produced by

CHASSIS
IN THE AGE OF AUTONOMOUS
 2

Index

CHASSIS IN THE AGE OF AUTONOMOUS

1. INTRODUCTION
3 2. MEGA ENGINEERING PROJECTS
5
3. TRENDS
7 4. OUR RESPONDENTS AT A GLANCE
8

5. INDUSTRY BREAKDOWN
DESIGNING CHASSIS FOR COMPLEX AUTONOMOUS
VEHICLES IS NOT WITHOUT CHALLENGES
12
DRIVE-BY-WIRE
13
VEHICLE MOTION CONTROL
20
CHASSIS ELECTRIFICATION
22

33

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CHASSIS SAFETY

LIGHTWEIGHT CHASSIS STRUCTURES

35
6. KEY TAKEAWAYS
37 7. SOURCES
38
 1. INTRODUCTION 3

The role of the chassis in the age of

CHASSIS IN THE AGE OF AUTONOMOUS

autonomous vehicles
Driven largely by a vision of an accident free
world, the autonomous car market will hit
$42 billion by 2025 accelerating to $77 billion
by 2035, according to the Boston Consulting
Group.

While safety may be the driver of the techno-

logy, the autonomous car will also enable
other trends such as ride and car sharing, and
in due course Mobility as a Service (MaaS).

These mobility trends will shift the way that

the automotive industry defines its busi-
ness model and ultimately the way it de-
signs and build its vehicles to meet the new
requirements: Shifting from personal-use
vehicles tailored to individual customers’
preferences to ‘pods’ designed to enhance

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function and user experience.

These smart, autonomous and con-

nected vehicles will give creative engi-
Image source: Gartner
neers and product planners a new freedom of
design, allowing them to explore new chassis
concepts. While global research and advisory firm, the “Trough of Disillusionment” on their Hype
Gartner Inc., place the current maturity of Cycle, there is no doubt that autonomous
autonomous vehicle technology squarely in vehicles are on their way!
 1. INTRODUCTION

Contributors

Rajendra Abhange Giacomo Danisi Joe Klesing

Senior Director and CEO Executive Director, Autonomous
Chief Technology Officer Danisi Engineering Steering & Comfort
Gabriel India Ltd. S.r.l. Nexteer Automotive

About the editor

Anna Amarotti recently completed a Master’s
double degree program in International
Relations and Diplomacy in Paris. She is
the Digital Editor of the Automotive IQ
portal. Anna is responsible for building
and maintaining the content management

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strategy and workflow, as well as developing
and managing relationships with outside
Kristof Polmans Emilio Tiberio Litsa Paraskeva contributors for the Automotive IQ media
vertical, which currently has a readership of
Head of Technology Head of R&D Research Designer
60k industry professionals.
and Innovation Bridgestone EMEA Automotive IQ
ThyssenKrupp Presta AG
For any inquiries regarding the report or the
possibility of seeing your work published
on the Automotive IQ portal contact her at
anna.amarotti@automotive-iq.com
 2. MEGA ENGINEERING PROJECTS 5

Let’s start with something exciting

CHASSIS IN THE AGE OF AUTONOMOUS

While autonomous self-driving technology is
set to revolutionize transportation the onset
It is not very surprising that potential
of the Fourth Industrial Revolution, which can
be described as the advent of “cyber-physical future solutions for high speed trans-
systems” involving entirely new capabilities port are the most appealing ones to
for people and machines, offers talented
engineers. However, I would like to
professionals an array of exciting vocational
opportunities to choose from. remain in the closer mega trend of
Autonomous Driving and Robo-Taxis,
To gain an insight into the wider interests of
survey respondents, IQ Automotive sought which I added in this case, as they are
to identify other fields that specialists in not a part of that list. For me personal-
autonomous driving are also interested in.
ly it is a bit disappointing though that
Not surprisingly 58 percent of participants environmental cleanup scores so low.
taking part in the survey showed an interest
in ultra-fast modes of transport, such as
Joe
the hyperloop, with a further 38 percent
Klesing
expressing an interest in aerospace in the form The
of space and hypersonic travel.
transporta-

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These results would indicate that professionals tion related topics
involved in the development of autonomous
technologies are well versed in the latest
are the winner. I expect
technological trends transforming the world they would be by-wire
we live in. applications, flight
Kristof already is.
Polmans
 2. MEGA ENGINEERING PROJECTS 6

If you could work in any Mega engineering

CHASSIS IN THE AGE OF AUTONOMOUS

project happening right now worldwide in
which area would that be?
University

49.30 % Hyperloop and ultra fast modes of tranport

Electric driving
Diesel engine
emissions control
35.21 % Commercial space travel and hypersonic flights
Agricultural production
efficiency
15.49 % Brain-to-X communication

Autonomous and
14.08 % Other
electric vehicles
Automotive industry
11.27 %

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Microrobotics
for E-Mobility
Sustainable
9.86 % Nuclear and Environmental cleanup projects
mobility
Customised mobility
4.23 % Panama canal expansion solutions
Autonomous vehicles
 3. TRENDS 7

Which trends are most likely to influence

CHASSIS IN THE AGE OF AUTONOMOUS

chassis design?
While autonomous driving promises to revolutionize road transportation This is borne out by work being carried out by companies such as Rinspeed,
it is not the only disruptive development confronting the industry in Toyota and Daimler, who have all presented their unique interpretations
general, and chassis engineers in particular: The rollout of connected of the versatile and cost effective autonomous “skateboard” EV platform.
Advanced Driver Assistance Systems, electrification, tightening
Furthermore, a significant percentage of respondents believe that
emissions regulations, and Mobility as a Service are all influencing the
even at lower levels of automation, autonomous transport will impact
design of the chassis and body.
chassis design: With 41 percent citing ADAS and AD as playing a role in
Sixty five percent of respondents to this question were emphatic that the design, and a further 34 percent quoting L4/L5 automation as key
adapting chassis design to electrification was the single most important drivers.
trend to influence future development. The high response of “powertrain
electrification and battery packs
design” is also not surprising at all.
Pow- I am also convinced that electrifica-
ertrain electri- Which trend do you think will have the most significant impact tion will have the biggest impact on
fication definitely has to car chassis and body? the privately owned vehicle chassis
the largest impact on the design. However, the main changes
chassis. This was also very ap- (Please choose up to three options) on future chassis and body design
parent on many displays at this will be seen on Robo-Taxi concepts,

