Everyone’s talking about AI; we give experts the floor.

Whenever people talk about the tech transformation, two letters pop up constantly, and rightly so: AI. As ChatGPT, the AI chatbot, put it after a moment’s reflection: ”AI is at the heart of the electric vehicle revolution. As these technologies evolve, we can expect even more innovative solutions that will shape the future of transportation, making it more sustainable, efficient, and enjoyable for everyone.“

The CTI SYMPOSIUM GERMANY in Berlin: Fresh perspectives, new insights
In Berlin, we’ll be shining a light on the hot topic of AI from several different angles. Renowned experts from all fields – from OEMs, suppliers and universities – will share their findings, and discuss how AI is transforming our industry. We’re also dedicating a special Deep Dive session to artificial intelligence, and the topic will feature prominently in two plenary lectures.

In her plenary lecture, Dr Sabine Calvo (VP Engineering Performance, Validations & Digital Transformation, Renault Group) will provide fascinating insights into the challenges of digital transformation from an OEM perspective. In terms of time-to-market acceleration and cost reduction during development, the Renault Group is striving for nothing less than a breakthrough. The solution strategy defines virtual twins for all functions, and ultimately for the complete vehicle, as priority goals. Dr Calvo will speak in detail on generative AI, data power and setting up the requisite backbones, as well as on the tools and methods that have been developed. In future, these will also include immersive simulation tools to involve people in the process.

Software is becoming increasingly important for the customer experience, and hence for customers’ EV purchasing decisions. For OEMs, Software Defined Vehicles (SDVs) are the future. William Wei (CMO & EVP, Skymize) expects this trend to take off in the near future, driven by artificial intelligence in the form of an “AI-First” approach. In his plenary lecture, he will predict deep changes, saying: “The AI-First Paradigm Shift in the Automotive Industry is imminent.” Instead of being mere computers on wheels, vehicles would then become smartphones on wheels, with over-the-air updates and individual features chosen from an app store as the norm. Rather than simply reacting to requirements, vehicles would anticipate passengers’ wishes, and fulfil them individually. We look forward to seeing the picture William Wei paints of this AI-First paradigm shift in his plenary lecture.

Data analysis in modern powertrain development: From concept to SOP and beyond
The technology company AVL has been focusing on data analysis and AI for some time, and both topics now feature strongly in its service portfolio. These innovative technologies are particularly effective during product development in the field of e-mobility. In his presentation, Dr Nikolaus Keuth (AVL) will show how AI and data analysis can help to improve efficiency in the automotive development process. He will examine the challenges European OEMs face, and show how data analysis can help to boost technical efficiency. Dr Keuth will discuss various use cases and toolboxes for data analysis, including BEV fleet monitoring and calibration robustness. Using customer examples, the speaker will show how the AI ​​methods developed and used by AVL to detect anomalies and predict service life can improve product quality, reduce development effort – and even do away with the need for prototypes. And as AVL has already pointed out, the potential cost savings from avoiding warranty claims and recalls are enormous – a further benefit of data analysis that extends beyond the SOP.

Successful deep learning: An impressively accurate virtual temperature sensor
“Sensors play a very important role in determining the performance of our power electronics systems,” says Skander Oueslati (BorgWarner). In his introduction, he will point out the inherent limitations and issues of physical sensors – such as accuracy, price and integration – to explain why BorgWarner is now developing virtual sensors. These are calculation models that can estimate physical values, based on other available information. After development and validation, the virtual sensors will be integrated into the target system as software components, and will replace or support values measured by ​​physical sensors.

The virtual sensor models are being developed with the aid of neural networks and Deep Learning. The training data for the Deep Learning models is generated in a Digital Twin simulation system. In Berlin, Skander Oueslati will present one of the virtual sensor models BorgWarner has developed. For 97% of all predictions, the temperature estimates this sensor delivers are accurate to within 1.6 degrees. That means it can indicate the temperature of the inverter circuit breaker more accurately than the physical sensors currently in use. This suggests that Deep Learning can be used to develop highly accurate virtual sensors, and thus to create lightweight clones of high-precision simulation models that can embedded and run on automotive systems.

