Gary White President Society of Automotive Engineers – Australasia
It is more than 60 years since John F Kennedy called on Americans to “ask not what your country can do for you – ask what you can do for your country”, and I’d like to borrow that sentiment on behalf of SAE-A. As we approach our centenary in 2027, I invite all SAE-A members to ask what they can do for their society, not least to consider joining the board. Our success depends on the efforts of many people, and those on the board play a key leadership role.
Our board members are an impressive group, with a wealth of expertise and experience in many disciplines. They are very hands-on, and I am proud to be part of this purely voluntary team. But busy people sometimes become too busy to continue in such roles, and we have room for two, perhaps even three, new board members. If you’ve ever considered nominating for the board, now is the time. Just contact me via the SAE-A office and I will be very pleased to discuss the possibilities. While on the subject of volunteers, nowhere do they contribute more than in Formula SAE-A. Coming up fast, from 5-8 December at Calder Park, Formula lives and breathes on the efforts of close to 150 committed volunteers. From scrutineers to marshals, timekeepers to judges, the team has been giving its time and energy to this event for more than 20 years. This will be the 23rd running of Formula since it began in 2000, having only missed a couple of years during the COVID times. Back at its spiritual home at Calder after returning last year, it will have the benefit of significant improvements to the venue, and we will have the facility all to ourselves.
Even if you aren’t up to volunteering, I’d encourage you to come out to Calder this year to see how special Formula is. Nowhere will you find more bright young engineering minds in one place. With some 800 or more team members from around
Australia and overseas, it is inspirational to watch – and you might also be inspired to become more involved.
I want to give a special thanks to the Formula SAE-A sponsors who make it financially possible. Some of these sponsorships are managed by individuals within the sponsoring organisations who are Formula alumni themselves. These people know from personal experience that Formula SAE-A is a rich recruiting ground, and sponsors get good look at the students.
Our major sponsor Caterpillar knows this, and has recently hosted Formula students from RMIT to its Melbourne facility, and from Curtin University in Perth. I would encourage other engineering companies to follow its example as an active sponsor.
Those who have done so most recently include Business Victoria, Altair, PACCAR and iMove. They join major car companies Toyota, Ford and Tesla, along with technology leaders Applied EV, Henkel and LEAP Australia and loyal supporters Red Bull, Transport for NSW, Motorsport Australia and Calder. Not surprisingly, there is a strong defence presence with ADF Careers, Supacat and Thales all keen to attract the best young engineers.
SAE-A overall, not least Formula SAE-A, enjoys impressive support from hundreds of individuals and organisations. I can tell you from personal experience that being part of this voluntary group is exhilarating and energising. Joining the board, or volunteering for Formula, even bringing your company on board as a sponsor, could be one of the most rewarding things you ever do.
Contact our membership and administration officer Rose de Amicis on 0403 267 166 or by email to rose@sae-a.com.au and she will put you in touch with whoever is best placed to welcome you into our ranks.
An eventful few months
In July, August and September there were a host of events organised by and for SAE-A members. We had students from RMIT visit Caterpillar in Melbourne and this was repeated in Perth with students from Curtin University.
SAE-A also ran an electric vehicle conversion event in NSW and an International Women in Engineering Breakfast in Melbourne.
During July the Crash Investigation and Reconstruction course was held where participants learned how to effectively and efficiently examine, record, and interpret the results of a collision. They were trained to provide informed opinions on aspects such as speed, direction of travel, vehicle and person movements, and the probable contributions of human, vehicle, and environmental factors associated with collisions.
Upcoming events to watch out for are the Electric Vehicle Conversion event in Melbourne and SAE-A’s premier event –Formula SAE-A which will feature the SAE-A Career Expo. Formula SAE-A will be held at Calder Park in Melbourne in December.
The Electric Vehicle Conversion event will be
held at Jaunt Motors in Scoresby, Melbourne on 3 October from 6pm to 8pm and will cover:
• Introduction to Jaunt
• Rules governing EV conversion in Australia (NCOPs)
• Typical EV conversions
• The typical EV converter – commercial/ non-commercial
• Conversion components
• Integration issues
• Certification and registration
• Show and tell (Q and A).
For more information on SAE-A events go to https://www.saea.com.au/events
Calling for Volunteers for Formula SAE-A 2024
Formula SAE-A is on from 5-8 December at Calder Park Raceway in Melbourne and you can be a vital part of the program joining industry leaders, motorsport enthusiasts and students at this event for one, two, three or all four days.
SAE-A is looking for volunteers for Technical Inspection, the Static Events (Business, Cost, and Design) and Dynamic Events (Acceleration, Endurance and Autocross), who have a good level of technical, industry and business expertise
Volunteers are supplied with
• On-the-job training
• Commemorative polo shirt
• Meals.
Being a volunteer is rewarding and offers an excellent opportunity to witness more than 800 students at their best.
To learn more about the
Formula SAE-A event visit: https://www.saea.com.au/formula-sae-a or contact: Angela Krepcik, FSAE-A Volunteer Coordinator on 0408 218 158 or call the SAE-A Office on 0403 267 166.
Crash Investigation and Reconstruction
Women in Engineering Breakfast
Women in Engineering breakfast
SAE-A’s Women in Engineering breakfast was inspiring, thanks to its guest speakers: Martha Oplopiadis from Metro Trains, Regine Chantler from CSIRO, and Libby Christmas, formerly with HYZON. Their insights and experiences were incredibly valuable.
Nadine Armstrong was the MC for the event which was held at the SAE-A offices in North Melbourne.
Ms Chantler was one of the three speakers and her journey to engineering for CSIRO was perhaps the most fascinating as she came from the tiny island of Martinique in the Caribbean French territory. Her father was in the army, and they travelled widely. However, she grew up believing that so many of her dreams were unobtainable as they were ‘men’s jobs’. Initially she wanted to be a pilot for the French military but that was not possible.
She said she grew up angry that those jobs seemed out of her reach, but it was that anger that drove her to forge a career in engineering.
“I liked physics and making or breaking things, so I chose engineering. Studied in Grenoble, in France, in Mexico, Scotland. Everywhere I went there was only a handful of women. Ten percent at the most,” Ms Chantler said. Her first job was in a large international semiconductor company in the UK as an electronics designer making components, and out of the 50 staff in R&D only four were female.
Fifteen years ago Ms Chantler obtained her first job in Australia as a lab manager for an electrical safety testing company where there were no women in her team at all.
“It’s only when I joined CSIRO that I realised I wasn’t doing a man’s job. In fact I realised there was no such a thing as a man or woman’s job,” she said.
“I was managing the flexible electronics labs at the time. That team was and still is in the top three in the world for flexible photovoltaics. I was organising some press releases with some videos.”
Ms Chantler said as they started shooting, someone said that there were only females in the team, which was awkward as there were a couple of men – times had changed.
CSIRO is a leader in innovation and to be a leader, you have to do things differently. One way is to employ different people, diverse people, people with different backgrounds, experience and perspectives, she said.
And what is paradoxical is that a lot of the research is done by people who have very narrow expertise – the best in their field.
“So how do we turn this into actual solutions, tangible things, useful rather than just novel ideas and concepts that only exist in a lab,”
Ms Chantler said.
“Well, we bring in engineers. And this is what my team does. I have been leading a team of engineers for the past two years whose job is to take crazy ideas and turn them into things, devices, products, things like that could one day be used by you and me.
“And my team has diversity in its skillset, in experience, background in gender because this is how you can think and build things outside the box, create something that will make a difference.
“Today I like to go into schools and tell the young generation that there is no such thing as a man’s job.”
A very informative night was held in Petersham thanks to Electrogusto and the Australian Electric Vehicle Association NSW for hosting us.
Electrogusto harnesses its passion for classic vehicles to create classics that are easier to enjoy, safer, more economical, and better for the environment by converting them to 100 percent electric.
