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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

Efficiency drives: Electric powertrains with endless possibilities – and slim solutions.

The transition to sustainable mobility is all about efficiency. Key demands include frugal energy consumption for electric drive systems, and faster development processes. From a vast range of possible architectures and technical alternatives, designers must develop highly individual concepts – then fit them into ultra-slim drive units. 

CTI SYMPOSIUM GERMANY 2024: An inspiring ideas pool, and a dependable guide
In fourteen Deep Dive sessions with over 80 specialist presentations, all the latest technical developments are on the agenda in Berlin. Browse our program and discover all the relevant topics and current trends for your specific field – plus a wealth of surprising insights and groundbreaking solutions. 

Highly integrated EDUs
In the rapidly evolving EV industry, efficiency, cost reduction, and system simplification are paramount. hofer powertrain’s new xONEsolutions set a new standard with innovative eDrive systems that integrate key components into a compact unit, reducing materials and costs by up to 25% and achieving up to 97% efficiency. The xONEdrive and xONEbattery combine vital functions like onboard charging, DC-DC conversion, and thermal management into scalable solutions, supporting voltages from 400 V to 1250 V. These advancements offer a plug-and-play approach for OEMs, enhancing flexibility and paving the way for the future of e-mobility.

In his analysis, Dr Håkan Sandquist (InfiMotion Technology Europe) is equally upbeat on the benefits of integrating additional functions such as DC/DC conversion, on-board charging and battery management system (BMS) into the traction inverter. As he will explain in Berlin, the speaker sees it as a “decisive step on the road to more efficient, more compact and more cost-effective electric drive systems in next-generation vehicles”. Dr Sandquist will underscore how integration permits seamless communication and the coordination of different subsystems, both of which boost overall system performance. He will also share up-to-the-minute information, and present an innovative X-in-1 EDU developed by InfiMotion whose SOP recently began in China. 

Always a gripping topic : Wheel hub drives and AWDs
Sophisticated all-wheel drives with two powerful electric motors and ultra-compact wheel hub motors are one of the most fascinating e-drive applications – and an endless source of interesting challenges for developers. 

How do different e-motor architectures and axle decoupling options affect the energy efficiency and system costs of 4WD BEVs? To answer that question, Jeff Waterstredt (BorgWarner) will be presenting a simulation-based study that compares the performance of permanent magnet (PM) and induction (IM) motors on front and rear axles, with and without disconnect clutches, under different driving cycles and power-to-weight ratios. The study also examines the impact of the disconnect clutches’ positioning on transmission drag losses and motor efficiency. As the speaker will show, the best configuration for optimal energy efficiency and system cost reduction across all operating conditions is a combination of IM and PM motors with disconnect clutches on both axles. This finding challenges the conventional view that induction motors for secondary axles eliminate the need for, or benefits of, axle decoupling. 

Are there new opportunities for wheel hub drives, and could they even become cost-effective for the mass market? In his analysis, Patrick Starke (IAV) will first point out the classic advantages in terms of package and driving cycle consumption, then show how factors such as axial flow machines and radial flow machines with double rotors can improve affordability by increasing power and torque densities. The speaker will present a study that offers in-depth answers for a passenger car in the C segment. He will compare various wheel hub drive trains with a conventional central drive, and analyse the combination of inverter, electric motor and battery with regard to costs, energy consumption and package. Other points will include the benefits of improved vehicle aerodynamics, and the use of more cost-effective battery storage in various future scenarios. 

Tough challenges : Three highly efficient solutions 
Cost-sensitive customers, rising material prices, falling subsidies … electromobility is facing serious challenges. To succeed, modern drives must be developed quickly, then made market-ready as soon as possible. The three projects described below show how this can be achieved. 

Slim e-axles for affordable vehicles 
Matthieu Rihn (Marelli EPT Strasbourg) is convinced that the demand for compact, affordable vehicles will grow. In his talk, he cites trends in markets such as India and quotes Luca de Meo (CEO of Renault), who proposed targeted promotion measures for European small cars in his “Letter to Europe”. For the e-axles these vehicles require, weight and cost reductions are top priorities, and their system power should not exceed 100kW. As Matthieu Rihn will explain, developing slim e-axles calls for a new approach at system level. The e-motors are small, with high RPM; inverters are integrated into the main housing, and preferably run at 400 V; cooling and lubricant circuits are optimized to the max. The aim is to not only use existing, proven technology, but to integrate it intelligently as well. When it comes to slim e-axles, less is definitely more. 

EDU system with > 94% average cycle efficiency 
AVL has been looking at ways of increasing range and charging speeds by improving the overall efficiency of BEVs. As Wilhelm Vallant (AVL) will show in Berlin, the result is a highly efficient EDU that consumes just 10 kWh/100km and has an average WLTC cycle efficiency of >94% at the charging point. The speaker will first describe the framework conditions AVL set in order to determine the most suitable EDU system for a B/C segment vehicle with maximum energy efficiency. The methodology for the concept evaluation and initial dimensioning of the electric motor, transmission and inverter components was structured with the aid of AI-supported DOE. Target achievement was verified by means of hardware bench tests. To achieve the highest average final efficiency in both WLTC and CLTC, various system designs were also compared and their differences mapped. The study was based on a customer project that ran in parallel to the company’s internal R&D activities. 

