The Rise of Composites in ICE and EV Powertrain Applications and Suspension Mounts

The Rise of composites in Powertrain
and Suspension Mounts

Chris Korson and Ricardo Mercado
BASF – We Create Chemistry
Chemicals Materials Industrial Surface Nutrition & Agricultural

Solutions Technologies Care Solutions
Petrochemicals Performance Materials Dispersions & Pigments Catalysts Nutrition & Health
Intermediates Monomers Performance Chemicals Coatings Care Chemicals
Construction Chemicals*
| The Rise of Composites in Powertrain and Suspension Applications

Internal
BASF – We create chemistry
Top 100 global automotive suppliers (2019)

Rank Company Sales (in $ billion)
1 Bosch 46.5
2 Denso 41.8
3 Magna 39.4
…
16 13.2 (#19 in 2018)
Source: Automotive New s, June 29, 2020
BASF is the only materials and/or chemical

company in the top 100 suppliers

Internal
What are powertrain and suspension mounts?

Internal
Powertrain and Suspension Mounts
▪ Handle Reaction Forces at any driving condition

▪ Powertrain
▪ Road
▪ Other Vehicles
▪ Stop NVH travel from source (to cockpit)
▪ Isolate
▪ Dissipate
▪ Subjugate (overpower)

Internal
BASF Engineering Polymers
M aterials M odelling
M aterials M odelling
M olding Co M
petence
M olding Co M petence

Internal
Successful Implementation
Co M petence
Top Mount Rear Differential

Bracket
EV Motor Mount M odelling
Torque Rod Subframe Mounts

Composite Tunnel
M aterials
Reinforcement
Engine Mount Clevis Bracket

M olding
EV Multi-Bracket
Control Arm Transmission

Engine Bracket
Adapter
Recent launch

Internal
Engine Mounts
M
Co petence
▪ Ultramid® A3WG10 CR (50%GF PA66)

▪ Ultramid® A3WG7 CR (35%GF PA66)
⚫ Specially characterized for Ultrasim® analysis
M odelling
◼ Benefits
⚫ Weight reduction potential of 30-50%
⚫ Improved NVH/damping M aterials
M olding
BMW 5 and 7 series GM Delta GM Epsilon

(ex. Lacetti, (ex. Insignia, La Crosse, Regal, …)
Astra, Cruze, …)

Internal
Engine Brackets
Mercedes GL – Class LHS & RHS M
Co petence
◼ Development of engine brackets M odelling

together with Daimler AG and the tier
◼ Superior acoustics
◼ Weight reduction by 35 %
◼ Improved thermal management
M aterials
◼ Ultramid A3WG10CR
M olding

Internal
Mercedes Brackets
Next Generation including 4 and 6 cylinder diesel engine M
Co petence
M odelling
M aterials
M olding

Internal
Structural Bracket
Successful replacement of Aluminum using Ultramid® M
Co petence
▪ Part passes all component level requirements

▪ Cabin noise targets exceeded
M odelling
▪ Clevis bracket is 45% lighter than the die cast aluminum design at no additional cost
▪ Superior corrosion resistance
▪ Platform Includes: M aterials
• Buick Enclave
• Cadillac SRX
• Cadillac XT5
M olding
▪ Seven clevis variants were developed for combinations of FWD/AWD, LHD/RHD, and 6/8/9 speed
transmissions * Image from motortrend.com

Internal
Upper Control Arm
Successful replacement of Multiple Welded Steel Assembly M
Co petence
◼ Control Arm Performance M odelling
1. Max Buckling Load 44kN (X) / 75 kN (Y)

2. Stiffness
i. 41 kN/mm (X) M aterials
ii. 77 kN/mm (Y)
iii. 3.3 kN/m (Z)
◼ 1 lbs. weight savings per vehicle
M olding
◼ Other Benefits
1. Lower and more stable ball joint torque
2. Improved NVH/damping