62.86 %
year’s CES in Las Vegas. Skate- which of course are mainly driven by
board-like designs integrated Powertrain electrification and battery packs design SAE level 4+ automation.
battery packs, powertrain

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and steering compo-
nents.
42.86 % Chassis sensors for ADAS and AD

37.14 % Multi-material chassis construction

35.71 % Level 4+ automation

5.71 % Introduction of mirrorless cars

Joe Klesing Kristof Polmans

 4. OUR RESPONDENTS AT A GLANCE 8

About the research

CHASSIS IN THE AGE OF AUTONOMOUS

At this critical stage of autonomous vehicle development it is important not so much in the context of autonomous driving systems, but more
that the results of any survey addressing trends be viewed against the specifically in relation to the chassis architecture for these vehicles,
relative expertise and experience of the participants, as well as their where companies such as Rinspeed and Daimler are in the vanguard of
geographic sphere of influence. novel autonomous vehicle chassis development.

Thus, with over half the respondents to the IQ Automotive reporting Adding weight to the survey results is the fact that most, about 60
more than 16 years of experience in their field of expertise, a meaningful percent, of the participants are directly active in the industry as either
60 percent are involved in engineering, while 41 percent are responsible an OEM (29 percent), Tier One (21 percent) or Tier Two (13 percent)
for Europe in their respective organizations. The latter is of significance, supplier.

Which of the following best describes your job function?

16.90 % 8.45 %

63.38 %
Management
General
Business

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Engineering 7.04 % Other
 4. OUR RESPONDENTS AT A GLANCE 9

Which region are you responsible for?

CHASSIS IN THE AGE OF AUTONOMOUS

39.44 %
EU

14.08 % 2.82 %
15.49 %
18.90%
DACH ASIA
NORTH
North
AMERICA
America

2.82 %

SOUTH

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AMERICA

25.35 %
GLOBAL
 4. OUR RESPONDENTS AT A GLANCE 10

Respondents experience

CHASSIS IN THE AGE OF AUTONOMOUS

How many years of automotive practice do you have? I work for...

0-3
years 30.99 % an OEM

8.45 %

23.94 % a Tier 1 supplier

5-10
years
12.68 % 20+ years 19.72 % a service provider (Consulting/simulation/certification/
trainings etc)
39.44 %
3-5 years
12.68 % 11.27 % a Tier 2 supplier

10-20 years
8.45 % Academia/research
29.58 %

1.41 %

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a Tier 3+ supplier

1.41 % a semionductor

1.41 % a material/hardware manufacturer

5. INDUSTRY
BREAKDOWN
DESIGNING CHASSIS FOR COMPLEX AUTONOMOUS VEHICLES IS NOT WITHOUT CHALLENGES
12
DRIVE-BY-WIRE
13
VEHICLE MOTION CONTROL
20
CHASSIS ELECTRIFICATION
22

PRODUCED BY AUTOMOTIVE IQ
CHASSIS SAFETY
33
LIGHTWEIGHT CHASSIS STRUCTURES
35
 5. INDUSTRY BREAKDOWN 12

Designing chassis for

CHASSIS IN THE AGE OF AUTONOMOUS

complex autonomous
vehicles is not without
challenges
As CAVES (Connected, Automated Vehicles that are Electrified and
Shared) redefines mobility, and legacy manufacturers reposition
themselves to remain relevant, and indeed in business, the chassis is set
to undergo several radicle changes to meet the challenges of a rapidly
changing environment: Some, such as tail-pipe emissions and safety,
forced through legislation, others, such as the use of ‘pods,’ driven by
the need to offer future riders the best possible User Experience (UX).

And within this revolution the industry continues with technical

evolution of components, technologies and systems: Rolling out new
lightweight materials and composite structures while perfecting control
systems such as X-by-wire and intelligent safety.

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 5. INDUSTRY BREAKDOWN
Drive-by-wire
A report by Transparency Market Research
forecasts the global drive-by-wire market
to be worth USD59.5 bn by 2025, up from
USD18.22 bn in 2016 with a robust 15.0 percent
CAGR from 2017 to 2025.
From a geographical standpoint, the global
drive-by-wire market is led by Asia Pacific,
which at present is the largest market primarily
led by Japan, China, Australia, South Korea,
and India. Expanding at a CAGR of 15.8% from
2017 to 2025, the region is slated to grow its
market share to 42.6% by 2025.
While drive-by-wire systems have up until
now been viewed as a performance nice-to-
haves the rollout of autonomous vehicles is set
to elevate these systems’ status to ‘mission
critical’. Autonomous vehicles that have
neither pedals nor steering wheel as Human
Machine Interfaces will take their commands
directly from onboard ECUs and connected
infrastructure and convert these into action
via actuators.
However as these systems replace traditionally
mechanical, hydraulic or electro-hydraulic
the industry has several challenges it needs to
address.
13
What do you think are the top challenges
CHASSIS IN THE AGE OF AUTONOMOUS
when it comes to drive-by-wire?
(Please choose up to three options)
According to the results of the IQ Automotive
survey most (62 percent) respondents believe
64.71 % Risk of electronics failure
that the greatest challenge facing drive-by-
wire systems is the risk posed by an electronics 44.12 % Complexity of global chassis
control system
failure, especially when taking into account
the complexity of the global chassis control
systems, which 44 percent of professionals
35.29 % Lack of public acceptance
questioned believe to be a significant challenge.
29.41 % High incremental costs
The difficulty of overcoming these challenges
can be gauged by the fact that even though 44 23.53 % Input of “drive feel”
percent of companies taking part in the survey
reported spending in excess of USD 1,500,000, 11.76 % Lack of OEM acceptance
more than 68 percent believed solutions were
more than three years way. 5.88 % Other
The major challenges are safety and complexity. In
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the narrower sense it implies that safety for these
products goes much beyond functional safety. The
big challenge is to offer safe systems, including all
processes along with e.g. the costs and volumes
as we know them in automotive business. It will Kristof Polmans
definitely still take some time to overcome these
challenges, so I guess three years and more is still
optimistic.
 5. INDUSTRY BREAKDOWN 14

Drive-by-wire

CHASSIS IN THE AGE OF AUTONOMOUS

Within which time frame will your company overcome this How much is your company planning to
challenge? invest to face this challenge?

