Auto Tech Review - March 2015

8/20/2019 Auto Tech Review - March 2015

1/68

www.autotechreview.com

POWERED BY

14 INTERVIEW

Philippe Desnos, Global President and

Faisal Matin, Country Director, India,

Delphi Product & Service Solutions

18 TECHNOLOGY FORESIGHT

Prospects Of Magnesium For

Automotive Lightweighting

60 NEW VEHICLE

Hyundai 4S Verna –

Old Wine, Served Fresh

HVAC SYSTEMS —

FOCUS ON GREEN SOLUTIONS

It’s on

NOW, ALSO

AVAILABLE ON

March 2015 | Volume 4 | Issue 3


2/68

Extension Springsare close coil springs ofcircular cross sections,

with the end usually ahook or loop, used inBrakes, electrical circuitbreakers and variousengineering applications.

Torsion Springsresist an applied torquewhen the ends are

subjected to angulardisplacement, used inautomotive and engineeringtransmission applicationsetc.

Wire Formsare made on special

purpose formingmachines, in multifariousprofiles & wire dia. for avast range of automotive& engineering applications.

Complete solutions in precisionmetallic coil springsComplete solutions in precisionmetallic coil springs

Retract-Rewind Springs

are most vitalcomponent for operation

of 4-wheeler seat beltsand other applications,made from high quality

textured high carbonsteel strips in various sizes.

A to Z productrange as per

Customer’s designs,applications, sizesand Internationalstandards

Body Covers for Automobiles from very high qualityimported fabric are madeas “original equipment” (OE) for Automobiles ofvarious models & shapes.

Static and Dynamic

Compression Springs

coil springs made from colddrawn carbon steel and oilhardened & tempered steelwire that can resist

compressive load.Suspension Springs - Front Fork & Shock Absorber Engine

Valve Springs Clutch Springs

Rebound Springs

ISO 9001 ISO 9001

ManesarManesar HaridwarHaridwar

Regd. Office & Manufacturing Unit-IPlot No. 192 A, Sector-4,IMT Manesar-122050 Gurgaon, Haryana, India

Tel.: +91-124-4763200 Fax: +91-124-4365189E-mail: [email protected]: www.mmsprings.in

Manufacturing Unit-IE-56, Industrial Area, Haridwar-249 401

Uttarakhand, India

Tel.: +91-1334-221301Fax: +91-1334-220128

E-mail: [email protected]

MM Auto Industries Limited

MM Auto

Strip 0.18 to 0.35 mm thick5.00 to 12.00 mm wide

Wire Ø

Range: 0.10 to 16.00 mm 0.20 to 8.00 mm 0.20 to 4.50 mm 0.30 to 6.00 mm

I N S T

T

T

U

E

TECHNOLOG YING

o f S

P R

MemberMember

I

I


3/68

Dear Reader,

With the NDA government at the centre nearing completion of a year in office, there is a growing

demand for delivery, as patience among the citizens and industry at large, seems to be waning out

fast. The Union Budget presented on February 28 last has brought in some cheer to the overall

mood of the nation, and there seems to be some promise for the future.

The automotive industry too had expected Finance Minister Arun Jaitley to announce a few decisive

steps for the sector that has been struggling for the past couple of years. That, however, didn’t

happen. The announcements he made may not be enough to steer the industry out of its current

difficulties, but the general mood for the future seems positive.

The much-anticipated excise duty cuts were not announced; neither did the FM announce any other

forms of incentives to increase demand. In the interim budget last year, Jaitley had withdrawn the

excise duty cut implemented by the earlier UPA government, starting January 1, 2015. This in effect

led to price increase across vehicle segments up to about 6 %, and a resultant fall in demand.

Moreover, he made no mention of any loan-related measures that would make buying cars cheaper

for the consumer.

By hiking the tariff rate on commercial vehicles to 40 % from the earlier 10 %, and effective rate

from 10 % to 20 %, the government is clearly hoping to offer a fillip to the domestic manufacturers,

and also encourage global CV importers to start making their products in India. This is also likely to

support bus manufacturers in selling their products to state transport undertakings (STUs), underschemes like the JNNURM.

The FM also reiterated his promise for rolling out goods and services tax (GST) from April 1, 2016

replacing multiple central and states taxes.

The ` 75 cr initial outlay towards the FAME (Faster Adoption and Manufacturing of Electric

Vehicles) scheme will at least ensure initiation of a few pilot projects under the National Electric

Mobility Mission Plan 2020. The government, however, would need to be more proactive if it is any

serious about encouraging green mobility in the country. Interestingly, the FM stayed away from

making any mention on the much talked about plan to build 100 smart cities. One can only hope

that the ` 7,060 cr outlay announced in the interim budget will be put to effective use.

ANALYSING BUDGET 2015

DEEPANGSHU DEV SARMAH

Editor-in-Chief

New Delhi, March 2015

@deepangshu

1autotechreview.com March 2015 Volume 4 | Issue 3

ED ITOR IAL


4/68

COVER STORY

HVAC SYSTEMS —

FOCUS ON GREEN SOLUTIONS

24, 30, 36 | Irrespective of the geographical location, a vehicle’s cabin can be comfortable only with an

effective heating, ventilation & air-conditioning (HVAC) system. Polluted environment in urban centres

across the world further increase the importance of HVAC systems from a health perspective. Apart from

improving performance on these fronts, engineers are now developing solutions that enable HVAC systems

to lower fuel-consumption and emissions. In this issue, Auto Tech Review takes a look at the present and

upcoming technical trends in the area of HVAC systems.

2

12 What Ails The Indian

Automotive Industry

Dr Ravi Damodaran, President – Technical,

Strategy & HR, Varroc Group

GUEST COMMENTARY

INTERVIEW

14 “GST Implementation Can Change

Indian Aftermarket Landscape”

Philippe Desnos, Global President and Faisal Matin,

Country Director, India, Delphi Product & Service

Solutions (DPSS)


5/68

NEWS

4 Interactions

10 Events

11 News

STUDY

18 Prospects of Magnesium for

Automotive Lightweighting

Applications – Part I

Suresh Babu Muttana, Deepak Aggarwal

COVER STORY

24 Reducing Real-World Fuel

Consumption with Efficient Air

Conditioning Systems

Markus Wawzyniak, Dominik Hainke,

Ralph Trapp, Michael Frigge

30 Reduced Power Demand with Hybrid

Air Conditioning

Sanghun Kim, Donghyun Kong,

Taewoong Lim, Joonhyung Park

36 Thermal Insulation of the Passenger

Cabin of EVs

Steffen Wirth, Marco Eimler, Frank Niebling

TECHNOLOGY

42 Analysis of Pre-Ignition Initiation

Mechanisms with CFD

Michael Heiss, Thomas Lauer

46 Addressing Future Turbocharging

Challenges with CFD, Fea

Lalan Singh

52 Volkswagen Jetta –

Decrypting The Mild Facelift

SHOPFLOOR

56 Ace Designers – Aiming Global

Excellence In Machine Making

NEW VEHICLE

60 Hyundai 4S Verna – Old Wine,

Served Fresh

DECODING TECHNOLOGY

64 HVAC: Blowing Hot & Cold

Arun Jaura

OTHERS

01 Editorial

03 Imprint

Editor-in-Chief: Deepangshu Dev Sarmah

[email protected] / @deepangshu

Assistant Editor: Arpit Mahendra

[email protected] / @arpitmahendra3

Senior Correspondent: Naveen Arul (Bangalore)

[email protected] / @naveenarul

Manager – Sales: Sudeep Kumar

[email protected]

Senior Executive – Ad Sales: Pramodh R (Bangalore)

[email protected]

Manager – Events: Chanakya Mehta

[email protected]

Sr. Designer /Photographer: Bharat Bhushan Upadhyay

[email protected]

IMPRINT

Editorial & Business Office:

Springer India Pvt Ltd

7th Floor | Vijaya Building | 17, Barakhamba Road

New Delhi – 110001 | India

+ 91 11 4575 5888 (P) | +91 11 4575 5889 (F)

Auto Tech Review (ATR) is a monthly magazine focussed on automotive technology, andappears 12 times a year. Views and opinions expressed in this magazine are not necessar-ily those of Springer India Pvt Ltd. No part of this magazine can be reproduced in any form,including photocopies and information retrieval systems, without the prior written permis-sion of the publisher. Springer India Pvt Ltd Limited reserves the right to use the informa-tion published herein in any manner whatsoever.

Printed and Published by Sanjiv Goswami on behalf of Springer India Pvt Ltd. Printed atUnited Advertising & Marketing Services, D 159 A, Okhla Industrial Estate, Phase – I, NewDelhi and published at Springer India Pvt Ltd, 7th Floor, Vijaya Building, 17, BarakhambaRoad, New Delhi.

