Dynamix 1 09 En

7/31/2019 Dynamix 1 09 En

1/28

The face of cfd Y s S s

ss t b ut s w k

(navi)STar of dieSel engineSf s w p t t

m ss s t

A MAGAZINE FROM THE HALDEX GROUP NO 1/2009

The climate issueT s

u u t

Largest order everfor Haldex5th generationAWD to VW Cutting-edgeCadillacHaldex AWDin the new SRX

1_28_cover_dy_109.indd 1 2009-11-11

7/31/2019 Dynamix 1 09 En

2/28

www.haldex.c

20926

Content

Haldex Dynamix is a magazine published by the Haldex Group, Biblioteksgatan 11, Box 7200, SE-103 88 Stockholm, SwedenEditor in chief: Lena Olofsdotter Editorial services, design and prepress: Appelberg, Box 7344, SE-103 90 Stockholm Sweden, Tel + 46-8-406 54 00Managing editor: Anne Hammarskjld Editorial committee: Thomas Holm, Magnus Johansson, Lisa Kallel, Diana Spieler, Steve ZarembskiCopy editing: Valerie Mindel Graphic design: Magdalena Taubert Print: Elanders AB Cover photo: IstockphotoSubscription: [email protected] or Fax + 1 (816) 891 9447. Haldex Dynamix is published twice a year, in Chinese, English and German

ExpertiseLargest ever order Haldex has secured an orderworth SEK 4.5 billion to deliver a new all-wheel-

drive system to Volkswagen. 5

the four Leading Ceos of European truck manu-facturers share their views on the major challeng-es for development and growth. 9

ahead of the game AVL needs to predict thefuture so that the automotive companies it workswith will be fitting tomorrows engines. And thefuture is hybrid. 12

advanCed egr (exhaust gas reCirCuLation) is

Navistars in-cylinder solution for meeting thetough new emission regulations fordiesel engines. 16

gaLLery Consep is designed to remove oil andother particles from the compressed air system oftrucks and buses. 19

a CadiLLaC renaissanCe when the 2010 CadillacSRX is launched with an Haldex all-wheel-drive-system (AWD). 20

green initiatives rewarded Haldex Traction plansto develop an electrical rear axle for four-wheel-drive hybrid cars. And Haldex Hydraulic SystemsEngine Business Unit has won the sustainabilitycategory in an annual competition. 26

2 Haldex Dynamix 1/2009

Newsin short Haldex secures a pump order worth 50million EUR from Perkins. And the Haldex F15offers a variety of options. 4

in short Haldex has secured an order for Calmapumps from STILL. And a Cummins-Scania jointventure has resulted in an order for a range ofXPI fuel transfer pumps. 6

Haldex Peoplea perfeCt matCh Yogesh Saindane is the managerof CFD, or computational fluid dynamics, at HaldexEngineering Centre in Pune in Western India. 22

5

2-03_cont_dy_109.indd 2 2009-11-11

7/31/2019 Dynamix 1 09 En

3/28

www.haldex.com

s c or a cleaner and sa er environ-ment are steadily increasing. Every day newspaperspublish stories about new environmental fndings,technologies and political action to reverse negativeenvironmental trends. Due to new legislation in Europe,the United States and Asia, requirements concerningemission reductions and uel e fciency are continuallybeing tightened and are having a direct impact on all o us in the vehicle industry.

In todays market, companies that o er climate- riendlytechnology and products that contribute to a sustainablesociety have a major competitive edge. Dynamix has askedAndreas Renschler, Hkan Samuelsson, Lei stling andLei Johansson, CEOs or Haldexs major customers andpartners Daimler, MAN, Scania and Volvo, respectively,to provide their views on how they expect these importantissues or the uture to develop. It is clear that they expecta high level o competency rom their suppliers that play akey role in product development initiatives. Haldex, withits strategic ocus on sa ety, the environment and vehicledynamics, combined with its expertise and product port o-lio, is well positioned to be an excellent partner in develop-ment initiatives or products that reduce emissions andimprove uel e fciency. We are very proud to developproducts that improve the environment and thus contrib-ute to making the world a sa er place.

Taking a short-term view, 2009 has been a harsh yearin the market. Di fcult times have un ortunately entailed

tough measures or our organization. However, I believewe have managed this rough period well, which willresult in a lean and strong company. It is also apleasure to see that our customers have maintained theirconfdence in us, as evidenced by the number o large-scale orders received. In April, we received our largestorder ever received rom VW or our all-wheel-drivesystem. The order is valued at SEK 4.5 billion.

Other major manu acturers o diesel engines haveplaced important orders or Haldex pumps that meet theemission requirements o the uture.

In this issue o Dynamix, we o er youarticles that we hope will interest you,whether you are an active player inthe industry or simply interested inour company.

CLimate and safety

revoLution The climateissue is affecting the

vehicle industry. But willtodays climate-friendly

solutions be enough of acompetitive advantage

in the future?

7

Dear Dynamix reader,

1/2009 Haldex Dynamix

Joakim OlssonManaging Directorand Group CEO

2-03_cont_dy_109.indd 3 2009-11-11

7/31/2019 Dynamix 1 09 En

4/28

News

Hald xs cu spump

d f mP k nsHaldex has been nominated

or an order o pumps romthe diesel engine manu ac-turer Perkins. The ordercomprises oil and waterpumps or Perkins newengines, which meet theemission requirements o th

uture, and is valued at abouSEK 500 million (50 millionEUR) over a ve-year periodThe pumps will be manu actured in the Groups plants inBirmingham in the UK andPune, India. Deliveries willcommence in 2010.

Proven design elements enhanced by new technol-ogy have created a product o very high e ciency, in arobust cast iron bodied gear pump.

g t p c c t uct up t c t t u .

L m t j u l l -bc p c ty.M t t t t t t l, t14-t t uc p u ppl ( )

mp lum t c c cy.L T l mp t bu

t ll p c b c pt muml m t, p upp t c p bl

l m t ct .i t t b l c b z p u pl t t pt mum w u c t t .i t t e l t p u pl t uc-

cl c , t x l l b l ct l p u c .

The HaldexF15 o eringincludes a varietyo porting options(SAE, DIN, NPT,BSPP, JIS), sizes andcombinations o sideor rear locations. Drivesha ts are available inSAE, splined, keyed andtapered. Mounting fangeso ered are SAE 2-bolt A, SAE2-bolt B, or SAE 2/4-bolt C witheither single or double sha t seal con guration. Thedouble sha t seal option is designed or use when thepump pilot extends into a crankcase or transmissionto prevent fuid rom one environment entering theother. Displacement range is 19 to 50 cc (1.159 to 3.050in.3/rev) at speeds rom 600 to 3,600 rpm.

The innovaTive XWD system o ers mul-tiple bene ts includingimproved sa ety, opti-mum traction and com-patibility with anti lockbraking system (ABS) andelectronic stability control(ESC) system.

XWD is an ideal solu-tion, and the only systemo its kind in the marketthat ensures the main-tenance o traction andvehicle stability in any

driving condition, eithero or on road, notesFrost & Sullivan ResearchAnalyst Karthik Mani-vachagam. The systemsenses the vehicles stateand the intentions o thedriver to distribute torque

on demand to the rontand rear axle as well asto the le t and right rearwheel.

This increases sa ety,reduces steering wheele ort on the part o thedriver and ensures that

there is instant powerwhere required withoutany wheel spin.

The Frost & SullivanAward or Product o theYear is presented to thecompany that has demon-strated excellence in newproduct development andlaunch within its indus-try. The recipient com-pany has shown innova-tion by launching a broadline o emerging productsand technologies.

N w cas nb d d a pumpHaldex Hydraulics Systems F15 series gearpumps is the result of Haldex extensiveexperience in the off-road vehicle market.

The Haldex F15offers a varietyof options.

Haldex awarded theFrost & Sullivan AwardThe 2008 Frost & Sullivan European AutomotiveChassis Product Innovation Award has been pre-sented to Haldex for its permanent all wheel drive(AWD) the cross wheel drive (XWD) system.

4 Hald x Dynam x 1/2009 www.haldex.com

Haldex CEO Joakim Olsson, second left,receives the prestigious award.

4-5_vW_dy_109.indd 4 2009-11-1

7/31/2019 Dynamix 1 09 En

5/28

1/2009 Hald x Dynamwww.haldex.com

Volkswagens new modular plat ormconcept, scheduled or release in 2012,will include the th generation o theHaldex all-wheel-drive (AWD) coupling.

The coupling is being developed to meet uturemarket requirements on weight, cost and uelconsumption. The value o the total VW orderamounts to SEK 4.5 billion over a period o approximately seven years.