6 months-
1 year 40 %
5.88 % 1.500.000+

1-2
years
8.82 %
20 %
The 0 - 50.000
2-3 years risk of elec-
tronics failure as
17.65 % number one risk can be 10 %
managed as reliable solu- 50.000 - 100.000

3+ years tions are emerging already

today. Interesting that lack
10 %
67.65 % of public acceptance is 500.000 - 750.000
just rated 3rd
6.67 %
place.
100.000 - 250.000

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6.67 %
250.000 - 500.000

3.33 %
750.000 - 1.000.000

3.33 %
1.000.000 - 1.500.000
Joe Klesing
 5. INDUSTRY BREAKDOWN 15

Drive-by-wire

CHASSIS IN THE AGE OF AUTONOMOUS

Expert insights by Joe Klesing
and Emilio Tiberio
Joe Klesing

Despite the fact that drive-by-wire Le- More

is part of the electrification and autono- gislation as electric/electronic
mous journey, it has faced some challenges. The well as sensor cost functions will provide more
absence of any mechanical connection between enabling Level 4 auto- vehicle safety and comfort features
wheels and steering wheel is not a minor point, as mation and any emer- to the consumer. More electronics means
drivers are used to receive some vehicle reactions Ac- that more functionality will be implement-
cording to gency steering func-
or feelings through it. Without these feedbacks, tions set the initial ed via software rather than with the help of
driving and cruising might appear unnatural you, what will mechanical components. We will see increasing
most challenge pace for market
for some users. introduction. standardization of electrical and mechani-
this develop- cal components. This will drive the number
On the other hand , this challenge might be ment? of chassis hardware variants down and
reconsidered with new generations,
thus offers cost savings. All of
“natively” agnostic to these feelings.
the above is good news
How for consumers and
do you feel manufacturers.
about adding
more electrics
into chassis?

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The amount of electronics in the cars has already
increased significantly in the last 20 years and the trend is continuously ex-
panding. More electronics means more data that can be collected and analyzed to offer
Emilio Tiberio better and smarter mobility to people. The Tire Industry is also moving in the direction of
smart tires, able to collect many info from the surrounding environment through sens-
ing devices and make them available to optimize the user experience (i.e. changing
the steering ratio when driving on wet).
 5. INDUSTRY BREAKDOWN 16
Cabin How
Drive-by-wire

CHASSIS IN THE AGE OF AUTONOMOUS

space can be won by much space
retracting the steering wheel can be won (e.g. for
during automated driving. Without the cabin) by turning
steering wheel in the way, the driver the steering system
gains additional space that is only con- from mechanical
fined by the dash board. to electric?

On the other side of the dash board there will

also be additional space to package components
Joe Klesing that are not visible to the driver. If the engineers of
chassis components get the freedom of not having to
design “around” mechanical linkages like the in-
termediate shaft they will be able to package their
components more efficiently. So, gains in pack-
aging space stem from an additional degree
With
of freedom that other chassis, engine
few exceptions, all
or powertrain components can
OEMs have Steer-by-Wire on
benefit from.
their development roadmaps. High
volume production vehicles will see their Emilio Tiberio
chassis designed around a by-wire architecture.
This will significantly simplify and cost reduce the
chassis. However, for the first applications that will
still feature the conventional chassis architecture, by- Drive by wire is essentially for chassis de-complexity
wire needs to deliver additional value to the consumer. and weight reduction. This will be more and more a key factor as
the vehicle industry is moving towards modular chassis, that can offer –
The lead applications will be accompanied by
How with the same floor – different solutions for passengers or service providers.
features like automatic emergency obstacle

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fast do you Already today, electrification is truly hungry for space and weight to be devot-
avoidance (see e.g. EuroNCAP roadmap
see drive-by- ed to batteries. Furthermore, this could be the technology that will lead Au-
2025) or Level 4 automated driving. The
wire becoming a tonomous Driving to the level 5. At the same time, for demanding drivers who
implementation timeline and initial
reality on a big will continue looking for driving pleasure, the options for customization of
growth will follow the timeline of
scale? steering feeling, offered by well-designed drive-by-wire systems, are practi-
those applications and varies by
cally infinite... Electrification, de-complexity, Autonomous, customization....
OEM.
they are all pushing drive-by-wire to become reality soon, overcoming
the challenges that can prevent its expansion.
 5. INDUSTRY BREAKDOWN 17

Drive-by-wire

CHASSIS IN THE AGE OF AUTONOMOUS

Drive-
by-wire will
Weight definitely cut further
reductions stem weight, by removing
from the simplification many of the mechanical
of the chassis design How
and hydraulic parts.
Joe Klesing and elimination of me- much weight
Anyway, we don’t see
chanical linkages and can be reduced
a significant reduc-
possible hoses (e.g for only for part by
tion of weight of the
brake by wire) by turning from
wheel assembly with
wire harnesses. mechanical to
the introduction of
electric?
the Drive- by-wire
technology.

What
role will the Emilio Tiberio
tire/wheel play
in terms of infor-
mation input for
drive-by- Today the driver continuously receives feedbacks from the vehicle, in de-

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wire? pendence on the actual conditions of the tire-road contact; the steering effort –
i.e. the torque felt on the steering wheel – which today is simply transmitted passively
through the steering chain, is one of those. In a drive-by-wire case, the controller of the
steering wheel has to artificially reproduce – as much as possible in a natural way– the same feedback
to the driver; the tire will probably be asked to feel the road and inform the electronic controller about
the road conditions. This will definitely be a technical challenge and smart tires will be probably one
of the solutions.
 5. INDUSTRY BREAKDOWN 18

