energy

3.2012
energy
Using
for more efficency
Stay mobile
save resources
Moving the mass
Innovations for lightweight chassis
One on one
ZF fosters young racing talent
www.zf.com
EDITORIAL
A focus on efficiency
SIDE NOTE
When cows meet horsepower
Efficiency: a word that seems
result of an efficiency-driven
to be on everyone’s lips these
corporate culture that has de-
days. A quick Internet search
fined the company since its
yields about 14 million hits. It
early years. Our components
wasn’t all that many years ago
and systems become more
that the word “efficiency”
and more efficient with each
conjured up images of a cold
product generation. Innova-
and calculating business. If
tive materials and manufac-
you used the term too often,
turing processes as well as
you were considered a num-
our plants’ proximity to their
ber cruncher.
markets also generate effi-
It’s a Friday morning at 8:15 on the
forward thrust to an abrupt halt: stoi-
quiet road that links the small mountain
cally, without the bat of an eye at their
villages with the surrounding farms.
fiery competitors, nine bovines – with
But the word has undergone
new production plant for our
With playful ease and roaring engines,
the “cow power” to match – cross the
a makeover of sorts. Today,
extremely economical 8- and
two Porsche 911 Carrera S’s race up the
street to arrive at the pasture where
efficiency
synonymous
9-speed automatic transmis-
narrow, winding stretch of asphalt atop
they’ll begin their busy work day.
with environmentalism and
sions is being built in Gray
Austria’s Pfander mountain. For the
sustainability.
re-
Court, South Carolina. The
drivers from the drive editorial team,
sources – and above all en-
desire for more efficient pro-
it’s pure pleasure; for car photographer
ergy – efficiently not only
cesses and structures was
Bernd Kammerer, it’s hard work. For
saves money, but is consid-
also the driving force be-
the better part of an hour, he’s been
ered to be prudent and re-
hind the restructuring of the
trying to compose the perfect shot of
sponsible behavior that will
ZF Group in 2011.
the luxury sports cars against the light
benefit future generations. It
and landscape. But suddenly a tap of
is precisely this kind of en-
the brake brings the 800 ps (789 hp)
ergy efficiency that charac-
ciency gains. For example, a
is
Using
terizes our products and, as a
2
3.2012
We know from experience
ZF CEO
Stefan Sommer
that efficiency results from
the relentless pursuit of the
result, we have devoted quite a bit of coverage to it
single best solution with optimal use of resources
in this issue. If you want to read about how effi-
at all levels. We see this as our mission; you can
ciency and driving pleasure are not mutually exclu-
think of it as our promise. And now, without any
sive, take a look at our benchmark test on page 30.
further ado, I wish you an informative and enter-
At ZF, the responsible use of resources is the direct
taining read.
3
CONTENTS
30
50
A QUESTION OF TASTE
PATH FINDER
Two 911s:
to shift or
not to shift?
Coaching through
the Swiss alps
38
FORGING TALENT
Igniting a fire
for knowledge
24
AXEL EXPERTISE
What the chassis
has to do
12 ENERGY EFFICIENCY
20 FAILURE ANALYSIS
Stay mobile – save resources
Detectives with microscopes
Lust for loads
The number of vehicles is rising all over the world. To keep harmful
emissions down, cars have to be more efficient, but the way cars are
produced also has to be reexamined and improved.
Failure analysts at ZF figure out the causes behind component failure
during development, which helps to make reliable products from the
get go.
Liebherr’s mobile cranes are at home on construction sites all
over the world. Their minute accuracy over the last 50 years has
been made possible by ZF parts.
Publisher ZF Friedrichshafen AG,
88038 Friedrichshafen, Germany
Publications Officer Matthias Lenz,
ZF Friedrichshafen AG,
88038 Friedrichshafen, Germany
Phone: +49 7541 77-2790
Fax: +49 7541 77-2764
E-mail: [email protected]
Editors in Chief Martin Demel, Wolfgang Miller
Chief Coordinator Claudia Wanger
Editors Frank Thoma (managing),
Thomas Wenzel;
Die Wortwerkstatt GmbH,
72127 Tübingen, Germany
Other authors contributing to this issue
Joachim Becker, Christoph Gurk, Janine Radlingmayr,
Marcus Schick, Michael Seitz, Kai Störmer
Design Advance Consultants GmbH,
Kurfürstendamm 212, 10719 Berlin, Germany
Printing Bodensee Medienzentrum
GmbH & Co. KG, Lindauer Straße 11,
88069 Tettnang, Germany
Photo Credits Cover: Bernd Kammerer; p. 2:
Bernd Kammerer; p. 4–5: Daimler, Bernd Kammerer,
Jörg Sänger, Shutterstock, Strandperle; p. 6–7:
gettyimages; p. 8–9: Audi, Benetti, BMW, Case
Construction, DAF, Land Rover; p. 10–11: AFP PHOTO/
Nicolas Asfouri, ZF; p. 12–19: gettyimages, Sophie
Stieger, Strandperle, ZF; p. 20–23: Sophie Stieger, ZF;
p. 24–29: Daimler, gettyimages; p. 30–37: Bernd
Kammerer; p. 38–41: Jörg Sänger, © ADAC e. V. /
ADAC Formel Masters; S. 42–45; Liebherr, istockphoto;
p. 46–49: ZF; p. 50–53: PostBus, Shutterstock,
Thinkstock; p. 54–55: Audi, ZF
4
42 COMPANY PROFILE
24 CHASSIS
Hard job
Experiencing experience
One of the most overlooked parts of a vehicle is the chassis. But it’s
the part that carries its weight, and more! ZF understands axle systems
as a whole, and is playing a key role in shaping the path to a future.
Forty participants at ZF’s workshop the Chassis Experience learn
how a car brakes on wet roads and why broken shock absorbers are
dangerous. drive reports on the training.
30 TRANSMISSION COMPARISON
6 NEWS
46 SAFETY TRAINING
50 SWITZERLAND’S POSTBUS SYSTEM
The same but different
On the road with the post horn
Whether the Porsche 911 is sporting a dual clutch transmission
or a specially created gearshift for its manual transmission,
this car couldn’t be sportier. A sibling rivalry in seven gears.
Despite Switzerland’s challenging topography, almost every town
and village is accessible via PostBus’s 2100 vehicles. A glimpse at the
most efficient bus system in the world.
38 YOUNG TALENT
54 YESTERDAY AND TODAY
In brief
Talent + x = Success
Early visionary
ZF endows a professorship at the Tongji University in Shanghai –
ZF recieves Energy Efficiency Award – New Thai site – German Association
of the Automotive Industry invites ZF CEO Sommer to the board
The ZF Group gives young racing talent insights in to
motor sport technology, crucial knowledge for paving the way
to a professional career.
The NSU Ro 80 was judged the most futuristic car of its time.
Today, we are used to seeing its slick design in other cars, as well
as the steering comfort first offered by ZF’s servo support.
3.2012
5
NEWS
Up and down in Shanghai
Many travelers are only familiar with
the impressive skyline of the Chinese
metropolis Shanghai as seen from the
Huangpu River. Lesser known, but even
more spectacular, are the views of the
Pudong district from the Shanghai
World Financial Center (SWFC). From
the observation deck on the 100th floor
of the 492 m (1,614 ft) tall building,
visitors can look down on the 421 m
(1,381 ft) tall Jin Mao Tower and, a little
further away, see the city’s trademark
building, the 468 m (1,535 ft) tall Oriental Pearl TV Tower with its distinctive
spheres. Pudong has by far the highest
density of skyscrapers of all the districts.
Around 1,000 elevator transmissions
from ZF make an important contribution
to the vertical movement of people in
Shanghai, ensuring that locals and
tourists alike move safely and comfortably between heaven and earth.
6
3.2012
7
NEWS
New vehicles with ZF technology
On the go with comfort and economy – on land and at sea
Simply
Series 8
is what the con-
struction equipment manufacturer Case calls
its revamped 15- to 22-ton excavator series
with a driveline that is fully equipped by ZF.
There are four different platform models,
which ZF supplies with three different sizes
of excavator axles and transmissions. Pictured is the WX188, equipped with the
MS-E 3060II front axle and MT-E 3060II
rear axle from ZF with a mounted 2HL290
hydrostatic power transmission.
Greater luxury and comfort is delivered by the
Range Rover
in the current, all-new fourth-­
A premiere: the SUV
generation model. The 8-speed automatic transmission from ZF plays a big part. In addition, ZF supplies chassis and
Audi SQ5 TDI
is the
first diesel-powered S model from Ingolstadt. The V6 3.0 TDI with
electronic components for the SUV standard-bearer. Also on board: the energy-saving Servolectric electric power
twin turbochargers delivers its peak torque of 650 Nm (479 lb-ft)
steering system by ZF Lenksysteme.
even at low speeds. To transfer the power of the engine
both dynamically and comfortably, the
SQ5 TDI comes standard with an
8-speed automatic transmission from
ZF. Suspension and electronic compo-
BMW 3 Series Touring
nents are also from ZF.
