, determination of driver torque demand, coordination of pow-er-up/power-down procedures for hybrid system, powertrain thermal and auxiliary management as well as coordination of powertrain diagnosis are included in this function group.

The Transition Management is based on the TCU functionalities and controls all powertrain configuration changes. This includes transmission control core func-tions like gear shifts as well as coordina-tion of hybrid mode changes which are traditionally controlled by the HCU. For

all transitions, machine dependent proper-ties like power limitations, response times, torque build up and controllability are considered. The centralised calcula-tion of all transitions in one function group simplifies the algorithms and avoids complex interfaces.

During quasi-stationary driving situa-tions (no powertrain-configuration change), the Energy Management requests go directly to the control system outputs. If a transition is requested, the Transition Management function group is taking over control. The torque demands and the split between propulsion sources coming from energy management is mod-ified to achieve smooth transitions while fulfilling driver torque demand.

As this architecture is reducing feed-back loops and therewith time delays between hybrid and transmission control functions, it is well suited for use in com-plex DHTs. Only one control unit is suffi-cient to run the integrated control system. Shared use of input and output software components as well as non-driving func-tions like system state control and diag-nostic functions infrastructure contribute to increased development efficiency and overall cost saving.

OPTIMISATION OF HYBRID POWERTRAIN EFFICIENCY

To make use of the full potential in terms of fuel saving of electrified powertrains with DHT the VCU control system must

3 AVL integrated powertrain control architecture (© AVL)

2 Communication sequence in conventional powertrain control architecture (HCU: hybrid control unit; TCU: transmission control unit; ECU: engine control unit; MCU: motor control unit) (© AVL)



provide advanced functionalities to enable implementation of optimised operating strategies. The new VCU software archi-tecture uses the proven AVL hybrid con-trol concept [3]. This concept builds on the calculation of quasi-stationary hybrid modes with set points for torques and powertrain configuration. The optimisa-tion problem of selecting the best possible hybrid mode is solved by a so called rat-ing concept [4]. For each hybrid operation mode a degree of fulfilment (rating) of dif-ferent system targets such as efficiency, performance, system availability and oth-ers is calculated. These ratings can be

weighted according to the current and anticipated driving situations, therewith giving predictive information an interface to the operating strategy. The mode with the highest rating is finally selected.

The rating concept also enables the integration of transmission gear selection into the hybrid mode selection, therewith providing additional optimisation poten-tial. Traditional gear selection algorithms in TCU with shift maps are targeting to find the best compromise between power-train efficiency and drivability (torque reserve). In hybrid powertrains, the selec-tion of hybrid mode and transmission

gear is interrelated from an efficiency point of view as well as from a drivability point of view, as the available torque reserve depends on the state of the electri-cal system (e.g. battery state of charge), 4. Therefore best results are achieved if the powertrain energy management is centrally responsible for a coordinated selection of transmission gear and hybrid operation mode.

SOFTWARE IMPLEMENTATION AND TESTING

While integrated VCUs for DHTs provide benefits in performance as shown in pre-vious chapters, complexity and size of the software system is increasing. Therefore, special focus is set on breaking down the overall system to testable sub-systems and components. Most importantly, the two main function groups Energy Manage-ment and Transition Management are structured in a way that they can be developed and closed-loop tested stand-alone before integration.

A tool chain supporting such an approach is key to achieve efficient devel-opment and quality targets. AVL software development is relying on its in-house development platform [5] based on Mat-lab/Simulink, which is interconnecting different tools seamlessly.

For the DHT control system, software components are developed stand-alone and tested open-loop or close-loop, depending on the complexity of the func-tionality. Once the function is verified on this level, integration into the two men-tioned function groups is done. While the conventional approach would be to set up different plant models for each of the two major function groups and the integrated VCU testing, the AVL development plat-form allows to set up a test environment using only one plant model. When Energy Management testing is performed, a sim-plified Transition Management functional-ity is used and the other way round to sat-isfy interfaces, 5. This way development and maintenance effort for plant models is significantly reduced. When both sub systems have individually reached a proper level of maturity, the joint testing of the integrated software systems is per-formed against the same plant model. Due to frontloading of tests resulting in 5 One plant model for different integration steps (© AVL)

4 Possible combinations of gears and hybrid modes to satisfy driver traction power request (schematic view) (© AVL)


early detection of issues, the efficiency of the testing is improved.

IN-VEHICLE RESULTS

After successful closed-loop PC testing, the VCU control system was integrated into the AVL Future Hybrid prototype vehicle and calibrated. 6 shows a typical driving scenario. The hybrid modes are selected by energy management. At t1 a hybrid mode shift to “conventional” requires a change of the powertrain con-figuration. This is triggering the transition manager to take over control. The sequence of starting the combustion engine, synchronising its speed, shifting to the most suitable discrete gear (G2) and coupling the ICE is controlled. Due to driver request, shift to G3 is immediately requested. Once the requested powertrain configuration is engaged, the transition function group is handing back command to the energy management until the next transition is required.

Torque output and therefore vehicle acceleration is consistent and smooth at all times. By mastering complex mode changes and transitions, the VCU control system is a key factor for high drivability, a pleasant driving experience and there-fore high customer acceptance of DHTs.

SUMMARY AND OUTLOOK

In order to achieve all functional benefits of a DHT, it requires integration of hybrid and transmission control into one control system. The approach as described in this article has been successfully validated in a prototype vehicle. The modular compo-sition of the software system and the use of advanced tools supporting distributed development and testing allows to master the increased size and complexity.

Future projects will be able to build on these findings and benefit through more precise controls and less complex interfaces between hybrid and transmis-sion control systems. This approach may

as well be transferred to conventional hybrid transmissions. Integrating gear selection algorithms into the energy man-agement can provide additional optimisa-tion potential.

REFERENCES[1] [1] Fischer, R.: Dedicated Hybrid Transmis-sions (DHT) – A New Category of Transmissions. 14th International CTI Symposium, Berlin, 2015[2] [2] Yolga, M.: AVL Future Hybrid, Transmis-sion for the Future Powertrains. 4th International CTI China Symposium, Shanghai, 2015[3] [3] Küpper, K.; Teufelberger, P.; Ellinger, R.; Korsunsky, E.: From vehicle requirements to mod-ular hybrid software. In: ATZworldwide 113 (2011), No. 10[4] [4] Korsunsky, E.; Stolz, M.; Ebner P.: Method for controlling a hybrid vehicle. European Patent EP 2 588 354[5] [5] Dalon, T.: AVL Embedded Software Mod-el-Based Design Platform Based on MATLAB and Simulink. MathWorks Automotive Conference Pro-ceedings, 2015


6 Driving manoeuvre with mode changes (schematic view) (© AVL)



A Company of the SWAROVSKI Groupwww.tyrolit.com

Your Partner in the Gear Industry

TYROLIT in India | +91 80 23121811 | [email protected]

Product

» NX

Business challenges

» Parts with more complex Shapes

» More competitors and eroding Profi t margins

» Increasingly shorter delivery Times

Keys to success

» Parametric modeling

» 3D visualization

» Easy modifi cations to existing designs

» Support and training from Gnosis infotech

Results

» Design time for new tool Dropped by 50 percent (Four days to two days)

» Productivity increase of 25 Percent

» Cost savings of 25 percent in tool modifi cation

» 40 percent reduction in rework time

Automotive supplier realizes sig-nifi cant productivity gains, a 25 percent cost savings in product development and a 40 percent reduction in rework time

GROWTH THROUGH QUALITY

Since 1972, Dali & Samir Engineer-ing Pvt. Ltd. (D&S) has been manu-facturing sheet metal components and exhaust systems for a wide range of vehicles, from scooters and motorcycles to cars, trucks and SUVs. In addition to exhaust systems, the company’s product line includes fuel tanks, hydrau-lic tanks, vacuum tanks, radiator frames and other assemblies. Its customers include Tata Motors, (In-dia’s largest automobile company and the world’s fourthlargest man-ufacturer of commercial vehicles), Kirloskar Oil Engines, Bajaj Auto Ltd., and Same Deutz Fahr.

The company’s motto, “Growth through Quality,” refl ects the traits that have helped it prosper over the years. During that time, how-ever, the nature of D&S’s products has changed in a way that chal-lenged the company’s processes for tool and die design. The shapes of the muffl ers and tanks have grown more complex, and customers’ requirements regarding accura-cy has increased. “As the shapes started becoming more complex,

we needed a better way to handle these kinds of geometries,” says Shivaji Powar, manager of design at D&S. The company faced another challenge familiar to automotive suppliers: the original equipment manufacturers’ (OEMs’) require-ments for shorter and shorter delivery times.

