Automotive Engineering - November-December

AUTOMOTIVE
ENGINEERING ®
The People’s EV
New ID.4 leads VW’s democratization
of the electric vehicle
ALSO:
J2954: New SAE Standard for EV wireless charging
Eaton supercharges fuel cells
Q&A: Hyundai’s safety boss

November/December 2020 autoengineering.sae.org

Free Info at http://info.hotims.com/76520-701

CONTENTS
FEATURES REGULARS
17 Volkswagen reveals its 2 Editorial: Warm socks for the
‘people’s’ EV COVER STORY EV options list
VW’s ID.4 leads the 2021 stampede to electrification for the 4 Supplier Eye
mass market.
6 Technology Report
21 Answering the fuel-cell compressor 6 New SAE wireless charging standard is EV
question PROPULSION game-changer | STANDARDS
The optimum compressor device for a fuel cell depends on vehicle 8 Tula DMD aims for more-efficient e-machines
application — and a lot more. An Eaton expert explains. | ELECTRIFICATION
9 Multiphysics helps transform modeling,
23 Tire pressure’s impact on EV simulation | SOFTWARE | SIMULATION
driving range ELECTRIFICATION 12 Is the camshaft being timed out? | POWERTRAIN
A new study shows that tighter control of tire-pressure loss can lead 12 New Magna seat puts connectivity in the
to marked improvement in electric-vehicle efficiency. second row | INTERIORS
14 Road Ready
ON THE COVER 14 BMW reveals its first “M” performance-
Leading Volkswagen’s electrification blitz is the 2021 ID.4, the badged two-wheeler
automaker’s first dedicated battery-electric SUV for North America. 16 Volkswagen readies new-generation Golf R
VW is focused on designing, engineering and sourcing much of the
crucial propulsion hardware for its new EVs in-house, through the 25 Product Briefs
company’s internal components division Volkswagen Group Spotlight: ADAS & Electronic Components
Components. (Volkswagen)
30 Q&A
Discussing safety tech, standards and industry
trends with Hyundai North America’s Brian Latouf
Follow us on social media
32 Companies Mentioned, Ad Index
@SAEAutoMag @saeaei SAE Magazines
6 Automotive Engineering®, November/December 2020, Volume 7, Number 9. Automotive

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(ISSN 2331-7639 print)
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Audited by
AUTOMOTIVE ENGINEERING November/December 2020 1

EDITORIAL NY, NJ, OH:
Ryan Beckman
+1.973.409.4687
Bill Visnic
rbeckman@techbriefs.com
Editorial Director
Bill.Visnic@sae.org PA/DE:
Desiree Stygar
EDITORIAL
Lindsay Brooke
+1.908.300.2539
Editor-in-Chief
dstygar@techbriefs.com
Lindsay.Brooke@sae.org
Midwest/Great Lakes:
Paul Seredynski
IN, MI, WI, IA, IL, MN
Senior Editor
Chris Kennedy
Paul.Seredynski@sae.org
+1.847.498.4520, x3008
Ryan Gehm ckennedy@techbriefs.com
Associate Editor
Midwest/Central Canada:
Warm socks for the EV options list Ryan.Gehm@sae.org
Jennifer Shuttleworth
KS, KY, MO, NE, ND, SD, ON, MB
Bob Casey
Associate Editor +1.847.223.5225
“Tips for Improving Range When Using to an engineer at the event who chuckled: Jennifer.Shuttleworth@sae.org bobc@techbriefs.com
the Climate Control System” are listed “That’s why ICEs are known as ‘heat en- Lisa Arrigo Southern CA, AZ, NM,
Custom Electronic Rocky Mountain States:
on pages 46-47 of the 2020 Hyundai gines’!” he quipped. My frigid toes wished Products Editor Tim Powers
Lisa.Arrigo@sae.org +1.424.247.9207
Kona EV’s owner’s manual. I’ll wager for a hot turbocharger ahead of the fire- tpowers@techbriefs.com
that every electric-vehicle owner’s wall instead of a DC converter. Contributors Northern CA, WA, OR,
Western Canada:
booklet or digital download contains For the return trip, the Kona EV’s range Kami Buchholz Twyla Sulesky
Detroit Editor
info similar to Hyundai’s, including vari- estimator reported a 46% battery SOC. +1.408.779.0005
tsulesky@techbriefs.com
Stuart Birch
ations of this warning: “When using the The equivalent half-tank of gasoline, even European Editor
heater during cold weather or driving at in a big SUV, would have taken me much Terry Costlow International
Electronic Technologies Editor
high speed, the high-energy battery further than 60 miles (96 km). This made Europe – Central & Eastern:
Bradley Berman Sven Anacker
consumes a lot more electricity. This me worry. The air temperature had U.S. West Coast Editor Britta Steinberg
may reduce the range significantly.” dropped. My route home included a con- Sebastian Blanco, Don Sherman,
+49.202.27169.11
sa@intermediapartners.de
It’s still fairly rare for automakers to struction zone and it was getting dark. I Paul Weissler steinberg@intermediapartners.de
offer up their latest EVs for accepted the drive would Europe – Western:
media test drives when the Most con- require the Kona and me to DESIGN Chris Shaw
+44.1270.522130
chris.shaw@chrisshawmedia.co.uk
mercury begins to fall in the
northern climes. Batteries, no
temporary EVs loaf in the right lane, at
greatly reduced velocity, tak-
Lois Erlacher
Creative Director China:
matter their cell chemistry, have speed- ing far longer than it should
Ray Carlson
Associate Art Director
Alan Ao
+86.21.6140.8920
alan.ao@sae.org
don’t like thermal extremes. comfort-range have. Nothing like range anx- Japan:
Cold particularly puts a less-
tradeoffs that iety and frosty feet. SALES & Shigenori Nagatomo
+81.3.3661.6138
than-ideal face on electrifica- Readers who are involved MARKETING Nagatomo-pbi@gol.com
tion. But the electric Kona are impeding with EV programs are likely Joe Pramberger South Korea:
the market’s Publisher Eun-Tae Kim

that found its way to my thinking, “Turn on the seat joe@techbriefs.com +82-2-564-3971/2
ksae1@ksae.org
driveway seemed perfect for heater!” That I did, recalling
getting me to an OEM vehicle
transition to former GM Volt engineering
Kaitlyn Sommer
Marketing Director
Integrated Media
launch about an hour away. electrification. exec Larry Nitz’s coaching.
ksommer@techbriefs.com
Martha Tress Consultants
The November morning was Heating the seats rather Recruitment Sales Manager
+1.724.772.7155 Christian DeLalla
sunny and brisk (44°F ambient) and the than the entire interior, Larry advised, Martha.Tress@sae.org +1.973.841.6035
christiand@techbriefs.com
Kona’s 360-V, 64-kW-h battery pack was warms the body’s core and conserves Casey Hanson
fully charged with 252 miles’ (405 km) range. Sure, but it doesn’t warm the ex- REGIONAL +1.973.841.6040
chanson@techbriefs.com
worth of electrons rarin’ to go. The 120- tremities. For passengers, the ride can SALES Patrick Harvey
mile (193-km) round trip would be ac- be equally chilly, as the Kona manual North America +1.973.409.4686
pharvey@techbriefs.com
complished with range to spare. admonishes: “When possible, use the New England/Eastern Canada:
ME, VT, NH, MA, RI, QC Todd Holtz
No sweat, except for two variables: DRIVER ONLY feature on the climate Ed Marecki +1.973.545.2566
tholtz@techbriefs.com
My destination required a highway control system. This will discontinue air- +1.401.351.0274
emarecki@techbriefs.com Rick Rosenberg
route if I wanted to arrive on time. And flow to the passenger side and reduce CT: +1.973.545.2565
rrosenberg@techbriefs.com
soon after leaving home, my chilled climate control power consumption.” Stan Greenfield
+1.203.938.2418 Paul Spencer
toes and hands demanded cabin heat. Not to pick on Hyundai, because the greenco@optonline.net +973.874.0271
Therein lies the most nagging com- Kona EV is a well-executed, high-value Mid-Atlantic/Southeast/TX: pspencer@techbriefs.com
DC, VA, WV, TN, NC, SC, GA, FL,
promise of EVs. Sustained 75-to-80-mph product. Most, if not all contemporary AL, MS, LA, AR, OK, TX
Scott Williams
+1.973.545.2464
Ray Tompkins
(120-to-128-km/h) freeway driving sucks EVs have similar speed-comfort-range +1.281.313.1004
swilliams@techbriefs.com
the juice at an alarming rate. Range-to- tradeoffs that many believe are imped- rtompkins@techbriefs.com
empty calculations are often imprecise. ing the market’s transition to electrifica-
And the colder the outside air, the more tion. Battery and HVAC technologies to
the driver is forced to trade warm feet end the self-sacrifices are a missing
SUBSCRIPTIONS
+1.866.354.1125
AUE@OMEDA.COM
and fingers for reaching the destination piece of the Electrification puzzle. Until
without a tow truck. I opted for the lat- their introduction, however, EV drivers
ter, after turning on the heater and see- in the Upper Midwest and elsewhere REPRINTS
ing the estimated range immediately will have to buck up, slow down… and Jill Kaletha
+1.574.347.4211
plummet by 12 miles. pull on an extra pair of socks. jkaletha@mossbergco.com
Upon arrival, I recounted my frustration Lindsay Brooke, Editor-in-Chief
2 November/December 2020 AUTOMOTIVE ENGINEERING

