Author - hessamaldin

IAA is the trade show for topics of the future

Dates / Show Hours

Trade days: 
Thursday, 14 September and Friday, 15 September 2017 

Public days:
Saturday, 16 September – Sunday, 24 September 2017 

Venue: 
Trade fair grounds, Ludwig-Erhard-Anlage 1, D-60327 Frankfurt/Main

Show Hours:
9.00 a.m. – 7.00 p.m.

 

Preparations for world’s most important mobility show are running at full speed – New Mobility World has the latest developments in digitization, automation, electric mobility and new mobility services

“The preparations for the world’s most important mobility trade show, the 67th International Motor Show (IAA) Cars, are running at full speed. The IAA is the competitive marketplace for brands and new developments, and it is the only major trade fair in the world to showcase the entire value chain. And since 2015 it has added the New Mobility World focusing on topics for tomorrow’s mobility,” stressed Matthias Wissmann, President of the German Association of the Automotive Industry (VDA), speaking about the IAA that will take place in Frankfurt am Main in September and is organized by the VDA.

“So far, over 50 passenger car brands have registered for the exhibition, including the largest auto makers from Europe, the US and Asia. Furthermore, we have registrations from new Asian manufacturers who will be present at the IAA for the first time. They have chosen to exhibit at the leading trade show. That underscores the international reputation of the IAA. Then there are also many hundreds of suppliers. We currently have a very good number of registrations,” Wissmann emphasized. Once again, the visitors can look forward to the most interesting brands and models – because nine out of ten of the most popular and highest-value brands will be represented at the IAA.

“The world of mobility is changing, and the IAA is driving innovation. For example, in 2011 we presented electric mobility for the first time in a dedicated hall, before this forward-looking topic came to dominate many stands and halls from 2013 onward. In 2015, we launched the New Mobility World, a new format that shifts the spotlight onto dialog and interaction, and since then has continued to develop. The New Mobility World 2017 is the place for the future of mobility. This is a meeting place for disruptors and innovators from technology and IT companies, startups and established players. They include names such as BlaBlaCar, Harman, IBM, International Industries, Kaspersky, Merck, NXP, Qualcomm, Siemens, Sony, TomTom and T-Systems,” Wissmann explained. Visitors will be able to experience the fascinating innovations in digitization, automated driving and electric mobility not only in Hall 3.1, but also in action on the extensive open-air site (the “Agora”).

The importance of the IAA is also underscored, Wissmann said, by the fact that South by Southwest (SXSW, from Austin, Texas) and Mercedes-Benz in Frankfurt are jointly organizing the first ever “me Convention” – a conference that will provide new impulses for the social discourse on relevant future-related topics.

“The IAA is the trade show for the topics of the future. So the slogan of this IAA is tailor-made: ‘Future now.’ With a major focus on digitization, the IAA is once more positioning itself as an innovation showcase. Those who wish to display their ideas for the mobility of the future will be coming to the IAA. Take automated driving as an example: in 2015 the transport ministers of the G7 countries attended the IAA Cars and saw what ‘was possible.’ The IAA has thus once again established itself as the ideal political platform for pushing innovative topics forward. And now the new law on automated driving has been presented, which Federal Transport Minister Dobrindt had announced to his G7 counterparts. Germany – with politics and industry working closely together – thus proves to be a worldwide pacemaker when it comes to connected and automated driving,” Wissmann underscored.

“The automotive world will change rapidly in the coming years. The key words here are digitization, electric mobility and new mobility concepts. The VDA ensures that the IAA also continues to develop in line with these trends,” Wissmann said.

The VDA president sees one of the great strengths of the IAA in the fact that visitors can experience the brands. “Of course today the manufacturers communicate more and more via digital channels. But only at the show can people experience the new models live. We know that younger visitors in particular more often ‘get the bug’ when they touch a new car themselves and sit at the wheel. We are delighted that the IAA public is becoming younger all the time: in 2015 the average IAA visitor was 34 years old, i.e. three years younger than in 2013.” And for the business visitors there was nothing that could replace the personal exchange of information and ideas at the trade show.