The Australian Electric Vehicle Association (AEVA) is a volunteer-run, notfor-profit organisation dedicated to switching Australia’s transport networks to electric as quickly as possible. Formed after the oil price shocks of 1973, the AEVA is the longest continuously running EV society in the world.
Electrogusto is a team of passionate craftspeople brought together by Nick Cummins with a desire to help clients convert their special vehicles to EVs.The process is very collaborative, initially discussing with the client what they want and together determining the power and range needed as
well as any other modern features such as disc brakes, power steering, climate control and entertainment and navigation systems. After an agreed brief Electrogusto work with an independent engineer so that the vehicle is designed for certification and registration. From there they scan the car and start designing in CAD with two inhouse mechanical engineers and one electrical engineer who work on designing the layout and build brief. Then they fabricate battery boxes, engine mounts, subframes and brackets for the build.
A build normally takes around six months, and the car is delivered ready for registration with all necessary paperwork.
As a guide conversions often cost somewhere between $80,000 and $100,000.
Vale Raymond Beekman
SAE-A would like to express its condolences on the passing of Ray Beekman, and pay tribute to a long-term member, and representative of the Society in NSW at various industry events, and in earlier years a committee member of the SAE-A NSW Division.
Mr Beekman’s extraordinary commitment to the automotive industry spanned more than 70 remarkable years. Throughout his career, he demonstrated unwavering dedication, passion, and a profound impact on the lives of countless individuals.
He began his journey as a motor mechanic, quickly distinguishing himself with his exceptional skills and work ethic. His ambition and talent led him to own and operate his own automotive workshops and service stations, where he provided top-notch services and became a trusted name in the industry.
His entrepreneurial spirit and hands-on experience laid the foundation for his lifelong advocacy for the automotive sector.Mr Beekman’s legacy extends far beyond his professional achievements. He was a mentor
to many, guiding and inspiring hundreds of young people to embark on and complete their apprenticeships.
His support and encouragement helped shape the careers of numerous individuals, fostering a new generation of skilled professionals. His influence and mentorship have left an indelible mark on the industry and the lives he touched.
Known for his humility and sharp wit, Mr Beekman was a beloved figure not only within his family but also among his colleagues and friends. His ability to connect with people, combined with his deep knowledge and passion for the automotive field, made him a cherished mentor and advocate. His legacy is one of dedication, kindness, and an unwavering commitment to helping others succeed.
New Members
The SAE-A would like to welcome the following new members:
Corporate Delegate Members
Society of Women Engineers
Nadine Armstrong
Australian Automotive Aftermarket Association
Stuart Charity Daniel Nelson
Tim Wells Lesley Yates
Savic Motorcycles
Dennis Savic
Professional Members
Garry Bow
Ryan Cappelli
Phil Hazel
Jamie MacDonald
Johann Tay
Ka Shing Benny Wong
Student Members
Sean Campbell
Jennifer Carreto
Luke Fitchett
Edward Griffith
Svetislav Stefan Hidosan
Hanno Janse van Vuuren
Matthew Loh
Bronte O’Dell
Archie Ponting
Joshua Struik
Domenico Tedesco
Zoe Tonkin
Christine Vo
Maximus Vu
Alexander Wise
John Zhang
Mr Beekman is survived by his beloved wife Judy and his children Milly and Charlie, and his grandchildren, who carry forward his spirit and values.
His contributions to the automotive industry and the countless lives he enriched through his mentorship and guidance will continue to inspire us.
Mr Beekman was a member of SAE-A since July 2005 and in earlier years was a member of the SAE-A NSW Division Committee.
Spotlight on Paul Nation
SAE-A Director and Treasurer
For some, spending 38 years with one company is a thing of the past, but for SAE-A treasurer Paul Nation, it has been a lifetime of development and learning.
In 2002, Mr Nation joined SAE-A as an associate shortly after he began his engineering studies. Now, he is on the board. Two things led him to join the board. The first was to understand more about engineering outside of the army in terms of business and how engineers relate to other aspects of businesses and companies.
The second part was to have some input into the future direction of automotive engineering in Australia. Still, long before SAE-A was on his radar, his sights were set on finishing school and joining the military.
At the age of 17, after completing year 12, he joined the army as an apprentice mechanic, and he is now the senior reliability engineer within the Australian Defence Force.
“I went through the Army Apprentices School at Bandiana on the border near Victoria,” he said. “I basically worked my way up through the ranks as a tradesman until 2000. I decided that I wanted to do an engineering degree. I studied at Deakin University, Charles Darwin University in Darwin, and finally, RMIT because I kept moving around with the army.
“I had two breaks from doing study part-time. One was to go to East Timor, and the other one was to go to Iraq,” he explained.
While it was hard to study at just one university – at the time online study wasn’t an option, he was fortunate to be able to study part-time, completing his degree over a 10year period while still earning a full-time wage.
His degree was finished in 2010. Now a qualified automotive engineer, he was posted to different areas and worked on various equipment, ranging from simple generators
and trailers to complex weapons systems and armoured vehicles, before Defence paid for him to go to the US in 2014 to study at the University of Maryland.
Mr Nation spent three years in the US from 2014 to 2016, finishing with a Master of Science in Reliability Engineering. A year after that, he started a PhD, which he finished during the COVID-19 pandemic. He doesn’t refer to himself as “doctor” and thinks that’s a bit too much.
“Earning a PhD doesn’t make you smarter than anyone else; it just means you put in the hard work supported by late-night doses of caffeine,” he explained.
That’s quite a journey for someone who, at 17, he thought he wanted to join the army for a short time. He did join at the beginning of 1987.
He had set his heart on joining the infantry or armoured corps, which seemed exciting. Fortunately, his father stepped in and took a more measured approach.
Paul was obliged to rely on his mother and father to sign his papers since he was still a minor. His dad said the only way he would sign the papers was if Paul took on a trade, so that’s when he opted to become a mechanic, the career he stuck with for 23 years.
During his time as a mechanic and later as an engineer with Defence, he has always felt challenged and motivated by the vast array of jobs he has been tasked with.
“One day, you can be in a field environment doing an exercise. The next you can be looking at engineering drawings of, you know, a specialist vehicle of some sort. Then, the following day, you could be preparing to go
overseas to do an activity with the United Nations or something like that. That’s how quickly things can change,” he said. “It’s very variable and unique every single day.
“I’ve only been based in an office since probably 2017. Before that, my family and I lived in almost every capital city in Australia, as well as every regional city that sustains a significant military presence, like AlburyWodonga, Wagga Wagga and Townsville.
“I’ve had probably over 20 different jobs, and each one is like almost going to another role or organisation, but you’re staying with the same employer.
“I think people need to understand there’s more to Defence than just the uniformed people. It’s not just the ADF it’s the Australian Public Service as well. Not everyone’s suited to a uniformed career within Defence.”
As he said, some people don’t have a choice. They may not fit medical requirements or have something else that precludes them from joining the ADF, but that doesn’t preclude them from joining Defence as engineers.
“It’s a really good opportunity for young engineers to get a broad range of experience very quickly before they move on to the next stage of their career,” Mr Nation explained.
“The trend at the moment that I’ve observed is a lot of graduate engineers will join Defence, stay anywhere from four to eight years and
then move out of Defence because they’ve got the experience that they need very quickly, probably faster than what a lot of their peers have got working within another organisation.
“There’s that ability to move between jobs every couple of years, get promoted, increase your salary within Defence while getting that additional experience as well. Defence has specialised mentoring programs for people, both uniformed and public service, at various levels.
“We have the Defence graduate program, an 18-month mentored developmental program for new public service engineers to Defence, and that entails three six-month rotations throughout a range of Defence workplaces.
“I have guys that come and work with me in the section I’m responsible for and they’re with us for six months. We fill them with as much knowledge and different experiences, and then they move on to the next place. At the conclusion of the 18-month program, then they’re typically offered a full-time position within Defence.
“I currently work within the Land Engineer Agency’s, RAM Engineering Section which stands for Reliability, Availability and Maintainability.”