Drive-by-wire

CHASSIS IN THE AGE OF AUTONOMOUS

Depends on the OEM
philosophy to realize a fail-op-
erational architecture. A good starting
point would be that a fail-operational sys-
I prefer not to men- tem needs redundant, i.e. twice as many, sensors
tion an exact number. How- than a 700 FIT system that is widely used in the
ever, the number and complexity market, today. However, with that said, fail-opera-
of the main building blocks that need to tional systems for non-by-wire steering applications
be developed and validated are a driver for Joe Klesing are being introduced into the market already, now. The
investments. Among those building blocks are reason is that without reliable steering assist, some
fail-operational electronics and control func- larger vehicles cannot be steered safely by all con-
tions – existing and new - that are implemented sumers. Compared to those applications,
in software. Also, the business case should you typically would not need
also reflect the whole chassis rather For additional sensors for a Ac-
than just the steering system. The the steering by-wire application. cording to
focus on the whole chassis and system industry, you, how many sen-
chassis functions will more than how much would sors will be needed to
offset the above mentioned you need to invest for assure a well-function-
investments. getting an integrated ing steer-by-wire that
part of drive-by- is an integrated part
wire? of the drive-by-
wire?
Emilio Tiberio

As the tire is the only part of the vehicle in contact with road, drive-by-

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wire controllers will need information from the road. The Tire Industry will be requested
to invest resources in pursuing sensors in the tire and in developing models able to objectify the
state of tire-road contact (the concept of digital twin will become more familiar). On the other side,
the stream of integration with the vehicle will be a challenge; we experienced something similar with
the ABS: in the past years, we invested resources to better understand how the tire interacts with the
system and how to improve this interaction.

Therefore, investments will be to innovate the product and in tightening the interaction and
communication with the developers of the electronic controls.
 5. INDUSTRY BREAKDOWN
Drive-by-wire
Joe Klesing
Drive-
by-Wire creates new
freedoms of design when it
comes to vehicle packaging and
will affect profes-
new functions. Functions that were
previously implemented and tuned via
mechanical parts are getting replaced
by software functions. Additionally, func-
tions like stability control that were previously
implemented by brakes only, can now be real-
ized more effectively in conjunction with steer-
ing. Hence, the competencies and skills that
steering professionals have to possess are
shifting increasingly from mechanical
engineering to systems and soft-
ware engineering.
19
CHASSIS IN THE AGE OF AUTONOMOUS
Part
of the tire re-
sponse is now directly
perceived by the human
driver, while, adopt-
ing drive-by-wire, part
of the response must be
addressed to an electronic
controller. Specifically for
the Tire, this could change
the requirements: some
How performances which are
do you think, high-priority today – like
drive-by-wire on center feeling on the
steering – would be less
sionals working relevant, while probably
with steering tires will be requested to
systems?
provide info about their
Emilio Tiberio
state to the driveline con-
troller: not only pressure
and temperature but also
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grip level and road condi-
tions.
 5. INDUSTRY BREAKDOWN 20

Vehicle Motion Control

CHASSIS IN THE AGE OF AUTONOMOUS

A key area in the engineering of autonomous However, according to 69 percent of What do you think are the top challenges
vehicles is the elimination of any possibility participants in the IQ Automotive survey the when it comes to Vehicle Motion Control?
that riders will experience motion sickness. systems required to achieve this level of ride (Please choose up to three options)
No-one will get into a vehicle they know makes and handling are costly to develop, with a
them feel nauseous during or after the journey. further 45 percent of respondents highlighting 61.76 % Overall development costs
the challenges of developing suitable sensors
Therefore it is essential for autonomous
and actuators.
driving that the vehicle’s motion control is 47.06 % Chassis sensors and actuators
even smoother than that of a manually driven To overcome these hurdles will prove costly
vehicle: Hence Hendrik Fisker’s argument that – over 66 percent of respondents believe
“there’s no reason a shuttle can’t be affordable, their companies will invest more than USD 32.35 % Increasing precision
classy and über comfortable,” claiming that 1,000,000 in the process, with 68 percent
the company’s shuttle, the Orbit, will ride
smoother than a Rolls Royce.
saying that solutions would take longer than
three years to develop.
26.47 % Stability configurations

In order to accomplish this, companies are

turning to control units which act as the domain
26.47 % Control structures (steering
linkages, differential gears etc)
controller for the overall chassis. The domain
interfaces with the automatic driving system
to make the ride smooth and comfortable, and 23.53 % Other
prevent riders from suffering motion sickness.

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 5. INDUSTRY BREAKDOWN 21

Vehicle Motion Control

CHASSIS IN THE AGE OF AUTONOMOUS

Within which time frame will your company overcome this How much is your company planning to
challenge? invest to face this challenge?

6 months-
1 year 33.33 %
3.03 % 1.500.000+

1-2
years
9.09 % 20 %
0 - 50.000

2-3 years
20 %
21.21 %
0 - 50.000

3+ years
66.67 %
10 %
500.000 - 750.000

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6.67 %
100.000 - 250.000

6.67 %
250.000 - 500.000

3.33 %
750.000 - 1.000.000
 5. INDUSTRY BREAKDOWN 22

Chassis electrification

CHASSIS IN THE AGE OF AUTONOMOUS

Although electrification and (autonomous)
automation are viewed as separate disruptors
in the transformation of mobility they are
in actual fact mutually reliant, with L5
autonomous automation being developed
solely on fully electrified architectures.
This makes sense when viewed in light of the
predicted electrical power required to drive
these autonomous automated systems, which
is likely to exceed 5kW, while smart charging
and Vehicle to Grid (V2G) functionality is set
to become a prerequisite for EVs that will be
reliant on an intelligent interface with the grid
to achieve this.
According to 55 percent of those taking part
in the survey the increase in the number of
sensors required by autonomous vehicles is
significantly increasing the complexity of
chassis design on EV architectures, while 51
percent were of the opinion that effective
integration with the active safety systems on
these platforms posed a problem.
Framed against the uncertainty of the exact
path technology is likely to follow over the
next few years 75 percent of respondents
believe solutions are more than three years
away, with 32 percent planning on spending
upwards of USD1,500,000. Interestingly,
What do you think are the top challenges
when it comes to Chassis Electrification?
(Please choose up to three options)
52.95 % The amount of sensors is
steadily increasing causing
architecture complexity
50 .00 % Integration with active
safety systems
44.12 % Undesired behaviors of sys-
tems (e.g. unintended accel-
eration, sudden braking etc)

probably influenced by the field of expertise

However, in a world of MaaS, where the
vehicle becomes a commodity owned by a
of the respondent, 28 percent thought that
38.24 % Electrical Safety
solutions to the specific challenges could be
fleet operator, cost containment through
developed at under USD500,000.
economies of scale will form an important
29.41 % Increased dependence on
part of the business model. Economies of scale

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ECUs
will be easier to achieve on modular platforms,
produced by the OEMs, and outfitted for
specific customer focused functionality by 17.65 % More components are now
within the scope of ISO
the operator – in this environment flexibility 26262
offered by thoughtful chassis design will be
vital.
8.82 % Other
 5. INDUSTRY BREAKDOWN 23
How much is your company planning to
Chassis electrification

CHASSIS IN THE AGE OF AUTONOMOUS

invest to face this challenge?

