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Videointerview with Tom Rucker, President, Magna Powertrain

See how the President of Magna Powertrain and plenary speaker at the CTI SYMPOSIUM GERMANY 2020 comments chairman Prof. Kücükay´s questions on who will develop EV and HEV drives in the future, added values for customers and more.

The Chairman of CTI SYMPOSIUM GERMANY about the event and topic plans for 2021

The road to carbon neutral power- and drivetrains – a balancing act between drive technologies and green energy carriers

The megatrends of the automotive industry over the next few decades are clearly defined. The hype regarding autonomous driving and mobility services has faded and almost only business case-oriented development is being carried out. However, the transformation process from conventional to electrified drive systems, in terms of e-mobility, is in full swing.

In the future the main energy sources have to shift from fossil energy to green electricity, hydrogen and eFuels, which need to be carbon neutral from cradle to grave. That means, in the complete vehicle life cycle, covering not only Tank-to-Wheel (TtW) as today, but also Well-to-Tank (WtT) as well as the production and recycling, the vehicle and its energy sources are required to reach net zero CO2 emissions. Legislation and automobile manufacturers will have to deal more and more with this challenge, in which the drive system plays the most important role.

The electrification has made drive systems more diverse and complex. A consolidation into a few simpler concepts is not yet in sight. Over time, batteries already have and will continue to decrease in cost and increase in energy density, leading to higher vehicle ranges and making BEVs more and more attractive. Nevertheless, HEV and PHEV drive systems with an ICE still have a long future ahead of them. The automotive industry with its electric vehicles has to become profitable without incentives at sufficient production volumes while being under pressure of stricter worldwide regulations and the ongoing pandemic.

Our 2021 CTI SYMPOSIUM in GERMANY will take these developments into account and address the following topics:

• Market-specific constraints and impacts on drivetrain and transmission development
• Energy carrier of future power- and drivetrain concepts
• ICV, HEV, BEV, and FCEV drive concepts, including drivetrain topologies, transmissions, starting devices, mechanical and electrical components, energy storage devices
• Powertrain integration and connectivity, safety and security, operating strategies, impact of automated driving on the drivetrain
• Software development, artificial intelligence, machine learning, usage of big data
• Oil, lubrication
• Manufacturing technologies, production and lightweight design

The CTI SYMPOSIUM is intended for all system and components suppliers, manufacturers of passenger cars and commercial vehicles, engineering service providers and software developers, as well as energy companies and market specialists. We are looking forward to your presentation proposals for our 20^th anniversary CTI SYMPOSIUM in Germany.

Best regards
Prof. Dr. Ferit Küçükay
Chairman of the Symposium

Hand in your paper proposal or request your individual exhibitor package.

CTI is delighted to welcome Punch Powertrain as a long-standing partner once again at the Digital Edition of the European CTI Symposium

“As a global supplier of innovative and fuel-efficient powertrain solutions, we believe that CTI Berlin is an excellent platform to showcase our latest solutions and exchange ideas with market leaders. A constant dialogue is vital to grasp the ever-changing trends in the dynamic automotive market. CTI Berlin represents an ideal place for us to follow the latest trends in the field of transmission and be an actor of change. Closely monitoring and adapting to the market, our agile teams develop differentiating technologies to anticipate our customer needs. Once more, we are excited to participate in this great event. “

Sebastien Mazoyer
Chief Sales & Marketing Officer

“Highly efficient and affordable electric drive axles are essential for the mass adoption of electric vehicles, whether it is a battery electric vehicle, plug-in hybrid vehicle or fuel cell vehicle.”

Said Karel Vergote, Global Technology & Innovation Leader, Punch Powertrain, who presented during CTI SYMPOSIUM USA 2020 in October.

“The e-drive axle provides the transfer from electrical power into mechanical power and typically consists of an electric motor, inverter and a single speed transmission. The efficiency of the complete unit is a key aspect of optimization, as it affects electrical driving range, while reducing material and manufacturing costs and make electric vehicles more affordable for the broad public.

To address this market need, a new 150kW e-drive axle for passenger cars was developed. We used a holistic approach to optimize the system for cost and efficiency. Co-design methodology was applied to make system level assessments within the development taking into account hardware as well as control parameters. The integration of motor, inverter and transmission leads to benefits to the system in terms of efficiency, cost and power density. Its compactness renders the new e-drive axle to be applicable both as a front and rear axle drive. The design methodology was applied to a specific case, but the principles are also valid for other types of e-drive developments.”

The system holds further interesting aspects which will be presented during CTI SYMPOSIUM EUROPE 2020 in December. We are looking very much forward to the presentation of Joris Bronckaers, Systems Engineer.

Hydrogen from production to vehicle application

The energy providers, communities and automotive industry are working on the energy and mobility transformation. The production, distribution, usage of hydrogen as well as the development and application of efficient technologies vital for a successful turnaround.