The IAA is also a worldwide benchmark with its major attractions: specialist events, conferences, driving demonstrations, activities to join in, test drives, the off-road circuit, special shows such as the classic cars, offers for kids, and VIPs and famous sporting personalities visiting the exhibitors’ stands. In addition, the IAA is a major recruiting fair with its “job and career” section for specialists and the goING and workING programs for schoolchildren and students.

The 67th IAA Cars will take place in Frankfurt am Main from September 14 to 24, 2017, preceded by the Press Days on September 12 and 13. On September 14, Chancellor Merkel will officially open the IAA. September 14 and 15 are Trade Days, and from Saturday, September 16, the IAA will be open to the general public. Advance ticket sales have already started. The official IAA App will be available free of charge starting in August. It is the only app with complete, up-to-date information about exhibitors, the site map, innovations and activities. All additional information can be found at www.iaa.de.

 

AUTO PARTS WEST AFRICA

Dates: 13-16 SEPTEMBER 2017

Venue: GHANA INTERNATIONAL TRADE FAIR CENTRE

ACCRA, GHANA

Auto Parts 2017

WHAT’S IN THE OFFING
The Auto Parts West Africa Show will feature automotive aftermarket manufacturers and suppliers showcasing innovative products, services in this lucrative car industry to potential buyers under one roof. A platform to network, discuss emerging trends, solve common problems and make connections with professionals from all areas of the automotive industry.


Online Visitor Registration Form


Solvent- Based vs. Water-based Tire Dressings

Tire dressings, which are sometimes called tire shine products, have become a very important part of the auto appearance industry. In the past, these products were limited for use by the auto detailing industry or the auto owner by using retail products that were sprayed on or impregnated into a sponge. More recently, equipment in the tunnel and automatic carwash industries has become available to apply these products, saving consumers the time of applying the products on their own.

This article will explore the forms that tire dressing products come in, the advantages and disadvantages of each form of the product and how these products are being applied.

Tire dressing components

Almost all tire dressings have an active ingredient of silicone fluid. Silicone fluid is chemically inert, generally non-toxic and not an environmental concern. Silicone does, however, interfere with paint applications, which is why automotive body shops ban the use of silicone in their facilities.

Traditional tire dressings were mixtures of quick-drying solvents with a small amount of silicone. On application, the solvent (usually hexane or heptane) quickly evaporated and left behind a thin film of silicone fluid. This was a significant advantage for the automotive detailing industry, but the products were so flammable that few made it to retail shelves.

The industry has moved away from these types of formulations for several reasons, including flammability issues of the solvent, concerns regarding air quality and regulation, and health hazards associated with repeated exposure.

In order to address those concerns, today’s tire dressing formulations have evolved. Most dressings available today fall into two categories: solvent-based or water-based. Both still use the same active ingredient (silicone fluid) but have different carriers or co-solvents.

Solvent-based tire dressings

While the silicone that produces the shine is very easily dissolved into solvents, the main issue with solvents is that they are considered volatile organic carbon compounds (VOCs). VOCs have been subject to more and more regulation, since they add to other harmful carbon emissions.

Carbon emissions decrease the air quality in locations where the environment tends to trap these emissions, much as the smog does in Los Angeles. While the solvents used in traditional solvent-based tire dressings are not ozone-depleting compounds, some are more flammable than gasoline, and thus the industry has moved away from these for the most part.

Today’s solvent-based dressings work similarly to traditional dressings. However, the solvents used tend to evaporate much more slowly, although they still contain a carbon component that makes them VOCs. Also, the silicone content tends to be much higher.

This requires operators to apply the dressings differently by applying thin layers rather than heavy applications and using a sponge or brush rather than misting or spraying. This prevents pooling or slinging, which is caused by too thick a layer of silicone slinging off a moving tire onto the side of the vehicle.

Water-based tire dressings

Water-based tire dressings are also used. In this case, the solvent is replaced with water. Silicone fluid (an oil) and water do not naturally mix, so the fluid is broken into tiny droplets and suspended in water through a process called homogenization, in much the same way that milk fat is suspended in milk.

Many products use surfactants, which keep the emulsion stable but cause the silicone dressing to wash back off the tire. More premium products use thickeners and stabilizers, which do not cause the dressings to de-apply later. Water-based dressings exist in a variety of viscosity ranges and various amounts of silicone.

