When you select a hybrid or EV, you may assume that the electric grid and drive system comes from the automaker’s technology. Yet, in many cases, the electric technology may be developed and owned by a Tier 1 auto supplier.
Lear Corp., of Southfield, Mich., has become heavily involved in designing high-powered electrical systems for a number of auto OEMs around the globe. “Our power system technology is being developed both for EVs and hybrids,” Ajmal Ansari, vice president of engineering at Lear, told Design News in a recent interview.
Much of the work to design power systems in hybrids -- Ansari’s specialty -- is created and validated using software simulation. At a recent symposium on Siemens computer-assisted engineering (CAE) software, Ansari explained how Lear developed a thermal-flow model of an automotive traction inverter using CAE.
Lear Corp.'s smart junction box.
Part of the value of the simulation is that problems can be identified and solved in the virtual world. The results from Ansari’s simulation on the traction inverter of a hybrid showed possible issues in the reliability and performance of the proposed inverter. Modifications in the design were done to make the inverter feasible.
Lear brings expertise in charging systems, high-power distribution, and energy management to its customers. Since the power systems are integral to the vehicle, Lear collaborates closely with its customers. “We work in partnership with our OEM customers,” Ansari told us. “It's pretty standard in the automotive industry that the different complex systems are built by different suppliers.”
The goal of the inverter simulation was to prove to the automaker customer that the system was feasible. “On this project, our customer was seeking from us some evidence that this will work,” said Ansari. “The most important collaboration on this project was the development of standards. There are no standards that exist in the auto industry. Each OEM has its own standards.”
Lear brings its technology to a number of automakers. While there are differences in the electrical grid with each OEM, much of the technology can be adapted from one automaker to another. “The heart of the technology doesn’t change from customer to customer,” said Ansari. “What changes is the spectrum of current. You don’t want the electrical current to affect the electronics in the vehicle. That’s a very significant challenge. That drives the design.”
As well as working on electrical power systems, Lear is also involved in the ever-changing world of vehicle charging. “We work on chargers, too. You want to charge in shorter times,” said Ansari. He noted that with the evolving standards in charging, most of the improvements will likely be at charging stations rather than in the home. “You don’t have the high-powered charges in your home,” said Ansari. “It’s just at the charging stations that are increasing in charging power. That is, unless you get your home wired for high-powered charges.”
While the technology and cost of hybrid and EV vehicles is still pricy, Ansari is bullish on battery power. “Overall, even though the technology and vehicles are expensive, hybrids and electrical vehicles will pay off substantially,” he said. “As well as paying off in fuels savings, it will pay off in CO2 emissions.”
Rob, it is interesting to see that suppliers are using CAE. This is not an environment where the customer just buys parts off the shelf from a number of suppliers and integrates them together.
While Lear may be upbeat about hybrids, I think that the market will be slow in developing.
Good point, Naperlou. I think Lear is in this for the long run. They are developing significant IP in this territory. With much of the hybrid and EV technology, suppliers like Lear may own more of the IP than their OEM customers.
Interesting story, Rob. This is going to be a big area for tier-one suppliers because the electrical architectures in hybrids are so much different than those of our more conventional gas-burning vehicles. Many of the hybrids have high power architectures of 360V or more.
Yes, this story was surprising to me, Chuck. I didn't realize how much of the hybrid and EV technology IP is not owned by the OEMs. I can understand the financial and technical benefits of shifting electrical power system development to suppliers, but it's odd to think of the OEMs not owning the technology in their cars.
There was a time when the automakers owned most of the technology in their vehicles, Rob. In the electronics arena, though, Delphi split from GM and Visteon from Ford, and things began changing.
Charles and Rob, I worked in the Auto Industry for 18 years in various capacities as an Electrical Engineer. What you're seeing is the vision that Automakers focus on new body designs and systems integration of electrical-electronic systems. In reading the article, I recalled an IEEE meeting I attended in Dearborn MI several years back where a Ford Executive stated the days of designing and building ECUs are gone. The key focus for Automakers is in Electrical-Electronic Vehicle simulations. The Ford Executive continued to explain that their Tier 1 Suppliers can take an active role designing and developing electrical-electronic modules in which OEM Auto Engineers will integrate them into their vehicle designs. Yes, times have truly changed gents!
Someone -- automaker or tier-one -- will have to focus on the electronic complexity problem. I don't know whose realm it falls under (automaker or supplier), but they're going to have to figure out how to reduce the 70 lbs of wiring and the number of MCUs in every vehicle. Seventy or 80 MCUs is too much.
What will it take to make a monumental effort if a grid overhaul in the USA? Another depression, which created much of the early infrastructure of the past, the canal, state park art, etc. Perhaps a sharp increase in prices.
What holds back progress in the states is the willingness to work on something without a payback. That is why we trail in internet speeds, tech innovation, and now EV support.
The USA spends around $500 billion on gasoline a year, according to the Los Angeles times. Switch to EV and we only spend 1/25 of that, on average ($20 billion). With the rest of that money, could we not start to upgrade the infrastructure?
That's right, Chuck. I was surprised just how much of the power system is owned by Lear. This is no longer just a supplier and a customer; the relationship is now a partnership with collaboration on design.
Yes, this story was surprising to me, Chuck. I didn't realize how much of the hybrid and EV technology IP is not owned by the OEMs. I can understand the financial and technical benefits of shifting electrical power system development to suppliers, but it's odd to think of the OEMs not owning the technology in their cars.
I agree that the plug-in hybrid market will be slower in developing, naperlou. Vehicles such as the Volt have bigger batteries (although not nearly as big as those of pure EVs) and cost will be a bigger issue for those vehicles for awhile. We will see faster growth in mild hybrids and micro-hybrids that use start-stop technology, however.
Rob, am eager to know what type of simulation test done by Lear corp. is it something for better mileage or about engine power. These are the two areas, where a of now EVs are lagging.
Mydesign, in this particular instance, it was simulation to validate reliability of a traction inverter. The simulation showed there were reliability issues. Upon making changes, a further simulation proved out reliability. But that was just one instance. They were doing tests up and down the power system, including making sure the electrical power system did not interfere with the electronics in the cab of the vehicle.
"it was simulation to validate reliability of a traction inverter."
Rob, thanks for the clarification. So they are doing the simulation experiments at various levels for Power system reliability. Nothing concerned with the market demands like mileage or engine power. I think, they have to give much important to these type of issues.
I agree, Mydesign. It's quite amazing how much can be tested and validated virtually. While the process involves quite a bit of number crunching, the number crunching moves more quickly now, and it certainly beats building prototype after prototype.
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