The impresses with its driving dynamics and functionality in
sporty, elegant style. The bestseller from Munich comes
with ZF’s newly developed 6-speed manual transmission
with clutch as standard; the 8-speed automatic transmission is available as an option. Fuel savings are delivered by
a start-stop system in both transmissions and by electric
power steering from ZF Lenksysteme. The axle systems
and shock absorbers also come from ZF.
The new
DAF XF
strutted its
stuff before a critical public at the IAA
Commercial Vehicles 2012. Driveline and
chassis technology from ZF make the highThe abbreviation
8
FB265
tech truck easier to use, safer and more
is shorthand for a 63 m (207 ft) long super
economical. At the heart of this technical
yacht that is currently being built in the Lorenzo Benetti shipyard in Livorno, Italy.
wonder is the fuel-efficient AS Tronic – the
For the driveline, the yacht builder
first choice for customers looking for an
relies on transmissions from
automatic transmission ­system. ZF also
the new ZF 5000 series. They
supplies the twin-tube dampers in the
are not only low in mainte-
chassis. ZF Lenksysteme provides the
nance and noise, but also pro-
ball track relay shaft and tandem
vide excellent shift comfort.
pump for this Euro 6-certified model.
3.2012
9
NEWS
University funding
Eye on talent
Association work
ZF CEO named
to VDA board
In November 2012, ZF started endowing the Chair for Car
Chassis Technology and Dynamics at the Sino-German College
for Graduate Study (CDHK) at Shanghai’s renowned Tongji
University. The Group was able to recruit Zhuoping Yu, the
Stefan Sommer, CEO of ZF Friedrichshafen
selection. He will be representing Manufac-
dean of the local faculty of automotive technology, for the
AG, is a new member of the board of the
turer Group III – Parts & Accessories. Other
professor­ship. Guohong Ye, President of ZF (China) Investment
German Association of the Automotive In-
board members include Dieter Zetsche
Co. Ltd., explains the motive behind the endowment: “In order
dustry (VDA). Delegates to the annual general meeting on
(Daimler), Volkmar Denner (Bosch), Norbert Reithofer
to consolidate and expand our position in China, we need to
November 9 in Berlin named the 49-year-old mechanical
(BMW), Rupert Stadler (Audi) and Martin Winterkorn (VW).
have qualified young people who see ZF as an ­attractive em-
engineering doctoral graduate to succeed Hans-Georg
The VDA advocates the interests of the German automotive
ployer and develop forward-looking solutions for us.” As of
Härter on the association’s board. “I look forward to work-
industry, which has more than 730,000 employees on both
now, the cooperation with Tongji University will last for five
ing with this distinguished body,” Sommer said about his
national and international levels.
years. Planned activities include joint research ­projects, international internships and employee recruitment initiatives. The
Tongji University
students during
graduation
Group also funds chairs at several German ­universities.
The new site is
located in a business
park in Rayong
Plant opening
Capacity in Thailand doubled
Electric portal axle
E-premiere in Russia
Growth
Strong in Shanghai
There are currently 135 employees producing car axles for Thailand and the entire
A first for trolley buses: the Moscow
Axle Systems business unit. The
Back in 2008, ZF began the develop-
Asia-Pacific region, with customers including BMW, Ford, Mercedes-Benz and
transit authority Mosgortrans will be
AVE 130 provides powerful propul-
ment and production of rubber-metal
­General Motors (GM). GM recently awarded its Supplier Quality Excellence Award to
deploying ZF’s innovative AVE 130
sion with two 120-kilowatt electric
components in Shanghai’s Qingpu
ZF because of the latter’s high product quality. “This recognition makes us proud and
electric portal axles in a low-floor ve-
motors that sit directly on the
District. Due to strong demand, the
confirms the good performance we’ve already seen in our first year of production,”
hicle from Trolza. “Thus, our product
wheels – and have a consecutive
Group has recently expanded its
said Peter Holdmann, who is responsible for the Chassis Systems business unit.
innovation will be able to demon-
two-stage ratio. The weight savings
plant there with two new buildings,
strate its superiority in the largest
compared to a conventional central
adding 13,000 sq m (140,000 sq ft),
engine solution are at least
for a total of 23,000 sq m (250,000
200 kg (440 lb).
sq ft). The number of employees has
With the opening of its new state-of-the-art manufacturing plant in Thailand’s Rayong
Province on November 13, the subsidiary of ZF Lemförder (Thailand) Co. Ltd. has
doubled the size of its production facilities there. The new site covers 7,000 sq m
(75,350 sq ft). Production at the new plant has been underway since April 2012.
trolley bus network in the world,
with 89 routes,” says
ZF Energy Efficiency Award
Five-way victory for the environment
Andreas Moser,
also risen to the current 570. The
who heads the
product portfolio has grown, too:
Commercial
starting this year, plastic parts for au-
Vehicle
tomotive applications have been on
ZF’s production schedule in Qingpu –
with pedal modules at the top. “The
ZF invited its nearly 600 international
suppliers having been invited to present
support efficiency-boosting automation
current expansion is an affirmation of
suppliers and service providers to com-
their ­projects. The award ceremony took
solutions. Rounding out the top five were
our activities in China and the good
pete for the Energy Efficiency Award
place on December 6 in Friedrichshafen.
ebm-papst St. Georgen GmbH & Co.KG,
relations with our local and global
2012. The aim was to honor projects
First prize went to Bosch Rexroth AG for
EMAG Salach Maschinenfabrik GmbH,
customers,” says Torsten Bremer,
with which suppliers continually en-
its ­GoGreen project, which included mea-
SAP Deutschland AG & Co.KG and
hanced their energy efficiency. A jury
sures to reduce CO2 emissions by 20 per-
Schulte & Schmidt GmbH & Co Leicht-
evaluated 30 concepts, with the top five
cent at all plants by the year 2020 and to
metallgießerei KG.
10
3.2012
On the road soon in
­Moscow trolley buses: the
AVE 130 electric portal axle
who is responsible for the Rubber &
Plastics business unit of the Chassis
Technology division.
11
ENERGY EFFICIENCY
Driving towards
sustainability
More and more of us are able to afford our own cars. Yet how do we
tackle the problem of carbon emissions if the number of cars on the
roads is constantly going up? First order of business: more energyefficient vehicle technology, starting on the production line.
Highways such as this
one in Los Angeles are
a symbol of mobility.
Today there are approx‑
imately one billion
vehicles on the earth.
12
3.2012
13
ENERGY EFFICIENCY
T
he automotive industry is cur-
Common guidelines and CO2 limits
with the automatic start-stop function,
in Germany. In early 2013, the Group
rently witnessing two opposing
have been in place across the EU since
this figure is more like 11 percent. The
will also begin production in the United
trends. In Germany and other
early 2012. For manufacturers, this
hybrid version of the 8HP can make
States, benefitting from the fact that
European countries, young people now
means that 65 percent of new vehicles
even further cuts of up to 30 percent.
from 2016 onwards, US car manufac-
see owning a car as a thing of the past.
sold have to have emit less than
The ZF Group currently produces
turers will also be legally required to
Studies have shown that newly quali-
120 grams of CO2 per kilometer (that’s
around 1.6 million of these transmis-
lower the average level of fuel con-
fied drivers would rather rent a car
the equivalent for vehicles getting
sions every year at its Saarbrucken site
sumption across their fleets of new ve-
from time to time than buy one them-
about 45 mpg), otherwise they risk
hicles.
selves. However, in emerging econo-
paying a fine.
Corporate Average
mies such as Asia and South America,
Right of way for
energy-saving
vehicles in California
2.5 million
Using technical solutions to cut costs
ent. In China, India and Brazil, a car is
These new regulations mean that more
not just a car. It is a status symbol, a ma-
and more manufacturers are downsiz-
terial testament of personal success. In
ing: by developing smaller, more effi-
the same fashion, the growing wealth
cient engines, they are getting right to
of these regions is fuelling a global
the root of the problem: fuel consump-
boom in the automotive industry, with
tion and exhaust emissions. “Given the
2012 marking yet another record-break-
number of vehicles on the roads today,
ing year: by September, 61 million cars
optimizing conventional drive technol-
had been sold worldwide, eclipsing the
ogy can still have a considerable influ-
interest
previous record set in 2011 by 6.3 per-
ence on climate protection,” says Peter
newest
cent. While it’s all
good news for car
manufacturers, this
development does
have
environmen-
tal drawbacks. Ultimately, in order to
protect
our
re-
sources and tackle
climate change, we
need to be reducing
private
transport,
not encouraging it.
–25%
then,
Fuel Economy or
the situation could not be more differ-
fewer tons of CO2 are emitted by the
26 million passenger cars worldwide
that use Servolectric power steering.
By
CAFE standards set
out in 2009 of 35.5
mpg (6.6 l/100 km)
will firmly be in
place. Given these
new regulations, it
is
not
surprising
that the US market
has shown a strong
in
piece
ZF’s
of ▶
Due to rising traffic
levels, global energy
consumption is
rocketing.
fuel consumption thanks to cPOWER:
this power-split continuously variable
transmission (CVT) keeps the motor of
construction machines running at the
most economical engine speed.