Much of the challenge in formulating a good water-based dressing is to find suspension- or emulsion-producing agents that hold the silicone fluid droplets suspended in water but do not pull the silicone back off of the tire the first time the tire gets wet. The lack of longevity is the concern with the typical white, milky macro-emulsions sold in the retail store.

Application of dressings in the wash

Originally, most equipment used in automatic and tunnel washes used the same type of sponge material that was found in retail packets designed for hand application. The industry has since moved away from a sponge application to a rotating brush application, which allows for better coverage with less product usage.

Different commercial application units have different types of programmers. Some units only allow a chemical application on every car, while others let you program for options like applying dressing to every second or third car. In either case, an operator can always adjust how long to keep the chemical pumps on. The final appearance of the tire is a matter of operator preference, so some experimentation will be necessary to fine-tune the ultimate result.

Typical usage for newer on-line applicators should average about one fluid ounce per car, but again, this will vary with different formulations, as they contain different amounts of silicone. It is also possible to get a better result if there is a bit of residual alkalinity on the car from the tire cleaning detergents.

Finally, the proper maintenance of application nozzles or manifolds will need to become part of the wash’s weekly maintenance schedule, as a clogged nozzle will negatively affect the final result. After all, the final appearance is the entire goal of these types of products and will entice customers to come back again and again.

FLEET MANAGEMENT: CARBON-FREE DELIVERIES

Converting a gas-powered Purolator parcel delivery truck to electric drive has proven to have many cost savings.

This pilot project was undertaken by Sylvan Castonguay, founder of Nordresa with the assistance of the Innovative Vehicle Institute (IVI), a non-profit organization that supports businesses in the fields of applied research, development, assessment and implementation of innovative vehicle technologies. Their findings were presented at the Electric Vehicle Conference and Trade Show in Markham, Ontario Held at the Markham Hilton May 29th to June 1

“IVI works with small and medium sized businesses and has been working with electric vehicles under different names since 1996, and we have been working on autonomous technology for about three years now,” explained Freddrick Prigge, Head of the R & D Division of IVI. Prigge is an electrical engineer with more than 17 years of electronics and hardware-oriented programming with expertise in electric propulsion and battery design.

The Purolator truck build took less than a year.  It was in full service running routes in downtown Montreal when it was taken off the road for the conversion to electric. “We started with a simulation to size the motor and batteries to get the proper drive cycles. This was the most challenging part,” explained Prigge.

Their goals included having an 80-kilometre range to cover the parcel delivery route, plus it had to run 100 kilometers per hour and handle 15/% grades.

“Our simulation showed slightly over 500 kW hours per kilometer consumption, so that’s how we sized the battery.  Grade was much greater than required, but in the end, we used a small, three-phase, slow turning, high-torque motor.  We ended up being in the sweet spot of that motor,” added Prigge.

Quick turnaround

Since it is a retro-fit, one of the goals was to have a quick turn-around. Taking a delivery truck off of its route costs money, so the retro-fit needs to be efficient. This retro-fit is possible to do in just under a week.

“We re-use a lot of hardware from the original truck, so this was a bit of a design challenge,” explained Prigge. The battery design was custom made for the vehicle to keep the weight balanced between the axles and keep the payload close to what it was originally.

Sylvan and his team of engineers wrote all the software and designed everything for this vehicle so they have the ability to tune it and debug it down to the last line of code. The vehicle is also equipped with a modem for remote diagnostics.

One thing that was very important to the courier drivers was how the regenerative braking performed. “We tried to go as vigorously as we could without locking the rear axle. It came very close to single pedal driving which the drivers like. To do a full stop at the street lights you have press on the brake but for a ‘Montreal stop,’ you’re fine just lifting your foot off the throttle,” explained Prigge.

The Nordresa ECU adds traction control to limit rear wheel slip in winter. Regen torque increases as speed decreases. At very low speeds, regen fades, and mechanical brakes need to be applied to get to a complete stop. Brake lights are triggered under heavy regen because deceleration is pretty harsh.

