Steering technology towards better vehicle dynamics
Until autonomous cars become mainstream, which some argue is a really long time away, if at all it happens, the steering wheel isn't going away and the vehicle steering system will continue to see technology development. 'I don't think that the steering system is disappearing in the next 30 years,' Dr.
Peter Pfeffer
, CEO,
MdynamiX
, and Professor,
Automotive Engineering
, Munich University of Applied Sciences.
A joystick could also replace the steering wheel, but at the system level there's a change happening, and that's software replacing hardware. Steer-by-wire technology is set to be the next big thing in steering system engineering. 'A lot of OEMs have large projects to get the steer-by-wire in mass production. Some of them stopped the game because of the economic pressure, but some others are still working,' says Dr. Pfeffer.
ADAS and vehicle dynamics
With the ADAS (Advanced Driver Assistance System) trend increasingly gaining traction, vehicle driveability, handling and comfort, or vehicle dynamics in other words, is attracting more attention. That's also leading to more hardware-in-loop (HIL) testing. The HIL test benches, linked to the driving simulators, can help gauge and calibrate the steering feel and brake feel on the driving simulator.
'This is a new trend, and a lot of people say that then driving simulator makes really sense, because then we can calibrate the systems like steering system, brake system, lane keeping system and so on, and make the evaluation of the tyres too,' says Dr. Pfeffer, who's also a global expert in steering systems and vehicle dynamics.
The Pfeffer Steering System designed by Dr. Pfeffer is a well used conceptual framework for engineering vehicle dynamics, with a special focus on steering behaviour and its effect on droveability. It was first developed as a "very large research project" for BMW, which focused on strong driving dynamics as a brand attribute, with also a tagline of 'Sheer Driving Pleasure'.
The German luxury car major's goal was to find objective targets for steering feel. They wanted to develop the steering feel with virtual methods. 'And here one part was to make this evaluation of the steering system with test drivers, subjective evaluations, and the other side was the objective evaluation. And the next step was that we want to produce these objective values out of the simulation tools. And this was the driver of this development,' explains Dr. Pfeffer.
Good steering feel or feedback is key for a better driveability or driving experience. Will a drive-by-wire system be able to match the experience of a mechanically linked steering system? Yes, according to Dr. Pfeffer. He says, 'We made such a car, in partnership. It was also used for racing, and the feedback from race drivers was very, very positive, but this is not in mass production. It was just some first prototypes.'
Autonomous, ADAS tech will see gradual progression
Autonomous Driving is one of the key global megatrends but its progression has significantly lagged behind other megatrends such as electrification, Connected Vehicles. Assisted driving in the form of ADAS tech is paving the path for it, but time will have to be invested too for the requisite technology maturity. 'When you look back, the first ACC (Adaptive Cruise Control) was launched around 2000, and now 70 or 80% of cars in Germany are equipped with this system. It has taken more than 20 years (for the tech) to get to a maturity level, and the same will be for lane keeping tech which started later. So it takes time,' says Dr. Pfeffer, who is confident that Autonomous Driving will 'of course' become a reality.
Role of Industry-Academia collaboration
In an increasingly technology-intensive, disruptive era, automotive industry players have to innovate and develop technologies faster than ever before. In such a scenario, the value of or need for industry-academia collaboration may be stronger than ever. Dr. Pfeffer, who also had a stint at Audi as a chassis and NVH engineer, many years ago, believes that it's important for academia to be in tune with the trends and needs in the industry landscape.
'The big benefit of having worked in industry is that you know what the industry is needing, and you are not teaching stuff which is not for any use in the industry,' says Dr. Pfeffer, who also points out that in Germany it's essential for an individual to have industry work experience to apply for professorship.
Academicians-led enterprise
Dr. Pfeffer, and his core teammates at MdynamiX also form an interesting example of academicians and entrepreneurs at the same time. Peter Pfeffer, Bernhard Schick, Stefan Sentpali, and Markus Krug, all professors, came together to form MdynamiX, an engineering firm specialising in ADAS/AD, UX, vehicle dynamics, steering & brakes and NVH, in 2014.
Why did a group of professors form an engineering firm when they could have done developmental projects in their labs? 'Because there are so many PhD theses, tons of papers written, there's so much knowledge in this. But development engineers don't have time to read the PhD for the whole day or so. And so to make it easier to use them, we said, okay, we have to develop easy to use products and software out of the best ideas,' says Dr. Pfeffer. MdynamiX also has an academy automotive engineers are trained to use such methods.