Valeo Gen5 eDrive : A platform solution with extreme power density 
Karsten Kühlkamp (Valeo eAutomotive) will be presenting a new electric axle platform called Valeo Gen5 Drive. With a wealth of technical options (400V or 800V nominal voltage, oil and water-cooled motors, parking locks and disconnectors, scalable power modules), this new drive is designed to meet market requirements in full. The Valeo Gen5 eDrive is an optimiszed, scalable solution for power classes from 100 kW to 250 kW, in a flexible vertical or horizontal architecture with common interfaces, components and subsystems. As the speaker will explain, this is the key to continuous optimiszation processes in terms of performance and efficiency. In his presentation, Karsten Kühlkamp will focus on the platform solution for the medium (150 kW) power segment. His simulation and test results will show how the prototype based on the platform solution combines outstanding power density with high WLTC driving cycle efficiency. In a more detailed analysis, he will identify different design features that help to reduce losses, and discuss possible measures for taking efficiency higher still. 

Toyota’s Accessible People Mover: Mobility for Olympic participants 
At the 2024 Olympics and Paralympics in Paris, Toyota provided an entire fleet of Accessible People Movers (APMs) for people with reduced mobility. Toyota Motor Europe was responsible for all aspects of vehicle development, from initial design concepts to vehicle production at Toyota Caetano. Key project partners were FEV Europe GmbH, and the battery supplier Forsee Power. In a joint presentation, Thomas Haine (Toyota Motor Europe), Frederik Baudrier (Forsee Power) and Nabal Pandey (FEV Europe) will provide insights into how the APM electric drive system was developed.   

In their three-part talk, they will pay special attention to the 48V traction battery. Part One will describe how the development work was frontloaded by creating a virtual vehicle model, then running simulations to select standard drivetrain components. Part Two will describe how the selected components were integrated into the drivetrain system. Part Three will cover the validation process for both the design, and the effectiveness of countermeasures derived from the design review. Overall, the presentation will offer deep insights into the development of 48-volt electric drivetrain systems for low volume production. By combining cost-effective design solutions with flexible control logic, Toyota and its partners were able to meet unique product requirements. 

CTI Symposium Berlin: Book now to end 2024 on a high note! 
Be right there when decision-makers and experts share cutting-edge insights into the topics that are moving our industry on December 3rd and 4th, 2024 in Berlin. Select your own personal highlights from a two-day program packed with Deep Dive sessions, lectures and discussions by decision-makers and experts in the plenary session and at CTI EXPO. Once again, the undisputed glamour highlight will be the Networking Night, held in the Arminius Market Hall. This year’s program also features two new highlights: The special START UP AREA is a showcase for potential stars of tomorrow, while our WOMEN @ CTI SPECIAL PROGRAM is reserved exclusively for female participants.  

Welcome to Berlin! 

Sustainable battery materials are the big trend

Professor Maximilian Fichtner, Executive Director & Head of Solid State Chemistry, Helmholtz Institute Ulm

Batteries are still the biggest cost factor in battery-electric vehicles. How can we reduce costs significantly to make EVs more affordable? How do we make batteries safer, and what
new materials are emerging? We asked Prof Maximilian Fichtner from the Helmholtz Institute Ulm for his insights.

Professor Fichtner, what significant advances can we  expect at the battery cell level in terms of energy and power density?

A lot has happened at the cell level recently. We can construct larger cells and avoid the small-scale approach we had until now. That is because today’s manufacturing technology allows for manufacturing bigger units without defects. This results in systems with significantly less dead material – meaning packaging, housing and connections – and more room for the actual storage material. This, in turn, opens up completely new possibilities: You can either keep the same battery chemistry and get much more range. Or you can use the extra space for materials we haven’t used so far because while they are sustainable and cheap, they were too bulky. So these larger cells solve that issue. The keywords here are cell-to-pack and cell-to-chassis. Blade batteries, for instance, go in the direction of cell-to-pack. And Tesla, for example, is doing cell-to-chassis. In this case, you glue the cells together to make a solid block that becomes part of the chassis.

What materials do battery cells use in the future?

At the moment, the winner is iron phosphate. It doesn’t have massive storage capacity, but it’s cost-effective and safe, with a sustainable composition. Iron phosphate is used for cathodes, the positive electrode of the battery. In the anode, otherwise, we still have graphite. Currently, silicon-carbon composites for the anode are being developed, they will definitely come. These siliconcarbon composites have four times the storage capacity of graphite, which makes about a forty percent difference across the cell. So, simply by using a material like that for the negative terminal, we can achieve the goals we set ourselves for solid-state batteries, only using classic lithium-ion technology with a liquid electrolyte.

Some say solid-state batteries are safer than batteries with a liquid electrolyte…

With solid-state batteries, we’re actually going back to the roots of lithium technology by using the pure, metallic, lithium as an anode. That gives you a very compact lithium-metal storage. With graphite, the lithium diffuses into the rather bulky carbon host structure. That works well, as we know, but the lithium is diluted by a factor of eight. However, when using the Li metal and a liquid electrolyte, repeated charging and discharging leads to the formation of fine needles on the metallic electrode – so-called dendrites. These dendrites grow through the cell and can cause a short circuit. If you replace this liquid electrolyte, you can put a solid wall in their way so to speak. Of course, safety-wise, having no flammable electrolyte in the battery would make sense. However, solid-state batteries have had a great future for quite a while now … but they haven’t materialized yet.