Official regulatory
measures have already been introduced to try and tackle
Ottenbruch, ZF Chief Technology
the problem, including inner-city con-
Officer (see interview on page 18).
gestion charges, such as those in London and Singapore, and limitations on
For years now, ZF technology has been
private vehicle registrations in China.
transforming all kinds of vehicles, making them more energy-efficient. Passen-
14
More mobility – less energy
ger cars fitted with ZF’s 8-speed auto-
The EU and the US, however, are tak-
matic transmission (8HP), for instance,
ing a different approach. According to
now use considerably less fuel than
new laws, automobile manufacturers
those fitted with its 6-speed predecessor.
are now required to drastically cut the
Carbon emissions from those models
carbon emissions of their new vehicles.
have been cut by 6 percent; combined
3.2012
15
ENERGY EFFICIENCY
drive technology: the 9-speed automatic
be achieved when a hybrid version is
of its different functions, ZF chassis ex-
ZF Group is also bucking the trend.
transmission for transverse engines.
released. But ZF isn’t just focusing its
perts are always on the hunt for alterna-
Having already carried out various in-
Compared to the 6-speed automatic
efforts on the drivetrain – considerable
tive, lighter materials. The idea for a
dividual projects targeting increased
transmissions currently built into many
contributions to fuel efficiency can also
wheel-guided transverse leaf spring
energy efficiency, ZF’s 2012 campaign
be made through improved steering.
axle, for example, is based on using
year, dubbed the “Year of Energy,”
While conventional power steering sys-
glass-fiber reinforced plastic, a material
marks a concerted effort made by the
tems are on continuous standby, ZF’s
commonly used in sectors where safety
Group to tackle environmental issues.
electric power steering system Servol-
is very important. Parts that have al-
The aim of this campaign year is to
ectric only uses energy when the driver
ready made it to the production line in-
make energy savings of 20 percent by
is actually turning the wheel. On over
clude lightweight shocks and ultra-
2015. Project leader Bernd Mattiske
100 km (60 mi), the Servolectric saves
lightweight brake pedals, made of ther-
says: “By conducting pilot studies at
an average of 0.4 L (13 oz). This means
moplastic composites.
various stages of the production pro-
–16%
fuel is needed when using the 9-speed
automatic transmission for transverse
engines compared to the currently
widespread 6-speed transmissions.
that each year, the 26 million vehicles
cess, we have been able to identify an
fitted with Servolectric steering from
For electric cars to be more viable and
approach and show that our goal is
ZF are emitting 2.5 million less tons of
widely used, they need to start shed-
achievable.” One approach to reducing
CO2. Lighter cars are even more fuel-
ding the pounds. Car manufacturers
energy consumption is carefully imple-
efficient, and they emit less. When try-
are all bracing themselves for the era of
menting the so-called mediums, such as
ing to make a vehicle more lightweight,
e-mobility and at ZF, we too are getting
oil and compressed air. Equally impor-
vehicles of this kind, the 9-speed trans-
it’s good to start with the chassis. Be-
into gear. In October 2012, for exam-
tant is getting a handle on the heat loss
mission can achieve fuel savings of up
sides optimizing the components of a
ple, we presented our idea for an elec-
that occurs at many stages in the pro-
to 16 percent. Even further savings will
vehicle and improving the integration
tric drive. That said, according to pro-
cess. Energy consumption is likely to
New processing
concepts are
reducing the need
for coolants.
jections made by
global management
consulting
firm
McKinsey, electric
Driving economically technology by ZF
cars and plug-in
In cars with combustion engines
hybrids will still
In hybrid cars
–6 %
with electric steering
only
make
up
3.5 percent (Ger-
–6 %
many, France, UK)
with electric steering
to 9.7 percent (Japan) of all vehicles
–11 %
with the 8-speed automatic trans­
mission with start-stop function
–5 %
with optimized all-wheel drive
–4 %
with lightweight construction
–25 %
“ Given the number of vehicles on the
roads today, optimizing conventional
drive technology still has considerable
leverage for climate protection. We’re
still a long way off from exhausting
the technical possibilities in this area.”
Peter Ottenbruch, Chief Technology Officer
in four years time.
According to McKinsey, this figure will
figure much more highly on the agen-
not even reach 1 percent in China.
da when it comes to future investment decisions. To ensure that energy
with hybridization
–5 %
with optimized all-wheel drive
–4 %
with lightweight construction
The Year of Energy amplified
efficiency is firmly embedded in the
In the automotive industry, better en-
production process at all of ZF’s sites,
ergy efficiency doesn’t just come from
Mattiske and his team are currently
products produced. It is just as impor-
working on a company-wide energy
tant to minimize the amount of energy
management system, a process that is
and materials we use during the pro-
also being governed by purely pragmatic
duction process. In line with this, Ford
considerations. For years now, energy
has managed to cut its global energy
prices have been going in one direc-
consumption by 44 percent since the
tion: upwards. If ZF can save on energy
year 2000. For BMW, current global en-
costs during production, the knock-on
ergy consumption rates are 30 percent
effect is that products can be marketed
lower than they were in 2006. The
at much more competitive prices. ■
Source: ZF
16
3.2012
17
ENERGY EFFICIENCY
Improving in every way
Peter Ottenbruch, ZF Chief Technology Officer, talks to us about efficiency,
the way to efficient products, lightweight construction, and market prospects
for efficient products in the emerging markets.
Dr. Ottenbruch, almost all of ZF’s products lower fuel
Hybrid is a watchword that has not yet been mentioned.
consumption and emissions. Is energy efficiency the top
Of course hybrid technology also improves the effectiveness
priority in product development at the moment?
of the driveline by recovering kinetic energy that would other-
I would put it in broader terms: efficiency in general is our top
wise be wasted. If you’re just looking at vehicle efficiency,
priority. It is not about energy efficiency alone, although that is
hybrid technology has the greatest sole potential. ZF has been
a very important aspect of product development, which we
active in the field of hybrid technology for years. Recently
anchor in our product specifications very early in the process.
we became the first supplier to produce a hybrid module for
the heavy CV market.
But that’s not all, is it?
We are also improving the power-to-weight ratio, that’s the
So hybrid is the technology of the future?
ratio of curb weight per Newton meter, in all of our new
Undoubtedly, but we must also consider that, given the
­transmissions for cars and CVs. Of course efficiency in our
much greater number of vehicles globally, the greatest
production processes is also an important issue – if our costs
absolute potential for improving energy efficiency lies in
were not competitive, our position with our customers would
improving conventional driveline technologies and in
be difficult, even with energy-efficient products.
reducing vehicle weight.
What is ZF actively doing to reduce vehicle fuel
The ZF technologies that promise the greatest weight
­consumption and emissions?
reductions are not yet in mass production. Why?
We are very active in a number of fields simultaneously. First
With concepts like the wheel-guided transverse leaf spring
we are offering products that increase the effectiveness of the
made from glass-fiber reinforced plastic, we planned for
respective applications. Our transmissions make it possible to
longer lead times from the very beginning. The cost-benefit
keep modern combustion engines, whose rpms have been
analysis also plays a role deciding whether to apply this
falling and whose torque has been increasing in recent years,
concept for car chassis. With other lightweight construction
running at the ideal operating point – without any sacrifices in
ideas, such as the brake pedal made from fiber-reinforced
comfort for the driver ...
composite material, we were able to get it into mass production sooner due to the new material and the cost-optimal
... and second?
production process we designed.
We have succeeded in optimizing the effectiveness of our
Peter Ottenbruch
sees many ways to
improve efficiency.
18
own technology, such as minimizing drag losses by replacing
Can the solution to lightweight construction always be
hydraulic actuators with electromechanical actuators or – as
equated with plastics?
was the case of the new 9-speed automatic transmission –
No, our lightweight construction initiatives are more multi­
­using a dog clutch instead of a multidisc clutch. And thirdly,
faceted. Lightweight construction using conventional materi-
weight is of overriding importance in our attempts to increase
als, such as steel or sheet metal, also plays an important role.
efficiency. Every kilogram the vehicle does not have to move
And the aluminum transmission housings and vehicle shocks
increases energy efficiency.
that are already in mass production should not be forgotten. ■
3.2012
19
FAILURE ANALYSIS
Detectives with
microscopes
The members of the failure analysis team at ZF need
extensive specialist knowledge and exceptional communication skills. They use their expertise to determine the
causes of damage to components and thus make timely
contributions to product reliability.
A
s the door of room 2.16 closes,
have become damaged or broken. “We
there is an inescapable sense
don’t investigate components from
that one has entered a medical
mass-produced vehicles; 99 percent of
research institute. It is the stereomicro-
the parts we receive come from our col-
scope that stands beside a computer
leagues in the research and testing de-
screen, the scanning electron micro-
partments for cars and CVs world-
scope (SEM), and the CT scanner that
wide,” explains Baum. This timely col-
lend this room its medical atmosphere.
laboration uncovers and prevents con-
Only, the patients studied in this lab
struction or material failures during
are not people – they are materials,
the product development phase.
such as steel, light metals, and plastics.
Welcome to the world of failure analy-
Understanding defects as a process
sis at ZF. The master of these devices
Only a minutely small proportion of
and leader of the four-person team that
the 600 cases the failure analysts assess
operates them is Ulrich Baum. He
every year are the result of material impurities causing de-
The team conducts about 600 cases
of failure analysis annually in the
Group’s development and testing
departments worldwide.
fects in components.