3D FOR COMPLEX SHAPES

D&S’s original 2D computer-aid-ed design (CAD) system made it diffi cult to visualize a design. This sometimes led to human error, which caused problems during production. It was also diffi cult and time-consuming to modify designs to incorporate customers’ changes. “This was a problem, because our product development process typically involves a lot of back and forth with the customer,” says Powar. “We needed to be able to swiftly make any modifi cations

Automotive and Transportation

U S I N G N X , C O M P A N Y C U T S T O O L D E S I G N T I M E I N H A L F

Dali & Samir Engineering

“NX is user friendly and easy to understand.” — Shashikant Pawar, Deputy General Manager, Dali & Samir Engineering

ADVERTOR IAL

Solutions/Services

NXwww.siemens.com/nx

Customer’s primary business

Dali & Samir EngineeringPvt. Ltd. manufactures sheetmetal components andexhaust systems for theautomotive industry.www.dalisamir.com

Customer location

Pune, Maharashtra, India

Partner

Gnosis Infotech Pvt. Ltd.

demanded by the customer.”During the search for a more ad-

vanced CAD system, D&S evaluated NX™ software, the high-perfor-mance product development solu-tion from Siemens PLM software, as well as Pro/ENGINEER® software from Parametric Technology Corpo-ration and CATIA® software from Dassault Systèmes Corporation.

The company chose NX as evaluation showed it to be “user friendly and easy to understand,” says Shashikant Pawar, deputy general manager at D&S. “NX had the functionality we needed for tool design, including parametric modeling, and the ability to modify existing designs in a minimum amount of time using synchronous technology.” Other features of NX that led to its selection included its ability to easily create 2D drafting and detail drawings from NX solid geometry, as well as excellent visualization functionality. Pawar adds, “Training and support from the Siemens PLM Software channel partner, Gnosis Infotech Pvt. Ltd., accelerated our productive use of NX, an important factor in our

move from 2D to 3D.”

AN OEM’S FIRST CHOICE

Since installing NX, D&S has seen productivity increase by 25 per-cent. Signifi cant savings have been noted during modifi cations of existing designs, and also in reworking a tool. Rework time has dropped by 40 percent since NX was implemented.

Pawar notes, “NX has enabled us to shrink the time needed to de-sign a new tool – from four days in the past to two days today. We’ve also seen our product development costs drop by 25 percent. The improvements made possible using NX position us to achieve our goal of becoming an OEM’s fi rst choice when it comes to exhaust systems and other sheet metal compo-nents. Looking at the emerging market scenario, we want to enhance our core competency in the fabrication of sophisticated engineering products, especially in the automotive area. NX is playing an important role in our ability to accomplish this.”

“NX has enabled us to shrink the time needed to design a new tool – from four days in the past to two days today. We’ve also seen our product develop-ment costs drop by 25 percent.” — Shivaji Powar, Manager of Design, Dali & Samir Engineering

Siemens PLM Software

Americas +1 314 264 8499Europe +44 (0) 1276 413200Asia-Pacifi c +852 2230 3308

www.siemens.com/plm

© 2017 Siemens Product Lifecycle Management Software Inc. Siemens, the Siemens logo and SIMATIC IT are registered trademarks of Siemens AG. Camstar, D-Cubed, Femap, Fibersim, Geolus, I-deas, JT, NX, Omneo, Parasolid, Polarion, Solid Edge, Syncrofi t, Teamcenter and Tecnomatix are trademarks or reg istered trademarks of Siemens Product Lifecycle Management Software Inc. or its subsidiaries in the United States and in other countries. CATIA is a registered trademark of Dassault Systèmes Corporation. Pro/ENGINEER is a registered trademark of Parametric Technology Corporation or its subsidiaries in the United States and in other countries. All other logos, trademarks, registered trademarks or service marks belong to their respective holders.24705-A13 1/17 C

MARUTI UPS THE ANTE WITH 1 L BOOSTERJET ENGINE ON BALENO RS In the 16 months since its launch in India, the Maruti Suzuki Baleno has had a lot going for it. It created a lot of

excitement and somewhat redefined the premium compact hatchback segment in the Indian market. And sales

of close to 150,000 cars during this period tell us how popular the Baleno is. Even as consumers continue to

make a beeline for the Baleno, the company has upped the game in the segment by introducing the perfor-

mance-oriented Baleno RS, powered by a new 1 l Boosterjet direct injection turbo engine.


TECHNOLOGY 1 L ENGINE

The Baleno RS – Road Sport in this case, unlike the Rally Sport that most enthusi-asts would associate the RS badge with – is primarily about the new engine. The sus-pension has been retuned compared to the standard Baleno, and the exterior has been refreshed to complement the positioning of the car, and the changes thereof are pleas-ingly appealing. But first, let’s take a detailed look at the Boosterjet engine.

NEW ENGINE

The Boosterjet 1.0 is one of the two engines Suzuki produces in the Boosterjet series, the other being the more powerful 1.4 l unit. The 998 cc, three-cylinder engine on the Baleno RS is a direct injec-tion turbo engine that produces around 100 hp of peak power and 150 Nm of torque. The Boosterjet 1 l engine is claimed to deliver 20 % more power and 30 % more torque compared to a regular 1.2 l naturally aspirated petrol engine.

There are technical advances that enhance the performance quotient on the Boosterjet engine – at the core of the engine lie the direct injection system that delivers fuel at pressures of about 200 bar into the cylinders, giving the engine very efficient combustible air-fuel mixture that help reduce fuel consumption as well as emissions. In a DI engine, to quickly cre-ate an air fuel mixture inside the cylinder, the fuel to be injected must be atomised. Additionally, the shape of the intake ports and the pistons are optimised to generate a stronger tumble flow.

The turbocharger, on the other hand, utilises the energy of the exhaust gases to drive the turbines and force feed the compressed air into the cylinders. The result is not only output equivalent to an engine of much greater displacement, but also high torque at low revs. The tur-bine runs at around 200,000 rpm and this result in an output that is equivalent to the output of a much larger engine, explained CV Raman, Executive Director (Engineering), MSIL.

Some of the other high-lights of the compact and lightweight engine include reduced friction timing chain, short port intake manifold, roller rocker follower with

hydraulic lash adjustor, a dual relief oil pump, and integrated exhaust manifold.

From a performance perspective, the first thing we noticed was the ease at which the engine builds power. There is no visible lag, as the engine revs quickly through to the peak rpm limit. We could push the car to a maximum speed of around 162 km/h on the back straight at BIC, and at all times NVH levels on the engine was refined, albeit with a constant humming, yet not-so-unpleasant noise. Transmission on the Baleno RS is the same 5-speed manual unit found on the regular Baleno hatchback.

Now, the Boosterjet engine that is available globally delivers around 170 Nm of torque and 85 kW, or approximately 14 hp of additional power compared to the one launched in India. The engine has actually been detuned to cope with the poor quality of fuel available in our coun-try at the moment. Most vehicles in India today run on petrol with octane rating of 91, while the European-spec Boosterjet needs to run on 95 octane rating petrol. One of the key parameters for petrol is the octane number, which essentially is a measure of its resistance to knock.

DESIGN CHANGES

Apart from the engine, the other way to distinguish the RS from the regular Baleno is its exterior styling. The bump-ers in the front and rear are new, with body spoilers all around the vehicle. The grille on the front has also been rede-signed. The other notable change is the black-coloured set of wheels, and they look good. Overall, the Baleno RS offers freshness to an already popular car, and that should make things easy for the company to attract more consumers to its NEXA outlets, through which the Baleno is retailed.

Inside the Baleno RS cabin, there is no change compared to the standard car. We were fairly impressed with the interior of the Baleno, and that is not simply restricted to the way the dashboard or the instrument cluster looks. The all-black look continues to charm, while the materials used and the fit & finish are good for the segment it will play in. The only doubt we have here is whether the consumers would expect some sporty elements in the interi-ors to go with the RS badge.

ROUND-UP

Maruti informed us that the suspension on the Baleno RS has been re-tuned and stiffened by about 10 %, to add “charac-ter” to the car. The ride and handling on the Baleno RS is fairly sorted, and it never felt nervous on the circuit. The only com-plaint we had was with the tyre grip, which seemed to lose confidence with every additional lap we took. The 14-inch disc brakes in the front and 13-inch disc brakes at the rear do their jobs well.

The Baleno RS has been launched in a single variant – Alpha – and it complies with top-notch safety norms. Dual air-bags, ABS, seatbelt with pre-tensioners and force limiters add to the safety quo-tient of the car, which has been tested at the company’s R&D centre in Rohtak and meets future pedestrian safety, side impact and frontal offset impact regulations.