Given the growing ADAS trend in India and the opportunities arising thereof, the
Munich based MdynamiX has also established an India presence with a joint venture with Delhi based Automotive Test Systems
.
To get more insights and also discuss the various vehicle dynamics related topics with Dr. Peter Pfeffer, be at the 6th ETAuto Tech Summit, where the technologist and academician will participate as a Keynote Speaker.
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The Wire
2 hours ago
- The Wire
Vande Bharat Trains, the Big Class Divide And Other Concerns
The Vande Bharat services introduced over the past six years mark a clear shift in the class of train services provided by the Indian Railways. Vande Bharat, with its modern, aero-dynamic exterior, has been branded as India's first indigenous 'semi high-speed trains' and generated widespread euphoria, owing to the fact that it is the first time that train-sets have been introduced for intercity travel in India. Sure, the Vande Bharat trains are a distinct class of trains that justify the exultation they generate as they are capable of running at speeds up to 160 kmph with higher acceleration and internal amenities matching the best in class. Yet, there is reason to believe that the Indian Railways is going overboard with the manner of deployment of its flagship innovation, that is indifferent to its saturated network and its non-premium traveller. Several challenges are likely to arise due to a rapid surge of these services. Genesis of Vande Bharat Across advanced railway systems, intercity train-sets with increasing speeds have been known to exist for over 90 years. The first aero-dynamic, diesel electric multiple unit (DEMU) intercity train-set, launched in 1933 by the German Deutsche Reich Bahn, ran between Hamburg and Berlin and was nicknamed the Flying Hamburger for its 160 kmph speed and design. Some 30 years later, the Shinkansen was operated between Tokyo and Shin-Osaka as the world's first high-speed railway system with a maximum commercial speed of 200 Kmph. Nicknamed the 'bullet train', this train had a spitzer shaped nose-cone. Then, the state-owned SNCF in France launched the TGV (Train a' Grande Vitesse) in 1981. The TGV which ran between Paris and Lyon and the German ICE or Intercity Express (1991) breached the 320 KMPH and 350 KMPH marks, respectively. Today, high speed rail systems exist across the globe, including in China, Indonesia and South Korea. While high-speed rail systems have existed for close to 100 years elsewhere, train-sets in India have had a 100-year history too. The first ever electric multiple units (EMUs) were introduced in the Bombay suburban system in 1925. These EMUs were extended to Madras in 1931 and to Calcutta in 1957. The induction of train-sets into non-suburban systems happened steadily since the 1980s. Then, at the turn of the century, the Delhi Metro introduced Metro train-sets which became the path breaker for Metro systems in all Indian cities. All these train-sets were used for short distance operation and mostly for intra-city operations with maximum speeds ranging between 80 Kmph and 100 Kmph. In a formal sense, the idea of Vande Bharat found its way into the policy programme of Indian Railways in 2009. The Vision-2020 document which was formulated in the year 2009 envisaged the use of train sets for intercity services. The document stated that 'train-sets should be introduced for intercity express train services to achieve high speed and to minimise terminal detention.' In the meantime, LHB coaches with a speed potential of 160 kilometres per hour, were gradually inducted from the year 2003. With the knowhow on manufacturing LHB coaches being available and the decades long experience of manufacturing train-sets for short distance operation, the stage was set for manufacturing a high-speed, train-set for intercity operation. Owing to the commitment and creativity of the team of engineers from the integral coach factory (ICF), Train -18 happened – and it happened much before the envisioned timeline! Induction of intercity train-sets as Vande Bharat In the wake of the successful trials of Train-18 whose faster acceleration and capability of running at speeds beyond 160 kilometres per hour were proven, expectations ran high. To optimise these advantages, a unique scheduling method was adopted. For the first time, a daytime, intercity train service was planned between two cities located as far away as 760 km. The fastest path was charted between the origin and destination (OD) points to bare running time. The conflicts with existing trains were then resolved with least possible impact due to precedence given to the new train. Stoppages were restricted to the bare minimum to ensure that the new train had the fastest transit time between those OD points. Charted in this manner, the first ever self-propelled intercity train-set with 16 fully air-conditioned cars was introduced, under the nomenclature of 'Vande Bharat' on February 15, 2019, invoking a sense of national pride. This train covered the distance between Varanasi and New Delhi in eight hours at a commercial speed of 95 km per hour. It was faster than the next fastest train by three hours and ten minutes in one direction and three hours and thirty minutes in the other. Since then, 69 more pairs of Vande Bharat trains have been introduced at a rapid pace, after the interlude caused by COVID-19. Brand 'Vande Bharat' Several operational advantages ensued with the introduction of Vande Bharat. Firstly, the train-sets could be returned from the destination within half-an-hour as no detachment and attachment of locomotives was involved. This resulted in faster turn-round at the terminal. The