The new Haldex coupling will gradually replaceexisting generations starting in 2012, but it will alsobe applicable or other plat orms and vehiclemodels within the VW product program.

From 2012 through 2015, the th generationo our AWD system will replace the ourth genera-tion, says Ul Ahln, head o the Haldex TractionSystems Division. This order provides a robustgrowth or Haldex Traction through 2017. To us,

this deal is absolutely crucial orthe continued development o Haldex Traction.

The fifTh generaTion o the Haldex coupling will bemanu actured and supplied

rom the Haldex productionacility in Landskrona, Sweden.

In the short term, Ahln says,the new VW order will allowHaldex Traction to have moreemployees working with the

th generation. In the longterm the company will be able to maintain vitalkey competencies that will help it develop andgrow.

Today, VW has two plat orms, and our cur-

rent product is only used in one,Ahln says. Through our new generation o the coupling, the srear axle can be used in both VWplat orms. VW also plans to expits our-wheel-drive o ering toincluded in more car models thanis] today.

The additional plat orm concwill double todays volumes o tHaldex coupling, once it is ullyintroduced, Ahln says, based on

act that it will be included in mocar brands and that VW will expa

Compared with the ourth generation o AWD systems, the th generation has ewecomponents and weighs less, thereby consuming less uel.

Haldex has secured an order worth SEK 4.5 billion to delivera new all-wheel-drive system to Volkswagen. The deal is thelargest ever or the Haldex Group. The new order involvesan expansion o the existing business with the VW Group.

T xt M t nllu t t L l K

AWDLa s - v d f mVW l ads Hald x n5tH geNerAtioN

Ulf Ahln

4-5_vW_dy_109.indd 5 2009-11-1

7/31/2019 Dynamix 1 09 En

6/28

www.haldex.c6 Haldex Dynamix 2/2008

Haldex Has secured an order for a newseries of pumps for counterbalance forklift trucks.

The order for the pumps is from STILL, one of Europes largest manufacturers of forklifts, andthey are intended for powering the steering, lift-ing and tilt functions of counterbalance forklifts.

The pump family, known as Calma (WQII), isextremely quiet with up to 85% less noise, and isalso distinguished by its low energy consumption.Calma is primarily intended for various electricallypowered vehicles, including forklifts, aerial workplatforms and other mobile equipment.

The Calma pumps were launched by Haldexin early 2009 and were developed in partner-ship with the University of Technology in Dres-den, Germany. The pumps are produced at Hal-dexs plant in Hof, Germany, and will availablefor markets in Asia, Europe and the US.

Haldexs global presence and world-leadingcustomers is a strategic strength, says HaldexCEO Joakim Olsson. We develop and commer-cialize innovations, often in partnership with

our customers, to provide maximum customvalue. Serving world-leading customers thecompany subjects to considerable demands,while also signifying recognition of Haldex leading global manufacturer and market drivin its market segments.

PUMPORDERFORCUMMINS-SCANIA

joint ventureHaldex Has won anorder for a range ofXPI fuel transfer pumps fora new high pressure injec-tion system developed bya Cummins Scania jointventure for heavy dutyengines built by both com-panies. The contract will beworth USD 25 million totalthrough 2014. Productionwill begin in 2010.

6 Haldex Dynamix 1/2009 www.haldex.com

Haldex websiteamong finalistsfor international awardHaldex Has been named a finalist for a2009 Stevie Award for Best Corporate Web-site. The Stevie Awards, the worlds pre-mier business awards, recognize businessesaround the world for excellence in a numberof categories. Other finalists for Best Corpo-rate Website include Hyundai, Samsung, Pep-siCo and Roche (winner). We are honored tobe named a finalist and to be in the companyof such well-known businesses, says LenaOlofsdotter, vice president of Haldex Corpo-rate Communications.

News

Haldexpartnerswith UPSHaldex Has reacHed agreement with UnitedParcel Service (UPS), the worlds largest pack-age delivery company, to provide remanufacturedproducts to the company from the Haldex facility inMarion (USA). Haldex is supplying UPS with thecooperation and support of one of its large ware-house distributor customers. Use of remanufacturedproducts is relatively new for UPS. But after closeinspection of the Marion facility and road testing of its products, UPS was convinced of the cost-effec-tiveness of Haldex remanufactured products. .

Haldex secures order

w- gy

p pas a member of the European Union-fund-ed project HAVEit (Highly Automated Vehiclesfor Intelligent Transport), Haldex participatedin the 16th World Congress on IntelligentTransport Systems (ITS) held in StockholmSeptember 2125, 2009. The HAVEit proj-ect involves 22 partners from the Europeanautomotive industry as well as research insti-tutes and universities and aims to developadvanced driver-assistant functions in com-bination with newtechnology for steeringand braking systems.Haldex participates inHAVEit with its elec-tro mechanical brake.Other partners includeVolvo, Continental, VW,DLR and the Universityof Stuttgart. For moreon the project, visit:www.haveit-eu.org

16 th Wor dCongress and Exhibition on Inte igent Transport Systems andServices

PRELIMINARY PROGRAMME

ITS in Dai y lifeSTOCKHOLM21-25 September 2009

ITS

Haldex at the 16thWorld Congress on

6_notis_dy_109.indd 6 2009-11-1

7/31/2019 Dynamix 1 09 En

7/28

1/2009 Ha d x D amwww.haldex.com

revolu-tionizeThe climate issue is a ecting an increasing number o areas within the business world, particularly in the vehicleindustry, where companies with climate- riendly technology andenvironmentally sound products have a major competitive edge.Suppliers who are able to help their customers become lighterand more uel e cient will be the winners in the uture.

P Is p Ill s a i Sv s a G a i

C ma a daf

Expert

tHe veHiCle inDustry

7-11_theme_dy_109.indd 7 2009-11-11

7/31/2019 Dynamix 1 09 En

8/28

8 Ha d x D am x 1/2009 www.haldex.com

2006

USA

EU

Japan*

Brazil

China**

India***

2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

*Fuel economy legislation 2015 **in Beijing, Shanghai ***NCR (National Capital Region incl Delhi)

SVENSKA GRAFIKBY

US04(3.3/0.134)

EU2(7.0/0.15)

US07 (1.5/0.0134)

EU4 (3.5/0.02) EU5 (2.0/0.02) EU6

New Long-Term (2.0/0.027)

EU3 (5.0/0.1)

EU3 (5.0/0.1)

Bharat 3 (EU3 (5.0/0.1)) Bharat 4 (EU4 (3.5/0.02))

EU4 (3.5/0.02) EU5 (2.0/0.02)

EU4 (3.5/0.02) EU5 (2.0/0.02)

US10 (0.27/0.0134)

Post New Long-Term (0,7/0,01 -> Challenge (0.27/0.01?)

(Within brackets: Emission Limits: No x /PM g/kWh)

DurInG the 1970S and 1980ssigni cant progress was madein truck uel e ciency, mainlythrough engine advances in com-bustion rom uel and air manage-ment. A byproduct o this was asimilar improvement in carbondioxide emissions.

However, the past two decadeshave been characterized by progres-sive legislation in pursuit o theClean Air Initiative. The reduc-

tion o aggressive exhaust gases,in particular nitrogen oxides, hashad a negative e ect onthese e ciencies inthat even smallimprove-mentsin ueleconomyhave beendi cultto achieve.

Furthermore, by the time compli-ance with Euro 6 (the latest stage

o legislation) is achieved,the industry will havesu ered major costand weight penalties.

Lars Holmquist isthe CEO o CLEPA,the Europeanumbrella member-

ship organization o the global automotive

supply industry. He maintains tpolitical regulation is one o thkey driving orces behind theschanges.

Despite the nancial crisis,is clear that politicians in the Emember states support the implmentation o stricter environmtal requirements or the automindustry. This refects the belieheld by many people in Europeenvironmental issues, and parti

A significant development is the global convergence of emissions standards and technologies acrossproducts. The figure indicates the truck legislation for the 6 largest markets. Led by European, Japaneseand North American truck markets, major cities/regions around the world are already following. Similaroff-highway legislation for the future is in place.

Expertise

(US04, EU4, etc: terms for emission standards.)

7-11_theme_dy_109.indd 8 2009-11-11

7/31/2019 Dynamix 1 09 En

9/28


larly the climate issue, need to be takenseriously, he says.