SUPPLIER EYE
For suppliers, a new drumbeat
P
erception is not always reality, but I hiring alone is potentially transformative. Witness
have no doubt that the number of chal- GM’s recent offer to potential software-engineer
lenges the automotive industry faces hires: You don’t have to move to Michigan; you
are countless. Many industry players are can work from home! I expect there will be similar
hoping for the merry-go-round to slow — but offerings across the industry. Some companies
that’s wishful thinking. Between COVID-19, a have reported increased productivity from those
new administration in Washington, the drum- working remotely during the pandemic lockdown.
beat from emissions legislation, shifting con- This has, of course, impacted the global industrial
sumer tastes and endless trade disputes, it is ecosystem. Resources and attention required to
difficult to effectively and cohesively respond to tackle such disruptions will continue to tax many
these challenges. Essentially, the new reality organizations.
means always being in a reactive mode. Michael Robinet History will have a special place for this new
It wasn’t always this way. The challenges of Executive Director decade and the changes it is requiring. For sup-
the past decade were different — possibly easi- IHS Markit pliers, a new drumbeat is sounded. It means an
er to absorb and filter. Rebounding from the michael.robinet increased commitment to innovation, brought
GM and Chrysler bankruptcies, the VW diesel- @ihsmarkit.com by new demands from electrification and auto-
emission scandal, the loss of several production mated driving. I expect to see an expansion of
plants and a surging mainland China market, the current trend toward consolidations, part-
the industry was in the midst of a shifting geo- Traditional nerships and joint ventures, as the costs of
graphic dynamic. For suppliers, a major focus
was on how much risk to assume as industry
product cycles adopting the new tech likely will not be offset
by production volume in the short term. How
volumes grew, and where to add more compo- are being swiftly will consumers accept and value these
nent production capacity. While these were
tough, risk-laden decisions, we’d been down
obsoleted by technologies? And how great is the possibility
for significant displaced capital and risk along
this road before. developments the way?
We also may have witnessed the last major
gasp from traditional powertrain development.
in battery-cell Traditional product cycles are being obsoleted
by developments in battery-cell chemistry, sen-
Virtually every major OEM now has in place chemistry, sors and the capability of over-the-air software
new 3- and 4-cylinder global engine families sensors and updates to rapidly improve the functionality of
(with a few all-new inline 6-cylinder types as hardware-based systems. As a result, the chang-
well) while the larger automakers added the capability ing dynamic is already pushing this industry in-
speeds to automatic and dual-clutch transmis- of over-the- creasingly to move more quickly.
sions to deliver even better fuel economy and As I’ve noted here before, mobility is being
enhanced drivability. Almost in parallel, the last air software transformed from a mainly mechanical-based
mass-market vehicle platforms not designed updates. product infrastructure (the hard parts) to one
for the inclusion of mild hybrid electrification that has countless system interdependencies
have been launched. Add to this a surge in and required “soft capabilities.” The new path
crossover utility entrants and within a few can and will be treacherous if there is not close
years, industry watchers will affectionately call attention paid to the details. Major strategic
these the “good ol’ days.” shifts require evaluations of the required capital,
Looking further into the 2020s reveals a differ- upstream supply base, risk tolerance and the
ent landscape with many unknowns. The industry people aspect — are the right ones on board?
is facing risks with many potential outcomes and Welcome to the new industry — faster, more
shifting endpoints. The impact of COVID-19 on competitive…and far riskier.

TECHNOLOGY
REPORT
SAE INTERNATIONAL
STANDARDS
BOARD OF DIRECTORS
New SAE wireless charging standard is EV game-changer
Todd Zarfos
President
Paul Mascarenas, OBE

2019 President
Jeff Hemphill
2021 President Elect
Pascal Joly
Vice President – Aerospace
Ken Washington, PhD

Vice President – Automotive
Michael Weinert
Vice President –
Commercial Vehicle
Andrew Jeffers
Treasurer
David L. Schutt, PhD

Chief Executive Officer
Functional elements of a Wireless Charging System consist of three major partitions: (1) the grid-connected converter
with its attendant GA coil for power coupling, with a communication link to the vehicle system (the GA); (2) the Gregory L. Bradley, Esq.
vehicle-mounted VA coil with rectification, filtering components, and charging control power electronics necessary Secretary
for regulation/safety/shutdown when required, with a communications link to the infrastructure side (the VA); and 3)
the secondary energy storage system, battery management system components, and associated modules necessary Landon Sproull
for in-vehicle communications (CAN, LIN) required for battery SOC, charge rate, and other necessary information (the
energy storage system). Jeff Varick
Rhonda Walthall
SAE International on October 22 announced (AAMI), U.S. Dept. of Energy (DoE), the U.S.
publication of the first global standard that Food & Drug Administration (FDA), automo-
specifies, in a single document, both the elec- tive OEMs, Tier 1 suppliers and many others. SAE International Sections
SAE International Sections are local
tric vehicle- and supply equipment (EVSE) “Charging your EV should be as simple as units comprised of 100 or more SAE
ground-system requirements for wireless parking and walking away – the wireless charg- International Members in a defined
technical or geographic area. The purpose
charging of electric vehicles (EV). The new ing SAE J2954 Standard gives freedom and of local Sections is to meet the technical,
standard, SAE J2954 [https://www.sae.org/ convenience to do exactly that, safely and au- developmental, and personal needs of the
SAE Members in a given area. For more
standards/content/j2954_202010/], helps pave tomatically,” stated Jesse Schneider, chair of information, please visit sae.org/sections
or contact SAE Member Relations Specialist
the way for charging without the need for the SAE J2954 Task Force. Abby Hartman at abby.hartman@sae.org.
plugging in – widely considered to be a key WPT systems work by parking in a wireless
enabler for accelerating the adoption of EVs charging spot, with the vehicle positioned over
and autonomous vehicles. an SAE J2954-compatible ground assembly SAE International
Collegiate Chapters
The new standard was more than a decade pad. After a communications handshake, Collegiate Chapters are a way for SAE
in the making. SAE kicked off its pioneering charging begins automatically without a physi- International Student Members to get
together on their campus and develop
pre-competitive research at a time when few cal corded connection. Power is transferred by skills in a student-run and -elected
contemporary electric cars existed and wireless creating a magnetic resonance field between environment. Student Members are vital
to the continued success and future of
power transfer (WPT) systems for EVs were an the transmitting pad on the ground (wired to SAE. While your course work teaches
you the engineering knowledge you
unproven concept. The SAE J2954 Wireless the grid) and a receiving pad fitted on the un- need, participation in your SAE Collegiate
Power Transfer and Alignment Taskforce derside of the vehicle. The energy crosses an Chapter can develop or enhance other
important skills, including leadership,
worked since 2007 to thoroughly vet and test air gap (the ground clearance between the time management, project management,
the technology, in partnership with govern- pads) and is then converted from AC into DC communications, organization, planning,
delegation, budgeting, and finance. For
ment agencies, regulatory bodies and private- on the vehicle to charge the vehicle batteries.
SAE J2954
more information, please visit students.

industry groups including the American The technology is a safe and efficient meth- sae.org/chapters/collegiate/ or contact
SAE Member Relations Specialist Abby
Association of Medical Instrumentation od for transferring power from the AC grid Hartman at abby.hartman@sae.org.

TECHNOLOGY REPORT
supply to the electric vehicle. Tests us-

ing a 10-in. (250-mm) ground clearance
have shown that WPT systems operate
at grid-to-battery efficiencies of up to
94%. WPT with additional alignment
elements in SAE J2954 also fulfills the
charging requirements for autonomous
EVs to charge themselves without hu-
man interaction.
“The SAE J2954 standard is a game-
changer by giving a ‘cook-book’ specifi-
cation for developing both the vehicle
and charging infrastructure wireless
power transfer, as one-system, compat-
ible to 11 kW,” Schneider said. “The SAE
J2954 alignment technology gives ad-
ditional parking assistance, even allow-
ing for vehicles to park and charge
themselves autonomously.” He noted
that the SAE J2954 task force coordi-
nated its efforts with industry and other With SAE J2954 Wireless Charging, power is transferred by creating a magnetic field between a
transmitting pad on the ground and a receiving pad located under the vehicle. The equipment will
standards organizations to ensure glob-
be available for residential and commercial EVSE installations.
al harmonization. “Publishing SAE
J2954 is a major step forward in wire-
less charging commercialization for vehicle will be able to charge when it is allowed OEMs and Tier 1s alike to prove
EVs,” Schneider said. parked in an SAE J2954 GA-equipped their vehicles and charging sub-systems
parking location. There is also the pos- were compatible with SAE J2954 re-
11-kW Universal Ground sibility to have specific designs for cap- quirements and guidelines.
Assembly tive fleets; as described in SAE J2954, The baseline bench testing of the
A critical issue addressed early in the in this case a GA would only be expect- WPT Systems was carried out at both
SAE J2954 process was to classify ed to fully operate with a specific group the DoE’s Idaho National Laboratories
products in terms of charging levels, of vehicles. and TDK RF Solutions, evaluating the
vehicle ground clearance and systems To validate its performance targets, GA side and the VA sides. For vehicle
interoperability. Three power levels safety limits and methodologies, the systems testing, a group of companies
were established: WPT1 (3.7 kW), WPT2 SAE J2954 standard includes key pa- including Aptiv, BMW, Continental,
(7 kW), and WPT3 (11 kW). The WPT rameters such as minimum efficiency, Ford, General Motors, Hevo, Honda,
system consists of two “sides.” The EMI and EMF (electromagnetic interfer- Hyundai, IHI, KAIST, Lear, Qualcomm,
Ground Assembly (GA) encompassing ence and field) limits as well as foreign Toyota, and WiTricity, under SAE lead-
the charging hardware which is wired object detection. There are three over- ership, created a Cooperative Research
into the grid. The other side includes lapping ranges of vehicle ground clear- Project (CRP) with industry-committed
the on-vehicle equipment known as the ances from 100 to 250 mm (3.9 to 9.8 funds for additional vehicle and emis-
Vehicle Assembly (VA). in.) and three levels of grid input to the sions testing. In those tests conducted
SAE J2954 establishes a universal GA up to 11.1 kVA. Parking tolerances are at TDK RF Solutions near Austin, Texas,
Ground Assembly for WPT3, critical ±75 mm (3.0 in.) in the direction of automakers and suppliers brought ve-
especially for public infrastructures. It is travel and ±100 mm (3.9 in.) in the lat- hicles. Different suppliers brought GAs
downward-compatible to charge ve- eral direction. that were tested for performance, in-
hicles also at WPT1 and WPT2. The goal The SAE J2954 task force concluded teroperability, and EMI/EMF emissions.
is that the WPT-GAs will be installed in that to ensure interoperability, the ability Jennifer Shuttleworth
publicly available parking spaces, per of systems to transfer power, as designed
the setup in today’s plug-in charging by different manufacturers, must be vali- For more information, see https://www.
infrastructure. Installation with WPT3 dated in both bench and vehicle testing. sae.org/news/2020/10/new-sae-wire-
will allow downward compatibility. SAE J2954 standardizes a WPT GA/VA less-charging-standard-is-ev-game-
For ease of use, SAE J2954 specifies test station, along with coil specifications changer. Contact Dante Rahdar, SAE
the requirements to make the GAs and to evaluate the requirements for safety, Ground Vehicle Standards Specialist:
BMW
VAs fully interoperable – so that any interoperability and performance. This Dante.Rahdar@sae.org