How can you prevent thermal decomposition – and how much can new materials help?

Up until now, we’ve been using materials that decompose under heat – particularly cobalt oxide and materials with high nickel content. They decompose, and oxygen is released. In a high state of charge, this starts to oxidize the electrolyte. These are processes that can take place when the battery gets too hot. And the oxidation is exothermic, meaning it generates even more heat. That heat accelerates the process further still. The battery overheats, the electrolyte evaporates, you get overpressure in the housing, something cracks, the battery blows off and then the whole thing can ignite. But let’s say I use iron phosphate as the cathode material instead. That’s going to fail at some point too, but it won’t decompose exothermically and release oxygen. So there’s no self-heating process there.

Price is another crucial point. Which batteries would you choose for an affordable ‘People’s BEV?’

If I compare the different designs, right now cell-to-pack technology from the Far East can save 30-40 percent on construction and connection technology. Then you can use very affordable materials, for instance, iron phosphate. That costs less than half as much as high-nickel materials. So, with a combination of engineering design and cell chemistry, you can produce significantly cheaper batteries. In China, for example, I can buy a BYD with a range of 350-400 km under WLTC for €14,000.

In Germany, by the way, prices started from €30,000 in 2023, because that’s what the market allows. The Chinese say ‘thank you very much’ and double their margin. The next step is sodium-ion batteries for small cars. The first models are already on sale, from HiNa. And now CATL, the battery manufacturer, is supplying the first sodium-ion cells for another OEM. The small car from HiNa costs the equivalent of €9,000.

Where do Europeans, and Germans, in particular, stand on battery production? How do you rate their prospects?

Germany has stopped dragging its heels and is now almost a role model. It understands how vital it is to make batteries near where you make your cars. There is another aspect, however: battery manufacturers like CATL will soon be selling the whole skateboard, not just the battery. That’s an electric platform with four wheels and a range of 1000 km, with the charging and power electronics, electric motors, battery, etcetera all built in. So, manufacturers with no access to their own batteries will be outsourcing a significant chunk of the added value and will end up completely dependent on providers like CATL. Currently, Germany is planning for fourteen gigafactories by 2030. If they all get built, Germany could meet half of Europe’s demand for battery cells. The question then will be how far you go in terms of platform integration; it’s not just about the battery.

In a nutshell, what’s the big battery trend in the next few years?

Sustainable battery materials are the big trend. In terms of performance we’ve made considerable progress, so now these compositions – which are less powerful but more sustainable – can work very  well. They can use their strengths to the full in the new battery designs, and we’ll take advantage of that. Everyone’s talking about iron phosphate. The Chinese are backing it, and, since mid of 2022, Tesla is using it in the positive electrode on more than half of its fleet. Germany will probably do the same thing. The result will be batteries that are significantly more sustainable and environmentally friendly.

Interview: Gernot Goppel

The Powertrain as an Intelligent System

The automotive world is changing, and the CTI Symposium is helping to drive the transformation. Where will the boundaries of powertrains lie in future? While powertrains will still be centre stage of the Symposium, the scope will expand. Artificial intelligence will play a growing role, and so will the provision of energy sources.

The 22nd CTI Symposium 2023 in Berlin (5 – 6 December) began with an important announcement, as Prof. Ferit Küçükay handed over his role as chairperson to Prof. Malte Jaensch. Jaensch‘s primary role is Chair of Sustainable Mobile Powertrain at the Technical University of Munich. Professor Küçükay will stay with the Symposium in the role of Founding Chairman. Malte Jaensch justifiably praised his predecessor’s work for CTI as a “lifetime achievement.”

For nearly 25 years, Professor Küçükay shaped the themes of the CTI Symposium, and oversaw a number of paradigm shifts along the way. It all began in late 2000, just after Professor Küçükay became head of the Institute of Automotive Engineering at the TU Braunschweig. One day, he took a call from Sylvia Zenzinger, now the symposium’s conference director. Would he be interested in chairing a new congress on vehicle drives? Küçükay agreed right away.

Since then, both the Symposium’s topics and its tagline have evolved steadily. In 2010, hybrid and electric drives were added to the programme and tagline. Recently, “Automotive Drivetrains, Intelligent, Electrified” has reflected the growing importance of electrification. Today, the CTI Symposium is a major international event, with presentations held exclusively in English.

This December, the Symposium changed its tagline to “Automotive Powertrain Systems”. This reflects two current developments: Firstly, that electrification is now a perfectly normal powertrain topic; secondly, that adopting a system view is crucial when developing vehicle drives.

The BEV for Everybody
As Professor Malte Jaensch specified in his opening speech, we need to consider the powertrain as a system and understand how all the individual components work. That starts with electric motors, gearboxes for elctric drives, inverters and batteries – and extends right up to the overall vehicle and, of course, the consumers’ wishes.

With BEVs, another question is how to make them affordable for everyone. In Berlin, this was the focus of the Executive Discussion “The BEV for Everybody”, with participants Karsten Bennewitz, Volkswagen, Marcus Lott, Opel, Prof. Maximilian Fichtner, Helmholtz Institute Ulm, and David Green from Lynk.

The first question was, “When will BEVs dominate the vehicle market?” Using their voting app, the majority of audience members said it would be when cost parity was achieved with other drive types. In second place came adequate infrastructure, followed by sufficient range and/or faster charging times.

