The B2B platform for full-electric and plug-in hybrid electric vehicles: Events News

A radical shift in thinking towards more simplicity in components is needed as regards the powertrains for hybrid and full-electric vehicles, experts meeting at a dedicated event on EV/HEV innovation and development this month in London discussed. Key policy and industry factors influencing powertrain decision where also highlighted.

Powertrain solutions, testing facilities and key decision factors for next-generation low emission vehicles need to be thought over from scratch, industry experts from the UK, the US, and mainland Europe agreed at a specialised meeting on 5 November in London. Organised by AW Briefing, the technology and networking event “Hybrid and Electric Vehicles – Powertrain Innovation and Development” was limited to not more than 30 individuals representing automotive suppliers, testing facilities, public authorities, and OEMs. The one-day event, with cars21.com as a media partner, brought a lively exchange about latest advances in powertrain development, and challenges faced by the industry within current policy frameworks.

Key factors affecting the design and market uptake of new powertrain solutions for full-electric and hybrid electric vehicles would hence include government sponsorship, the developing costs for competitive hybrids and EVs, the selection and availability of hybrid/electric cars, the threat from other alternative propulsion technologies, and the awareness and acceptance of hybrid/EV technology, Nick Ford from consultancy Frost & Sullivan concluded. Ford also drew attention to 7 key considerations shaping up powertrain decision making: Economics (affordable for customers and OEMs), Regulations, Fuel Economy, Vehicle Mix, the general Energy/Fuel Outlook, Competition, and Customer Needs. All seven would add up to determine which powertrain options to offer and in what mix, to ultimately find the most affordable and acceptable solution for customers.

New Technology solutions needed

As legislation forces significant reductions in fuel consumption and emissions, limited resources and energy security would be available, and increasing competition in the field of alternative powertrains could be noticed, suppliers would now face the challenge to bet on technologies still in their embryonic stage, quickly win clarity over what will be the winning technology, and develop completely new business models for technology commercialisation, Simon Arbuthnot from Ricardo noted. However, there might not be one single revolutionary technology winning, but many different roads to success, he added.

One technology offering great potential was introduced by Michael Lampérth from EVO Electric: Axial Flux. Although widely discussed in scientific papers, the real-life testing and application would still be in its infancy, due to a lack of providers worldwide and inappropriate material. However, if used correctly, axial flux technology could lead to higher torque density as it allows for more magnetic material to be used for a given machine length, better cooling due to more cooling area, and higher efficiency. Lambérth reminded participants that a radical shift in thinking would be needed on the engineer’s side to cut over-complicated engineered systems and integrate much simpler solutions for future vehicles.

Lotus Engineering and A&D presented successful technologies already working. Lotus has specialised on range extenders, an area where no dedicated models are available in the market place to meet the requirements for single speed engines, high thermal efficiency, minimum package, reduced exhaust after-treatment, multi fuel capability, and minimised technology.

Lisa Mahoney from A&D, a leading global supplier of measurement, simulation, and control solutions for advanced powertrain testing and vehicle development, highlighted the complexity in performing advanced testing for electrified vehicle components, including system design, power management, safety, battery technology, reliability and operating conditions.

New Market Structures emerging

A revolution in the automotive sector would be distinguished by a great amount of new players entering an industry that has been dominated by OEMs and suppliers mostly. As a result, new players including utilities and charging station manufacturers’ would turn their attention towards developing a charging infrastructure, whereas traditional OEMs and battery manufacturers would focus on promoting the use of EVs. In between, integrators, such as Better Place, and governments, would be needed to create partnerships between these two parties, and provide non-monetary and financial incentives for an EV market to grow, Ford explained in his presentation.

A similar message was conveyed by Arbuthnot, warning that OEMs and suppliers would have to prepare for a successive displacement of around 35% of the current vehicle value. The taking-over by the electric drive train would involve three stages:

1. Replacing the ICE, the transmission, exhaust system and other parts, reducing the car vehicle component costs by 21% from a 22,000.
2. Replacing the axles and shaft line related parts by wheel hub drives – a further 7% reduction.
3. Replacing the steering and stability related parts and electronics – another 7%.

The result would be a reduction to €14,200, leaving only the vehicle body untouched. To avoid being reduced to a simple integrator, OEMs would hence need to capture high value-added parts as the battery, to survive. Similarly, suppliers would need to invest in competencies, facilities, acquisitions, to remain competitive.

Policy drives EV future

The future of the automotive powertrain would largely be driven by legislation rather than consumers or even technology, Arbuthnot highlighted, before hinting at the example of the EU CO₂ emissions reduction strategy where the cost of inaction to lower tailpipe emissions would be prohibitively high – up to €2900 per car in 2015. As this would no longer be an option for OEMs, general limits on CO₂ emissions would be one of the most effective tool to spur change quickly, and drive the market for electrified vehicles. Emission limits based on a complete life cycle analysis would be even more effective.