TECHNOLOGY REPORT
ELECTRIFICATION
Tula DMD aims for more-efficient e-machines

The race is on among OEMs and sup-
pliers to optimize the efficiency, per-
formance and cost of electric-vehicle
(EV) propulsion systems. Electric ma-
chines have moved to the front of the
development class, with engineers
working to squeeze gains out of de-
vices that are already, in some cases,
more than 90% efficient.
Tula Technologies is well known
within the IC engine community for its
Dynamic Skip Fire (DSF) control tech-
nology that enables rapid, precise “any
time, any cylinder” cylinder deactiva-
tion (see SAE Tech Paper 2013-01-
03599) for improved fuel economy and
reduced NVH. The company’s latest
innovation, Dynamic Motor Drive
(DMD), uses control fundamentals
proven in production DSF applications
and extends them into e-machines.
The Tula DMD’s pulsed operation at high efficiency delivers optimal motor efficiency even at the
“The control philosophies of DSF
lowest loads, according to company testing.
and DMD are very similar,” explained
Tula CEO Scott Bailey, in an interview
with SAE International. “Both IC en- of the magnetic field, he said, and the motor design that is amendable to the
gines and electric motors have a condition of power electronics at that DMD strategy.”
‘sweet spot’ of efficiency in their motor moment. He noted that ample intellectual-prop-
maps. Our control philosophy is to find erty “white space” still exists for new
ways to operate e-machines at their No radical hardware innovation in e-motor development. Tula
peak efficiency for a greater percent- The Tula executives claim the DMD Technologies was issued its first DMD
age of the time.” strategy will deliver efficiency im- patent in August 2020, and Bailey said
DMD uses the frequency of higher- provements and cooler running from there are “half-dozen more following on
energy torque pulses as close as pos- any e-motor topology, but have found its heels.” While others are focused on
sible to the motor’s sweet spot of ef- that the synchronous-reluctance (SyR) improving motor architectures such as
ficiency to produce the desired aver- machine is ideally suited for DMD con- windings, for example, “There isn’t a tre-
age torque, explained John Fuerst, Tula trols. For that type of motor in devel- mendous focus on controls to gain two,
senior VP, engineering. “We’re a con- opment, Tula developed its own rotor three, four points more efficiency. That’s
trols company and DMD came naturally design that Bailey said has been opti- our focus,” he said.
to us; the physics work the same way mized for DMD controls and is cost- As part owner of Tula and a flagship
whether in an IC engine or an e-ma- neutral compared with non-DMD ro- customer for DSF, General Motors will
chine,” he said. tors. The development stator is an off- have opportunity to be a DMD-
The single-digit (four or five points) the-shelf item. vanguard customer.
efficiency gains available in e-motors “The industry increasingly is seeing “There will be other players,” Bailey
“are worth a lot when you don’t have the [SyR] machine as a potential future said. “We’re reaching out to the e-mo-
to pay much for them,” Fuerst said. His high-value motor topology,” Bailey tor people first and also prioritizing
team’s analyses concluded that most said. “One of the things we wanted to companies with whom we already have
e-motor losses occur in the core, in the do with DMD was not develop it for partnerships, such as Cummins and
TULA TECHNOLOGIES
inverter, or in the power electronics. today’s e-machines, such as rare- BorgWarner. The power electronics side
Reducing core and inverter losses is earth-metal, permanent-magnet ma- of it will follow quickly. Our IP strategy
done by pulsing the machine when the chines that are super costly. We tried allows us to be more open and to ac-
resistance is slightly lower, based upon to think ahead to where the e-machine tively engage with more customers.”
the phase of the rotor or on the status industry is going, while identifying a Lindsay Brooke

TECHNOLOGY REPORT
SOFTWARE | SIMULATION
Multiphysics helps transform

modeling, simulation
Modeling and simulation are showing no signs of slowing
their expansion as critical elements of most design processes.
Design software providers continue to advance tool capabili-
ties, letting engineers examine many design variations and
understand more subtleties in their projects.
Users including Toyota described the ways that modeling
and simulation help them improve new product development
at COMSOL’s “virtual” 2020 user conference, held online this
year due to the coronavirus. Additionally, at the conference
the company unveiled its Multiphysics version 5.6, which of-
fers new features including fuel cell and electric motor design.
The automotive industry has various environments that are
better understood if different physical parameters can be ex-
amined using a single tool.

Merging domain experts
During the virtual user conference, auto-related developments
were among the topics discussed in a panel on multiphysics
simulation for product development. “We put a lot of time
and energy into the physics of each model,” said Ercan (Eric)
Dede, group manager of the electronic research department
at Toyota Research Institute of North America. “We’re able to
study and explore novel device parameters in sensors and
other devices. This helps us in design optimization.”
Dede’s group works with a range of electronic components
and packages, where design issues include thermal composi-
tion work. When the electronic power density increases, im-
proving the thermal characteristics of electronic packages
becomes more important. Toyota is exploring a number of
thermal metamaterials for heat flow control, working to opti-
mize anisotropic thermal conductivity.
He noted that looking at different aspects of physics using a
single program has been a significant help in these efforts. In the
past, developers in different disciplines used specialized pro-
grams that weren’t necessarily compatible.
“Early on, there was no coupling of physics,” Dede said.
“That sort of coupling is very impactful; it reduces errors that
can come when you try to merge results from different pro-
grams. With multiphysics tools, you can have multiple domain
experts work together.”
A range of applications in automotive products combine
many types of physics. That factor is fueling a growing role
for tools that combine different parameters. Another panel-
ist discussed the need for multiphysics in speaker design.
“Loudspeakers are hard to simulate with only one physics
parameter,” said Andri Bezzola, senior staff mechanical engineer
at Samsung Research America’s Audio Lab. “We want to look at
structures and acoustics, or electromechanics and structure, or
maybe all three. We use simulation to get to a good starting
COMSOL
point, then we go to a prototype.”

Bezzola is the simulation expert for his group, which designs
AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/76520-704 9

TECHNOLOGY REPORT
COMSOL’s motor module

helps electrification
engineers work with
different magnetic
materials.
speakers for televisions. Many of the pa- they can set up their design and get the assembly handling, and graphics fea-
rameters for audio speakers used in ve- information they need.” tures including clip planes, realistic ma-
hicle applications are similar to TV terial rendering, and partial transparency.
speakers; both must fit in thin spaces yet Focused features Bjorn Sjodin, VP of product manage-
provide high quality audio. Users of Multiphysics version 5.6, set to ment at COMSOL, detailed the benefits
As the simulation specialist, Bezzola begin shipping later this year, will find solvers can bring to large models such
often builds apps for engineers who several new benefits. Four enhance- as passenger car cabins, where the
have expertise in various aspects of ments address emerging fields, provid- tools give users as many as 30 million
speaker design. “Transducer engineers ing multiphysics for simulating fuel cells, degrees of freedom.
may know everything about magnetics, electrolyzers, polymer flow, and control “We worked hard to decrease mem-
but they’re not necessarily experienced systems. Version 5.6 also includes appli- ory size and run times,” he said. “On
in setting up models,” he said. “I can set cation layout templates, faster and more bench tests you can see a 30 percent
up an app with a few mouse clicks so memory-efficient solvers, better CAD decrease in run time on some models.
We’ve seen as much as a 50 percent
decrease on other models.”
The solvers were also upgraded to run
better on clusters. For acoustics simula-
tions, a new boundary element method
formulation enables analyses of an order
of magnitude larger acoustic volumes.
One of the four focused product en-
hancements targets fuel cells, an area
of particular importance for automotive
companies focused on zero-emission
vehicles. The Fuel Cell & Electrolyzer
Module helps engineers model and sim-
ulate hydrogen fuel cells and water
electrolyzers. It provides multiphysics
BOTH IMAGES: COMSOL
tools for realistic fluid flow and electro-

chemical simulations. Engineers can
Version 5.6 lets engineers examine charge transport, electrode
examine many different types of reactions, thermodynamics, gas-phase
physics in one package. diffusion, porous media flow, and two-

TECHNOLOGY REPORT
phase flow to optimize performance in

hydrogen-powered vehicles.
A related module focuses on electric
motors. The material library in the AC/
DC Module has been extended to in-
clude 322 magnetic materials from
Bomatec. Several types of permanent
magnets with electromagnetic- and
temperature-dependent properties
have been added along with specialized
tools for the extraction of parasitic in-
ductance with L-matrix computations,
which is essential to printed circuit
board design. The fuel cell module helps
Another focus area, mechanical con- engineers work with hydrogen.
tact functionality, is addressed in the
Structural Mechanics Module and MEMS
Module, which now simulates transient Simulink, which allows co-simulation sound distortion in mobile device loud-
impact events. It also lets engineers with the MathWorks’ Simulink. Users speakers that may be caused by nonlin-
perform crack modeling, provid- can insert a Multiphysics block into a ear thermo-viscous effects. Mechanical
ing J-integral and stress intensity factor Simulink model for running nonlinear port conditions in the Acoustics Module
computations as well as crack propaga- Multiphysics simulations in the time make it easier to analyze vibration
COMSOL
tion based on a phase field method. domain driven by Simulink. paths and mechanical feedback.
Version 5.6 also adds LiveLink for The new version permits analysis of Terry Costlow
AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/76520-705 November/December 2020 11

TECHNOLOGY REPORT
POWERTRAIN
Is the camshaft being timed out?