How many years of automotive practice do you have?

30 %
1.500.000+
6 months-
1 year

3.03 %
26.67 %
0 - 50.000
2-3
years
12.12 %

1-2 years 16.67 %

1.000.000 - 1.500.000
12.12 %

10 %
3+ years 100.000 - 250.000

72.73 %
6.67 %
500.000 - 750.000

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3.33 %
50.000 - 100.000

3.33 %
250.000 - 500.000

3.33 %
750.000 - 1.000.000
 5. INDUSTRY BREAKDOWN 24

Chassis electrification

CHASSIS IN THE AGE OF AUTONOMOUS

Expert insights by Kristof Polmans
and Giacomo Danisi

Industry came out

just from the time when the
main challenge for EPS was work-
ing as good as HPS in terms of driver’s
feeling, power, reliability. Now that all this
is consolidated, the new challenges are in the
integration of the EPS with the ADAS functions
and the E/E architecture of hybrid and electric
cars: 48V will be the future? How the adoption Giacomo Danisi

of electric drive will change the NVH re-

quirements? Key selling points now
How
and in the future will for sure be
is the in-
weight, power consumption
dustry address-
and, obviously, cost.
ing the current
One of the main challenges for EPS is the adaption to
challenges of
higher levels of automation, which requires redun-
EPS?

PRODUCED BY AUTOMOTIVE IQ
dancies within the system. Of course the costs and cost
improvements are always present. Another challenge is
related to another big trend, the electrification of vehicle
powertrains. The adaption and optimization of EPS for
electric driven vehicles will mainly be on NVH and new
Kristof Polmans
sensor concepts. Not to forget cyber security which always
has to be guaranteed as well, requiring new micro control-
lers with integrated cyber security measures.
 5. INDUSTRY BREAKDOWN 25

Chassis electrification

CHASSIS IN THE AGE OF AUTONOMOUS

Going
to higher level of au-
tomation, the main challenge
is a very high level of safety that,
most probably, will be reached only with
the extensive use of redundant systems. This
way, redundancy will be one of the main
developments trends. It is to keep in mind, How
Giacomo Danisi anyway, that the redundancy concept is steering
has to be considered at vehicle level and system develop-
not only at system level: i.e. in case of a ment adapting for
steering fault I can use brakes to steer higher levels of
(or the other way around). Because automation?
of this, the steering development will
have to go together with the de-
velopment of other chassis
actuators.
Until SAE level three of automated driving, it is still
possible to work without any redundancies in steer-
ing systems, depending on the use cases which are
allowed for automated driving. Extending automated
driving to more advanced use cases and latest at SAE
level four, full redundancy – for at least the first fail-
ure – will be required. This goes hand in hand with
increased steering system availability with poten-
tially the same level of reliability. In the future for
conventional vehicles with automated driving
abilities and specific vehicle concepts for auto-
mated driving Steer by Wire and potentially single
wheel steering will become interesting as well.

For
sure connectiv-
ity will affect the future
software development because How
cyber security is one of the main do you think
challenges in the coming years. connectivity will
Hardware architecture is already affect the development of

including firewalls and is ready for
future connectivity challenges, but
the complete process will still take
many years before that a safe envi-
ronment will be robust enough to
guarantee connectivity without
risk.
steering systems? How is the
industry addressing securi-
ty concerns over access to
what is one of the most
critical systems in a
car ?
PRODUCED BY AUTOMOTIVE IQ
The steering systems will be or are
connected to the vehicle network via Kristof Polmans
a kind of gateway (firewall) to enable
over the air updates (OTA). In some
cases cyber security integration with-
in the steering system might be needed,
requiring new electronic components
supporting this.
 5. INDUSTRY BREAKDOWN
Chassis electrification
In my opinion, a
level 4 automation make
sense only with a foldable steering,
but the implementation of this needs the
maturity of other technologies, first of all
SbW. Because of this, I would say that a fold-
able steering can became a mass produced
reality more in 15-20 years that in 10-15.
Another point to be addressed will
be the driver’s air bag, that is now
inside the steering wheel, but that
will require a different solution in
case of foldable steering. Here,
again, cost will be a driver.
26
CHASSIS IN THE AGE OF AUTONOMOUS
Giacomo Danisi
That full foldable steering and steering wheels will be-
come reality within the next ten years I think is question-
Do able, maybe it is conceivable in 15 years. We believe the
you foresee first steps will be only with increased retractions of the
foldable steering steering wheel up to the dashboard in the next five to
becoming reality ten years. But fully foldable/stowable steering wheels
within the next 10- will take some more time. There are several hurdles
15 years? Why or to be taken first. One major hurdle is obviously con-
why not? stituted by regulations, as today it is still mandatory
that the driver is able to take over from the system at any
time. That implies that the steering wheel needs to be
within reach and operational. Another factor is that for
vehicle concepts with foldable/stowable steering wheels Kristof Polmans
new architectures are required, associated by increased
PRODUCED BY AUTOMOTIVE IQ
costs. This only make sense on vehicle platforms with
100% automated driving ability, which still will take
quite some time. Another challenge are passive safety
solutions, also here new solutions will be necessary. In
vehicle concepts like Robo-Taxis no steering wheel will
be required anymore and therefore are a different story.
 5. INDUSTRY BREAKDOWN 27