©2013, Auto Tech Review

Publisher & Managing Director:

Sanjiv Goswami

For Editorial Contribution, write to the Editor-in-Chief at

[email protected]

For Advertisements, write to Manager – Sales at

[email protected]

For Subscription orders and reader registrations,

please visit www.autotechreview.com

Or, contact Manager – Sales at

[email protected]

COVER FIGURE © Mercedes-Benz C-ClassFOLLOW US ON @autotechreview1

3autotechreview March 2015 Volume 4 | Issue 3

CONTENTS


6/68

INTERACTION BORGWARNER, UM I NDIA

4 www.autotechreview.com

BORGWARNER | INDIA KEY FOR FUTURE GROWTH OF TECHNOLOGIES, PRODUCTS

Over the last decade or so, OEMs in the Europeanregion have been the most receptive to new tech-

nology introductions in the powertrain area. And

that has primarily been the reason why BorgWarn-

er, the global product leader in powertrain solu-

tions, has had its strongest growth in this market.

Roughly, half the company’s sales came from

Europe, while the other half was split equally

between the Americas and Asia.

That, however, is likely to change over the next

five years. Bulk of the growth would move to Asia

– led by China and India – and would account for

about 30-35 % of BorgWarner’s global sales,

while Europe is likely to go down to approximately

40-45 %. The Americas are likely to contribute

between 25 and 30 %.

In his recent visit to India, James Verrier,

President & Chief Executive Officer, BorgWarner

reiterated the growth potential of the Indian

market not just because of the country’s promised

economic growth over a long term, but also

because of the strong opportunity for adoption of

the company’s technology and products. We are

convinced that India can become one of the top

three to four markets in the world in the next 10

years, he said.The company currently has six entities in India

representing all its business units. While business

from its global customers (OEMs) continues to

grow, importantly, there is increased demand for

BorgWarner technologies among domestic OEMs

as well. And that’s a welcoming trend for the

American supplier.

At the same time, the company recognises

that it is experiencing high saturation of all itstechnologies in Europe. While it would continue to

grow at a slower pace, the good news is that all

such technologies applied successfully in Europe

over the last several years will be the same tech-

nologies that will be brought to markets like India

and China. Verrier believes that’s the USP Borg-

Warner can offer to this market.

A case in point is BorgWarner’s 2014 acquisi-

tion of Gustav Wahler GmbH & Co. KG, a manufac-

turer of exhaust gas recirculation valves and

tubes as well as engine thermostats for on- and

off-road applications. Prior to this acquisition,

BorgWarner didn’t have products like thermostats

in its portfolio, which incidentally would also be

manufactured in India, the CEO announced. Addi-

tionally, as emissions regulations become more

stringent and drivers demand better fuel economy,

demand for EGR technologies is expected to grow

further in the Indian market.

Meanwhile, the saturation of the BorgWarner

technologies in Europe offers a great opportunity in

terms of innovating and developing new products.

Generally, the company believes in continuing to

work on current products to get to the next level of

technology. Transmissions offer an example: speedshave continued to increase in transmissions, going

from the six-speed and seven-speed earlier to nine

and 10-speed transmissions today. Similarly, the

number of turbochargers being used today has

gradually gone up from a single unit to about three

turbochargers in some engines. And it might proba-

bly move to four, Verrier said.

Add to that a host of brand new products Borg-

Warner has launched in the last two years. Onesuch product is the ECO-Launch Solenoid for trans-

mission stop/start accumulator control that was

launched in the US market. This product helps the

transmission work smoother and better for the

driver, when it goes into stop and start mode.

FOCUS ON INDIA

The technologies and products that BorgWarner has

in India today, is capable of meeting the demands

and requirements of 2021 and beyond, said Sudhir

Kumar Chawla, Chief Operating Officer, BorgWarner

Emissions Systems, indicating the company is pre-

pared to meet the future BS V emission norms.

Nonetheless, Verrier assured there would be

more money pumped into this market, but that

may not necessarily be in new facilities. But with

the growth rate in India, BorgWarner would defi-

nitely need to invest more in capital equipment to

support the product programmes that it has been

awarded. “You’ll see continued investments

around technical infrastructure capability, includ-

ing investment in production equipment,” he said.

Over the next few years, the company intends

to launch a lot of derivative products, primarilyfrom Europe, in India. The base design could come

from Europe, and the strong application engineer-

ing capabilities that have been developed in

India, will ensure the products are adapted well

for the Indian market.

Verrier is mindful of the engineering capability

that exists in India, and said the company can’t

afford not to capitalise on it. Core research and

development work is possible here, and that could

well be the next major step for the company. But

as Verrier put it aptly, BorgWarner in India wants

to walk before it can run!

Overall, the $ 7.4 bn company, as per consoli-dated 2013 results, aims to grow to $ 15 bn in rev-

enues by 2020. That would roughly imply doubling

the company over a seven-year period. In the

changing scheme of things globally, the Asian

market is likely to get more manufacturing pres-

ence over the next five years, primarily in China and

India. While manufacturing footprint will continue

to grow, the real push, Verrier concluded, will be on

adding more equipment inside the facilities.

TEXT: Deepangshu Dev Sarmah

PHOTO: Bharat Bhushan Upadhyay

Saturation of the BorgWarner technologies in Europe offers a great opportunity for the company to innovate

and develop new products, said Verrier


7/68

autotechreview 5March 2015 Volume 4 | Issue 3

UM INDIA | FIRST PRODUCT TO BE A 400 CC CRUISER, NOT 300 CC AS ANNOUNCED

While most vehicle segments in the country grap-pled with falling sales in the past few years, the

two-wheeler segment managed to stay out of the

red. The segment above 250 cc in particular has

witnessed rapid growth, although on a smaller

market base. Trying to make the most from this ex-

pected-to-carry-on growth, UM Motorcycles has

entered the Indian market and is prepping-up for

its first product launch. We recently caught up with

Rajeev Mishra, Director, Indian & AMEA, UM India

Two Wheelers to understand the company’s expec-

tations from the market and its product plans.

DELAYED START BUT NOT ENTIRELY

Last year, the company had announced the launch

of its first and made-for-India 300 cc cruiser mo-

torcycle in the second quarter of 2015. This,

however, has been moved to the end of 2015, said

Mishra. What the company will launch, nonethe-

less, by the second quarter this year is a 400 cc

cruiser from UM’s global portfolio, developing about

32 hp. The 400 cc cruiser would have some amount

of localisation, Mishra informed, and added that all

models thereon would be fully localised.

Mishra attributed the delay to homologationand localisation process, of which the latter took

longer than expected. The key problem UM faced

with setting up a supply chain was the inclination

of Indian suppliers towards volumes. While a sup-

plier might promise product development in 45

days to an Indian mass-market OEM, the same

supplier would quote nine months or so when

volumes are much lesser, as is the case with UM,

said Mishra.

Homologation of the 300 cc cruiser is still

awaited, but the company is now waiting for the

last process of an extensive road-test to begin. As

the standard operating procedure suggests, thecompany will put the newly developed

300 cc bike through an extensive test

over varied road and climatic conditions

across the country before launching it

commercially. Production is expected

to begin sometime in September or October 2015,making the market launch possible only by Decem-

ber. The company’s Kashipur plant in Uttarakhand is

undergoing completion and should be ready with a

capacity of 100,000 units per annum, further ex-

tendable by another 50,000 units, if and when re-

quired.

POSITIONING & PRODUCTS

UM plans to play primarily in the 300 cc to 500 cc

segment for now and considers this to be a lucra-

tive segment for the years to come. UM estimates

the volume base for this segment to be around

300,000 units per annum, with Royal Enfield

commanding bulk of the market. This makes it

easier for new players to find a firm footing in this

segment, believes Mishra.

Auto Tech Review believes that the volume-to-

margin ratio seems to be the healthiest in this

segment, making it lucrative enough for global

attention, as is turning out to be the case now.

Mishra agreed with this thought and added that

it’s easier to incorporate technologies such as du-

al-disc brake set-up and ABS in this segment,

making it possible to position products uniquely.Entering the lower displacement segments hence

is not in the plans of UM, Mishra confirmed.

On the engine front, the company will start

with water-cooled designs but will subsequently

launch air-cooled engines as well. On some of its

products, UM will also offer its customers a

choice between single and twin-cylinder engine

layouts. The two products marked for 2015 will be

launched across a total of six variants – the 400

cc bike with two variants, while the 300 cc cruiser

will be available in four variants. The 300 cc mo-

torcycle could be launched with a twin-cylinder

variant as well, lending it with a wide price range.It is this ability to offer choice to its customers

that will set UM apart from other players in the

segment, beyond the technology it

brings in.