In RAM, there are various engineering specialisations. The area currently boasts a mining engineer, an electronics specialist with experience in highly technical electronics and radar systems, and a couple of mechanical
and automotive engineers. Defence also employs civil, mining, mechatronics and other engineering disciplines, and the range of work is huge.
“Within Defence, the engineering streams are expanding very rapidly. We have engineers who are focused on system safety and other specialisations. We’re currently training engineers to serve aboard the nuclear submarines that we’ll get in the future,” Mr Nation said.
“We have engineers who work solely on autonomous systems, including ground, air, sea surface, and subsurface sea systems. People have a broad range of skills and experience when they come to Defence, and if they don’t have the needed skills or experience, then Defence will send them away to get those skills at Defence’s cost.
“We’ve got people in the US and the UK training at the moment, in a wide range of specialisations from military vehicle technology through to weapons and guided systems, through to nuclear engineering for submarines.
“Out of all Australian employers, we probably have the broadest range of skills, needs and attributes of any employer in the country because we manage significantly complex equipment. Many people don’t know or understand, for example, that Army operates and maintains the largest fleet of heavy vehicles in the country.”
New MUR Motorsports team racing to Formula SAE-A
Moving forward ‘heads down, hands dirty’
Team MUR Motorsports
MUR Motorsports, the Formula SAE-A team from Melbourne University started 2024 with 30 people carried over from 2023, a stark difference from the three individuals it had entering 2023. By the end of August 2024, MUR Motorsports had grown to 107 members, with 72 student engineers, and 35 others spread across business and operations.
The team’s philosophy in 2024 was to strike a balance between passion and skill with members expected to allocate 10 hours a week, to promote a healthy team/university experience. Sub-teams have recruited more people than there are tasks available, allowing for a focus on upskilling and developing sustainable knowledge transfers.
The business team has been massively bolstered, with an emphasis on developing a sustainable and reputable brand.
The operations team has also grown, focusing primarily on developing industry standards such as risk management documentation, financial projections and reporting, and safety procedures.
Key personnel can be found on the team page on the MUR Motorsports website (www unimelb.edu.au).
The mainstays of the team are:
• Jeffry Chen (Team Principal) who joined in March 2023. He has worked through powertrain, cooling and aerodynamics in addition to welding responsibilities.
• Uri Kaufman (Chief Electrical Engineer) who joined January 2023. He started as the high voltage leader before becoming Chief Electrical Engineer, all before the third year of his Bachelor degree.
• Tim Ronchi (Chief Mechanical Engineer) joined in July 2023. He immediately became Chassis Lead and then Chief Mechanical Engineer, all as a first year student.
• Annabel Yenson (Chief Business) joined in January 2023 with a team of just three people to establish the current branding strategy and external identity of the team.
Other sub-team leads are also listed on the website, all having commenced either in 2023 or 2024. No members of the team have been contributing members of MUR Motorsports for longer than two years.
This is a brand new team with a large legacy to establish.
HIGHLIGHTS OF THE YEAR
Australian Grand Prix
What a great opportunity to put the team on display at the Australian Grand Prix. It was a major highlight with exposure second to none. MUR Motorsports was able to meet not only some of the biggest names in motorsport but also many colleagues from other universities. It was a humbling experience that reminded them of the heights to which they aspired.
Australian Automotive Aftermarket Expo
A sponsor (PROLEC) was able to get the team an invitation to exhibit at the AAA Expo. The team was so proud to represent itself, Melbourne University, and Formula SAE-A with a booth at the Melbourne Convention and Exhibition Centre. Team members were offered the privilege of being exposed to industry partners and businesses and the opportunity to form relationships with small companies and industry titans, alike. Many new sponsors were obtained as a result of the show, as well as building relationships with companies across the automotive industry.
University Events
MUR Motorsports has made great efforts to participate in many exhibitions at Melbourne
University in collaboration with the Faculty of Science, Faculty of Engineering and IT, and the University of Melbourne Student Union.
These events ranged from orientation week displays, university open days to school visits. The team said it was a joy seeing people’s reactions to the car and MUR Motorsports’ work. The team has taken immense pride in helping promote science and engineering, as well as educating students on pathways to industry.
Site Visits
MUR Motorsports has taken up multiple opportunities to visit sponsors’ factories and operations, some in Melbourne, Torquay and Bendigo.
The team has been able to see rotary laser cutting, CNC milling and composites manufacturing, and was given the opportunity to ask technical questions and have masterclasses directly from industry professionals.
Notable visits included:
• Harrower Tube Bending
• Hargo Engineering
• Precise Laser Cutting
• Ironbark Composites.
Team culture
The team culture and cohesiveness are second to none according to Jeffry Chen he said it seemed impossible given the scale, but it feels as though it is one large family.
More than a dozen sub-teams frequently run team bonding experiences such as hiking, karting or meals. MUR Motorsports also has had larger team bonding events such as a monthly fried chicken night, a trivia night, and an all-expenses paid karting day.
Q&A with BMW Group Engineer
Stella
Clarke
BMW Group reached out to the university with an opportunity to run an event with engineer Stella Clarke. MUR Motorsports took the opportunity to run a presentation followed by a Q&A session.
Ms Clarke is an Australian graduate who pursued postgraduate studies in the US and Germany. After joining the BMW Group, she was the mastermind behind using E-Ink, an innovative colour-changing paint technology, in automotive applications.
Her team was responsible for the colour changing iX Flow, Vision Dee, and i5 Flow Nostokana cars. Through the Q&A, the MUR Motorsports team members gained insight into the technological challenges behind E-Ink technology, how automotive development works, career pathways, and personal skills development.
They were also exposed to the cultural differences between engineering in Australia and Germany, the challenges of being a woman in engineering, and the mental confidence needed to pitch and deliver a project.
Manufacturing
As hectic as it can get, everyone loves getting their hands dirty. Major highlights for MUR Motorsports included the experimentation with resin infusion for making carbon fibre components, conducting Instron tests to optimise material selections, and getting time with machines such as CNCs, laser cutters, and welders, among many others.
The challenges – discovering MUR Motorsports’ Identity
As a new team, MUR Motorsports was forced to forge a new identity. MUR Motorsports’ mission statement in the past has always been “Build a car and win all events at competition”. This year saw the development of a new mission and a vision statement.
Mission Statement:
To design, manufacture and race a custom Formula SAE-A vehicle every year while fostering a collaborative environment for students.
Vision Statement:
To excel in student motorsports while equipping our members with the skills, professionalism and industry readiness needed for successful careers.
The team realised that in order to compete with the best teams, it needed to focus more on creating a sustainable model that prioritises improving individual members’ expertise and focuses on best practices and upskilling with patience and expertise. However, doing so with time constraints and a lack of experience was extremely challenging. Processes such as design reviews, documentation and project management were instrumental in the team’s push. Past teams in MUR Motorsports comprised solely of final year students; this attributed to much of the struggles of handover and knowledge transfer.
Pivoting to its current recruitment strategy to pull from the entire cohort improves sustainability but requires much more training and, in the short term, slows down the development process. The goal is for the team to be internally self-sustainable as a student project team year in and year out.
Rapid growth
Growing from a team of 30 to 100 within a few months greatly strained previous communication and task-tracking methodologies. The team has placed more effort into providing updates in Microsoft Teams posts, accessible to all team members, allowing coordination between sub-teams to be more free flowing; this also promotes
anyone providing insight otherwise missed if operating in their own isolated bubbles.
In addition to the project management challenges, internal relations were bolstered massively. This has led to the introduction of onboarding guidelines and orientation presentations, along with the implementation of processes to enable members to give feedback on all manner of important topics including wellbeing and health.
Setting realistic deadlines and expectations
The team failed to meet three major revisions of its timeline as of the end of August. The ongoing delays and failure to meet timelines were primarily attributable to inexperience: in operations, manufacturing, systems integration and administration.
The team was expecting things to happen much faster than they did, and it missed tasks in the planning stage, and had to deal with unexpected delays. Despite planning with generous contingency built into its timeline, MUR Motorsports found it difficult to account for major delays properly.
