teamtechnik GENERATES RECORD ORDER INTAKE
teamtechnik wins major e-Mobility-related orders from international automotive OEMs in May, following large projects for their Medtech and New Energy Divisions in April. teamtechnik Group has taken orders worth over 100 million Euros since the beginning of the year, a record in the company’s 46-year history. teamtechnik specializes in automation and develops and builds bespoke […]
teamtechnik GENERATES RECORD ORDER INTAKE
teamtechnik wins major e-Mobility-related orders from international automotive OEMs in May, following large projects for their Medtech and New Energy Divisions in April. teamtechnik Group has taken orders worth over 100 million Euros since the beginning of the year, a record in the company’s 46-year history.
teamtechnik specializes in automation and develops and builds bespoke solutions for the New Energy, Medtech and e-Mobility sectors. It won major orders in all three areas in the first five months of 2022, resulting in record order intake. For example, teamtechnik will supply more than 20 ECA stringer systems, which use the very latest technology, for Europe’s largest solar module factory. This is the largest order in solar technology ever received by teamtechnik.
Hekuma, which has been part of teamtechnik Group since July 2021, has been awarded a contract for fully automatic production lines to produce laboratory consumables. teamtechnik has also won another well-known Medtech customer for a newly developed high-performance system to assemble glass syringes.
An American, German and Chinese automotive OEM have all separately ordered EOL test benches for hybrid and e-drives from teamtechnik, the automation specialist, which has been part of the Dürr Group since February 2021. In addition, an American OEM has asked teamtechnik to supply a testing system for power control units.
teamtechnik Group’s position as technological leader and its international presence were the factors that led both new and existing customers to place these orders.
“The strength of our three-pillar business model, combined with our world-wide presence, has been proven once again. I’m pleased to say that the orders have come from three different industries on three continents.”, said CEO Stefan Rosskopf.
Solutions for alternative and conventional drive systems
Battery electric, fuel cell, combustion engine – current mobility is characterized by the breadth of available drivetrains. HOERBIGER Drive Technology offers innovative components and complete systems for both alternative and conventional drivetrains. For example, the high-performance Hydrogen Pressure Control Unit (HPCU) controls the hydrogen supply and anode gas recirculation in the fuel cell precisely, reliably, […]
Solutions for alternative and conventional drive systems
Battery electric, fuel cell, combustion engine – current mobility is characterized by the breadth of available drivetrains. HOERBIGER Drive Technology offers innovative components and complete systems for both alternative and conventional drivetrains. For example, the high-performance Hydrogen Pressure Control Unit (HPCU) controls the hydrogen supply and anode gas recirculation in the fuel cell precisely, reliably, and energy-efficiently, even at low injection pressure. In the electrified powertrain, the emDOC electromagnetic dog clutch scores with the shortest switching times, smallest installation space and intelligent control. With prismatic cell housings and lids in various sizes, HOERBIGER offers the right solution for battery vehicles.
Our product highlights at a glance:
emDOC – innovative ectromagnetic dog clutch EMD
- Wide range of applications for Connect / Disconnect / A4WD, and Multispeed
- Compact design and intelligent control
- Shortest shifting times
- Best-in-class comfort requirements (NVH) through smart features such as sailing and soft landing
- Substitution of complex electromechanical actuators
- Cost efficiency
Hydrogen Pressure Control Unit – Hydrogen dosing and anode gas recirculation for PEM fuel cell applications
- Fast, precise hydrogen injection and pressure control with PWM actuation
- Tailored ejector geometry for high efficiency in recirculation and water management
- Easy to integrate thanks to low installation space requirements
- Economical and energy-efficient system (replacement of the blower)
- Easy to operate and very controllable
- Very powerful at low operating points and low inlet pressure
- Integrated filter to protect the sensitive components of the fuel cell stack
Cell housing and cell lid for battery cells in traction batteries
- Size according to customers’ requirements
- Various manufacturing processes: Forming and welding for double-sided open and elongated cell housings as well as impact extrusion for classic cell housings with bottom
- HOERBIGER as development partner: conceptual design, in-house validation
- Short-term production of prototypes
The trick is what the regulator is looking for
Besides battery electric solutions, Hyundai is also committed to fuel cell vehicles, especially for commercial applications. The company has established truck and bus fleets in South Korea and Switzerland and is currently setting up fleets and services in California. What are the prospects? An interview with Jerome Gregeois, Director Commercial Vehicles Development at Hyundai Kia […]
The trick is what the regulator is looking for
Besides battery electric solutions, Hyundai is also committed to fuel cell vehicles, especially for commercial applications. The company has established truck and bus fleets in South Korea and Switzerland and is currently setting up fleets and services in California. What are the prospects? An interview with Jerome Gregeois, Director Commercial Vehicles Development at Hyundai Kia Technical Center America.