“Ninety-five percent
of the defects can be
linked to changes in
the
test
environ-
ment. That means
that the components
heads the failure analysis team, which
were used in unintended applications
is a part of the 15-person strong materi-
or the test stand was not working just
als laboratory at Corporate Research
right,” explains Baum. Two years ago
and Development in Friedrichshafen
his team was investigating serious dam-
(FEZ). The team’s central task is to ana-
age to the gear tooth formation of a
lyze and document why components
driveline. All the evidence suggested ▶
20
Mechanical engineer
Uta Nestler
investigates using
a stereomicroscope.
3.2012
21
FAILURE ANALYSIS
1
that
the
current
“A failure analyst must be prepared
to completely discard hypotheses
or results they once
considered plausible.”
electric
flowing
times.
The
material
shows up on an at-
Ulrich Baum heads the failure analysis team.
tached display. Photo-
through the component was to blame. “When I looked
direct their attention
graphs for documenta-
at the results from our client’s test
to the precise seg-
tion
stand and saw how it was grounded
ment they need to
taken at this point.
thoroughly, I knew we’d have to go
investigate. This is
Chemical analysis pro-
back and start over. We could defini-
important
because
cesses also play an im-
tively exclude the electric current as a
the components are
portant role. If these
cause,” says Baum. The 20-year-old test
usually
detection
stand showed signs of wear and tear
tively large and often have extensive
have not yet identified the culprit then
that were only evident upon closer in-
fractured surfaces.
the team uses the SEM, which can
compari-
purposes
are
methods
strophic for the whole driveline. This
Today’s modern devices and methods
as a last resort. “It’s pointless to use the
example demonstrates another one of
allow them to complete a failure analy-
SEM any sooner. It’s like drawing
the key challenges of failure analysis,
sis within an average of eight to 10
conclusions on the structure of a corn-
which is, according to Baum, that “a
hours. A few years ago it took a consid-
field by analyzing a single corn kernel,”
failure analyst must be prepared to
erably longer amount of time. Some-
explains Baum.
completely discard hypotheses or re-
times, a quick glance from an experi-
sults they once considered plausible.”
enced analyst is all that is needed.
Tricky questions for the future
And there is one more critical element:
Baum is the most experienced member
The trend towards lightweight con-
Ulrich Baum and his team need as
of the team. He has been working in
struction means that innovative materi-
much information as possible to con-
failure analysis since 1990 and has
als, such as glass-fiber reinforced plas-
duct a reliable failure analysis. Simply
been heading the team since 1996. Of
tics (GRP), have now found their way
assessing the damaged component is
course it’s not always possible to unam-
into ZF’s chassis. “Here we have a new
not enough.
biguously determine the causes of fail-
material, which, unlike metal, is not
ures with the naked eye. Technology
homogeneous. The fracture images,
Hot on the heels of failure
also plays an important role. In the first
which are always the basis for our anal-
“People working here need a good pair
step, the analysts have to take compo-
ysis, are therefore also irregular,” ex-
of eyes, solid common sense, excep-
nents that can be as long as a meter, or
plains Baum. Training courses only
tional communication skills and expe-
three feet, and make them fit under a
help the failure analysts to a limited
rience,” says Baum as he describes the
microscope. The challenge inherent in
extent in understanding all of GRP’s
skills of the mechanical engineers and
this is choosing the right section and
possible manifestations. The fact that
metallographers in his team. The
removing a piece of it. After this pro-
the ZF Group is involved in developing
source of the failure often becomes
cess is complete, they are left with nar-
all of the materials used in the compa-
apparent during direct, investigative
row strips that are barely a square cen-
ny’s products is an advantage. This
discussions
development
timeter, or about a third of a square
means that the failure analysts are in-
teams. Was there a change of supplier
inch. These strips are then examined
volved from the start. Light materials
or did some other condition change?
using the stereomicroscope, which pro-
do not necessarily make for light work
The information they get by asking
vides a view of the material’s surface
for the well-equipped detectives from
these questions allows the analysts to
that has been magnified nearly 100
the materials laboratory.
22
the
2 Here is the surface where
the fracture occurred.
3 The gear cut-out is
prepared and e
­ mbedded
in plastic for examination.
2
4 An electron microscope
is used to ­investigate the
metal’s structure.
magnify the metal up to 10,000 times,
spection. The consequences were cata-
with
1 An analyst removes
a predetermined piece
from an often very large
component.
3.2012
3
4
23
CHASSIS
Hard job
L
The chassis is of crucial importance for ensuring comfort and
safety, but it has a part to play in maximum energy efficiency, too.
ZF understands axle systems as a whole, and is playing a key
role in shaping the path to a future that involves increased usage
of lightweight materials and electronics.
24
3.2012
et’s cast our minds back 125
ways were intended to smooth the
years to the invention of the
bumps on uneven surfaces. Drivers
auto­mobile. Back then, the first
had to climb up into their seats for
cars still looked like horse-drawn
­another two decades. A vehicle with a
­carriages without the horses. Perched
lower center of gravity was finally
on high seats, these early cars’ passen-
­invented. This innovation not only re-
gers towered regally over other road us-
duced the risk the car of toppling
ers. However, the faster these motor
over, it also allowed vehicles to round
cars moved, the more dangerous this
corners more quickly. So, develop-
tall, wobbly structure became. Huge
ments to the chassis are what smoothed
wheels did not improve their stability
the road towards the modern automo-
around corners. Both the large wheels
bile. What is even more astonishing is
and the leaf springs installed length-
that some of the relics of this era are ▶
25
CHASSIS
Rubber mount
Shock absorber
Axle beam
Air spring
What the chassis does
Axle drive
Wheel carriers
Suspension arm
Car chassis are technical all-rounders. They are
responsible for providing a smooth driving experience for passengers while bringing the input
torque onto the road. They also support cars
driving around corners, keeping them in the right
lane, and minimize external sources of disruption,
such as uneven surfaces or wind, to the greatest
extent possible. Car chassis thereby make an important contribution to driving comfort, dynamics and
safety – elements that are subjectively experienced by
and visible to drivers and passengers alike.
finding their way back into the chassis
chassis. This reduced mass will also cut
place of that construction, the wheel-
of tomorrow. Lightweight construction
down on fuel consumption and emis-
guided transverse leaf spring performs
methods will reduce chassis weights by
sions. The most important component
shock-absorbing as well as weight-bear-
10 percent compared to today’s steel
in this new, improved chassis is a
ing tasks and even wheel guiding func-
wheel-guided transverse leaf spring
tions. “This axle design reduces costs,
SPECIFICATIONS FOR CHASSIS
DESIGNERS
made from glass-fiber reinforced plas-
weight, and space requirements. This
tic (GRP). “Innovations in the chassis
is also very important for electric vehi-
Modern axle systems combine a precise and
secure lateral guidance system with the highest
possible levels of comfort. The formula for
dealing with the forces that act on the chassis
differs depending on whether the car in question is a limousine, a station wagon, a convertible, or an SUV. The objective is to have one
platform to produce as many different models
as possible. The chassis needs to meet a diverse
range of demands while using as many similar
parts as possible in the same installation space.
Automobile manufacturers are also increasingly
demanding that components be linked with the
chassis control system to a greater extent. It is
equally important to increase efficiency through
lightweight materials and functional integration.
So, it’s not enough to produce chassis components to the same high standards in different
locations around the globe – integrated systems
knowledge on how components interact is
critical. ZF has this knowledge and its customers, such as General Motors, Ford, Mercedes
Benz, and BMW, benefit from it. The Group
assembles axle systems at 14 sites worldwide.
will not be possible in the long term
cles, because it means you can safely fit
without innovative new lightweight
in more battery cells between the rear
materials, such as reinforced plastics,”
wheels,” says Elbers. The trick is to use
explains Christoph Elbers, who is in
the new materials in such a way as to
charge of chassis development at ZF.
ensure that the wheels are still preci-
“The innovative materials and func-
sion-guided as they were before, de-
every bump on the road to the passen-
possible. Drivers expect predictable re-
ture, new and expensive cars are a
tional integration means we have been
spite the changing load conditions.
gers. “While, in the past, chassis at-
actions from their cars, and rightly so!
very common sight on China’s roads.
26
Undoubtedly, fewer demands are placed on the
chassis in cities like Beijing
than on country roads.
tempted to strike a balance between
able to achieve weight reduction per-
Luxury all-wheel vehicles are particu-
centages in double figures. Chassis
Chassis have to be all-rounders. When
comfort and safety, today, even drivers
Anyone in search of a real driving ad-
larly popular. In addition to their pres-
without plastics – that was yesterday.”
today’s automobile manufacturers talk
of compact cars are also looking for
venture should take their chances on
tige value, they are stable enough for
about sporty dynamics, they’re not
good driving dynamics,” says Elbers,
the roads of China. The streets are
the rough roads outside of cities. Ris-
Lighter with more functions
talking about race cars; they’re talking
explaining the change. Developers
filled with drivers tailgating, cutting in,
ing wealth has increased China’s appe-
The new materials do not just make tra-
about vehicles that combine driving
know from experience how demanding
and passing on the right. On the pot-
tite for cutting-edge automotive tech-
ditional chassis components lighter;
pleasure and comfort over longer
it is to design a chassis with these op-
holed streets far away from the larger
nology. The Chinese public has a
they replace them in many cases. In a
distances.