During the CTI SYMPOSIUM EUROPE leading experts form the energy and automobile sector are discussing the future of hydrogen as an energy carrier and its application in vehicles

Discuss with the following experts, among others:

Dr Wolfgang Warnecke
Chief Scientist Mobility at Shell in his plenary speech

The question whether H2 or BEV is a future proof technology will be addressed in a panel with

Konstantin Neiß, director R&D Transmission and eDrives at Daimler
Dr Stephan Herbst, Technical General Manager Hydrogen at Toyota
Felix Horch, Head of the Electromobility Department at Fraunhofer IFAM

In a specific session dedicated on hydrogen from production to vehicle application scientists and engineers of Shell, Toyota, FIAT Powertrain Industrial and Hyundai will go into details about

• H2 as a renewable fuel option for mobility
• The role of hydrogen and electrification towards Zero Emission Mobility
• Fuel Cell Systems Development for Commercial Applications: Requirements, Technology Status and Challenges
• H2 – vehicle applications and integration

Join the CTI SYMPOSIUM GERMANY Digital Edition on December 8 and 9.

Benefit of this unique meeting of international experts to gather information most relevant for your future business strategy and generate valuable new business contacts.

Statement of experts from PUNCH Powerglide about the CTI Symposium and electrification

”The CTI Symposium is for us PUNCH Powerglide, one of the few independent gearbox manufacturers, a must-attend event for meeting and networking with important decision makers across the transmission and drivetrain world in the automotive industry. Participating at the European edition of the Symposia is of key importance for us, since we want to strengthen the development of future products in the European Market.”

Dr. Oliver Nass
Director Sales & Marketing
PUNCH Group

”Electrification is a great challenge for all players in the automotive industry. There is no single solution being able to meet all customer’s requirements and needs. PUNCH Powerglide has adapted this reasoning to its own product development and stands as a partner for different eDrive concepts: from modular solutions where we supply for example the gears, the shafts and the housings up to integrated solutions that include the electric motor, the inverter and the gearbox. ”

Wolfgang de Loth
Director Research & Development and New Business Development
Punch Powerglide

ElringKlinger is developing new production processes to improve output of thin steel sheet stacks for electric traction motors

Due to the change from internal combustion engines to electric drives in automotive applications, both the demand as well as the requirements for laminated stacks that form the iron core of an electric traction motor are increasing.

ELECTRIC DRIVE UNIT COMPONENTS

In order to optimize energy consumption and reduce the installation space, the iron losses of laminated stacks for traction motors must be reduced. On the other hand, they must be able to withstand ever higher speeds.

One way to meet this requirement is to stack thin layers of steel with a thickness ≤ 0.2 mm which are bonded together to create a stack. The thinner steel layers reduce eddy-current losses, with the adhesive layer acting as an insulator between the layers. Bonding, in comparison to known processes such as clinching/ interlocking, produces a significantly higher bond strength between the individual layers. This bonding strength is required to prevent the rotor stack from opening up at high speeds.

The main problem when using thin steel strips is a reduced number of strokes in the stamping process due to the reduced feed rate of the steel strip being processed. The increased number of layers and the reduced feed rate lead to an increase in the processing  time for the same stack height compared to commercially available steel strip thicknesses. The step from 0.3 mm to 0.2 mm layer thickness results in a reduction in output  of more than 80%.

To solve this problem, ElringKlinger developed an improved production process.

ELRINGKLINGER PRODUCTION PROCESS FOR LAMINATED STACKS

As a manufacturer of coated, metal flat gaskets, ElringKlinger has decades of experience in the coating, stamping and bonding of metal sheets with thicknesses ranging from 0.10 mm to 0.30 mm.

Special stamping processes have been developed specifically for the product group of multi-layer metal flat gaskets, which allows for several layers to be stamped simultaneously in one stamping process. This technology has been transferred to the production of bonded stacks.

 

In the first step, thin steel strips with a thickness of 0.2 mm are fully coated with a thermally activated adhesive. In the next process step, these coated steel strips are bonded to form a three-layer composite. From this composite material, individual three-layer bonded stacksare then stamped, which are collected, aligned and have a final bonding to form a complete rotor/stator stack.

Due to the higher stiffness of the composite material compared to individual sheet steel strips, the feed rate can be increased so that the same number of strokes is achieved as when processing 0.3 mm thick sheet steel strips. In addition, the output quantity is increased compared to single-stroke production – 0.6 mm stacking height can be produced per stroke.

PROCESS COMPARISON – GLUED STACK

Advantages of ElringKlinger laminated stacks

The adhesive developed by ElringKlinger offers not only reduced curing times but also excellent media resistance to oils, hot air and coolants.  ElringKlinger has a vast experience using very similar adhesives in the production of gaskets for automatic transmissions, which the company has been producing for many years.