On costs, Bennewitz agreed that we need to approach cost parity, but said Germany already had an adequate charging infrastructure, with high numbers of fast charging stations. He cited fun-to-drive as a further important factor for winning over consumers to BEV. From an OEM perspective, he does not foresee an immediate switch to BEV, saying markets such as India had totally different requirements.

Marcus Lott took a similar view. He said combustion engines are still needed for other markets, but PSA and Opel have started their electric transformation process early on, driven by legislation. If legislation were to develop less stringently in Europe, reverting to conventional drives would not pose a problem. That said, consumers who switch to BEV “never go back”. As for costs, the competition in China is making us “fit and lean”.

David Green, from the Geely subsidiary Lynk, said other forms of ownership were a way to reduce costs. Lynk’s offering includes a subscription model that could be canceled at any time, but also a
rental model that increases vehicle use times, and thus distributes costs more effectively over the life cycle. Unlike Bennewitz, Green thinks charging options could be improved, noting that ‘BEV for Everybody’ would not work if you lived in an apartment in Munich, or any other urban area with poor charging availability.

For Professor Fichtner, a battery expert at the Helmholtz Institute, the main lever for making BEVs affordable is new battery technology. In future, he said, charging times of ten minutes for a range of 700 km would be possible. In addition, cost issues should be bundled with other issues: whereas batteries can be recycled, fossil fuels are “gone” once you burn them.

The discussion may have been a starting point for further questions in the future. One may be: How can we make make used BEVs more attractive, for example through more hardware and software update abilities?

The advent of new battery technologies
But back to batteries for now: Prof. Fichtner examined batteries more closely in his plenary speech, “Recent trends in battery research and development”. Given the growth of e-mobility, he said, Europe would need a production capacity of around 1 TWh in 2030, compared to just 21 kWh in 2020. On the other hand, we need higher numbers of sustainable batteries, and hence new raw materials. On the cathode side, these would lithium iron phosphate (LiFePO4), lithium manganese oxide (LiNi3/4Mn1/4O2) and nickel manganese (LiMnO2), all without cobalt. New anode materials were also expected, such as silicon carbon composites. These would enable 40% more energy content at cell level, putting them on a par with solid-state batteries – a technology he said has had a great future for a long time, but one that might not materialize.

In future, sodium batteries would enable batteries that required no critical raw materials. And generally, lithium, nickel, cobalt, graphite and copper could be replaced by sodium, iron, magnesium, hard carbon and aluminum. Since some new developments would mean reduced energy density, Fichtner advocates close collaboration between chemists and engineers in order to optimize battery weight and packaging at the construction level. He cited CATL‘s cell-to-pack process as an example.

Battery topics were also discussed intensively in the Deep Dive sessions. Presentations by TotalEnergies and Valeo covered cooling aspects, while APL reported on “Mastering Thermal Runaway” and Marelli dealt with wireless battery management systems.

Remarkable progress in e-motors and e-drives
As to future electric drives, Jörg Gindele from Magna Powertrain talked about the companies next gen e-drive portfolio. He said system efficiency of the new development is 93% (motor efficiency 96.3%), namely in WLTC and with additional highway components – so basically, in real life operation.

The high system-level efficiency is due to the significantly expanded sweet spot, Gindele said. This also helped for what Magna calls the ‘complementary operation’ of the front and rear axle drives. Basically, this means the gear ratio of the front primary drive can be made longer, and hence more efficient, while the secondary (rear) drive, which can be activated at will, can be configured for performance.

A few design features: The drive is so compact that it can tilt 90 degrees and be used on either the front or rear axle. To optimize motor costs, the magnets are fixed by mechanical means only, using flaps. The active fluid control system uses a pump actuator taken from transmission technology. Since its direction of rotation is reversible, the oil flow can, for example, be distributed between the motor shaft and the winding heads. An HV Embedding process reduces shift losses, while Optimized Pulse Patterns smooth out the drive’s pulse – and hence vibration – behavior.

Gindele concluded with an outlook for further goals in tomorrow’s drives. These included new magnet-free motor concepts, the elimination of rare earths, GaN architectures for both 800 and 400 V, and further digitalization, for example the Digital Energy Twin, to improve range prediction.

His speech is just one example for the lively development activitiy in the e-drive field. In Berlin, no fewer than three Deep Dive sessions with over 14 presentations were dedicated to e-motors and e-drives. Just a few examples:

Volkswagen presented their new electric MEB platform in detail. Great wall introduced the e-drive architecture of their ORA Lightning Cat. DeepDrive talked about the advantes of the radial-flux electric machines. New e-motor technologies and approaches were presented by ZF, Infimotion, BorgWarner, Dana and Valeo. American Axle discussed solutions for high-speed e-motors, Valeo talked about optimizing e-drive efficiency. AVL List presented their development process for an e-drive system, and Hofer Powertrain several torque vectoring solutions for unique markets.

This short list shows how manifold the e-drive topic is and there is much more to come and discuss on upcoming CTI symposia.

How are OEMs electrifying?
Volkswagen, Mercedes-Benz and Opel gave insights into their plans for further electrification.