The company will adopt a multi-

pronged approach on safety as well,

offering technologies such

as dual disc brake

set-up and ABS as

standard, barring

the base variant for

some models. The

company will also introduce Bluetooth-enabled

helmets, which will allow riders to pick calls and

even talk to other connected riders, for example in a

group without having to stop or remove the helmet.

These helmets are DOT-compliant, added Mishra.

ROUND-UP

UM seems to have put in a good strategy in place

for the 300 cc to 500 cc segment. The ability tochoose between single and twin-cylinder layouts

will improve the sales channel’s ability to retain

customers of multiple prerogatives. In order to

make the India operations sustainable, the

company has a sound R&D plan in place as well,

with 12 engineers currently working on engines for

India in 400 cc and 500 cc displacements. Devel-

opment of these engines will take another year or

so, said Mishra. The long-term idea is to carry out

maximum possible development of any product in

India, and the company is committed to increasing

its R&D strength towards this.

The company will also export motorcycles fromIndia, and expects this to account for about 30 %

of the total production in an undisclosed time-

frame. Talking of the sales network, Mishra told us

that UM is presently working on appointing dealers

and is targeting about 75 dealers across 50 cities

by July 2015. He refused to divulge sales projec-

tions, but told us that the company is looking at

two to three per cent marketshare in its targeted

segment, without committing a specific timeline to

achieve that.

TEXT: Arpit Mahendra


8/68

INTERACTION CONTINENTAL


CONTINENTAL | INTERNET, AND THE FUTURE OF CONNECTED CARS

There still may be varied views on the usage ofthe terms ‘internet of things’ (IoT) and ‘internet of

everything’ (IoE). But for global automotive sup-

plier Continental, the internet of everything seems

to have become a guiding philosophy in their de-

velopment roadmap for the connected car. Helmut

Matschi, Member of the Executive Board of Con-

tinental and head of the Interior Division recent-

ly addressed the SIAT 2015 in Pune, and later

briefed a select media, on the subject.

Continental has stated a clear roadmap for

automated driving, which envisages partially

automated driving to be introduced as early as

next year. Highly automated driving would

become a reality in 2020, believes Continental,

which would mean no amount of monitoring

would be necessary. Five years hence, the

company estimates that highway driving up to

speeds of 130 km/h would be possible in a fully

automated driving scenario.

In this journey from partial to fully automat-

ed driving, IoE could provide a range of solution

approaches for traffic optimisation, believes

Matschi. Importantly, he also said connectivity

can play a major role in India, if done in the

right manner. He referred to the use of horns inIndia as a uni-directional connectivity tool.

“Imagine the possibility of sending back an ac-

knowledgement that ‘yes we’ve heard you and

everything is fine’; that would be a strong im-

provement,” he said. The company believes it

can do a lot for connected vehicles in India, di-

rectly tailored to the local market.

ALWAYS CONNECTED

A key cog in Continental’s connectivity strategy is

the belief that the internet can be an additional

sensor that helps it develop solutions around the

three strategic elements of human-machine inter-

face (HMI), connectivity and systems integration.

Matschi affirmed that we will see the car being

incorporated into the IoE – the internet will not be

coming into the car, but rather the car will

become part of the IoE.

In India, 240 mn people have devices that

are connected to the internet. To put that in

context, it is three times more than the popula-

tion of Germany. A Cisco IBSG study has put the

total connected objects globally at about 25 bn

in 2015, which is likely to double in 2020. The

future will see a seamless integration of person-

al devices, with high-speed data pipeline to the

car (LTE). Smart integration of mobile device

functionality and full cloud connectivity with

apps & internet services are the other possibili-

ties of the future.

Vehicle connectivity also means the use of a

large amount of data that needs appropriate pro-

cessing to ensure vehicles are safe and secure.Continental has created a robust IT backend by

forming three major alliances, which are expected

to give rise to connectivity-based applications.

The collaboration with IBM undertakes big data

analysis in the backend, while data compression

and data security is done together with Cisco. In-

formation on the surrounding areas with high pre-

cision and cloud-

based digital map

data will come from

Nokia HERE.

Vehicles of the

future will have tooffer a holistic HMI,

one that is flexible to

adapt to the traffic

situation and also to

the driver’s momen-

tary status, said

Matschi. A key enabler

for a holistic HMI in

the future would be

interior cameras.

These cameras would

help close the infor-

mation loop between the driver, the vehicle and

vehicle’s environment, he mentioned.

Continental has developed a system for driver

monitoring that can observe and analyse the posi-

tion of the driver’s head and viewing angle. The

centred micro camera is equipped with infrared il-

lumination and has a lateral rotation of ± 30°

currently, and its extension to ± 90° is currently

being developed. In the Driver Focus demonstra-

tion vehicle by Continental, states a company

release, this principle is exemplified by LEDpowered light strips, which are part of a larger

concept that can also activate acoustic and

haptic warnings, depending on the type of danger.

In this case, the interior camera monitors the

driver’s direction of view, and the LED lights fetch

the eyes right there. In a critical situation, suita-

ble signals guide the driver’s attention to where it

is needed.

CONCLUSION

In the world of HMIs, Matschi expects major

changes to come in the next five years. Newtrends of gesture, touch, colourful displays even

for HUDs are visible. Developments in the area of

advanced driver assistance systems will be far

more rapid, and the newly inaugurated Technical

Centre (TCI) in Bangalore is expected to play a

significant role in the future. “We don’t just want

to develop and manufacture in India, but want to

have the entire value chain localised in India,”

Matschi concluded.

TEXT: Deepangshu Dev Sarmah


9/68


10/68

INTERACTION BROADCOM


BROADCOM | AUTOMOTIVE ETHERNET IS SAFEST TECH FOR CONNECTED CARS

Communication technologies are being developed

presently in order to connect devices with one

another. Within this connected-devices sphere, con-

nected cars are something that all major car man-

ufacturers are looking into. For the development of

connected car technologies, as well as other inter-

device communication technologies, semiconduc-

tors and microchips are the most essential bit of

hardware required. Broadcom is a leading provid-

er of semiconductor solutions for wired and wire-

less communications, which ships about twomillion chips a day. Ravi Manik, Director –

Business Development, Broadcom Semicon-

ductor India Pvt Ltd told us about the various

communication technologies around connected

vehicles, wired and wireless technologies and

their future in the automotive segment.

The company offers diverse communication

technologies covering every area of wired and wire-

less communication, Manik said. He also noted that

automotive Ethernet is the safest technology for

connected cars due to the fact that the technologyis hard-wired into the car.

AUTOMOTIVE BUSINESS

Broadcom has been developing solutions for the

automotive industry from around 2007, but the

announcement for the specially-designed automo-

tive Ethernet chip was made in 2010. The 2013

model year of BMW’s X5 SUV was the first vehicle

to feature this automotive Ethernet wired technol-

ogy, Manik noted. Currently, a few other compa-

nies have also incorporated this technology into

their global models, all of which are considered

premium in India.

Analysts are predicting that 100 % of vehicles

will have some form of connectivity by 2025, which

also makes it the fastest growing segment for the

chip industry, Manik said. The segment will show a

CAGR of about 10.8 % till 2018, analysts predict.

In the Indian scenario, communication tech-

nologies and connected vehicle technologies can

be adopted for a separate category of applica-

tions. Automotive Ethernet chips can be used for

telematics applications like tracking vehicles, fol-

lowing traffic information, as well as creating carhotspots. But in India the technology is still only

available in the luxury segment, and a large

amount of awareness around the technology

needs to be created, Manik noted.

A number of enhancements have been made

to regular Ethernet to make it usable in automo-

tive applications. The automotive Ethernet runs

along a single pair of cable, which is unshielded,

with a cheaper and lighter connector, and is

capable of transmitting at speeds of 100 Mbps,

noted Manik. This

makes it a light-

weight, low cost,and high speed

technology, which

has a switch

network that is

scalable and has a

high throughput.

The first appli-

cation that this chip

was used for is the

360° view, or bird’s

view of the car,

which is used for

parking assistance and other advanced driver as-sistance systems (ADAS). The technology takes high

resolution images and processes them for more

ADAS applications, thus requiring higher band-

width. The technology can also support the connec-

tion of entertainment systems for storage, stream-

ing and connectivity of more screens, mainly due

the higher speeds offered. Additionally, the chip

has always supported on-board diagnostics (OBD),

which is now assisted further by the efficiency of

the Ethernet chip.

Broadcom offers wireless communication

technologies in the form of Bluetooth, Wi-Fi,

global positioning system (GPS), near field com-

munications (NFC) and set top boxes, among

others. But within the automotive segment, tech-

nologies like NFC, Bluetooth and Wi-Fi are trend-

ing above others. Another upcoming application

that is being looked into by a number of custom-

ers is wireless charging.

