18 – 19 May 2022, Novi, MI, USA

Breakthroughs needed for viable electrification of commercial application

Posted on 20th August 2021

Gary L. Horvat, Vice President – eMobility, Navistar, Inc., USA

Plenary Speaker at CTI SYMPOSIUM USA on 9 September 2021, 09:10 AM EDT

Watch Gary Horvat´s pre-video for CTI USA now. Gary will be discussing “Breakthroughs needed for viable electrification of commercial application” at the symposium 2021.

After the merger Navistar is part of the TRATON. Together they want to meet the challenges of new regulations and rapidly evolving technologies in connectivity, powertrain and autonomous driving for our customers worldwide even better and quicker. The group is going to invest almost two billion dollars in electrification by 2025 – part of it could help Navistar to push BE and FC/H2 programs.

Program details

The role of TIER 1 suppliers in the transformation towards e-mobility

Posted on 17th August 2021

Dr Otmar Scharrer, Senior Vice President, Research & Development Electrified Powertrain Technology, ZF Friedrichshafen AG, Germany

Plenary Speaker at CTI SYMPOSIUM USA on 9 September 2021, 10:10 AM EDT

The automotive industry is facing a tremendous transformation as the number of electric vehicles (EV) is increasing. However, this development comes along with challenges in terms of declining development times, challenging cost structures and very dynamic customer demands regarding driving experience differentiating propositions. How can a TIER 1 supplier overcome the listed hurdles and even boost the transformation? How will the EV-market further develop?

During his presentation Dr Scharrer will discuss the success factors like regulations, e-motor specs, charging infrastructure and demands for future series adaption of EVs. Based on the analysis he will describe the need of technical developments such as standardized, scalable and flexible module kits for e-motor and inverter technologies as well as the ability to upgrade modules during the product lifetime. – The main success factors to master shorter development cycles combined with decreasing prices.

But not only this: in addition he will explain why organizational changes and skilled workforces are needed to ensure high maturity of new products combined with shortened time-to-markets. Learn about organizational changes within ZF’s R&D, reskilling initiatives, the development of new technological modular kits and the impact on the transformation speed of the industry.

Program details

Future of hybrid technologies

Posted on 11th August 2021

Michael Solt, Global Head of Transmission, Driveline and Axles, Stellantis N. V.

More than a century old dominance of the ICE propulsion system is in decline but no one can predict how quickly this may happen. Pundits estimate that by the end of this decade or early next decade a quarter to a third of the vehicles sold may be BEV. Which leaves a large room for the ICE vehicles combined with electrified transmissions and drivelines in xHEV configurations. Year over year strict emissions and greenhouse gas regulations put tremendous pressure on the automotive manufacturers for electrification.

Several strategies are being employed to comply with regulatory and environmental standards. Convergence of xHEV technologies have been observed in the FWD and RWD configurations. Range anxiety, long recharge time, charging infrastructure and ever rising cost of the basic materials needed for an electric propulsion system are the biggest concerns related to BEV. Considering these issues xHEV provides a better near term alternative and a smoother transition to a fully electric propulsion system. In addition, continuous improvement of ICE engines with 50%+ efficiency and improvement in the electrification technologies makes these xHEV technologies even more attractive. To that end the automobile industry and it’s supply chain are going through massive changes with many new players supporting the evolution of vehicle electrification. Companies need to be dynamic and adaptive to win in this environment. Mike Solt will highlight and discuss important elements during his plenary speech on 8th September.

Optimization of Hybrids from the Powertrain Level

Posted on 6th August 2021

In view of today’s primary energy mix along with infrastructure and storage limitations, it is important to develop technically and economically feasible short-term solutions based on real driving conditions and current powertrains, in addition to electrified solutions.  A vehicle with an electrified powertrain introduces many additional energy flows to consider in comparison with a conventional ICE vehicle. A high  level  of  vehicle  and powertrain expertise is now required to develop the  technically  and  economically  best  solutions for  incorporating  the  variety  of  energy  storage solutions available (fossil fuels, e-fuels, batteries  and  fuel  cell). To play an active role in this transformation of the automotive industry, Schaeffler has moved away from the classic approach separating the “engine” and “transmission” units and is now focusing on the development   of   the   overall   system. This allows consideration of the not only engine and transmission energy flows but also electrical, thermal, and chemical.  Understanding these flows, and especially where energy is lost,  supports innovation at the level of the powertrain as well as the entire vehicle while also enabling more sustainable analysis.

Dedicated Hybrid Powertrain as one system

Based on the degree of electrification – “micro-hybrid”, “mild/full hybrid”, “plug-in hybrid” or “xEV” – a powertrain matrix will be used to continue to develop tomorrow’s engine, transmission and electric drive subsystems.