The industry is poised or two signi -cant developments. The rst is the globalconvergence o emissions standards andtechnologies across products. Led by Euro-

pean, Japanese and North American truckmarkets, major cities around the world arealready ollowing suit. Similar o -highwaylegislation or the uture is in place. Thediagram below clearly shows this trend.The gure indicates the truck legislation

or the 6 largest markets. Worldwide prod-uct convergence will occur rom standard-ization o developed technology.

For the past ve years, automotiveindustry leaders, including Haldex, haveanticipated this standardization and themore recent ocus on CO 2. The emphasisremains on uel e ciency; any reductionin CO 2 emissions o ers a similar reduc-tion in uel usage, both in cost and con-sumption o a valuable ossil- uel resource.

However, the challenges are becomingmore di cult, and achieving competitivegains will mean ocusing on some o themore challenging technologies that willimprove not only engine e ciency but alsoalternative uels, vehicle weight and aero-dynamics. A rapid increase in advancedhybrids is also anticipated in inner cities tomeet these challenges. Diverse solutions

or di erent applications will apply.

At the SAme time there are parallel

sa ety requirements.Both in North America and in Europe

there is a strong commitment to reduc-ing the number o atal vehicle accidentsinvolving heavy vehicles. This has resultedin new regulations governing stoppingdistance in North America and stabilitycontrol systems in Europe, both o whichwill have an impact on the brake systemand the design o its components.Proposals or a mandatory introduction o systems or automatic emergency brakingand lane departure warning are also beingdiscussed to urther reduce the number o accidents.

As a major supplier o engine and brak-ing components to the truck industry andhydraulic systems to the construction mar-ket, Haldex has anticipated these demandsand has major technical advantages too er in its products to meet these objec-tives, as well as a growing product o eringin the environmental area, particularlywith the acquisition o the UK companyConcentric in 2008.

Questions to the CEOs:1. t a p ff c cAccording to the EU, transport needs in Europe will increase from todays2,500 billion-ton-kilometers to 3,500 billion-ton-kilometers over the next20 years. The greater part of this growth is expected to occur in the roadtransportation sector. How will this increasing demand for transportation influence your strategy

in terms of commercial vehicle production, or, alternatively, support fornew vehicle combinations such as the introduction of 24-meter and60-ton vehicles?

2. e m What do you consider the most serious threat to the future of

diesel engines in commercial vehicles? How do you intend to address this threat? At what point will hybrid vehicles comprise 20 percent of road

transportation? Are you investigating hybrid options other than the most popular

hybrid-electric models?

3. C p a w h pp What advice would you give Haldex as a supplier to help meet your future

requirements in terms of fuel consumption, the environment and security?

All of the worlds truck manufacturers are deeply involved withquestions about how transportation efficiency, environmentalissues and cooperation with suppliers will be addressed in thefuture. Haldexs customer base includes four of Europes largesttruck manufacturers Daimler, MAN, Scania and Volvo.Exclu-sively for Dynamix, the CEOs of these companies relate theirviews concerning development prospects at their companies.P s V lv , Dai l , mAn, S a ia

D ch g h m g -

ff c

L i J a ss ,V lv

A d as r s l ,Dai l

h a Sa lss ,mAn

L i s li g,S a ia

7-11_theme_dy_109.indd 9 2009-11-11

7/31/2019 Dynamix 1 09 En

10/28

10 Ha d x D am x 1/2009 www.haldex.com

AnDreASrenSchLer,DAImLer1. It IS obVIouS that we are acingserious challengeswith regard to trans-port policy. Forecastsshow signi cant

increases or alltransport modes,jeopardizing thelong-term competi-tiveness o the entireEuropean economy.The transport net-works, regardless o mode, have su ered

rom considerableunderinvestment inthe past ew years alack o maintenanceand new investments.We appreciate the current e orts insuch areas as Germany, Denmarkand France to expand investmentin road in rastructure within the

ramework o economic stimuliprograms.

Since a manu acturers infuenceon transport policy is limited, wehave to ocus on our major task tocontinue o ering sa er and greenervehicles with maximum customerbene t. Increasing transport e -ciency in road transport is a must economically and ecologically.Longer/heavier combinations may

contribute to these targets and bebene cial to European transport.2. bASeD on current knowl-edge, there is no better solution orlong-haulage trucks than the dieselengine. We work intensively onhybrids and uel-cell applications,but these activities ocus mainly oninner-city tra c. The e ciency o aheavy-duty engine is at a level thatis di cult to beat with any othertechnology. The threat is that, upto now, we have had no worldwideemission and testing standards,which makes urther developmento diesel expensive and time-con-suming.

As the worlds leading truckmanu acturer we work towardscommon standards together withour competitors and with the helpo the global manu acturers associ-ations in Europe, the US and Japan.At the same time, our engineersare developing a number o di er-

ent technologies, such as hybrids,electric-driven vehicles, uel-cellvehicles [cars and buses].

For city applications, hybridswill achieve a big share in themedium term. Long-haulage appli-cation will take longer, due to theextraordinary requirements drivingcosts or transportation. And in ourbusiness, its all about cost.

Daimler has just announced ajoint venture with an important bat-tery producer, as we believe that thistechnology o ers the best compro-mise. This means that we are cur-rently ocusing on electric hybrids,

be they diesel/electric, gas/electricor uel-cell/electric.3. DAImLer truckS alreadyo ers the sa est and most-e cientvehicles available on the road today.However, the discussion aboutclimate change and CO 2 emissionshas intensi ed recently as custom-ers demand even more environ-mentally riendly products. In par-allel, there is strong public debateabout tra c growth, especially inEurope, and the accident risks asso-ciated with it. This means that thetruck OEMs will have to come upwith answers that help us to urtherreduce the number o accidents.There ore we expect the reductiono uel consumption and improvedvehicle sa ety to be the two majordrivers or us as OEMs. More thanever, we need key partners who canprovide innovative and cost-e ectivesolutions to help us achieve thesetargets.

LeIf StLInG, ScAnIA:1. the LonGer vehicle combina-tions currently being discussed inthe EU have actually been a realityin Sweden and Finland or manyyears, so we already have whatit takes in terms o vehicles andknow-how. For us manu acturers,the ocus will be on continuing

to develop more e cient vehiclesthat consume less uel and carryheavier loads. There is no confictbetween the requirement or moree cient transportsand a reduced climateimpact. Calculated intransport kilometers,we halved the CO 2 emissions gener-ated by our vehiclesbetween 1970 and2000. Our goal isto once again halvethese emissions by2020. We will doso by continuing todevelop more e -cient engines andvehicles that o er bet-ter aerodynamics andlower resistance, weighless and have a largerload capacity. Hybridsand an increased useo renewable uels willalso be required inorder or us to achieveour goal o halving

these emissions. Ourdriver training willalso contribute to theachievement o thisgoal. Experience hasshown that drivers whoundergo our training insa e and uel-e cientdriving help reduce

uel consumption by anaverage o 10 percent.2. It IS not A mAt-ter o the dieselengine being threat-ened, but rather o access to bio ueland the alternative uels available. Anengine that unctions according to thediesel principle can be driven on uelmanu actured rom many di erentraw materials, including biologicalmaterials. Incidentally, this yearmarks the 20th anniversary o Sca-nias rst delivery o ethanol buses,and starting this year, we will supplyethanol-powered distribution cars.

The transition to bio uel witake time. Access is limited, to sthe least. Ethanol currently acco

or 90 percent o all non- ossiavailable in the market. Duringthe switchover, the climate impacaused by the production o biowill need to be taken into considation, and it will be important n

to become involved in any confiwith the ood-production sectorconsider ethanol based on sugarcane to be a uel with a low clim

impact that does not compete wood production.When it comes to hybrids, S

nia is testing vehicles using bothserial and parallel hybrid techno including vehicles or long-haroad transports. At the beginnino 2009, we rolled out our hybrbuses or a large-scale test in thStockholm public transport syst

Hybrid technology will be a

It is not a matter o tdiesel engine being threa

ened, but rather o accessbio uel and the alternati

uels availaLeif s

7-11_theme_dy_109.indd 10 2009-11-11

7/31/2019 Dynamix 1 09 En

11/28


able commercially within a ewyears, but I wouldnt want to hazarda guess as to how long it will takebe ore it accounts or 20 percent o road transport. However, it is notunreasonable to expect hybrid vehi-cles to dominate certain industrieswithin 10 years, such as distributionand public transport in metropoli-

tan areas.From a 20-year perspective, theHCCI [homogeneous-charge com-pression ignition] engine is an alter-native to the diesel engine. HCCIis a combustion technology that,simply put, combines the best o thediesel and Otto principles. It boastsextremely high operating e ciencyand can be powered by essentiallyany type o uel. Although it willtake at least a decade be ore we havean HCCI engine on the market, weare also discovering solutions thatwe can apply to diesel engines dur-ing the course o our work on devel-oping the HCCI engine.3. I Am not In the habit o giv-ing advice to other companies, butsuccess ul product developmentgenerally depends on maintaininga close proximity to the market andengaging in an active dialog withcustomers.

hkAnSAmueLSSon,mAn:1. trAnSPort e -

ciency is already a highlyrelevant topic in ourindustry, and its impor-tance will continue toincrease. We see con-siderable potential intwo di erent aspects o e ciency, namely truckdimensions and aerody-namics.