In his plenary speech, Thorsten Jablonski showed how the Volkswagen Components Group was transforming itself into an Electric Powertrain Supplier. Until recently, the group and its 69,000 employees manufactured transmissions, combustion engines and more. Today, it’s becoming an electric drive supplier with a holistic perspective that includes e-drives, inverters, batteries and thermal management, as well as their system integration. In future, Jablonski said, the SSP platform (Scalable Systems Platform) would be used in a scalable manner for all Group brands and segments. His comments on scalable battery technology were equally interesting: At its Powerco subsidiary in Salzgitter, Volkswagen is planning different cell chemistries for different vehicle segments: iron phosphate for the entry level, high manganese for the mass market, and increased silicon content as a best-in-class application.

Konstantin Neiß, Mercedes-Benz, began his plenary speech by reiterating his company‘s commitment to becoming CO2-neutral by 2039. He said Mercedes was also investing in transforming its Stuttgart plant for more electrification, with a focus on batteries and e-drives. This includes small series production of Li-ion cells, though Mercedes plans to buy in more from various sources. Neiß also mentioned the acquisition of Yasa, which will produce performance electric motors at its Berlin factory. In 2025, Mercedes plans to launch its first ‘electric first’ platform (MMA), for which combustion engines are just one of several options. Neiß then showed a vehicle based on this MMA platform: the Concept CLA Class. He put the powertrain overall efficiency at 93%, with an energy consumption as low as 12 kWh per 100 km. The range would be 750 km (WLTC), and 400 km of range could be ‘refueled’ in 15 minutes. The speaker then touched briefly on the Vision One-Eleven vehicle, which features axial flux machines by Yasa. The advantages of this design: very short, very good continuous performance, and low weight.

In his plenary speech, Marcus Lott, Opel, talked about the “BEV for Everybody” that Opel and its parent company Stellantis are striving for. From 2024, Opel wants to offer at least one BEV in every vehicle series; from 2025 on, every new launch would be a BEV. In future, Opel would have access to four Stellantis platforms with ranges of 500 to 800 km. The group was pursuing a circular strategy for batteries, including a ‘second life’ and materials recycling. Lott noted that Opel has also offered an FCEV transporter – the Vivaro-e Hydrogen – since 2021. The design is interesting: a 45 kW fuel cell stack, and a battery and electric drive with a maximum output of 100 kW each. At 10.5 kWh, the battery is fairly large and provides around 50 km of electric driving; the total range is 400 km. Opel describe this as a “mid-power concept” with an optimal balance of customer benefits. In 2023, Lott said, Europe had over 150 700-bar gas stations; by the end of 2025, that should rise to more than 450. According to the EU AFIR (EU Alternative Fuels Infrastructure Regulation), from 2030 on filling stations of this type will be mandatory every 200 km, plus an additional station at every urban node.

Heavy commercial vehicles have diverse requirements
Requirements in the heavy commercial vehicle segment are different from those for passenger cars, as the Expert Discussion “Who Will Take the Heavy-Duty Vehicle Volume – FCEV, Green ICE or BEV?” confirmed. The participants were Gernot Graf, AVL, Michael Himmen, Hydrogenics, Loek van Seeters, DAF, and Götz von Esebeck, Traton.

Right at the start, audience members were able to cast their app votes in response to the question: “Which drive concept will take the volume in heavy-duty vehicles in the long run?” Multiple answers were permitted. Overall, 47% said BEV, 45% FCEV, 31% H2 combustion, 22% e-fuels, 18% HEV and 14% diesel engines. This showed just how diverse the possible solutions are considered to be.

This diversity was reflected in the views of the discussion participants. Gernot Graf argued in favor of hydrogen for both FCEVs and combustion engines, saying fuel cell had an efficiency of around 50%, a combustion engine slightly more. He said, it all depends on the application: Above a certain performance threshold, you need a combustion engine with its better power-to-weight ratio. Fuel cell are better under partial load, combustion engines at high and full load.

Götz von Esebeck was sure that BEV would dominate in terms of volume. In the transport business, he said, TCO is king, and electricity weill be the cheapest option in future. He even sees opportunities for BEV on long hauls, especially since fast charging were not an issue for the large batteries involved. Of course, the infrastructure would need to be built first.

For Michael Himmen there is no “super answer for all”. Fuel cell would come; there is a “momentum”, he said, as the industry has special requirements in terms of weight and distance. Transporting goods from Poland to Spain, for example, would remain challenging for a long time to come. Markets like India would still need ICEs for many years, due to the lack of infrastructure. Interestingly, Himmen also sees fuel cell mainly for stationary applications. He said Hydrogenics and its parent company Cummins were covering this aspect as well.

In the discussion and the plenary speech he gave earlier, Loek van Seeters spoke in favor of developing all drive options, then seeing which prevailed. After all, new technologies needed a certain ramp-up time. Today we still needed diesel engines; drives that used no fossil fuels would not arrive around 2040 – but DAF is committed to developing them. In his talk, the speaker presented the manufacturer‘s range of drives for commercial vehicles. Besides conventional drives, this includes hybrid drives, purely electric tractors and, as of 2021, a tractor with a hydrogen combustion engine. But in order to achieve the EU goal of reducing CO2 emissions from electrically powered trucks and buses by 45% by 2030, he said a lot more would have to happen. Per year, 42 TWh – the equivalent of 17 million households or 11 nuclear power plants – would have to be upgraded. We also needed 280,000 charging stations and 50,000 public charging stations; the rollout is still progressing far too slowly, he said.