Internal
Top Mount for Struts
Successful replacement of Die Cast Aluminum CoM petence
Cadillac CT6
▪ Weight Reduction – 30% weight reduction over the previous part design. M odelling
▪ Cost Savings - Integration of common components and equipment for the

front and rear mounts
▪ Damping – The composite housing reduces the transmissibility of noise
through the suspension system M aterials
▪ Corrosion Resistance – Improvement over aluminum and steel

▪ Tuning – Greater flexibility through the use of the modular assembly concept
▪ First use of injection molded polyamide material for Top Mounts in all four M olding
corners of the vehicle

Internal
Rear Axle Transmission Crossbeam
Successful replacement of Aluminum using Ultramid® M
Co petence
◼ Mercedes S-Class M odelling
◼ 1st Structural Component in the Rear Axle Subframe made of polyamide
◼ Ultramid ® A3WG10 CR (50%GF PA66)

M aterials
◼ Benefits
1. Weight reduction of 25% versus aluminum
2. Improved NVH/damping M olding

Internal
Rear Differential Bracket – Jeep Cherokee
Successful replacement of Aluminum using Ultramid® A3WG10 CR CoM petence
◼ Running Change – No change in Assembly Sequence M odelling
◼ Lower weight > 1 lbs.
◼ Lower Cost
M aterials
◼ Improved Performance (Based on Waterfall Plots)

1. Similar Part Strength
2. Lower Modulus than Aluminum, lower first mode
◼ Other Benefits
M olding
1. Reduced lifetime tooling cost vs diecasting process

2019 SPE Award Winner
2. No concerns with dissimilar materials
for Chassis
3. Next generation designs may reduce the size or need for isolators.

Internal
Rear Differential Bracket – Grand Caravan AWD
Successful replacement of Aluminum using Ultramid B3WG13 HPX® M
Co petence
◼ Running Change – No change in Assembly Sequence M odelling
◼ Lower weight > 1.5 lbs.
◼ Lower Cost – Replaced a two-piece aluminum assembly

M aterials
◼ First use of PA6+60%SGF instead of PA66+50%SGF for this type of

application.
1. Lower cost during the PA66 shortage
2. Similar performance at elevated temperatures (120C) M olding

Internal
Jeep Grand Cherokee – Composite Tunnel Reinforcement
Serial Production M
Co petence
CCSTM – Case Study

Application Overview
▪ Designed to carry 70kN (15,700lb) load cross-car in a M odelling
shallow offset crash event
▪ 4.6lb vehicle weight savings over traditional steel clamshell
design
▪ Improved assembly process, with molded in clips, M aterials
compression limiters, and threaded studs

▪ Overall cost savings compared to traditional component
and assembly
M olding
Finalist
Internal
Wagoneer Engine Mount Stabilizer Bracket
M
Co petence
▪ Ultradur B4040 G11 (PET/PBT+55%GF) M odelling
▪ 20 GPa Modulus (no moisture effects)

▪ More economical (at the time of development)
▪ Weight reduction vs. Aluminum (1 lbs.) M aterials
▪ Cost reduction ~$1.00/part
▪ Carries the mounts for assembly
▪ Adds stiffness to the system
▪ Extend to DT 2WD Platform M olding

Internal
E-motor Mounts – BYD e-platform
Anhui Zhongding NVH Co. Ltd M
Co petence
◼ More than 40% lighter than aluminum equivalents M odelling
◼ Provides improved vibration reduction
◼ Better thermal insulating characteristics (Isolator Protection)

M aterials
M olding

Internal
Materials M odelling
M olding
Materials
M
Co petence
Value of Composites
M aterials
Glass Fiber
M odelling
Polyamide
Material Stiffness:
Short Glass-Fiber offers economical NVH
Damping: The polyamide
matrix acts as a dashpot offering
M olding
method to achieve high modulus. Drivers 10X the damping compared to

aluminum.
M
Co petence
Mass: Even at the highest glass Design Freedom: Injection

loading, the Ultramid A3WG10CR molding provides the ability to
has a 40% lower density than create complex geometries to
aluminum. improve section properties.