Firstly, it is vital togive some thought todimensions, since itobviously makes a big di -

erence whether you areallowed to load 40 tonsor 60 tons onto a truck.Not that our customersdesperately need 20 tonsmore payload; its morea question o additional space. Atruck with a higher load capacity has20 to 25 percent lower CO 2 emis-sions per ton-kilometer than con-ventional heavy trucks. However, in

Continental Europe, the so-calledEuroCombi is encountering politi-cal opposition, due largely to earsthat roads will become congested.These trucks are not suitable inevery situation, o course, but theScandinavians have already shownthat they can work very well.

Secondly, we see a uture or

trucks that o er a ar more aerody-namic design. European trucks aretypically based on a cab-over-enginecon guration, which results romEU restrictions on permissiblelengths. The problem is that thesetrucks are not strong in terms o aerodynamics; a somewhat longer,sleeker truck with a di erent caband trailer design would have anair-drag coe cient o between 20and 30 percent.2. At the moment, we see norisk o the diesel engine inventedsome 120 years ago in one o MANs actories disappearing.However, we do think that conven-tional diesel uel could be replacedby second- and third-generationbio uel to o er a key opportunity orthe uture. Just take a look at devel-opments in the gas-to-liquid andbiomass-to-liquid sectors.

Hybrid technology is another

story and mainly o interest orapplications involving requentbraking, as in the case o city busesand delivery vehicles. However, wedont regard it as a serious option

or long-distance transport.3. mAn focuSeS on optimizing

uel consumption. We also attachgreat importance to compliancewith emission standards, both inthe case o our own production andthe production o our suppliers.For instance, we are promoting thedevelopment o lightweight com-

ponent construction to enhance therecycling potential. We cannot dothis alone and thus need the sup-port o our suppliers.

Due to theiradvanced complex-ity and to improvequality assurance, the

ail-sa e aspect o oursystems is crucial.This is why processoptimization playsa key ongoing roleduring the stages o development, produc-tion and a ter-salesand is ultimately alsowhy we place so muchemphasis on supplierrelationships.

LeIf JohAnSSon,VoLVo:1. the focuS wILLbe on energy-e -cient transports thatretain the signi cantfexibility o ered bytruck transports. For

long-haul transports, the actorsyou mention large load capacityin relation to energy consump-tion will certainly be important.The other aspect will be acilitatingcooperation among various ormso transport, using modules thatcan be moved quickly between vari-ous types o vehicles.

And we shouldnt orget trans-ports in major cities, where we seea combination o heavy transportsto hubs and more mobile vehiclesin the city center. When it comes topassenger transports and garbagecollection in cities, todays main

ocus on hybrid-electric vehiclescould shi t toward a higher electric-ity content.2. GIVen whAt we knowtoday, diesel technology is the mostenergy-e cient solution suitable ormass production. Fuels other thandiesel could also be used while stilladhering to the combustion prin-

ciple. The alternatives that are crently available are probably nogeneral, but rather o er individsolutions or various applicatio

We have a company, VolvoTechnology, that is responsible monitoring uture trends and isevaluating uel cells, new battertechnology and so on. This is hi

dependent on uel prices. Therepotential or hybrids to be usedmore than hal o city buses an

garbage trucks in the relatively nuture. Todays hybrids are best

suited to situations that involve lot o stopping and starting. In tcase, the savings would be abou20 percent, maybe even more.Although the saving or long-htransports is low in terms o percentage, it amounts to a lot o in absolute gures.

O course we are investigatiother options, but our e orts a

ocused on hybrid-electric mod3. mAke Sure you sa eguyour own expertise. You must bmore competent than Volvo withregard to the components yousupply as well as the alternativesolutions. Low riction and lighweight help maintain a low leveo uel consumption, and simpidiot-proo solutions help ensursa ety and reliability. Be awarethe materials and chemicals useyour products and production.

Exper

7-11_theme_dy_109.indd 11 2009-11-11

7/31/2019 Dynamix 1 09 En

12/28


2s the worlds largest privately ownedcompany or the development o power-

trains, AVL needs to be ahead o the market,so that the companies it works with will be

tting tomorrows engines to their cars andnot yesterdays. So its AVLs job to be think-

ing about uture trends.Currently, what is driving drive-train development is the

need to reduce the impact o road transport on the environ-ment. In the past, the reduction o harm ul emissions wasthe priority now, the race is on to reduce carbon dioxidelevels.

AVL is putting its aith in hybridization: combining aninternal combustion engine and an electric motor. Accord-ing to CEO Helmut List, Its the hybrid which is likely tomake the main contributions to the reduction o CO 2 emis-sions over the next twenty years.

As a mark o this development, AVL has adopted a newlogo: a ve-petalled kaleidoscope. The ve petals repre-sent the ve elements in a modern drive system, explainsAVLs Executive Vice-President Franz X. Moser, whichare the internal combustion engine, the electric motor, thetransmission, the battery and the electronic control system.And just like a kaleidoscope produces ever-changing newpictures rom existing elements, so we produce new prod-ucts rom existing knowledge and components.

AVL developed its rst hybrid concept seventeen yearago, but hybrids are still a niche product. That will chang

says Moser: Hybridization is the major contributor toreducing consumption as well as carbon dioxide emis-sions.

But ull hybridization is costly: a car has to have twomotors one electric and one combustion and the twohave to be connected with a highly fexible control systemwhich allows either or both to drive the vehicle.

Cost is one reason why hybridization will not becomeuniversal. I can still see a role or a urther developedinternal combustion engine on its own in the right applications, orecasts List.

Its not clear how ar ull hybridization will winthrough, he adds, but micro-hybridization and mildhybridization will play a big role. Such alternatives arecheaper than ull hybridization.

At its simplest , i the starter motor is larger than usuand so e ective that it can be relied on to restart the enginstantly, the engine can be turned o whenever its notneeded or example, when the vehicle is coasting or stationary. And an electric motor can also re-use energy oth-erwise wasted as heat in braking. Such a motor may nevedrive the vehicle, but it will charge extra-large batterieswhich will power accessories, such as air-conditioning.

The Austrian-based engineering com-pany AVL is at the ore ront o thinkingabout how road transport will be drivenin uture. And, says AVL, the uture at least or quite some time is hybrid. t x m c a la p AVl

engines,better fuel economy

Expertise

2-15_AVL_dy_109.indd 12 2009-11-1

7/31/2019 Dynamix 1 09 En

13/28

1/2009 Haldex Dynamixwww.haldex.com

More developed hybrids may have a larger electric motorwhich will support the combustion engine, by providing

extra torque or starting, drive-away and accelerating.This, says Moser, who is also in charge o the companys

commercial vehicles division, is where long-distance trucksmight also bene t.

People tend to see hybridization as a solution or stop-and-go driving, because o the reuse o braking energy, hepoints out. That makes it ideal or delivery vehicles, butwe believe that it can also improve the e ciency o heavytrucks over long distances.

Currently, the diesel motor in a truck has to be pow-er ul enough to start the vehicle or drive it up hills, but thatmeans it has plenty o reserve when the vehicle is cruising.I you use an electric motor to provide the extra torquewhen needed, you can downsize the combustion engine,says Moser, and by operating it in an area o better uele ciency, it will be much more economical.

Downsizing is an important target: List says, To getsustainable mobility, we have to get away rom our currentemphasis on kilowatts and cylinder volume.

But there are still many challenges ahead. The battery,or example, is one o the bottlenecks in the development.

We have to improve cost, longevity and weight, says List.AVL doesnt develop batteries, but it is working on better

AVL supplies robust, easy-to-use and accuratesimulation tools for the engine and vehicledevelopment process..

To get sustainablemobility, we have to getaway rom our current

emphasis on kilowatts andcylinder volume.

Helmut List

2-15_AVL_dy_109.indd 13 2009-11-1

7/31/2019 Dynamix 1 09 En

14/28


systems or measuring and simulating what happens insithe battery, and, perhaps more important, on battery management systems and how to optimize the batterys integrtion into the system.