AI – the 5th revolution?
Another topic is currently growing at breakneck speed: artificial intelligence. The catalyst here may have been ChatGPT, the AI tool that is already being used for automated text creation.

In Berlin, Hamidreza Hosseini, CEO of Ecodynamics GmbH, gave a highly anticipated speech entitled: “GenAI, & ChatGPT‘s Impact on Future Automotive Development and Engineering”. Hosseini described and demonstrated how generative AI can also change processes in the automotive industry. GenAI can generate new content by processing patterns drawn from training data; ChatGPT, now familiar to many people, is just one part of it.

Hosseini also pointed out that ethical issues are involved, and that systemic transparency is a prerequisite for using AI tools of this kind. But what stuck most in listeners’ minds was the message that artificial intelligence could change work processes in the automotive industry very quickly. Hosseini spoke of a 5th industrial revolution, adding that others could follow. In 50 to 60 years’ time, the “merging of humans and machines” could be next.

The CTI symposium helps shaping the transition
What were the key learnings from the CTI Symposium Berlin? Summing up, chairperson Prof. Malte Jaensch mentioned several points. Firstly, it’s becoming more and more important to see the powertrain as a system – a development that is reflected in the new symposium tagline “Automotive Powertrain Systems”. Secondly, there is no such thing as “one size fits all”. Instead, we need to strike the optimal balance between sustainability, development, production, cost, efficiency and more besides.

Thirdly, as the conference showed, drive options for heavy-duty vehicles were more varied than for passenger cars. All the same, it was important for passenger car and heavy-duty developers to exchange ideas at the CTI Symposium, and to learn from each other across functional and product boundaries.

In general – and despite the importance of overall systems – powertrains would always be at the heart of the CTI symposium, Jaensch added. That said, there would be changes. The topic of AI in automotive engineering could – and probably will – be accompanied by a growing number of lectures and discussions. Jaensch said we should see this as an opportunity, not a threat.

He also mentioned the topic of “Energy Formability,” which essentially places the system idea in a larger context. Powertrains alone could not be “green”; instead, we must consider drives, mobility and energy together as a whole. This included topics such as bidirectional charging, vehicle-to-x or “second life of batteries”, which could likewise become symposium topics in future.

The next CTI Symposium Berlin is scheduled for 3 – 4 December 2024. The next US symposium takes place much earlier (15 – 16 May 2024, in Novi near Detroit), and we warmly invite you to attend.

“Serial-parallel hybrid designs will become increasingly popular”

At the CTI Symposium USA in May 2024, Aditya Dattawadkar, Schaeffler, presented recent advances in hybrid architectures in his talk “Hybrids are Making a Comeback”. In our interview, we followed up by asking: What will tomorrow’s hybrid drives look like?

Interest in hybrids has been growing again recently in the US, as well as in the UK for example. Why would you say that is?

I think right now, people everywhere are looking for an option that lets them try going electric as they look for better performance or more fuel economy. Because of range and charging network availability, many don’t want to jump straight from an engine-based car to a battery-electric. That’s where hybrids come in. They allow people to try these electric vehicles, let’s say semi-electric vehicles, without jumping straight to BEV. And whether it’s in the US, UK or somewhere else, I think the challenges and anxieties are similar.

Powertrain diversity is generally increasing. How would you differentiate between designs for various vehicle segments – for example B to E and SUVs or pick-up trucks?

If someone buys a smaller vehicle, they will likely lean towards a battery electric vehicle, as long as the price is OK and it has a decent range. People mostly use them for daily commuting or for short-distance travel. But bigger vehicles, like SUVs or pick-up trucks, are generally meant for longer distances – towing boats or trailers, transporting bigger families, and so on. That’s where hybrids are better suited, either as plug-ins or full hybrids. Whether you choose plug-in or full hybrid will depend on efficiency calculations. If you’re constantly driving long distances, a full hybrid might be better than a plug-in because you reduce the amount of energy conversions or carry a smaller size motor. Additionally, the city v/s highway driving can influence these calculations. But if you want to sample the flavor of a battery-electric vehicle, a plug-in hybrid is a good solution.

So far, most hybrid designs in western markets have been add-on P2 designs, not dedicated solutions. Which type would you recommend?

Part of the reason why P2 designs have been popular is because you can fit them in into existing powertrains with less difficulty. You don’t need to change the engine design; you don’t have to change the transmission architecture significantly. Having said that, I think in future, serial-parallel designs will see increased adoption. Then of course a P1/P3 multimode transmission like ours also has great potential in my opinion. We will probably see that each of these solutions has an advantage for a specific application. When hybrids started, they were basically an electric motor that supported the ICE. Now we’re going to see hybrids that are more of an electric vehicle, with an ICE for support. So, it’s going to be a different type of hybrid than what we’ve seen in the past.

Will multimode hybrids and range extenders replace P2 designs, or is there still a place for them?

Serial and multimode hybrids make a lot of sense for people with flexible driving habits. But P2 still makes most sense for people who have consistently longer drives and heavy load requirements, because we don’t want to get into ICE recharging mode regularly. Due to the additional energy conversions, the goal should be to use the feature of recharging battery with ICE in serial hybrids only occasionally when necessary. Based on use cases of individuals every hybrid architecture provides some advantages based on the application.

