18 – 19 May 2022, Novi, MI, USA

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!

High performance in new dimensions – from six-phase motors to E/E architectures

Posted on 22nd April 2022

Technical progress knows no bounds, and it never stops. Every new benchmark inspires engineers to aim higher still. On the road to Net Zero Emissions, progress sometimes takes a big leap – and sometimes a series of small steps.

CTI Symposia – a forum for bold innovations

In our book, e-mobility is a daily struggle for the best idea. Different concepts (for example pure electric and hybrid drives) compete, and specific motor details (for example stator core and slot liners) are put to the test. The question of future E/E architectures also needs to be answered. For people who want to identify new trends early – and pursue them doggedly – our CTI Symposia are the ideal forum.

New development: a six-phase electric motor shines in a 48V system

48-volt systems in hybrid drives can play an important role in reducing fuel consumption and emissions. But so far, the relatively low output of 48V motors has been putting the brakes on efficiency.

Now a new development from AVL proves there is another way. The solution presented by Wilhelm Vallant (AVL List, Austria) is a 48V electric axle with up to 32kW peak power, installed in a P4 configuration hybrid vehicle. To achieve that higher performance level with low torque ripple, the e-motor is configured with 6 phases and distributed winding. This technology takes the 48V system to the next level of electrification. By significantly improving vehicle performance in pure electric drive modes, it makes a greater proportion of driving locally emission-free.

Due to the high-current, low-voltage electric motor design, non-linearities in inductance and resistors can affect performance dramatically. In his presentation, Wilhelm Vallant will outline the various issues involved and describe the development process and characteristics of the technical solutions. The e-motor and inverter were designed as a system, using sophisticated simulations. Besides higher performance, designers also focused on maximum efficiency and excellent NVH behavior; manufacturing processes and cost factors also had to be considered. Special attention was given to the winding arrangement – a key factor for motor performance in low-voltage/high-current systems. As a result, the team was able to ensure that maximum performance (with minor deviations) is also available in series production.

Core problem solved: high-speed production of traction motor stacks with bonding varnish

How do you produce rotor and stator cores for traction motors at high speeds and volumes, at low costs and in perfect quality? In his presentation, Max Thieme (Schuler Pressen, Germany) describes the optimal solution for this challenging task.

First, the speaker will present and compare the basic methods for stamping sheet metal for electric motors. He will focus on ultra-modern bonding techniques such as interlocking, gluing and bonding varnish/Backlack, all of which can be used to combine metal sheets into a complete package. Bonding varnish in particular offers convincing benefits. Unlike interlocking and welding, this process rules out short circuits between individual sheets. As a full-area bonding method, it also outperforms gluing – no liquid can penetrate, and thermal conductivity and NVH behavior are both better.

Finally, Max Thieme will explain why progressive dies are the best way to produce traction motor stacks in typical quantities and sizes. This method kills two birds with one stone: high speed stamping, and high quality bonding. To eliminate the downside of handling separate sheets, a fully automated system collects sheets below the progressive die and brings them to the gluing stations in a controlled and secure manner. These gluing stations are freestanding units that offer full control over all process parameters such as pressure, temperature and time. The solution is usually offered as a turnkey system that covers everything from winding off the raw material to the finished laminate stacks. That said, retrofits for existing machines are also available.

Higher power density – innovative slot liners turn air into efficiency

As all designers of electric motors know, seemingly small improvements can yield tangible benefits. In his presentation, DeeDee Smith (Solvay Materials, USA) will show that optimizing the insulation materials used in electric motors is a good case in point.

Specifically, the issue concerns the slot liners that shield the stator core from the winding. As OEMs progressively migrate from 400 volt systems to 800 volts or higher, it’s becoming clear that traditional paper/paper laminate insulation is no longer ideal. To address that issue, Solvay has been working with e-motor designers to evaluate the suitability of Ajedium™ PEEK slot liners as a new high-voltage, high-temperature solution. As their findings show, Ajedium™ PEEK slot liners are an advanced alternative that combines excellent electrical and mechanical performance with greatly reduced thickness. In some cases, volumes can be reduced by up to one third, compared to established solutions.

Engineers can exploit this advantage to increase the motor’s power density, either by making the e-motor more compact or by using the free space in a way that enhances performance. The thermoplastic PEEK film is temp-resistant to 240 °C and offers improved thermal conductivity – more than three times that of current paper and paper laminate materials. This in turn helps to reduce overall motor temperature.

Free from domain boundaries – Bosch is backing a innovative E/E architecture

With the complexity of modern vehicle systems growing exponentially, the key challenge for electrical/electronic (E/E) architectures in e-mobility is how to keep that complexity under control.

In the strategy developed by Bosch, the VCU (vehicle control unit) plays a central role. As Nitya Hadya (Robert Bosch, USA) explains in his presentation, the VCU coordinates powertrain components or takes partial command of their functional scope. Examples include inverter and battery management systems, and transmission and engine management. Battery charging management (communicating with the charging station via a standardized interface) can also be integrated into the VCU.

This facilitates the introduction of new functionalities – including across existing domain boundaries – while also saving resources in subordinate control units. Thanks to modular, configurable hardware and software, the VCU can be designed flexibly to accommodate future requirements. The VCU-S in the presentation is designed as an Embedded Integration Platform that includes separate and independent software partitions within the controller. It delivers the necessary reduction in complexity while enabling fast, easy integration and updates, legacy software integration, multi-partner collaboration, coordinated security concepts and more besides.

The bottom line: this technology represents an evolutionary development that lets OEMs keep using existing software, tool chains and competencies, yet simultaneously spans an arc to a revolutionary E/E architecture of the future.

CTI SYMPOSIUM USA – good to see you again!

At long last, the CTI SYMPOSIUM in Novi (18–19 May 2022) will take place again as a live event. Come and enjoy a top-class program with prominent guests. Be there when tomorrow’s trends are discussed in the plenum and in the eight technology sessions. Explore the CTI SYMPOSIUM EXPO, our fascinating showcase for innovations. And broaden your horizons – and your network – in dialog with international experts and fellow participants.

Welcome to CTI SYMPOSIUM USA!

 

 

IN TOMORROW’S DRIVES, HARDWARE FOLLOWS SOFTWARE

Posted on 30th November 2021

For the second time running, this year‘s 15th CTI Symposium USA took place digitally due to Covid-19. But as chair Dr Hamid Vahabzadeh said when greeting participants, this has also changed the work of engineers in the automotive industry. This year there was even stronger emphasis on the two panel discussions. Their topics were complementary: ‘The Battle between BEV and Hybrid’ and ‘Will 100 percent BEV be a reality in future?’ Read more in our summary.

Read more in our summary