Its hard to orecast how the improvements will come,

admits List. For example it would be a real breakthrough itime needed to charge a battery could be substantially reducedbut we cant orecast when that will happen. The problems arnot easy to solve, but Im convinced there will be progress.

when bAtteries Are improved, the pure electric cawill be a serious option or urban driving. List expects ththe electric car will become a serious player within ten toteen years. Until then, new ways o thinking about the mproduction o what has so ar been a niche product will to be developed, and AVL is working on that. But, o couthe electric cars range will still be limited. Additional distance can be achieved with a so-called range extender ainternal combustion engine which essentially acts as agenerator to charge the batteries. [AVL recently displayesolution. List describes it as extremely compact, with velow noise and low vibrations.]

So the possibilities o combining internal combustionand electricity are varied: rom an electric motor to supporthe internal combustion engine, via the ull hybridization the totally fexible double motor, to the internal combustionengine charging batteries. But what they all have in commois the need or a sophisticated control system to deploy thepower sources as e ciently and as com ortably as possib

We have to ask ourselvesi any urther reduction isworth while. Franz X. Moser

AVL is the worlds largest privately owned andindependent company specialized in the design anddevelopment of all kinds of powertrains.

2-15_AVL_dy_109.indd 14 2009-11-1

7/31/2019 Dynamix 1 09 En

15/28


Moser points out that AVL has about 100 peopleworldwide working on the hybrid, 30 researching intobatteries, and 180 developing so tware and electronic

unctions o control systems or hybrids and othermotors.

Its in the control systems that the real know-howwill be, he says. Thats what will make the di erencebetween competitors.

but hybrids still use liquid uel in act, there arehuge advantages to being able to carry around liquid

uel with you on the vehicle. The carbon ootprint o such uel can be substantially improved, says List, by theuse o second- or third-generation bio- uels, made romwaste agricultural products. Thats an important way tomove transport closer to becoming carbon-neutral.

But as long as mineral oil is the standard uel, reduc-ing consumption has to be the name o the game.

Everyone is currently working on the Otto motorhybrid because its cheaper, notes Moser, but dieselis better in the long term because it will have lower CO 2 emissions. Its merely a matter o cost.

Diesel engines have always been more expensive tobuild than gasoline engines, but the complex a tertreat-ment required nowadays to reduce the emission o NOxand particulates has added urther to the cost.

Compared to the eighties, weve seen a reductiono 90 to 95 percent in harm ul emissions rom dieselengines, says Moser, but its still too complex and

costly. We need to achieve the targets with less a ter-treatment e ort.

he feels thAt ratcheting up standards may be coun-terproductive: Beyond the uture Euro6 standard, we

have to ask ourselves i any urther reduction is worth-while, he adds. Any urther decrease in emissions canonly be achieved by increasing uel consumption, whichmeans an increase in carbon dioxide output.

In the medium-term, it will be the electri cation o thecombustion engine which will drive the reduction in CO 2 emissions. In the long term, hydrogen power remainsa possibility, but, although AVL is doing some work onthe subject, List believes it has moved back as a priority.It would require a huge in rastructure development tomanu acture the hydrogen and make it available every-where, he believes, and at the moment it seems easierto develop much improved batteries.

Mobility is an important commodity in Western soci-eties, and there are many countries elsewhere which nowwant the mobility which the West has come to take orgranted. But the earth could not cope i the rest o theworld chose to pursue mobility with the methods theWest has used up to now.

List is optimistic that hybridization has a contributionto make to a sustainable mobility. It will have a greaterimpact than was originally thought, he says, especiallyin the commercial vehicle sector. There are plenty o technical possibilities which have yet to be exploited.

extensiveportfolioAVL was ounded in GrazAustria, in 1948 by HansList, the ather o the cur-rent CEO, as the Anstalt

r Verbrennungskra t-maschinen List (The ListInstitute or CombustionEngines). AVL has twodivisions. One is power-train development. Notonly does AVL build itsown prototype engines andtransmissions and developthem or vehicle manu acturers, it also supplies sim-ulation so tware to calcu-late a wide range o vehicand motor characteristics,including di cult param-eters such as drivability.Almost all developers

use our programs, saysExecutive Vice-PresidentFranz X. Moser.

The second, AVL ITS,o ers comprehensivetechnology or testingthe whole powertrain(engines, gearboxes,transmissions, e-motors,batteries, components)and vehicles. The port olireaches rom test bed sys-tems, instrumentation &diagnostics, optimizationtechnologies, turnkey projects to customer servicesand support.

In 2008, AVL had aturnover o 742 millioneuros. It employs 4,500sta , about 2,000 o themin Graz, and invests 10percent o its turnover inin-house research.

AVLs

AVL offers a compre-hensive range of ser-vices for professionalknowledge manage-ment and training.

Haldex and AVLHaldex works with AVLs test centre in Stockholm, where AVLs experience in measuringand testing diesel engines has served Haldex well. As well as using the centre to test carand truck engines, Haldex has also used it to measure the characteristics of new prod-ucts, such as the Alfdex crankcase ventilation cleaning device, where tests demonstrat-

ed the efficiency of the ventilator after use of the product. Haldex has also asked AVL totest the Varivent, which pumps diesel exhaust gases back into the intake.

2-15_AVL_dy_109.indd 15 2009-11-1

7/31/2019 Dynamix 1 09 En

16/28

www.haldex.c16 Haldex Dynamix 1/2009

Navistar n t n p t t m n nt

hen it comes to making diesel engines, EricTech knows all about the time and moneythat world-class manu acturers must spend inorder to develop technology that will provide

the highest per ormance possible. But as the lid on auto-motive emissions gets screwed down to historic lows intodays green world, he says, its what comes out o dieselengines rather than what goes into them that is the princi-pal driver in the multi-billion-dollar heavy-vehicle industry.There is a strong mandate rom government and the pub-lic to reduce emissions, [and] the diesel industry has had totrans orm itsel rapidly to be compliant, says Tech, enginegroup vice president and general manager o Navistar, aworld leader in the development and manu acture o dieselengines and maker o MaxxForce brand engines. The

game now is all about tailpipe emissions.

ThaTs why Tech is tingling with excitement these daysover the market possibilities o Advanced EGR (exhaust gasrecirculation), Navistars in-cylinder solution or meetingthe tough new emission regulations or diesel engines thatwill take e ect in the United States in 2010. Designed anddeveloped at the Navistar Engine Groups technical centerin Chicago, the solution prevents the ormation o nitrogenoxides rather than attempting to clean them as in the SCR(selective catalytic reduction) system, the emission- ghtingmodel that has been chosen by the rest o the big diesel-

A technological ork in road couldlead to big competitive edge or U.S.diesel engine maker Navistar, one o

Haldexs long time customers.T xt M c P t N v t

engine industry. Our approach is unique, says Tech, aDetroit-born-and-bred engineer who joined Navistar threyears ago, when he guided the launch o the companys2007 emissions-compliant engines and brought the MaxxForce 11/13 Navistars entry into big-bore engines tomarket. Advanced EGR sets us apart rom the competi-tion, and I believe it will soon provide us with a signi cacompetitive advantage.

accordiNg To Tech , that divergence rom the packis a happy consequence o a key decision Navistar madeearlier this decade to keep on the same technological pathtook to meet U.S. emission levels in 2004 and 2007. Ouguiding philosophy was to nd a way that would allow uto take the burden on ourselves rather than passing it on t

our customers, he says in a recent interview in his Chicao ce one o several he has at Navistar acilities acrothe U.S. and elsewhere. We wanted to make engines thawould be compliant when they le t the actory, not enginthat had to rely a terwards on the addition o hardware fuids to achieve compliance, like with SCR.

The latter solution, which notably requires the addi-tion o an insulated and heated urea tank that must beconstantly monitored, was adopted by many o the worlddiesel engine-making heavyweights to meet similar tightening o emission levels in the European Union in 2005and 2008 (re erred to as Euro IV and Euro V, respectivel

In 2010, theEPA is requir-ing new vehiclto achieve anew dieselexhaust emis-sions regulatiolimit. Navistaranswer is anAdvanced EGRsolution.

Expertise

6-19_navistar_dy_109.indd 16 2009-11-11

7/31/2019 Dynamix 1 09 En

17/28

www.haldex.com 1/2009 Haldex Dynamix

Tech says he expects them to continue ollowing that sameroute as they gear up to comply with Euro VI targets, whichare scheduled to take e ect in 2013.