Chassis electrification

CHASSIS IN THE AGE OF AUTONOMOUS

Basically Steer by Wire is not essential for autonomous
driving. However, Steer by Wire adds a much higher
value for the end customer as it allows for a lot more
freedom e.g. in the design of the interior concept for new
automated driving vehicle concepts. When using an EPS
system, there will be one issue though: How to solve un-
intended interaction from the driver to the steering wheel
when the steering wheel is not decoupled? This can even
lead to injuries, if the driver interferes with the steering Kristof Polmans
wheel during a vehicle maneuver. With that in mind the
steering wheel should be decoupled during au-
tomated driving and we see Steer by Wire
as the best solution for this decoupling. Al- Steer
though steer- by wire is not es- Giacomo Danisi
by-wire technology sential for autonomous drive,
has been around for some ma it would be “stupid” not to use it.
time, autonomous drive has Autonomy level 4 would need to de-
brought it back to the fore- couple the steering gear from the wheel,
front. In your opinion, is in order to not have disturbing movements
steer-by-wire essential inside the cockpit, while the person sitting at
for autonomous the driver’s seat is occupied in different activ-
drive? ities. With a SbW system will be also possible to

PRODUCED BY AUTOMOTIVE IQ
apply a foldable steering, which would be a very
nice addition to level 4 autonomy (see answer
3). On the other side, AD will require anyway
an high level of redundancy and functional
safety and the adoption of SbW will not
require additional cost (or very
limited ones).
 5. INDUSTRY BREAKDOWN
Chassis electrification
Kristof Polmans
In our point of view, this statement is not
correct – software and electronics are not
replacing the mechanical components. In
fact the mechanics will always be needed,
but of course there is a clear trend towards
mechatronic solutions. The importance of
mechanical design will remain at the level
of today, as the passive system performance
needs to be very good to get advantages of
the mechatronic systems. Actually, we see
that the complexity and requirements of the
mechanic solutions also increase with these
mechatronic solutions. In general we have
to deal with a higher level of complexity
and more resources will be put to soft-
ware and functional safety development.
Obviously mechatronics know-how has
to be built up more and more. The increas-
ing complexity is also transferred to man-
ufacturing that consequently requires wider
know-how and there will be more value
add with integrated solutions. Furthermore
consumers will get more functionality and a
higher degree of personalization will be in
place for them.
28
CHASSIS IN THE AGE OF AUTONOMOUS
Giacomo Danisi
Electrical components
are not replacing mechanical ones,
but hydraulic ones. The future will be
mechatronic and mechanical components will be
even more sophisticated than now. Vehicle design-
ers will have to apply the same know how of today to
As design the passive systems, because a good active
more me- and mechatronic system needs to be based on a very
chanical components good passive solution. On top of this, they will need
give way to electrical a better understanding of the integration challeng-
ones, what does this mean es, putting together E/E and SW development.
for the industry (vehicle
Manufacturers as well will need bigger integration
designers, manufac-
departments and will hire more SW engineers, to
PRODUCED BY AUTOMOTIVE IQ
turers and con-
develop both vehicle functions and functional safety
sumers)?
procedure.
Consumers will get all the good side of this: new and
innovative vehicle functions, higher level of auto-
mation and more opportunities for person-
alization.
 5. INDUSTRY BREAKDOWN 29

Chassis electrification

CHASSIS IN THE AGE OF AUTONOMOUS

We see an increasing level of integration with other
actuators, especially in the case of Steer by Wire. If
Giacomo Danisi
we make the step to a central domain ECU archi-
What tecture, the high level intelligence of the steering
impact is system might partially move from the steering ECU
the trend toward to the central ECU. Combined with the increasing
Electrification will chassis electrification standardization in the software architecture like
having on the devel- Autosar, this will also enable new business oppor-
bring to a higher integra-
opment on steer- tunities like software as a product, but at the same
tion between all the actuators,
ing systems?
considering that electric traction time of course this is also a potential threat for actu-
motors will be one of these actu- ator system suppliers.
ators. Specific suspension architecture can
allow the use of traction motors to steer in case
of fault of the steering system. Electrification
can speed up the process of integrating all the
vehicle ECUs in one central VCU – Vehicle

PRODUCED BY AUTOMOTIVE IQ
Control Unit, that can lead together with
higher standardization to the opening
of the market for vehicle control
software as stand-alone
Kristof Polmans
product.
 5. INDUSTRY BREAKDOWN
Chassis electrification
In principle it will
be possible to update steering
systems software over-the-air,
but, considering the risks connected
to such procedure, I believe that it will
take quite long before that the first OEM
and Tier 1 supplier will decide to set up
such an update procedure. It is also to con-
sider that the added value perceived by the fi-
nal customer for such an update procedure will
be very low and, most probably, the risk will not be
justified and the usual update during programmed
services at dealers will continue.
Yes, in the future (8-15 years) vehicle
control software will be a product/
service.
Giacomo Danisi
30
CHASSIS IN THE AGE OF AUTONOMOUS
Much
in the way some
OEMs are updating their
systems with over-the-air- Kristof Polmans
updates, do you think steering
systems developers will be able
to offer remote software up-
OTA updates for steering SW will be
dates to their systems? Do you
possible. However, we don’t be-
think some will provide
lieve these will be handled directly
software as a prod-
by the steering supplier, but will be
uct/service?
handled by the OEMs. Of course, in the
future quite new eco systems might arrise
where there is not such a clear split anymore
between OEM and supplier. There things
might become different... We also think that
software as a product will be provided as
well as described before. However as we see,
software as a product will only be consid-
ered for hardware independent software
functions, especially when going to central
domain controllers. Also, for some functions,
latency times might become an issue going
to central ECU architectures. So we believe
PRODUCED BY AUTOMOTIVE IQ
on the short term it will be a solution with
smat actuators, meaning some intelligence
and functions will remain on the actuator
ECUs.
 5. INDUSTRY BREAKDOWN 31
Sus-
Chassis electrification

CHASSIS IN THE AGE OF AUTONOMOUS

pension system
market is shifting more

Expert insights by towards Asia Pacific as growth is

more prevalent in these regions. Typ-

Rajendra Abhange
ically, Asia Pacific driving habits differ
from those in Western Europe and North
America which necessitates changes in the
product for example driving on bad roads
should offer better comfort and cars have
higher ground clear-
What ances and lower
are the maximum
current mar- speeds.
ket trends when I
How comes to suspen-
do you think sion systems?
suspension manu-
facturers need to adjust There
in order to stay competi- are several ways to
tive in new autonomous optimize the electric consump-
This
cars and new vehicle tion from suspension perspective in
is always
platforms? electric cars. Light weighting is a natural
been my topic at
In path that implements new materials such
IQPC. Staying compet-
the age of has high strength steels and some alu-
itive and staying in business
electrification and minium content. But more importantly
will depend upon how this industry
automation what are reducing size of the structural parts with
applies innovation to enhance value propo-

