18 – 19 May 2022, Novi, MI, USA

Industrialization of the value stream is part of the solution

Posted on 21st July 2022

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

Posted on 8th July 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.

 

Thermal Management for EVs – the key to peak efficiency

Posted on 6th May 2022

On their search for new ways to boost EV efficiency, designers keep coming back to thermal management. Optimizing coolant and refrigeration circuits for different components is proving to be a highly complex task – but one that offers decisive energy and cost saving opportunities.

Range, comfort, safety … ultimately, it all comes down to thermal management

Energy is a precious commodity in electric vehicles. Using sophisticated thermal management, designers can extend vehicle range at a stroke by reducing the power needed for optimal temp control of interiors and batteries. High-performance thermal management is also a must for fast charging – and the performance, operational reliability and service life of various system components all depend on a functional thermal management setup.

CTI Symposia cover the big picture in electrification. And all the details too.

Electromobility can make an important contribution to achieving global climate goals. That’s why the motto of the upcoming CTI Symposium USA is “Net-Zero Emissions”. At the event, top-notch experts will present their views in the plenary sessions and address leading-edge topics in panel discussions. At the same time, innovative technical solutions will be presented in eight technical sessions. Hot topics in the field of thermal management will include a thermal analysis tool for EDUs, a central coolant control module, and highly effective immersive cooling.

Detecting system-level thermal loads before they become hazardous

When checking EDU subsystems and components for smooth operation or dangerous hot spots, today’s designers have various tools at their disposal. But as Michael Furness (Drive System Design, USA) will explain in his talk, “With this kind of silo-based design approach, you risk overlooking crucial thermal interactions at system level.”

The Thermal Analysis Tool developed at Drive System Design accesses existing subsystem datasets to quickly generate a system-level thermal model of the design. The tool has been automated to ensure fast modeling. It can be used cost-effectively at every stage of the EDU development cycle, and can help to inform design decisions on every level. By running a system-level thermal analysis early on, designers can reduce the likelihood of costly changes further downstream. The short simulation cycle significantly reduces development time, and supports designers without the need to parameterize and apply costly FEA programs. Thanks to the tool’s modular implementation of heat transfer physics, designers can use simple empirical equations at an early design phase to obtain a rough understanding quickly. When more mature analyses become available, they can be fed into the tool to improve accuracy.

Using various case studies, Dr. Thomas Holdstock will demonstrate how the toolset can be used to optimize EDU cooling systems of differing complexity and performance, taking user-defined use cases and driving cycles into account.

Reducing complexity in the tangle of hoses, pumps and valves

In cold or hot weather, systems in battery-powered EVs expend a great deal of precious energy on heating and cooling, both of which reduce vehicle range. In response, carmakers are developing increasingly sophisticated thermal architectures. In turn, these increase the complexity of the valves, pumps, hoses and connections used in refrigerant and HVAC systems.

As Nicholas Jordan (HELLA, USA) will explain in his talk, the corresponding OEM trend involves centralizing thermal management system components as much as possible, and combining them in a single module. At HELLA, the most important innovation in this centralized approach is the way the supplier cooperates with OEMs when examining vehicle-specific architectures. To derive the best possible solution, three aspects are synchronized: the 1D vehicle architecture, system mode optimization, and the reduction of valve complexity. The coolant and refrigerant control modules developed by HELLA combine various combinations of cooling circuit elements for vehicle interiors, battery and e-motor/power electronics in a central module.

Since vehicle configurations depend on specific OEM architectures and assembly processes, HELLA offers customer-specific solutions. The goal of the advanced thermal management subsystem is always the same: to integrate cooling components in a single centralized module that can eliminate hoses and connections, and minimize assembly work.

Highly effective immersion cooling for electronic components

With tomorrow’s EVs aiming to charge fully in ten minutes or less, conventional cooling systems will likely reach their limits more and more frequently. Immersion cooling – in which electronic components make direct contact with a special dielectric liquid – is significantly more efficient.

In his talk, Tobias Bender (FUCHS Lubricants, USA) will present the latest generation of FUCHS thermal fluids. These fluids can take on central thermal management tasks in modern electric drives, and are specially designed for the direct immersion cooling of battery packs, traction motors and power electronics. The process has already been tried and tested successfully in data centers. The powerful, cost-effective and safe thermal management fluids enable robust and homogeneous cooling. Optimum operating temperatures can be maintained accurately, and thermal peak events avoided reliably. In the case of batteries, benefits include not only short charging times, but long service life and longer ranges too.

Tobias Bender will discuss the properties of the new thermal fluids in detail, drawing on various simulation and test methods and examining fluid properties, material compatibility, cooling efficiency and battery safety. The speaker will also compare the latest research results with those for established reference products, including non-hydrocarbon liquids. As the results show, direct immersion cooling using FUCHS dielectric liquid technology enables successive improvements compared to conventional liquid solutions.

CTI Symposium USA – we look forward to seeing you!

Our preparations for the CTI SYMPOSIUM in Novi (18 – 19 May 2022) are now shifting into top gear. A two-day program studded with highlights and prominent guests awaits you, and there’s still time to book your ticket. Be a part of it when experts and participants discuss tomorrow’s trends in the plenum and the eight technology sessions. Experience progress hands-on at the CTI SYMPOSIUM EXPO. Broaden your horizons in dialog with international experts – and make valuable new contacts in your field.

Welcome to CTI SYMPOSIUM USA!

Are truck and van e-drives ready for the mass market?

Posted on 2nd May 2022

So long, diesel! Numerous companies are willing to switch faster to zero-emission fleets – providing the e-trucks on offer are attractive in terms of ROI and technology. Creative concepts with proven solid axles look promising here.