RECENT PRODUCTS & UPGRADES

At the 2015 Consumer Electronics Show (CES),

Broadcom unveiled the 2nd-gen Ethernet technolo-

gy, which extends Ethernet applications to telemat-ics, shark fin antennas and instrumentation cluster

applications. The new BroadR-Reach automotive

Ethernet chips are also equipped with advanced

security features, making them unsusceptible to

cyber threats. The new package has a more

compact design, which consumes lesser power and

is cheaper to make than the previous generation.

These aspects would help in the miniaturisation of

systems and enable OEMs to use them in more

products, even on mass segment models.

CONCLUSION

Manik said future technologies will be developed

based on consumer-driven trends and preferences,

as well as OEMs driving technologies and markets.

Broadcom is looking at focusing on marketing the

whole range of communication technologies, as the

expectation of cars in the future will be very differ-

ent. The level of connectivity in a vehicle is expect-

ed to be the main criteria for future generations of

car buyers, Manik concluded.

TEXT: Naveen Arul


11/68

ELECTRICAL

AC/DC Module

RF Module

Wave Optics Module

Ray Optics Module

MEMS Module

Plasma ModuleSemiconductor Module

MECHANICAL

Heat Transfer Module

Structural Mechanics Module

Nonlinear Structural Materials Module

Geomechanics Module

Fatigue Module

Multibody Dynamics Module

Acoustics Module

FLUID

CFD Module

Mixer Module

Microfluidics Module

Subsurface Flow Module

Pipe Flow Module

Molecular Flow Module

CHEMICAL

Chemical Reaction Engineering Module

Batteries & Fuel Cells Module

Electrodeposition Module

Corrosion Module

Electrochemistry Module

MULTIPURPOSE

Optimization Module

Material Library

Particle Tracing Module

INTERFACING

LiveLink™ for MATLAB®

LiveLink™ for Excel®

CAD Import Module

Design Module

ECAD Import Module

LiveLink™ for SOLIDWORKS®

LiveLink™ for Inventor®

LiveLink™ for AutoCAD®

LiveLink™ for Revit®

LiveLink™ for PTC® Creo® Parametric™

LiveLink™ for PTC® Pro/ENGINEER®

LiveLink™ for Solid Edge®

File Import for CATIA® V5

PRODUCT SUITE

COMSOL Multiphysics

COMSOL Server

© Copyright 2014 COMSOL. COMSOL, COMSOL Multiphysics, Capture the Concept, COMSOL Desktop, and LiveLink are either registered trademarks or trademarks of COMSOL AB. All other trademarks are the property of their respective owners, and COMSOL AB andits subsidiaries and products are not affiliated with, endorsed by, sponsored by, or supported by those trademark owners. For a list of such trademark owners, see www.comsol.com/trademarks

AVAILABLE

www.comsol.co.in

NOW

Verify and Optimize your Designs withCOMSOL Multiphysics®

FROM MODEL

TO APP

The Application Builder provides you withtools to easily design a custom interfacefor your multiphysics models. UseCOMSOL Server to distribute your apps tocolleagues and customers worldwide.

Visit www.comsol.co.in


12/68

EVENTS ACMA AUTOMECHANIKA,


ACMA AUTOMECHANIKA | 2ND EDITION HELD SUCCESSFULLY IN NEW DELHI

Held between February 26 and March 1, 2015, the

second edition of ACMA Automechanika witnessed

a healthy growth over its first edition in participa-

tion, and judging by the responses we received

from several domestic and international exhibi-

tors, this was a successful event. The show at-

tracted more than 400 exhibitors from 16 coun-

tries and a healthy number of visitors fromvarious facets of the industry.

Automechanika is a show focussed on the au-

tomotive aftermarket and served as a good indi-

cator of the technical progress made in the sector,

especially by the smaller companies.

The event was inaugurated by Dr Rajan

Katoch, Secretary, Department of Heavy Industry,

Ministry of Heavy Industry & Public Enterprises,

Government of India. Opening remarks suggested

that the Indian automotive component aftermar-

ket’s turnover in 2013 amounted to ` 36,000 cr

and is expected to touch ` 77,000 cr by 2020.

Fuelling this optimistic growth is a cumulativegrowth of 15 % in 2014.

TRENDS & ACTION POINTS

With the Indian market witnessing strong growth

in new model launches, participants agreed that

the component makers will need to ensure that

they provide a steady flow of parts and solutions.

The industry will also need to ensure that their

products are seamlessly integrated with the

service and repair segment.

Many players at the show stressed on the im-

portance diagnostics will play in the years to

come. As newer vehicles get increasingly complex,

it will become essential to ensure correct diagno-

sis at the earliest. Many companies showcased

their existing and future tools at the show, which

significantly cut down the complexity of identify-

ing problems in vehicles.

The show was attended by a huge delegationof Chinese companies, as well as aftermarket

players from Thailand, Germany and the United

Kingdom. Most of these companies were con-

vinced about the market potential in the Indian

aftermarket, and their endeavour was to scout for

local partners.

On the sidelines of the show, the organisers

conducted ACMA’s first Global MSME Summit

‘Make in India –

Evolving Manufac-

turing through Glo-

balisation’, which

focussed on Indiansmall and medium

enterprises and their

evolution in terms of

entrepreneurial

ability and technolo-

gy development. The

session also offered

an understanding of

business openings

in adjacent indus-

tries like off-high-

way vehicle, urban

transport system, defence and agricultural ma-chinery.

A business conclave on opportunities & chal-

lenges before the Indian auto components indus-

try – OEM supply and aftermarket was also organ-

ised under the theme “transformation to be world

class”. The seminar brought together top industry

experts from India and overseas, who share valu-

able insights and international best practices to

help the Indian auto component manufacturers

respond to the challenges and tap not only these

OEM supply and aftermarket opportunities, but

also those in the emerging export markets.

At the show, ACMA showcased their ‘Asli

Naqli’ campaign in tandem with Messe Frank-

furt’s ‘Against Copying’ campaign. These displays

aimed at educating aftermarket players about the

disadvantages and hazards associated with using

fake parts. The organisers arranged for a side-by-

side display of fake and genuine parts, allowing

visitors to make out the differences, which would

help them in turn to make better buying decisions.

Exhibitors in general left the show on a posi-

tive note and appreciated its diverse and detailed

approach. Tez Magazine of MM Auto Industries

found the show to have a healthy number of visi-tors and appreciated the efficient and smooth way

it was organised.

The next edition of the ACMA Automechanika

will be held in 2017.

Auto Tech Review was a media partner for the

ACMA Automechanika.


13/68

NEWS MISCELLANEOUS

autotechreview 11March 2015 Volume 4 | Issue 3

BMW Group India introduced its ‘i’ brand in India,

with the launch of its i8 plug-in hybrid sports carat `2.29 cr, ex-showroom. The BMW i8 features the

BMW eDrive system, and is be available as a

Completely Built-Up (CBU) unit at BMW i dealer-

ships in Mumbai, New Delhi and Chennai.

The BMW i8 uses a plug-in hybrid system

combining an electric motor and a petrol engine

allowing forhigh performanceand efficiency. The

front axle is powered by an electric drive system

delivering 131 hp of maximum power and torque

of 250 Nm, with a range of 35 km. The car

achieves a claimed top speed of 120 km/h on pure

electric power. The rear axle is powered by the

BMW TwinPower Turbo 1.5 l, three-cylinder, petrol

engine putting out 231 hp at 5,800 rpm, and a

peak torque of 320 Nm. Power to the BMW i8 is

transmitted to the wheels via a specially modified

six-speed Steptronic transmission. BMW i8’s com-

bined drivetrain power of 362 hp helps the car

reach a top speed of 250 km/h, with an average

fuel efficiency of 47.45 km/l, and emission level of

50.36 g/km.

The BMW i8 features a Life Drive vehicle archi-tecture that contributes to its unladen weight of

1,485 kg. The Life module consists of the passen-

ger cell that is made from carbon-fibre- rein-

forced plastic (CFRP). The Drive module comprises

the aluminium frame that houses the petrol

engine, electric motor, battery pack and suspen-

sion system. The BMW i8 also features BMW Con-

nectedDrive that offers connectivity in the form of

driver information system, navigation, entertain-

ment system and parking assistance system.

Freescale Semiconductor has launched the S32V

vision microprocessor, which is claimed to be the

first automotive vision system-on-chip (SoC)

with the required level of reliability, safety and

security measures to automate and co-pilot a

self-aware car.

Stepping further ahead of the presently

popular assist-type technologies, the S32V

pushes mobility in to the next stage, where it is

possible to capture data and process and share

it with drivers in needful circumstances. The

company claims that the S32V offers the capa-bility to progress from assist-type technologies

to fully-autonomous vehicles.

