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ELECTRIC GLOBAL DRIVETRAIN MANUFACTURER DANA HAS BEEN DEVELOPING A RANGE OF HYBRID AND FULLY ELECTRIC POWER SOLUTIONS OVER THE PAST 20 YEARS. DANA’S DIRECTOR OF GLOBAL PRODUCT PLANNING, STEVE SLESINSKI, SPOKE TO PRIME MOVER ABOUT THE COMPANY’S CURRENT AND FUTURE ELECTRIFICATION STRATEGIES.
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ith a history in driveline system innovation reaching back more than 115 years, it’s hardly surprising that Dana has accurately predicted the steady swing towards electric vehicles (EV) and is accordingly well advanced in the development of numerous systems within the electrification sphere. This is necessary to ensure the meeting of demand for electric vehicles, which might account for, according to current predictions, roughly 30 per cent of the overall global vehicle market by 2040. Having a presence in 33 countries including 23 global technology centres and 140 major facilities, Dana employs more than 30,000 people and has in excess of 10,000 customers across 140 countries. Unlike conventional engine manufacturers facing the complete substitution of their hardware with electric motors, Dana has a significantly more eclectic suite of product offerings, much of which is eminently compatible with EV and hybrid applications. For example, with many hybrid and fully electric vehicles the conventional differential and rear axle assembly is retained to transmit drive from the engine and/or electric motor to the road wheels. Yet even this is changing for certain applications as Dana engineers work on ways of integrating electric motors with axles to provide a direct motor drive. As Dana’s Steve Slesinski points out, 46
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the company is currently working on a broad range of electrification solutions, some of which are transitional or interim measures which support and enhance the traditional internal combustion platform by allowing it to operate more fuel efficiently. But before exploring these, it was significant to discover the number of EV powertrains Dana has already supplied to the global market. “We have already produced drivelines with centrally-mounted electric motors and inverters for well over 13,000 vehicles globally,” Steve says. “In addition to that we are working on more advanced solutions that include not only central drive configurations but also the integration of drive motors into axles for specific applications.” Steve explains that the primary focus for this advanced technology is the pickup and delivery (PUD) market where the vehicles generally travel at much lower road speeds than over-the-road or linehaul vehicles. Furthermore, the typical stop-start operation provides battery regeneration every time the vehicle slows or stops. He acknowledges that while a large proportion of buses in China are powered by Dana electric drive systems largely due to financial incentives provided by the Chinese government to encourage uptake, the use of electric drive technology is close to becoming financially viable in its own right in some applications.
Electric drive technology is fast becoming financially viable in its own right.
“We’re at the stage now where there’s probably a viable business case for fully electrified propulsion systems as replacements for conventional propulsion systems in PUD roles,” Steve says. He proceeds to explain that while some electric drivetrains are retrofitted to conventionally powered vehicles, this is not ideal because of the waste involved with removing the various components that aren’t needed anymore. He says it is far more efficient to use ‘gliders’ – conventional vehicles without any powertrain related components installed – or vehicles purpose-built from the ground up with electric propulsion. Asked his view on EV uptake over the next 20 years, Steve says he would not be surprised if an average of 30 per cent of the world’s vehicles are either battery or hydrogen fuel cell electric powered by 2040. He is quick to add that market segment percentages will vary widely due to differing degrees of suitability for EV use in various vocations. “With the likes of refuse collection and
