Ford Mach-E Rear Motor Teardown and Analysis
ฝัง
- เผยแพร่เมื่อ 5 ส.ค. 2021
- Sandy and the Munro Live Team disassemble and analyze the Ford Mach-E Rear PM Electric Motor!
The motor featured in this video is NOT a BorgWarner motor.
www.borgwarner.com/newsroom/p...
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Outro:
Music from TH-cam Audio Library [Aka YAL]
Music provided by RFM: • Video
#ford #electricmotor #mache - ยานยนต์และพาหนะ
The motor featured in this video is NOT a BorgWarner motor.
Hi, can you please expand on this? Is it still a Ford Mach E rear motor?
I knew Sandy would make the joke on the 17th bolt - that there was no space for it... classic gentle and justified sarcasm we all love!
Sandy's sarcasm is wearing a little thin. His videos are becoming more showmanship than actually informative as he hams it up for his non-industry audience.
@@Miata822 If I was chief engineer over the Mach E, I would be showing this to the entire team. Plenty of meat there.
You want the industrial grade info, that's probably gonna cost you. Buy the report.
@@rockon7848 I have the i3 report. It's mostly part-by-part costing and source info.
The Mach E inverter is made by Denso. Ford will probably bring it in-house if they think they can improve it or cut cost. I was impressed by the use of SiC switching.
@@Miata822 So Ford threw a bunch of off the shelf components to get the Mach E out the door ASAP, they will re-engineering it if they live long enough.
Something like that?
@@Miata822 The info is still all here - the packaging has improved tremendously though
“ There are a lot of reasons they had for that, but I can’t think of one.” 😎
I think 🤔 that engineer was gonna do the 1 gram everyday reduction plan and he never got around to starting it, lol 😂 He was set for complete development cycle with that housing !
@@maples328 He was quite a fox designing it heavy so he could easily achieve the target of mass reduction and get boni on a regular basis. 😂
It's a big-block motor, see? ;)
@@itekani You said that perfectly
He can't think of one. Probably because he's clearly not an engineer.
Ford didn’t design either the inverter or the motor on this vehicle. It was all done by BorgWarner, hence the non-Ford spec fasteners
@AnalogueKid2112. Then you probably know that both Ford and GM farm out the vast majority of their design work to the Detroit design infrastructure and beyond ("beyond" being for example the Chevy Bolt having an LG Drivetrain). You can tell that Tesla has control of every detail and are designing organically/systemically, there is design iteration being co-ordinated from a central locus, and even often manufactured in-house. US legacy manufacturers are full of teams that oversee parts design from a zillion vendors off-site and around the world. Fords look like design-by-committee, GMs look like Sears appliances, where contracts are let based on spec to the lowest vendor bid. Teslas are more like the classic band, Boston...where a really smart guy designs all his equipment, plays all his equipment himself and it works really well and sounds different from everyone else.
love the name!
@@johncahill3644 Spot on. This is how we ended up with the now "infamous" Six Liter Power Stroke. A really good engine that got butchered up in an effort to get it EPA qualified (not a bad thing in itself) by several committees. In so doing they nearly killed a legendary Ford cash cow.
I thought it was Bosch?
"Code doesn't cost much, and it weighs nothing." Yes, indeed.
and writing a code is 1 time cost and can be used a any number of vehicle without additional cost
Program design is easy, code coding can be hard. Firmware is always changing since the hardware is improving and new features are added.
Code is one time expensive, and maintenance of code is not cheap. But no weight.
@@aitorbleda8267 If you write the class that handles the parking brake the right way, you do not have to maintain it, other than maybe improving it overtime. I'm petty sure making modifications to the code and much, much cheaper then producing all these parts for every single vehicle, plus - if you want to improve the behavior of the mechanical part that means you have to replace it in most cases.
Validating it and making sure it passes all the right standards however costs a fortune.
*SANDY* don't like bolts... Awww... the *Chevy Bolt* was doomed from the start.. LoL
BEST! LOL
@@gunnar4200
Sandy- I hate bolts
Me- whys that?
Sandy- They always catch on fire
I'd never have guessed buying a Tesla 2 years ago would lead me to watching TH-cam videos about screws...
Ditto, love my MS.
Fasteners are Fascinating.......lol.
@@markplott4820 and boos for screws
One of the important things that Tesla and SpaceX is doing which is completely over looked is inspiring people in all sorts of areas. It's getting young people interested in engineering, electronics, even construction with the drone videos of the factory builds and so on. My wife teaches primary school kids and often shows them videos of rockets and other such things and the kids love it. It's important to get those kids to want to learn but also injects some positivity in their lifes and future, which is often lacking.
How true! It is amazing how fascinated we have all become to see the competition. Amazing research for investors that is “free”
From what I have read Ford is not building these electric motors, BorgWarner is supplying them as complete modules. Love the tear down videos, keep up the great work.
Can't wait to see the new Tesla carbon wrapped motor being featured on this channel.
it will be like defusing a bomb. The carbon fiber is so tightly wrapped that when you cut it the motor inflates twice its size!
Lol.... carbon wrapped rotors have been used in applications over 200k rpm for years now, nothing special to see here.
@@carholic-sz3qv The bigger thing is that it is being mass produced I suppose by a machine created by themselves. Will be interesting to see if there's anything else new with the motors too though of course. We've seen the 3/Y motors with Munro but never S/X. :)
@@carholic-sz3qv Except these Tesla engines are part of the fastest production vehicle ever built. To me that's kinda special.