The S32V is part of Freescale’s SafeAssure

functional safety programme and has structural-

ly been designed to comply with the ISO 26262

functional safety standard. Additionally, the per-

formance/power ratios of integrated second-gen-

eration CogniVue APEX Image Cognition Process-

ing technology supports the integration of vision

data captured by the S32V device with multiple

other data streams, including radar, LiDAR and

ultrasonic information to enable optimal resolu-

tion and image recognition accuracy, thecompany said.

The S32V’s software platform includes Green

Hills Software’s INTEGRITY, a safety-certified, re-

al-time operating system including a ISO 26262

and ASIL-D certified development tools with opti-

mised target solutions. The platform also in-

cludes Neusoft Corporation’s advanced, real-

time object recognition algorithms to seamlessly

detect partial objects, allowing the S32V to in-

terpret and distinguish between road hazards

and pedestrian risk. The S32V is expected to be

available in markets by July, 2015.

AGREEMENT | LIQUIMOLY & ANSYSCO TO

SUPPLY AUTOMOTIVECHEMICALS

NEW LAUNCH | BMW LAUNCHES i8 AT ` 2.29 CR

AUTONOMOUS DRIVING | FREESCALE SEMICONDUCTOR

S32V VISION MICROPROCESSOR

LIQUI MOLY, German automotive motor oil and ad-

ditives supplier, has signed an agreement with

ANSYSCO, an ANAND Automotive group company

at the Automechanika trade expo, to expand into

the Indian market. LIQUI MOLY will leverage the

ANAND group’s network across the country in order

to expand its reach. ANAND group is already well-

placed in the Indian automotive market in both

the OEM, as well as aftermarket spaces.

Michael Karl, Export Area Manager, LIQUI

MOLY, said the company offers everything regard-

ing automotive chemicals, and that it is part of

LIQUI MOLY’s philosophy to work with local part-

ners in respective countries.

The Group has significant presence in the OE

segment, and many of its products are supplied in

the aftermarket as well, said Mahendra Goyal,

Group President – Aftermarket and Business

Group III, ANAND. He added that 10% of the

group’s sales come from the aftermarket, and it

has a large established network in India compris-

ing of distributors/dealers, retailers, service sta-tions and mechanics. “The group has a very repu-

table brand image in Indian auto industry, which

LIQUI MOLY can leverage to establish its products

in India,” Goyal said.

LIQUI MOLY produces motor oils and additives

along with car care products, service products,

greases and pastes and is claimed to be one of

the most popular oil brands in Germany.


14/68

There are only three times in Indian history, when India has

come together as a country. Our culture is replete with stories of

small players, short-term thinking leadership and lack of collabo-

ration between them; the big picture has always been lost and it

could well have to do with our philosophy of detachment. How-

ever, in these times, when economic development pervades and

detachment is the last thing on anyone’s mind, there are interest-ing lessons from Indian history that can be applied to the auto

industry today.

We continue to appear as a bunch of small organisations re-

fusing to see the big picture and come together as a force to reck-

on with in the world. The industry has had its share of scorching

growth post liberalisation but has been relatively quiet in the last

five years, as the industry captains and analysts continue to hope

for the elusive upturn next year.

The high growth rates witnessed in the industry was driven

primarily by demographics, which saw a high proportion of

working population in India compared to the ageing population

in all other parts of the world. We took advantage of availability

of cheap labour to get competitive, albeit temporarily, and made

the best of it between 1990 and 2007, mainly to grow exports.

However, the high wage inflation has almost wiped out the low

labour cost advantage because we have not offset the rising wage

costs by higher productivity.

The industry has often quoted the lack of an exit clause in

the labour policy for retaining 60-70 % temporary labour force

that has prevented any productivity gains. Lack of investments inR&D and skill upgradation to improve technology usage in manu-

facturing also has played its part in low productivities. The Indi-

an automotive industry spends less than one per cent of its turn-

over in R&D – primarily to create assets and get a tax advantage,

rather than create knowhow and skill – compared to 4-6 % in the

advanced economies.

It is small wonder then that there have been only the often

hyped but forgettable “jugaad” in the form of innovation. This

has not, and will not help us accelerate growth. Lastly, poor in-

frastructure (roads, power, ports etc.) has ensured that we are

not competitive even in input costs such as freight and energy.

The low cost country is no more than a tag that is fast giving

way to a new tag – poor quality.

WHAT AILS THE INDIAN

AUTOMOTIVE INDUSTRY

DR RAVI DAMODARAN

President – Technical, Strategy

& HR, Varroc Group

GUEST COMMENTARY

www.autotechreview.com12


15/68

LEADERSHIP TO BECOME COMPETITIVE

There needs to be a transformation in the way we think. There is

no such thing as low cost and high quality. High quality and

technology invariably means high costs. The faster we accept

this as leaders, the faster we can bring about the transformation.

This then is the first peg in the tent called sustainable growth –leadership.

India has seen pockets of excellence post-independence, driv-

en by leaders with a long-term vision and clarity of thought, to

bring about sustainable development in specific areas. Homi

Bhaba in nuclear energy, Vikram Sarabhai in space research, MS

Swaminathan’s green revolution, Verghese Kurien’s milk revolu-

tion and most recently, Metro man E Sreedharan in rail infra-

structure are a few shining examples. Each time, these leaders

have shown that Indians can dig deep and rub shoulders with

the best in the world to realise our potential.

This is the time for the automotive industry to also realise the

potential the world has been recognising for over two decades. A

leadership that thinks long-term (total costs) and sheds the “low

initial cost” mindset will force us to stop chasing the Holy Grail

called “low cost, high quality” and instead, start investing to be-

come competitive.

LACK OF COLLABORATIONS

While we all accept that investments have to be made in R&D

and talent with a focus to create lasting technological expertise,

the long gestation period has often discouraged us. But then, the

Taj Mahal also took over 20 years to build. The issue of large

scales required to support such investments, in this largely frag-mented industry, can be resolved by collaboration. And that is

the second element missing in our growth story.

Practices such as global sourcing of intellectual capital, col-

laborating with world class institutions and teaming up within

the industry and national institutions to sustain an innovation

culture are rare in this industry. The most vital of these collabo-

rations is at the OEM-Tier I level, to make it long-term and build

the confidence in the supplier community to invest in the neces-

sary technologies. A quick look at the major markets reveals that

India is bucking the general trend of collaboration at the OEM-

Tier I even now.

The North American market, led by the big three (GM, Ford

& Chrysler) created their own Tier I majors including the likes ofMagna, Delphi, Johnson Controls, Lear, and TRW, that are tech-

nology leaders in the world today. Similarly, the big five in Eu-

rope – Volkswagen, Renault, Fiat, BMW and Daimler – drove in-

novations in Bosch, ZF, Continental, Valeo and Faurecia, among

others. Toyota, Honda and Nissan spawned Denso, Aisin and

Yazaki as technology suppliers. Now Hyundai is following suit in

Korea with Mobis.

The resurgent Chinese economy has seen Tier I suppliers in-

vest in creating a technology base. India, however, seems to be

ignoring the benefits of long-term OE partnerships with suppliers

to create value, and continuing the practice of switching suppli-

ers to pursue that easily available “low cost – we-will-manage-

quality-later” commodity.

Talent creation also does not come cheap and has a long

gestation period. Again, scale plays a role and the OEMs and

large Tier I suppliers have started to show the way by hiring

world class talent in leadership roles. Paucity of management

and technical talent, together with few skill upgradation pro-

grammes for workers, which are all stifling the industry growth,

need attention. Productivity will be realised only if we have thetalent to manage technology, and subsequent scale created by

our R&D investments.

Interestingly, for the last four years of the so-called sluggish

growth, the industry is still clocking 5 % growth in terms of vehi-

cle units, and successes are seen in pockets at the vehicle model

level rather than at the segment or industry level. Honda Activa,

Mahindra Bolero, Maruti Suzuki Swift and Hero Splendor contin-

ue to do well consistently with double digit growth because these

products clearly meet the market needs.

We observe that despite the negatives of high inflation, inter-

ests and fuel costs, the user needs today are driven by urbanisa-

tion, more participation of women in the workforce, proper roads

in the rural areas and extensive service networks. Whether the

right understanding of the market needs for these products were

coincidental or the result of a robust product development pro-

cess remains to be seen. Discipline and rigour in our product de-

velopment can convert our organisations from churning out an

occasional success to an engineering factory.

BEING READY

Thirdly, the obvious improvement in infrastructure and labour

policies will provide the much required fillip to this industry. The

investments in R&D and creation of talent is very much in thehands of the industry and we have only taken baby steps in

these areas, while crying hoarse about infrastructure and poli-

cies. It is only a matter of time, when the government will come

up with the expected policies and grand infrastructures (which

our Prime Minister firmly believes in creating quickly). But when

it does, will the Indian players be prepared to reap the benefits or

risk being beaten by the talent-led, disciplined and technology-

heavy multinationals with deep pockets, waiting and watching

on the sidelines today?