“We have designed a battery that can double the range to 200 kilometers and it is almost the same size as the battery we use now,” added Castonguay. Average governed speed is 40 kilometers per hour but it can go much faster, and it can handle 28 per cent grades. It has a  5,000 lbs payload, just 1,000 pounds below their target.

“We increased efficiency globally by 600 per cent and reduced the cost of driving and maintenance by almost 90 per cent. Annual savings are in the range of $12,000 per year based on 80 kilometers of daily driving. If you doubled that to 160 kilometers per day you would double your savings,” added Castonguay.

Savings of greenhouse gases are in the range of 20 tonnes annually, and over a ten year period, the vehicle will pay for itself. Nordresa is currently taking orders for parcel vehicle conversions.

How it works: Airless tires

Although tires are what you see, your vehicle is actually riding on the air inside of them. That air supports the tire, keeps it on the rim, and cushions the ride.

Of course, if air goes in, it can also come out. That’s most obvious when something like a nail penetrates the tire and causes a flat, but tires are naturally porous and gradually lose a bit of air over time. Even if tires don’t look low, you should check their pressure once a month or so. A low tire will use more fuel, and can wear unevenly and need replacing sooner than one with the correct pressure.

So why not use tires that don’t need air? While it’s still in the early stages of development, Michelin presented a new concept last June, the Vision tire, which could pave the way for car tires that don’t need pumping up.

Unlike a regular tire, the Vision is created with a 3-D printer, constructed with an internal honeycomb web instead of an air chamber.

Bridgestone has also been developing an airless tire, and recently announced that the design may go on sale for bicycles in 2019. Hankook Tire is also working on an airless model.

The Michelin Vision concept tire uses 3-D printing to create a honeycomb texture, with the tread printed onto the edge.

Airless tires certainly aren’t new. Wagons and early cars used wheels edged with metal bands or solid rubber. Scottish engineer Robert William Thomson invented a pneumatic rubber tire and patented it in 1845, but it was too expensive to be viable. John Dunlop came up with a successful one for bicycles in 1888, and seven years later, brothers André and Edouard Michelin created one for automobiles.

Solid rubber tires are still made, but they’re primarily used for low-speed, heavy-duty applications, such as on construction equipm

ent or forklifts, or for lighter-duty use on lawn mowers, trailers and golf carts. On a car, they’d add too much weight and, without that cushion of air, they would transmit every bump and produce a very stiff ride.

In 2005, Michelin introduced an airless tire concept called the Tweel. The design combined the tire and wheel into a single unit, with a central rigid hub, an outer tread, and spokes in between. The polyurethane spokes were firm enough to support the tire, but flexible enough that they absorbed road shock to provide a more comfortable ride.

The Tweel concept wasn’t adapted for car tires, but in 2015, Michelin launched it for commercial applications on golf carts, industrial lawn mowers, and skid-steer loaders.

The Vision concept evolved from the Tweel, but Michelin says it intends to offer it as a passenger car tire. Rather than being made up of three separate units joined together as the Tweel is, it is created as a single piece. By using 3-D printing, engineers were able to create an open-weave honeycomb structure that is strong in the centre to support the wheel, but flexible toward the edges for ride comfort.

The outer tread is also applied with a 3-D printer, and Michelin says it could be reapplied once the tread wears down – conventional car tires must be replaced when this happens – or when a different tread pattern or compound is required, such as when switching for winter. The concept also contains internal sensors that monitor the tire’s condition, and can communicate with a mobile app to inform the driver or to make an appointment with a tire dealer.

The tire can potentially be made from a wide range of materials, and at the concept’s debut, Michelin suggested these could include plastic and electronic waste, paper, bamboo, cardboard, or recycled rubber. The Vision tire itself would be recyclable at the end of its life.

No one’s sure when such a tire might actually make it to market, since there are still many issues to overcome, such as the open weave trapping mud and snow. And while 3-D printing can create the intricate honeycomb that a mould cannot, as well as potentially build numerous tire sizes with just one machine, even the fastest printers currently available are still too slow for mass production.

Bridgestone initially showed an airless tire in Japan as a possibility for city-based microcars, but last April, unveiled the design as the basis of its Air Free Concept 1 bicycle tire. The airless tire uses spokes both as part of the wheel, and in place of an air chamber to support the tread.