Powertrains for heavy-duty electric vehicles: Machine learning accelerates the holistic development process
Unlike component-level optimization of electric motors and transmissions, which is well covered in specialist literature, system-level optimization usually still calls for manual iteration loops. As Anna Rozum (RWTH Aachen University) will explain, this poses particular challenges in the commercial vehicle sector. Here, developers must juggle two opposing factors: a highly cost-conscious development process, and a wide range of limited-production applications. Hence, as the speaker will show, simultaneous system-level optimization aims to accelerate the development process by drastically reducing the number of design iterations (e.g. due to package restrictions). Although genetic algorithms are currently considered state-of-the-art in powertrain optimization, they have a weak point: the time required to identify unfeasible solutions, and – due to the sheer computational intensity involved in cross-component optimization – to reject them completely.

This is where Anna Rozum brings machine learning into play. The solution she presents in Berlin will combine two case studies. First, she will examine differences in algorithm behaviour between vehicle-specific and modular designs. Second, she will compare selected machine learning approaches for holistic optimization in terms of performance, computing time, and suitability for this type of optimization. After presenting the current status of algorithm development, Anna Rozum will round off her talk by discussing possible process improvements.

Mastering complex EV thermal management: ​​Model predictive control and machine learning
The advent of battery-powered electric vehicles (BEVs) has significantly increased the importance of thermal management. In his presentation, Patrick Schutzeich (FEV Europe) will examine current trends in BEV thermal management, and describe the transition from traditional control approaches to model predictive control (MPC) and machine learning (ML).

In BEVs, conventional thermal management methods are often based on heuristic control strategies. But as battery systems grow more complex and environments more variable, there are limits to what these approaches can deliver.

Advanced controls such as MPC and ML, on the other hand, can meet these challenges. For acceptance of EVs to grow further, potential customers expect technical advances in both range and charging times. In simulations, FEV has already demonstrated that MPC-based thermal strategies can help on both counts. As the speaker will make clear, two factors are particularly beneficial: optimized in-car heating, and the avoidance of unnecessary battery cooling. As Patrick Schutzeich‘s presentation will show, we can expect to see important advances from predictively controlled thermal management in future.

Technical drawings: Using AI to harvest a vast treasure trove of data
A considerable amount of valuable data material exists in the form of technical drawings. So far, this data has remained largely unused. As Sascha Ott (Karlsruhe Institute of Technology (KIT) will make clear in Berlin, it’s time to stop extracting information the hard way – meaning manually – and use systematic analysis based on artificial intelligence (AI) instead. In order to extract design-relevant information from technical drawings and convert it into usable knowledge, the speaker proposes a multimodal approach that includes models such as transformer-based large language models (LLM) and neural networks.

Text-based information can be extracted and converted into structured text formats using advanced OCR (Optical Character Recognition). To streamline data processing, various components of technical drawings, such as tables and the actual drawings, are handled separately. The resulting knowledge base should be structured so that AI can use it later on – for example, for functional or error analyses. KIT is planning to demonstrate the approach, possibly in cooperation with potential customers. The demonstration will include possible pre-processing steps, results from the application and their interpretation, and a look at other use cases for the knowledge base generated.

Welcome to the CTI SYMPOSIUM GERMANY 2024
Why click or swipe when you can shake hands instead? Take a break from the digital world – and enjoy relaxed, real-life conversations about deep learning, digital twins, human and artificial intelligence instead. After all, personal contacts with colleagues, speakers and exhibitors and a relaxed atmosphere are what make the CTI SYMPOSIUM GERMANY 2024 so interesting – and so productive.

We look forward to seeing you in Berlin on December 3rd and 4th, 2024!

Cooling and lubrication for electric drives – a matter of smart management

Specialized e-fluids play a key role in electric drives. Whereas ICE drives only need a water pump and a radiator, modern electric powertrains require complex thermal management systems. Using immersive cooling with ultra-low viscosity e-fluids, developers can achieve highly integrated, highly efficient 3-in-1 e-drives. All these topics, with their many facets, are well worth exploring in depth.

