Tenneco recently acquired exclusive rights to the digital valve technology used in its so-called DriV suspension products. Continuing just-auto’s series of interviews with leading market players in this sector, Matthew Beecham spoke to Rudi Schurmanns, Executive Director, Ride Performance Global Engineering to find out more.
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Could you tell us a little more about DriV? And what difference will this acquisition make to your business?
A compact, lightweight and low-power digital valve technology is the foundation of Tenneco’s DRiV damper. The DRiV valve’s electronic controls are integrated into the damper to enable semi-active damping at each corner. DRiV technology demonstrates the opportunity for Tenneco to provide OEMs with a semi-active damping solution that is less dependent upon interfacing with vehicle sensors and electronic controls.
The digital valve technology also enables Tenneco to optimise the electronics, mechatronics and software to create smart dampers for a range of applications, Tenneco has near-term plans to demonstrate the DRiV technology to our OE customers in a variety of light and commercial vehicle applications and expects the technology to be production-ready as soon as 2017.
We understand that your scalable architecture supports your business in emerging markets. Can you give us a few examples of where and how it is being applied?
How well do you really know your competitors?
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By GlobalDataWhile we’ve seen strong interest in China and India, Tenneco’s scalable architecture concept is certainly not limited to emerging markets, and we’re utilising this concept with customers throughout the world. Scalable architecture enables the use of intelligent actuator constructions to easily scale semi-active suspension systems up to advanced and fully-active applications.
The Scalable Architecture concept leverages the power of the company’s Continuously Variable Semi-Active Suspension systems (CVSA2), which continuously adjusts shock absorber damping levels to road conditions and vehicle dynamics like speed, turning, cornering and driver inputs. The system provides optimum driving safety and improves ride smoothness and NVH [noise, vibration and harshness], achieving the optimal balance between ride comfort and handling.
Using the unique Scalable Architecture concept, platforms already equipped with CVSA2 can be easily upgraded with Kinetic H2CES or ACOCAR as an option. The actuator constructions share components, production processes, sensors and ECUs.
The roads are clearly better in the West than they are in BRIC countries. How does that feed through to the customer in terms of suspension ‘feel’ and driving dynamics?
It’s true that road conditions vary widely across the globe. Consumers in markets with relatively low quality road conditions tend to focus on durability and comfort, and are often less critical of steering feel, roll and yaw behaviour. The emphasis is instead on a predictable, relaxed behaviour with decoupling from the major road events. Consumers in markets with more stable road conditions want excellent comfort and road surface isolation (e.g. USA) or a dynamic driving experience with appropriate comfort (typically European countries).
Dampers have a significant influence on chassis performance, and subtle changes in vehicle dynamics such as handling balance, traction and steering response can all be finely tuned by different damping systems or calibrations.
Our strong global footprint positions us strategically in key regions of the world, giving us the ability to adapt our suspension technologies to meet the needs of those markets.
As a global player, do you see future suspension technologies differing or converging in the various markets?
From our experience, there is always an interest in standardising components, especially on large global platforms that support a variety of models for different regions and countries. However, for suspension systems, it is critical to be able to tune and adjust for specific markets and vehicle segments. Manufacturers will continue to need a range of suspension technologies and expert tuning to meet market requirements and consumer expectations.
Generally speaking, at an industry-wide level, how do you see the acceptance and growth rate of continuous damping technology by the OEMs?
OEM interest in electronic suspension systems is growing steadily, with the technology seen as a way to enhance the driving experience and support the vehicle brand. More OE customers are offering continuous damping technology as a vehicle option, not only in the luxury segment, but also in the mid-size and SUV segment. In Europe, continuous suspension systems were introduced nearly ten years ago and today, all major vehicle manufacturers there offer continuous damping systems as an option, and we’re now seeing greater interest from manufacturers in the US and Asia.
What are perceptions of electronic suspension from the consumer standpoint?
We recently completed some consumer research that addresses this very topic and plan to publicise the results of our findings later this year, so stay tuned. What we can say at this point is that consumers respond every positively to electronic suspensions, and consumers clearly recognise comfort and road handling as important benefits.
What impact is the drive to reduce vehicle mass having on damper design?
Our strategy is to focus on weight reduction in the very early stages of the vehicle programme, so that we can design and engineer for lightweight and performance all at once. Through FEA, we’re able to optimise the weight/cost ratio, depending on the priorities of the customer, through the use of various manufacturing processes – such as hollow rod or variable wall thickness – to best suit the needs of the vehicle. We continuously challenge our research and development and engineering team to further improve weight savings through the use of alternative materials such as aluminium, plastics and composites.
One of our key lightweight technology offerings is the monotube shock, which incorporates a single tube compared to the more conventional double tube design. We are currently in the process of making further developments based on this monotube technology, which will soon be transferred from development into our product portfolio.
As vehicles become quieter, what advances have been made to your dampers to improve NVH?
The remainder of this interview is available on just-auto’s QUBE research service
