Continuing just-auto's series of interviews with tier one manufacturers, Matthew Beecham talked to Alexander Grob, Director Chassis Technology, Head of R&D Business Unit Suspension Technology, ZF Friedrichshafen AG about future suspension technologies and the ways in which its newly-merged operation with TRW can support autonomous driving.
Stepping back a little, what do you feel are the big challenges facing the OE suspension industry globally in 2015?
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The industry is driven by the global market approach including growth in China and NAFTA region, but also a constant picture in Europe. In parallel, megatrends like ADAS and E-Mobility change the existing standard setting of the industry.
We are also part of this big change and have, for instance, extended our competencies in Asia with a new TechCenter to be ready for the growth.
As a global player, do you see future suspension technologies differing or converging in the various markets?
Some markets are technology driven. In these markets it is easier to enter with new technologies and products in the premium segment than in other countries. But we do not expect this as a long term trend. Our NAFTA customers understand and push for lightweight in order to achieve the CO2 targets. In China, E-Mobility is already part of the daily picture on roads of megacities. So we see the different markets as more converging than differing.
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By GlobalDataTo what extent are you seeing higher system content on next generation shocks?
We see the need for core knowledge on system level, modules and damper components. For us a system is as good as the single components are and we are able to deliver both, based on the customer demand. For future products there is a clear trend to come from functions in the car and deliver systems to our customers.
Nowadays, it seems that smartphones are playing a bigger role in cars, including some to control adaptive dampers. What is your view on this gimmick / trend?
We are working on that checking the functional content. Benchmarks show us some more proactive approaches from other companies but of course product safety must be considered as well.
A car or motorbike needs to have a predictable driving behaviour in all situations. So it is easy to switch, but you need to know what you are doing.
To what extent are tighter legislative requirements affecting your design of dampers?
We support the tough individual CO2 targets of our customers with scalable lightweight designs in our products. Depending on the need, significant weight reductions of 30 percent are achievable. This will influence the shock absorber design and we make it ready for lightweight by modular design. Also E-Mobility based on CO2 targets drives us to the upcoming new valve technologies and module designs. The NVH [noise, vibration and harshness] demand to a suspension system is also growing.
We saw the Honda Civic Tourer fitted with ZF's continuous damping control in 2014. What are the opportunities now for your CDC to roll out across subcompact and compact car segments?
The CDC for both axles which has been successful for years has now been specially adapted to meet the requirements of subcompact and compact cars as well as MUVs. Here, the CDC 1XL (pronounced "CDC One Axle") is applied at the rear axle which has to fulfil particular requirements.
One of the features of these vehicles is their relatively high maximum permissible payload compared to their low tare weight. Therefore, the axle loads may vary considerably. If only the driver is on board, there is significantly more weight on the front axle. Fully loaded, the weight is distributed much more towards the rear axle. In this situation, conventional, passive rear axle dampers always select a rigid damping characteristic curve that is adapted to the full permitted load which detrimentally affects comfort when the vehicle is partly loaded.
ZF's CDC 1XL, the electronically controlled adaptive damping system, minimises the effects of these large rear axle load fluctuations.
In parallel, the focus of the CDC for both axles is clearly in the upper segment to serve unique comfort and ride. This is currently the main market for adaptive damping.
Compact cars are highly cost driven and the end customer's view to make a "cross" for adaptive suspension as one of the potential options of a car configuration demands additional efforts.
But the drivers of compact and subcompact cars are also interested in enhanced driving dynamics, safety, and comfort. So we are proud to support "the power of dreams" with our CDC 1XL technology for this segment and we already brought the CDC 1XL technology in the market with another OEM.
Could you characterise the market stage of acceptance with active suspension in Europe? And how can ZF support OEMs with the relatively low take rate of active suspension technologies?
The semi-active systems have huge benefits and are clearly expected in upper segment cars. If you order, for example, an air spring suspension you get also continuous damping systems. But the problem is that most end customers don't know the system behind the air spring suspension. Our OEM customers decide the final option's name and the combination to car lines. Maybe a joint wording like ABS or ESP in the history could help.
What is your strategy to grow active suspension in emerging markets?
The remainder of this interview is available on just-auto's QUBE Global light vehicle OE shock absorbers market- forecasts to 2030