CTI SYMPOSIUM GERMANY 2024: The big picture, plus all the details
The transition to sustainable mobility is one of today’s key issues, and one to which we are deeply committed. In 14 Deep Dive sessions with over 80 specialist presentations, our focus in Berlin will be on two things: precise research results, and real-life products. Because these individual steps are what bring us closer to our ultimate goal.

New technology analyzes heat management, including fuel efficiency
Hyundai Transys has developed a new analysis technology that predicts the heat transfer performance of 3-in-1 electric powertrains, quickly and accurately. The method that Sang-Min Park (Hyundai-Transys) will present in Berlin analyzes the heat management (heating/cooling) and fuel efficiency of a 3-in-1 system in real time under specific driving conditions, based on the torque requirements and rpm of the powertrain. The new technology involves three elements. First, the company developed a heat transfer analysis model that would run as fast as possible. Second, they added a model that can accurately predict the temperature of each individual powertrain component. And third, they developed an integrated model that reflects the results of heat transfer in the powertrain when analyzing vehicle fuel consumption. To verify the method’s fuel efficiency predictions, Hyundai compared them with an analysis of heat transfer performance (heat exchanger capacity, etc.) of a Hyundai IONIQ 5 in MCT mode. As Sang-Min Park will explain, developers have already used the new analysis technology on Hyundai Transys HEV and EV powertrains, to hone their competitive edge.

Immersion cooling for batteries: More efficiency, more safety
Direct immersion cooling is becoming more widespread in electric powertrains. In the field of battery technology, however, developers remain sceptical due to the hardware adjustments required. But if Ilaria Travi (Petronas) has her way, that could soon change. In the study she presents in Berlin, she will show the real-life benefits of immersion cooling. Petronas ran flow simulations to compare the results of indirect cooling with water/glycol coolant, and direct cooling with various dielectric fluids. The results were then validated by testing real battery cells with different geometries, cylindrical and pouch cells. The data shows that in a standard WLTP cycle, immersion cooling is up to 5% more effective than standard indirect cooling.

Petronas also ran thermal runaway studies to evaluate the safety benefits of immersion cooling. In real-life thermal runaway tests with cylindrical NCA and NMC cells, a central cell was heated to trigger thermal propagation. The results indicate that direct dielectric cooling can delay thermal runaway by up to six minutes. This would give vehicle occupants valuable time in which to escape, and offer the battery management system a window in which to secure the system.

New valve block type solves issues in the refrigerant circuit
Adding heat pump functionality to the refrigerant circuits of BEVs makes them significantly more complex. As Frank Hohmann (IAV) will describe in Berlin, IAV GmbH has now developed a new type of valve block, together with a customer. The aim was to simplify the refrigerant circuit – and hence reduce system costs – via high levels of integration. Unlike conventional solutions, where each changeover valve requires a separate electric actuator, the new valve block requires just one electric actuator overall. So by eliminating actuators, connections and controls, the new development reduces costs.

The refrigerant valve block was developed on the basis of the R744 refrigerant circuit in the VW ID.3. It can also be used in a modified form for other refrigerant circuits and common refrigerants, such as R1234yf and R290. Frank Hohmann will present the innovative valve block in detail, and will round off his presentation with an outlook on the next development steps.

A successful co-operation: Developing a tailor-made Electric Driveline fluid for an e-axle platform
New technologies for innovative e-drives bring fresh tribological challenges in their wake.

Building on their long-standing cooperation, Magna Powertrain and FUCHS have now implemented a new project. This involves harnessing their broad experience in conventional drive technology to develop an innovative electric driveline fluid (EDF) that is perfectly tailored to Magna Powertrain’s e-drive platform. As Thomas Kraft (FUCHS Lubricants Germany) will explain in Berlin, the main aim was to find solutions in four key areas: optimized oil viscosity for efficiency, wear protection and NVH; oil foam formation and entrainment at higher e-machine rpm; compatibility with copper and other e-machine materials; and clutch performance with torque vectoring. The new fluid – FUCHS BluEV EDF – ticks all those boxes, and is suitable for use across the entire Magna Powertrain e-drive platform portfolio.