Development of electric vehicle motors,
power controls and batteries, seemingly
dominate the automotive industry’s for- With the SCI system, each
valve is controlled via a
ward thinking, yet R&D of internal com-
virtual “digital camshaft”
bustion engine technologies in its many that can adapt timing, lift and
forms continues. That is underlined by the duration from one cylinder
U.K.’s Brunel University establishment of a event to the next.
new future-powertrain research program
centering on intelligent valving technology
and the eventual replacement of the con-
ventional camshaft by electric actuators.
Brunel’s Centre for Advanced
Powertrain and Fuels (CAPF) has installed
Camcon Automotive’s SCI (Single Cylinder
Intelligent Valve) technology development signed for R&D use by OEMs – In effect, the single-cylinder develop-
system, which the company regards as JaguarLandRover (JLR) has been an R&D ment system is designed to provide each
supporting upcoming emissions regula- partner during Camcon Automotive’s work valve with a digital camshaft of its own
tions and reducing ICE costs. CAPF direc- on it – as well as Brunel and other research that can be changed from one firing
tor, Prof. Hua Zhao, said of the potential institutes. Camcon Automotive partners stroke to the next, obviating the need for
for Camcon Automotive’s intelligent valve with OEMs at the design stage and helps an engine strip and rebuild, said Gostick.
technology: “Its flexibility and superior deliver its technology via Tier 1 suppliers. He added that acquisition of larger data
controllability will enable the development Said Mark Gostick, Camcon Automotive’s sets facilitate more detailed response sur-
of the next generation powertrain with COO: “Intelligent Valve Technology (iVT) faces to be determined in a “fraction” of
very high efficiency, low carbon and zero for researchers significantly reduces time the time that a conventional single cylin-
environmental impact emissions.” needed for a series of experiments and der development program would take.
Operating on inlet and exhaust valves, improves the consistency of the results. The iVT system fitted to a 4-cylinder JLR
the development system has been de- Any valve event profile can be achieved Ingenium development engine installed in
and valve position can be monitored an unspecified demonstrator vehicle has
throughout the event using a bespoke successfully covered “many test miles,”
sensor. It can mimic any valvetrain, enable according to Camcon Automotive.
on-the-fly cam changes and innovative Gostick is confident that gasoline en-
combustion strategies.” gines will continue to play a major part
in future transport, notably in electrified
Event shaping hybrid powertrains: “For those applica-
Gostick explained that the development tions, a smaller, more efficient, more
system enables “event shaping,” facilitat- comfortable engine is a must. Rapid,
ing the maximum opening point of the reduced-cost combustion development
valve to be “skewed” within the event. is absolutely key. We believe SCI will be
Multiple events are facilitated in one cy- crucial to continuing to unlock the fur-
cle: “This allows extra exhaust events for ther potential of the ICE. Reducing CO2
Camcon Automotive’s SCI development HCCI (Homogeneous Charge now – and other harmful emissions – is
system is being used for Brunel University’s Compression Ignition) or CAI (Controlled better than doing so in 2030.”
research program. Auto-ignition) combustion studies.” Stuart Birch
BOTH IMAGES: CAMCON AUTOMOTIVE
INTERIORS
New Magna seat puts connectivity in the second row

With one tap of a smartphone app, second-row vehicle seats functionality of the company’s current-gen EZ Entry seat,
can be quickly reconfigured to accommodate fold-flat cargo while providing the looks and feel of “a first-row experi-
or provide an easier entry and exit route to third-row seat- ence,” the company’s seating engineering director Joe Meyer
ing. Magna’s next-generation EZ Entry seat automates the told SAE International. The new seating feature is expected

TECHNOLOGY REPORT
to enter production for the 2023

model year.
Magna’s current-generation EZ
Entry seat, which launched on the
Chevrolet Traverse in 2016, has
manual-only adjustments. Control
of the new seat’s movements
comes not just by smartphone app,
but also via a cluster of in-vehicle
buttons or the vehicle’s interactive
digital screen, Meyer explained.
A potential foot-snagging point
related to the second-row seat
striker (part of the latching mech-
anism on the incumbent EZ Entry
design) has been eliminated. “You
need a place to land your feet and
the striker was something that
A smartphone app can control the next-generation EZ Entry’s power movements.
could be simplified, improved, and
relocated,” Meyer said, noting the
now-enclosed mechanism’s under-seat placement. pushing the seat cushion forward and down,” Meyer said. The
The new seat design features a simplified bill of material pitch-and-slide movements also permit an attached child car
(BoM); it uses five linkages versus nine on the previous seat. seat to stay in place during power-recline adjustments.
Fewer components contribute to a mass savings of up to 3 kg The seat demonstrator being shown to industry customers
(6.6 lb) per seat. The new design offers up to 75 mm (2.95 in) of and media also showcases Magna’s FreeForm sculpted, seam-
additional seat cushion area. The demonstrator has two under- less seat surface [https://www.sae.org/news/2019/07/magna-
seat motors: one controls fore-and-aft track movement and one freeform-seats]. Unlike a traditional cut-and-sew seat trim cov-
motor controls the pitching arc of the seat base. A separate mo- er, FreeForm eliminates the small crevices that can harbor de-
tor within the seatback controls the upright support. bris. FreeForm launched in third-quarter 2020 for a GM-model
For cargo loading, the next-generation version folds flat to seatback panel. Magna is “working with multiple OEMs for an A
a 3-degree angle, same as the current EZ Entry. The folding surface,” Meyer said. A second-row single seat and a
method differs from the current seat, however. “There’s still a 60/40-split bench seat also are under development. The bench
MAGNA
diving motion. But the kinematic motion of the optimized seat has been fully tested, he said.
linkage is rearward and down, rather than the current linkage Kami Buchholz
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ROAD
READY
BMW reveals its first “M” performance-badged two-wheeler
BMW’s first-ever M-badged motorcycle, the M 1000 RR, effectively is a

street-legal, turnkey racing machine. BMW worked with Nissin to adapt the brakes used on its World Superbike
race bike to the street-legal M 1000 RR.
BMW has revealed its first-ever M-badged motorcycle, the M
1000 RR superbike. A heavily reworked version of the al- of the M 1000 RR were consistently aligned with motorsport
ready-capable S 1000 RR sportbike, the new machine is riding requirements from customer sport to World Superbike,” ex-
the trend of track-focused machines, as the motorcycle indus- plained Rudi Schneider, BMW’s head of S and K series models.
try watches sportbike sales follow the same path as sedans in “This will be clearly measured in lap times from 2021 on.”
the automotive world.
BMW’s highly regarded Motorsports division produced its Track-based engine treatment
first racecar (the 3.0 CSL) in 1972 and its first road-going car “It is not an easy task to optimize an S 1000 RR,” said
with the mid-engine M1 in 1978. Since then, the Munich- Christian Gonschor, the M 1000 RR project manager. The
based auto- and motorrad-maker has since produced an M team started with the engine, following traditional port-and-
version of nearly every car it has manufactured, the 7 Series polish attention to internal components and surfaces.
being a notable exception. The M RR’s 999cc inline-4 engine uses BMW’s ShiftCam vari-
With liter-class sportbikes already some of the highest- able intake-valve timing and lift setup and has seen most of its
performing vehicles extant, how will BMW’s M-model motor- systems upgraded or modified. Redline has increased 500 rpm,
cycles be differentiated from standard models? With a stop- from 14,600 to 15,100 rpm by upgrading reciprocating compo-
watch. “Based on the current S 1000 RR, the product contents nents. Its power peak is up 5 hp (4 kW) to a claimed 212 hp
(156 kW), arriving at 14,500 rpm. Peak torque (83 lb-ft/113 Nm)
arrives at 11,000 rpm. A new fully machined intake system with
shorter intake funnels feeds modified combustion chambers
and piston-crown geometries, resulting in higher 13.5:1 com-
pression ratio (up from 13.3:1).
New 2-ring forged Mahle pistons are each 12 g lighter than
the standard RR items and feature two additional reinforcing
crossbars. The pistons are mounted to longer (2 mm) and
lighter (85 g) Pankl titanium connecting rods, which reduce
lateral piston loads and friction. The camshafts on the M RR
are driven directly by the crankshaft without an intermediate
wheel, and the reduction gear for the camshafts is mounted
directly in the cylinder head.
ALL IMAGES: BMW
The aerodynamic winglets on the M 1000 RR were tuned at the track Tunable chassis, extensive electronics
and wind tunnel and can produce 30/6.4 lb (13.4/2.9 kg) of front/rear According to the chassis engineers, the M RR’s kinematics
downforce at 186 mph (300 km/h), BMW claims. have been “comprehensively changed” to modify wheel-

ROAD READY
load distribution and adjustability. The enabling riders to brake later while in- Tim Krych, head of bodywork develop-
M RR chassis is based on the standard creasing in-corner stability. ment on the M 1000 RR. “This highly
machine’s welded, gravity-die-cast “The high aerodynamic efficiency of functional motor sports technology can
aluminum structure and consists of the winglets, their design and their no- be experienced by racing drivers and
four elements plus the engine as a ticeable impact on the overall vehicle hobby drivers alike.”
structural component. performance fascinate me,” admitted Paul Seredynski
The M RR’s steering angle has been
relaxed slightly (to 66.4°), with a 3-mm
fork-offset reduction increasing trail by
6 mm. Unlike the standard RR, the M’s
fork bridges are milled from solid alumi-
num, making them 20 g lighter. A 9
mm-longer swingarm extends the
wheelbase to 1,457 mm (57.4 in), and
rear ride height has been raised 6 mm.
Developed in cooperation with Nissin,
the all-new front four-piston fixed calipers
are each 60 g lighter than the standard
components. They feature additional con-
vective cooling, reduced brake fluid vol-
ume and zinc/nickel-coated steel pistons
with grooved contact surfaces. The new
binders grip 0.5 mm-thicker, 320 mm
brake discs, and two brake-pad com-
pounds are available (road/track). The M
RR comes standard with carbon-fiber
wheels, which as a set are 3.7 lb (1.7 kg)
lighter than the standard aluminum
wheels – which had already lost 3.5 lb (1.6
kg) in a 2019 redesign.
An all-new rear-wheel bearing enables
faster wheel changes. The bike’s front-
wheel service stand forced a re-route of
the front brake lines, resulting in an inci-
dental 30 g weight reduction. The swing-
arm has saved 220 g, while the M RR gets
a lightweight 2.8-lb (1.3-kg) 5-Ah battery.
Compared to the standard RR, the fully
fueled M version is 11 lb (5 kg) lighter at
423 lb (192 kg).
Aero as a traction aid

Aerodynamics is the new frontier in su-
perbikes, and BMW’s engineers worked
to leverage it to improve all aspects of
the M RR’s lap times. Developed in the
wind tunnel and on track, the M RR’s
winglets are made of clear-coat carbon
fiber and are designed to provide addi-
tional wheel load. This force helps coun-
teract wheelie inclination, reduces trac-
tion-control intervention and converts
more driving power into acceleration.
BMW claims the winglets are also effec-
tive during deceleration or cornering,

