technology transfer Archives

Run-flat tyres – an example of technology transfer from motorsports

Run-flat tyres, though seemingly a recent development, have been around since the 1930s although they were not as commercialized like today. From the 1980s onwards, most of the major manufacturers developed tyres that could continue to be used even when the air pressure was lost due to a puncture. This capability was initially required for military vehicles as well as vehicles carrying important people that might be attacked.

Eventually, run-flat tyres entered the market and appealed to carmakers because they not only provided extra safety and convenience but also gave the possibility of leaving out the spare tyre and saving some weight. Of course, due to the technology they have, they are more expensive than normal tyres but are an acceptable extra cost for premium luxury models.

Keeping rallycars running
At Pirelli, development of run-flat tyres began in the 1990s, mainly to provide tyres for rally drivers to continue even with a puncture, rather than being stranded by the side of the road. New technology was tried and tested in rallies by teams associated with the tiremaker. These had a reinforced structure that mad the tyres stronger and able to still run for several minutes after air was lost. In competition, those few minutes made a big difference.

As another example of technology from competition being transferred to road-going cars, Pirelli was able to use the same technology from its first run-flat tyres to offer motorists in 2001. However, as comfort was not a priority when the tyres were used on rallycars, the early run-flat tyres were hard and ride comfort was not so good initially.

*Providing tyres that could keep rallycars running even with punctures helped Pirelli to develop run-flat technology.*

Improvement in comfort for road use
Nevertheless, Pirelli carried out R&D into new materials and processes to improve comfort and also other aspects such as grip and handling. Thanks to new technology in the tyre’s structure as well as advances in the materials used, the way that the tyres absorb bumps in the road has been refined over time, to the point that they can now offer the same levels of comfort as standard tyres. To use run-flat tyres, engineers have to tune the suspension of the cars accordingly.

The key advantage of having a run-flat tyre is that the driver does not have to stop and change to the spare tyre when a puncture occurs. It is possible to continue for some distance, at least to a tyre shop where the puncture can be fixed or the tyre replaced. However, there are speed limitations (around 80 km/h) and the tyre is intended for emergency use and not long-term use.

Pirelli’s Self Supporting system (blue areas) is incorporated in the sidewalls for specific reinforcement which allows a deflated tyre to support lateral and transverse loads of the vehicle even in the absence of air pressure.

Original fitment by many carmakers
Over the last 20 years, Pirelli’s engineers have developed more than 1,000 different types of tyre featuring run-flat technology of different sizes and seasonal applications. To date, the company has supplied more than 70 million run-flat tyres, mostly as original fitment on models by BMW, Mini, Mercedes-Benz, Alfa Romeo, Audi and others.

Good for EVs
Run-flat tyres are also of interest to manufacturers of electric vehicles, which still need tyres to run on. Being able to leave out the spare tyre or even not have to carry a repair kit can mean less weight on board and that can help in adding to the cruising range. Additionally, the space that is usually allocated for a spare tyre can be utilized for the battery pack.

2021 Mercedes-Benz EQA — *Run-flat tyres are also good for electrically-powered cars which need to be as light as possible, so not having the weight of a spare wheel helps.*

Run-Flat technology will therefore also play an important role in electric vehicles as well as autonomous vehicles, the latter by helping the vehicle remain under control even in an emergency situation.

Some of the Pirelli run-flat tyres include Pirelli Elect and PNCS noise-cancelling technology. The former is dedicated to electric vehicles and is focussed on low rolling resistance, reduced tyre noise, immediate grip, and a structure that can support the weight of a battery-powered vehicle. PNCS is focussed on reducing perceived tyre noise inside the cabin, thanks to the use of special sound-deadening material on the inside of the tyre.

So long as motor vehicles run on wheels, tyres will be needed and run-flat technology will remain an important element. Pirelli continues to improve its run-flat tyre range as new technologies become available and affordable, with a view of future requirements by the industry and motorists.

Technology from road car to racing car

Very often, you would read about how technology developed for racing cars eventually gets transferred to production models sold to the public. The new technology has been proven in the extreme conditions of racing and before it is used in production models, it is refined and most importantly, tested thoroughly for durability and reliability.

But here’s an example of the reverse taking place – from production model to racing car. Engineers at Panasonic Jaguar Racing have taken a technology used in the Jaguar I-PACE all-electric SUV for their racing cars in the single-seater all-electric championship series.

Traffic Sign Recognition system
The technology is from the Traffic Sign Recognition system (TSR) but the principles are adapted for a very different purpose: to monitor the battery status of the I-TYPE and competitors’ racing cars – automatically and in real time. This data can then be used to determine the optimum energy strategies for the drivers.