Robust e-fluid cooling concepts for e-drives with high power density
Next-generation EVs require highly integrated powertrains that can perform on a par with their larger counterparts, yet dissipate heat within a smaller volume. Dr Stephan Schlimpert (Flanders Make) believes that directly oil-cooled motors are a promising solution, but says some challenges still need to be overcome in order to make them robust. By way of a solution concept, he will present a robust design methodology, coupled with novel cooling and non-contact sealing technologies. The methodology was developed in close cooperation with Lubrizol, and included rigorous testing and analysis of material compatibility with a dielectric oil under various operating conditions. Using the novel Design Guide and the non-contact sealing concept, a robust e-motor with modified robust materials was created. It has a power density of 50 to 70 percent, and incurs no additional churning loss from oil penetrating the air gap. The Guide that Dr Schlimpert will present in Berlin sets out a strategic approach to fluid powertrain compatibility without the need for costly design iterations. It also outlines the next steps towards a unified e-fluid solution for electric vehicles.

Optimizing e-fluids: Do standardized drive cycle tests (WLTP) tell the whole story?
OEMs are switching to lower viscosity fluids, and wish to quantify potential efficiency improvements in electrified powertrains without compromising on hardware protection. For this, as Andrew Wood (Infineum UK) will explain in detail, WLTP tests alone are not enough. The only way to obtain sufficiently differentiated test results is by combining WLTP with steady-state tests that cover the entire operating range. Infineum has conducted both WLTP and steady-state tests in electric drive units at different temperatures, loads and speeds. The company has also examined the effects of viscosity (low and ultra-low viscosity fluids), the quality of the base material (Class III and IV base material), and boundary friction additives. In addition to efficiency gains, the tests also examined the impact on hardware protection. In Berlin, Andrew Wood will be discussing a wealth of individual results in detail. For example, it can be proven that boundary friction additives significantly improve efficiency, especially at low speeds and high temperatures –a fact that WLTP tests do not reveal. The new findings can assist companies in developing special lubricant formulations for high-efficiency e-drives. Infineum is currently in contact with a number of customers and OEMs to assess their interest in this approach.

Diverse challenges: Lubricant solutions for electrified heavy-duty drivetrains
The wide range of electric motor concepts and architectures for on-highway applications calls for various specific lubricant solutions. As the market leader, Shell has now launched a new e-fluid portfolio with tailor-made products for wet and dry electric motors. In his presentation, Leonard Kieckebusch (Shell Global Solutions) will discuss the demands that different electric HD drivetrain systems make on specific e-fluids. With wet electric motors, for example, what are the trade-offs in terms of wear protection, corrosion protection and electrical properties?
The specific test procedures used in the heavy-duty sector are equally fascinating. Shell uses drivetrain test benches to compare the properties of candidate fluids at various relevant load points. These load points vary from city buses to long-haul transport, and must be carefully selected in collaboration with the OEMs. When developing new lubricants, the overarching focus  is sustainability. In Berlin, Leonard Kieckebusch will present examples of circular economy initiatives and low-carbon components for e-fluid formulations, such as reclaimed base oil.

Ultra-low viscosity e-fluids: Reduce to the max
Low viscosity e-fluids offer better heat management, and can further improve the efficiency of directly cooled electric motors. Hence, developers now strive to take viscosity values ​​as low as possible. But as Dr Amanda Eastwood (Lubrizol) will ask at the start of her presentation: “How low can we go?” Lower viscosity can sometimes weaken the strength of the oil film, and to protect the hardware, appropriate wear behaviour – as defined by original equipment manufacturer (OEM) engineers – must be ensured. With this in mind, Dr Eastwood will discuss and answer the question of what viscosity values ​​can actually be achieved in real life. As she will show, new advances in e-fluid powertrain technology mean there is no need to compromise on other performance aspects, such as transmission wear and bearings protection. Dr Eastwood will conclude her analysis by sharing results on how the new e-fluid technology performs in real-life e-hardware.

Welcome to the CTI Symposium Germany!
Be there on December 3rd and 4th, 2024, when decision-makers and experts share their cutting-edge insights into the topics that are moving our industry. Discover your personal highlights in a two-day program packed with special Deep Dive sessions, lectures and discussions – both in the plenary session, and at CTI EXPO.