ROAD READY
Volkswagen readies new-generation Golf R

Although the memorable 6-cylinder
The 2022 Golf R is the most powerful
character of the original R32 has given
version of the Golf that Volkswagen
way to turbocharged 4-cylinder propul- has yet produced.
sion in recent years, Volkswagen con-
tinues to deliver V6-type power for the
performance flagship of the Golf lineup,
injecting the all-new 2022 Golf R with
315 hp claimed from a fourth-genera-
tion version of the company’s EA888
2.0-L. The company said Golf R’s engine
now is the most powerful iteration of
the turbocharged and direct-injected
EA888 yet released for production.
The R variant of the recently
launched eighth-generation Golf com-
pact car also is fitted with a more-so-
phisticated 4Motion all-wheel-drive control unit that coordinates the Golf R – a substantial 27-hp hike over
(AWD) system. And in a wink to the R’s 4Motion AWD, front and rear differen- the current model. Torque also is in-
renown as the ultimate VW perfor- tial locks and adaptive dampers to opti- creased, from 280 lb-ft (380 Nm) to
mance car, the 2022 Golf R – not com- mize handling behavior. 310 lb-ft (420 Nm), occurring over a
ing to the U.S. market until late next In addition to the comfort, sport and wider range of 2100 to 5350 rpm, said
year – also will continue to offer the race profiles in the driver-mode selection, Hein Schafer, senior VP for product
choice of a manual transmission at a new “special” and “drift” modes add new marketing and strategy. The fourth-
time when the few remaining shift-it- dimension to the pre-programmed vehi- generation EA888 has variable valve
yourself models from every automaker cle-dynamics modes. Special was opti- timing for both intake and exhaust
continue to disappear. mized specifically for the north course of camshafts, as well as variable lift for
Volkswagen executives and engineers Germany’s Nurburgring race track; drift is the exhaust valves. Fully electronic
discussing the new Golf R’s technical self-explanatory, with VW sternly adding coolant control reduces friction and
advances during a recent virtual media that this mode is not meant for use on warmup times, Schafer said.
presentation also stressed the attention public roads. The 6-speed manual transmission is
lavished on tweaking the high-perfor- standard, with the company’s 7-speed
mance model’s chassis. They cited up- Electronic thermal control direct-shift gearbox (DSG) automated-
grades to brakes and the adoption of a The latest uber-output EA888 delivers manual transmission as an option. The
new Vehicle Dynamics Manager (VDM) over 300 hp for the first time in the DSG transmission will accelerate the
2022 Golf R from rest to 60 mph (0-97
km/h) in 4.7 sec; the new model with
DSG is some 17 seconds faster around
the Nurburgring north course than the
current Golf R. Top speed is 155 mph
Volkswagen will continue to offer (245 km/h), VW claims.
a 6-speed manual transmission for The new torque-vectoring 4Motion
the 2022 Golf R. AWD uses two individual clutches in
the rear-drive unit to vary torque dis-
tribution between the rear wheels. It is
possible to transmit up to 100% of
drive torque to a single wheel, said
BOTH IMAGES: VOLKSWAGEN
Schafer. A maximum of 50% of total

engine torque can be apportioned to
the rear axle.
The 2022 Golf R will be built exclu-
sively in Wolfsburg, Germany,
Volkswagen said.
Bill Visnic

COVER STORY
Volkswagen reveals its

‘PEOPLE’S’
EV
VW’s ID.4 leads the
2021 stampede to
electrification for the
mass market.
At a starting price of $39,995, Volkswagen intends the 2021 ID.4 to be at the by Bill Visnic
vanguard of affordable long-range electric vehicles.
T
he parallels between Volkswagen’s 2021 ID.4 euros in e-mobility by 2024 and will produce 1.5 million “e-cars” by 2025.
electric vehicle (EV) and the brand’s icon, the ID.4 is expected to account for one-third of that total.
Beetle, are unmistakable — particularly the To answer, Ford in September confirmed it was cutting the initially-
rear-mounted powerplant driving the rear announced price of the Mach-E by $1,000 to $3,000 depending on
wheels. Some believe there’s a certain cosmic appro- model, meaning a rear-wheel-drive Mach-E starts at $42,895 –
priateness at work. The Beetle introduced America to $2,900 more than the RWD base model of VW’s ID.4 (all prices be-
a unique European concept of mobility for all. At a fore the federal $7,500 tax incentive or state rebates and before de-
starting price of $39,995, the ID.4, VW’s first dedi- livery charges). The Mach-E also was scheduled to start customer
cated EV for the U.S., may be one of the first models deliveries in late 2020, getting a small head start on the ID.4, which is
to make the EV an option for middle Americans. slated for VW’s U.S. showrooms in first-quarter 2021.
There have been affordable EV predecessors, but until “Price is absolutely a really important factor,” asserted Matt Renna,
now they were either electrified versions of conventional VP of e-mobility for Volkswagen of America, in an interview with
models or comparatively short-range efforts such as Automotive Engineering. But it’s not the only metric crucial to main-
Nissan’s Leaf. These were compromised vehicles and a stream success: “It’s price, space and range,” he added. Renna drove
wide-open-spaces America never was going to accept the company’s battery-electric e-Golf as personal transportation for
small EVs with small battery capacity and small driving more than five years and is confident U.S. consumers will respond to
ranges. The ID.4 is VW’s Beetle for a new era. It leads a a 250-mile (402-km) EV with an SUV-type body style that pencils
surge of EVs such as Ford’s Mustang Mach-E ready for out at well less than $40,000 after tax rebates. “I’m pretty experi-
showrooms and aggressively priced to tempt main- enced in EVs, and if I felt the e-Golf was a good customer value prop-
stream buyers. “Everyman” EVs are finally here. osition, I think that ID.4 is a great customer value proposition.”
It may not be the racing grandeur of “Ford vs. Ferrari,” Meanwhile, corporate valuations for industry heavyweight Tesla
but the early rounds of the affordable-EV tussle could and many hopeful EV startups have skyrocketed as cost concerns
VOLKSWAGEN
shape us as Ford vs. Volkswagen (even though the two abate. Bloomberg NEF, in its Electric Vehicle Outlook 2020 report,
companies are tied in an ever-widening EV and automat- summarizes: “Price parity between EVs and internal combustion ve-
ed-driving global alliance). VW said it is investing 11 billion hicles is reached by the mid-2020s in most segments, but there is a

Volkswagen reveals its
‘PEOPLE’S’
EV
Lithium-ion battery-cost projection
real projected
$1,000 per kWh
800
600
400
200
$156 $61
0
2010 ’12 ’14 ’16 ’18 ’20 ’22 ’24 ’26 ’28 2030
Source: Bloomberg NEF
Tumbling cost for lithium-ion batteries is accelerating the advent

of long-range EVs.
Battery and base rear-drive dictate that EVs without a premium badge to justify
layout for the 2021 ID.4. higher pricing are subject to an inescapable cost calcula-
tion. “Range is just highly correlated with material cost –
and therefore the price of the car. We fight for efficiency;
we fight for not only cost efficiency of the battery, but
energy efficiency of the drivetrain. Those both go in part
to develop that cost and range equation.”
Battery costs are on a steady downward trajectory (see
chart), a major factor in the coming explosion of EV
choice, particularly for SUV and truck body styles.
According to Cox Automotive, there will be 18 non-luxury
EV trucks or SUVs available by 2023. The heavy consumer
shift in the U.S. to SUVs and pickups is what inspired VW
to give its first EV for the U.S. a compact SUV configura-
tion. Interior room was crucial for customer appeal.
“There are a lot of more-compact SUV’s in the market,
which are more energy efficient because they take up
less space and aerodynamic area, Renna said. “And
they’re lighter. But we felt they’re less usable. We also
make those [sub-compact SUVs], like the ID.3 in Europe.
But the sweet spot for the U.S. market seems to be the
CLOCKWISE FROM TOP LEFT: VOLKSWAGEN; BLOOMBERG NEF; VWoA

compact SUV and we wanted something that delivered
the same utility as the sweet spot of the market.”
Volkswagen has made much of its investment in the
Cutaway of VW Group lithium-ion battery pack.
ID.4’s modular MEB dedicated-EV architecture and its
flexibility. Renna said MEB is adaptable for the wide
wide variation between geographies.” spectrum of EVs the global market will demand. He said
Initial ID.4 models will be imported from VW’s Zwickau assembly MEB can range from the ID.3 to large vehicles such as the
plant in Mosel, Germany. Starting in 2022, U.S. ID.4 production will be anticipated production version of the ID Buzz concept, a
sourced from the company’s assembly plant in Chattanooga, 3-row van/SUV. The VW-Ford alliance will see the
Tennessee, and the plant will build a “localized version” of the ID.4 Dearborn-based automaker source 600,000 MEB plat-
priced from around $35,000. forms and related components starting in 2023.
“We’re the masters at VW, the masters at this plat-
form strategy,” Renna asserted. “We understand which
Detailing price, space and range parts are efficient to carry over car-to-car. And that can
Some EV number-crunchers already are questioning whether driving span a very wide range of vehicle sizes and which parts
ranges of much less than 300 miles (483 km) will suit American de- need to be invested for separately. When you look at
mands, but Renna said the economics of current battery technology the MEB platform, being able to scale from an ID.3, all

COVER STORY
the way up to an ID Buzz, I think, dem- structure between the chassis side rails. Borrowing one beloved customer perk
onstrates the scalability of the platform.” Renna said the AWD variant — coming from Tesla — the company VW Group of
By 2029, VW projects that 20 million “roughly midyear” — will use the same America CEO Scott Keogh claims is not
vehicles will be built on MEB. battery pack size. “[The AWD model] a direct competitor — the ID.4 comes
Renna added that MEB also has its takes a little hit in range, but it’s the with three years of fast charging from
own advantages for crucial dimension- same battery pack.” VW subsidiary Electrify America.
al aspects such as width and dash-to- AE Smalley Ad 1220.qxp_1/2 Page Island 11/12/20 1:32 PM Page 1
axle ratios. “People get focused on
width, because of axles and tire loads,
a lot of things to do with the chassis
components, and that’s consistent. But
we call [MEB] a single platform; we
designate within the platform our plat-
form variants. With those platform
variants, you can change axle pro-
grams and width appropriately to
manage those attributes.”
Such considerations are what makes
EV platform strategy “maybe a little bit
different from ICE,” he continued, “be-
cause the cross-structure is quite a bit
different. You don’t have the engine in
front of you, which gives you a lot more
flexibility, overhangs and that axle-to-
dash distance. Whereas in an internal
combustion vehicle, a lot of your crash
load is going through the front engine
compartment. You’ve got to design the
car very differently.”
Compact dimensions,
conventional construction
In terms of its overall size, ID.4 sits in
the middle of the compact SUV seg-
ment. At 180.5 in (4,585 mm) overall, it
STAINLESS IS STANDARD
is 4.6 in (117 mm) shorter overall than
VW’s Tiguan, while the ID.4’s wheelbase
is just 0.9 in (23 mm) shorter than the
Tiguan’s 108.9-in (2,766-mm) between Our rings provide the same fit Electrical Coupler Gear Assembly
axles. The ID.4’s height is 64.4 in (1,636 and function as stamped rings,
but are easier to assemble and
mm), 1.9 in (48 mm) lower than Tiguan.
remove with no special tools.
Although its battery pack is encased in Standard parts available in stainless
aluminum, the ID.4’s body and chassis are (302 & 316) and carbon steel.
steel. The ID.4’s battery supplier is SK
Standard or custom, we’ll provide
Innovation (SKI) and that the U.S.-built
you with the right ring, in the right
ID.4’s battery cells will be sourced from material, for your application.
SKI’s new production facility in
Commerce, Georgia. As of mid-Novem-
ber, SKI was in a legal technology-owner-
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rear-drive ID.4 is comprised of 288
pouch-configuration cells arranged in
12 modules housed in the aluminum