CTI Symposia – setting the pace in zero-emissions mobility

As a seismograph for emerging trends, CTI symposia were quick to put drivetrain electrification on the agenda. At the upcoming CTI Symposium USA, the road to Net Zero Emissions will be a central topic. To achieve ambitious climate protection goals, further progress is needed in commercial vehicles too. So at the symposium, trucks will have their own dedicated technology session. Plenary speakers will also be addressing the topic, and an expert discussion will examine the question: “What does it take for EV trucks to go mainstream?”

MHCV market forecasts – more exciting than ever 

The market for medium and heavy-duty trucks (MHCV) is about to change dramatically. Climate change is creating new framework conditions and driving the introduction of zero-emission trucks. In his presentation, Greg Genette (IHS Markit, USA) will offer precise analyses and solid forecasts for this new situation.

The speaker will examine the segment of trucks and buses with a total weight of 6.0t and higher in detail. Focus points will include both various drive types (BEV, FCEV, natural gas, diesel, petrol, hybrid) and international markets (China, Europe, Japan and the United States). To supplement his short-term (to 2030) production and sales forecasts, Greg Genette will also make long-term forecasts up to 2050. His focus will rest on electrification and global megatrends.

The presentation will offer insights into the fast-changing regulatory environment, and will assess the goals of the Paris Climate Agreement in relation to the truck market. To add depth to his forecasts, Greg Genette will discuss the factors that drive demand for zero-emission vehicles and provide an updated modeling of their TCO. As the speaker points out, SP Global’s forecasting methodology combines top-down and bottom-up approaches to incorporate both changes in the energy industry, and detailed forecasts at motor and model level.

Live axle plus e-drive – a new winning team

Many designers appreciate the qualities of the good old live or solid axle – particularly in robust and economical solutions for commercial vehicles, or for pick-up trucks that need high towing capacity and payloads, plus off-road capabilities.

According to Joe Palazzolo (Dana, USA), the key to uncompromising performance in the segments Pickup and Van (Class 1-5) is a “modular and scalable electrified live axle solution”. While transferring valuable knowledge from traditional live axle designs to electric vehicle architectures pays off immediately, scalability and modularity need to be factored in from the start when integrating e-motors and inverters. The speaker will discuss and document the advantages of solid e-axle solutions and their long-term prospects. In a fiercely competitive segment, the goal is a solution that ticks all the boxes for commercial success, including traction, robustness, high payloads and packaging flexibility.

In the past, numerous customers who value high payloads and off-road mobility have opted for live axle constructions. As Craig Renneker (American Axle Manufacturing, USA) points out, there were good reasons for this. Other axle designs can struggle to achieve key properties such as high ground clearance and camber rigidity. Also, applications of this kind traditionally use various technologies to improve traction. To solve this issue, Randy Lesperance will examine possible ways of building an e-drive into a solid axle. He will also compare live axles with De Dion suspension. For designers, options include different ways to integrate inverters on the axle, transverse or longitudinal motor mounting, and offset or coaxial motor mounting. Various options for improving traction will also be considered.

Dog clutches have a future as newly developed systems

“Dog clutches are an interesting alternative for multi-speed transmissions in electric drive units for commercial vehicles,” explains Dr Martin Huber (AVL List, Austria) in his presentation. Generally speaking, dog clutch systems offer higher mechanical efficiency and lower costs than friction clutches or synchronizing units. Major development challenges include selecting a suitable dog clutch geometry, and configuring a suitable actuation system. To shorten shift times, designers must ensure that the clutch can be opened under torque, and closed at high differential speeds without incurring wear.

Dr. Martin Huber will present a methodology that AVL offers for developing these dog clutch systems. With the aid of multi-body simulations, developers first define a suitable dog clutch geometry, taking different differential speeds and torque conditions, as well as the performance of the actuation system, into account. Shift times for engaging and disengaging the dog clutch are then optimized. Dynamic forces can be evaluated and calculated in real time. A structural analysis is applied to ensure sufficient component torque capacity and to avoid fracture or fatigue effects. The model-based approach supports simulation tasks and enables the control system to be pre-calibrated at an early development stage. Finally, the design of the dog clutch is evaluated and verified on the test bench at component and transmission level.

Versatile eBeam axle – the new 3-in-1 drive system from ZF

How do you electrify light and medium-duty commercial vehicles and bring them to market quickly? ZF’s answer is a newly developed solid axle with an integrated electric 3-in-1 drive system (electric motor, inverter, 1-speed drive). As Dr Jörg Trampler (ZF North America, USA) will explain in his presentation, the ZF axle features a new oil-cooled PSM electric motor and a highly efficient SiC inverter. Since both complex modules are part of ZF’s modular electrification kit, they can be used across different drive programs to deliver economies of scale. The modular system design allows customer options such as parking lock, mechanical / electric limited slip differential and rear wheel steering to be added. Live axles with integrated electrical high-voltage drives are new products. They enable trucks and vans to be powered electrically while benefitting from the robustness and durability of a solid axle – all with reduced integration effort for OEMs. The vehicle segment targeted covers trucks and vans from Class 1 to Class 3. A prototype of the axle system is currently under development, and will be presented in a medium-duty pickup truck.

CTI Symposium USA – the countdown has begun

When the CTI Symposium Novi kicks off live again on 18 May 2022, a two-day program studded with highlights and prominent guests awaits you. Be there when tomorrow’s trends are discussed in the plenum and the eight technology sessions. Explore CTI SYMPOSIUM EXPO, our launch pad for innovations – and broaden your horizons in dialogue with international experts. Now that the long countdown to Net Zero Emissions has started, the CTI Symposium is also a great place to get up to speed on all the latest news.

Welcome to CTI SYMPOSIUM USA!