At a price of ` 8.69 lakh, (ex-show-room, Delhi), we believe the Baleno RS has been decently priced. This is not meant to significantly drive up the num-bers for the Baleno. The standard Baleno, any which way, continues to have a long waiting period. The RS, for sure, will add some extra dose of power and perfor-mance for the customers, who demand that little bit extra from their vehicles. And to that effect, the Baleno RS doesn’t disappoint one bit.

TEXT: Deepangshu Dev SarmahPHOTO: Bharat Bhushan Upadhyay



BATTERY TECH, MANAGEMENT SOFTWARE TO DRIVE GROWTH FOR ELECTRIC TWO-WHEELERSThere are close to three dozen electric two-wheeler models currently available in India. Regarding who manu-

facturers these, Lohia and Hero Electric are two OEM names that you might recognise, while the others are

largely anonymous. For the most part, electric two-wheelers in India represent cheap, often poorly-built scooters

that offer very basic mobility on a budget. On the other hand, elsewhere in the world, a small bunch of electric

vehicle manufacturers are trying to re-write the two-wheeler rulebook by producing cutting-edge vehicles

packed with the latest electric motor and battery technologies. Here we take a quick look at the state of things

globally, vis-à-vis the Indian scenario.

ELECTRIC AMBITION

On its part, the Indian government has undertaken some initiatives to try and promote electric vehicles. The National Electric Mobility Mission Plan (NEMMP) 2020, announced back in 2013, was sup-posed encourage the production of elec-tric vehicles in the country, with the stated aim of having more than 1.5 crore electric and hybrid vehicles on Indian roads by the year 2020, and annual sales of 60-70 lakh electric/hybrid vehicles after 2020. Of this, the vast majority – about 80 % or more – of EVs are expected to be two-wheelers. NEMMP’s objectives

included the promotion of research and development in EV technologies, includ-ing battery and electric motor tech, devel-opment of software for battery manage-ment systems, development of testing and charging infrastructure and encourage-ment of industry participation.

Around 22,000 electric two-wheelers were sold in India last year and y-o-y growth rate is expected to be about 10-15 % (as opposed to a predicted y-o-y growth rate of 45 % and above predicted for electric two-wheelers glob-ally for the next three years). Most mainstream Japanese, European and Indian two-wheeler OEMs have not taken much interest in developing elec-tric two-wheelers for the Indian market. On the other hand, smaller players like the Bengaluru-based Ather Energy, Coimbatore-based Ampere Vehicles and Pune-based Tork Motors have taken it upon themselves to develop electric two-wheelers that can match (or at least come closer to) conventional IC-engined bikes and scooters in terms of perfor-mance and range. In terms of per km running costs, battery charging costs work to much lower than paying for petrol, and most of the parts replace-ment, maintenance and upkeep associ-

ated with petrol engines is eliminated with electric powerplants.

Also, as part of FAME-India (Faster Adoption and Manufacturing of Hybrid and Electric vehicles) scheme, which is itself a part of NEMMP 2020, the Indian government offers subsidies of up to ` 5,500 to electric two-wheeler buyers, which is expected to help with consumer acceptance of EVs in the country. In fact, according to figures available on the offi-cial FAME-India website, we already have more than 1.33 lakh electric vehicles (an estimated 95-98 % of these would be two-wheelers) running on Indian roads, which leads to savings of more than 32,000 litres of fuel every day, and a reduction of more than 81,000 kg of CO2 emissions per day.

GLOBAL SCENE

Based in Europe and the US, companies like Energica, Lightning Motorcycles, Zero Motorcycles and Victory Motorcycles are some of the key players globally, and have managed to develop high-tech electric bikes that are rapidly evolving to the point where they can be considered a viable, practical and even exciting alternative to conventional IC-engined two-wheelers.

It may be possible for riders to control next-gen 2-wheeler electric powerplants via a smartphone app


TECHNOLOGY ELECTRIC TWO-WHEELERS

With the latest lithium-ion batteries and advanced electric motors, some of these bikes have a range of anywhere between 120-200 km and can hit top speeds of up to 160 kph.

Prices are still a strong deterrent though. A modern high-end electric bike, with around 50-60 hp, 80-90 Nm of torque, charging time of 3-4 hours and a range of about 200 km, would currently cost the equivalent of ` 12-13 lakh in the US. For similar money, buyers can get a litre-class sportsbike that would offer 180-190 hp, 100-115 Nm of torque and a range of 250-300 km. And, as we all know, filling up a petrol tank takes two minutes, which doesn’t bode well for the 3-4 hour charging time needed for a li-ion battery pack.

BUILDING A BETTER BATTERY

So, with the challenges of high prices, limited power/range/speed, and long charging times, what is the way forward for electric two-wheelers? How can they find wider acceptance? The answer lies with OEMs, and their willingness to invest in better, significantly more advanced EV technologies. A lot of research is being

done on improving lithium-ion battery technology, in order to produce batteries that have better energy density, are lighter and more compact and which can charge more quickly.

Lithium-ion batteries have high ‘cycla-bility’ (the number of times the battery can be recharged while still maintaining its efficiency), they can suffer from rela-tively low energy density, which refers to the amount of energy that can be stored in these batteries. Some efforts to increase energy density have led to batteries over-heating and, in some cases, even catching fire. Yet, developers continue to work on these batteries and are trying to find the best combination of anodes (usually graphite or silicon) and electrolyte (liquid or lithium). Some OEMs are also experi-menting with solid state batteries, which do away with some of the challenges of li-ion and also do not require heavy-duty cooling systems.

While experimentation with various battery types continues, the li-ion battery may still be OEMs’ best hope in the near- to mid-term future. A relatively recent development has been the high-energy lithium-ion battery, which has greater energy density, for extended usage in EVs.

Alongside, there are developments in

fast-charging technologies, which will allow even bigger batteries to fully charge in minutes rather than hours. Last year, engineers at the Singapore-based Nanyang Technological University announced the development of li-ion battery packs that take a mere two minutes to take a 70 % charge and five minutes for a 100 % charge. Based on existing li-ion battery tech with slight modifications, these bat-teries can offer up to 10,000 charge cycles and last for more than 1.5 million km of usage, which far outstrips performance offered by currently available units. The magic lies in chemistry, with the engi-neers working with anodes made of tita-nium-dioxide instead of the regular graph-ite, which allows much faster chemical reactions, thereby drastically reducing charging times.

ELECTRIC MOTOR DEVELOPMENT

While development of better batteries is critical for the next-generation of electric two-wheelers, equally important is the development of more powerful and effi-cient electric motors that can work under high load conditions for long periods of time, while conserving as much battery


power as possible. One company that has done some significant work in this space is Siemens, which some time ago announced its new electric vehicle motor, which also integrates an inverter within the motor housing itself. Since AC motors are more efficient than DC motors, the inverter in this case converts the battery’s DC output to AC before feeding that power to the motor, for optimised usage. The motor-inverter integration not only reduces size and weight, but also allows the unit to use a common liquid-cooling system. It’s still work in progress, but with more development work, this pack-age could well become a useful one for electric two-wheeler manufacturers at some time in the near future.

Another new technology that may come in handy for developers looking to optimise size and weight, in the context of electric motors and inverters, is 3D printing, which allows manufacturers to work with groups of complex shapes, optimise packaging, reduce wastage and produce the final product at reduced cost levels. Additive manufacturing, which refers to the process by which manufac-turers can use 3D digital design data to build components (in this case, an electric motor and/or an inverter) in layers, also helps reduce the number of components, which could be especially useful for pro-ducing next-gen electric motors that are lighter, less complex and more powerful.

The final piece in the jigsaw puzzle, that would allow an electric two-wheel-

er’s batteries and electric motor to work in harmony, provide adequate power as per requirements, along with sufficient riding range, is power management soft-ware. It’s this software that controls the battery’s power output, also regulating its usage by the electric motor, striking the best possible balance between power (acceleration and speed), and riding range. Often working via a smartphone app that riders can easily use, it’s this software that allows OEMs to offer multi-ple riding modes on high-end electric bikes, optimising power/range for city, highway or sporting use and getting the best out of an electric two-wheeler’s bat-tery and electric motor.

SMART GRIDS FOR CHARGING

With power shortages already the norm (especially in the Indian context) in many countries, mass adoption of EVs could only put additional strain on an already creaky electric infrastructure. If you thought a million air-conditioners running simultaneously was bad, just imagine another million electric scooters and motorcycles also plugged in at the same time! Enter the US-based Electric Power Research Institute (EPRI), which is working on a set of protocols that would allow EVs to communicate with the grid, and schedule charging times in accordance with lower load times to avoid a meltdown.