Due to the very good media resistance and mechanical strength of the adhesive bond, the sheet steel stacks are permanently internally sealed during lifetime. The lifetime performance of the sealing has already been confirmed in initial validations trials by media storage and internal pressure tests.

 

 

Due to this characteristic, direct liquid cooling can be realized directly inside of the stator or the rotor by means of stamped channels. The reduced eddy-current losses of the thin steel sheets and the improved cooling enables a longer peak power, especially in high load ranges.

Due to the isolating effect of the adhesive layers and without the mechanical connection points, which occurs in the clinching/ interlock process, there is no “short circuit” between the layers and the magnetic flux is not interrupted.

By eliminating  gaps between the layers due to the adaption of the steel sheets, a higher stacking factor can be achieved with the bonding process.

ElringKlinger laminated stacks significantly increase the efficiency for electric motors in the high-performance applications as well as for drive concepts that are focusing on weight reduction.

ElringKlinger Contacts

Alexander Heinzelmann
Alexander.Heinzelmann@elringklinger.com
Fon: +49 (7123) 724 88401

Eberhard Griesinger
eberhard.griesinger@elringklinger.com
Fon: +49 (7123) 724 88070

New Castrol study reveals ‘tipping points’ to drive mainstream electric vehicle adoption

Exploring viewpoints of nearly 10,000 consumers, fleet managers and industry specialists globally, ​Accelerating the EVolution ​finds that ​​achieving a ​$36,000 price point​, a ​31 minute charge time​ and a ​469km range* would rapidly accelerate the global market for EVs.

For more insights,​ ​download the ​Accelerating the EVolution​ ​report and ​infographic.

Source

*Tipping points and supporting figures are based on our 2020 survey. More information can be found in the Accelerating the EVolution report and infographic at www.castrol.com/ev .

Abstract: Commercial vehicles with fuel cell drivetrain for heavy duty long-haul

Roland Dold, Truck Product Engineering – TP/VEP, Daimler AG, Germany

The class of heavy-duty commercial vehicles used in long-distance haulage with their typical application and usage profiles and the typical drives with average installed power in the 350 kW to 400 kW range cause by far the largest share of CO2 emissions worldwide in the road vehicle sector.

Because of this fact, politicians have enacted and put into force CO2 regulations for the most important markets and regions, which regulate the vehicle class of heavy long-distance vehicles in a special way. With VECTO, e.g. the EU has introduced an EU uniform procedure that divides all commercial vehicles on the market into technical classes and prescribes CO2 savings for the fleet of 15% in 2025 and 30% in 2030 compared to the reference year 2019.

Hydrogen as an energy carrier and the fuel cell as an energy converter for electrically powered heavy commercial vehicles lead to significant advantages, especially for long-distances.

It is to be expected that the regulations relevant to the approval of vehicles in heavy long-distance traffic will change only insignificantly in the period up to 2030 and that the 4×2-semitrailer tractor in the EU will continue to dominate the target segment. Within technical limits, the challenge is to achieve the highest possible ranges with very short refueling times.

This has a significant influence on the technology of the vehicle. The presentation will give detailed insights into the overall vehicle architecture and the core components.

Abstract: MAHLE’s contribution to the defossilization of the transport sector

Dr Jörg Stratmann, Chairman of the Management Board and CEO, MAHLE Group, Germany

The transport sector accounts for almost one quarter of the global annual CO2-emissions, therefore significant contributions are needed in order to meet the sector target. At the same time, however, it is out common goal to secure individual mobility. To reconcile the diverse mobility needs with the ambitious carbon neutrality targets, a broad variety of of technological solutions is required. By enabling the change towards non-fossile technologies and exploiting the potentials of all available powertrain technologies, MAHLE contributes substantially to defossilizing the transport sector.

We advocate a holistic approach to effectively reduce global CO2 emissions both in the transport sector and beyond. In order to ensure a sustainable contribution to the global reduction of CO2 emissions, all lifecycle CO2 emissions as well as cross-sectoral effects must be taken into consideration. We show that only an approach that encompasses a broad range of efficient powertrain technologies will ultimately allow us to achieve significant, cross-sectoral CO2 savings.

Abstract: Challenges in system-oriented design of electric drives

Prof. Dr Markus Henke, Managing Director Institute for Electrical Machines, Traction and Drives, TU Braunschweig, Germany

The design of electrical machines is considered system-oriented and holistically. For the electromagnetic machine design, energy supply and control, cooling possibilities and material properties are included in the design process. These methods are illustrated by current research questions concerning the electric machine in the drive train, especially for drive applications in autonomous vehicles. Even at a very early design stage, boundary conditions arising from the vehicle system are taken into account in the electromagnetic design process. Due to increasingly dynamic reactions and interactions between mechanical and electrical systems in the energy conversion process, new design steps are necessary. These will be addressed in the context of the presentation.