­
ladder-type
posing demands in mind. For example,
cities and new freeways, anyone driv-
keen sense for the differences be-
conventional chassis, a complex steer-
frames, leaf springs, and heavy strut
shock absorbers should respond very
ing at high speeds risks serious dam-
tween rustic off-road vehicles and the
ing and spring construction ensures
sections stabilize the passenger cells,
quickly on a bumpy ride, but steering
age to the chassis. Despite, or perhaps
latest sports utility vehicles (SUV). The
optimal positioning on the road. In
but the rigid springs transfer jolts from
behavior should remain as neutral as
because of this run-down infrastruc-
latter have become top sellers in China ▶
Of
course
3.2012
27
CHASSIS
Innovations in the chassis will not be
possible in the long term without
innovative new lightweight materials,
such as reinforced plastics. Chassis
without plastics – that was yesterday.
Steering and chassis
work together for more
efficiency and safety.
worldwide. “There are currently 27
hicle by combining steering interven-
million vehicles worldwide with this
tion with advanced braking and engine
power-on-demand technology, which
control. These “intelligent” cars are the
lowers fuel consumption and emis-
future. The more feedback the car re-
sions. This results in about 2.6 million
ceives via its sensors, the more actively
fewer metric tons of carbon dioxide
it can support the driver in difficult
emissions annually,” states ZF Chief
situations. Virtually every new car in
Technology Officer, Peter Ottenbruch.
Europe will be required to have electronic stability programs (ESP) from
Quickly executed
maneuvers on
the street require
the chassis.
This year, China will witness the
2014 onwards. This allows the on-
launch of the very first electrical steer-
board electronics to detect whether the
ing system that was designed by
wheels are blocking during braking. It
ZF Lenksysteme in that country. The
also recognizes more quickly than the
developer team, under the leadership
driver if the car has is about to skid and
of Xuejun Ying, adjusted the technol-
will rebalance the car. So, for example,
ogy to fit local conditions. The system
it prevents car body rocking after a
will be installed in a space-saving posi-
quickly executed evasive maneuver
because in addition to their off-road
pumps are there to provide finely
tion in the upper section of the steering
(the moose test) by using selective
qualities, they also offer the comfort of
dosed support for your every move at
column. The trailblazing steering sys-
wheel braking. When stabilizing a car,
a limousine.
the wheel. However, they have to be
tem will be installed in several middle-
of course it also helps to have a firm
switched on even when the steering
market car models, where it will save
grip on the wheel – a networked steer-
Chassis and steering
wheel is not moving moving, so they
almost half a liter of fuel per 100 km
ing system automatically corrects any
A comparison with earlier generations
constantly require energy. Electronic
(about a tenth of a gallon over 60 mi).
excessive steering by the driver. When
of vehicles makes the multitude of de-
steering systems that only use energy
In addition to an electric servo, the
braking on an uneven surface it keeps
mands on modern chassis clear. Steer-
when it is needed offer a more intelli-
system also includes a steering-angle
the vehicle stable and on course. The
ing a classic car similar size to a mod-
gent
innovation,
sensor. Working together with a mod-
speed at which innovations are emerg-
ern one requires considerably more ef-
which comes from ZF Lenksysteme, a
ern assistance system, this increases
ing is enormous. It would not be an ex-
fort. And today, even petite women ex-
joint venture between ZF Friedrichs-
both efficiency and safety. Depending
aggeration to say that, 125 years after
pect to be able to drive a heavy SUV
hafen AG and Robert Bosch GmbH, is
on the in-vehicle network, this elec-
its invention, the automobile is, in
effortlessly. To facilitate this, hydraulic
increasingly making its presence felt
tronic system can help stabilize the ve-
many respects, being reinvented.
alternative.
This
Strong growth
ZF produces this many
car axle systems per year
Axle systems
produced per year
4 million
3 million
2 million
1 million
0
Source: ZF
28
3.2012
2008
2009
2010
2011
2012
2013 *
* Forcast
29
TRANSMISSION COMPARISON
The same but different
In cooperation with Porsche, ZF has become the first transmission
manufacturer to develop a 7-speed manual gearshift based on a
dual-clutch transmission in the Porsche 911 Carrera. Despite being
indistinguishable from the outside, the differing transmissions give each
sports car distinctive characteristics.
30
3.2012
31
TRANSMISSION COMPARISON
S
urely you have noticed that less
struction calls for an irregular distribu-
and less people are wearing
tion of the gears over two input shafts.
wristwatches. Why wear one
This means that the manual gearshift
when we all have cellphones that tell
would have an odd configuration mak-
us the time? On the flipside, Swiss
ing it difficult to change gears. In order
manufacturers sell more mechanical
to maintain the H-shape gear configu-
clocks every year. But why? In our
ration we have grown accustomed to,
fully digitalized world, more and more
the engineers came up with a patented
people are fascinated with traditional
solution, which is both elegant and in-
mechanics. They relish the light
genious. (Read the details in the box on
tension felt while
winding the clock
by hand and the
soft tick-tock inside
the chronometer.
A small tweak allowed ZF
developers to keep the familiar
H shift configuration.
No, we’re not going
off-topic here. Friends of wrist-worn
page 37.) But the drivers don’t even no-
mechanical precision are not the only
tice these elaborate mechanics. They
ones excited about the new Porsche
only see the shiny silver gearshift knob
911 Carrera S. In it you will find simi-
with its small depiction of the seven
larly fine-tuned but substantially larger
gears in an H configuration and with
gears. Porsche is the first car manufac-
an additional shift gate.
turer to offer a 7-speed manual trans-
Downhill please: the
transmission is inconspicuously perfect.
Engine performance,
steering, and transmission
make driving along
winding roads a pleasure.
32
3.2012
mission as an alternative to the dual-
Easy to get used to
clutch transmission already available
Within the first few miles in the new
in the previous generation. Both trans-
Porsche 911, even experienced drivers
missions come from ZF, the idea came
hardly find the time to explore the
from Porsche. Now Porsche lovers
­finesse and character of the new trans-
have to make a tough decision: go the
mission. As soon as you sit behind the
more classic route, manually shifting
wheel, push the heavy clutch to the
between one of seven gears, or have
floor and feel the dry punch of the
this done automatically. Taking on this
3.8-liter boxer motor, you become im-
project, the experts at ZF built the
mersed in the 911 – work of art that it
world’s first manual gearshift based on
is. You don’t need to be a “motor head”
a dual-clutch transmission. This was
to feel the thrill. After about 30 min-
particularly challenging as the con-
utes endorphin levels return to normal. ▶
33
TRANSMISSION COMPARISON
Now the driver has time to pay attention to the particularities of the manual
transmission. Features that stand out
are the precisely defined shift gates
that always require the same pressure
and ease of gear shifting. When idling,
the gear shift takes its usual position
between the third and fourth gear. A
soft push to the left leads to the gate
between the first and second gears.
The fifth and sixth are right from center – as usual. There is no difference to
using a 6-speed manual transmission –
not even at the 911’s top speed, which
it reaches in the sixth gear. One peculiarity is a lock that makes sure you
don’t switch from the third or fourth
gears to the seventh gear by accident.
The path to the top gear is only open
when you are in the fifth or sixth gear.
The seventh gear can be used on the
highway or while cruising on country
roads. It acts as an overdrive, lowering
the engine speed by 500 rpm when at a
speed of 130 km/h (80 mph). Along
with the automatic start-stop system,
which is combined with a Porsche
manual transmission for the first time,
the 911 Carrera S uses about one liter
Automatic
gear control
Manual
gear control
The dual-clutch transmission’s
gearshift has a slender and contoured design with familiar manual
controls. In its default position, the
sporty Porsche Doppelkupplung
(PDK; Porsche dual-clutch transmission) shifts gears almost as smoothly
as an automatic transmission.
The gearshift knob of the new
7-speed manual transmission
sits perfectly in your hand. A
mechanical lock makes sure you
don’t switch between the fourth
and seventh gear by accident.
The lock is turned off when downshifting.
(0.26 gal) less fuel over 100 km (62 mi)
compared to the previous generation.
The gearshift provides maximum enjoyment
during
moderately
sporty
tours maintaining the speed limit
through the countryside. The driver
can still savor every smoothly driven ▶
Pure relaxation is
cruising along-side
beautiful countryside.
34
3.2012
35
TRANSMISSION COMPARISON
series of curves and take pleasure in
same model with a manual transmis-
The mechanics are becoming more
the prospect of the next gear change.
sion. The advantage of the dual-clutch
and more important. By the way,
Since, at the end of the curve, they are
transmission is more obvious when it
friends of mechanical clocks love the
rewarded with thrust true to Ferry
comes to efficiency. Because of the
glass bottom of their chronometer. It
Porsche’s words: “If you put your foot
higher gear spread, quicker upshifting
allows them to see its fine gears at
down, it has to shoot forward.”
and the newly integrated coasting
work. Unfortunately this is not yet pos-
function, the fuel consumption of the
sible in a sports car.