“Create a female network early in your career”

At the 2024 USA CTI Symposium in Novi, the ‘Female Session’ – organized by CTI and the AWA foundation – took place for the first time. We spoke to Sarah Zitouni, Director of Hybrid Powertrain Strategy at Aurobay, who shared her experience as a speaker in the session.

Ms Zitouni, what were the goals of the first Female Session at the CTI symposium last May?
The interest in having a dedicated female session at an international conference is at least twofold. Firstly, it’s essential to demonstrate the presence of women to one another. It can feel isolating to sit in a room with 360 chairs, like we have at CTI, and not see another woman nearby. Therefore, it’s important to encourage women to attend more of these events. Being a pioneer is never easy. The second aspect is that this session provides an opportunity for networking and exchanging information, which can benefit our companies. Connections made among women in the industry may be stronger than those formed otherwise.

What was your role, and how did you contribute to the session?
One session in particular, the one I proposed, focused on how to become a speaker at events. If we look at the CTI program now, despite the organizers’ best efforts, there are still very few female speakers. Few panelists are women, and none of the chairs are held by women. We need to increase these numbers, and this requires a collective effort from everyone. My contribution to this effort, as a speaker at Novi, was to share how I got here, how can you prepare your presentation, and how can young female engineers become the next speakers at CTI.

What can the younger generation do better to get there?
That’s the key aspect, the significance of diversity. Diversity brings different opinions and perspectives into the room, which is crucial in today’s world – a world undergoing the fastest transition any of us have ever experienced. Solving these complex issues requires more minds and greater diversity. We need to open up the room and share speaking opportunities with a broader range of people because they will bring new insights to the table that we haven’t heard before.

How do you experience the drive to get more female engineers into powertrain development?
I think it varies greatly from company to company. I’ve seen some companies take a very active role and make real progress. Let me give you a number: more diverse companies have turnovers and profits that are eight percent higher than those of less diverse companies. So there’s literally money in diversity. Some companies are leading the way in this regard. I know of some that have increased their share of female engineers from 20 to 40 percent, which is almost at parity – an impressive achievement. On the other hand, some companies still seem to rely on things happening on their own. They say, „We don’t discriminate,“ and hope that will be enough. But it requires an active approach – to actively seek out talent and to demonstrate through role models that being a woman in the automotive industry is normal.

Speaking of diversity, what was the reason for launching the Female Session as an exclusively female group?
The need for a non-mixed conversation, or a conversation in a non-open setting, stems from the freedom of speech it allows. The truth is that when you’re in a group with a shared understanding, discussions, stories, and ideas flow more easily. Several studies have shown that even adding just one man to the group, even if he’s an ally and supportive, can stifle that flow of thoughts, making it harder to share difficult experiences. It’s a bit like what happens with unions – they also gather among themselves. Based on those discussions, it’s then productive to have conversations with management and other stakeholders. This is the same idea.

For me as a boy, a long time ago, it seemed natural to be interested in technical things. How do girls find out they are interested too, and have the talent?
Many studies show that girls begin to underestimate themselves as early as age four, so it’s crucial to address this issue early on. All games and activities related to STEM subjects – science, technology, engineering, and math – should be equally targeted at both boys and girls from a young age. It’s important to continue fostering interest in these topics. We should also highlight role models, as CTI is doing, by showcasing those who are already succeeding in these fields. When we show that women can be inventors, creators, directors, or CEOs, it helps normalize that image in everyone’s mind, for both boys and girls, and opens up perspectives that may not exist today.

How has your own career path been, and what suggestions do you have for others?
My journey in the automotive industry has been quite bumpy. I dreamt of playing with big cars since I was four years old. When my dad explained how a combustion engine worked, I couldn’t understand why all kids weren’t fascinated by it. Every decision I made during my studies was aimed at getting to where I am now. But at every step in my career, I encountered people who told me that what I was doing was uncommon or even not allowed. My ambition is for the next generation to have the freedom to pursue whatever they want. So, my advice is not to listen to those who say it’s impossible. There are many role models in the industry – Mary Barra is one of them. Another piece of advice: build a strong network early on, including experienced women, because that network can help you progress.

Interview: Gernot Goppelt