The expectations it set were higher than realistically achievable. The first timeline went through because the team didn’t know how long everything took. The second timeline went through because they didn’t know how much redesigning would be needed following design reviews. The third timeline went through because external procurement and manufacturing operated on their own time.
At the core of all these challenges was inexperience, they operated in foreign waters, every new step was a brand-new experience. This led the team to proceed overcautiously in some areas while occasionally overlooking key fundamentals in others.
Balancing university, life and the team
The average MUR Motorsports student experiences late nights, personal sacrifice and obsession with the project. Realistically, that is what it requires to take on such a project. However, that level of commitment can lead to burnout, and is not sustainable in the long term. The team and members try on a daily basis to balance personal, university and work commitments alongside their commitment to the team.
A shakedown
MUR Motorsports is currently pushing towards a shakedown for its vehicle, the first test of its car where all the critical systems are integrated and functioning, allowing the car to move under the power of its motors.
The team is excited to see its car running. The chassis welding is nearing completion, but the limited availability of welders was a major hurdle to overcome. However, most components are progressing well and getting close to being tested offboard and assembled to the chassis.
The aim is to have a car moving by late October, giving the team a few weeks of testing before the competition.
Moving forward, the team mentality is ‘heads down, hands dirty’ optimistic, yet pragmatic.
FORMULA SAE-A 2024
Enhancing university education by bringing industry into the classroom
Each December, thousands of students, volunteers and spectators get to experience around 35 university teams pitting their machines head-to-head in this educational program. The event attracts teams from across the world including UK, Germany, India, Japan, New Zealand and the USA.
Self-driving cars are entering the market, bringing about a full-scale revolution in how we travel. As the technology evolves, we challenge students to design, build and race the next generation of autonomous formula student vehicles.
Through Formula SAE-A we are creating the next innovators, superstars and leaders of tomorrow’s mobility and transport technologies sector.
The competition provides an environment for students to develop problem-solving and outcome-focused management skills within a resource-limited organisation that the industry is seeking in the next-generation STEM workforce.
Students with Formula SAE-A experience are recognised as highly motivated and capable professionals and are in great demand.
You can be part of this event as a student or a volunteer.
For more information contact Suzanne Nicol on mobile 040 0410 075, email formulasae@sae-a.com.au or visit www.saea.com.au
iMotiv a new concept for Australian auto engineers
What has transpired following the demise of the traditional car manufacturing sector in Australia is the diverse and entrepreneurial talent that remains on our shores. You would think that being so far away from other countries, apologies to New Zealand, our engineering talent would head overseas for work. Instead, companies like iMotiv are transforming the local automotive landscape.
Transformations though are part of the evolving landscape of car manufacturing so when companies like GM-H close it inspires new approaches for those engineers left behind. This was the case for the five directors of iMotiv, all ex-GM-H employees who decided it was time to start their own business to shore things up for the future.
Peter Whitlock (managing director), Leon Wensley (quality director), Mark Ceveri (technical engineering director), Brett Harris (diagnostics, programming and systems director) and Mark Barbaro (customer experience and technical services director) make up the leadership team who employ around 27 engineers in Port Melbourne. Ironically their building sits opposite the old GM-H site.
Two years ago, iMotiv started work initially with an overseas company, for whom the company still works and will work for some time to come. At this point in time that company is not well known but is in process of designing new vehicles. Which begs the question, what does iMotiv offer that is so enticing for an overseas company that has access to a whole world of engineers?
“We specialise in both aftersales and quality. So, anything to do with the product after it’s sold. We work alongside engineering product developers as they’re developing the vehicle to ensure aftersales and quality aspects are met,” Mr Whitlock said.
“We’re working at the same pace with those engineers to make sure we can we service it. We think about how a part or assembly can be designed and developed with service in mind. We then factor in the service technical information to be able to service the product.
“I guess that’s our core work, but since coming on with our partner which is a start-up, they’ve needed some expertise in other areas, so we find ourselves supporting other areas that we never expected to even be in.
“For example, we’re helping them with revenue models, service network analysis,
connected vehicle technology, and many more.”
iMotiv is involved with anything to do with supporting the product in the field. The team has wide and varied experience in the automotive industry, allowing them to provide a unique service to their partners. Their engineers are experienced in areas such as validation, development, design, product investigations and diagnostics.
For Mr Wensley, it is all about utilising the team’s experience in the quality space and offering this additional support to their main client.
“In the quality sense, it’s really about the expertise and knowledge we bring with field quality. As they’re a start-up, they are just establishing systems and processes for the first time, whereby our experience is valued to help put these into place” he said.
“They appreciate the guidance and training around how we’re going to deal with warranty issues in the field. Also, the need for the systems to be able to process the data of warranty claims. The quality team’s focus is to develop those processes, training materials and the systems.”
The iMotiv team has capability in many areas including:
1. Aftersales – serviceability, service parts, diagnostics, programming, service information, customer experience, customer literature, operations and training.
2. Product Engineering – system design, development, releasing, testing and validation.
3. Quality – product development quality (pre-production) and customer/field quality (current production).
4. Vehicle System Specialisation – electrical, infotainment, body, closures, interior, exterior, thermal, powertrain, connected vehicles, electric vehicles and calibration.
With respect to aftersales serviceability and parts, this is all about:
1. Serviceability and the degree to which a product can be maintained, repaired and operated effectively and efficiently throughout its lifespan.
2. Service parts identification, development, releasing, procurement, availability and developing and maintaining the service bill of materials and electronic parts catalogue.
Mr Ceveri explained: “When an engineer who’s developing a car program designs the seat,
they are not thinking about how it is going to be serviced. They just care about getting that seat into the plant, whereas our guys will break down the bill of material and make sure all the parts are actually serviceable and available.
“Taking that seating example, the service requirement there is maybe to replace the motor. It comes supplied as part of the seat assembly, but we would have to release the motor as an individual service part and get it sourced so that it’s available at the time of launch. It’s all about breaking the car down into smaller serviceable parts.
“Then there are the service manuals, maintenance procedures, crash repair instructions, labour times and service schedules to develop alongside technician
training materials and tools. That also leads on to owner’s manuals, emergency response guides and warning message catalogues, warranty and service manuals and pre-delivery inspection forms.”
Mr Harris is the go-to for diagnostics as his background was in engine dynamometer testing and powertrain calibration, interfacing with the electronics in a vehicle’s network. The diagnostics and programming area allows for product improvements, enhancements and fixes through the reprograming or update of ECUs.
“We look at the requirements from a service schedule perspective. We come up with all the warning messages that show up on the screen as well,” Mr Harris said.
“We prepare the warning message catalogue, we also prepare all the training material, which is a pretty big part of our role where we gather and prepare the training material ready for technical trainers to deliver that.”
That’s just a part of what iMotiv can offer in the aftersales and quality areas, but then there is just as much it can offer clients in product design, development and validation. Their expertise allows them to tailor resources and solutions to fit a client’s needs. This involves:
• Test module development, survey and risk assessment
• Benchmarking (physical and/or research based).
“Our vision is to become a really good engineering service provider in a wide variety of areas” explained Mr Whitlock.
While iMotiv is still young and in its own development phase, its directors share a passion for the automotive industry and its evolution, most having started when the automobile was either petrol or diesel driven. They have all developed expertise in alternative fuels and electric vehicles.
For the future, iMotiv is keen to do more in and for Australia. The company is motivated
to get back to working on something that’s Australian and is currently scanning the horizon and considering work in defence as an option because automotive remains quite a niche area in Australia.
No matter what the next projects are, the team is ready to tackle them head-on to ensure that talented engineers remain in Australia and developing expertise in fields that will enable them to open new streams of work for tomorrow.
The Crossover
An SAE-A member story about one person’s determination and perseverance
More than 20 years ago mechanical engineer Frank Will was with Ford-Werke GmbH in Germany and lived just 17 kilometres from his office, most of it accessible via the famous autobahn where you can drive as fast as you want, if you are brave enough.
