Initially born out of one man’s infatuation with motor racing, Titan Motorsport and Automotive Engineering has forged its own path within the bespoke component manufacturing sector for the last 40 years, having worked with a wide range of household names in the automotive sector. Recently, however, the company decided to go somewhat back to its roots and pursue steering system development.

Titan conducts the majority of its steering system design, testing and validation in-house, with a multitude of departments focused on delivering state-of-the-art manual, hydraulic or electric power-assisted steering solutions to a wide range of customers with a vast array of different use cases and requirements.

Within one of its mechanical testing facilities, Paul Wilkinson (below right), technical director at Titan tells ATTI how the company’s engineers develop steering feel on hydraulic power steering racks using differing thicknesses of torsion bars within a steering valve: “Different customers want different characteristics, so we need to be able to change the torsion bar in the power steering valve.

“As you apply torque to the steering wheel, the torsion bar twists, and when that twists, it opens the valve in [the steering rack] to allow the fluid through that gives you the assistance. The stiffness of this torsion is critical to the feel of the steering.”

“As a result, the thicker the torsion bar, the heavier the steering feels, but also the more feedback you get from the wheels. The softer the torsion bar, the lighter the steering feels, but you lose some of that feedback.”

In terms of enhancing steering feel further, Titan has developed a boost curve which shows how much boost pressure is delivered for any given applied torque. This can then be translated into steering force.

“Then we can create two or three different options for the customer to try, then you sit them in the vehicle, [they] drive it around and see which one they like. We might then do a bit of fine tuning around that before finalizing the spec on the torsion bar,” explains Wilkinson.

Additional testing set ups located at Titan’s facility include steering system characterization and durability rigs.

“Typically, we put steer angle in through the pinion and then we react to the loads coming out through the steering rack. Forces go back through into a secondary rack which is specially designed with a double drive from the electric power steering units, [enabling us] to react to whatever load is coming through.

“We can effectively replicate the steering loads that you would see driving on the road or driving on the track, meaning we can validate the durability of the concept, and the performance of the concept before it ever gets onto a vehicle,” concludes Wilkinson.

Better safe than sorry
When asked about electronic steer-by-wire systems, Wilkinson explains that the major hurdle for manufacturers is developing functionally safe systems.

“If you’ve got a mechanical link down to your front wheels and your steering assistance fails, then it’s pretty unpleasant but you can still steer. With a steer-by-wire system, we have to ensure the steering system never leaves the driver unable to control the vehicle – that is of utmost importance.”

He added that until recently automotive legislation did not allow for a full steer-by-wire system, and despite companies such as Infiniti having previously developed them, the early steer-by-wire systems had a steering column with a clutch in them. This was to ensure that if a failure occurred on the electric system, a clutch on the column would engage resulting in mechanical steering.

Wilkinson adds, “Just recently, a leading German OEM announced a full steer-by-wire system that looks like a genuine steer-by-wire system. I believe many companies are waiting for someone to do it first as there’s a big cost involved in ensuring the overall functional safety . There are big advantages to be realized with steer-by-wire technology, but there is also a significant overhead associated with building-in multiple redundancy and proving the system is resilient and resistant to cybersecurity threats.”

Wilkinson believes many companies are being conservative with deployment of the technology, and are waiting for others to conduct their own validation programs to enable prospective developers of the smart solution to gather more information on the technology before introducing it into production themselves.

“We have to design differently depending on whether it’s for a steer-by-wire application, or whether it’s a conventional EPAS power steering system.

“The big difference between the two, is that if it’s an EPAS, there’s still a mechanical link and the driver can take control in case of a failure,” says Wilkinson. “It’s a failsafe requirement, which basically means that if the system detects any problems in the electronics or electrical system, it can safely shut down and the driver can still control the car. Whereas for drive-by-wire with a steer-by-wire system, it’s got to be fail functional. So even if the functionality is slightly degraded, it’s still going to turn right when you tell it to turn right, whether you tell it to turn right with a steering wheel or by using automated driving.”