Volkswagen reveals its COVER STORY
‘PEOPLE’S’
Traction motors for Volkswagen’s
EV
battery-electric ID-family EVs are
designed and manufactured in-house.
Major components come from various
manufacturing sites in the VW Group
Components division.
The ID.4 is fitted with an 11-kW onboard charger for AC recharging or

DC fast-charging. Using a 125-kW DC charger, the ID.4 can recharge
from 5% of battery capacity to 80% in roughly 38 minutes, VW claims.
The traction motor for the rear-drive ID.4 generates 201 hp (150 kW)
and 288 lb-ft (390 Nm). When the ID.4 is fitted with AWD, it will de-
velop 302 hp (225 kW).
Projected drivetrain mix In a strategy certain to differentiate automakers in the new EV land-
through 2040 scape, Renna said VW is intent on designing and developing much of
the crucial hardware for EVs, including the traction motors, in-house.
Global annual passenger vehicle sales Global share of
The company’s total components
internal annual passenger
division (Volkswagen Group
by drivetrain vehicle salesinby
Components) drivetrain
Germany that produces seats and steering gears for
% specific assembly plants has expanded into batteries and e-machines,
Million Renna explained.
100%
100 Internal “That doesn’t necessarily mean that 100% of cars made by
combustion Electricby this components
80 Volkswagen or Volkswagen Group are supplied
80%
Fuel cell
division,” he noted. “But we do consider them kind of an internal sup-
60 60%
plier. And in the area of batteries and drive units, we absolutely see it
Internal
as a strategic investment for us and our technology.”
combustion
40 Plug-in 40%
hybrid
20 Changing climate via the market
20%
Fuel cell
Battery
electric Whether consumers are ready for EVs or vice-versa, the propulsion
0 0%
2015 2020 2025 2030 2035 2040
transformation has another driver: the accelerating push to address
2015 2020 2025 2030 2035 2040
climate change. Although the COVID-19 pandemic disrupted some
launch plans, a September 2020 report from Cox Automotive said,
Global share of total annual passenger “the push to electric is inescapable as carmakers scramble to meet
vehicle sales by drivetrain strict emissions targets in Europe, China and nationally, including
% California and an ever-growing list of states that have adopted or are
100% poised to adopt California’s zero-emissions mandate.”
Renna makes the connection between climate change and mass-mar-
Electric
FROM TOP: VOLKSWAGEN; BLOOMBERG NEF
80% ket potential for EVs. “I think our core vision for this product was acces-
sible e-mobility. And it comes from a greater place of us understanding
60% the effects of CO2 on climate change and the contribution of the trans-
Internal
combustion portation industry in that,” he said. “And if you look at where we’re going
40% as a company, globally, towards being carbon neutral in the future, I
Fuel cell think the way we get there is by creating efficient, clean transportation.
20% “We can sit and talk about the connected features, the autono-
mous features, the range, the performance — and of course each one
0% of those is their own engineering feat,” Renna said of the ID.4 “We
2015 2020 2025 2030 2035 2040
deliver a lot of bang for the buck. I think that’s what we’re most
Source: Bloomberg NEF proud about: giving a more-than-viable, compelling package.”

Answering
PROPULSION FEATURE
the fuel-cell
compressor
question
The optimum
compressor device for
a fuel cell depends on
vehicle application –
Ghosted view of an Eaton and a lot more.
TVS-based electrically-driven
compressor for FC applications An Eaton expert explains.
shows helical rotor design. by Lindsay Brooke
W
hat’s the optimum way to feed air to a hy-
drogen fuel cell? Since industry interest in
The air-delivery challenge
fuel-cell (FC) propulsion for ground vehicles Eaton has a significant development program that is tailoring the com-
was kindled in the 1990s, development en- pany’s Twin Vortices Series (TVS) Roots-type supercharger, widely em-
gineers have investigated various solutions to supply air ployed in high-performance V8 combustion engines as well as in a
to the cathode (input) side of fuel-cell stacks. Prototype family of diesel EGR pumps, for electrically-driven FC duty. The TVS
stacks have employed Roots-type compressors, centrifu- design uses a pair of four-lobe rotors, each twisted 160 degrees, to
gal machines, scroll- and twin-screw-type devices and provide a higher helix angle. In a V8, the TVS design is proven to de-
even miniature Wankel rotary compressors (part of a liver 12% greater efficiency, with lower noise and vibration compared
Ballard Power Systems patent in the early 2000s). with a conventional Roots-type lobe geometry.
Each technology has benefits and disadvantages, Eaton’s TVS design is available in two different specifications: the
depending on the specific power strategy and applica- four-lobe R-Series that is optimized for peak power applications
tion. Eaton Roots-type superchargers have been pres- and the three-lobe V-Series aimed at low-flow efficiency, particu-
ent on FC development programs at many OEMs. Since larly for two-stage boosting systems. But compared with the blow-
then, there has been a bifurcation in the market as in- ers used on muscle-car engines, the Eaton compressors aimed at
dustry focus has expanded beyond light passenger ve- FC applications have different lobe geometries, lower-inertia recip-
hicles to heavy-duty truck applications, according to Dr. rocating components and very different operating requirements,
Mihai Dorobantu, director, technology planning and Dorobantu explained.
government affairs at Eaton’s Vehicle Group. “The fuel cell unit has to deliver air in very precise quantities
“We’re seeing centrifugal devices used by Bosch and the way this is set up, it operates in high-, mid- and low-load
and Garrett-Honeywell, which are smaller and quieter situations. But the question is, where do you optimize for peak
than the Roots device – but for efficiency reasons they efficiency? And how does your efficiency degrade when you’re off
need to spin at 120,000 rpm to 150,000 rpm. Really the peak?
high speed!” Dorobantu told SAE International. “Superchargers are designed for maximum flow for when you need
Eaton sees the thrust of fuel-cell vehicle applica- snap acceleration and the extra horsepower,” he continued. “It
tions currently directed to commercial vehicles, where doesn’t need to be efficient at low speeds or low-flow situations. In a
hydrogen can be a serious competitor to diesel fuel in fuel cell, because it is used at different loads, it becomes really im-
terms of energy density, refueling time and overall portant that the air-supply device is efficient across its full operating
cost to move one ton of freight one mile. range. Because if you’re not using the device efficiently, you’re just
“There is a debate within the FC development com- burning hydrogen.”
munity over compressor technology: Should it be a Some fuel cells are designed for optimal efficiency at one operat-
Roots-like low-speed device in which the speed of the ing point (no transients) – part of a “charge maintaining” strategy
rotor – rated at 10,000 to 20,000 rpm – controls the ex- that constantly recharges the vehicle battery, which is larger.
act amount of air that is being pushed into the fuel cell?” Centrifugal machines might make sense in this scenario. But
Dorobantu asks. “Or should it be a high-speed centrifu- Dorobantu argues that they have surge and choke lines “so you have
gal device that’s based on turbocharger technology? to be careful when you start them up – navigate between those lines,
EATON
There are different philosophies in the fuel-cell business.” get to your operating point and stay there forever.”

Answering PROPULSION FEATURE
the fuel-cell
compressor
question
following FCs, the Roots-based TVS compressor is
well-suited.
In heavy commercial-vehicle applications, FC peak
power typically is around 300 kW, but the average pow-
er is 150 kW. Adding more stack costs less than adding
more battery. “In the big-stack/small-battery model, the
air-supply system must be able to follow load and be
efficient at almost all load situations,” he explained. “On
the other hand, in the charge-sustaining strategy (small
stack/big battery), it is important to have the most ef-
ficiency possible on that one operating point.”
Going forward, Eaton’s TVS development will con-
tinue to explore lightweight materials for faster re-
sponse; higher pressure ratios (up to 3:1) to increase
efficiencies across the operating map; reduced noise
and vibration, and energy recovery.
A performance map for Eaton’s R410 TVS compressor. Testing has demonstrated “The air compressor is the largest parasitic on a fuel
improved Pressure Ratio (PR) capability to 3.0, improved durability life to 15,000+ cell,” Dorobantu said. “For example, for an 80-kW fuel
hours and reduced NVH to 75 dB.
cell, you can expect 10 kW or more to go into the
[compressor’s] electric motor. Working with the DoE
“Load-following” FCs, by comparison, are sized to maximum de- [U.S. Dept. of Energy] a few years back, we showed
mand and are paired with a small battery. The fuel cell follows de- that we can recover 5 kW of parasitics at the highest
mand and can operate efficiently at any point, “so you don’t end up load. There is still a lot of technology needed for these
EATON
EATON
with a stalled, or choked or surged compressor,” he said. For load- machines to achieve their mission.”
ICU HV Connector HV Junction HV Charging

(Integrated Block Coupler
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B FA
HV/LV Wiring Harness Built-in Cam Battery Disconnect Unit (Busbar Frame Assembly)
22 November/December 2020 Free Info at http://info.hotims.com/76520-709 AUTOMOTIVE ENGINEERING