In the evening it used to be a quick trip but, in the morning, and afternoon, it was a very different story and Mr Will described it as the M5 in London, or the M1 in Melbourne, just one big car park
SAE-A member, Mr Will, was an ex-motorcycle racer so he knew he could leave the car at home and manoeuvre his bike through the traffic, but he had some bad experiences and realised the potential for others, as he knew first-hand what the consequences could be.
This made him think about creating a vehicle that would be different, something that would carry a rider but still filter through the traffic and get home that little bit faster with ease and safety. Mr Will researched quite extensively to find a solution for potential issues for a bike rider in heavy traffic. The closest he could find was a Swiss bike called Ecomobile, which was designed and built by an aircraft pilot.
The Ecomobile was designed like an aircraft with aerodynamic features and a highpowered motor. The vehicle had two seats with two trolley wheels, like the aircraft landing gear system with a push button system that would land the vehicle like a plane.
Everything was becoming more and more expensive as most parts were handmade. There was still one problem with the vehicle being too wide at 1.3 metres, this meant that filtering through the traffic would not be easy.
Mr Will then found another vehicle from the Netherlands, the Carver, but it was also too wide at 1.4 metres and only the front wheel was able to lean with the body and not the rear. Although the vehicle was relatively fun it wasn’t quite what he had envisaged.
Mr Will decided to build a vehicle that would reflect a low-cost, balance control system and
Frank Will
a vehicle much narrower than the Ecomobile and the Carver. After a long period of creative thinking, and designing and sketching a model vehicle, he approached Ford of Europe to see if they had any interest in working with him. Unfortunately, Ford of Europe rejected him but when he came to Australia, Ford Australia seemed excited about the concept but they didn’t have the resources to carry out the innovations that he had envisaged. So, back to square one. Mr Will got himself a start-up grant and created his own business entity. He contacted Professor Saeid Nahavandi from Deakin University who agreed to help build a proof-of-concept vehicle to demonstrate the balance control system that he had developed.
With thorough market research behind him, the next step was to license the balance control system to a car or a motorcycle company. He met with many companies such as Volkswagen, BMW, Mercedes, Peugeot and Toyota who were relatively interested but they wanted a leaning vehicle to drive more like a car with a steering wheel, with direct steering. After much deliberation, Mr Will thought their approach would not be possible as such a system is not safe enough especially in the long term because it doesn’t have the redundancies that you would need for the system he had designed, and furthermore, it would be very expensive.
Some motorcycle companies displayed interest such as Yamaha and KTM but of
course it’s not their core business nor their market.
With more critical thinking and analysis, he reflected on Carl Benz. More than 140 years ago Benz just went ahead with his crazy ideas and built a crossover between a tricycle, a bicycle and a horse and carriage without the horses (that’s not to say Mr Will’s idea was crazy).
Mr Will’s company, Ino8, finalised a grant application to obtain further funding to develop and build a fully functional prototype to demonstrate the benefits of a new small vehicle, very much a crossover between a motorcycle and a motorcar.
It’s more efficient than any electric car with energy savings due to a much lower weight and frontal area, leaning capabilities
and it has the potential to reduce traffic significantly. With a frontal area only about 50 percent of a car it significantly reduces the aerodynamic loss. The weight is much lower for many reasons.
Many car-typical features are not needed, like a differential, power steering, stabilisers and less seats, etc. It doesn’t need the same torsional stiffness as a car and features an easy-to-build space frame using off-the-shelf carbon fibre tubes. As a result, the battery only needs to be a fraction of the size of a conventional EV which further reduces weight.
A research study from the Netherlands demonstrated that by replacing only 10 percent of conventional cars with vehicles that can filter through lanes, the total duration of traffic jams is reduced by 50 percent.
The only leaning car available now that Mr Wills has identified is the Mercedes S-Class Coupe. When it was launched the cost was $350,000 with a lean angle of less than three degrees.
The Ino8 vehicle can lean 40-45 degrees like a motorcycle, the original idea was to have three wheels, but the vehicle has been redesigned to incorporate four wheels.
It’s a small package about the width of a motorcycle so you can lane filter in traffic and its ideal for deliveries as it’s nimble and efficient with the main power being electric drive. Mr Will’s company is planning to have a backup generator onboard to run on petrol so that the range can be extended as with any hybrid vehicle.
The balance control is called the Safe8 and incorporates a semi-passive hydraulic damping system that controls the vehicle in critical situations by creating a stabilising force between leaning and non-leaning components of the vehicle. This stabilising force is amplified through the balancing reflexes of the human rider that can move a body from side-to-side in oscillations.
An electro-rheological valve ensures that the stabilising force in the leaning damper can be controlled over a wide range in real time. The electro-rheological valve also locks the leaning in the upright position while standing still. During normal driving the vehicle is stabilised automatically through the gyroscopic forces of the two front wheels.
It senses crosswinds and avoids the vehicle from drifting in and out of lanes by interacting with the leaning damper, the brake system, powertrain and the fully variable electro-rheological suspension dampers.
The oscillating movement of the rider provides direct feedback about the vehicle’s stability and alerts the rider before situations could potentially become unstable. That makes it safer than expensive direct tilt control systems.
However, Mr Will’s company is focused on more than the Safe8. It involves itself in a range of technologies including the invention of an intelligent heat management system that reduces CO2 emissions and fuel consumption by more than eight percent (OVER8), an engine control strategy that reduces NOx emissions (RDE8), and the company also offers expert independent witness services EXPERT8 and INVENT8, which is a creative invention training process.
A testing time at Anglesea
A little International history
In 1961 International Harvester purchased a 1000-hectare site in Anglesea, Victoria at a time when other car makers like Holden (GM-H) had Lang Lang in Gippsland opened in 1957, and just down the road from the Anglesea test facility Ford was developing its You Yangs test track which opened in 1965 These were the heydays of Australian vehicle manufacturing. Unfortunately, they didn’t last but the Anglesea test track has endured, riding a rough road into the future.
International Harvester designed the facility specifically to test its truck and agricultural equipment but by the late 1970s it was being used by other car companies who needed a test facility in Australia, such as Nissan who did a great deal of testing of the Bluebird at the facility. So, it has a long history of being ‘rented’ by vehicle makers and vehicle parts manufacturers and suppliers.
In 1991 International Harvester sold the site in Gum Flats Road to Linfox who originally used the site for driver training for its employees. Not long after, the Australian Automotive Research Centre (AARC – a part of the Linfox Group) took a hand in developing the site to offer a broader range of facilities that could cater for the testing
of passenger cars, four-wheel-drive vehicles, heavy trucks and mining equipment over a variety of surfaces from hot mix to gravel and dirt, and a variety of terrains including mud, rock, water and gradients that vary from steep to near impossible.
Later AARC partnered with the Victorian Government’s Transport Accident Commission (TAC) to co-fund the testing of
Advanced Driver Assistance Systems (ADAS). This multi-million-dollar facility upgrade also included the purchase of ADAS test equipment suitable for all vehicle types, from motorcycles to heavy vehicles.
VTE recently attended an open day at the Anglesea test track, organised by ABMARC, an independent transport engineering consultancy.
It uses the facilities as it provides policy and regulatory analysis and development, technology and transport modelling, economic analyses and market insight services in addition to test, research and evaluation services covering a range of areas including automotive, engines (on and off road), transport, fuels, emissions, aviation, rail, marine, energy and mining.
Toyota’s rough ride
As mentioned during the open day, there are many companies that use the Anglesea facility including Toyota. In March 2000 Toyota announced that it had opened a $2 million facility there to test its vehicles at the purpose-built Toyota-only areas as well as utilizing the location’s other facilities. Prior to that Toyota had been developing its cars on Australian public roads and on motor racing tracks. This was becoming less
viable, and the environment was difficult as tests were often not repeatable, and as more traffic appeared on our roads it became more dangerous. Both locally produced and imported Toyota vehicles used the Anglesea facility. Nowadays Toyota still uses the facility even though it no longer manufactures in Australia.