Mr. Gregeois, how is your business with series fuel cell applications developing in global markets?
Korea is our most involved market, with the largest number of vehicle types deployed. We have a light-duty SUV, the Nexo, as well as buses and trucks. In Europe, We are introducing 1,600 trucks by 2025. It was the first project by an OEM for fuel cell class 8 trucks in Europe and started in 2020. For the US, we are currently in a development phase. Next year, in 2023, we will have a deployment at the Port of Oakland in Northern California, with 30 fuel cell trucks as a first step.
How does the cost of developing fuel cell vehicles compare with BEVs?
Fuel cell vehicles are basically electric vehicles. The only difference is the energy storage system. The costs are identical on the motor side, and power electronics are broadly similar. The unique aspect with hydrogen fuel cell is the on-demand, on-board power generation, using stacks. Fuel cell systems require a few more components to handle: the air intake, the hydrogen fuel management, and the thermal management. These are components leveraging mature technologies, which keeps their cost low. The vision we have at Hyundai is cost parity for battery-electric and fuel cell vehicles in the same segment by 2030. By then the Total Cost of Ownership is likely to be lower for hydrogen fuel cell vehicles than battery electric vehicles because electricity prices are likely to go up, and prices for hydrogen are likely to go down from today’s baseline.
In commercial applications, where do you prefer FCEV and where do BEVs make sense?
Fuel cell makes sense for vehicles with a high duty cycle – for example three-shift operation, or very long drives without infrastructure en route. That’s the first kind of application for heavy-duty commercial vehicles – or any commercial vehicle really, anything from 10,000 pounds upwards. Fuel cells also make sense at locations where installing a battery charging infrastructure is difficult – for example in a location that doesn’t have an electrical infrastructure capable of providing the required peak supply, which would require significant and costly upgrades. Another example is a fleet operator who does not own the yard where the trucks are parked, with a landlord not interested in building a charging infrastructure. The bottom line is that if it’s hard to install an infrastructure and you have a high-duty cycle, you will be in a much better position to implement fuel cell trucks.
Would the next stage of chemical processing – e-fuels – also make sense for commercial vehicle applications?
Many things can make sense and work well from a technical point of view. The trick is what the regulator is looking for. And if you’re really looking for absolutely zero-emission vehicles, with nothing at the tailpipe, then your options are battery or fuel cell electric powertrains. With e-fuels there might be no CO2, but there might be other pollutants to consider. If the regulator says zero-emission everywhere and anywhere, that would rule out e-fuel solutions.
What is your opinion on hydrogen for passenger vehicles?
For passenger vehicles, I think the question again is: what’s the usage? In the US, pickup trucks can be heavy vehicles. They can be class 2 or class 3 and still be used as personal vehicles, with occasional medium duty purpose, like camping. In those segments, I see challenges for battery-electric vehicles because the amount of energy needed on board is difficult to achieve with a battery. Battery-electric makes sense in applications like compact or midsize that are mostly used for short commutes, rather than road trips, and if the vehicles can be charged at home. The hydrogen passenger SUV we have at Hyundai right now is the Nexo, a midsize SUV. It gives you about 350 to 380 miles of range, and we get great feedback from consumers about vehicle performance. Generally, the key question is whether the respective paces of infrastructure providers, regulators, and OEMs can be aligned. If there are gaps, it will be challenging.
Interview: Gernot Goppelt
Industrialization of the value stream is part of the solution
Ford is offering many ‘flavors’ on its path from ICE to BEV, as Dave Filipe, Vice President Vehicle Hardware Modules Ford, explained in his presentation at the 2022 CTI Symposium in Novi. In this interview, Filipe gives insights into Ford’s electrification path until 2030 and outlines the challenges and solutions in a demanding international market.
Industrialization of the value stream is part of the solution
Ford is offering many ‘flavors’ on its path from ICE to BEV, as Dave Filipe, Vice President Vehicle Hardware Modules Ford, explained in his presentation at the 2022 CTI Symposium in Novi. In this interview, Filipe gives insights into Ford’s electrification path until 2030 and outlines the challenges and solutions in a demanding international market.