How close can a PHEV with a suitable drive architecture get to a BEV in terms of efficiency, in electric operation?

I think it’s a little bit unfair to compare the efficiency of PHEVs and BEVs, because the goal of a PHEV is to let you drive electrically for a limited range. PHEVs exist because today’s battery-electric vehicles can’t meet every customer’s needs, especially their long-range needs. A fair question might be whether PHEVs are better than the ICEs we have. I think they are, because you can charge them with an outlet. So, then you have a cleaner source of energy for driving in cities, where you want to focus on limiting emissions due to congestion. One has the ability to use some PHEVs similar to BEVs for limited range.

China announced last year that the ICE would be needed up until 2060. Looking at the US and Europe, what prospects do you see for HEVs and PHEVs?

It’s really hard to predict what kind of drives we will have in 2060. Just ten or fifteen years ago, people were only just starting to talk about battery electric vehicles and plug-in hybrid drives as mainstream vehicles. Now battery-electric vehicles are already at ten percent, or much higher if you include plug-ins and hybrids. I think there is a lot of strong motivation to go to electric drives. In particular, tech innovations in the fields of batteries, charging infrastructure and charging speed could change things quickly. What is more predictable is, say, 10 to 15 years ahead. On that horizon, I expect to see all three options: ICE, hybrids, and battery electric vehicles.

Interview: Gernot Goppelt

Interview “Digital Twin enables a whole new functional level”

At the CTI Symposium Berlin in December 2023, Dr Jörg Gindele, Magna Powertrain, spoke on progress in new electric drives. We interviewed him about new developments in hardware and software, functional integration on a higher software level – and the new possibilities that the ‚Digital Twin‘ opens up.

Dr Gindele, you presented a new generation of electric drives at the CTI Symposium in Berlin. What is new?

We’ve made improvements in many areas. First of all, we increased efficiency further still with an improved electromagnetic design. One particular highlight is that we managed to expand the sweet spot significantly. In this context, I want to mention the cooperation with our JV partner LG Magna, who contributed several improvements here. We also implemented several improvements at the system level, such as improved cooling and reduced ohmic and inductive scattering losses. I’d like to give three more innovations a special mention: active fluid control, which uses a pump actuator to distribute cooling flows flexibly between the motor shaft and the winding heads; HV module embedding, which enables us to design a highly integrated semiconductor package that’s integrated into the inverter; and software-optimized pulse patterns, which further reduce electric motor and inverter losses.

The importance of software-level integration into the overall system is growing. How does the new generation reflect this?

Our main focus is on stronger integration at the system level. Software is the enabler here. For example, our Motion and Energy Control software can control the electric motors and the brakes simultaneously; it integrates their functionalities on a higher level. That benefits driving dynamics considerably and also improves driving safety. Another example is the way the thermal management system interacts with the drive control. This means you can coordinate the energy flows, and use them synergistically. We have developed a new software platform that can regulate the entire energy and power flow in BEVs. Additional new features are available as cloud-based functions. These enable predictive driving functionalities, as well as a row of applications.

You also spoke about ‘complementary electric all-wheel drives’. What does that mean?

It means coordinating the drive units in a 4WD system in such a way that they complement each other in various operating scenarios. This can deliver even higher energy efficiency than a 2WD system. Put simply, you give the primary drive unit a longer gear ratio, which is good for efficiency. The secondary drive unit, which is usually on the rear axle, is mainly for high available torque. In terms of efficiency, you could say the result of this interaction is ‘guilt-free’ performance. With features like its expanded sweet spot, our new-generation drive is designed for just such a system. And thanks to its compact package, it can be used flexibly on either the front or the rear axle.

You could also use a two-speed transmission. What are your thoughts on that?

Multi-speed transmissions can certainly make better use of the efficiency map, and also improve climbing and towing performance. But in many of today’s drive solutions, the extra effort involved outweighs the benefits. That said, they are worth considering in applications like performance vehicles, pickup trucks, or light commercial vehicles. Looking ahead, another interesting aspect is that by teaming up multi-speed transmissions with new types of e-machines, we could potentially make system-level solutions that require no rare earths.

What does the ‘Digital Twin’ do in the new drive generation?

Digitalization plays a key role in lifting drive technology to a new functional level, while also saving time and money during development. The Digital Twin is a precise digital image of the product you are developing. It helps you to reach higher levels of maturity faster, and to avoid many expensive and time-consuming hardware loops. In series applications, a Digital Twin lets you catch quality issues faster and monitor the ‘health’ of your product. But the possibilities go far beyond that. Another example is improved range forecasts, based on the accuracy that a Digital Twin model provides. And that‘s just the beginning – the possibilities seem to be almost infinite.

Interview: Gernot Goppelt

JJE 18,000Nm 2-Speed Electric Beam Axle for Medium Duty Trucks

Ping Yu, CEO, Chief Engineer, Founder, Jing-Jin Electric
Dr. Yang Cao, Transmission Senior Supervisor, Jing-Jin Electric

JJE’s latest innovation, a 2-speed electric beam axle that was unveiled at the 2023 CTI Berlin symposium, has recently completed vehicle testing. The tests were conducted on two trucks at the JJE China test center track and at the JJE North America facility in Farmington Hills, MI. The electric beam axle performs with strong power, uncompromised towing capacity, payload, and gradeability. It features an extremely fast, smooth, and high-quality shift, that makes it feel like a single-speed system. This electric beam axle integrates multiple advanced technologies; such as bi-stable electromagnetic clutches, a bi-directional shifting clutch, a bi-stable eLocker, a linear park lock system, and an active cooling and lubrication system, all of which have now been validated through vehicle testing. The controls for these functions have been integrated into the electric beam’s SiC inverter, as JJE’s “One-Box” control. The entire system has undergone comprehensive validation at JJE’s track- covering straight track, cross twist, cobble stone, potholes and grades.