It all depends on how soon we as industry leaders shed the

“quick gains” and “cheap” mindset and pursuits to drive R&D in-

vestments, talent creation, collaboration and creation of engi-

neering factories. Let us not be found wanting because we didnot make these long-lead investments early enough.

Read this article on




16/68


INTERV IEW DELPHI AFTERMARKET

As an industry, the aftermarket has benefitted from the recent downturn, and the recently-held Au-

tomechanika show in New Delhi was a good indicator of the growth in the sector and of the underly-

ing opportunities. At the show, we caught up with Philippe Desnos, Global President, Delphi Product

& Service Solutions and Faisal Matin, Country Director, India, Delphi Product & Service Solutions.

Philippe Desnos began his association with Delphi in 1995 as

engineering manager for the Diesel Aftermarket Operation in

Blois, France. In 2005, he moved to Troy, Michigan as MD for the

Diesel North American business. Four years later, Desnos

returned to Europe as Global Delphi Service Centre (DSC) Direc-

tor, and also served as Director of Global Diesel Marketing & Del-

phi Service Centres, leading the development of emissions and

engine-efficiency technologies. Desnos holds a Master’s in Busi-

ness Administration from Warwick Business School, UK, a Mas-

ter’s in Engineering from ESTACA University, France, and a Mas-

ter’s in Engine Combustion from The Pierre-and-Marie-Curie Uni-

versity in Paris, France.

Faisal Matin brings in more than 18 years of experience from various

fields and has been a part of Delphi aftermarket operations since the

inception of Delphi Product & Service Solutions (DPSS). His previ-

ous assignment was as General Manager, Sales, Business Planning

& Marketing, India. He has led and worked closely with the product

development team in marketing function and has been responsible

for spearheading the product strategy for India. He has handled

sales assignments in different regions of the country in conceiving,

setting and implementing the go-to-market strategy for DPSS India.

“GST IMPLEMENTATION CAN CHANGE

INDIAN AFTERMARKET LANDSCAPE”


17/68


ATR _ What is the key product-related

activity being done by Delphi, both glob-

ally and in India from an aftermarket

perspective?

PHILIPPE DESNOS _ Globally, we’re try-

ing to better align our product portfolio

and on the OEM side of the businessthere are three key trends we’re witness-

ing and working towards. These are

green, safe and connected. On the green

aspect, we already have a strong prod-

uct portfolio and the increasing com-

plexity of engines is leading to an

increase in number of components,

which is good for us and the aftermar-

ket. We are also increasing the number

of products in the safety and connected

segments of the aftermarket. Steering is

a fast-growing area for us and we’re the

second largest player in Europe for this

product area.

Another area where we are growing

rapidly in the global context is service,

which includes diagnostics, training and

service concept. Telematics too is offer-

ing great traction for us and we believe

that this technology will lead to a trans-

formation in the aftermarket.

FASAL MATIN _ We have the advantage

of being a part of Delphi, which already

possesses more advanced technologythan the requirements of the Indian mar-

ket. This makes it easy for us to get a

new product line in the country. The

steering & suspension product portfolio

is a good example of this efficient work

model. This product portfolio is now

being launched in India and is our latest

offering in the country’s aftermarket.

Having global knowledge about market

trends and technologies enables us to

foresee the changes in the Indian market

and choose the right products.

What has been the focus area for the

Indian operations lately?

MATIN _ In the last couple of years,

we’ve been strengthening our four prod-

uct categories – chassis, thermal, elec-

tronics and maintenance parts. Strength-

ening these portfolios isn’t limited to

increasing the number of products but

also includes our coverage of the car

park, which has been on a steady rise.

With a continued focus on this aspect

we expect this trend to continue in the

coming years. Even here, global experi-

ence comes in handy as we just need to

assess the market correctly and the

required technology/ expertise can eas-

ily be brought in as per requirement.

What are key product areas, where you

see potential in the Indian aftermarket?DESNOS _ The steering business in our

view has great potential for the Indian

market among many other product

areas. It’s also important for Delphi OE

business to increase its content on

Indian cars, directly translating into

additional business for the aftermarket.

With such growth coming in, we also

see a strong growth in engine manage-

ment systems, air conditioning and fuel

pumps among other products.

Of the four divisions you mentioned,

which one is the largest business contrib-

utor in India?

MATIN _ As per company policy, we do

not disclose the revenue share of our

divisions. That said all our divisions play

a critical role towards our goal of offering

technologies on the lines of green, safe

and connected. Importantly, our divi-

sions have been trend setters in their

respective operating space and we aim to

maintain this momentum.

Phillipe, how important is the Indian mar-

ket to you?DESNOS _ India is a very important

market for us and given the market

potential, it’s importance in the future

will be significantly more than what it is

today. This is the reason I’m here, and

we’re trying to understand the market

better and support it in the best and

most efficient way.

The steering business is the newest in the

country. Tell us more about the key tech-

nology differentiators for you against

competition.

MATIN _ We follow a global product pol-

icy in India and the same has been

applied to the steering business as well.

Beyond this, our effort is to improve our

car park coverage, which will be aided

by a continuous increase in the number

of parts for the steering portfolio. The

same strategy will be used for other

product segments too. With car launches

growing at a healthy rate, the present

focus is on covering the maximum possi-

Service and telematics offer good potential for the Indian automotive aftermarket

ISteering & suspension is our

newest product line in India


18/68


INTERV IEW DELPHI AFTERMARKET

ble vehicles in the country.

What’s the engineering set-up in India for

the aftermarket division?

DESNOS _ We have about 200 engineers

outside India looking at the aftermarket,

who primarily focus on quality of parts.We have some engineers in India as well,

who look after validation of products.

Each part on sale in India or any other

market goes through a pre-designed vali-

dation process.

Is your sourcing global, local or a mix of

both?

MATIN _ We follow a global sourcing

strategy and hence source parts from

countries, where they make the best

economic sense to us. Hence, India

could source a part from Europe or sup-ply one to it, based on requirements.

Is there a number you can put to the per-

centage of parts being imported and those

being manufactured/ assembled here?

MATIN _ I can’t reveal that number but

can confirm that it’s a mix of both and

we will continue to follow this method.

From a policy perspective, is there any-

thing that could help the aftermarket in

the country?

MATIN _ The aftermarket is waiting for

the Goods & Services Tax (GST) to be

implemented, which can change the

landscape of not just the industry, but

the country as a whole. On our end, we

need to study this well and make the

necessary changes so that we’re able to

make the most of this policy, whenimplemented. The implementation of

GST will change many aspects of busi-

nesses and hence it’s important for us

and the sector to understand the policy

well and prepare in advance.

What are the new product areas you’re

planning to bring in to India in coming

times?

MATIN _ This is an on-going investiga-

tion for us, and as market dictates, we

will launch new products leveraging our

global expertise.

Give us an idea of the scope of your prod-

uct offerings in the country along with the

sales network size.

MATIN _ We have four product catego-

ries in India, which in turn have a total

of 10 product lines. Put in numbers, the

portfolio is sized at more than 750 stock-

keeping units (SKU). On the sales side,

we have 75 dealers nationwide and more

than 75 wholesale distributors.

How’s the business doing in the country

with such an extensive product portfolio?

MATIN _ We do not disclose numbers

related to revenue and growth but I can

share with you that Asia is one of the fast-

est growing markets for Delphi, both for

the OE and aftermarket business. India

too is a fast-growing market and our pro-jections for the market are positive in the

long-run. Also, the fact that we’re launch-

ing a new product category is a good indi-

cator of our confidence in the market.

So is India the 2nd fastest market after

China?

DESNOS _ Yes, that is correct. The gap

between both markets is quite significant

at the present but looking at economic

indicators, we expect this gap to reduce

over a period of time.

EGR is a strong product for you in Europe.

How critical is it in India?

DESNOS _ Yes, it isn’t important in India

as of today but we do expect a strong

demand for the sensors, especially in the

engine management system. A change in

legislations though could open up oppor-

tunities for newer technologies.

What is the message you’re trying to get

across at Automechanika this time?

MATIN _ We’re showcasing Delphi’s 360°

Cycle of Innovation, which highlights our

thorough strategy for the market. It

showcases our strengths across areas

such as air-conditioning, ignition, fuel

systems, diagnostics & test equipment,

maintenance, training & technical sup-

port, engine management, brakes, diesel

systems and the newly added steering

and suspension category. This whole-some strategy will help us improve our

car park coverage and business in turn.