Internal
M aterials
▪ Thermoplastic M odelling
▪ Material Families: PA66, PA6, PPA, PBT, POM, TPU
▪ Fillers: Glass Fiber, Carbon Fiber, Mineral, etc.
▪ Modifiers: Heat stabilizers, Impact Modifiers, Alloys, Flow Enhancement, Laser Marking, M olding
etc.
▪ Thermoset (Polyurethane)
▪ Pultrusion, Elastomers, Structural and Acoustic Foams
▪ Separate BASF Entity - Cellasto® - Microcellular Foam M
Co petence
▪ Product Development
▪ Next Generation or Custom Formulation
▪ New additives

Internal
M aterials
▪ Adhesives M odelling
▪ Thermoplastic Adhesives (TPU Based)
▪ Thermoset Adhesives
− 2K
− 1 K RHMA
M olding
▪ Foams
▪ PA Particle Foam
▪ PU Foam (Structural, Flexible, Semi Rigid)
M
Co petence
▪ Coatings and Covers

▪ Basotect
▪ LASD and LASB

Internal
M aterials
▪ Ultramid A3WG10 CR BK00564 (PA66+50%GF) – Structural Mount “Workhorse M odelling

▪ Ultramid A3WG10 HP BK23325 (PA66+50%GF) and A3WG12 BK23325 (PA66+60%GF) – Next
Generation “Workhorse” for structural mount applications with improved physical properties,
enhanced flow, and contains a laser marking package.
▪ Ultramid B3WG13 HPX or B3WG12 HSP (PA6+63% or PA6+60%GF) may be used depending on M olding
temperature required for structural mounts in substitution for PA66+50%GF products.

▪ Ultramid A3ZG3 HP BK23189 – Specifically developed for an Active Mass Damper Housing
project. Impact Modified, High Flow, Laser Markable PA66 +15%GF.
M
Co petence
▪ Ultramid A3ZG7 HP BK20465 (PA66+IM+35%GF) – Offering improved damping characteristics vs
standard GF products.

Internal
M aterials
▪ Ultradur® B4040 G11 (PET/PBT+55%GF) – High Modulus Material M odelling

▪ Ultramid® D Grades – Specialty polymer grades with improved damping characteristics.
▪ Ultramid® XCD Grades – High Fatigue, Improved Impact, Improved Flow, Reduced
Warpage, More Isotropic Properties.
▪ Elastocoat® Polyurethane – Suitable for use in Continuous Fiber Pultrusion process as
M olding
the binder/matrix.
▪ Sustainable Materials – Mechanical Recycled, Chemical Recycled, Bio-Based
feedstreams M
Co petence

Internal
Damping
M aterials Viscoelastic Behavior of Plastics
Stress / strain
Stress
M odelling
σmax
Strain
max
M olding
D K
Time / Angle M
Co petence
 Angular phase shift
Loss factor = tan 

The Rise of |
Composites Internal
Ultramid® A3WG10 CR Dry
M aterials Loss Factor: Parallel & Crosswise
Ultramid® A3WG10 CR Dry In the operating range
Young’s modulus in flow

of temperature, the
loss factor is high M odelling
Loss factor cross flow
M olding
E-Modulus (MPa)
EV
Loss factor
ICE Op
Young’s modulus in crossflow Operating
Temps
Temps M
Co petence
Loss factor in flow
Curves shown for 2 samples dried at

80Co under a vacuum.
Temperature oC
The Rise of |
Composites Internal
Improved Loss Factor Characteristics M aterials
Developing Materials
Needs Variables Solution
▪ Increase loss factor ▪ Fiber Content Ultramid® D Grades –

coefficient ▪ Impact Modifiers Specialty polymer grades
▪ Increase the peak loss with improved damping
▪ Polymer Type characteristics 2 X loss
factor range across
▪ Polymer(s) Structure factor and 3X on
working temperatures temperature range. -
▪ Crystallinity Content
▪ Maximize modulus Materials are being
▪ Fiber Type screened
▪ Maintain Strength
▪ Frequency Range