PRODUCED BY AUTOMOTIVE IQ
the current best ways better vehicle engineering and reduced
sition. How can suspension incorporate more
to optimize energy side loads. Self levelling suspension can
features and smart features where consumers
consumption? reduce the drag at high speeds reducing
will see more value. Roads are getting better
wind resistance. A smart suspension can
and life of products is getting longer, this
help reduce the braking distance which also
means reduced replacement market
helps to consume less energy during
for the suspension industry. Frugal
braking. Future possibilities are
innovation will be the way
energy harvesting sus-
forward.
pension.
 5. INDUSTRY BREAKDOWN 32

Chassis electrification

CHASSIS IN THE AGE OF AUTONOMOUS

Very How
much affecting. is chassis
Firstly, the suspension electrification
products will come cost affecting the sus- What
pressure and battery and pension busi- do you think
motors will take a large part ness? will be the role of
Some-
of the vehicle cost. SO products suspension systems
what
for mass electric vehicles have to be in drive-by-wire
limited. It’s
more economical and lighter. This may vehicles?
unlikely to be
lead to consolidation of suspension
offered to mass
products with other manufacturers
transportation in the next
such as brakes and steering to There decade due to cost-value chal-
achieve better economies are several chal- lenge. However, it may
of scale. lenges as few of them have be offered on luxury cars
been explained. But mostly these are as an optional fea-
from within the industry. The bigger threat ture.
is from outside of automotive industry. Cli-
mate change, Mass mobility (Metros) and mi-
cro-transportation (e-bikes), shared transport or
Uber can severely impact the growth of car industry
in the next decade. The business models are changing
and more people are unlikely to cars due to alterna-
tive modes of transport and risk of ownership. Au-

PRODUCED BY AUTOMOTIVE IQ
tonomous Driving will be a big disrup-
tion as this may eliminate the need
Where
to have driving license or even
do you see
owing a car. We all need to
the challenges
find new ways to tackle
in the future
such challenges.
being?
 5. INDUSTRY BREAKDOWN
Chassis safety
Human error is linked to the vast majority of
road collisions – 94% according to US safety
regulator NHTSA – and this has driven the
industry’s push for autonomous driving. Take
away the potential for distraction, drowsiness,
inebriation and the myriad other factors
associated with human driving, and crashes
should decline.
This could mark a significant step change for an
industry that, for the better part of a century,
has been developing stronger, more impact
resistant vehicles. In the future, autonomous
automated vehicles will be able to accurately
evaluate risks and adapt driving appropriately
to each situation without experiencing human
emotion or fatigue.
Self-driving vehicles will react proactively to
difficult situations more quickly than human
drivers, calculating the lowest risk outcome.
Advances in powerful computing systems,
coupled with machine learning, will enable
self-driving vehicles to provide a safe driving
mode.
According the results gathered during the
survey these powerful computing systems
that rely on vast amounts of data from sensors
33
CHASSIS IN THE AGE OF AUTONOMOUS
and connected infrastructure have several What do you think are the top challenges
challenges to overcome before they are widely when it comes to Chassis Safety?
adopted: (Please choose up to three options)
• 69 Percent of the respondents believe that
the amount of information from sensors
64.71 % Increased volume of infor-
mation from sensors that
that needs to be coordinated with the ADAS need to be coordinated
systems poses a significant challenge with the ADAS
• 56 Percent of those taking part in the survey
expressed concern that the increased 58.82 % Integration of even more
number of sensors could lead to an increase sensors causes creates more
exposure to EE failures
in E/E failures
• A further 45 percent saw a challenge in
integrating passive and active systems to
47.06 % Bridging active and passive
safety to overall passenger
ensure overall passenger safety protection
While 64 percent of professionals answering
this question indicated solutions to be more 35.29 % Mitigating from hydraulic
than three years away, the investment required architectures to by-wire
architectures
PRODUCED BY AUTOMOTIVE IQ
to achieve these varied quite widely: 28 percent
believed, in their field, solutions could be
developed for less than USD50,000 while on
the other side of the scale 20 percent felt that
8.82 % Powertrain electrification is
causing more stress to brakes
the challenge would require investments of due to energy recuperation
more than USD1,500,000.
8.82 % Lack of OEM acceptance
 5. INDUSTRY BREAKDOWN 34
How much is your company planning to
Chassis safety

CHASSIS IN THE AGE OF AUTONOMOUS

invest to face this challenge?

How many years of automotive practice do you have?

26.67 %
1.500.000+
0-3
years

8.45 %
1-2
years 26.67 %
6.06 % 1.500.000+
In
general, the trend
0-6
months is that the sensors will be
fused into an environmental
9.09 % model on an integrated ADAS control-
ler. Not sure if this would be a challenge
16.67 %
for the chassis. There are new opportu- 0 - 50.000
nities in enhanced safety and comfort by
2-3 years
3+ years coordinating and arbitrating actuators
such as steering braking and powertrain.
18.18 %
63.64 %
In order to realize these new benefits 13.33 %
new collaborative relationship 0 - 50.000
across existing commodities
are needed.
6.67 %

PRODUCED BY AUTOMOTIVE IQ
50.000 - 100.000

6.67 %
50.000 - 100.000

3.33 %
750.000 - 1.000.000
Joe Klesing
 5. INDUSTRY BREAKDOWN 35
What do you think are the top challenges
Lightweight chassis structures

CHASSIS IN THE AGE OF AUTONOMOUS

when it comes to lightweight chassis
structures?
(Please choose up to three options)
According to the Michigan Manufacturing percent mass saving over steel Ford chose to
Technology Center, a consulting organization
that helps manufacturers improve profits and
manufacture its bestselling F-150 pickup truck
body out of aluminum, lightening it by 700 lb.
64.71 % Cost of composite materials

performance there is a lightweighting rule that

states: “A 10% weight reduction leads to a 6% to
Where higher reductions are required 55.88 % Change in manufacturing
processes
carbon fiber and other composites are being
7% improvement in fuel economy.”
considered as a strong contenders, although
44.12 % Trust from car makers to
So it’s no wonder that there’s a meaningful automakers find composites to be the “most new designs and lightweight
movement to reduce vehicle mass: challenging” to introduce into high-volume materials
vehicles.
Average Vehicle Mass 32.35 % Safety standards make
(Vehicle Weight in Pounds) 67 Percent of those surveyed in the IQ adoption of new techno-
logies more challenging
Automotive survey quoted cost as the greatest
3835 lb. 2015
26.47 %
Source: Ducker Worldwide

challenge to introducing composites into

Integration of new functions
3735 lb. 2020 chassis designs. As a result these composites to chassis systems require
are still restricted to low volume, speciality more components than
3670 lb. 2028
previously
applications.
3565 lb. 2025/28
49 Percent of respondents also believe that 20.59 % More sensors and electronics
are actually adding more
car makers don’t yet have the trust in new
The World Steel Association (WSA) says weight
lightweight materials to make the radicle
Advanced High Strength Steel (AHSS) makes