PDK: cultivated sportiness
Porsche 911 Carrera S with dual-clutch
Afterwards, driving in a Porsche 911
transmission is 0.8 liters (0.2 gal)
Carrera S with dual-clutch transmis-
less than that of the 911 with the man-
sion PDK, we noticed the huge influ-
ual transmission.
ence the transmission has on the driving characteristics. From the very be-
No wrong decision
ginning, the sports car is very easy to
More comfort and fuel efficiency
handle; all in all, the driver has less to
speak in favor of the Porsche 911 Car-
do. When driving slowly and in city
rera with dual-clutch transmission.
traffic, the smoothly shifting automatic
Currently 90 percent of 911 buyers
is a relief. When the centrifugal force
agree with this. At the same time, a
is high on the racetrack, a sporty driver
manual transmission is precisely what
can shift gears manually using the pad-
makes a powerful sports car what it is.
Clever conversion
The dual-clutch transmission distributes the
gears in an irregular fashion over two input
shafts due to the system configuration. If
this constellation were used for the gearshift,
the driver would have to deal with an odd
shifting pattern and changing gears would be
difficult. The ZF engineers thus constructed
a mechanical converter for the manual
transmission so the order of the gears on the
dual-clutch could be displayed in the familiar
H format. A delicate construction made of
eight shift fingers connects the gear-shift
knob with the synchronization and gears of
the manual transmission.
dle shifter, keeping both hands on the
steering wheel, which increases safety.
At high speeds, the drivers can also
count on the intelligent transmission
that works with the handling dynamics
system’s sensors. The PDK also doubleclutches like a professional while
downshifting. This not only sounds
sexy, it also stabilizes the moving gears.
Using a launch control, the transmission provides for a rocket-like start,
including lighting fast gear shifting
and a torque increase of up to 750 Nm
(553 lb-ft) on asphalt. The 911 Carrera S
with dual-clutch transmission accelerates to 100 km/h (62 mph) in 4.3 seconds – 0.2 seconds faster than the
Summer, sun, lake and
mountain views: ideal for
a tour with the 911
A Porsche instead of a
tractor is a welcome change
for mountain dwellers.
36
3.2012
37
YOUNG TALENT
S
Talent + x = Success
ven Müller slowly pulls back the string of his bow; he
squints his left eye, taking aim at his target. Concentrate, breathe, release. His arrow suddenly shoots for-
ward; we hear a muffled sound as it hits the mark. Bull’s eye.
A satisfied grin spreads across Müller’s face: it worked out
pretty well with the bow and arrow. As always, it’s a question of concentration – which is just what the 20-year-old
with short brown hair and dark eyes needs for his full-time
ZF Race Engineering guarantees that the young candidates at
the Deutsche Post Speed Academy acquire ­in-depth knowledge
of racing technology – and gives them a competitive boost in
their professional lives.
job on the racetrack. Müller is one of Germany’s foremost
up-and-coming talents in motor sports. Last year he made it
to third place in the ADAC Formel Masters. This year he will
race in the Formula 3 Euro Series while finishing up his
training at the Deutsche Post Speed Academy, a program for
young race car drivers carried out in collaboration with ZF.
Driving skills alone don’t cut it
Every year the Academy’s participants are invited to
Schwein­furt for a ZF workshop, where archery is just one
part of the supplementary program. The main idea behind it
is to give young race car drivers a chance to see what goes on
behind the scenes at ZF Race Engineering and gain technical
expertise. The ultimate goal of the Deutsche Post Speed
Academy is to prepare the next generation of Germans for
the professional racing world. Since 2004, the facility has
promoted seven young talents annually from all levels of
­racing – with a high success rate. The school’s alumni have
already amassed 19 championship titles in the last few years.
This class’s current hopefuls have spent this year competing
for
“By sponsoring talented young
race car drivers, we end up with
contacts in racing teams big
and small.”
Norbert Odendahl, Managing Director
of ZF Race Engineering
a
budget
€240,000
of
(about
$300,000) and the
title of Germany’s
Motor Sport Talent
of the Year. The
winner
is
deter-
mined by a jury
that evaluates the
drivers – both on
and off of the racetrack – as making it as a professional race
car driver demands a lot more than just driving skills these
days. Nowadays, the champions of tomorrow must already
know how to deal with the media, how to effectively communicate on racetracks all over the world, and, above all, they
must know their vehicle inside and out. That’s why the Speed
Academy offers an all-around program for race car drivers
Dreams of making it to
the big races: Marvin
Kirchhöfer, Lucas Wolf
and Sven Müller (from left)
38
3.2012
including English courses, media seminars and workshops in
which the participants get acquainted with the technology.
The ZF Group has been making a significant contribution ▶
39
YOUNG TALENT
HOW ZF IS SUPPORTING YOUNG TALENT
These are the kinds of questions that are answered for the
Racing simply does not work without sponsoring up-and-coming talent.
That’s why ZF supports young race car drivers – for instance, by hosting
workshops at the Deutsche Post Speed Academy, and for the Porsche
Racing Juniors and the sponsored members of the ADAC Sports Foundation. While there, drivers gain theoretical insight into and practical
experience with chassis and drive trains. Since 2002, ZF has also been
sponsoring the Formula BMW Talent Cup, in which young talents take
their first steps in the world of racing. The Group equips this series with
clutches and shock absorbers.
attendees at the ZF workshop in Schweinfurt. First there’s
theory, then there’s practice – right on the work benches of
ZF Race Engineering. “I think it’s great that we get to do this
kind of workshop,” Marvin Kirchhöfer says. The 18-year-old
from Leipzig has been go-karting for 12 years, started at the
People who want to win
need more than just
driving skills: they need
solid technical understanding of their vehicles.
Speed Academy this year, and has in the meantime switched
over to the Formula vehicles. A big step. But even more important, Marvin says, is that he knows how the cars work:
to racing technology for decades. Take, for example, Mer-
“It’s very helpful for us to understand the technology.”
cedes’ legendary Silver Arrows, which ran with Sachs
clutches, or Michael Schuhmacher, who made it into the an-
Staying in touch with the racing scene
nals of racing history using shocks made by this very brand.
The true value of this knowledge was revealed shortly there-
Today ZF Race Engineering is developing clutches and
after at the ADAC Formel Masters in Hockenheim, where
shocks for all race car classes, from Formula 1 to the Porsche
Marvin came in first place. “That’s the kind of advantage
Super Cup to the 24 Hours of Le Mans. “You can find us at
you gain from technical expertise, though it goes without
racetracks all over the world,” Norbert Odendahl states
saying that you need the driving skills to match,” says Oden-
proudly. In 2010, he took over direction of ZF Race Engineer-
dahl, who is very pleased with Marvin’s success. But it’s not
ing GmbH. Right away he and his team started thinking about
only the drivers who profit from the workshops – ZF also
ways they could call attention to ZF’s involvement in motor
reaps benefits from working with the Speed Academy. “By
sponsoring talented young race
sports aside from just highlighting its products. “Sponsoring
young talent seemed like a good
way to do that,” he says. To be
successful in racing, it’s not
only important to possess driving skills: technical knowledge
A total of 19 championship titles
earned by alumni since the Academy’s conception is clear evidence
that the correct path was chosen.
car drivers, we end up with
contacts in racing teams big
and small,” points out Odendahl. At the same time, the
workshops open up the possibility for the engineers to get
feedback from young drivers.
is a must. Only the people who
know and understand the inner workings of their cars make
Activities like ­archery make it easier to start up casual con-
it to the top. “That’s exactly how we want to steer up-and-
versation with one another in a relaxed atmosphere. This
coming race car drivers in the right direction,” Odendahl
type of input is extremely important in the ever-changing,
says. How are clutches constructed? How does a shock work?
fast-paced world of racing. ■
Marvin Kirchhöfer after
his victory at the ADAC
Formel Masters at the
Hockenheimring racetrack.
1 Even with archery, Marvin
Kirchhöfer keeps his eyes on
the prize.
2 Gaining experience in the
workshop: Pascal Wehrlein,
runner-up in the Formula 3
Euro Series.
3 Benjamin Küttner, an
engineer at ZF Race Engineering, explains how to ensure a
chassis is perfectly tuned.
40
3.2012
41
COMPANY PROFILE
Lust for loads
Liebherr’s mobile cranes are at home on construction
sites all over the world. These steel giants can maneuver
with utmost precision even in the tightest of spaces.
And transmissions by ZF are what make it possible.