Of course, India might still be a dec-ade or more away from implementing a ‘smart grid’ that could handle the power demands of millions of electric two-wheelers, but if NEMMP’s ambitions are to be realised, the Indian government will, sooner rather than later, have to start thinking in this direction. The ‘smart grid’ concept will require electric vehicle manufacturers to work closely with electricity service providers, govern-ment bodies and other stakeholders, so progress is likely to be slow. And yet, without such an initiative being in place, along with a comprehensive program for setting up a network of easily accessible charging stations, electric two-wheelers may find it difficult make much headway beyond a certain point.

FUTURE DIRECTIONS

With the ambitious vision laid out by NEMMP, incentives being provided by FAME-India and OEMs’ gradually increas-ing interest in producing better electric two-wheelers that represent a viable alter-native to IC-engined bikes and scooters, India is just about waking up to the possi-bility of electric mobility solutions. How-ever, for the segment to gain critical mass, now might be the time when the Society of Manufacturers of Electric Vehicles (SMEV) should amp up its efforts towards working with multiple stakeholders, and start working towards the aforementioned smart grid, charging station infrastructure, regulations pertaining to the production (and import, if required) of li-ion batteries and advanced electric motors, and large-scale investments in R&D for the develop-ment of better batteries and motors. With a consolidated approach that includes addressing technology and infrastructure issues in the context of electric two-wheelers, India may have a big opportu-nity to catch up with more evolved EV markets over the next decade.

TEXT: Sameer kumar

Read this article on www.autotechreview.comHarley-Davidson is one of the few mainstream OEMs that are working on a production-ready electric bike


TECHNOLOGY ELECTRIC TWO-WHEELERS

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M&M EXPANDING ITS HORIZON IN ELECTRONICSMahindra & Mahindra is soon rolling out a technology package to its XUV 500 customers aimed at helping them

optimise their driving pattern and stay connected with the world they live in. This pack essentially has five com-

ponents – Ecosense, Android Auto, Multi-Colour Lounge Lighting, E-Call and Connected Apps – all developed

in-house at Mahindra’s “temple of innovation” – the Mahindra Research Valley. We take a deep dive into the

new developments on offer.

INTRODUCTION

Automotive electronics is a complex area of development, and the growing demand for features and services means additional sensors, cables and interconnects, thus making the architecture all the more com-plex. The development team at MRV has been at the forefront of innovation from the early years.

By its own admission, the XUV 500 was a quantum leap for the company on the technology front at the time of its

launch in 2011. Sophisticated features such as integrated torque management (ITM), high-end body function modules and infotainment with GPS navigation made the XUV 500 stand out among its peers. To ensure all those features func-tioned well, the development team had to ensure they built a robust, optimised and strong networked architecture, where 15 ECUs and 62 sensor elements interact in unison with the data, power and signal networks.

In doing all that, they also had to make

sure that the architecture was modular, frugal and future ready. The XUV 500 has had a fairly successful five-plus-year run in the market and now, in tune with the demands of the market, the company is rolling out exciting new features that have been developed under stringent supervi-sion in sophisticated labs at MRV. A key contributor in the successful introduction of these new features and technologies is the Hardware-in-Loop (HIL) laboratory that helps save development time, and adds robustness.


TAKING STOCK ELECTRONICS

ECOSENSE

One of the primary new introductions in the Techno Pack is the Ecosense technol-ogy that enables customers to optimise their driving pattern, thus deriving the best possible fuel economy benefits. The crux of the feature lies in the “Eco Score” that the feature helps compute based on specific parameters such as excessive high speed, optimal gear selection, aggressive acceleration, excessive idling duration, aggressive braking and clutch override. Experimental studies done by Mahindra have indicated that aggressive driving can lead to increased fuel consumption up to 35 %. Mahindra believes the real time eco score – displayed on the infotainment screen – will help people drive better, and drive economically and efficiently.

The development approach adopted by the team of engineers at MRV started with all the trial data being split into a number of events based on velocity profiles. Then, acceleration of each event was calculated, followed by calculation of fuel consumed during the event period. Fuel economy of each event was then calculated.

Srinivas Aravapalli, Sr Vice President & Head, Product Development (AD), Mahin-dra & Mahindra calls this a “cognito com-panion” that will prompt the driver for better, greener, fuel-efficient driving. This could well lead to about 20 % better fuel efficiency, he said.

The Ecosense interface is smartly designed with the eco score displayed in a green circle, encircled by green bars that indicate how well the driver is doing in terms of speed, gear selection, acceleration and idling. A clutch over-ride alert is also prominently displayed

to ensure the driver corrects it immedi-ately. A new orange circle has also now been added to the original design that indicates the current score – an instan-taneous score that is designed to keep changing in real time. All scores are based on a total of 100 points.

The data on the screen can also be transferred to the phone through Blue-tooth, and all data can be accessed through Mahindra’s BLUE SENSE app. The data generated, in fact, is uploaded to a Mahindra server, and customers can access that through a secured login. Ecosense, in fact, systematically stores drive summaries on the cloud using smartphone data connection. These summaries can also be retrieved by cus-tomers on Mahindra’s “WithYouHame-sha” portal.

So, how does the data thus generated help Mahindra? One, the company would be able to track how a particular vehicle is being maintained. It would help Mahin-dra to do some kind of predictive analysis, and if and when required, the drivers can be prompted with critical information about the state of the overall vehicle, or its parts. The data will also help Mahindra study and analyse the overall performance of the product. However, if a customer doesn’t want his or her driving to be monitored, Mahindra will make sure, no data is shared with the peer group, etc.

For the socially conscious, Ecosense also allows the customer to instantane-ously update their eco score and drive summaries through Facebook, Twitter or WhatsApp from their XUV 500. With Ecosense, driving skills of any particular driver can be compared with peers and a status rank is awarded in addition to

drive recommendations.

ANDROID AUTO

Last year, Mahindra & Mahindra announced that it had become a member of the Open Automotive Alliance (OAA), a global alliance of vehicle manufactur-ers committed to bringing the Android platform to cars. Mahindra is now look-ing at offering the next level of connec-tivity through Android Auto to its new XUV 500 customers.

Primarily, Android Auto focuses on safety and minimises driver distraction by projecting Android phone content on to the vehicle infotainment system. With the integration of Android Auto, drivers will have in-car access to Google Maps, connected services and other third party apps via the infotainment screen on the vehicle, through simple, intuitive inter-faces, integrated steering wheel controls and voice commands.

The only limitation for now is that Android Auto can’t be connected to a smartphone without a cable. Google, however, is working on this and a Blue-tooth-based connectivity solution is likely to be available soon. On the XUV 500, customers will have in-car access to Google maps with accurate live traffic, hands-free telephony, Google play music, Internet music, Internet radio, messenger, audiobooks & podcasts. Voice commands and speech recognition, in fact, worked accurately on our recent experience of the product as the system responded immedi-ately for any information requested by the driver. Srinivas informed us that Android Auto would be releasing the most popular

The Ecosense System Architecture (L) and interface of the feature as seen on the XUV 500 infotainment system


mobile apps to the in-vehicle environment in a customised manner, ensuring safety and comfort.

OTHER FEATURES

A lot of work has gone into providing the customers a connected environment, while on the move. A host of connected apps are now being offered, including Gaana, Criclive, Zomato, Bookmyshow, Hashtag (Social media), News Center (NDTV, India Today), Calendar (Google), Foreca (Weather), World Clock and Calculator.

The infotainment package on the XUV also supports other smartphone connec-tivity technologies, and is capable of read-

ing out news, tweets and sports informa-tion. Newer apps and updates on existing apps will also happen seamlessly over-the-air without the intervention of the customer, we were told. The infotainment system will now have the capability to access internet via Wi-Fi hotspots.

The fourth element in the techno pack is the “multi-colour lounge lighting” fea-ture, which essentially is an advanced interior lighting technology that trans-forms the interiors of the XUV 500 akin to a plush lounge. At the time of its launch, the XUV 500 was in fact the first vehicle in its class to be equipped with lounge lighting. This will now be equipped with mood based multi-colour ambience. And all of this can be controlled through a smartphone. On offer are features such as

welcome lighting and flood lighting in dif-ferent colours.

The last but probably the most critical feature is E-Call. In an unlikely event of a severe accident and with airbags being deployed, the vehicle will automatically make a call to emergency services, with-out the intervention of the vehicle occu-pants. The E-Call feature simultaneously sends alert notifications via SMS to pre-stored numbers of ambulance, emergency services and Mahindra customer service (WithYouHamesha). The SMS contains vehicle and location details with Google map link.