Internal
DMA Tg Chart Tanδ Comparison M
aterials
New Developmental D3 product high loss factor value at peak
0.25
1. Tg is mainly
D3WG7 BK
D3ZG7 BK defined by
0.2 D3WG10 BK7786
A3WG10 XCD BK23238 M odelling
polymer type
A3WG12 XCD BK23238 (structures)
A3WG10 CR BK00564
0.15
A3ZG7 HP BK20465
and polymer
Tan Delta
B3ZG7 BK20560 blend

0.1 compositions
2. GF content
0.05
and type have
less effect on
Tg.
0
0 20 40 60 80 100 120 140
Temperature ( C)

Internal
Modelling
The Rise of Composites in Powertrain and Suspension Applications

M odelling
▪ Analytical Services (Mold Filling, Part Design Topology, FEA) M aterials

▪ Design Optimization
▪ Material Characterization
▪ Material Card Generation M anufacturing
▪ Anisotropic Analysis
▪ Coupon and Part Testing
▪ Correlation
M
Co petence

Internal
M odelling
M aterials
BASF ULTRASIM® Integrated Simulation Method

Component Design Material Characterization - Advanced Integrated Industry Leading Accuracy
and Mold Anisotropic Material Stress-strain curves for various CAE Structural for Prediction of Part
Filling Analysis Characterization Temps, Relative Humidity,
Strain Rates
Analysis Software Performance
M anufacturing
+ + + = Source: GM-Opel
M
Co petence

Internal
M odelling
Feature Ultrasim Digimat Comments

M aterials
Mapping from Moldflow Captures fiber and Captures only Strength at weld line
weld line outputs fiber output more accurate for
Ultrasim
Anisotropic Material Elastic-Plastic Elastic-Plastic M anufacturing
Model
Tension-Compression Yes Yes
Asymmetry
Strain Rate Behavior Yes Yes M
Co petence
Failure Model Energy based Typically Strain Energy based is more

based accurate
Anisotropic Fatigue Fully Functional Limited
Module Functionality
Advantage Ultrasim
Internal
Manufacturing
Manufacturing

M anufacturing
▪ Mold Design Support M odelling

▪ Manifold Design Support
▪ Shut off, Insert Support, and Venting support.
▪ Shrinkage and Warpage behavior. M aterials
▪ Process Optimization and Trouble Shooting.
▪ Degradation Analysis
▪ Failure Analysis
M
Co petence

Internal
petence
odelling
aterials
M
M
M
Co
Raw Material…
Injection Molding vs Die Cast Aluminum
Inserts
Injection Molding…
Bonding Agent
anufacturing Manufacturing Process (assume similar weight)
Dip/Immerse
Natural Rubber
Vulcanization /…
Vulcanization /…
Natural Rubber
Internal
Ev. Heat Quickly
Spray on
Bonding Agent

Spray Drying
Primer
Phospahitize…
Cleaning
Machining
Die Casting…
Raw Material…
Cost
M
Enter the Automaker

A War of Methodologies
Stiffness Based Compliance Base

▪ Focused on the part ▪ The component is part of the system
▪ Drive to a high first mode ▪ Focus on amplitude at resonant
▪ High Stiffness frequencies
▪ Low Weight ▪ Shift focus on peak loads and durability
▪ May not consider the isolator (if there is ▪ Necessary for e-Mobility due the new
one) noise profiles in comparison with ICE
▪ High vibration transmission
▪ Risk of overdesign

Internal
In Theory
2500
2000
FRF RDM_brkt:3:+X/RDM_brkt:3:+X Composite_1accel

FRF RDM_brkt:3:+X/RDM_brkt:3:+X Aluminum_1accel
1500
Amplitude
)/N
√(k/m)= First Mode
(m/s 2
1000
Aluminum PA66+50%GF
500
Modulus (GPa) 70 12
Density (g/cm3) 2.7 1.6
0
0 250 500 750 1000 1250 1500 1750 2000
Hz
• In Free-Free state, model does great job predicting when the resonance
frequency will occur.
• What will occur at the resonance frequency is dependent on damping and
other factors.

Internal
How does this relate to the NVH in the cabin?
2500
2000

1500
Amplitude
)/N
(m/s 2
1000
500
0
0 250 500 750 1000 1250 1500 1750 2000
Hz
Free-Free Part Performance NVH In Vehicle Performance

Internal
Why did we not see a detriment (actually a benefit) in NVH to
using a composite mount vs an aluminum mount?
▪ The part might not be a major contributor to cabin noise.