O
nce the fog over Ehingen on
and lattice boom cranes for wheeled or
this gloomy autumn day fi-
tracked vehicles here.” Beringer is in
nally lifts, it is impossible to
charge of sales promotion at the Lieb-
miss them: the long, red- and yellow-
herr-Werk Ehingen. Liebherr has been
painted steel fingers soaring into the
supplying the international market
gray sky. These are the telescopic and
with telescopic and lattice boom cranes
lattice boom cranes on the test site of
from Ehingen since 1969. All of Lieb-
the Liebherr-Werk Ehingen GmbH, one
herr’s 28 mobile crane models, which
of the world’s biggest crane manufac-
can carry between 35 and 1,200 metric
turers. Ehingen is about 70 km (43 mi)
tons (about 40 to 1,300 tons), are par-
southeast of Stuttgart. Situated in the
ticularly agile. The models range from
northern part of the city, the company
high-speed all-terrain cranes and truck-
site is almost twice the size of the
mounted telescopic cranes to compact
Vatican, with an area of 840,000 sq m
and mobile construction cranes and
(9,361,200 sq ft), 220,000 sq m (2,367,200
heavy-duty lattice boom cranes. In fact,
sq ft) of which is indoors. “With 2,800
anywhere you look in Beringer’s office,
employees, this is the world’s most
you see model cranes – a veritable mi-
modern
Wolfgang
crocosm of hoisting technology. And in
Beringer proudly explains, adding,
the spaces between the models, you
“Each year we build 1,400 telescopic
see various awards for Liebherr prod-
crane
factory,”
ucts. Lots of experience, R&D, and
42
The Liebherr Group
perfected technology are what earned
In 1949 Hans Liebherr invented the TK 10,
a rotating tower crane that was easy to
transport and erect. This was the beginning
of a one-of-a-kind success story. Today,
Liebherr is not only one of the leading
manufacturers of construction and mining
machinery but also has aerospace systems,
refrigerators and freezers, maritime cranes,
and machine tools in its portfolio. In 2011
this globally active family business had a
turnover of about €8.3 billion and had
35,000 employees in 130 companies on
all continents.
those awards, Beringer says. And ZF
has been in on it for half a century.
It began with supplying axle components manufactured in Passau; its focus
today is primarily on transmissions for
vehicle engines.
High driveline demands
What is important for mobile cranes?
“They need innovative hydraulic, ▶
3.2012
Mobile cranes are indispensable when erecting
wind power stations.
43
COMPANY PROFILE
Perfect metalwork is
important for safety
and longevity.
The LTM 11200-9.1, the strongest
telescopic crane on the market with
a 1,200-metric-ton (1,322-ton) payload,
has a TC Tronic transmission.
electric, and electronic drive and steer-
transmission
to-
ing systems,” Beringer explains. “They
gether with Lieb-
have to be powerful, efficient and eco-
herr here,” Kown-
nomical,” he adds. All three require-
atzki explains.
ments are fulfilled by the AS Tronic
Wherever the heaviest
loads need to be moved
worldwide, you’ll find
Liebherr cranes.
Market trend for all-terrain mobile cranes
Worldwide recovery
demand
automatic transmission in the 50-met-
ZF put a specially
ric-ton (55-ton), tri-axle mobile crane
developed “turtle”
Number of units
LTM 1050-3.1, for instance. “Twelve
into
forward and two reverse gears as well
hands. The large
4000
as the very effective dry clutch make
rounded
efficient work possible,” says Bernd
button switches on
Kownatzki, who is in charge of sales
a special driving
and technical acquisitions in ZF’s Spe-
mode, which al-
1000
cial Driveline Technology division. Be-
lows the accelera-
0
cause the dry clutch communicates
tor to be regulated
with the engine via data bus technol-
very precisely and
ogy, gear changes are intelligent and
the crane to ma-
adjusted to power. This alone saves
neuver on a dime using a special clutch
atzki explains: “Even if the numbers of
about 10 percent in fuel. In addition,
setting. This is very practical when a
units are small at a maximum of 2,000
the dual-stage transfer case provides
crane has to get moving on unpaved or
per year, we develop our own systems
for high maneuverability and an ultra-
often muddy surfaces and brought into
and functions for crane drivelines and
slow speed of 0.73 km/h (0.45 mph) –
a safe lifting position. The secondary
have a corresponding construction de-
while the clutch is engaged.
brake situated on the transmission’s
partment. Liebherr is an absolute top
drive, the ZF Intarder, is equally essen-
client for us.”
the
drivers’
control
3000
2000
2008
3.2012
2009
2010
2011
2012 (forecast)
Source: Liebherr
The greatest challenge to the driveline
tial. It makes sure that the heavy-
is moving slowly while carrying heavy
weights’ brakes do not wear out. “This
The future of mobile cranes is being in-
loads. The LTM 1350-6.1, a mobile
is worth it, and not only for safety rea-
creasingly shaped by operating costs
crane with six axles that can hoist up
sons – it’s also economical,” Kownatzki
and legislators. “Changes have to be
to 350 metric tons (386 tons), is a
points out. It considerably reduces the
made to engines due to the new ex-
prime example. When its telescopic
maintenance costs for the 18 disc-
haust emission standards, but that’s
boom is extended to 70 m (230 ft), it
brakes for a vehicle that has nine axles.
not all: adapted exhaust systems and
additional components have to be inte-
can still carry just under 35 metric tons
44
rise in
(39 tons). An automatic TC Tronic
The client at center stage
grated into the existing construction,”
transmission with 12 forward and two
In close cooperation with Liebherr, ZF
Beringer explains. When it comes to
reverse gears gets the wheels rolling on
has reached milestone after milestone
being economical, ZF’s Kownatzki also
this 612 ps (603 hp) turbo diesel ma-
over the years for mobile crane drive-
sees potential for hybrid drivelines, but
chine. “We refined a standard truck
lines as well as steering systems, Kown-
that’s a long way off. ■
3.2012
45
SAFETY TRAINING
Experiencing experience
At a workshop hosted by ZF, 40 participants spent a day experiencing
how much hard work a chassis puts in every day. Here’s the report.
Participants safely
experience various
degrees of driveability on
wet and dry surfaces.
I
t is a frigid Saturday morning on Oc-
pants will have the opportunity to ex-
to safety. “This is the first time that I
young and old. ZF employees Christian
tober 27. Lashing rain, which will
perience what their cars are capable of
have ever undergone this kind of train-
Schwemmle and Markus Kirchner give
turn into snow over the course of
under extreme driving and weather
ing,” Inge Winkler explains – a state-
the morning, pours down from dark
conditions, and the integral role the
ment which holds true for most of the
gray clouds – pretty much perfect
chassis plays to this end.
participants. “I’m really eager to learn
more about my car.” The winter
weather for the “Chassis Experience,”
“It was a very exciting
experience, which
showed me the very limits
of driving.” Marcel Groß
a short introduction to the world of automotive components. They explain
technical details about the chassis and
shock absorbers in a clear way. This
an event put on by ZF. The automotive
Learning in theory and practice
weather with temperatures hovering
supplier has invited guests to the
In cooperation with Germany’s largest
around 0 °C (32 °F) is unusual for this
grounds of the ADAC Fahrsicherheits-
automobile
Allgemeine
time of year, but also ideal. Despite the
and handle risky traffic situations in
Zentrum (drivers’ safety center) located
Deutsche Automobil-Club (ADAC), the
snowsquall, all 40 participants arrive at
the future. After examining the theo-
within the famous 4.6 km (2.9 mi)
organizers from ZF have prepared sev-
the drivers’ safety center in Hocken-
retical side of things, the participants
Hockenheimring racetrack south of
eral modules to show just how much
heim on time. It is a very diverse little
undergo safe-driving training. Experts
Mannheim. The hand-picked partici-
individual car components contribute
group made up of women and men,
show them how cars respond when ▶
46
club,
the
3.2012
background knowledge is meant to
help the participants better recognize
47
SAFETY TRAINING
they are under- and over-steered, when
other.” Above all, this provides for the
characteristically rigid damping curves,
the brakes are applied, and during eva-
maximum safety while driving in
the adaptive CDC dampers adjust the
sive actions. While it is general knowl-
­extreme situations. During a test drive
spring rate to specific driving situations
edge by now that shock absorbers play
of a BMW X6, the participants experi-
in real time – separately for each wheel.
an important role when it comes to ride
ence what it feels like to have optimal
quality, hardly anybody knows that
damping available for every driving situ-
Fun and new insights
they also have a significant impact on
ation. The X6 is equipped with the elec-
Even if safety is a big issue during the
the stopping distance of vehicles. Dur-
tronically adjusted continuous damping
Chassis Experience, there is still plenty
ing the module “Working shock absorb-
control (CDC) system. As opposed to
of time to have fun driving. The “Cars
ers/broken shock absorbers,” the par-
conventional shock absorbers with
in comparison” module is surely a
highlight for the automobile aficiona-
ticipants learn this lesson first hand –
as passengers.
CDC, the ideal absorbers
During the field test, the participants
see how the braking distances of two
identical cars differ when the shock absorbers are functional or broken. If
worst comes to worst, this can mean
life or death on the road. Mathias Raufeisen of ZF Services explains, “Intact
shock absorbers make sure that the
wheels stay on the road at all times.
Shock absorbers are tuned in such a
way that all the systems in a car, from
ESP to ABS, harmonize with each
CDC: JUST CLEVER
Conventional shock absorbers have rigid
damping curves, which have to cut it for
any and all situations – for fast or slow,
good or bad roads, light or heavy loads.
Continuous damping control (CDC) offers
more: a special valve construction allows
the absorption to be adjusted electronically
in milliseconds so that it is always optimal –
from comfortably soft to hard and stable.
That way the car has better contact with the
ground, transfers drive and braking force
better, and offers more comfort than a car
with conventional shocks. CDC makes it all
possible: comfortable chassis behavior and
greater steering stability at the same time.