Because the tire can’t puncture and lose its air, the cyclist doesn’t need to carry an air pump. That’s also a benefit to airless tires on a car: there’s no need for a spare tire, which adds weight at a time when automakers are trying to shave it off wherever they can to help improve fuel efficiency.

Technologies like the Vision tire’s sensors may also play a role in active safety features, especially on autonomous cars. Vehicles that can automatically brake themselves determine how far away they are from an object, but worn tires can dramatically increase the stopping distance. By knowing how much tread is left, the systems can better determine when to apply the brakes in order to stop in time.

Understanding the EU Tyre Label

Below you will find the new EU Tyre Label. Set to follow in the same style as the current energy efficiency labels, you will notice the familiar A -G grading system.

As of November 2012, every tyre in the EU will come with a label just like this, making the comparison between different makes and models easier than ever.

 

The energy lost when a tyre is moving is described as ‘rolling resistance’ and has a direct impact fuel consumption and the environment. The tyres on a car can affect its fuel economy by 20%. The lower the rolling resistance, the less energy is lost – reducing fuel consumption and CO2 emissions.

In the EU Tyre Regulation label, rolling resistance is expressed in grades, ranging from A to G. A is the highest performance tyre in its category; G is currently the least performing. D is not going to be used as a grade, helping to draw a clear line between the top and bottom three grades – the good and the bad.

Putting the scores into perspective, if fitting the worst scoring tyres in this category, you could end up using 6 litres more fuel every 625 miles than if you fitted ‘A’ rated tyres – so, potentially, ‘A’ rated tyres could save you enough in fuel bills to buy a new set of tyres!

A tyre’s exterior noise grading is expressed in decibels, accompanied by one, two or three sound waves. One black wave indicates the best noise level performance. It means that the noise level of the tyre is at least 3dB below the future legal limit.

Three black waves indicate the weakest performance in terms of tyre noise output. It represents a noise output level between the current maximum and the new lower limit that will be introduced in Regulation 661, between 2012 and 2016.

The wet grip label provides you with information on an important safety aspect of a tyre: its grip on wet roads. Tyres with excellent grip in the wet have shorter braking distances on wet roads, an important safety benefit when driving in rainy weather. The ratings are measured via two types of test when a car is travelling at 50mph.

In the EU Tyre Regulation label, a tyre’s wet grip capacity is also expressed in grades from A to G, with A the highest wet grip performance. Like the fuel efficiency score, D is not going to be used as a grade. On top of this, there are no plans at the moment from the EU to use G either.

The difference in braking distances between each grade is roughly 3m – the average length of 1 car. Making the difference between A and G 18m, 4 car lengths! This distance could be the difference between being involved in a road accident or not.

 

Although the information presented in the tyre label helps motorists understand how well a tyre performs in certain important areas, there are many other factors for you to consider when purchasing a tyre.

Other important factors that should be considered are, resistance to aquaplaning, driving stability, handling performance on wet & dry roads, durability of the tyre, braking performance on dry roads and the capabilities of the tyre in winter weather.

Wide-single Tires Need a Little More Care

 Wide-base single tires have saved truck fleets millions of gallons of fuel over the 20-plus years they have been in service and facilitated the transport of thousands of additional tons of payload. Both translate into fewer greenhouse gas emissions and ultimately lower fuel bills for fleets. But for all the good they do, they have certainly cost maintenance managers many sleepless nights.

Those maintenance managers have learned a few things about the wide-single tires over the years, and many have a better understanding today of what works and what doesn’t. In general, they’ve found:

  • Wide-single tires tend to run better and wear longer when loaded heavy rather than light.
  • Wide-single tires seem to prefer drive positions to trailing positions.
  • Wide-single tires seem more sensitive to mechanically induced wear, such as misalignment, improper inflation, bad camber settings and loose wheel bearings.

Fleets that run wide-base singles successfully probably didn’t start out that way. But after years of observation and some trial and error, they have ironed out most of the wrinkles.

Ryder, for example, found that axle width has an impact on shoulder wear, especially when using offset wheels to compensate for the narrower axles capable of mounting dual or wide-single tires.