second major advantage is the faster acceleration, with the train-set picking up the speed from 0-100 kmph in 52 seconds. The newly designed driving cab provided an unfettered view of the signals and tracks to the loco-pilots. Among other advantages, with train-sets, the need for a separate maintenance schedule for locomotives has been obviated. With Vande Bharat services having the fastest transit on each OD pair, with their high percentage of right time arrivals, with the passengers experiencing best-in-class amenities and with an agreeable ride quality, they were clearly a cut above the rest of the services offered by the Railways. Given these merits, the Indian Railways has been successful in branding this product effectively and positioning it as a symbol of India's aspirations for modern and efficient rail travel. Expectedly, there has been a clamour for the Vande Bharat rail journey experience among the travelling public, especially among non-resident Indians (NRIs) and foreign tourists. So, the Vande Bharat brand burnished the brand image of Indian Railways. Some critical concerns The Vande Bharat marks a major milestone in the evolution of passenger services on Indian Railways. Nevertheless, there are serious concerns about the impact these services are likely to have on the system, owing to the pace and manner in which these services have been rolled out. The concerns relate to the shutting out of the non-AC traveller; the meagre payload and occupancy of these trains; the introduction of the trains as 'new and additional' trains on a supersaturated network; and the sub-optimal utilisation of expensive rolling stock due to maintenance patterns. The following paragraphs detail these concerns and challenges. Drastic fall in low-income passenger traffic The first concern relates to the disproportionate emphasis on air-conditioned services at the cost of low-income working-class travellers. Historically, a constant feature of class-wise analysis of passenger traffic has been the preponderance of the second-class traveller. Even today, close to 90% of the non-suburban users travel by either the second class or the sleeper class. The 'upper-class' users, including those travelling by all air-conditioned classes, constitute a mere 10% of passengers. Number of Passengers Originating - Non-Suburban (in millions) Year AC class Second Class Total Low-income working class (in %) 1950-51 25 847 872 97 2013-14 138 3719 3845 97 2023-24 319 2605 2924 89 * Second Class includes Sleeper Class Yet, over the years, the higher-priced air-conditioned travel has been accorded priority. This is evident in the growth of passenger coaches. In the last 10 years, the capacity to carry air-conditioned sleeper class passengers increased by 190%, while the second-class passenger carrying capacity increased by a meagre 15%. This slower growth in supply of sleeper-class seats is often taken as a proxy for reduction in demand for such travel. The consistently lower priority given to the capacity of the second class and the sleeper class and a corresponding increase of the share of air conditioned coaches does not consider the fact that low-cost airlines have been providing an accessible alternative mode of travel to the higher income passenger on most of the sectors. Travellers who can afford only second-class travel do not have an alternative mode, especially for long-distance movement. This constraint on the mobility of the sleeper-class travellers is likely to have an adverse impact on livelihoods. It is deeply disconcerting to note that the Railways carried more than one billion passengers less in the non-AC class, non-suburban segment in the year 2023-24 as compared to 2013–14. The proliferation of fully air-conditioned Vande Bharat services, which exclude the non-AC traveller, will worsen this pattern. Payload and occupancy The second major concern relates to payload and occupancy of Vande Bharat services. As many as 70 pairs of Vande Bharat services are operational today. Most of these services are operated with 16-car train-sets. The standard 16 car train-set composition has 1128 seats. The conventional train operated with LHB coaches, on the other hand, has seats and berths exceeding 1500 as per designed capacity. As compared to the standard Vande Bharat train-set, the conventional trains have a capacity which is higher by 35%, even without including the dense crush load in unreserved coaches. At present, reportedly, about 60% Vande Bharat rakes in operation, are being operated with just eight cars. As compared to the 8-car train-set, the conventional LHB train has an additional capacity of over 1,000 seats. Clearly, the Vande Bharat services have lower carrying capacity. When one factors in the actual occupancy of these services, the scenario gets even more curious. Sample data of availability of seats on some trains one day before the date of departure is given below. Chart: Availability on some Vande Bharat trains a day before scheduled departure Source: In this backdrop, it is necessary to recall that most of the conventional trains are running with maximum trailing load, with overcrowded unreserved coaches and with reserved classes booked to capacity. New trains on congested routes The third concern relates to operating these services with sub-optimal payloads, as new and additional drains on saturated sections of the Indian Railways. It is common knowledge that line capacity available to introduce new express train services is finite and constricted. All the Vande Bharat trains are new and additional services (not replacement of existing services) introduced on high density network (HDN) and highly utilised network (HUN) sectors which are saturated, as