Over 3.5 million vehicles from various
manufacturers and car classes have been
fit with CDC shock absorbers from ZF.
dos. The participants take a seat in a
Maserati to compare its chassis with
those of five different car manufacturers and car classes. The day in review:
“It was a very exciting experience,
which showed me the very limits of
driving,” Marcel Groß sums up. Other
participants of the Chassis Experience
are also satisfied with the new impressions and insights they gained today. “It
was a great day, really great. This is the
first time that I have ever undergone
driving safety training, and I’ve been
driving accident-free for 50 years,” says
Inge Winkler. ■
Mathias Raufeisen (left)
and Manuel Schuler
(center) from ZF explain
the dangers of losing
damping force.
48
“I had the opportunity today to
get to know my car and I did things
that I normally would not dare.
I’m not scared of winter anymore
now.” Susanne Plassmann
Field test: intact and
broken shock absorbers
result in very different
braking distances.
3.2012
49
SWITZERLAND’S POSTBUS SYSTEM
On the road with
the post horn
No hill too steep, no village too remote: thanks to the
post buses, Switzerland has one of the oldest and to this
day most effective public bus systems in the world.
With a regular longdistance coach, you
can’t get everywhere
in Switzerland.
50
3.2012
51
SWITZERLAND’S POSTBUS SYSTEM
Reichenbach:
700 m (2,300 ft) asl
Kiental,
Bernese
Highlands
Switzerland
Kiental:
900 m (3,000 ft) asl
D
u-da-doo!” Markus Rumpf sounds his horn to let pas-
for 45 passengers, seated and
sengers know it’s time to embark. Above all, children
standing. Luggage, strollers,
enjoy these three notes, which belong to Switzerland
and shopping can be stowed
like chocolate, cheese, and mountains. The tune comes from
away in a trailer, if need be.
the andante movement of the overture in Gioachino Rossi-
“Sometimes tourists can’t take
ni’s opera Wilhelm Tell. Along his route from Kiental to
it easy and enjoy the impres-
Griesalp in the Bernese Highlands, post bus driver Rumpf
sive natural surroundings dur-
will use his horn a number of times to warn oncoming traffic
ing the drive; they get jumpy
at blind corners. This route is not only the steepest bus route
at the steep inclines,” Rumpf
in Europe with its 28-percent grade, it also has many sharp
says with a chuckle. But he re-
mer passengers, do not need it
curves. The yellow coach with the stylized post horn on its
assures them and then ex-
anyway. After all, a tour guide
side will take 45 minutes to reach its destination.
plains that the brakes even
is included in the ticket price:
have three to four fail-safes –
“What I find special about this
Griesalp:
1,440 m (4,700 ft) asl
an “abundance of brakes”, so
PostBus Switzerland Ltd. drives to every last corner of the
to say. The post buses, lov-
Alpine republic. The vehicles, which belong to Swiss Post,
ingly nicknamed “Poschti” or
fight their way up to an altitude of more than 2,000 m (6,560
“Poschi”
ft). After all, legislators have decreed that every village with
“post”) by the locals, have long
more than 100 inhabitants has to be accessible by public
become part of Swiss culture.
transportation. Switzerland’s nearly 11,000 km (6,835 mi)
For more than 100 years, post buses have kept even the re-
to be closed. So a winter break starts in November when
bus network is thus one of the densest in the world – despite
motest villages in Switzerland connected to civilization. In
the post bus only drives to the village of Kiental. But begin-
the mountains. “For every route, the right vehicle” is Post-
1906, the first regularly scheduled bus service began be-
ning in May, Rumpf honks his three-tone horn once again to
Bus’s motto. Its fleet of more than 2,100 vehicles is made up
tween Bern and Detligen: the beginning of the end of the
welcome his passengers on a journey to 1,440 m (4,723 ft)
of various categories of buses, including minibuses, articu-
stagecoach era. The Swiss bus network has been growing
above sea level. ■
lated buses, double-decker buses, and long-distance coaches.
ever since. Rumpf also considers the post bus more than just
There are also special vehicles for steep and narrow moun-
a means of transportation on account of its storied past: “It is
tain routes, for instance – like the one Rumpf drives through
simply part of Switzerland’s history.”
(from
the
word
“Sometimes tourists get jumpy
the steep inclines.”
52
and has worked for PostBus for 12 years. Despite knowing
High tech and tradition
every curve, he still has respect for his home route. His uncle
But tradition does not preclude innovation: PostBus Switzer-
– who drove the route to Griesalp for 37 years – even warned
land Ltd. is the first company in Switzerland to deploy high-
him: “You should always drive routes like these as if it were
tech buses with fuel-cell drives on public roads. But that is
your first time.” In order to make it up the steep and winding
not the only way the Swiss are readying post buses for the
road, PostBus uses a special coach with 180 ps (178 hp), a
future. Passengers can write emails and read news online
chassis for steep grades, and especially taut steering. “Low-
en route. By January 2013, passengers will have free internet
floor coaches could not make it up to Griesalp,” Rumpf says.
access on 70 percent of the PostBus fleet, above all in urban
Driving up the narrow mountain road, no amateur would
areas. However, there is no internet access on the way to
question the wisdom of his words. Rumpf’s coach has room
Griesalp. The tourists, who make up most of Rumpf’s sum-
3.2012
passengers unusual things and
describe the area,” Rumpf
says. Some years, the snow is
PostBus driver: Markus Rumpf
the Bernese Highlands. Rumpf himself comes from Kiental
Since the end of 2011, five
hydrogen-powered post
buses have been tested in
the town of Brugg.
route is that I can show the
Ready for every route
already so deep on the road to
Griesalp by October that it has
ZF supports PostBus
“PostBus Switzerland Ltd. is the client with the most potential for us,”
explains Jürg Schorta, who is in charge of the technology and sales
departments at ZF Services Schweiz AG. Notably, the business relationship has been very close since 1980 when ZF equipped the first Saurer
buses with Ecomat transmissions. In 2009, PostBus installed the first
EcoLife automatic transmissions. Since 2011, the orders have overshot
100 units per year. The demands are high: extreme landscapes and
diverse climatic conditions mean that transmissions and driving programs
have to be tuned optimally. ZF has solutions on hand: all PostBus buses
drive economically and perform ideally because of the intelligent topography-dependent transmission control unit TopoDyn Life. The buses
with fuel-cell drives are equipped with the electric portal axle AVE130.
“We also help PostBus repair transmissions, steering and axles on all
types of buses – naturally it does not matter whether the products come
from ZF,” Schorta says.
53
yesterday
and
SERVICE
today
Early visionary
’67
When the NSU Motorenwerke AG presented its vision of the sedan of the future, the
Ro 80, at the IAA in 1967, the industry was in awe: the vehicle’s design in particular
set it apart from other contemporary sedans. Many of its innovative approaches are
yesterday...
now standard in the automotive arena – except for the engine.
Were one of the rare NSU Ro 80s to appear on the road
today, you’d be forgiven for not knowing how old it
was. That’s thanks to its slick design with rounded
edges and a wedge-shaped silhouette rising toward the
Did you find the articles interesting? Would you like
back. Its developers also broke new technical ground:
to read drive more often? Then send us the postcard
power steering and a heated rear window offered more
at right to receive the magazine drive free of charge.
comfort, while a crash-proof tank and
four-wheel disc brakes
enhanced driving
No postcard? No problem! Send an e-mail to
[email protected] or a fax to +49 7541 77-909944.
safety. However,
the rotary engine that gave
the car its name
could not establish itself as an
alternative to the
The Ro 80 was considered a very bold vehicle
in its time.
conventional reciprocating piston engine.
Power steering systems were not yet widespread in Germany in the mid-1960s. The ZF
power-assisted rack-and-pinion steering in the
Ro 80 was therefore a highly innovative comfort
feature. It never fails to be mentioned in any list
of the Ro 80’s distinctive features. Shocks and
clutches were made by Sachs.
... and
today
Would you like to know more about ZF driveline
There are more visionary cars now than ever before – in the form of concept
and chassis technology for commercial vehicles?
cars. In 2007, Audi presented its Cross Coupé Quattro Concept; four years later,
Then send us the postcard at right,
it entered production as the Audi Q3. This mini SUV boasts a lot of innovative
and you’ll receive your very own copy
technology, such as the Servolectric by ZF Lenksysteme. This electric power
of our brochure for CVs.
steering system is not only comfortable and safe compared to conventional
54
power steering systems: it also saves up to 0.4 liters of gas every 100 km
No postcard? No problem! Send an e-mail to
(roughly a tenth of a gallon over 60 mi).
[email protected] or a fax to +49 7541-40945115.
3.2012
55
I’m with ZF.
Engineer and Navigator.
I think the great thing about sailing is the relationship to nature. When you’re on the boat, you have to be the
wind’s partner. You have to rely on it and on your own technique. The same principle is used by ZF, creating a
strong partnership with it’s vendors and heading in the same direction. My name is Felipe Beckmann and I’m
working as a quality engineer. For more about me, what I do, and why ZF is a perfect place to put ideas into
practice, go to www.im-with-zf.com.
Felipe Beckmann
Quality Engineer
ZF Friedrichshafen AG
Brazil
São Bernardo do Campo/
Find out more about me
and what I do at ZF:
www.im-with-zf.com