PRODUCED BY AUTOMOTIVE IQ
up as much as 60 percent of new auto bodies,
design changes required, with a further 51 2.94 % Other
percent citing difficulty in changing the
and can reduce weight by 25 -39 percent over
manufacturing processes to accommodate
conventional steel.
new materials.
off: 50 Percent of those replying to the question
While automakers’ first choice for parts has
As can be expected respondents believe any believe it will take longer than three years to
traditionally been steel, aluminum is beginning
changes to the materials used in chassis implement lightweighting measures, while 24
to also be viewed as a viable alternative when
manufacture to be both costly and some way percent have budgeted between USD1,000,000
weight needs to be trimmed. With a 40 to 45
and USD 1,500,000.
 5. INDUSTRY BREAKDOWN 36

Lightweight chassis structures

CHASSIS IN THE AGE OF AUTONOMOUS

Within which time frame will your company overcome this How much is your company planning to
challenge? invest to face this challenge?

6 months -
1 years
22.58 %
0-6 5.88 % 1.000.000 - 1.500.000
months

8.82 %

16.13 %
100.000 - 250.000

1-2 years
11.76 %
3+ years 16.13 %
250.000 - 500.000

52.94 %

2-3 years 16.13 %

1.500.000+
20.59 %

12.90 %
750.000 - 1.000.000

PRODUCED BY AUTOMOTIVE IQ
9.68 %
0 - 50.000

3.23 %
50.000 - 100.000

3.23 %
500.000 - 750.000
6. KEY TAKEAWAYS
Trends,
opportunities
and challenges
According to the findings of the
2019 IQ Automotive survey on
the “Chassis in the Age of Auto-
nomous” there are three trends
that will have a significant im-
pact on future chassis architec-
ture:
Autonomous and automated driving,
electrification, and composite construc-
tion. With these trends expected to act as
enablers for novel technologies such as
drive-by-wire, vehicle motion control,
chassis electrification, chassis safety, and
lightweight chassis structures, respond-
ents highlighted a number of potential
challenges. The most important of these
being: The risk of electronic failures in in-
creasingly complex systems; The increas-
ing number of sensors and the integration
of these with ADAS and AD systems; Cost
and acceptance by manufacturers of com-
posites.
Solutions
While solutions to the chal-
lenges are wide-ranging there
are several that seek to address
these systemically:
The industry has responded to concerns
around short comings of the ISO Safety
Standard 26262 in addressing the com-
plexity of future systems by implement-
ing an update in the form of Part II. Fur-
thermore, several autonomous system
developers are implementing deep learn-
ing AI to ensure safe and adequate sensor
fusion from the increasingly complex and
expanding sensor arrays. Recognizing the
reality of critical-systems failures the in-
dustry is incorporating redundancy into all
safety systems. But while there are readily
implementable solutions to the electron-
ic challenges around ‘autonomous chas-
sis’ the use of composites in lightweight-
ing requires a top down approach, where
components are designed taking into
consideration the unique properties and
processes required in manufacture.
37
CHASSIS IN THE AGE OF AUTONOMOUS
Investments
As the industry moves toward
autonomous eMobility, manu-
facturers are upping their in-
vestment:
VW has pledged to spend 80 billion euros
to develop electric vehicles on their MEB
platform; Germany’s Daimler AG, has
committed $42 billion while General Mo-
tors has said it plans to spend a combined
$8 billion on electric and self-driving ve-
hicles. The Renault-Nissan-Mitsubishi
Alliance said in late 2017 it would spend
10 billion euros by 2022 on developing
electric and autonomous cars. Focusing
on autonomous and automated vehicles
a 2018 study by Allied Market Research
concluded that global investment in au-
PRODUCED BY AUTOMOTIVE IQ
tonomous vehicles will be worth $54.23
billion in 2019 and increase to $556.67
billion by 2026 with a compound annual
growth rate of 39.47%.
7. SOURCES
• Freddie Holmes; M:bility Magazine Q1, 2019; Could
fewer crashes lead to lighter cars?; January 2019;
• Kasey Panetta; Gartner Inc.; 5 Trends Emerge in the
Gartner Hype Cycle for Emerging Technologies, 2018;
August 2018; https://www.gartner.com/smarter-
with-gartner/5-trends-emerge-in-gartner-
hype-cycle-for-emerging-technologies-2018/
• Consultancy.uk; BCG: Autonomous car market to hit ..
42 billion by 2025; June 2018;
https://www.consultancy.uk/news/2065/bcg-
autonomous-car-market-to-hit-42-billion-
by-2025
• John Hitch; Industry Week; The Road to
Lightweighting: The Tech & Materials Leading the
Way; December 2018;
https://www.industryweek.com/technology-and-
iiot/road-lightweighting-tech-materials-leading-
way
• E Taylor, J Schwartz; Reuters; Bet everything on
electric: Inside Volkswagen’s radical strategy shift;
February 2019; https://in.reuters.com/article/
us-volkswagen-electric-insight/bet-everything-
on-electric-inside-volkswagens-radical-strategy-
shift-idINKCN1PV0K4
38
CHASSIS IN THE AGE OF AUTONOMOUS
• Ed Garsten; Forbes; Sharp Growth In Autonomous
Car Market Value Predicted But May Be Stalled By
Rise In Consumer Fear; August 2018;
https://www.forbes.com/sites/edgarsten/2018/08/
13/sharp-growth-in-autonomous-car-market-
value-predicted-but-may-be-stalled-by-rise-
in-consumer-fear/#17ae6e93617c
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