per the National Rail Plan, 2030. The plan notes that 80% of the HDN and 76% of the HUN are highly congested, requiring line capacity enhancements. For this reason, the Railways has a continuing programme to augment the capacity on these sectors in terms of the National Rail Plan. The HDN and HUN sectors operate a heterogeneity of services – different categories of express trains, stopping passenger trains, freight services, etc., – with substantial speed differentials caused by the type of rolling stock used and the number of commercial stoppages. The Vande Bharat has the predominant right of way on these sections and has to necessarily overtake trains with lesser speeds and more stoppages, leading to an adverse impact on the system. That efficient scheduling principles prescribe avoidance of overtakes for each overtake leads to inefficient use of line capacity is axiomatic. This point was highlighted by the Comptroller and Auditor General of India (CAG) in its Report No. 22, 2021, too: 'there are 14 different average speed groups of trains in NDLS - HWH route. The present practice of the faster train overtaking the slower one is consuming the line capacity. Each precedence results in a loss of about 15 minutes running time along with commensurate loss in sectional capacity.' If a train has to overtake another using up resources, the train with higher priority better be one running with full trailing load. Operation of Vande Bharat train-sets as new and additional services with woefully low trailing loads and sub-optimal occupancy on congested routes would affect freight traffic and put needless pressure on the system. Sub-optimal usage of resources is a failure that merits denunciation as it holds the potential to topple all of the Railway's successes, if it is left without remedy. Need for innovation in maintenance pattern The last challenge relates to achieving the most advantageous utilisation of precious assets. The Vande Bharat train-set costs approximately Rs 120 crores, which is more than twice the cost of a conventional LHB train, including the locomotive. Yet, the Vande Bharat train sets are being operated only on six days a week. Operated as daytime, intercity express trains, these are being taken to the maintenance line for inspection every night. In addition, there is the weekly mandatory daylight maintenance schedule. Rolling stock engineers of the Railways may have to extend their innovation to the maintenance realm too, tapping the availability of modern, high-intensity lighting systems to enable the commercial usage of the train-set on all seven days of the week. Moving Ahead Vande Bharat is a vision come true. While getting the best out of a product of pride, the Railways needs to be watchful. As the number of services increase and the challenge of sustaining quality surfaces, it should formulate modules for monitoring the service quality of Vande Bharat – on all aspects including cleanliness, catering and adherence to time-tables. Feedback should be sought from the travellers after each trip for ensuring remedial action and enhancing service quality. What is most important is that the Indian Railways should step back and look at the shift in priorities that has crept in. The Railways is grappling with the challenge of hastening the creation of additional line capacity which is the most intractable of its constraints. Till this challenge is met substantially, most of the new Vande Bharat train-sets should be used to replace existing services, and not as new services. All the existing train sets should be augmented to 20 car sets and deployed only on sectors with assured demand. Above all, the Indian Railways should have a definite plan to include the non-AC travellers who have historically constituted more than 90% of the non-suburban segment. This segment has to be at the centre of an integrated and forward-looking strategy for passenger services. It would pay to remember that India's population is now estimated at 146.39 crores and that the Vande Bharat services, at present, are beyond the reach of 90% of Indians. A. Madhukumar Reddy, is a former civil servant. He worked with the Indian Railway Traffic Service (IRTS) and retired as Principal Executive Director, Railway Board, in charge of passenger operations of Indian Railways.
Time of India
4 hours ago
- Time of India
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Tired of too many ads? go ad free now Even in his formative years, Turing demonstrated an almost alarming disregard for societal expectations, choosing to redefine boundaries rather than merely adhering to them. The architect of thinking machines: Inventing the future before its time In 1936, at just 24 years old, Turing published his seminal paper, "On Computable Numbers , with an Application to the Entscheidungsproblem(decision problem)." In it, he introduced the concept of the Turing machine, a hypothetical device capable of performing any logical calculation. This abstract model was revolutionary, laying the theoretical groundwork for what we now understand as the modern computer. Essentially, Turing envisioned the fundamental principles of computing before the actual hardware existed. 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Every time an AI makes a breakthrough, from sophisticated algorithms to chatbots, it echoes Turing's foundational work. His life serves as both a testament to human genius and a powerful warning about the dangers of prejudice. Alan Turing, the man who enabled machines to think, continues to inspire and challenge us to consider the profound implications of intelligence, both human and artificial.
Time of India
4 hours ago
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