Tire pressure’s impact on
ELECTRIFICATION FEATURE
EV driving range
To improve efficiency
of all its vehicles,
but particularly EVs,
Geely plans to tighten
acceptable thresholds
for tire-pressure loss
over time. Shown is
Geely’s Geometry A
electric vehicle.
A new study shows that tighter control of tire-pressure loss can lead to
marked improvement in electric-vehicle efficiency.
by Lamei Tang, Sheng Wei, Jeffrey Valentage, Zheng Li and Sujith Nair
E
lectric-vehicle development teams have made great advanc- Conventional innerliner compounds include bromo-
es in improving vehicle range, mitigating “range anxiety” for butyl and chlorobutyl polymers. To achieve superior
the end customer. While much focus has been on advances performance, high-performance polymers such as bro-
in battery technology, controls and vehicle aerodynamics, EV minated isobutylene-co-paramethylstyrene (BIMSM;
driving range also is significantly affected by tires. trade name Exxpro specialty elastomer), should be
Energy-inefficient tire construction, sub-optimal inflation and other used because they have a lower permeability than con-
factors can adversely impact EV range. Tires lose a certain amount of ventional halobutyl polymers. Because air loss over time
air on a continuous basis. An underinflated tire is less stiff and its de- reduces inflation pressure, the “in-use” rolling resistance
formation is much higher, leading to a larger amount of heat dissipa- experienced in actual driving conditions can be higher,
tion and ultimately higher rolling resistance and poor range efficiency. leading to lower fuel economy. Unfortunately, these
A recent collaborative study by Geely Research Institute, aspects might not be captured in the laboratory tests
Shanglong Linglong Tire Co. and ExxonMobil examined the effect of for measuring rolling resistance coefficient (RRC).
air loss (such as experienced after months of driving) on the tire’s Geely Engineering is taking a more balanced ap-
actual rolling resistance — and the subsequent effect on an EV’s proach when it comes to improving tires by focusing
range. Results from the study will help determine tire specification on the “in use” RRC to improve the experience of end-
for Geely Auto Group’s next generation of EVs. use customers.
In examining several production tires, the survey showed that
more than 48% had poor air retention, demonstrated via inflation
pressure loss rates (IPLR) greater than 3%. This was typical. Only 6%
Beyond tire-pressure monitoring
of the tires had the best possible air retention (IPLR < 1.7%). It is dif- In an early effort to help prevent catastrophic failures on
ficult to design a tire that is entirely leak-proof; a simple approach to the road due to severely underinflated tires (> 20% un-
minimizing air loss from tires is by designing an effective innerliner, derinflation), tire-pressure monitoring systems (TPMS)
the thin layer responsible for air retention. Innerliner composition and were implemented. Geely believes this is inadequate, as
design are the most crucial factors affecting air retention. TPMS does not prevent consumers from driving with
Air loss is affected primarily by innerliner compound permeability, underinflated tires prior to the warning system being
the innerliner thickness and end-point-to-toe distance (the point activated. In 2018, Geely initially released a version of
where the innerliner ends). Among these three factors, the biggest TPMS with an IPLR trigger of < 3.5% and in 2019 a sub-
contributor to air loss reduction is permeability. For example, de- sequent specification improvement to < 2.5% IPLR. With
creasing the innerliner end-to-toe distance by 50% (from 20 mm to increased global market demand for EVs it has become
10 mm) and increasing thickness by 15% (0.65 mm to 0.75mm) de- more critical to focus on “in-use efficiency” rather than
liver respective IPLR improvements of 10% and 18%. But reducing the a laboratory-generated RRC data points.
GEELY
permeability coefficient by 40% yields an IPLR improvement of 30%. For this study, four 215/50R17 passenger-car tires

Tire pressure’s impact on ELECTRIFICATION FEATURE
EV driving range
Effect of tire inflation-pressure loss rate on overall electric- Effect of different tire inflation pressure loss rates on electric-vehicle
vehicle efficiency. driving range.
with different innerliner designs and air-loss rates were

manufactured at LingLong; all other specifications were
identical. The innerliners ranged from low-performance
conventional systems (70/30 BIIR/NR) with high air
loss to the highest-performance innerliner system (100
phr Exxpro 3563) with the lowest air loss.
When the innerliner composition is changed from
70/30 BIIR/NR (Tire B) to 100 BIIR (Tire C), the IPLR is
improved by 33%. Conversely, when innerliner thick-
ness is increased by 15% — from 0.7 mm (Tire A) to 0.8
mm (Tire B), the IPLR improvement is just 10%. Figure
5 shows that Exxpro 3563-based innerliners (Tire D)
have the best IPLR performance — almost 40% lower
than the control tire (Tire A). From previous studies
conducted by ExxonMobil Chemical, it was found that
Inflation-pressure loss rate of tires with various innerlayer construction.
the air loss of tires subjected to real-world conditions
was around twice that obtained in static conditions in
the laboratory. To predict air loss after six months, the actual average range would be 344 km with the use of high IPLR tires
IPLR values are multiplied by a factor of predicted (> 3.1%) and around 353 Km with low IPLR tires (< 1.8%). These re-
pressure loss for the four tires, accounting for the sults can be projected onto overall vehicle efficiency. In the theoreti-
measured IPLR and the dynamic conditions. cal vehicle’s baseline, efficiency is close to 11.5 kWh/100 km (assum-
Not surprisingly, the six-month predicted pressure ing the tires had an IPLR around 0 %). Due to the range loss from tire
loss for tires with high IPLR (> 3.1 %, Tire A) is much A (IPLR 3.16%), the efficiency is reduced to 11.9 kWh/100 km. When
higher than for tires with lowest IPLR (< 1.8, Tire D). It using Tire D (IPLR 1.73%), the efficiency is degraded to just 11.6
also is expected that the rolling resistance change for kWh/100 km. The energy wasted by using Tire A rather than Tire D is
the tires with IPLR > 3.1% (Tire A) is much higher than approximately 0.3 kWh/100 km.
for the tires with IPLR < 1.8% (Tire D). Assuming an average vehicle travels 12,000 km (7456 mi) per year,
the annual wasted energy difference between using these two sets of
tires would amount to 36 kW-h. Over the vehicle’s life, a variable tire
Enhancing range, reducing RRC could account for up to 4% battery-charge difference.
energy consumption Reducing IPLR and “in-use” RRC creates the potential for Tier 1
The range loss for the tires with IPLR > 3.1% (Tire A) is suppliers and OEMs to consider a lighter and/or less-expensive bat-
much higher than for the tires with IPLR < 1.8% (Tire tery. And ExxonMobil Chemical road testing has demonstrated that
D) and proportional to the calculated rolling resistance EV range can be improved from 3-7% with optimized tire IPLR.
ALL IMAGES: EXXONMOBIL
changes in six months. Range loss is highest for the In the future, we expect that an IPLR < 1.8% will be the target spec-
tires with the highest IPLR (tire A) and lowest for the ification for class-leading EVs.
tires with the lowest possible IPLR (tire D).
The chart at upper-right assumes a projected EV About the Authors: Lamei Tang is with Geely Research Institute; Sheng Wei
base range to be 360 km, possible only if the IPLR of is with Shandong LingLong Tire Co. Ltd. Jeffrey Valentage, Zheng Li and
the tires was near zero. Based on the study results, the Sujith Nair are with ExxonMobil Chemical Co., Specialty Elastomers & Butyl.

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Thermocouple amplifier module Direct-drive high force linear actuator

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NEW HIGH-PEAK POWER LINE LASER FOR

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Wednesday, December 16, 2020 at 9:00 am U.S. EST
The mainstream LiDARs used for robotaxis and autonomous consumer vehicles either utilize a few tens of
360-degree rotating laser beams to build 3D models of the vehicle environment or apply a laser flash to capture
the entire front scene in one shot without moving parts. These incumbent approaches have their advantages and
target market, but they also have drawbacks. In order to solve the current market pain point, a novel high-peak
power line laser with high horizontal and vertical resolution has been devised to provide a cost-effective way to
enable L2-L4 autonomous driving. This 60-minute Webinar discusses the design approach and considerations,
technical challenges, industrialization status, and application examples of the new line laser.
HOW VCONN, A USB-C FEATURE, CHANGES THE

CAR-TO-PASSENGER EXPERIENCE
Available On Demand
This 60-minute Webinar explains the importance of adding VCONN to OEM RFQ requirements for
automotive USB-PD ports as the market shifts from traditional standard A receptacles to newer USB Type-C™
receptacles. It also discusses how adding VCONN to USB-C ports makes it possible to detect and query
passengers’ type-C cable identity and performance features. The Webinar also looks at how vehicle OEMs
who invest R&D dollars in non-VCONN USB-C ports will not be able to meet the ever-growing expectations
of car buyers for fast charging, which can have a detrimental effect on brand perception.

Q&A
Setting Hyundai’s safety strategy
Brian Latouf, Hyundai North America’s chief safety officer, talks safety tech,
standards and industry trends.
One year ago this month, Brian Latouf joined Hyundai North In safety recalls in recent years, suppliers are inevitably in-
America as Chief Safety Officer, responsible for all safety-compli- volved because of the systems nature of the technology.
ance matters, strategic direction and oversight of all safety and Going forward, do you expect suppliers will be called out in-
emissions investigations and recalls in the U.S., Canada and creasingly in vehicle-crash situations, even though the OEM
Mexico. A mechanical engineer experienced in vehicle structures has vehicle integration responsibility?
and safety testing, Latouf is also a Six Sigma Black Belt who pre- At the end of the day, vehicle safety is the OEM’s responsibility.
viously served as executive director of GM’s Global Safety Field Our brand is on the vehicle. We’re constantly doing data analytics
operation. He spoke about Hyundai’s for vehicles in the field. It’s important
safety-related developments with SAE that the safety organization is indepen-
Media editor Lindsay Brooke. dent of the engineering-release busi-
ness and is functionally unbiased so it
Given Hyundai’s focus on technol- can take a technical view of what’s
ogy across its brands, where does happening and act if needed. There is a
safety reside in terms of develop- balance between supplier knowledge
ment priorities? and involvement in that process.
We’re all-in on safety. It’s embraced
at the top level of the organization. Do you expect more alignment be-
Safety is foundational to Hyundai and tween U.S. and European NCAPs?
is a core area of our innovation. We I don’t see U.S. and European New
call our approach the ‘circle of safety.’ Car Assessment Programs coming
We learn from what’s on the road together any time soon. We expect
today, looking at crashes, vehicle be- NHTSA to upgrade their NCAP pro-
havior, quality issues — things my gram over the next year, to include
team can address immediately and enhancement of active safety sys-
also that serve as a ‘launch pad’ for tems — to encourage more technol-
improvement and future innovation. Latouf and a close friend: Hyundai’s safety boss strongly ogy onboard vehicles to avoid the
believes that driver monitoring will be part of the ADAS crash. We also expect pedestrian pro-
Hyundai’s rise as an IIHS Top Safety future below SAE Level 3. tection systems required for North
Pick (TSP) Award winner has been America. There are approximately
remarkably swift.
We’re currently tied for the lead —
“We’re currently tied 6,000 fatalities per year between
vehicles and pedestrians and cyclists.
we have 10 TSPs or TSP-Pluses, most
recently with the new Venue, our
for the lead - we have 10 The industry has for a long time pri-
smallest SUV. Earning a TSP is not
just one crash test! It’s a whole slew
[IIHS] Top Safety Picks, oritized protection of the front-seat
occupants. Will rear seat-occupants
of challenging crash tests and engi- or TSP-Pluses.” eventually have the same level of
neering requirements. protection as those in the front?
Rear-seat protection is improving
What sort of challenge is establish- steadily. For side impact, there is
ing real safety leadership in the pub- FMVSS 214, which includes rear-seat
lic’s mind in 2020, given the ever- occupants and has to meet certain
increasing roster of technologies thoracic, pelvic and head impacts.
that are either mandated or are de- It’s a small female dummy to look at
ployed by most other OEMs? a smaller-stature occupant. The IIHS
It’s a difficult equation to balance. test also has a rear-seat occupant
What’s exciting to me is Hyundai isn’t for side-impact crashes. NHTSA’s
going to compromise on any part of looking at adding rear-seat occu-
HYUNDAI
the equation, on both the passive- pants for its front-crash tests, as part
and active-safety sides. of its NCAP enhancement. I don’t