INTERVIEW: Arpit Mahendra

PHOTO: Bharat Bhushan Upadhyay



IDPSS expects a strong demand

for sensors in the aftermarket

Continuous increase in car park coverage is the core of Indian strategy


19/68

AX8

FLIR MSX® Technology

For more information, please contact us at:

FLIR Systems India Pvt. Ltd.1111, D Mall, Netaji Subhash Place, Pitampura, New Delhi – 110034

Tel: +91-11-4560 3555 Fax: +91-11-4721 2006 E mail: [email protected]

Website: www.flir.com

The images displayed may not be representative of the actual resolution of the camera shown. Images used for illustrative purposes only.

Intelligent, affordable condition monitoring

AX8 gives you:

• Multiple video options – thermal, visible, andMSX

• Continuous condition monitoring &automated temperature alarms

• Industry standard interfaces – Ethernet/IPand Modbus TCP

• Multiple streaming video outputs

• Small and rugged enclosure that’s easy toinstall•

Learn more about this powerful thermal

sensor today at www.flir.com/AX8

24/7 WITH AX8The FLIR AX8 installs easily in electricalcabinets or other conned areas, givingyou continuous temperature monitoring,hot spot detection, and alarming of critical

electrical and mechanical equipment.

KNOW WHAT’S HAPPENING


20/68

TECHNOLOGY FORESIGHT MAGNESIUM


PROSPECTS OF MAGNESIUM FOR AUTOMOTIVE

LIGHTWEIGHTING APPLICATIONS – PART I


21/68

SURESH BABU MUTTANA

is Scientist C at TIFAC, Department

of Science & Technology,

Government of India.

DEEPAK AGGARWAL

is an Intern at TIFAC.

AUTHORS

19March 2015 Volume 4 | Issue 3autotechreview

INTRODUCTION

The constant changes in powertrain strat-

egies and increasing emphasis on fuel

economy are forcing automobile giants to

make significant changes in material

selection and vehicle design approaches.Lightweighting of vehicles is crucial in

meeting these requirements due to the

inherent relationship between mass and

fuel economy. Of the several associated

benefits that lightweighting brings, the

most obvious is that it reduces the net

fuel consumption of a vehicle. A 10 %

reduction in mass, for instance, results in

5 to 8 % savings in fuel consumption.

Use of lightweight materials provides

sustained reduction in CO2 emissions over

the entire lifecycle of a vehicle. Further,

lightweighting improves vehicle perfor-

mance characteristics like acceleration,

rolling friction, and noise & vibration han-

dling properties. As we move towards the

era of electric cars, heavy components like

batteries would increase the weight,

thereby reducing vehicle performance.

Thus, by reducing weight of the entire

vehicle, these new technologies can easily

be introduced with limited decline in

vehicle performance.

In this two part article, the focus is on

magnesium as a potential lightweightingalternative. In the first part, we evaluate

various lightweighting strategies and

approaches, potential use of magnesium

for automotive applications, barriers for

commercial use of magnesium and its

production. In the concluding part in our

April 2015 edition, we will review the

manufacturing technologies along with

the strength and opportunities for India.

We shall also highlight a list of priority

areas for technology intervention for

wider application of this material in the

automotive sector.

APPROACHES FOR LIGHTWEIGHTING

Vehicle Redesign & Content Reduction:

One way to reduce weight of a vehicle is

to redesign the entire vehicle. For exam-

ple, one may switch from a monocoque

chassis to a space frame if the latter helps

in weight reduction. However, the alterna-

tive should not compromise the crashwor-

thiness and safety of the vehicle. Also, the

content of material applied may be


22/68



reduced, wherever possible.

Compact Size: Reduction in overall

size of the vehicle is one of the easiest

ways of lightweighting. However,

current consumer market trends indicate

a steady rise in preference for bigger

vehicles like SUVs, which may make it

impractical. So, this solution may be

applicable to a limited number of car

models like hatchbacks.

Material Selection: Advanced lightweight

materials can be introduced into the vehi-

cle, which would increase its overall per-

formance without negotiating with its

size. Parts of even bigger cars can be fab-

ricated using alternative lightweight mate-

rials like carbon fibre, aluminium, magne-

sium, and composites, etc.

Due to its vast resources and superior

lightweighting characteristics, magnesium

has been a good candidate material for

future vehicle lightweighting applications.

MAGNESIUM: A CHOICE

MATERIAL FOR FUTURE

Magnesium is the lightest structural

metal, yet its high strength-to-weightratio makes it more attractive than steel.

The low density of magnesium combined

with good machinability, damping capac-

ity, good recyclability and alloying abili-

ties have rendered it suitable for wide

automotive applications, . With a den-

sity of 1.74 g/cc, magnesium is 33 %

lighter than aluminium and 75 % lighter

than steel, .

Magnesium alloys have better manu-

facturability, and solidify faster due to

low latent heat. It has a higher coeffi-

cient of thermal expansion than alumin-

ium and thus has excellent ductility and

formability at elevated temperatures. It

can readily be alloyed with aluminium,zinc, manganese, and silver, among oth-

ers, to produce alloys having high

strength-to-weight ratio. Of all the alloys

of magnesium, cast magnesium alloys

clearly dominate with 85-90 % existence

in the market and applications, with the

most widely used alloy combination

being Mg-Al-Zn system.

USE OF MAGNESIUM IN

AUTO COMPONENTS

Magnesium has been used by OEMs

across the globe, for a number of car and

light truck vehicle components including

ultra lightweight car engines, engine

valve covers, instrument panels, steering

components, radiator supports, seat

structures, and wheels, et cetera. Die cast

magnesium alloys have historically been

used, where a high level of part integra-

tion is feasible, such as for instrument

panel beams.

Other applications include knee bol-sters, seat frames, intake manifolds, and

valve covers. While 44 % of world’s

magnesium is being used as an alloying

element for aluminium, 32 % of the

metal is being used in cast metal compo-

nents. provides a detailed list of mag-

nesium components being used by differ-

ent OEMs.

BARRIERS FOR COMMERCIAL USE

OF MAGNESIUM

While application of magnesium alloys in

the automotive industry is an effective

way in improving vehicle fuel economy

and reduction of emissions, a few chal-

lenges are inhibiting wide spread applica-

tions of this material in the automotive

sector. The major barriers include:

:: Poor corrosion resistance;

:: Poor creep resistance;

:: Low formability at room temperature;

:: Highly reactive in molten state due to

low melting point;

:: Inferior fatigue resistance; Comparison of lightweight materials

LIGHTWEIGHT MATERIAL MATERIAL REPLACED MASS REDUCTION (%)

Magnesium Steel, Cast Iron 60-75

Carbon Fibre composites Steel 50-60

Aluminium matrix composites Steel, Cast Iron 40-60

Aluminium Steel, Cast Iron 40-60

Glass Fibre composites Steel 25-35

Titanium Steel 40-55

Advanced High Strength Steel (AHSS) Mild Steel 15-25

Magnesium is the lightest structural metal; its high strength-to-weight ratio makes it more attractive than steel


23/68


:: Higher cost than aluminium and steel

alloys; and

:: Inflammable and poses fire hazards.

MAGNESIUM PRODUCTION

Readily available in the environment,magnesium is the sixth most occurring

element on earth, accounting for 2.1 % of

the earth’s crust. In addition to earth’s

crust resources, it is enormously found in

sea water (2.8 %). Terrestrially, magne-

sium is found in dolomite and magnesite.

There are broadly two major extraction

processes of magnesium being used glob-

ally, known as silicothermic reduction and

electrolysis processes. highlights merits

and demerits of these processes and

provides comparison of these processes in

terms of their parameters.

The silicothermic reduction processes

such as Pidgeon and Magnetherm are

extensively used for extraction of magne-

sium from terrestrial sources, whereas

electrolysis is used extensively for extrac-

tion of magnesium from sea water. Pidg-

eon and Magnetherm processes are eco-nomical and feasible even at a low pro-

duction capacity of 500 tonne per year.

Also, the maintenance costs are low in

case of these processes. The production

capacity of plant can be varied as and

when required without substantially

affecting the economic factors. Although,

the Magnetherm process consumes less

energy than Pidgeon, it produces a lower

grade of magnesium.

In case of electrolysis process, low cor-

rosion resistance is an issue. But this tech-

nology is evolving and there have been

constant efforts to improve corrosion

resistance with development of new and

effective Teflon coatings, there exists

potential to adopt economically feasible

solutions. Further, the availability of high

purity magnesium, which has good corro-

sion resistance comparatively, has now

gone up.

PROCESSING TECHNOLOGIES

Considerable research efforts are going on

in the areas of magnesium processing,

alloy development, joining, surface treat-

ment, corrosion resistance, and mechani-

cal properties improvement.