▪ Other dominate NVH generators - multiple paths for noise to get into the cockpit.
▪ The damping characteristics of the composite system may be beneficial.
▪ More dissipation
▪ Less Transfer

Internal
Humans sense oscillations as Noise, Vibrations and Harshness
ICE vehicles produce a broad range of sound. Engine firing orders are generally 50 – 300Hz. If you include
harmonics, you’re still generally below 1kHz for engine noise.
EV noise is dependent on the motor design, but generally produce noise in the 1kHz – 5kHz range. There
aren’t many other noise sources that high in frequency, which makes EV motor noise very detectable.
▪ Noise
▪ Vibrations
▪ Harshness
Feel Hear
Humans can detect sounds in a frequency range from about 20 Hz to 20 kHz.
Internal
Internal Combustion vs Electric
Critical Frequency Range
▪ Internal combustion and Electric

vehicles have a response which
varies on the frequency range

Internal
Noise Path System
▪ Source-path-receiver system defines the sound in a

car
▪ Interior vehicle noise can be caused by many sources
◼ Primary Sources ◼ Secondary sources

 Engine/driveline  Motor
 Tire/pavement  Pumps
 Wind  Brakes
 Climate Control
 Actuators
Vehicle Noise Mechanism from “The Thought Process for Developing
Sound Package Treatments for a Vehicle” by Pranab Saha.

Internal
NVH Sources
ICE vs EV
| The Rise of Composites in Powertrain and Suspension

Applications Internal
Study Objective
▪ Demonstrate improved NVH Performance of short glass fiber composites vs incumbent die cast Aluminum
structural mounting bracket solutions in Chassis and Suspension Components in a full vehicle
Material Component Vehicle
Aluminum Engine Mounts Jeep Cherokee Rear Differential Mount

GM Arcadia Clevis Bracket
Composite Motor Mounts Electric Vehicle – Rear Power Unit Mount

Internal
The Right Partners

Internal
Vehicles in the Scope
GM Acadia Jeep Cherokee EV Platform
Clevis Bracket Rear Differential Bracket EV Platform

Internal
EV Power Unit Mount Development

Internal
Composite Design

Internal
Model Correlation
80OC Conditioned - PosX
Max. Deformation = 8.99mm

Tested = 8.33mm
Max. Failure Ratio = 0.105

Internal
Scope of Work
• Sound Measurements • Sound Measurements • Sound Measurements

• Materials • Noise Path Contribution • Noise Path Contribution
• Aluminum • Materials • Materials
• Ultramid A3WG10 CR • Aluminum • Aluminum
• Ultramid A3WG10 CR • Ultramid A3WG10 CR
• Ultramid A3WG10 HP
• Ultramid D3WG7
• Ultramid D3ZG7
• Ultramid A3WG7
EV Rear
Jeep Arcadia Clevis
Power
Cherokee Bracket
Mounting Unit

Internal
Jeep Cherokee
Rear Differential
Mount

Free-Free to Fixed
Fixed or Mounted
Free-Free
Aluminum
2500
2000

1500
Amplitude
)/N
(m/s 2
1000
Nylon
500
0
0 250 500 750 1000 1250 1500 1750 2000
Hz
Legend : Aluminum
Z excitation Nylon

Internal
Test Setup - Instrumentation
Driver
Sub RL Mount Sub RR Mount

Front
Rr Differential Rear
Rr Differential Front
Sub FR Mount
Sub FL Mount
Bracket
Driveshaft

Internal
Test Setup - Instrumentation
Binaural Head (Passenger Seat) and Binaural Headset Binaural Head (Passenger Seat) and
(Driver Seat) was used for Operational Measurements Binaural Head wearing Binaural headset
(Driver Seat) for Hammer Measurements
| The Rise of Composites in Pow ertrain and Suspension Applications

Internal
3G Coast – Frequency Band Extractions vs. RPM – 200-350Hz
Legend : Aluminum
Nylon
 These plots show vibration/acoustic