Mr. Filipe, Ford has recently invested a billion dollars in the Electrification Center Cologne. Why there?
Cologne is one of our most important sites for product development, manufacturing and supply base support, and it’s one of our innovation hubs. We want to leverage that as we transition from ICE to BEV. In the case of Europe, we’ve already announced that by the end of the decade, all our passenger cars will be BEVs. Our team in Cologne is best suited with all their skills, their talent, and the vision they bring to the Ford Motor Company. So our obvious move was to establish Cologne as our first electrification center for the European market. We have further activities in China and USA, as we have some different applications there.
Speaking of the US: Electric trucks like the F-150 are a particular challenge in terms of range, due to high load and towing demands. What are you doing to ensure they maintain their full utility value?
I’ve been driving a Mustang Mach-E for the past one-and-a-half years, and it’s an amazing product. You learn how to get the most out of the product from a range perspective, depending on the weather and other range factors. For us at Ford, it’s important to help customers with any of those concerns – to maximize range for the customer. In the case of trucks, our customers use their vehicles quite a lot for work. We need to establish a relationship with these customers through our ‘always on’ process and mindset. For all the use cases they go face, we need to try to understand, plan, and help them. In the case of the F-150 Lightning, for example, we put ‘scales’ on board. So when the customer puts a heavy box, or dirt or sand or whatever, on the back of their pickup truck, the scales say they’re now carrying five hundred or a thousand kilos. And we use that data to help show the customer how best to drive when moving that load; we help to inform them. Another thing we do is, if the customer plans a route and punches it into our Sync 4 system, we understand the routes, all the charges, the gradients, and hills for example … we calculate the energy usage. We may even offer alternative routes that are longer but less hilly, to improve their use of energy.
Opinions vary as to who should be responsible for charging infrastructures. What is Ford doing – not just in North America, but in Europe as well?
One thing I would say, and that we probably all agree on, is that it shouldn’t be the customers’ problem. We as an industry – the OEMs and the people working on infrastructure – need to provide the solutions to the customer. In the case of Ford, for example, we’ve created a division called ‘Ford Pro’ that is looking at commercial vehicle customers in the US and in Europe. One objective is to help fleet customers on their journey to electrification, obviously with our Ford products like the Transit all-electric. But we also want to be a one-stop solution for our fleet customers. We have several work streams in place. Customers can tell us their charging requirements; how many vehicles, what routes and duty cycles … and then we help by recommending the optimal charging system solution, optimal delivery routes, and so on. So that’s a start. I think what you’re seeing from Ford, especially now with the model E, is that we’ll expand that. We’ll expand that for our fleet and commercial customers, and we’ll expand that for our retail customers as well.
Ford has been broadly positioned with hybrid powertrain solutions (parallel, power split, mild, full, plug-in…) How important will HEVs and PHEVs be in the future?
We’ve actually provided customers with these incredible hybrid products. They’re being very well received. I think the journey will lead to full electrification, but that will take some time. As we go on that journey, we are going to be able to offer customers what I call the ‘power of choice’. They can get a BEV F-150, or they can buy an incredibly purposeful hybrid F-150. And if we look across our lineup, that’s what we want to ensure because we are committed to the Paris agreement. We want to ensure that on the ICE side, and also on the BEV side. That’s what Ford model E and Ford Blue is about, it’s about winning in both spaces in the marketplace. As for PHEVs, I think that’s dictated by this BEV acceleration, coupled with customer acceptance. I think BEVs will work in many, many segments. We are still going to have this transition period where customers may not be sure, and we are going to help them on that journey. And our plug-in hybrid in Europe, our Kuga PHEV, has really resonated well with our customers. I think this is an interesting time because we are obviously in this transition period. The customers still want both at this time. We’ve got great products in both spaces. So we’re very excited about that path.
What chance do you still give the internal combustion engine?
Well we’re on our way to BEVs, and it’s supercritical, but we are continuing to optimize those ICE engines. Euro 7 is coming, and that’s going to be a big challenge. We’re supporting that, we’ll deliver that for the remaining ICEs, because that’s important in the latter half of the decade. I think we need to simplify the ICE lineup to deliver that work. But we still have to consider the entire globe, because we have products like the Ranger that are very global. And we have to make sure we continue to help those other markets in their journey to reducing CO2. They may not share the same pace of electrification as Europe and North America or China. So we have to consider that because again, we are committed to the two-degree goal of the Paris report.