Toyota’s test facility initially was over a kilometre of two-lane road with different surface finishes used to pinpoint wind, road, and engine noise. At the time the company said it was deliberately creating roads with poor ride quality – perhaps they had a clear vision of the future with the state of Australian roads today.
Toyota won a Victorian award in 1999 for its testing facility, but it is just one of many companies that use the site. Some occupy permanent facilities some with tenants based onsite. Others may come once a month, or less, storing equipment onsite and using a workshop. Many are car component manufacturers and military users, but the longest tenancy is Toyota, who’ve been there for more than 20 years.
Most of the tenants are not in direct competition with each other, there’s a mix of tenants and there’s also careful cooperation – a good relationship between the engineers working for the various companies because it’s a bit isolated so there’s a sense of camaraderie amongst the tenants; sharing of equipment is quite a common thing.
Tough terrain
Apart from the obvious terrains there’s also an area that’s a mix of sand and gravel, fine gravel, that’s been accepted as a standard equivalent to melting snow for the purpose of brake testing for the ingression of grit and foreign materials into brake parts. This is really made into a kind of thick gravy that vehicles drive through. It might be used just two or three times a year but it’s there. There are also extensive four-wheel-drive tracks right across the property and fourwheel-drive companies use this for testing and developing new four-wheel-drive vehicles, particularly Toyota but also fourwheel drive component manufacturers use these to test new accessories or parts.
One of the outstanding advantages of the facility is that in one large property there are a host of different terrains and slopes which means you can drive every type of surface or slope in one safe and contained area. There’s also a sand bath where vehicles can get bogged and then winched out. It’s like a playground for four-wheel-drivers.
Another obstacle onsite is called a chassis twist course, which is used for everything from trucks to army vehicles to caravans. It shows the ability of the vehicle, whatever it is, to make its way across it. And secondly, the capacity of the vehicle to withstand the rigors of that test. A truck might have to do 250 or 500 passes. From a durability point of view, this this is perfect for a manufacturer.
Anglesea’s available test surfaces:
2ND CLASS SURFACE (1 & 2)
2 x 8-metre-wide roads, follows the natural topography, 9.6-kilometre gravel roads.
1 x kilometre gradient section 18% grade has 10mm spray seal surface.
Off-road course.
Bi-directional lanes.
Gravel.
4WD GRADIENTS
Vehicle capabilities on inclines from 27% to 60%.
Various surfaces – gravel, clay, concrete. Vehicle familiarisation, testing and comparisons, retardation systems, hill descent, hill hold systems, traction control systems.
Off-road course.
Ramp.
Gravel.
4WD INTRODUCTION
Allows vehicle familiarisation, testing and comparisons on various features in a small area which can also be linked to other tracks which return to the Introduction Area. Varied terrain with a range of gradients and surfaces. Vehicle fording mud bath, rocky section, articulation. Ramp over, approach and departure angles. Off-road course.
Ramp.
Potholes, tree roots.
Gravel.
4WD TRACKS
Replicates typical Australian 4WD country: forest and bush trails and tracks. Follows natural topography, gullies, ridge lines etc. Some sections suitable for all weather conditions.
Off-road course.
Ramp.
Potholes, cracks, tree roots.
Gravel.
ADR TYPE APPROVAL CIRCUIT
Designed for high Mu brake tests. Even grade 0.75%.
Curves 125 metre radius 7% superelevation. 200 metre section to simulate wet road conditions.
Proving ground.
Aquaplaning lane braking surfaces (low µ).
Asphalt.
CERAMIC TILES
Suitable for use by cars for development of ABS, traction control systems and electronic stability program systems. Co-efficient of friction of surface 0.1 Mu. Hotmix surface adjacent to tiled area to allow split use testing, both wet and dry.
Proving ground.
Braking surfaces (low µ) aquaplaning lane.
Asphalt.
COOLING CIRCUIT
Measure radiator effectiveness in a vehicle towing a mobile dynamometer, applying an adjustable load. Suitable for use to test for tyre noise and general testing of cars, trucks and buses.
Test oval.
Asphalt.
Anglesea’s available test surfaces:
DYNAMIC HANDLING FACILITY
Large asphalt area of 62,500 m2 with 1% grade across the area. An area of 7500 m2 can be wet down with large sprinklers, sloping in one direction, with the remainder sloping in the opposite direction. Designed for use by cars for the development and testing of ABS, traction control, electronic stability programs, vehicle handling. Also designed to test for the requirements for GTR 8 Global Technical Regulation No. 08 - Electronic Stability Control Systems (ADR31/03) and ECE R13H ESC. Proving ground.
Aquaplaning lane.
Asphalt.
GRADIENT SECTION
A typical winding Australian road that can be closed to operate in the opposite direction if required. 5 to 10% decline on first section, even 5% incline for the remainder. Can be linked to Highway Circuit and 2nd Class Road to significantly increase testing distance. Highway.
Bi-directional lanes.
Asphalt.
HEAVY VEHICLE MANOEUVRING
Designed for heavy vehicles. Stabilized cement surface 100 metre x 60 metre with at least 50 metre radius clear of any vegetation and obstructions. Used for steering systems, specific manoeuvres, figure eights and lock to lock turns. Noise testing of mining equipment. Vehicle tracking of new vehicle technologies.
Proving ground.
HIGHWAY CIRCUIT
Follows the natural topography of the land. Fully fenced preventing wildlife entering circuit, allowing testing 24 hours day. Highway.
Bi-directional lanes.
Asphalt.
IMPACT TEST FACILITY
Durability and stress from road impacts, railway lines, cattle grids. Noise deflection wall - impact boise levels. Rope road section Operation of truck airbag suspensions. AARC can build specific impacts tailor-made for customer requirements.
Proving ground.
Cracks.
Railroad/streetcar tracks.
Asphalt.
LOW MU BASALT TILES
Overall length 120 metres long: 1st section tiles 70 metres long x 4 metres wide 2nd section tiles 50 metres long x 8 metres wide. Co-efficient of friction of surface 0.3 Mu.
Proving ground.
Braking surfaces (low µ) aquaplaning lane.
NOISE TEST SITE
Assess drive by noise specifically for Australian Design Rules Certification. ADR 83/100 External Noise. Flat hotmix surface. Clear of vegetation and external obstructions to ensure no disturbance from wind and related sounds. Proving ground.
Heartbreaking slopes
ADRs require that every vehicle be capable of being restrained on a slope – it varies a bit with the vehicle, but generally up to 15 percent. And so, there are a variety of slopes at varying degrees, and they are centimetre perfect thus meeting the ADR, but it has progressed beyond that, now there are also a variety of surfaces.
On one a row of rollers is embedded in the surface so you park a car on that row of rollers, and then test how well the ABS works, and to see if the offside wheel will have enough capacity to pull you up the slope. There is also a rough course designed for accelerated durability testing where one course of the rough surfaces is equivalent to approximately about 1,000 miles of normal driving. This is used for four-wheel drives, trucks and military vehicles.
For military use there is a replicated test surface to coincide with conditions in Europe so that whether they’re testing the vehicles here or in Europe they’re comparable as the surfaces are identical – the name of the surface is rough highway.
Weighing in on tilts and ADAS
As expected, the facility has its own weighbridge which is sensitive, weighing differences within one or two kilograms with calibration certificates available for whatever has been weighed so that it can be used for ADR and ANCAP testing.
Like the weighbridge, the onsite tilt table offers a printed certificate.
Not far from those is a wide-open area safe for manoeuvring at speed with run-off areas and no obstructions which is used for testing stability controls, ABS and general handling.
Typically, vehicles approach this test circuit at speeds of up to 80 kilometres per hour and undertake a variety of manoeuvres, depending on the test that they’re undertaking. The steering exercises that are undertaken are important to the certification of vehicles.
ADAS testing also occurs there.