Subframe FL Active X Subframe FL Passive X levels vs. RPM for a 200-350 Hz
frequency band extraction at the
Subframe and interior microphones
 The Nylon bracket shows similar/lower

(better) vibration and acoustic levels
Passenger Left Ear than the Aluminum bracket
 Active side : 3 -10 dB
Subframe FL Active Y Subframe FL Passive Y  Passive side : 2 - 4 dB
 Interior : up to 3 dB in 1200-1700
RPM range.
 Subjective evaluation will be helpful to

identify if these differences are
Subframe FL Active Z Subframe FL Passive Z perceivable
Passenger Right Ear
*similar trends observed for other Subframe locations

Internal
Jeep Grand Cherokee
Full Vehicle Summary by HBK
In general, the Nylon bracket performs similar/better for NVH than the Aluminum bracket
▪ Objectively, Nylon bracket exhibits reduced vibration and acoustic levels in the 200-350 Hz and 400-700
Hz frequency range
▪ Improvements listed below for 3G Coast where differences are best observed
dB improvement
200-350 Hz 400-700 Hz
Active side 2-10 dB 3- 12 dB
Passive side 2 - 4 dB 2 – 6 dB
Interior 1 – 3 dB Very similar, 1-2 dB
▪ Static measurements also show reduced vibration and acoustic transmissibility by 2-5 dB at resonant peaks in this
frequency range.
▪ Subjectively, Nylon bracket performs the same as Aluminum for all operating conditions

Internal
GM Arcadia
Clevis Bracket

Full Vehicle NVH
GM Clevis Data Summary
Clevis Mnt Pas Z, 2G 100p,
▪ Measured data is analyzed to compare Aluminum and 600-800 Hz PRE, 2G 100p, 600-800 Hz
Nylon brackets
▪ Vibration at Clevis Mount: similar except at 600-800 Hz,
where Nylon is better by ~10dB
▪ Acoustic at Interior: same performance for both Nylon and
Aluminum
Vibration Transfer Acoustic Interior
▪ SPC model results are interrogated to understand why

differences at the source-side operational data are not 2G 100p, AlumBkt, 600-800 Hz 2G 100p, NylonBkt, 600-800 Hz
observed at the interior microphones
▪ SPC Model is valid – similar trends in both cases relative
to measured data
▪ Clevis Mount is a relevant Engine Mount in terms of
contributions to the interior < 300 Hz
▪ 600-800 Hz: Clevis mount contributions are insignificant to Al Contribution Composite Contribution
the Interior Microphones, so differences at the source in
this frequency range are not easily detected in the vehicle
cabin
Internal
Scope of Work

• Ultramid A3WG10 CR • Aluminum • Aluminum
• Ultramid A3WG10 CR • Ultramid A3WG10 CR
• Ultramid D3WG7
• Ultramid D3ZG7
• Ultramid A3WG7
EV Rear
Jeep Arcadia Clevis
Power
Cherokee Bracket
Mounting Unit

Internal
e-Motor Mount

Internal
Investigating the differences in
the isolator.

Internal
Internal
Summary
▪ Fundamental differences between Aluminum and Composite (PA+GF)

▪ Aluminum has a superior stiffness to weight ratio leading to a higher first mode.
▪ Composite has a similar strength to weight ratio to Aluminum – designing for peak loads.
▪ Polyamide has unique “damping” characteristics which is tunable based on chemistry and filler.
▪ On a part level (hammer tests – frequency sweep)
▪ Free-Free state, first mode -> we see the differences in material properties.
▪ Fixed the vehicle, these differences become much less. Dependent on distance from fixing points?
▪ In Vehicle level (instrumented cockpit)
▪ Composites and Aluminum die Cast mounts/brackets behave similarly in the ICE vehicles we tested,
slight improvement in certain orders/frequency ranges.
▪ In the e-Motor Mount,
− The aluminum mount demonstrated slightly lower vibration and acoustic level a lower frequencies than the
traditional PA66+50%GF used in typical ICE applications.
− The Higher Damping Materials close this delta significantly.
− At higher frequencies there is a convergence in performance.
Internal
What does this mean to the customer
▪ Composite materials offer the ability to alter performance based on many variables.
▪ The anisotropic behavior of composites can be accurately modelled.
▪ Composites can meet or improve performance on a full vehicle level.
▪ At equivalent performance on this EV, a composite mount would provide
▪ 50% weight savings
▪ >$2.00 part savings
▪ EV operate a frequencies where the first mode of the mount will be observed.
▪ OEM’s have adopted this strategy
▪ GM
▪ BYD