What all approaches have in common is that the optimum solution can only be achieved if the entire powertrain is analysed, including all physical interactions  between  the  internal  combustion engine,  the  transmission,  the  electric  motor and the interaction with the vehicle; thus, not only the flow of forces but also acoustic and  thermal  phenomena  are  taken  into  account. (Fig. 1)

In this study, we considered a C segment plug-in hybrid vehicle. The consumption simulations were carried out based on the WLTC.  The battery for determining the electric range is 9.0 kWh (Fig. 2). As a result of this optimisation the WLTC rated fuel consumption is 3.5 % lower compared to a powersplit and 2.0% less than P2. The efficiency maps used in the simulation for DHE and MultiModeHybrid are basis for the further development on component level. The optimised energy management considers a good driveability.

Development of the MultiModeHybrid

The expectation of improving fuel economy means that optimization of the entire transmission is becoming a priority. This also includes the option of simplifying the mechanical part, possibly by removing the reverse gear and integrating the electric motor(s) into the transmission to take over this function completely.

In order to fulfil all future powertrain demands on a competitive cost level, Schaeffler developed the MultiModeHybrid. The transmission bases on a serial hybrid with the ability to lock the driveline to a parallel drive by closing a K0. The input from the engine has a first ratio of 3.5. The inner transmission input shaft is carrying the rotor of E-motor 1. E-motor 2 is connected to the hollow shaft and via an overall ratio of 8.3 in two steps directly coupled to the differential. Between the two motors is a disconnect clutch in a normally open design and actuated from a CSC. With this layout it will be identical for the FHEV and the PHEV version. The only remaining difference is a HV DC/DC converter for the FHEV version integrated to the double inverter.

With this layout the transmission has three operation modes. The first mode is E-drive. E-motor 2 is driving the vehicle via one fixed ratio of 8.4. There is no shift between any gears. The one speed transmission fulfils the required acceleration over the whole E-drive speed to 135 km/h with a maximum output power of 125 kW. The second mode is the serial drive. In this mode the vehicle is driven in the same manner as in mode 1. Additionally, the engine is running and producing the needed electrical power with the directly connected E-motor 1 which is able to run at 110 kW mechanical input power from the engine. The third mode is parallel drive. At a vehicle speed > 50 km/ h and low to mid acceleration request, the clutch K0 can be closed and with this, there will be a direct connection from the engine to the wheels. The overall ratio of this gear is 2.4, so it is a highly efficient overdrive for urban and motorway driving. (Fig. 3)

Future Dedicated Hybrid Engine

On the one hand, the engine sweet spot is optimized to a point of lower speed and torque. The low-end max torque can be reduced and will be compensated by the E-motor. As a further step, the max speed can be limited below 5.000 rpm as a result of the CVT character and high ratio of the MultiModeHybrid. Instead of using rigid connecting elements between the camshaft and engine valve, a defined oil volume encapsulated in the high-pressure chamber   transfers the cam (lobe) contour to the engine valve. A pump driven by the camshaft via a finger follower builds pressure in the high-pressure chamber. The control system, in addition to the electrohydraulic actuator technology, represents a key module of the UniAir system. Schaeffler has devised a development method that also makes it possible to quickly and easily integrate   the   UniAir   system   in   existing ICE designs. (Fig. 4)

The control algorithms developed by Schaeffler are provided to automotive manufacturers as a software module, which is then integrated as a control module in the engine control unit. With the cycle-specific control logic, the UniAir system opens up new possibilities for altering torque output via the air path as the air mass can be adapted almost as quickly as the ignition point. The next logical step will be to support the trend to further charge dilution (gasoline compression ignition, EGR) with Schaeffler technologies.

Especially in the hybrid driveline, the flexible valve timing can also be used to reduce the final compression pressure of the first compression. With this, the required torque for the ICE restart from E-drive can be reduced and the NVH behaviour of the restart will be significantly improved.

As a next step, the high level powertrain control will be integrated to the PEU of the MultiModeHybrid. Vehicle energy management, emissioning and the driver interface are part of this control. Demonstrator vehicles are in build up for verification of the new powertrain software.

Conclusion

Electrified powertrains offer more energy paths and therefore a more complex optimization problem.  By studying each path including losses, a particular powertrain can be optimised.  One can see that the architecture of transmission and engine are both important and must harmonize with each other as well as the other sub-systems in the vehicle.  This study concerns a FWD C-segment car, but the principles can be applied to mild hybrids, P2 hybrids, battery electric vehicles, and fuel cell vehicles.

Schaeffler: We Pioneer Motion

For more than 70 years, the Schaeffler Group has pioneered motion to advance how the world moves. As a leading automotive and industrial supplier, Schaeffler is dedicated to making motion and mobility more efficient, intelligent, and sustainable. Specializing in the development and production of solutions for the challenges facing the evolving mobility industry, Schaeffler manufactures high-precision components and systems for drive train and chassis applications, as well as products across the full bandwidth of electrification options.

www.schaeffler.com