The E-Call technology is enabled auto-matically by default, right from the moment a smartphone is paired with the vehicle. It doesn’t have to be activated each time a vehicle is started. Srinivas said the uniqueness of this technology lie in the fact that it is extremely user-friendly and is a frugal innovation with no additional use of hardware.

ROUND-UP

Barring the connected apps, the com-pany is looking at offering the other ele-ments of the techno pack to its existing customers as well. This will be done through a software flash at service cen-tres, and existing customers will be inti-mated by the company about this. OTA (over-the-air) updates aren’t available yet, but Srinivas confirmed that would be the next step.

The team at MRV is focussed on devel-oping solutions that are relevant to the Indian market, and is focussed on deliver-ing them right. These additional features haven’t led to any significant increase in the number of codes in the XUV elec-tronic architecture, but anything beyond this would require substantial number of additional codes to be written.

The techno pack is expected to provide a boost to XUV sales, and going by what it offers, we feel it meets most of current customer demands and expectations.

TEXT: Deepangshu Dev SarmahPHOTO: Mahindra & Mahindra


The only limitation for now is that Android Auto can’t be connected to a smartphone without a cable

The E-Call technology is enabled by default, right from the moment a smartphone is paired with the vehicle


TAKING STOCK ELECTRONICS

Presents

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Now!For latest updates please logon to

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Contact Us For Registrations and Sponsorships:

SUDEEP KUMAR, Manager – Sales, Tel. : (O) 11/4575 5856 (D), Mobile: +91 9990092661, Email: [email protected]

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“Vision Zero - The Role of Technology”

In associati on with

GOLD SPONSORS

J U L Y 2 5 , 2 0 1 7 , T H E PA R K | N E W D E L H I

S E M I N A R O N S A F E T Y D R I V E N B Y T E C H N O L O G YM A K I N G V E H I C L E S S A F E R T H R O U G H T E C H N O L O G Y I N N O VAT I O N

AGENDA

Session 1

Advance Driver Assistance System (ADAS)

Panel Discussion

Drawing a specific roadmap for ADAS in India - what the industry needs to focus on

Session 2

Automotive Lighting

Panel Discussion

Innovating for the world - Can India take the lead?

VEH ICLE CUTAWAYS CHEVROLET BEAT


The Chevrolet Beat Diesel has been a fuel efficient hatchback and one of the most affordable options for the

Indian car buyer since its launch in 2011. Offering smart design cues and aesthetical space management,

the Beat Diesel boasts of plush and nimble drivability in standard city traffic conditions. Competing with the

likes of the Ford Figo, Nissan Micra and the Hyundai Grand i10, the Beat Diesel combines practicality, con-

venience and low running costs, without compromising on visual appeal.

The Beat Diesel is the entry-level hatch-back from General Motors in India and is powered by a 936 cc, 3-cylinder, in-line DOHC, TCDI engine, which pro-duces a maximum power of 57 hp at 4000 rpm and a peak torque of 142.5 Nm at a low 1750 rpm. The engine has strong low and mid-range for city driv-ing conditions and feels best when the revs are kept below 3000 rpm. The throttle response is crisp and linear and it can cover distances within the city with purposeful grunt and subtle poise. The performance figures might not be

appealing on paper but has proven to be an able city commuter. The engine provides is enough torque to handle city drivability but the power to hold the top range is lacking and the motor becomes harsh as it approaches the top-end of the rev band.

The diesel unit comes mated to a 5-speed manual transmission that has well stacked ratios, albeit with slightly notchy operations. In gear acceleration at slow speeds is good and gear chang-ing is minimal in city traffic condi-tions. A turning radius of 4.85 mitres

adds to the nimbleness of the package. The Mcpherson struts with any-roll bars up front and the compound link type rear suspension provide adequate manoeuvrability and agility in city driving conditions. The Beat in India comes in four variants, of which the range topping LT (O) variant comes with ABS, dual front airbags, alloy wheels, climate control. This, com-bined with an affordable price tag, makes the Beat Diesel a viable option for customers looking for a hassle-free ownership experience.

WHO SUPPLIES WHAT TO CHEVROLET BEAT


DRIVE TRAIN

Concentric Slave CylinderFTE

Clutch Master CylinderFTE

Valve Seats & GuidesFEDERAL-MOGUL

Brake LinesTI AUTOMOTIVE

Pipe with DamperFTE

Corrugated PipeFTE

Front SideshaftsGKN

EXTERIOR

Thermal Acoustical Protective ShieldingDANA

Diaphragms for Fuel ManagementCONTINENTAL

Headlamp HalogenMAGNETI MARELLI

Rear Lamp BulbMAGNETI MARELLI

Piston RingsFEDERAL-MOGUL

Brake Booster LinesTI AUTOMOTIVE

Subframe MountsVIBRACOUSTIC

Suppliers wanted: If you are a supplier and have questions or want your information considered for our cutaway features, contact James Clark at [email protected] or visit www.supplierbusiness.com

CHASSIS

Fuel LinesTI AUTOMOTIVE

BearingsFEDERAL-MOGUL

PistonsFEDERAL- MOGUL

Brake Booster Quick ConnectorsA. RAYMOND

Cable Bundling & Fixing Elements [Chassis]HELLERMANNTYTON

ELECTRIC/ELECTRONICS

Cable Bundling & Fixing elements [Engine & aggregates]HELLERMANNTYTON

Electronic Climate ControlBEHR-HELLA THERMOCONTROL

Fuel Cooling Quick ConnectorsA. RAYMOND

Damper [1.0L Diesel ]DAYCO

Coex Plastic Fuel TankTI AUTOMOTIVE

Secondary GasketsDANA

Charge Air CoolerMAHLE

Cooling ModuleMAHLE

INTERIOR

BushingsFEDERAL-MOGUL

HornsHELLA

Cable Bundling & Fixing Elements [Electric & Electronic]HELLERMANNTYTON

Illustration By: Bhavna Mahajan

Imag

e so

urce

: @GM

Cor

p

SAFETY, INNOVATION, KEY DRIVING FACTORS AT ACMA AUTOMECHANIKA

The third edition of the ACMA Auto-mechanika trade fair took place in New Delhi from 21st to 24th March and saw 550 domestic and international exhibitors showcasing their automotive technolo-gies for OEMs and the aftermarket. The 2017 edition of the event had safety, comfort and innovation as key driving factors for all exhibitors, which included wholesalers, distributors, traders and component manufacturers.

A key highlight of the show was the state of the automotive component sector in India, which, post demonetisation, has undergone major restructuring causing disruption in many allied industries. In line with this, ACMA organised a national seminar on preparing the aftermarket for a digital economy, which focused on

e-retailing and the scope of mobile wallets within the auto components value chain.

During the inaugural ceremony, ACMA took the opportunity to unveil its study on the automotive aftermarket: Automotive Aftermarket – The Road. The study highlighted key trends that stress upon the future of the industry and cover areas such as vehicle telematics, alter-nate fuels, vehicle servicing, e-retailing, GST and its expected impact on supply chain practices.

USE OF GENUINE COMPONENTS

To emphasise their initiatives on road safety and on the usage of genuine com-ponents, ACMA presented its ‘Safer

Drives’ pavilion, which allowed visitors to evaluate parts and components, distin-guish genuine from fake parts and to make well-informed procurement deci-sions. This was a part of ACMA’s efforts towards eliminating the usage of counter-feit parts that directly or indirectly lead to many road accidents in the country.

Speaking on the occasion, Rattan Kapur, President ACMA, said, “ACMA Automechanika is a showcase of our industry’s prowess. It allows interna-tional players to source the best of Indian aftermarket products and technologies besides creating opportunities for busi-ness alliances. We welcome all our par-ticipants, exhibitors, speakers and dele-gates and look forward to a positive out-come, which will drive growth for the


EVENT ACMA AUTOMECHANIKA

aftermarket industry.”The ‘Messe Frankfurt against Copying’

international campaign was organised at the exhibition to promote new innova-tions and also highlight the need for fair trade and protection against product piracy. The campaign aimed to ensure that exhibitors and visitors are well informed about the registration and asser-tion of intellectual property rights. Sharing his views on the 3rd edition of Auto-mechanika, Michael Johannes, Vice Presi-dent, Brand Management Automechanika, MesseFrankfurt Exhibition GmbH, said, “Since its debut in 2013, ACMA Auto-mechanika New Delhi has grown con-stantly in both quantity and quality. This year we have over 550 exhibitors, which is a new record. There will also be six international pavilions at the fair, from China, Germany, Korea, Singapore, Tai-wan and the United Kingdom. This shows the great potential of the Indian automo-tive market and the international interest in it.”