Internal
Where do we go from here?
▪ Please follow up with Ricardo Mercado and I about more details about composite mounts.
▪ We can provide more information
▪ We can schedule follow up visits with HBK
− Data review
− Test Set Review
− Full Vehicle Simulator
▪ We can setup discussions with Hutchinson about their expertise.
▪ BASF will continue development to understand
▪ The effect of the Isolator design on overall performance (Different on the EV mount)
− Aluminum – Composites >10-20 times more damping – Isolator materials >100 times more damping
▪ Understand more on effects of temperature and moisture content in performance
▪ Focus on our “D” grades for e-Motor mount applications
▪ From the EV Motor Mount Mapping at HBK, countermeasures for airborne noise from the motor
housing itself is a larger contributor to the noise in the cabin.

Internal
Thank you
▪ Mike Povlich
▪ Matt Gauss
▪ Shawn Munger
▪ Ricardo Mercado
▪ Eric Frank
▪ Prasanna Kondapalli
▪ Kelby Weilnau
▪ Tushar Patel
▪ Todd Freeman
▪ Bing Lu
▪ Brian Thom
▪ Shane Tupper/David Lange
▪ Ed Green

Internal
Full Vehicle NVH
Executive Summary from HBK
▪ Rear Differential Brackets are evaluated in a 2021 Jeep
Cherokee
Aluminum Nylon
▪ Vibration data at the Differential mount shows that Diff Passive Z
▪ Nylon bracket shows similar or slightly improved
performance at driveline order (15th order)
Vibration
▪ Nylon bracket exhibits reduced vibration levels in the
200-350 Hz and 400-700 Hz frequency range
− Best observed in 3G Coast
▪ Interior microphone data indicates that:
▪ The brackets have no effect on Driveline order Passenger Ear
Sound Pressure
− Driveline order (15th order ) is not present in the
6th engine order
Passenger ear measurements for both Aluminum and
– not driveline
Nylon brackets
order
▪ Nylon bracket exhibits reduced acoustic levels in the
200-350 Hz and 400-700 Hz frequency range
− Best observed in 3G Coast
Run up with Transmission in Drive
▪ Overall subjective performance is the same between
brackets
Nylon bracket has same or better performance than Aluminum
bracket
Internal
NVH In Electrification Times
▪ NVH performance is now part of the development

cycle
▪ Balance NVH targets with weight, cost and
performance benefits is not an easy task
▪ E-Motors noise spectra for different types of noise
varies in comparison to ICE powertrains
▪ Viscoelastic polymer nature of ULTRAMID
provides energy dissipation to reduce vibration
and decrease the radiation of mechanically
induced sound

Internal
Noise Path System
▪ Source-path-receiver system defines the sound in a

car
▪ Interior vehicle noise can be caused by many sources
◼ Primary Sources ◼ Secondary sources

 Engine/driveline  Motor
 Tire/pavement  Pumps
 Wind  Brakes
 Climate Control
 Actuators
Vehicle Noise Mechanism from “The Thought Process for Developing
Sound Package Treatments for a Vehicle” by Pranab Saha.