The 2-speed axle features a high efficiency hair-pin electric motor and a 400kW SiC inverter with a “safe towing” feature. It also includes an electromagnetically shifted 2-speed gearbox with a neutral position that also serves as a disconnect, a bi-stable differential eLocker, and a linear park lock system. The gearbox enables the axle to deliver up to 18,000Nm of wheel-end torque, and maximum vehicle speed exceeding 160km/h. The integrated design of the motor and gearbox reduces the axial length of the system.

Fig. 2 JJE Electric Beam at the Rear of a Truck Demonstrator

JJE’s 2-speed electric beam axle delivers high performance and high output speed that can be achieved with little power degradation at high speeds. Its efficiency spans a broad speed range and significantly outperforms single speed axles thanks to the 2-speed gearbox. During vehicle testing, the shift quality was found to be seamless, with upshifts or downshifts achieved in less than 300ms- faster and smoother than any DCT, CVT, or AT.

Electric Motor

JJE’s mature hairpin motor designs cover the performance requirements for a wide range of vehicles. For this electric beam axle system, the electric motor’s peak power reaches 420kW at 650Vdc, with 97.4% maximum efficiency, and over 90% of the efficiency map stays above 88%. The water & oil cooling design allows the electric motor to produce high continuous power.

2-speed Gearbox

The 2-speed gearbox provides high launch torque, high vehicle speed, and high efficiency over a broad duty of conditions and helps contain the motor’s top speed for better reliability and durability. It also broadens the high efficiency operating range, and significantly reduces thermal loading in the system at high speeds. The neutral position is a natural “disconnect.” Combining this rear axle with a neutral position and a constantly powered front eAxle, the vehicle efficiency can be improved.

JJE’s patented DirectFluxTM Bi-stable eLocker enhances the functional safety of the locker and eliminates the constant power consumption. A proven park lock system is implemented on the motor shaft, or the “lowest torque” point of the system. An oil pump provides active oil lubrication, which allows for a low oil level in the gearbox, reduces gear churning loss. All these sub-components have been fully validated on JJE’s test track.

SiC Inverter

The electric beam axle includes an 850V SiC integrated inverter, with functional safety capability up to ASIL-D level. Multiple functions, such as: motor control, differential locker control, 2-speed transmission control, and park lock control are integrated in the inverter, taking advantage of the inverter’s high functional safety control platform as a powerful “One Box” control. With a backup power supply, the inverter enables “safe towing,” a feature highly desired by end users. It is a critical safety redundancy in the event of 12V power supply loss.

DirectFluxTM Bi-stable Electromagnetic Clutch

Patented bi-stable electromagnetic clutch is one of JJE’s most advanced technologies. It is used for gear shifting and locking the differential in the electric beam axle system. This technology has been successfully used as a differential locker in JJE’s 300kW SiC EDM and as a disconnect in JJE’s new AWD EDM.

Fig. 5 Linear Park Lock System

DirectFluxTM electromagnetic clutch takes advantage of its innovative magnetic circuit design. Compared to the more conventional reluctance flux magnetic circuit design, the DirectFluxTM design greatly reduces flux leakage, and therefore, utilizes magnetic flux more effectively to generate force. The conventional reluctance flux design cannot avoid magnetization of parts near flux circuit, or “flux leakage”, which causes less effective utilization of magnetic flux. As a result, DirectFlux acts 2-3 times faster than a reluctance flux design.

The bi-stable clutch is inherently fail-safe as it won’t change state in the event of loss of power. This feature gives the bi-stable clutch a higher safety level than a mono-stable clutch. For the differential locker, it will prevent sudden locker release due to the loss of power or control failures. For the transmission shift, it will prevent unexpected gear shift back to neutral which could lead to the vehicle loss of traction. On energy consumption aspect, the bi-stable clutch’s feature of “zero holding current” eliminates the need for a holding current and, in turn, achieves zero constant power consumption.

In the development stage of the electromagnetic clutch, a software platform based on several simulation tools is built for precise simulation result. This platform covers signal, electric, electromagnetic, and mechanical aspects. It addresses almost every detail, including software control, PCB layout, electromagnetic transient simulations, multi-body dynamic simulations, and strength, providing strong support to the clutch’s development.

Electric beam axles are designed for pickup trucks, light-duty trucks, or medium-duty trucks. The vehicle test of the electric beam further reinforces the advantages of electric beam axle utilization and gains confidence in the roadmap of trucks electrification. JJE takes advantage of its experience, knowledge, and know-how in electric drive, strong R&D capabilities on motor, inverter, transmission and clutches and expertise in system integration, creating a 2-speed electric beam axle for the large medium truck segment.

Fig.6 JJE DirectFluxTM Bi-Stable Electromagnetic Differential Locker