Test, test and test again
To ensure the company’s steering systems are up to the demands of everyday use in a range of cases and conditions, Titan carries out an array of validation programs. This includes the company’s steering components being subjected to over 480 hours of salt spray testing at an accredited laboratory. In addition, fatigue testing is also conducted, consisting of actuators being put through 100,000 cycles to ensure they stand up to Titan’s strength and durability requirements. Other testing rigs include a dyno system for steering rack motor development.

Wilkinson also explains that Titan uses a combination of both real-world and virtual testing, consisting of stress analysis to validate the strength and durability of its systems.

“You go further than that, and go into fatigue analysis as a computer-aided engineering activity,” says Wilkinson. “We use all the tools that are available around us to get as close to the right answer as we can, but you’ve always got to do the physical validation as well.

“No matter how mature the technology, you can always still be surprised when you come to physically test,” he says.

Horiba Mira was tasked with testing the x-by-wire vehicle control system by modeling several certification requirements set out by the FMVSS. REE plans to fully certify its P7-C chassis cab and P7-S stripped chassis platforms to meet the requirements of FMVSS, CARB and EPA by the end of 2023. The P7-C and P7-S will both be powered by the REEcorner full by-wire system for steering, braking and drive control.

“FMVSS certification of our core by-wire system is feasible based on the tests we have conducted in the past several months,” explained Ahishay Sardes, co-founder and CTO of REE. “This milestone is important as we set out to be the first to certify a fully by-wire system. Now that we have confirmed feasibility, the most novel step of this process is behind us and we are confident that our P7 will pass the design-agnostic and performance-based FMVSS certification process.”

REE’s feasibility tests were undertaken by Horiba Mira’s engineers and drivers at the latter’s testing grounds in Coventry, UK.

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“What is completely new is that the thermal barriers are now also available in customized, flexible 3D geometries, which makes it possible to use them in various positions within the battery and allows for integration of additional components,” said Andrew Espinoza, global vice president of technology in the Oil Seals Powertrain & Driveline Division at Freudenberg Sealing Technologies.

Thermal runaway, which is the ignition or explosion of a battery cell caused by a self-reinforcing heating process, is a significant safety problem. It can be caused by a range of internal and external factors, such as overcharging, excessive discharging, damage or heating of the battery. Thermal runaway releases not only flames and hot gases but also electrically conductive particles. These can cause thermal propagation in adjacent cells and lead to short circuits in the electrical system. Thermal barriers act as protective layers that slow down or even prevent the heat and flames from spreading in the battery, which significantly increases safety.

Instead of using conventional 2D barriers to prevent thermal runaway – such as flat mats and thermal blankets – the company has developed a 3D variant that can be produced using a variety of high- and low-volume manufacturing processes, including injection molding and continuous extrusion. At present, profile seals, module separators and covers – including those for bus bars, cooling lines and electrical components – are being produced. The 3D geometries are lightweight in comparison with traditionally used alternatives, ensuring they have a minimal impact on the battery’s overall weight.

To meet the requirements of the aforementioned applications, Freudenberg Sealing Technologies has developed heat-resistant, electrical and thermal insulating materials. These have been tested in-house to ensure they can withstand temperatures up to 1,200°C. The company’s materials benefit from a specially developed composition that makes the compounded polymers extremely heat resistant. Furthermore, the materials are resistant to particle impacts such as those that occur when cells are vented.

“The three-dimensional thermal barriers and the utilized materials have gone through extensive testing that exceeds the required standards,” added Espinoza. “They have proved their outstanding performance and reliability on bench tests as well as battery system testing. The products meet the highest quality standards, are certified pursuant to UL 94 V-0 and are already being used successfully in initial series production for the automotive industry.”

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With a drivetrain capable of delivering a peak output of up to 800kW (1,104ps), the Porsche GT4 e-Performance is viewed as an important test vehicle for the future of all-electric racing. Its advanced direct oil cooling system counteracts thermal derating, ensuring the GT4 e-Performance can maintain constant power output in race mode for up to 30 minutes.

Equipped with 900V technology, the vehicle’s battery can be charged from 5-80% in 15 minutes. When used in a race scenario, the equipment places considerable stress on the Porsche’s thermal management system. This has been overcome through the collaborative development of the Mobil 1, three-in-one thermal management fluid.