Internal
Phasegate Objectives
▪ Demonstrate improved NVH Performance of short glass fiber composites vs incumbent die cast Aluminum
structural mounting bracket solutions in Chassis and Suspension Components in a full vehicle
Material Component Vehicle
Aluminum Engine Mounts Jeep Cherokee Rear Differential Mount

GM Arcadia Clevis Bracket
Composite Motor Mounts Electric Vehicle – Rear Power Unit Mount

Internal
Scope of Work

• Ultramid A3WG10 • Aluminum • Aluminum
• Ultramid B3WG10 • Ultramid A3WG10 CR
• Ultramid D3WG7
• Ultramid D3ZG7
• Ultramid A3WG7
EV Rear
Jeep Arcadia Clevis
Power
Cherokee Bracket
Mounting Unit

Internal
Internal

The Rise of Composites in ICE and EV Powertrain Applications and Suspension Mounts

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The Rise of Composites in ICE and EV Powertrain Applications and Suspension Mounts

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The Rise of composites in Powertrain

and Suspension Mounts

Chemicals Materials Industrial Surface Nutrition & Agricultural

| The Rise of Composites in Powertrain and Suspension Applications

Top 100 global automotive suppliers (2019)

16 13.2 (#19 in 2018)

Source: Automotive New s, June 29, 2020

BASF is the only materials and/or chemical

| The Rise of Composites in Powertrain and Suspension Applications

| The Rise of Composites in Powertrain and Suspension Applications

▪ Handle Reaction Forces at any driving condition

| The Rise of Composites in Powertrain and Suspension Applications

| The Rise of Composites in Powertrain and Suspension Applications

Top Mount Rear Differential

Torque Rod Subframe Mounts

Engine Mount Clevis Bracket

Control Arm Transmission

| The Rise of Composites in Powertrain and Suspension Applications

▪ Ultramid® A3WG10 CR (50%GF PA66)

BMW 5 and 7 series GM Delta GM Epsilon

| The Rise of Composites in Powertrain and Suspension Applications

◼ Development of engine brackets M odelling

| The Rise of Composites in Powertrain and Suspension Applications

| The Rise of Composites in Powertrain and Suspension Applications

▪ Part passes all component level requirements

| The Rise of Composites in Powertrain and Suspension Applications

◼ Control Arm Performance M odelling

1. Max Buckling Load 44kN (X) / 75 kN (Y)

| The Rise of Composites in Powertrain and Suspension Applications

▪ Cost Savings - Integration of common components and equipment for the

▪ Corrosion Resistance – Improvement over aluminum and steel

| The Rise of Composites in Powertrain and Suspension Applications

◼ Mercedes S-Class M odelling

◼ 1st Structural Component in the Rear Axle Subframe made of polyamide

◼ Ultramid ® A3WG10 CR (50%GF PA66)

| The Rise of Composites in Powertrain and Suspension Applications

◼ Running Change – No change in Assembly Sequence M odelling

◼ Lower weight > 1 lbs.

◼ Improved Performance (Based on Waterfall Plots)

1. Reduced lifetime tooling cost vs diecasting process

| The Rise of Composites in Powertrain and Suspension Applications

◼ Running Change – No change in Assembly Sequence M odelling

◼ Lower weight > 1.5 lbs.

◼ Lower Cost – Replaced a two-piece aluminum assembly

◼ First use of PA6+60%SGF instead of PA66+50%SGF for this type of

| The Rise of Composites in Powertrain and Suspension Applications

CCSTM – Case Study

compression limiters, and threaded studs

▪ Ultradur B4040 G11 (PET/PBT+55%GF) M odelling

▪ 20 GPa Modulus (no moisture effects)

| The Rise of Composites in Powertrain and Suspension Applications

◼ More than 40% lighter than aluminum equivalents M odelling

◼ Provides improved vibration reduction

◼ Better thermal insulating characteristics (Isolator Protection)

| The Rise of Composites in Powertrain and Suspension Applications

method to achieve high modulus. Drivers 10X the damping compared to

Mass: Even at the highest glass Design Freedom: Injection

| The Rise of Composites in Powertrain and Suspension Applications

| The Rise of Composites in Powertrain and Suspension Applications

▪ Coatings and Covers

| The Rise of Composites in Powertrain and Suspension Applications

▪ Ultramid A3WG10 CR BK00564 (PA66+50%GF) – Structural Mount “Workhorse M odelling

temperature required for structural mounts in substitution for PA66+50%GF products.

| The Rise of Composites in Powertrain and Suspension Applications