“We saw irregular wear all but vanish after moving to wide-track axles with zero-offset wheels,” says Scott Perry, vice president of supply management with Ryder System. But he acknowledges there were consequences to that move. “If you wanted to put duals back on the axle you’d be more than 102 inches wide.”

Other users report reductions in irregular wear with zero-offset wheels. But many buying decisions are based not only on the intended application of the original buyer, but also with residual value in mind. So fleets hedge their bets with a narrower axle so they can sell it with dual tires at a better price. Unfortunately, they suffer through several years of bad tire wear in the interim.

“When spec’ing the vehicle upfront you may be setting up for optimal service life but you could find yourself in a poor position relative to resale value,” Perry says. “Full width axles are probably better for the tires, but they limit the second buyer’s choices if they do not want wide single tires.”

It’s believed that offset wheels can lead to a slightly negative camber for the tire, that is, the wheel leans top in, bottom out. Poorly adjusted wheel bearings can have the same consequence, says Todd Cotier, director of maintenance at Hartt Transportation in Bangor, Maine.

 

“We check tire pressure every time a truck comes into the shop, and we mark the pressure on the sidewall with a grease pencil for a reference,” he says. “We do a bearing end-play check on every wheel end at every PM interval, and we balance the tires and check vehicle alignment annually.”

“We are very careful with our bearing end-play and lateral wheel runout measurements,” he says. “It takes some extra time to get it right, but we have found that proper wheel bearing adjustment on the trailers made a big difference in the inner shoulder wear.”

It would be fair to say that any mechanical irregularity that causes tire scrub, such as misalignment, will have a greater impact on wide-base single tires than duals.

“Over time, a regular alignment program can reduce the occurrence of irregular wear,” says Brian Buckham, marketing manager, Goodyear Commercial Tire Systems. “Keep in mind that a traditional front-end alignment isn’t always enough for trucks. Drive axles should be aligned, too.”

And that brings us around inevitably to inflation pressure. Inflation pressure affects everything, and there’s mounting evidence that wide-single tires may be more susceptible to inflation-related wear.

“When engineers design a tire, they have a specific footprint in mind,” explains Rick Phillips, vice president of sales at Yokohama Tire. “It should be a certain size, so if you underinflate the tire, the footprint grows and the tire doesn’t flex the way we intended it to. If you overinflate it, the footprint shrinks and you have more pounds per square inch of tread hitting the pavement. It’s also more susceptible to blowouts and road hazards and that type of thing. The tire was designed to operate at a certain pressure for load carrying capacity as well as to maintain its shape for traction, resistance to damage and even wear.”

Phillips notes that maximum legal load of 17,000 pounds per axle calls for an inflation pressure of about 80-85 psi in most cases. He recommends adding 5-10 psi to compensate for pressure loss between airings because they are going to leak a little over time.

“You aren’t doing the tires any favors by running 100 psi or more. You really need only 80-85 psi, perhaps even less if you run lightly loaded,” he says.

The biggest risk related to inflation, of course, is a blowout. Underinflated tires are more prone to blowouts because they run hot, and that damages the casing. Blowouts with wide-base singles are costly.

“Frequently when we perform a road call for a wide-single tire, the tire is blown and not salvageable,” says Greg Frary, vice president of truck service at TravelCenters of America. “Many of those times the rim also needs to be replaced because when the tire blows, the rim contacts the road.”

When it comes to getting full value from a wide-single tire, retreading can be a limiting factor. While the process of retreading a wide-base single is no different than a standard dual tire, casing condition is more critical.

“Many fleets place exact specifications on the number of wide-single tire repairs they allow, since there is higher propensity for downtime with wide-single tires,” says Buckham.

As noted above, catastrophic wide-single failures tend to take the wheel out too, making the risk factor higher with retreads. For that reason, many fleets limit those tires to one retread only, versus two or perhaps three with a standard tire.

According to Paul Crehan, director of product marketing for Michelin Americas Truck Tires, the curious thing about tire wear is not that it occurs, but how fleets respond to it.

“Regardless of the type of wear, it’s often most obvious on fleets that have the best maintenance programs and good driver training programs,” he says. “But it’s rarely ever a major concern and it seldom leads to removal.”

Crehan says wear problems usually become worse on fleets with poor maintenance programs, but they often don’t have good records of how the tire performed over its life.