“Our long-term collaboration with Porsche allows us to push boundaries, both in terms of combustion engine lubrication and fluids for emerging EV designs like the Porsche GT4 e-Performance,” said Tobias Klande, technology solution professional at ExxonMobil’s European Product Technology Centre (EPTC) in Hamburg. “This new Mobil 1 fluid shows how, together, we’re testing and developing new concepts under the toughest conditions to find e-mobility solutions for the commercial production of tomorrow.”

“We now have a single Mobil 1 thermal management fluid that we can use across all three components of the cooling system, helping to reduce overall system weight,” explained Rüdiger Klutinus, a Porsche HV engineer. “It helps optimize power delivery during acceleration and recuperation, extend battery life and enable faster charging during breaks to help increase track times. It also delivers enhanced e-motor durability and power electronics efficiency, providing sustained power for longer.”

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Four identical two-hour sessions will be held throughout the day, consisting of an introductory presentation from the site’s managing director Rob Lewis, exhibitions from service providers, a live vehicle demonstration and a driven guided tour of the tunnel. Exhibitors will include JRM, Evolution Measurement, Bramble and Catesby Projects.

Established in 1897, Catesby Tunnel was used as a railway tunnel until 1966. In 2013 it was developed into an advanced automotive testing facility with 2.7km of tarmac and the added benefit of repeatable environmental conditions all year round.

“Almost two years on from our initial launch event, we are really excited to be opening our doors to industry professionals once again,” said Jon Paton, group leader at Catesby Projects. “In that time, we have been very busy and played host to some really interesting tests at the tunnel. However, there are still plenty of people yet to see the facility in the flesh, so we are looking forward to showing them around.”

“We’re elevating the event this time around,” added sales and marketing coordinator Charlie Smith. “We have some industry-leading service providers exhibiting with us and there will also be live vehicle demonstrations. Uptake has been really positive and we can’t wait to welcome people on October 4.”

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Before a new vehicle type with automated driving functions can be brought to the EU market, the vehicle must undergo a wide variety of road testing for validation under different environmental conditions. With software becoming a major part of new vehicles, homologation is now also mandatory for certain software updates. At present, integration of over-the-air (OTA) software updates is subject to homologation – even new functions into fully and partially automated vehicles. The processes involved, however, are not time efficient due to the stringency of the regulatory requirements. As a result, OEMs, technical services and approval authorities require a more efficient and reliable test procedure for approved vehicles that are already being used on the road.

To tackle these challenges, the seven-strong project team was formed with the shared aim of developing a software-based virtual homologation process for extensive OTA vehicle updates via mobile communications. Digital Loop is claimed to deliver a multitude of advantages for OEMs and regulatory authorities, resulting in time and cost savings during type approvals in addition to the maintenance of product conformity throughout a vehicle’s lifecycle. The challenges include reducing the risks and the complexity of regulatory processes, getting the increasing cost of software development and validation under control and speeding up process time.

To overcome these, real-life scenarios are simulated using techniques that ensure that the digital environment offers the accuracy and reliability required for testing, validation and homologation. The virtual simulation is based on highly detailed 3D models of streets, vehicles, pedestrians and weather conditions, among others. The vehicle systems are confronted with these simulations and their reactions and decisions are analyzed. Digital Loop is being developed to accelerate the homologation process for OTA software updates and to significantly reduce the number of analogous test processes.

 “Our mission is to revolutionize the validation and homologation of software updates in software-defined vehicles and shorten the time-to-market, while ensuring the highest safety standards and compliance with legal requirements in operation,” explains Alexander Kraus, TÜV Süd CTO division mobility.

For the latest software-defined vehicle news, click here.

Using high bandwidth linear actuators, the simulator is capable of delivering 6DOF dynamic performance, in addition to high acceleration and frequency response and minimal latency across the full range of motion. To enhance the driving experience further, the aVDS can be used with virtual content from rFpro.

The motion platform can be configured for payloads up to 500kg and as a result can be used for a range of applications, including vehicle dynamics, ADAS and autonomous systems, durability, hardware-in-the-loop, software-in-the-loop and driver monitoring.