Those emission standards, however, will be only hal astough as the nitrogen oxide targets that are set to go intoe ect in the U.S. next year. Under the new U.S. regulations the most stringent or diesel engines in history nitro-gen oxide emissions must be reduced rom 1.2 (the 2007standard) to 0.2 grams per brake horsepower hour. That isa raction o the 5.0 g/bhp-hr that was permitted in the U.S.just 15 years ago. To meet the new standards, Tech says heturned to the Navistar Engine Groups research and devel-opment team, challenging them once again to nd a wayto achieve emission compliance in 2010 without SCR. Inour view, enhanced EGR was the next logical step, he says.It took a lot o testing and development to make it a real-ity. But at the end o the day we were success ul, and wereextremely proud and happy that we did.

At the heart o Navistars new Advanced EGR Solu-tion lies a new generation o uel-injection systems that iscapable o delivering uel into the cylinder several times percycle and at higher pressures. The use o one or more pre-and post-injections along with the main injection event,

reads a company document on the new technology, meacombustion can take place over a longer period and bemore complete, resulting in less creation o [nitrogen oxiemissions.

Similarly, a redesign o the combustion bowl breaksuel up into a ne mist that spreads more evenly inside th

chamber, resulting in a more complete and cleaner burn,according to the document. The use o dual turbocharger(the rst to provide additional boost at lower engine speethe second to allow maximum power at high engine speedalso helps to reduce the amount o nitrogen oxide cre-ated by slowing the rate o combustion in the cylinder anreducing the temperature. Finally, increased computingpower in the new Advanced EGR system allows the engicontroller to continuously calculate the optimum mix toachieve maximum power and e ciency in many di ersituations.

For Tech, The cosT o urea and all the additional pand sa ety concerns that are inherent in the SCR systemnegate claims made by competitors that Advanced EGR ia credit-dependent, stopgap technology that runs dirtier,burns more uel and will be abandoned by Navistar in a

Navistar InternationaCorporation (formerly

International Harvester Com-pany) is a manufacturer of

International brand commercialtrucks, MaxxForce brand die-sel engines, Workhorse brand

chassis for motor homes andstep vans, and is a private label

designer and manufacturer ofdiesel engines for the pickuptruck, van and SUV markets.

Bob Carso

Eric Tech

6-19_navistar_dy_109.indd 17 2009-11-11

7/31/2019 Dynamix 1 09 En

18/28


o SCR when credits run out in 2012. Its true that SCRdoes get slightly better uel mileage than Advanced EGR,but the cost o urea makes the operating costs o both sys-tems comparable, says Tech. Navistar is committed toEGR, [and] we will continue to ne-tune the system to meetstandards at the tailpipe without credits or the addition o all the costly and cumbersome a ter-treatment hardware.

A global leader in diesel engine production that o ers a

lineup o high-per ormance diesel engines rom 50 to 475hp (37354 kW), the company engine group currently con-trols more than 40 percent o the midrange diesel-enginemarket and roughly two-thirds o the school bus-enginemarket in North America. In South America, a marketNavistar entered only a ew years ago via an acquisition, thecompany commands more than 50 percent market shareo the mid-size pickup and SUV segment and accounts ornearly 40 percent o all commercial and consumer dieselengines produced. A number o recent joint ventures havealso increased the companys presence elsewhere, includ-

ing in Europe, where it is particularly active in Belarus another Eastern European countries, and in Asia, most notably in India, Korea and China.

According to Bob Carso, Navistar Engine Groups diretor o global brand strategy who guided the consolidationo the generic International engine brand label under themore marketable MaxxForce name in 2006, exposure toworld markets has lessened the companys dependence o

the cyclical U.S. truck market and increased both the eneand sense o purpose o its employees, many o whomlived through the breakup o International Harvester anthe birth o Navistar rom its restructuring in the 1980Carso is con dent that the addition o the Advanced EGsolution to MaxxForce engines, which will be o ered lathis year, in time or the new U.S. emissions standards thtake e ect on Jan. 1, 2010, will provide an added boost the companys prospects or growth. It sets us apart rothe pack, says Carso, a 30-year company veteran, and pvides us with some really exciting marketing advantages

as a coMMercial Truck Maker , Eric Tech, engine group vice presi-dent and general manager of Navistar, sees a bright future for the dieselengine. Clearly, diesel will continue to be the prime motor or engine

that will be driving commercial applications, he says. Diesel is clean

and efficient, and it will continue to have an efficiency advantage.Diesel engines also have more capability in moving loads efficiently interms of horsepower and torque and so on.

However, gas is cheaper, and this is driving many efforts aimed atdeveloping diesel and gas hybrids. Our customers are business people

who mostly move and deliver goods and merchandise and for whom thecost of fuel is their most important factor, says Tech. They are very highly

motivated to find the most efficient solutions.Among the many interesting possibilities, Tech says, hybrids that use

diesel as the main powertrain seem to offer the most promise for fuel-efficient commercial applications. There are many possible solutions,

he says, noting that an example would be the downsizing of todaysschool buses with 6.4-liter diesel engines to 4- or 5-liter hybrid engines built

on diesel powertrains.Its all about enhanced efficiency, which is being driven by higher fuel pric-

es, says Tech. Whoever manages to do it best will win.

The future of diesel

2010 Maxx-ForceAdvanced EGRengines areengineered toprecisely con-trol the flow ofre-circulatedexhaust. Theseengines haveincreasedinjection pres-sure, improvedcombustionand refinedcalibrationswith that goalin mind.

Expertise

Navistar is one of Haldexs long timecustomers. Haldex supply Navistarwith several products:

1. aBa ( t m t b j t ).2. g s a t t . During 2009Navistar selected Haldex OE

actuators as standard features intheir vehicles.3. T a f x t m , which offershigh-efficiency removal of oil drop-lets and soot particles from the venti-lation gas in diesel enginecrankcases.

Haldex and Navistar

1. 2. 3.

6-19_navistar_dy_109.indd 18 2009-11-11

7/31/2019 Dynamix 1 09 En

19/28


Galle

ConsepThis is a Haldex productdesigned to remove oil andother particles from thecompressed air system oftruck and buses, a pneumat-ic version of it will be intro-duced in the US and Asianmarket in the fall of 2009.

P t : M n F n

6-19_navistar_dy_109.indd 19 2009-11-11

7/31/2019 Dynamix 1 09 En

20/28


Cadillacrenaissance

Using cutting-edge technology, the2010 Cadillac SRX is launching

with an advanced all-wheel-drivesystem that delivers best-in-class

levels o driver control. Thesystem is developed

and supplied by Haldex.

T xt M k C wP t GM

When Bob Reuter was growing up in Detroitin the 1950s and 60s, General Motors wasthe pride o Motor City and an internationalsymbol o American automotive hegemony.

We believe thats still the case, says Reuter, a 33-yearcompany veteran and its global vehicle chie engineer orcompact crossover vehicles.

As proo , he points to the newest model o GMs mostprestigious brand, the 2010 Cadillac SRX. O ciallyunveiled in Detroit in January, the ve-door, second-gen-eration transaxle has several per ormance and technologi-cal eatures that Reuter believes make it the new globalbenchmark in the luxury crossover eld, which is astbecoming the main battleground in the luxury car seg-ment. Weve brought together the most expressive anddynamic things that people expect rom a Cadillac, hesays. This vehicle doesnt just enhance the driving experi-ence. It adds to the whole living experience.

Mechanically, the SRXs most notable new eature is active and advanced electronically controlled, all-wheel-drive (AWD) system by Haldex that continuously distributes and trans ers torque between the ront and rear axleand between the rear wheels. Honed through more than600,000 miles o tests on roads and test tracks acrossEurope including Germanys amed Nrburgring circuwhere Cadillac engineers have developed and validated nvehicle eatures or years the system provides best-in-class levels o driving stability.

The driver has ConTrol and con dence in all tyo weather conditions and on all road sur aces, says ReuHe adds that Cadillacs decision to go with AWD, as oppoto a standard system, was based on both the competitiveadvantage (the majority o cars we sell have AWD, hesays) and the importance o sa ety in the segment. AWDexplains Reuter, broadens the operating envelope o the

Expertise

0-22_cadillac_dy_109.indd 20 2009-11-11

7/31/2019 Dynamix 1 09 En

21/28


car. The good news is that the customer is unaware all this isgoing on because its being done in the background.

The SRX AWD hardware consists o a power take-o unit(PTU) in the ront nal-drive that transmits engine torquethrough a prop-sha t to the rear drive module (RDM) thatincludes a torque trans er device (TTD) and the optionaleLSD. Both are wet, multi-plate clutch units rom Haldex.