TECHNOLOGICAL INNOVATIONS ON DISPLAY

At the show, ZF Aftermarket launched its Openmatics multi-functional, customisa-ble telematics platform in India. The com-pany said that Openmatics is a flexible, open telematics platform for vehicle appli-cations with multiple functions, which will be offered for passenger cars and commercial vehicles. The Openmatics Dashboard displays geographic location and centralised vehicle data, which users can access on a PC, tablet or smartphone, and avail various telematics services offered as modular software applications.

ACDelco introduced its range of cabin air filters at the event. ACDelco is the exclusive original equipment parts brand for Chevrolet and other GM brands around the world. The newly launched cabin air filters are made with high-grade multiple fibre layer media and are equipped to trap up to 95 % dirt, dust, pollen and other pollutants. The filter facilitates improved airflow and aids defrosting performance of the AC systems.

BorgWarner Cooling Systems India was present at Automechanika 2017 with its range of viscous fan drives and engine cooling fans, which are used across a

wide range of commercial vehicles and SUVs in India. The viscous fan drives offer the latest in engineering innova-tions, including fully modulating, cost-effective fan drives that control fan speed in direct proportion to engine cooling needs. They are intended to be an eco-nomical choice for efficiency, perfor-mance and silent operation.

ACMA AUTOMOTIVE AFTERMARKET STUDY

At the Automechanika this year, ACMA also announced the findings of its study, ‘Indian Automotive Aftermarket: The Road Ahead’. The study intends to pro-vide a holistic view of the aftermarket business potential with the growing impact of urbanisation in terms of chang-ing customer preferences, choice of vehi-cle ownerships, evolving taxi market and a rise in pre-owned car segment. The study also highlights the average vehicle age in India and changing replacement frequencies and servicing patterns in pas-senger vehicles, two wheelers, commer-cial vehicles, tractors and off roads. Frost & Sullivan was ACMA’s knowledge part-ner for the study.

Commenting on the ACMA study and

its relevance for Automechanika, Rama Shankar Pandey, Co-Chairman, Consumer Affairs Committee and Managing Director, Hella India Lighting Ltd, said, “The deal-ers and distributors are key stakeholders in the automotive value chain, and this year’s Automechanika has a homogene-ous mix of manufacturers and distribu-tors. This gives us an opportunity to gen-erate awareness about the importance of using genuine products across the entire automotive value chain.”

Pandey mentioned that while the share of spurious and counterfeit parts have gone down to around 5 % in the current year from the previous 32 % a few years back, the unorganised sector is posing increased challenges for component mak-ers, with spurious products emerging in the market. These products are difficult to differentiate from original ones and being an integral part of the unorganised distri-bution network, find their way easily in the market. However, he was hopeful that with a strong industry push to promote and use genuine components across all automobile segments, this anomaly would soon be addressed.


Exhibitors showcased tech innovations catering to energy efficiency and safety requirements of OEMs


PLASTICS EXTRUSION FOR EFFECTIVE AUTOMOTIVE SOLUTIONSThe increasing demand for improved fuel efficiency and lightweighting in automobiles has resulted in many auto

component manufacturers opting for engineering plastics across the automobile design value chain. Helping

this cause further is the process of plastics extrusion, which has remained the preferred process for designing

automotive parts over the last many years. PPAP Automotive Limited has been a leading supplier of injection

moulded parts for many OEMs in India, for a wide variety of sealing systems, and interior and exterior parts. ATR

met Anil Sharma, Deputy General Manager, Manufacturing, PPAP Automotive, at their Noida plant to under-

stand the extrusion process for vehicle applications.


SHOPFLOOR PPAP AUTOMOTIVE LIMITED

PPAP’s core competence is in polymer extrusion and injection moulded products. The company provides complete solutions to its customers starting from product design to delivery of the finished product. The company has a design centre, tool manufacturing, special purpose machine manufacturing, and laboratory and testing facilities.

PPAP works closely with its technology partners in providing cost effective solu-tions to its customers. The company’s experienced engineering, design and man-ufacturing teams are capable of designing and manufacturing products based on customer specifications, using design soft-ware like Unigraphics and Catia. Simula-tion software like Moldflow and extrusion software like MARK is used to validate the design in order to achieve first time right.

MANUFACTURING PROWESS

PPAP has the capability to extrude materi-als of up to four different levels of hard-ness, according to customer specifica-tions, alongside the ability to process engineering polymers like PVC, PP, ABS and TPO. Today, most of the toolings and machinery required for polymer extruded parts is manufactured in-house. Some of the products manufactured here include inner and outer belt moulding, door trim, windshield moulding, roof moulding, slide rails, glass run channel and other special profiles. These products are used as sealing systems in automobiles and to enhance the aerodynamics of the vehicle.

The company focuses on acquiring the latest technology like servo controllers, electric machines, QMC and magnetic platen to provide higher quality, cost effective products to its customers. These machines have been sourced primarily from the leading manufacturers like Toshiba, JSW, Fanuc, Mitsubishi, Toyo, Nissei etc.

PPAP has an integrated development centre, which designs products using the latest software and processes. It also has a validation and testing facility to validate the designs along with a tool manufactur-ing facility which makes all the tools required to manufacture its line-up of products. PPAP also has extrusion lines which are capable of processing various engineering polymers required to ensure

rigidity and longevity. PPAP also has EPDM rubber extrusion lines and TPV glass run channel lines at their other plants located around the country. All the lines are fully automated and use cost effective technologies.

AN IMPRESSIVE JOURNEY

Back in 2007, PPAP started its technology association with Nissen Chemitec Corpo-ration of the US, for the design and manu-facturing of components like door lining assembly, rear tray assembly, trunk lid assembly, pillar garnishes, and fender lin-ings etc. Today, the company’s injection moulding machines manufacture both gas assist as well as non-gas assist type injec-tion moulded parts, and PPAP has also set up robotic assembly processes to ensure defect-free and cost effective assembled parts to its customers.

In order to support its manufacturing processes, PPAP set up its in-house dedi-cated tool manufacturing facility in 2003. Currently, the tool manufacturing facility produces all the tools, dies and fixtures, along with parts for special purpose machines required in the manufacturing processes. The tools are designed in-house, using design software like Uni-graphics, and are validated before manu-facturing by using simulation software like Moldflow. The design of these tools goes through a detailed ‘advanced prod-uct quality planning’ (APQP) approved procedure for validation. The key target

for development of tools, throughout the entire extrusion process, is to get it right at the first attempt.

PPAP utilises valuable global inputs, provided by its international technology partners, to ensure robustness of its designs. The company commenced the design and development of its machinery in 1989, when the automobile sector in India was still in a nascent stage. Over the years, the company developed its capabil-ity to design and develop tools and fix-tures required to manufacture required products for the auto industry.

The company has an in house testing and validation facility which started in 1997. Since then, the company has been testing and validating raw materials and

Dedicated R&D centre for validating door trims, windshields and front & rear bumpers

Temperature testing chamber post extrusion


finished products to ensure zero defect supply of parts to its customers. Tools and products are validated on various equip-ment like profile projectors, coordinate measuring machines, universal testing machines, abrasion resistance machine and window glass simulator etc.

Production and Testing ProcessesThe company carries out extensive

tests for all its products using state-of-the-art testing machines. Ancillary machines are designed and manufactured in-house and to test extruded and injection moulded parts, the company creates artifi-cial atmospheric situations that replicate varied weather and temperature condi-tions prevalent around the world.

For polymer parts used for enhancing the aesthetic value of a vehicle, PPAP tests its products using climatic elements from the geographical location, where its prod-uct will be exported. Equally important is to test the parts for vibration, to ensure product rigidity during all driving condi-tions. The company uses simple and intri-cate moulds depending upon the nature of the product. Some moulds are pro-duced in-house, while those requiring higher levels of precision are imported from China, Taiwan and Japan.

Many extruded parts are made of PVC with steel inserts. The company produces two varieties of moulded windshields – one type requires welded joints, and the other uses injection moulded joints. Roof parts require insert moulding as well, while trim door opening applications require slit steel for the extrusion process. PPAP is capable of making body sealing parts for all automotive requirements, be it in EPDM, PVC or TPO.

At the Noida plant, PPAP has seven extrusion lines. The first line is used to produce steel inserts with PVC, while the second line produces PVC-only products.

The third line is allocated for slide rail parts and the fourth and fifth lines are used for TPO parts, which do not require steel inserts or reinforcements. Line six is used for producing moulded roofs and moulded windshields, and line seven manufacturers trim door openings.