Q&A
The Hyundai Nexo hydrogen fuel cell electric SUV has earned a Top Safety Pick+ recommendation from the IIHS in 2019. Hyundai nominated
the vehicle for early testing, which also enabled IIHS opportunity to evaluate a FCV.
think increasing rear-seat occupant protection will require as Speaking of SAE automated-driving levels, Level 3 is contro-
big a leap as has been needed for front-seat occupants. We versial. Do you see a role for that transitional automated driv-
may see more seatbelt pretensioners for the rear seats. ing level?
Possibly, but we’re not there yet. I see a Level 2 and a Level
What interests you and your company in terms of safety-relat- 2-Plus. Level 2 is constantly ‘hands on wheel’ with adaptive
ed technologies? cruise control, lane centering. The vehicle can center itself and
Hyundai is really getting into Diagnostic Health Management slow, stop and accelerate to the speed you want, but the
— sensors and diagnostic systems in the vehicle to manage wheel requires you to constantly engage it. You can’t have
potentially catastrophic events and to alert the driver. We’re hands-off-wheel. A Level-2-Plus gives the ability to go hands-
doing a lot of research into this. off. To do that requires driver moni-
And what Standards are you looking

“I feel very strongly that toring. I feel very strongly that driv-
er monitoring is in our future for
at most closely?
NHTSA has added further develop-
driver monitoring is in systems below Level 3. You’re con-
stantly making sure the driver is
ment time to FMVSS 141, the ‘Quiet our future for systems engaged in the driving task — and
below [SAE] Level 3.”

Car Rule’ [Minimum Sound eyes-on-road is extremely impor-
Requirements for Hybrid and Electric tant for that. You can get by with
Vehicles]. It’s very critical for visually hands-off-the-wheel if the driver’s
impaired people to hear a vehicle as attention is there so they can re-
they near a crosswalk. EVs are so qui- engage quickly.
et and we’re invested heavily in them. Can we safely go to a Level 3, or
But I think it’s just the right thing for do we just jump to Level 4? In cer-
the industry to do. tain ODDs [Operational Design
Domains] such as highways that
What’s your view of safety and AVs? meet the right criteria, maybe you
We’ve partnered with Aptiv in the new can go to a Level 4 and [the driver
venture called Motional, announced in can] disengage. At that point in-
March 2020. We’re also very focused frastructure — lane markings,
HYUNDAI
on ADAS, Level 2 — SAE should be lighting — becomes very important

ready to upgrade its Level numbers! for safety.

COMPANIES MENTIONED
Company Page
American Association of Medical Instrumentation ..........................6 General Motors ..............................................................................7, 8, 13 SAE International ..............................................................................6, 12
Aptiv ......................................................................................................... 7 Harold G. Schaevitz Industries ...........................................................25 Samsung Research America.................................................................9
Bloomberg NEF .....................................................................................17 Hevo ......................................................................................................... 7 Shanglong Linglong Tire Co. .............................................................. 23
BMW ....................................................................................................7, 14 Honda....................................................................................................... 7 SK Innovation.........................................................................................19
BorgWarner............................................................................................. 8 Hyundai.................................................................................................... 7 TDK Corp................................................................................................ 27
Brunel University ...................................................................................12 Idaho National Laboratories ................................................................. 7 TDK RF Solutions.................................................................................... 7
Camcon Automotive .............................................................................12 IHI ............................................................................................................ 7 Tesla.........................................................................................................19
Chevrolet ................................................................................................13 JaguarLandRover ..................................................................................12 The L.S. Starrett Company .................................................................. 27
COMSOL ...................................................................................................9 KAIST ........................................................................................................ 7 Toyota................................................................................................... 7, 9
Continental .............................................................................................. 7 Lear ........................................................................................................... 7 Toyota Research Institute of North America .....................................9
Cox Automotive.....................................................................................18 LG Chem..................................................................................................19 Tula Technologies ................................................................................... 8
Cummins.................................................................................................. 8 Magna......................................................................................................12 U.S. Department of Energy...................................................................6
Eaton .......................................................................................................21 MathWorks ..............................................................................................11 U.S. Food & Drug Administration ........................................................6
Electrify America ...................................................................................19 Melexis ...................................................................................................26 Vayyar ....................................................................................................25
ExxonMobil ............................................................................................ 23 Microchip Technology..........................................................................26 Vector ..................................................................................................... 27
ExxonMobil Chemical ..........................................................................24 Moticont .................................................................................................25 Volkswagen ............................................................................................16
Ferrari ......................................................................................................17 Nissan ......................................................................................................17 Volkswagen Group Components .......................................................20
Ford .......................................................................................................... 7 Nissin .......................................................................................................15 WiTricity................................................................................................... 7
Geely Auto Group................................................................................. 23 Qualcomm ............................................................................................... 7
Geely Research Institute ..................................................................... 23 ROHM .....................................................................................................25
STATEMENT OF OWNERSHIP
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Automotive Engineering 2. Publication Number: 474-100 3. Filing Date: 10/23/20 4. Issue
Frequency: Jan/Feb, Mar, Apr, May, Jun, Jul/Aug, Sept, Oct, Nov/Dec 5. No. of Issues Published
Annually: 9 6. Annual Subscription Price: $115.00 7. Complete Mailing Address of Known Office
of Publication (Street, City, County, State, and Zip+4) (Not printer): Tech Briefs Media Group, 261
Advertiser Page Web Link
Fifth Avenue, Suite 1901, New York, NY 10016 8. Complete Mailing Address of Headquarters or
General Business Office of Publisher (Not printer): SAE International, 400 Commonwealth Drive, Alps Alpine Co., Ltd........................................... 9...................................www.alpsalpine.com
Warrendale, PA 15096 9. Full Names and Complete Mailing Addresses of Publisher, Editor, and
Managing Editor. Publisher (Name and Complete Mailing Address): Joseph T. Pramberger, 261
Fifth Avenue, Suite 1901, New York, NY 10016; Editor (Name and Complete Mailing Address):
AutoForm Engineering USA, Inc.......... Cover 2....................................www.autoform.com
Lindsay Brooke, 755 West Big Beaver Road, Suite 1600, Troy, MI 48084 Managing Editor: None
10. Owner (If the publication is owned by a corporation, give the name and address of the corpora- Coilcraft..............................................................13.................................................coilcraft.com
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Amount of Bonds, Mortgages, or Other Securities. Full Name and Complete Mailing Address:
None 12. For Completion of Nonprofit Organizations Authorized to Mail at Nonprofit Rates. The Pickering Interfaces ...............................Cover 4................... pickeringtest.com/simulation
purpose, function, and nonprofit status of this organization and the exempt status for federal income
tax purposes: Not applicable 13. Publication Name: Automotive Engineering 14. Issue Date for SAE Government/Industry
Circulation Data Below: October 2020 15. Extent and Nature of Circulation (Average No. Copies
Each Issue During Preceding 12 Months/Actual No. Copies of Single Issue Published Nearest to
Digital Summit................................................ 5..................................................sae.org/gim
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704/658 h. TOTAL (Sum of 15f and 15g): 23,246/22,009 i. Percent Paid and/or Requested Circula- Tech Briefs TV ..................................................26........................................techbriefs.com/tv
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AUTOMOTIVE

Eaton supercharges fuel cells

Q&A: Hyundai’s safety boss

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Free Info at http://info.hotims.com/76520-701

@SAEAutoMag @saeaei SAE Magazines

6 Automotive Engineering®, November/December 2020, Volume 7, Number 9. Automotive

AUTOMOTIVE ENGINEERING November/December 2020 1

the market’s Publisher Eun-Tae Kim

2 November/December 2020 AUTOMOTIVE ENGINEERING

4 November/December 2020 AUTOMOTIVE ENGINEERING

Paul Mascarenas, OBE

Ken Washington, PhD

David L. Schutt, PhD

more information, please visit students.

6 November/December 2020 AUTOMOTIVE ENGINEERING

supply to the electric vehicle. Tests us-

AUTOMOTIVE ENGINEERING November/December 2020 7

Tula DMD aims for more-efficient e-machines

8 November/December 2020 AUTOMOTIVE ENGINEERING

Multiphysics helps transform

point, then we go to a prototype.”

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/76520-704 9

COMSOL’s motor module

tools for realistic fluid flow and electro-

10 November/December 2020 AUTOMOTIVE ENGINEERING

phase flow to optimize performance in

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/76520-705 November/December 2020 11

Is the camshaft being timed out?

New Magna seat puts connectivity in the second row

12 November/December 2020 AUTOMOTIVE ENGINEERING

to enter production for the 2023

WA8351-AL SMT Transformer

Free Samples @ coilcraft.com

BMW reveals its first “M” performance-badged two-wheeler

BMW’s first-ever M-badged motorcycle, the M 1000 RR, effectively is a

14 November/December 2020 AUTOMOTIVE ENGINEERING

Aero as a traction aid

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/76520-707 15

Volkswagen readies new-generation Golf R

Schafer. A maximum of 50% of total

16 November/December 2020 AUTOMOTIVE ENGINEERING

Volkswagen reveals its

AUTOMOTIVE ENGINEERING November/December 2020 17

$1,000 per kWh

Source: Bloomberg NEF

Tumbling cost for lithium-ion batteries is accelerating the advent

CLOCKWISE FROM TOP LEFT: VOLKSWAGEN; BLOOMBERG NEF; VWoA

18 November/December 2020 AUTOMOTIVE ENGINEERING

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/76520-708 19

The ID.4 is fitted with an 11-kW onboard charger for AC recharging or

20 November/December 2020 AUTOMOTIVE ENGINEERING

AUTOMOTIVE ENGINEERING November/December 2020 21

ICU HV Connector HV Junction HV Charging

22 November/December 2020 Free Info at http://info.hotims.com/76520-709 AUTOMOTIVE ENGINEERING

AUTOMOTIVE ENGINEERING November/December 2020 23

with different innerliner designs and air-loss rates were

24 November/December 2020 AUTOMOTIVE ENGINEERING