How do you think Ford’s powertrain portfolio will have changed by 2030?
First of all, I’m excited as an engineer, because you always want to be working on new technology. We will always have an innovative solution, I think that’s what the story of 2030 is about. And part of the solutions we need to come up with is what I call the industrialization of the value stream: making sure we get that optimized. Making batteries is a very complicated manufacturing process, but the value stream will support it. So there’s a lot of work we have to do to scale up electrification in the next 2-to-3-to-5 years. And by 2030 I think we are going to have even newer advances in battery chemistry, driveline technology, and software that will make BEVs even better as a total system. But also, hybrid battery cells are going to benefit from the technology progression of BEV battery cells. So the two will go hand-in-hand. That will help the hybrid side of things, and provide more value and more benefits for the customers as well. So these are exciting times.
Interview: Gernot Goppelt
Event Report CTI SYMPOSIUM USA 2022
Electrification is taking off: there are more EVs to choose from; platform concepts are becoming more important, and competition among e-drives is lively. The first e-trucks are arriving on the US market – and the jury is still out on how long ICEs have left to live. And which energy forms are reliably available in […]
Event Report CTI SYMPOSIUM USA 2022
Electrification is taking off: there are more EVs to choose from; platform concepts are becoming more important, and competition among e-drives is lively. The first e-trucks are arriving on the US market – and the jury is still out on how long ICEs have left to live. And which energy forms are reliably available in the future? At this year‘s CTI Symposium Novi, 18 – 19 May 2022, these were just some of the topics up for discussion.
Watch the expert discussion: CO2-avoidance as a driver of technological innovations
filmed at CTI Symposium 2021 in Berlin.
Watch the expert discussion: CO2-avoidance as a driver of technological innovations
filmed at CTI Symposium 2021 in Berlin.
Put your expertise on stage at CTI Symposium Berlin 2022
The automotive industry is in the accelerated process of transformation towards electric mobility. Many manufacturers have clear intentions to only offer electric vehicles in leading markets within 10 to 15 years. Sustainable energy production, charging infrastructure and costs remain challenging. Nevertheless, companies have been restructuring their R&D departments and are now focusing on BEV and […]
Put your expertise on stage at CTI Symposium Berlin 2022
The automotive industry is in the accelerated process of transformation towards electric mobility. Many manufacturers have clear intentions to only offer electric vehicles in leading markets within 10 to 15 years. Sustainable energy production, charging infrastructure and costs remain challenging. Nevertheless, companies have been restructuring their R&D departments and are now focusing on BEV and FCEV drives as well as their components.
To remain successful, an interdisciplinary exchange between automobile manufacturers and suppliers at all levels is necessary. The CTI SYMPOSIA are intended for all system and component suppliers, manufacturers of passenger cars and commercial vehicles, engineering service providers and software developers, as well as market specialists.
We look forward to your presentation proposals for our 21st CTI SYMPOSIUM in Berlin: Call for papers 2022
Best regards
Prof. Dr Ferit Küçükay
Chairman of the Symposium
Event Report 20th CTI Symposium Germany
Do we need plug-in hybrids, or are they an interim solution at best? At the 20th CTI Symposium „Automotive Drivetrains Intelligent Electrified“, that was just one of the topics up for lively and controversial discussion. One important factor here will be which ‘green’ energy sources will be available at all.
Event Report 20th CTI Symposium Germany
Do we need plug-in hybrids, or are they an interim solution at best? At the 20th CTI Symposium „Automotive Drivetrains Intelligent Electrified“, that was just one of the topics up for lively and controversial discussion. One important factor here will be which ‘green’ energy sources will be available at all.
Flashback 20 Years CTI Symposium
Watch our introductory video from CTI Berlin 2021 to see the highlights of 20 years of CTI Symposium Germany.
Flashback 20 Years CTI Symposium
Watch our introductory video from CTI Berlin 2021 to see the highlights of 20 years of CTI Symposium Germany.
Video 20th CTI Symposium Germany
Watch Prof. Dr. Ferit Küçükay´s , chairman of the symposium, welcome address on the occasion of the 20th birthday of the CTI Symposium Germany.
Video 20th CTI Symposium Germany
Watch Prof. Dr. Ferit Küçükay´s , chairman of the symposium, welcome address on the occasion of the 20th birthday of the CTI Symposium Germany.