ADAS is a family of safety systems designed to work together to automate and enhance vehicle safety by alerting the driver to potential problems that may help to avoid collisions.
Testing is undertaken by automotive test specialists, who use robotic platforms to emulate vehicles, cyclists and pedestrians to recreate hazardous scenarios in a safe and controlled environment.
ADAS new vehicle testing takes place in accordance with EuroNCAP and ANCAP
protocols to assist manufacturers in obtaining a 5-star safety rating before entering the market. The equipment is also used to test aftermarket products to ensure they do not compromise safety features, and for research and development work.
On the day VTE was there, we were encouraged to sit in a vehicle as it performed one such test. In the distance was a dummy test vehicle composed of soft composite parts so that in the event of a failure of a test, the dummy vehicle can be reassembled so that it conforms to very basic outline of a vehicle – it is held together in sections with Velcro. If a vehicle hits it, it flies apart without damage to either vehicle, meaning the dummy can be readily reassembled. Our vehicle performed the test admirably. It is surprising that even though you know that is the most likely outcome, in other words you realise that this test has been repeated over and over with the ADAS system working perfectly, you still experience a slight sense of relief when the vehicle pulls up neatly.
Another test where we were given a first-hand experience related to a demonstration of blind spot information systems on trucks. There is a new ADR that requires trucks to have a blind spot information system installed.
Trucks are to have a system that will detect a cyclist, pedestrian or small car in the shoulder next to them. The driver should have some symbol or information pop up to see that there is a someone or something in their blind spot.
But we have a mixture of trucks on our roads. One of the things about our ADRs is that parts are specific to Australia, but other parts are copied and pasted from the UNPCE, the UN regulations. One of the biggest differences in Australia is that our trucks are quite different to the trucks in Europe.
Anglesea’s available test surfaces:
Off Road accelerated durability testing and stress analysis.
Potholes, raised and lowered slabs, cracks, tree roots.
Gravel.
PARK BRAKE FACILITIES
12, 18, 20, 30 percent grades. Proving ground.
Ramp.
ROUGH COURSE
800 metre loop hotmix curves. 42 metre radius curves. 200 metre x 4 metre
Rough Road. 200 metre x 4 metre
Corrupt Highway (straight - 30mm bumps) 200 metre x 4 metre bluestone pitchers section. 200 metre x 4 metre Bumped
Curve (50mm bumps). 200 metre x 4 metre small concrete corrugations section. 200 metre x 4 metre Large Sine corrugations section plus off set. 50 metre
Chassis Twist section, 300mm obstacles. 40 metre concrete brake pad.
Proving ground.
Potholes, raised and lowered slabs, cracks. Braking surfaces (low µ).
Asphalt and gravel.
TILT TABLE
The Tilt Table is suitable for the vehicle stability and/or load restraint mechanism testing. Suitable for light and heavy vehicles. Tilts up to 40 degrees.
Proving ground.
VEHICLE HANDLING (GRAVEL)
Two areas each approx. 1 kilometre in length. Several flat gravel roads, includes: curves of various radii and straight sections of several hundred metres. 1 large flat area. 1x30 metre long x3 metre wide hotmix section to allow split braking on gravel and bitumen. Different surfaces including coarse aggregate and fine gravel.
Off-Road course. Gravel.
VEHICLE VALIDATION PRECINCT
The newly completed Vehicle Validation Precinct (VVP) at AARC has been developed in response to the present and future testing needs of tenants and other users of the proving ground. It encompasses facilities suitable for use by cars, trucks and military vehicles to Land 400 specifications. It includes a fording bath, 30% side slope, compound articulation gauge, landing craft ramp, 450mm wheel drop, wheel up ramp, simple articulation gauge, chassis twist course. Proving ground.
WATER BATH
Depth up to 600mm.
Proving ground.
Trucks in Europe are mainly cab over and while there are plenty of those on Australian roads, we’ve also got bonneted trucks, and some have bull bars that add an even greater length. All these things need to be tested to conform.
ABMARC
Over the past 14 years ABMARC has emerged as a leading vehicle testing and research organisation meeting many milestones along the way. In 2011 it launched its Powertrain report series, later transformed into the Future Mobility Report.
In 2015, it brought the first portable emissions measuring system into Australia, enabling its clients to develop new technologies.
In 2020 it developed capability to test advanced driver safety assist systems, and
significantly, over the past four years, the company has grown from six to 30 staff.
Today, the team delivers ADAS testing for vehicle manufacturers and ANCAP, the Australian Government and AAA’s Real World Testing program and test and research programs for a wide range of other clients. ABMARC is regularly engaged by Federal and State Government, and statutory departments. It utilises emissions inventories, emissions and fuel test data and fleet activity to develop transport emissions models.
Combining this with in-depth knowledge of transport systems and operations enables the company to help organisations quantify the costs and benefits of emission control technologies and abatement procedures on a least cost/maximum benefit basis.
Tyre Road Hazard Impact Failures
Tyre disablements significantly contribute to crashes, injuries and loss of life. In both 2016 and 2017 more than 730 United States traffic fatalities were attributed to tyre disablements (NHTSA, 2018).
By David Southwell M.Eng Independent Tyre Consultant & Failure Analyst
www.tyrexperts.com.au
Punctures are a common cause. These are mostly detected by TPMS or driver perception, then repaired and returned to service.
Punctured truck tyres typically go on to deliver multiple retread lives. Undetected punctures may cause continued service at reduced inflation pressure, leading to structural damage to the inner liner and sidewall and/or bead distortion (TIA, 2005), although the literature on the latter is equivocal (Carlson & Taylor, 2010; Schnuth et al, 1997).
Runflat damage may result in complete detachment of the tread and steel belt package from the body ply or sidewalls as seen in Figure 1
Sudden detachment of the tread and belt package is another failure mode. See Figure 2. Some literature attributes these failures to impacts with “road hazards” that leave no external evidence (USTMA, 2017; TIA, 2005).
The purpose of this work is to analyze the basic physics of tyre/road hazard impacts, review the literature, and to propose a representative test methodology.
The Dynamics of a Tyre/Road Hazard Impact
The tyre is part of a vehicle system. Road irregularities cause momentary force spike inputs, and the impact energy is dissipated through the tyre, spring, damper and various isolators, and as displacement of the vehicle body. Ignoring vehicle displacement and considering only the tyre and suspension spring (fixed upper end) is a simplified but more severe approach, represented by a twosprings-in-series system which has an effective system stiffness (keq) less than the rate of the softer spring [ keq = (k1) (k2)/ (k1 + k2)]. Hence, the tyre absorbs only a portion of the impact force.
Direction of Impact Forces
A wheel striking a solid object initially gives rise to longitudinal force, progressing to vertical forces (Reimpell, 2001; Brown, 2002; Kerchman, 2008). The peak static force depends on the obstacle shape and size H, and the tyre radius R
Longitudinal forces (relative to wheel vertical load) increase rapidly with obstacle height (Brown et al, 2002).
Figure 1
2
Table 1
When a Dynamic Load Factor of 4.5 (Garrett, 1953) is applied, longitudinal forces may exceed vertical forces. Simply, static tests cannot emulate real-world impacts (Brown & Wallace, 1994). See Figure 3
Verification
Accelerometers were mounted on the outboard end of the front lower control arm of a ballasted 2012 Holden Commodore utility fitted with 225/55R17 97V tyres at 235kPa, which was driven over steel square hollow sections fixed to the road surface. Peak impact forces are provided in Table 1
Static Testing
Nearly all published static tyre impact testing has been conducted under SAE Recommended Practice J1981 (June 1994) Road Hazard Impact Test for Wheel and Tyre Assemblies, or some variant. The Standard states “No attempt has been made to simulate the exact conditions encountered when the wheel and tyre strike such a hazard.”
It requires dropping a 406mm wide, 26.3kg striker blade on a 1.83m long pendulum to instantaneously impact a tyre and rim assembly in a purely radial direction (ie, an impact with a protruding edge at exactly axle height).