TSR uses an advanced stereo camera and image processing software to detect and read road signs, informing drivers of speed limits, temporary speed limits, and no-overtaking restrictions. This information is also used by the Adaptive Speed Limiter system, helping drivers stay within the permissible speed by automatically slowing the vehicle down, if necessary, when entering areas with a lower limit.

Learnings from the system help the engineers understand when to push and when they can afford to ease off – optimising energy management throughout a race. Adopting digital vision systems with image recognition as the enabler for the new energy strategy modelling process delivered a step-change in speed, accuracy and flexibility compared to the tools used previously, and is future-proofed to make even more detailed analyses possible in seasons to come.

Racing to improve vehicles
The technology transfer is one example of advances in Jaguar’s road cars being used to support success on the track. This advantage is complemented by the on-going application of knowledge gained from the extremes of racing to improve vehicles such as the all-electric I-PACE.

One of the most significant benefits to date – underpinned by invaluable learning gained from the I-PACE eTROPHY race series and Formula E – was a software update to the I- which gave customers worldwide up to 20 kms more real-world range from a full charge. This was delivered though further optimisation of battery management, thermal systems, regenerative braking and all-wheel drive torque distribution.

The on-going collaborative partnership between engineers in Jaguar Racing and those working on core Jaguar vehicle programmes ensures that knowledge, processes and technologies continue to pass from road to track and also vice-versa.

Jaguar unveils first virtual all-electric sportscar for Gran Turismo Sport

BMW i Andretti Motorsport ready for Season 6 of Formula E with the BMW iFE.20

Season 6 of the ABB FIA Formula E Championship sees the BMW i Andretti Motorsport team joining, for the second season, in the competition for all-electric single-seaters. Much preparation has gone on both on the racetrack and in the simulator, with extensive analysed of the findings from the first season.

“In our maiden season, with a win, two pole positions and several podiums, we showed that we are able to bring home top results in Formula E. However, we know that the performance level is extremely high and is likely to rise. But in this competitive environment, our aspiration must be to continue improving in our second season and be able to be among the front-runners battling for the top positions,” said BMW Group Motorsport Director Jens Marquardt.

“Irrespective of the results, we want to show just how dynamic and emotive electric racing can be, through good and exciting races. And away from the racetrack we will be present with BMW i. We will continue to use Formula E as a platform to present innovations in electric mobility, autonomous driving and other BMW Group cutting-edge fields to the general public,” he added.

Highlighting the technology transfer between racing and production, Marquardt said that the technology transfer between racing and series production remains a central pillar of BMW’s involvement in Formula E. “Our objective for the works entry for Season 5 was to establish an efficient technology cycle between BMW i Motorsport and BMW i, and we were very successful. BMW i engineers are already benefitting enormously from the technological insights we are getting from the extreme use case of Formula E as they develop future production model engines. We will continue this close collaboration next season, for the benefit of both parties,” he said.

The BMW iFE.20
Like its predecessor, the BMW iFE.20 also has a uniform chassis as stipulated by Formula E regulations. BMW expertise remains primarily in the core of the car, the enhanced drivetrain. The characteristic of the BMW Racing eDrive02 was revised based on the detailed information on the individual racetracks that the team gathered in their maiden season, and modified to suit the specific challenges of Formula E races. The changes affect the E-motor and the inverter.

The main goal of the modifications is to improve the efficiency of the drivetrain. The same glycol as is used in production vehicles is now also used for its water circulation system. The BMW i Motorsport engineers also optimised the software that calculates energy management strategies, and the simulator in Munich. The rear-end structure was also reworked, to provide more flexibility for the set-up.

When working on the BMW Racing eDrive02, the BMW Motorsport engineers cooperated intensely and closely with their colleagues in BMW i production development. The iFE.20 serves as a tech lab for road car production. The knowledge gained by BMW i Motorsport engineers in the tough competitive environment of Formula E flows straight back into the development of future E-drives for BMW production vehicles. Motor racing makes it possible to test new materials, technologies and methods in extreme conditions and without having to take into consideration restrictive factors.

From the exterior, the slightly modified design of the iFE.20 is evident. It maintains some of the elements of its predecessor, including the blue and white corners which intersect in the style of the BMW logo. The view from above has also been accentuated which, considering the usually elevated seating position of spectators at Formula E races, plays a particularly important role. On top of this is the asymmetric layout, which provides maximum visibility at race speed. The striking changes also include the non-reflective, matt black cockpit element, which has been extended to the whole driver environment. It puts even more focus on the driver and highlights his pivotal role in Formula E.

The BMW logo pattern emphasised in its predecessor has been given a slightly more abstract interpretation for the iFE.20. In return, there is greater accentuation of the progression of colour from blue to violet, the natural colours of electricity. Also, the BMW i Motorsport ‘Spirit Marks’ established during the course of last season are now also reflected in the design of the cars.

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