PVC parts with steel inserts are com-monly used for most reinforced parts within a vehicle. The process of produc-ing such parts starts within an uncoiler, which feeds the extrusion line with raw materials. There is a sensor to monitor the amount of steel that enters the process, which informs the operator when the steel coil is exhausted, requiring the oper-ator to rotate the uncoiler by 360 degrees to load the steel strips. Once this is done, the operator needs to create a welding joint with the help of a looping machine, which feeds the production line as a buffer stock for continuous material flow.

Post the welding and looping process, the gluing application takes place between the steel strip and the PVC. This is fol-lowed by the amalgamated product enter-ing the baking oven and the roll forming puller, which pulls the moulded product from the uncoiler to be formed into a roll. The rolling puller is equipped with a siren, which warns the operator of any activity that may be hazardous, so it can be addressed immediately.

During this, there is also a water treat-ment process, which cools the steel and PVC compound. After this, there is an induction heater that heats the steel strip

to create better bonding with the PVC. A cold steel unit will not form a strong bond with the polymer and may disintegrate during real world applications.

PPAP uses a program logical control (PLC) unit to provide standardised prod-uct development according to set specifi-cations from the customer. It also ensures that intricate details are taken care of and variations are minimised at all levels. An hourly check is carried out to ensure con-sistency and seamless operations. In case of any discrepancies, the operator is required to fine tune the process as per the desired standards. Meanwhile, a fume filtering machine sucks out the harmful fumes produced during the extrusion pro-cess and releases in a manner that’s safe.

Once the steel strip and PVC combina-tion reaches optimum temperature, it is sent to the laser printing unit for traceabil-ity. It imprints the material name, along with the date and time of production and creates an individual identity for each extruded part. Any anomaly occurring later can be traced back to the production process and necessary measures can be taken to address it.

TEXT: Anwesh Koley

PHOTO: Bharat Bhushan Upadhyay


PPAP has co-extrusion facilities capable of extruding up to four different hardness materials into a single profile based on the customer’s needs and vehicle requirements

Final array of extruded products on display


SHOPFLOOR PPAP AUTOMOTIVE LIMITED

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14 GUEST COMMENTARYElectronic Design is Key to Building Cars of the Future

16 INTERVIEWR Velusamy, Senior VP, Engineering and Component Development–Powertrain Division, M&M Limited

72 NEW VEHICLESegment-Defying XDiavel S Melds Tech, Style, Performance

FUTURE COMMERCIAL VEHICLES –– AUTONOMOUS, CONNECTED & EFFICIENT

March 2017 | Volume 6 | Issue 3www.autotechreview.com

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TIGOR PLAYS DESIGN CARD, OFFERS COMPETENT PERFORMANCEStarting sometime in 2008, a new beast entered in the Indian car market – the sub-4 m sedan – with the Tata

Indigo CS being the first such vehicle to be introduced in the country. In order to promote smaller, more fuel ef-

ficient cars, the Indian government announced lower excise duties on cars below 4 m in length, with engines of

not more than 1.2 l (petrol) or 1.5 l (diesel). OEMs saw an opportunity there – why not target Indian buyers’

penchant for 3-box sedans by offering inexpensive sub-4 m sedans based on existing designs? It was (and is…)

a win-win situation, where buyers get their beloved sedans at a pocket-friendly price, while manufacturers rake

in the greenbacks. Yes, because of the design challenges associated with building a 3-box sedan that’s less

than 4 m long, these cars are not really good looking, but nobody seems to care about that, so it’s business as

usual. The Tigor, from Tata Motors, is the latest entrant in this hyper-competitive segment. We drove the car and

here’s our take on whether it really delivers.


NEW VEH ICLE TATA TIGOR

DESIGN AND STYLING

The Tigor is, essentially a ‘notchback’ – a 2.5-box sedan where the 3rd ‘box’ (that is, the boot) is not as clearly defined as it would be on a 3-box regular sedan. Tata Motors is using the term ‘styleback’ for this car, stressing upon the fact that the Tigor is a stylish vehicle. Traditionally, if Tata cars’ strengths have been cabin space, fuel efficiency, ride quality and overall practicality, the Tigor also wants to add ‘style’ to that list. And yet, despite their best efforts, the Tigor’s styling looks a bit awkward. The car is based on the Tiago hatchback, which itself measures 3.75m in length. So as you can imagine, designing a sedan based on this platform, with just an additional 0.24 m to play with, would have been an immensely challenging task. Tata Motors has tried its best to make the car look good, but ulti-mately the Tigor’s proportions are dic-tated by the need to garner lower excise duties (by sticking to the sub-4 m man-date) rather than by pure design aesthet-ics. The boot does look a bit tacked-on and/or abruptly truncated, but as long as you make peace with the fact that that’s how it is with all cars in the sub-4 m sedan segment, the Tigor’s styling is not too bad.

At the front, the Tigor is essentially the Tiago – the nicely sculpted front end remains largely unchanged and is fairly attractive. The large honeycomb front grille gives the car a smiling face, the dark, smoked headlamps add a sense of purpose and the 5-spoke 15-inch alloys (on the petrol top-end variant) look good. The blacked-out B-pillar treatment,

chrome trim on the window sills, stylish taillamps and the chrome strip that runs across the boot are all nice little touches that buyers will probably appreciate. However, like we said earlier, the propor-tions suffer because of the sub-4 m con-straint, and the boot does look a bit awk-ward. However, at 390 l, it’s at least rea-sonably spacious and will no doubt take a few suitcases without too much trouble. Also, the boot features special struts which, unlike conventional hinges found on most cars, do not intrude into the boot space, hence freeing up more space and amping up the practicality quotient.

One small detail that we’ll note here is that the diesel variant rides on 14-inch alloy wheels, which look a bit too small for the car. Even with 15-inch alloys (fit-ted to the petrol top-end version), there’s fair bit of gap between the tyres and the wheelarches, and this becomes more pro-nounced with 14-inch wheels. We hope Tata Motors will consider offering 15-inch wheels as standard on all variants of the Tigor and perhaps even offer 16-inch wheels as an optional upgrade for buyers looking for that extra bit of style. Overall, the car looks not too bad and the design team, led by the very affable and knowl-edgeable Pratap Bose, who is deeply pas-sionate about automotive design, has done the best they could, given the dimension-related constraints that they’ve had to work with.

ENGINE AND TRANSMISSION

The Tigor is available with both petrol and diesel engines. The petrol variant is

powered by a ‘Revotron’ 1.2 l three-cylin-der engine that produces 85 hp and 114 Nm of torque. This fuel-injected engine is made of aluminium to keep weight in check, and features double overhead cam-shafts and four valves per cylinder. The diesel variant, on the other hand, is fitted with a ‘Revotorq’ 1.0 l three-cylinder engine, that features a cast iron block, aluminium cylinder heads, double over-head cams and four valves per cylinder. This engine produces 70 hp and 140 Nm of torque.

Coming to the driving experience, we first drove the petrol variant and its per-formance can only be described as mod-est, at best. With a kerb weight of 1062 kg, the petrol-powered Tigor is not exactly a featherweight, and if you demand too much of it, the Tigor’s 1.2 l 3-cylinder pet-rol engine struggles to deliver. Please note, it’s not like the petrol Tigor feels drastically underpowered – as long as you remember that this is a basic, entry-level family sedan, it does just fine. It’s only when you start demanding more from this engine – for example, during high-speed overtaking manoeuvres on the highway – that it shows its limitations. The saving grace is the 5-speed manual transmission, which feels reasonably smooth and slick, shifts quickly and seems to have ratios optimised for the engine’s power delivery. Make judicious use of this 5-speed ‘box and you can work with the engine’s lim-ited power output and still make accepta-bly swift progress through city traffic. Out on the highway, you’ll probably wish the Tigor had the Zest’s (Tata Motor’s other sub-4 m sedan) 1.2 l turbocharged 4-cyl-inder petrol engine, which produces a


rather more impressive 90 hp and 140 Nm of torque. Then again, we expect the Tigor range to be priced well below the Zest line-up, and you get what you pay for, right?

And then there’s the ‘Revotorq’ 1.0 l diesel, the other powerplant available on the Tigor. This engine is smaller and less powerful than the 1.2 l, 4-cylinder ‘Quad-rajet’ turbo-diesel fitted on the Zest, which produces up to 90 hp and 200 Nm of torque. The Tigor’s unit only produces 70 hp and 140 Nm of torque, which is just about adequate for the car. With an extra 26 Nm of torque as compared to the pet-rol-engined Tigor, the diesel offers slightly better drivability in certain road and traf-fic situations, though definitely don’t

expect a huge difference between the two in terms of power delivery. Also, the 1.0 l diesel is not as smooth and silent as the 1.2 l petrol, but should certainly offer much better fuel efficiency and that will be an important benefit for many.