The following details the forces imparted on a rigidly mounted wheel and tyre (175/70R13 @ 207kPa) subjected to such an impact, as seen in Table 2
2
This demonstrates that the SAE J1981 test methodology – as it states - imparts very different forces on the tyre from those experienced when a tyre strikes an object in the real-world.
Discussion of Results
A significant portion of the loads imposed on a rolling tyre striking a “road hazard” are longitudinal, acting below the centre of wheel rotation. Forces increase with vehicle speed and obstacle height, and the relative intensity of the longitudinal force increases with vehicle speed. The SAEJ1981 impact test imposes no longitudinal component acting below the centre of rotation. It has limited relevance as a representative tyre impact damage test (RMA, 2002).
3
Figure
Figure
Literature Review
In 2001 and 2005 Bolden et al described modifications to a tyre impact machine, enabling impact condition variation. Their test protocol involved FMVSS (laboratory roadwheel) endurance testing, striking the tyres repeatedly on the impact test machine, then x-ray and shearographic inspection. The authors suggested this simulated field conditions and tyre failure modes, but no tyres were run after the impacts. They suggested “Techniques have been developed whereby impacting a tyre results in casing pressurization”, but no detail was provided, and “…if steel cables are broken, they break in both belts resulting in immediate tire disablement” and “tires sustaining internal damage resulting from road hazards do not necessarily fail at the moment of impact” They conclude they demonstrated “…testing techniques that approximate more closely the real-world conditions that can result in tire disablements”.
NHTSA (2003) conducted FMVSS 109 testing on 20 tyres that had been SAE J1981 Road Hazard Impact or FMVSS 109 Tire Strength tested. All tyres passed, and x-ray and shearography inspections revealed no damage. NHTSA’s The Pneumatic Tire (2005) indicates “…influences include damage inflicted upon the tire structure from breakage, tearing, puncturing, contamination and intracarcass pressurization. Damage to the tire may accelerate the fatigue process or cause an
immediate failure”, and suggesting a tread and belt detachment is a possible failure mode. No supporting information is provided.
Bolden (2006) described smaller SAE J1981 impact strikers. Several tyres were impacted at axle height via a 92lb overweighted pendulum swung through 170 degrees, causing bulges, cracks, tears, blisters, splits and broken belt cables.
Woehrle and Carlson (2012) described impacts of P235/75R15 tyres with blocks. They were then run at 75mph on a 67” road wheel at 75% load for 5000 miles. X-ray and shearography revealed no damage. Woehrle (2016) described light truck tyre laboratory impact testing and 5000 miles on a 75mph test wheel, with no damage detected by x-ray or shearography. He also described laboratory impact testing of a 4-belt radial ply truck tyre resulting in fracture of the tread and steel belts. No signs of detachment were detected following a 5000-mile wheel fatigue test.
Price & Follen (2018) opined that impacts may leave no external evidence but eventually cause tread/belt detachments, suggesting impacts may “…initiate a large fracture between the steel belts that further develops over time.” They described a test protocol involving DOT endurance testing, a pendulum impact, then running the tyres to failure on a road wheel under undisclosed conditions. They suggest “significant scientific evidence that the field tire failed from a road hazard impact like the test tire”, but test details and
results are spartan. Twenty-four tyres had been tested, concluding that “data” shows “…that a severe impact to a steel belted radial tire can and does result in partial or full tread and belt detachment proximate to the location of the impact.” The authors suggested an inner liner fracture leads to various phenomena including a tread and belt detachment, but no testing is described.
Woehrle (2019) described striking a tyre on an impact test machine before a 75mph wheel test, failing after 965 miles due to manufacturing issues, 180 degrees from the impact. He then described striking eight truck tyres with a 1” rupture pin using an impact force of >15,000lb, and a 50mph, 5000-mile wheel test with no failure detected.
Critique of the Literature
Much of the work described lacks detailed methodologies and data, precluding replication of the processes to verify and build upon the reported results. Bolden (2006) concludes that “Steel belt fractures can occur without catastrophic failure of the tire at the time of impact and may lead to subsequent failure”. No basis for that conclusion is provided, and none of the impacted tyres were subsequently tested. His 2001 article suggests the road hazard impact machine simulated field conditions and failure modes for forensic tyre analysis, however the impacted tyres were not subsequently tested, nor any field failure modes comprehensively presented.
Woehrle and Carlson (2012) provide detail sufficient to enable a subsequent tester to replicate the key elements of the test methodology, as do Woehrle’s presentations. Price & Follen provide no basis for the opinion that inner liner breaches can lead to belt separations, and data insufficient to support the outcome that “…all tyres tested failed proximate to the location of impact from some form of tread belt detachment”. Their conclusion about tread/belt detachments is independent of any of the data presented. Four of the 12 relevant articles reviewed described how impacted tyres were subsequently tested on a road wheel to determine durability. The others concluded that impact damage can be the root cause of tread/belt detachments in the apparent absence of supporting testing.
Pre-impact Tyre Condition
Some testers confirmed the tyre’s structural integrity by subjecting them to the elevated load, speed, and ambient temperature FMVSS Endurance testing regime prior to the impacts. But the effect is to accelerate tyre fatigue, totally unrepresentative of realworld service; this was not considered by any such author. Tyres that were not “prefatigued” by the FMVSS testing, and were impacted under real-world conditions did not fail when subsequently tested on an overly severe road wheel. Proven, alternative non-destructive methods of evaluating tyre integrity (shearography and x-ray) are used in the tyre industry globally, they have no effect on tyre durability and may highlight alternative factors known to initiate tread/ belt detachments.
Wheel Restraint and Impact Methodology
Just one test methodology represents the real-world conditions of the vehicle system. All others were conducted with the wheel rigidly fixed in a static condition, the tyre being the only component deflecting to dissipate the impact energy. Only one test methodology imposed a sequence of longitudinal and vertical impacts. All others imposed only loads radial to the centre of wheel rotation (i.e., at axle height), representing only a momentary vertical force if the wheel was on a vehicle. Force vectors experienced by a wheel and tyre in real-world service were not measured by any of the authors.
Post-impact Durability Testing
Most of the authors described mechanisms for inflicting damage on tyres in a laboratory, but made no attempt to then evaluate how those tyres might perform in subsequent service. Some authors subjected the impacted tyres to road wheel testing to evaluate their propensity to fail. Road wheel testing enables control of load, speed and ambient temperature, and continuous accumulation of distance - however the curved roadwheel surface renders these tests far more severe than on-vehicle service in the market (RMA, 2002; Robinson, 2003; Stalnaker et al, 2008; Spadone & Bokar, 2008), the latter reporting the differences “nullify the validity of the test”. None of the authors subjected impacted tyres to realworld service on a vehicle.
A Representative Test Methodology
The most representative protocol clearly involves:
• pre-impact qualification of the tyres using non-destructive visual, x-ray and shearography
• tyres on vehicles with vertical loading and vertical and longitudinal system compliance;
• an impact with an object on the road surface, and
• subsequent distance accumulation under real-world operating conditions.
The Proposed Solution
Impacting tyres then accumulating substantial distance on an in-service vehicle presents challenges, including safety. The author has developed a dynamic test rig that overcomes these issues. See Figure 4.
A trailer with a single, independently suspended wheel located on the longitudinal axis facilitates impacts with objects while the towing vehicle wheels remain unaffected. Dissipation of impact forces replicates a complete vehicle –i.e. through the tyre and suspension system and vertical displacement of the vehicle. Vertical load and wheel alignment can be varied to replicate the required condition. Accelerations in three planes are continuously monitored and logged, as are inflation pressure, speed, ambient and tyre temperature, location and accumulated distance. Continuous visual monitoring of the tyre is achieved by three cameras. The rig enables a multitude of tyre tests (including impact tests) to be conducted in real-world service conditions with a high degree of accuracy and safety.
Footnote: This is an abridged version of the full, peer-reviewed paper which can be found at https://tyrexperts.com.au/resources.html