Operating seamlessly and programmed to keep the carstable even when cornering (by splitting drive torque tocounteract over- or under-steer situations), the AWD sys-tem also incorporates an innovative pre-emptive engage-ment o the rear wheels that eliminates the need to detect

ront-wheel slip be ore rear-drive activation, helping toboth enhance and exploit the 265 horsepower generatedby the SRXs new standard 3.0-liter DOHC direct-injectedV6 engine or the 300 hp delivered by the optional 2.8-litreturbocharged V6, both o which are paired with six-speedautomatics. Per ormance-wise, you get more horsepower

and better economy [18 mpg in the city, 25 on the highway]with a V6, Reuter says when asked about the change romthe V8 in the 2009 model. Fuel mileage is very important,and the price tag is also a little lower with a V6.

he adds ThaT savinG Money on both the purchaseprice and at the pump refects the ocus o Cadillac engineersand designers on meeting all the needs and desires o thedemographic group that now dominates and drives the highlycompetitive luxury compact crossover market segment: activewomen with an eye or both quality and value. Thats why, inaddition to ve seats, driving stability, precision handling andall the latest sa ety metrics, the new SRX is loaded with a ullslate o cutting-edge bells and whistles ultra-sophisticatedelectronic and navigational equipment options and capabili-ties, including Bluetooth, OnStar and real-time weather in or-mation not to mention the cool elegance and expressive styl-ing that have been a Cadillac hallmark or generations.

Cadillac enneers completed

more t600,000 mileof testing in aweather cond

tions acrosome of t

most challening roads

Europe, as we

as the famNrburgring cicuit in German

This vehicle doesntjust enhance the drivingexperience. It adds to thewhole living experience.

Bob Reuter

0-22_cadillac_dy_109.indd 21 2009-11-11

7/31/2019 Dynamix 1 09 En

22/28


as aMeriCan Car brands go,nothing has the glitz and the glam-our of Cadillac. Founded in Detroit in1902 by engineer Henry Leland, whonamed the car company in honorof the French explorer Antoine de

la Mothe, Sieur de Cadillac, Cadillacwas renowned from the get-go for itsprecision engineering, luxurious finishand innovations such as interchange-able parts, the use of electrical sys-tems for ignition and lighting, shatter-proof glass and, most notably, thebest and first V8, V12 andV16 engines.

bouGhT by General Motorsin 1909, Cadil-lac becamethe companysprestige divi-sion, producinglarge luxury models for U.S.presidents, the Americanmilitary, movie stars, rockstars, mobsters and the richand famous. Cadil-lac has been a perva-sive part of pop cul-ture here and in therest of the world,Cadillac spokesper-son David Caldwell

says from thecompanyscorporateheadquartersin Detroit.One famousCadillac con-noisseur wasAmericanicon ElvisPresley.Elvis lovedCaddies, and his namebecame indelibly linkedwith the brand, he says.A 1974 Caddy that Elvisowned is being sold oneBay right now.

The attraction wasnt justthe power and comfort ofCadillac cars. Its reputation was builton innovative designs that were futur-istic and even shocking when theycame on the market, Caldwell says.

He notes, for example, that Cadillacwas the first to introduce automaticdimming headlights and cruise control.The company also introduced tailfins,a design element that was inspiredby the twin rudders on the Lockheed

P-38 Lighting aircraft developed inWorld War II. It was also the beginningof the vertical design that has beena Cadillac trademark ever since. Theexaggerated front bumper design inthe 1950s became known as Dagmarbumpers, a reference, says Caldwell,

to a big-bosomed star on AmericanTV at the time.

by The 1980s , however, highfuel prices, smaller engines andthe ascendancy of first German,then Asian competitors, created

what Caldwell callsa perfect storm ofconditions in whichCadillacs big cars fellout of favor with con-sumers.

After trying tostay both relevantand competitive byshrinking down itsmodels, in 1999 GM

decided to invest USD 4billion into revitalizing thebrand. Since then, a stringof new Cadillac models for

example, Escalade, CTS, andnow the SRX have rolledoff the assembly line.

Weve introduced newcars with new levels of performanceto the automotive world and in manynew markets, says Caldwell. Theresults have been increased salesand a boost to Cadillacs century-old

prestige as a world-class auto maker. Ourdesign studies arerocking, says Caldwell.The Cadillac brand isalive and well, and theSRX is proof that wereback in the game.

We pulled out all the stops, Reuter says about thebright polished nickel and hardwoods that line the dash-board and door panels, the dual-depth approach to doorstorage and glove box, as well as the leather seats andthe bright-yet-discreet ambient lighting that is providedthroughout the SRXs plush interior cabin. It has a theatre-like eeling, he says. Its very chic.

And the luxury doesnt stop there. Speci cs such as theuse o acoustic laminated glass, together with a remarkablylow level o vibration at idle, have brought the noise level inthe vehicle cabin down to what Reuter calls library quiet,so that passengers can talk easily between seats. Its typi-cal Cadillac over delivery, he says. Its part o the overall

eeling o sa ety, re nement and styling.Equally impressive changes have been made to the vehi-

cles exterior. Gone is the station-wagon look and appeal o the rst generation SRX, a midsize luxury crossover thatwas designed, built and introduced in the U.S. in 2004,when a record 30,000 units were sold. Its got that verydistinct design that you know is a Cadillac rom 100 metersaway, says Cadillac spokesperson David Caldwell, pointingto the vertically oriented ront and rear ends, the doors, theglass, the logo and the distinctive lighting. Our vehiclesare not anonymous. They are designed to stand out, bring alittle magic that people want.

as a resulT, reuTer is con dent that the 2010 SRX,which went into production in summer 2009, will com-pete avorably with the main heavyweights in the sector namely the Lexus RX, the Acura MDX and Lincoln MKX in a fuent suburban enclaves in the two dozen coun-tries in North America and Europe where the vast major-ity o compact luxury crossovers are sold. Like all Cadillacmodels, its a mix o art and science, he says. Weveinvested heavily in the brand over the past decade, and inmany ways the SRX is both a culmination o that processand a renaissance o Cadillac. Its simply the best vehicleo its kind in the world.

A century of glitz

The electronic control unitreceives data inputs 200 times

every second from more than20 sensors,including those for

the ABS and ESC systems.

Henry Leland

0-22_cadillac_dy_109.indd 22 2009-11-11

7/31/2019 Dynamix 1 09 En

23/28

www.haldex.com 1/2009 Hald x Dy am x

Alwayr adyf r a d chall

You wont metoo many pe

ple in the worwhose idea

relaxation isread new literture on comp

tational udynamics. Bthen you like

havent mengineer Yoge

Saindane HaldexPune, Indi

Haldex Pe

T t R F M m wPh t Fr r k R r

3-25_haldexpeople_dy_109.indd 23 2009-11-11

7/31/2019 Dynamix 1 09 En

24/28

www.haldex.c24 Hald x Dy am x 1/2009

Engineer Yogesh Saindane is passionate aboutCFD. Saindane, 30, is the manager o CFD, orcomputational uid dynamics, at Haldex Engi-neering Centre in Pune in Western India. Thisis my subject, he says, and there are many problemsand challenges associated with this special area that stillremain unsolved.

Saindane joined the Haldex Centre soon a ter it was setup in 2007. Armed with a Masters degree in mechanicalengineering with a specialisation in design technology

rom the prestigious Indian Institute o Technology inMumbai, he brought to the job two years o experiencein design retrofcation and modifcation in CFD, espe-cially or turbo machinery.Once we got the hardwareand so tware necessary or the sa ety analysis, we startedour work, initially ocusing on sa ety analysis and designmodifcation, says Saindane.

His job involved computing equations or uid ow.Haldex is one o the worlds leading suppliers o oil andwater pumps or heavy-duty diesel engines, Saindanesays. Put simply, we make equipment that handles di -

erent kinds o uids such as oil, water and gas.

In India Haldex main clients are Tata Cummins andCummins India, a leading player in the manu acture o heavy-duty diesel engines or gen-sets and trucks. Butmuch o what Haldex produces in India is exported toEurope and the United States.

Saindane provides application engineering support orHaldex India, especially on the new India projects JohnDeere Tier 4 Water Pumps and Oil Pump, Daimler India,Caterpillar, JCB and others.

The India plant is certifed or ISO/TS 16949 and IIE(Investors in Excellence), and shortly the plant will be certi-fed or ISO 14000 and 18000.

FoR Haldex cusToMeRs, Saindanes background indesign engineering and his experience in fnite elementanalysis, which ensures the structural sa ety o products, areinvaluable. The most crucial actor is that the equipment wedesign and produce should not ail in the feld structurallybecause o excessive load or any other actor, he says.