RIDE, HANDLING AND SAFETY

Ride quality is one area where the Tigor really shines. With fully independent McPherson strut set-up at the front and a semi-independent twist beam at the back, the Tigor rides beautifully over rough, broker roads that are commonplace every-where in India. While the petrol and die-sel variants ride on different size wheels

and tyres (175/60 R15 rubber for the pet-rol, 175/65 R14 for the diesel), there seemed to be no discernible difference in the ride quality – both cars rode very well, and handled bumps, potholes and speed-breakers etc. with remarkable aplomb. And while we did not have an opportunity to push either car very hard, we do suppose the 15-inch wheels fitted to the petrol version will offer a small advantage in terms of high-speed stability and cornering ability. The Tigor’s rack-and-pinion steering, with electric power assist, offers light and easy manoeuvrabil-ity at all speeds, but don’t expect a lot of feel or feedback from the car’s nicely tex-tured multi-function steering wheel. We suppose that’s perfectly all right for a sub-4 m sedan, where 99 % of all buyers are probably not even looking for things like steering feedback.

In terms of safety, the Tigor features a specially designed energy absorbing monocoque chassis, that’s designed to progressively crumple in the event of a crash, thereby protecting the car’s occu-pants from harm. Also, the car gets dual front airbags, an anti-lock braking system (ABS), which we think should simply be made mandatory for all cars across all segments, an electronic brakeforce distri-bution system (EBD) that allocates opti-mum braking force across all four wheels for the shortest possible braking time and distance, and even a cornering stability control (CSC) system, which should keep

The Tigor is available with a choice of 1.2 l petrol and 1.0 l diesel engines. Both provide adequate drivability

The Tigor offers very good ride quality via its McPher-son strut (front) and twist beam (rear) suspension. The boot features innovative struts that do not eat away precious boot space


NEW VEH ICLE TATA TIGOR

things from going spectacularly wrong in the event of a driver’s high-speed corner-ing ambitions outstripping his/her actual talent for such manoeuvres. On the whole, despite its ‘entry-level sedan’ posi-tioning, Tata Motors seem to have done a fair bit in making the Tigor as safe as pos-sible, though we only hope that ABS and airbags are made available as standard fit-ment across all variants and not just the top-end models.

INTERIORS AND CONNECTIVITY

Interiors are another area where we feel the Tigor does quite well. With a wheel-base of 2450 mm (50 mm more than the Tiago hatchback) and a maximum width of 1677 mm, the Tigor’s cabin is fairly spacious. Both, the adjustable front seats as well as the rear bench, are amply pad-ded and are well contoured for long-dis-tance comfort. We spent time in the driv-er’s seat as well as in the back seat, and had no complaints with headroom, leg-room or shoulder room. The cabin is not just comfortable, but also boasts very good levels of fit and finish, with Tata

Motors having used quality plastics for the dashboard and other interior trim, along with very good cloth upholstery for the seats. The combination of up to three different kinds of textures and finishes for the plastics used on the dashboard and the multi-function steering wheel also looks and feel pretty good – no com-plaints there whatsoever.

The Tigor’s 8-speaker Harman info-tainment system is also pretty good, offer-ing a comprehensive set of functions and ease of use. With a 5-inch touchscreen, the system offers USB and Bluetooth smartphone connectivity for music play-back and navigation, voice command rec-ognition (activated by a button mounted on the steering wheel), rear-view camera for parking assistance, and a suite of apps including NaviMaps, Juke Car App, Tata Smart Remote and Tata Emergency Assist app, which automatically shares vehicle co-ordinates (with emergency contacts saved in the system) in the event of an accident. During the time we drove the Tigor, the navigation system worked with-out any glitches and music playback qual-ity was not bad at all. The touchscreen, while a bit on the smaller side, is proba-

bly the best you can get at the Tigor’s price point.

CONCLUSION

The Tigor is Tata Motor’s third product in the sub-4 m sedan segment, after the Indigo CS and the Zest. Despite its ‘style-back’ nomenclature, the Tigor is not par-ticularly stylish or good looking, but that’s a limitation imposed by size constraints rather than lack of effort from the Tata Motors design team. Mechanically, it’s a fairly capable package, with both petrol and diesel engines offering adequate per-formance and, at least in the case of the diesel, we hope very good fuel economy as well. The cabin is spacious and com-fortable, ride quality is outstanding, and all the safety features that you’d expect in a car of this segment are all present – at least in top-end model. We hope the lower-end variants will also get at least ABS and twin airbags at the front. The one thing that does seem to be missing on the Tigor is an AMT option. With an increasing number of buyers, even in the entry level segments, now beginning to opt for AMTs, probably because these offer all convenience of a conventional automatic, without hurting fuel economy the way a torque-converter automatic does, the lack of an AMT on the Tigor could be a missed opportunity. That said, we do expect Tata Motors to start offer-ing an AMT on this car within the next six months.

With prices starting at ` 4.70 lakh for the petrol base model (going up to ` 6.19 lakh for the top-end variant) and ` 5.60 lakh for the diesel base model (going up to ` 7.09 lakh for the top-end variant), the Tigor undercuts the competition by a fair margin, thereby offering good value for money in the sub-4 m segment. It’s is a well-rounded car that ticks most boxes, and offers features and specifications that are high on the priority list of most buyers in its segment. We think it’ll go on to do well in the market.

TEXT: Sameer Kumar

PHOTO: Bharat Bhushan Upadhyay


The Tigor's cabin feels nice, with good levels of fit and finish and a slick infotainment system

15-inch alloys look handsome and the Tigor boasts an impressive amount of boot space


DR ARUN JAURAEuropean Advisory Committee,

SAE International, USA

Recent data shows that about 4 % of cars in the US are with manual transmissions, but in the rest of the world 80 % of the powertrains have manual transmissions. This is an interesting backdrop in light of the stricter CO2 and fuel economy regula-tions. Remarkably, the average tail pipe emissions of new cars have declined by 22 % since 2005.

Furthermore, the EU has set stricter CO2 targets compared to the rest of the world. For 2015, the EU had set 130 g/km compared to 158 g/km in the US and 161 g/km in China. Japan’s first enacted tar-get is for 2020, specified at 122 g/km. China does not yet have an enacted target for 2020. The 2020 target for the US is 125 g/km, while for the EU it is 95 g/km, more than 20 % lower than its counter-parts. This change in regulations has seen high rate of investments from the automotive industry in the last decade.

The endeavour is to help adhere to these regulations by continuously improv-ing the transmission efficiency and reduc-ing its weight. Depending on the type of the transmission, material technology innovations in casing design and gears have helped reduce up to 20 plus kg of weight per transmission. On the same lines, integration of cooling system com-ponents, combining wiring and controller units and sensing mechanisms have

helped reduce up to 15 kg of weight. This is a significant overall weight reduction of the vehicle that is a lever in increasing fuel economy.

Reduction in weight and size of the transmissions have contributed towards enhanced safety, more packaging and cooling space under the hood or partially under the bulkhead depending on the transmission’s transverse or longitudinal mounting. For a transversely mounted powertrain, the crash impact space between the bumper and radiators’ cool-ing assembly has become larger due to lesser components and transmission com-pactness. The frontal impact forces are reduced due to this space and there is more implicit delay for safety sensors’ response time.

BIGGER APPLICATION FOOTPRINT

Due to the variety of transmission appli-cations in different vehicles, it is not pru-dent to have a debate between the merits of manual, auto-shift manuals and auto-matic transmissions. The advancement in each of these types, in terms of electron-ics, switching mechanisms, servo con-trols, hydraulics, range of gear ratios, manufacturability and gear shifting options has made the application foot-

print bigger. In addition to that, the sport or economy mode, in many vehicles gives the driver a flexibility to decide the desired fuel economy level and the type of driving feel of the vehicle based on their unique needs.

The versatility of transmissions has changed due to the hybrid technology. The integration of the gear assembly in the same approximate packaging envelope with the electric motor, the dynamic bal-ancing, managing the harmonics, tuning the controls and gear shifting, and its thermal management is substantially advanced and complex depending on the extent of hybridisation. The cost impact is variable, again, depending on the extent of hybridisation. In e-mobility, the trans-mission is virtually non-existent except for an occasional step down gear assembly, which again depends on the architecture of the electric vehicle.

CONCLUSION

Transmission being the sub-system that transmits power from the engine to the wheels is crucial in the life cycle assess-ment of a vehicle. The CO2 footprint of a vehicle is dependent on the transmission type, efficiency and its calibrated integra-tion with the engine and other drivetrain components. In the long run, an ingen-ious transmission scheme linked to the appropriate vehicle DNA will transmit maximum energy flow to the wheels and result in a sustainable low carbon mobil-ity solution.

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