“The acquisition of the DIL system aligns perfectly with Pratt Miller’s commitment to driving technological excellence across the markets we serve,” said Matt Carroll, Pratt Miller CEO. “The DIL is just one more advanced tool in our product development toolbox, enabling our team to do their jobs faster, better and more efficiently than the day before. And when our team is faster, better and more efficient, so are our customers. It’s quite literally a win-win.”

“Pratt Miller is a world-class expert in its field, having had success in NASCAR, IndyCar, IMSA and WEC, including nine Le Mans class wins,” added Dave Kirkman, technical director at AB Dynamics. “It has unparalleled expertise in extracting maximum value from DIL technology. This recent acquisition, following Pratt Miller’s thorough market assessment, is further proof of the ongoing effectiveness of the aVDS for both high-level motorsport and automotive vehicle development. We look forward to seeing continued success for Pratt Miller both on and off the racetrack.”

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The test rig was manufactured in partnership with the Fraunhofer Institute for Microengineering and Microsystems (IMM) – a non-profit scientific research institute based in Germany.

The mass production of hollow fiber membrane technology for fuel cell humidification applications is viewed as vital to reduce carbon emissions. By enabling optimal moisture levels, hollow fiber membrane technology enables fuel cells to deliver a longer service life while also performing more efficiently and reliably.

“The results speak for themselves,” said Burkhard Hartmann, R&D officer at Parker’s Engine Mobile Filtration Europe Division. “This has been an outstanding collaboration with the Fraunhofer Institute. It moves us all toward better, more efficient, more reliable fuel cell electrical vehicles, a vital step toward a cleaner, better tomorrow.”

Dr Gunther Kolb from the Fraunhofer Institute for Microengineering and Microsystems added, “Fuel cell technology is key to reducing emissions worldwide. The partners are confident that the hollow fiber membrane technology will be further improved, the service life of the fuel cell humidifiers will be extended, and their efficiency will be increased for the customers.”

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Building on Transurban’s first self-driving truck trial, which took place on the CityLink and the Monash Freeway in 2022, the companies will investigate how Plus’s L4 autonomous driving technology – combined with smart road infrastructure – could help make the country’s sector safer, and more efficient and sustainable.

It is anticipated that self-driving trucks have the potential to transform the freight industry by moving more goods, faster, and in a more sustainable manner. The use of these truck is also expected to reduce congestion and enhance road safety, in addition to addressing the shortage of truck drivers.

Since 2017, Transurban’s CAV testing program has completed 11 successful trials of fully and partially automated vehicles on highways in Australia and North America to test how they respond to road infrastructure. The aforementioned 2022 trial was the first in Australia to test highly automated self-driving trucks in live traffic conditions on public motorways.

The partnership will use Plus’s advanced autonomous driving software and global commercial deployment experience to co-develop self-driving trucks for Europe. The company’s driving software uses generative AI, machine learning, computer vision and other algorithms to enable vehicles to benefit from superhuman awareness and control.

“This partnership will support long-term opportunities for automated freight, including potential benefits to reduce congestion and improve road safety and traffic flow, and is a continuation of Transurban’s work in this area,” said Scott Charlton, CEO of Transurban.

“Automated transport technologies are going to transform the way we move goods around cities, and with vital connections between ports and other freight hubs, our roads offer ideal conditions to facilitate this new technology.”

“At Plus, we have seen firsthand through our global deployments the transformational impact that our autonomous driving solutions can have on transportation to improve safety, efficiency and sustainability,” commented Shawn Kerrigan, co-founder and COO, Plus.

“We are delighted to partner with Transurban to drive autonomous trucking development in Australia to the next level, and show the unparalleled benefits in road safety and operational efficiency delivered by a collaboration between the world’s most advanced autonomous driving software and smart infrastructure provider.”

These guidelines provide a technical reference for potential future regulations relating to the safety of low-speed automated vehicles (LSAVs) operating on UK roads.

The report recommends a future safety and security assurance framework for low-speed automated vehicles. Despite being aimed at LSAVs to begin with, it is anticipated that the group’s findings could be used to inform assurance processes for other AV use cases, including those which operate at higher speeds.

The entire report can be found here.