Alloying

Due to low mechanical strength, magne-

sium needs to be alloyed with other ele-

ments for desired automotive applica-

tions. Al and Zn are the most common

alloying elements for room temperature

applications and form the Mg-Al-Zngroup. For elevated temperature applica-

tions, thorium, cerium, and zirconium

(without aluminium) are used and form

the Mg-Zn-Zr group. Two to 10 % alumin-

ium with minor additions of zinc and

manganese increases strength and hard-

ness, without impairing weldability, and

making the alloy responsive to heat treat-

ment. But magnesium alloys containing

more than 1.5 % Al are susceptible to

stress corrosion and must be stress

relieved. Addition of manganese improves

yield strength and the salt water resist- The basic structure of the sports seats on theMercedes-Benz SLK is of robust magnesium

Existing use of Magnesium components by OEMs

COMPANY/ OEM COMPONENTS

VolkswagenFrame, transmission case, brackets for air comfort system compressor, steering

booster pump and generator

BMWDie cast engine blocks [Mg-Al-Sr system (AJ-62)], cylinder head, steering wheel

frame, air intake system

FordSteering wheel frame, instrument panel, cylinder head, engine block, oil pan,

engine cradle

Chrysler

Steering wheel frame, instrument panel, cylinder head, lower crankcase, intake

manifold, brackets for air comfort system compressor, steering booster pump

and generator

Toyota Steering wheel frame, instrument panel, wheel rims

Lexus Steering wheel frame, seat frame

GM

Seat frame, instrument panel, lower crankcase, cylinder block without liners and

main bearing heads, top closure panel, intake manifold, steering link bracing,

wheels

Mercedes-BenzSeat frame, transmission case. Developed a new 7G-Tronic seven-speed

automatic transmission using magnesium

Audi Instrument panel (A8), transmission case (A4, A6)

A lf a Romeo Wheel r ims, cy linder head, c lu tch case, lower crankcase

Porsche AG engine, wheel r ims, transmission case, camshaf t driven chain case

Dodge Cylinder head

Auto ZAZ-Daewoo Cylinder head, clutch case, transmission case, gear controls housing

Honda Motors Cylinder head

Isuzu Cylinder head

Vo lvo motors Cyl inder head, clutch case, t ransmiss ion case

McLaren Motors Lower crankcase, oi l pump body


24/68



ance of magnesium alloys.

Coating

Due to low corrosion resistance, coating

of magnesium component surfaces

become crucial. Surface coatings devel-

oped for magnesium die-casting by hexa-

valent chromium baths have been used to

provide protection and as a pre-treatment

for painting, but these baths are not envi-

ronment friendly. New alternative coatingmethods are being examined. A new Tef-

lon resin coating has been developed for

magnesium alloys. The coating is attained

with an aluminium vapour deposition and

finish treatment with a Teflon resin coat-

ing. This newly developed coating is a

low cost, chromium-free corrosion resist-

ant coating for magnesium alloys. The

coating not only has corrosion resistant

properties, but also good lubricity, high

frictional-resistance and non-wetting

properties. The future of the coating lies

in the application of Teflon coating on

magnesium alloys.

REFERENCES

[1] Energy efficiency report, Trends in global ener-

gy efficiency 2011

[2] Danny Codd P.E., “Advanced, Lightweight Ma-

terials Development and Technology for Increasing

Vehicle Efficiency”, KVA Incorporated, Dec 9,

2008

[3] Ranganathan S., “Extraction of Magnesium, Ti-

tanium and Aluminium, Emerging Technological

Options Relevant for India”, eprints.nmlindia.

org/5843/1/38-50.PDF[4] Wulandari Winny, Rhamdhani Akbar, Mona-

ghan Brian, “Magnesium: Current and Alternative

Production Routes”, 2010-09-27, Swinburne Insti-

tute of Technology

[5] Abasolo Guillen, David, “Magnesium: The

weight saving option”, University of Burgos, Spain,

F2008SC031

[6] Zuliani J Douglas, Reeson Douglas, “Making

Magnesium a More Cost and Environmentally

Competitive Option”

[7] Alan A. Luo, “Magnesium Casting Technology

for Structural Alloys”, Journal of Magnesium and

Alloys, Vol.1, Issue 1, March 2013, doi: 10.1016/j. jma.2013.02.002

[8] C. Blawert, N. Hort and K.U. Kainer, “Automo-

tive Applications of Magnesium and its Alloys”,

Trans. Indian Inst. Met. Vol.57, No. 4, August

2004, pp. 397-408

[9] Mg Showcase, Issue 7, January 2009, Interna-

tional Magnesium Association

[10] Indian Minerals Yearbook 2012

(Part II to appear in the April 2015

edition)



Technology Information, Forecasting and Assessment Council (TIFAC) is an auto-

nomous organisation set up in 1988 under the Department of Science & Technology to

look ahead in technologies, assess the technology trajectories, and support t echnology

innovation by network actions in select technology areas of national importance.

Send in your feedback to [email protected]

PROCESS MERITS DEMERITS

Sil icothermic Reducti on P idgeon Process Low inves tment, economica l process,

feasible even at low production rates,

high purity magnesium can be obtained

Labour and energy intensive, high processing temperatures,

not economical for high volume production

Magnetherm Process

Electrolysis Less energy and labour intensive,

profitable for high volume production, low

processing temperature

High investment and capital intensive, production of quality

anhydrous feed an issue, problem of magnesium

recombination, requires cheap electricity

PARAMETERS SIL ICOTHERMIC REDUCTION ELECTROLYSIS

PIDGEON MAGNETHERM

Energy intensity (kWh/kg of

Mg produced)

15-30 9 10-20

% Purity of Mg obtained 99.95 99.5


25/68


26/68

REDUCING REAL-WORLD FUEL

CONSUMPTION WITH EFFICIENTAIR CONDITIONING SYSTEMS

The objective of an advanced engineering project by Mahle Behr and Behr-Hella Thermocontrol (BHTC) called

Cool Efficiency was to significantly reduce the additional fuel consumption caused by vehicle air conditioning

systems. This was achieved by design improvements and precise matching of all air conditioning components,

including system control. As a result, the additional fuel consumption caused by the air conditioning system was

reduced by 40 % in a test vehicle.


COVER STORY HVAC SYSTEMS


27/68

AUTHORS

DR.-ING. MARKUS WAWZYNIAK

is Director Advanced Engineering at

Mahle Behr in Stuttgart (Germany)..

DOMINIK HAINKE, B.ENG.

is Project Leader Thermodynamics

and Systems Advanced Engineering

Air Conditioning at Mahle Behr in

Stuttgart (Germany).

DR.-ING. RALPH TRAPP

is Director Advanced Engineering

at Behr-Hella Thermocontrol in

Lippstadt (Germany).

DR.-ING. MICHAEL FRIGGE

is Manager Advanced Engineering

Software and System Design

at Behr-Hella Thermocontrol in

Lippstadt (Germany).

MOTIVATION

Real-world fuel consumption in a vehicle

often differs significantly from the stand-

ard fuel consumption figures that are pub-

lished. While the reasons for this are var-

ied, they commonly result in car ownersstruggling to make sense of the discrepan-

cies, which leads to growing discontent.

The Cool Efficiency project contributes to

fulfilling customers’ expectations. The

motivation for the project was to reduce

fuel consumption by optimising the

design of air conditioning systems. In this

process, the task facing development engi-

neers was to maintain or, ideally, even

increase the level of climate comfort to

which vehicle passengers are accustomed.

The resultant challenge was to optimise

the air conditioning system as a whole,

including the HVAC module, the refriger-

ant circuit and the control system.

FUEL-SAVING CONCEPT

For the purpose of achieving a major

reduction in fuel consumption, an integra-

tive concept was developed, entailing the

redesign or upgrade of individual compo-

nents, as well as measures to enhance

control of thermal energy flows. To thisend, the test vehicle, a Mercedes-Benz

E-Class 220 CDI Blue Efficiency, built in

2012, with a three-zone air climate control

system, was modified as follows:

:: Optimisation and adaptation of

refrigerant circuit components to

boost overall efficiency;

:: Installation of a storage evaporator

to maintain thermal comfort

over prolonged periods during engine-

off phases;

:: Installation of an HVAC module with

an evaporator bypass on the air side toensure demand-based reduction of the

cooling performance provided; and

:: Implementation of software

modules for thermal recuperation of

braking energy.

OPTIMISATION OF THE

COOLANT CIRCUIT

A comprehensive analysis and further

refinement of all components in the

refrigerant circuit and a corresponding

readjustment of the refrigerant circuit to

improve operational stability and effi-

ciency resulted in an average COP

increase of 17 % compared with the

standard circuit, without any sacrifice in

cooling performance. This was achieved,

in particular, by the combination of a

condenser with a three-pass sub-cooling

area, a storage evaporator, a modified

thermostatic expansion valve and an

improved compres

Auto Tech Review - March 2015

Documents

Transcript of Auto Tech Review - March 2015