“We have studied this and found tires were being taken off with a considerable amount of tread still left in the crown area, but with nothing on the shoulder,” he says. “What they had were tires that looked worn out and scarred but with no mileage record. They have the visuals but they don’t have the records, and that’s where a lot of the dissatisfaction comes from.”

For the most part, wide-single tires remain niche products. However, they can be beneficial for some, particularly weight-sensitive fleets looking for ways to increase their payloads. With 1,000 to 1,200 pounds in weight saving on the table, it’s certainly worth considering wide-base singles, but you’ll have to be prepared to be a bit more diligent in your maintenance.

 

Shanghai International Automotive Manufacturing Technology Show

Dates: Sept 05-08, 2017

Venue: Hall E1-E7, Shanghai New International Expo Center

About AMTS

The 13th Shanghai International Automotive Manufacturing Technology & Material Show (AMTS 2017) will take place at the Shanghai New International Expo Center on Sept. 5-8, 2017 . As Asia’s leading exhibition for Automotive Materials, Design, Technology and Equipment, Quality and Assembling, and Engineering and Service Technologies, its continuous expansion of exhibition area and exhibit contents and fold increase of professional visitors have greatly promoted the development of international automotive manufacturing machinery technology and business exchange. 
The Engineers and decision-makers of well-known car manufacturers and Tier 1 suppliers from China / Asia will gather together at AMTS 2017, it is expected to attract 80,000 professional visitors, with about 800 exhibitors from China and other countries exhibited on the biggest exhibition area of 80,000 square meters.

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Visitors Pre-register


13 Reasons you don’t want to miss GATS

GREAT AMERICAN TRUCKING SHOW
AUG 24-26, 2017

The Great American Trucking Show is making its way Back to Dallas this August and you’re going to want to be there. With more than 500 different exhibits, 50,000 attendees, and over 150 trucks on the show floor, there is truly nothing like it. With only three days to experience all that the convention has to offer, we’re sharing all of the most exciting events and activities that will have you scheduling a visit to GATS in your calendar.

 

Not sure if you’re going to GATS this year? Check out our 13 reasons why you won’t want to miss out on this the Great American Truck Show.

1. Experience the new show floor

This year, instead of being in halls C, D, E and F, GATS will be in Halls A, B, C and E. What’s the difference? This year’s show floor is bigger and more modern than it has been in the past, consisting of three giant stages and more than 500,000 square feet of floor space!

2. Visit the Discovery Pavilion

Want to learn about all the latest and greatest products in the trucking industry? Learn about new equipment and how it could benefit you and your business as you interact with fellow truckers. Find information about individual booths and their products that will be in the Pavilion.

3. Visit the Landstar Health and Wellness Pavilion

GATS is a huge advocate for driver health. Landstar will be providing free health screenings for truckers, as well as cooking, fitness and other health related educational demos. Stop by the Health and Wellness Pavilion to try some tasty – and healthy – food alternatives, plus other wellness related products.

4. Get recruited

Is your current driving position the career of your dreams? If not, stop by the Recruiting Pavilion to find the perfect driving job for you. Here you will be able to get in contact with more than 100 exhibiting fleets who are all currently hiring new drivers. Speak to representatives, make a good impression and learn about all of the potential benefits! Learn about different job types and companies who you will be able to meet.

5. Participate in the Roadhouse Run

Whether you want to run, or just watch, come and support all truckers on Thursday, Aug. 24 at 7 p.m. for this year’s 5k run and walk. The location of the race has been moved to Trinity Grove, which is conveniently located near some of the most popular bars and restaurants in the area. All proceeds from the race will go to the St. Christopher Truckers Development and Relief Fund.

6. Trucker Talent Search

Watch three talented truckers, Michael Lochmiller, Terrance Mathis and Richard Woods, sing and perform on Friday, Aug. 25 at 3 p.m., as they all take the stage for some friendly competition. Enjoy the live performance, as well as an opening show from country star, Tony Justice!

7. Hang with the Red Eye Radio Network

Meet and greets, prizes, entertainment; The Red Eye Radio booth has it all! You will have the chance to meet the hosts of the show, as well as other celebrities and country music artists such as Tyler Farr, Janie Fricke, Tony Justice, Jayne Denham and Bill Weaver. Enjoy the music, and register to win prizes and other electronics!