CFD helps to ensure reliability. At the design level wepredict how the uid will ow through the pump or anyother product. I there are major loss areas, we identi y

The challenge is to overcomethe geometric constraints and meshthe pumps with the engine.Yogesh Saindane

Yogesh Saindane joinedthe Haldex Engineering

Centre in Pune soon afterit was set up in 2007. His

wife Swati is a teacher.

YogesH sAinDAneage: 30FaMily: Swati, who is ateacher, and their 3-year-old-daughter.Hobbies: Along with techni-cal reading on his specialty,Saindane also relaxes bywatching old movies bothHindi and English and read-ing fiction. The last book Iread was The Monk who soldhis Ferrari, by Robin Sharma,who is my favourite author.Saindane also loves to readhistory and mythology. Andwhenever he has the chance,he goes for a swim.


7/31/2019 Dynamix 1 09 En

25/28

www.haldex.com 1/2009 Hald x Dy am x

them though CFD and then work to modi y and improvethe e fciency o the product.

All this is done be ore building a prototype. Proto-type building is a very costly exercise, says Saindane,and once a prototype is designed and built, any changecould cost a lot o time and money. Once an appropriatedesign one that allows uid to ow smoothly and withgood e fciency is fnalised, the prototype is built.

One challenge in this process is having the righthardware. The process requires a very large computa-tional resource base, Saindane says, which means that

the required computational power must be available inthe hardware system. This work requires the solving o complicated equations, and hence the hardware is veryimportant.

anoTHeR cHallenge is to match the pumps with theengine. Our products the water pumps are o a par-ticular geometry, and the shapes o the inlets in the enginestend to be very odd, Saindane explains. So the challengeis to overcome the geometric constraints and mesh thepumps with the engine.

Yet another challenge is to make pumps that can han-dle di erent kinds o uids. A project on hand involvescreating positive displacement gear pumps or oil.These are manu actured and designed by Concentric.We make certain kinds o pumps purely in accordancewith engine specifcations.

But the pro essional engineer in him enjoys these chal-lenges. The more complicated the problem, the newer theproduct, the more exciting the challenge, says Saindane.Every time you have to decide what particular strategy youwill apply or that particular problem.

Playing with his 3-year-old daughter relaxes YogeshSaindane. I love to do that, he says, smiling. She is at thatmagic stage.

Reading the latest litera-ture on CFD both relaxesand inspires Yogesh Sain-dane. But so does playingwith his daughter.

What is Computational

fluid dynamics (CFD)?CFD is one of the branches of fluid mechanics thatuses numerical methods and algorithms to solveand analyze problems that involve fluid flows.Computers are used to perform the millions ofcalculations required to simulate the interaction ofliquids and gases with surfaces defined by boundaryconditions.

The fundamental basis of almost all CFD problemsare the Navier-Stokes equations, which define anysingle-phase fluid flow. As such it is the foundationfor Haldex oil and water pumps for diesel engines.


7/31/2019 Dynamix 1 09 En

26/28


The SwediSh Energy Agencyhas allocated a total o SEK168.3 million to 17 researchprojects with the aim o reduc-

ing uel consumption andemissions o greenhouse gases.The ventures take place underthe auspices o FFI, a coop-erative program involving theSwedish government and theSwedish automotive industry.

The money granted to Hal-dex Traction is to support aproject that aims at creating anew kind o electrical rear axle

or our-wheel-drive hybridcars.

Both the Swedish govern-ment and the Swedish automo-tive industry have signed anagreement to jointly nanceresearch, innovation, and devel-opment when it comes to cli-mate, environment and sa ety.

In line with the emergenceo the hybrid electrical vehicletechnology, Haldex Tractionis increasingly ocusing on its

position within this eld, saysUl Ahln, president o theHaldex Tractions Systems Divi-sion. It eels good that in com-

petition with other manu actur-ers in the automotive industry,we have managed to be part o one o the research projects.

in 2008 , along with the acultyo engineering at the Universityo Lund, Haldex Traction beganresearch in the eld o hybridelectrical vehicles in order tobring new hybrid technologyinto a green car.

In the second phase o this project, which started in2009, we will work with severalpartners and car manu actur-ers, such as SAAB and Volvo,Ahln says. The aim is todevise a prototype car with anelectrical rear axle. At a laterstage, the objective will be tostart serial production o thiscar.

The our-wheel-drive proto-

type car is scheduled or com-pletion at the end o 2009 orthe beginning o 2010. A moreadvanced prototype will be

completed by the end o 2010.In 2013, it may be possibleto start the serial productiono the electrical rear axles atHaldex Traction in Landsk-rona, Ahln says. The hybridtechnology will be used or

our-wheel-drive cars. Thetechnology can be used or two-wheel-driven cars as well.

Expertise

Grs

Haldex Traction plans to develop an electrical rear axle forfour-wheel-drive hybrid cars. Cars with the Haldex Tractionssolution can save 20 to 30 percent on fuel costs and emis-sions compared with conventional four-wheel-drive vehicles.The project has been granted SEK 9.4 million by the SwedishEnergy Agency. T t M rt n r P oto isto kp oto

The aim is to devisea prototype car with anelectrical rear axle.

Ulf Ahln

h to op

6-27_research_dy_109.indd 26 2009-11-11

7/31/2019 Dynamix 1 09 En

27/28


haldex Hydraulic SystemsEngine Business Unit in Bir-mingham, UK, has won thesustainability category in anannual competition held byMidlands Excellence. Amongother things, the uel-saving

variable fow and the control-lable water pumps contributedto the Birmingham unit beingawarded.

The Hydraulic SystemsEngine Business Unit has

conducted an array o initiativesto ensure that all co-workersare aware o direct and indirectenvironmental impact.

we have reduced ourelectricity consumption by 50

percent overtwo years, saysDavid Wool-ley, managingdirector o theBirminghamand Pune,

India, acili-ties. We haveraised our lev-els o materialrecycling con-

siderably, turnings costs intorevenue streams. And we havean ongoing drive to require theISO 14001 environmental stan-dard throughout our supplierbase.

As a result, a vital changtaken place in terms o wamanagement and the unitsoverall carbon ootprint, Wley says.

waSTe haS been reduby 80 percent, he says. Wwater and oil are ltered anrecycled, while solvents havbeen virtually eliminated.

The companys variable and controllable water pumsigni cantly improve vehic

uel economy and bring mreductions in CO 2 emissionThe variable fow pump

gives up to 5 percent uel sin diesel engines, while proing less emission and reducnoise, Woolley says. Ourwater pump provides urthemission and uel savings,ing a combined system beno up to 8 percent.

MidlandS excellence is a char-ity that researches and shares goodpractice to enable organisations toimprove. It audits European Founda-tion for Quality Management methodsin the UK.

The annual Midlands Excellence

Awards programme has run every yearsince 1997. It rewards organisationsthat have demonstrated excellent all-round performance after completing arigorous assessment process.

Haldex Hydraulic Systems EngineBusiness Unit in Birmingham, UK, won

in the 2009 sustainability category.Midlands Excellence judges noted thatsustainability is embedded throughoutthe company, from product design tomanufacture, and that there is goodvisual management of all operationalphases.

For the past two years Haldex Hydraulic Systems EngineBusiness Unit in Birmingham, UK, has focused on initiativesto reduce direct and indirect impact on the environment. Theunits success has been recognised in a sustainability awardfrom Midlands Excellence. T t M rt n r P oto h

Promoting business excellence

a r t UK

At the awards ceremony. Fromleft to right: Nick Trew, Exxon-Mobil Lubricants & Specialties,

James Norris, Health, Safetyand Environment Manager

Haldex, James Caan,David Woolley, Haldex.

6-27_research_dy_109.indd 27 2009-11-11

7/31/2019 Dynamix 1 09 En

28/28

WE OFFER YOU NOTHING

www.haldex.com1-800-572-7867 Rockford, IL, USA

46-8-591 28850 Arlandastad, Sweden

Nothing? Yes, the goal of diesel engine and vehicle manufacturers is

to provide vehicles with harmful emissions reduced to virtually nothing.

Haldex has collaborated with leading manufacturers and has successfully

developed products that make positive contributions towards reducing

emissions without sacrificing performance.

EGR pump

Electric fuelpump

Enginelubrication

pump

Hydraulicfan drive

Fuel transferpump

CustomerCollaboration

CustomEngineering

Crank case ventilation

OperationalExcellence

Six Sigma

Documents

Dynamix 1 09 En