8. Let TA Truck Service do the work

TA Truck Service technicians will be providing maintenance and repair services at the TA-Petro Truck Parking Community while you enjoy exhibits and entertainment at GATS. Park your truck at the lot, then schedule your service at the TA-Petro booth (#15022) and enjoy the show. See all of the services that TA Truck Service has to offer.

9. Get the best tire deals

Stop by the TA-Petro booth (#15022) meet with the TA Truck Service Commercial Tire Network team and take advantage of show special tire pricing that you’ll have to see to believe. You won’t want to miss out on these great deals, so go talk tires to the tire representatives from the Aug. 24 through 26.

10. Enjoy live entertainment at the TA-Petro Truck Parking Community

The exhibits in the convention center may close by 5 p.m., but at the TA-Petro Truck Parking Community at the Cotton Bowl Fair Park, the party has just begun! Enjoy live entertainment sponsored by Godspeed Expeditors, get some grub from the food vendors and enjoy the company of fellow truckers.

11. Experience the pet parade

Bring your big ball of fur to the TA-Petro Truck Parking Community for a parade just for them on Saturday at 5 p.m.! Celebrate your pet and all they do for you on the road, and at home. Let your four legged friend interact with other animals, and get the chance to win prizes and take home some giveaways for your special animal.

12. Pride and Polish

Want to see the wildest trucks on the road? Check out Overdrive’s Pride and Polish to see some of the most amazing show trucks. Do you have a truck that you think could compete? Register your rig.

13. Take a load off

After a day full of exploring at the convention, head across the street to Eddie Den’s Ranch for some free entertainment! Admission is free with a ticket, which are available in Lobby B at GATS. Enjoy live music from Tony Justice, Jane Denham and Bill Weaver, plus chow down with free barbeque sandwiches! You’ll want to preregister for tickets.

At times, certain aspects of a trucking career can be long and tiring. Make the time you spend this year at GATS stress-free and well worth it. Take time to interact and meet other truckers, learn about new products and technology, get involved in the fun happenings and activities and most importantly, have a great time. With these 13 exciting things to do at this year’s show, there isn’t a doubt that it’ll be the best one yet!

Linglong develop first 3D printed TPU tyre

Linglong Tire and Beijing University jointly develop China’s first 3D printed TPU tyre

Shandong Linglong Tire, a Chinese manufacturer of automotive tyres, has collaborated with the Beijing University of Chemical Technology to develop 3D-printed tyres made from thermoplastic polyurethane (TPU). Recently, the partners announced that they have successfully produced and tested a prototype of the TPU tyre.

According to Linglong Tire, the 3D-printed TPU tyre offers less heat build-up and – as a result – lower rolling resistance compared to conventional rubber treads. Furthermore, the company said that the TPU tyre is both safe to use and can easily be recycled when worn out or damaged. Another advantage is the manufacturing process of the TPU tyre, due to its lower costs compared to traditional rubber tyres. Linglong Tire said it expects that TPU will become the main material for the next generation of green tyres.

According to a report published by the website “3Ders.org”, to make the tyre, the joint team of researchers used FDM 3D printing to extrude layer after layer of TPU material. The 3D printed tyre’s design incorporates a hexagonal honeycomb structure, which is one of the strongest infill patterns for a 3D printed object, the report said. Traditional tyres are made using a tyre mould, which are costly and time consuming to make. 3D printing, said Shandong Linglong Tire, will streamline the entire process, making it not only cheaper, but also faster and overall more efficient. Having successfully tested their first 3D printed TPU tyre, the partners will move on to advancing the tyre’s design and the TPU’s composition in order to improve heat and moisture resistance, as well as overall performance, 3Ders.org said.

 

The new tire, Linglong said, is part of an effort to development environmentally friendly products using energy-saving, low-carbon materials. Linglong also has invested in several other research and development projects including dandelion rubber tires and graphene compound tires.

3D printed tyres are becoming an increasingly popular idea for tyre manufacturers, for example, Goodyear and Michelin have also released concept designs for additively manufactured tyres.