@@alaricgoldkuhl155 really?! Stfu! The model is quick but not fast. Impressive things are buggati chiron(fastest car in the world) with 300mph, mercedes unimog with tousands configurations possible for any applications, a scania 770s.......
That base part is so demanding to assemble that I expect even the robots are going to walk off the job,
🤣🤣
Sandy should give us a total count of threaded fasteners needed to build that assembly
Was that designed and built by a third party? The labor of assembly and all the extra parts!
@@billy-go9kx It's a Borg Warner IDU. B-W did the overall design, subcontracting out the design and part of the manufacturing for the motor and controller. The case and gearing was done at B-W, and the final integration was to Ford specs.
@@1djbecker You'd think that a Borg collective effort would be better than that.
Large circuit boards subject to vibration tend to flex in not supported spans as a result of vibratory accelerations. This flexing can crack solder joints. Solutions are to use thicker PCB material (high cost) or provide more supports over the span. We did larger PCBs and vib testing will kill them if you don't have the needed support points. Brackets or support rails are a typical solution. I believe that the vibration environment of the car and associated motor is the reason.
I don't see how someone could challenge the intelligence of a design god that understands everything man-made that moves. He could've saved every OEM billions of dollars by using least amount of components to achieve highest level of design perfection. Thing about how much all these money can do to world peace.
resonant frequencies are a b1tch... a simple interaction between a couple of fans and a hdd can make a pc case vibrate so loud you'd think it will disintegrate. :)
also by the look of the board at 25:56 the fasteners appear to be thermal couplers and the plate that mounts on top is a large surface heat sink.
6:48 "You don't really need that second washer ..." The washer is used because the shape of the under head of the bolt is typically slightly conical (not flat), designed for mating with harder steels. You need a flatter surface as found in the washer to make the torque reading more reliable on installation and not cut into softer materials such as low carbon steel lamination or aluminum.
15:40 Most castings, like most injection molded plastics, have draft angle. If they don't get a surface perpendicular to the spring surface, it will want to walk out or shift the coil, possibly breaking the silicon carbide transistors or the coil fins. I suppose they couldn't put the mating draft into the spring (probably poke yoke issues during assembly), thus the "standoffs".
Won't the standoff want to walk out (just like the spring would if the standoff wasn't there)?
I'm pretty sure that spacer at 15:40 would make sense if they had understood the order of assembly. The gate driver board with mounted FET modules is installed, with the FET modules slotting into the cooling plate assembly. Then the spring and wedges/spaces are installed to apply clamping force to the stack.
Either way, it is a shitty build lol
Looks like your team does not have enough power electronics and motor drives background since you focus a lot on the mechanical and manufacturing part. For a motor with or without oil cooling, the difference is the cooling efficiency which determines the size of motor under the given maximum power. So the Mach-E definitely has higher power density than vw ID. For a inverter, the most important indexes are power capacity and control accuracy. The relevant parts are power module, cooling system, current measurement and position sensor. Looking forward to seeing these information in the later e-powertrain tear down videos.
Skewing magnets is done to rduce torque ripple because of magnet flux linkage to stator fin poles. Optimal total skew is always 1/2 * 360 / Stator_slots
degrees. It also smoothens harmonics from motors back EMF, but reduces your torque output by max 10%.
I love that the outside of the Ford inverter casting has "FoMoCo". I'm sure it's supposed to be "Ford Motor Company", but I immediately thought of "Fear of Missing Out Company" lol😂
Excellent !!
That has been on Ford parts for decades.
@@Miata822 These idiots have never been under a hood before.
Key difference to highlight with part counts is moving parts. Ie parts that wear.
Unless Sandy understands a design instantly, he implies there is an issue.
This may not be the case. What if there were reasons things were done a certain way? For example, I would expect those soldered connections to be more reliable than a connector, especially for those high voltages.
He is a perfectionist, he brings up valid points but in the end none of it matters, as long as the customer is happy, and the device functions. Nobody typically cares about how their car is assembled.
@@slayyou Until it starts having problems after the honeymoon is over. Triple the amount of coolant hoses, parts, brackets, clamps, etc. as the Model Y -- can't be easy to repair. As much as I like the Mach E's interior and driving experience, I'm going with an Ioniq 5 or a Model Y. Just as fun to drive and better engineered.
I have a front seat, and I am ready to learn.
Watching SANDY, is like watching Professor PROTON on Saturday morning...... Lol.
“There’s a lot of reasons I’m sure they had for that, but I can’t think of one right now.” 😅🤣 8:49
Never saw Sandy this depressed talking about engineering... 😔
Good job, Ford! 😂
exactly my thoughts haha
I feel like sandy is too focused on cost reduction. Faulting Ford for having an oil cooler while praising others for not having one is nuts IMO. Give me the oil cooler any day. Or welding a high voltage electrical connection over a snap in. I’ll take the weld. Especially in an application with plenty of vibration. He knows his stuff, but this mentality is why we get cheaply built crap. It’s anti-consumer and pro bottom line for the company.
@@AustinFerguson the build quality of the Electric Motor in the Mach-E looks way more advanced and robust compared to the Tesla.
19:07 MECHA-MUNRO!!
Yep...I was about to post the same comment
32:30 I love your sense of humor Sandy!
Why so many screws on PCBs? Mikeselectricstuff pointed it out : it's for avoiding mechanical resonance issues or prevent any flexing on these boards, BGAs don't like this at all. And this inverter assy is exposed to an extreme vibration environment.
Couldn't they have used snap in standoffs to do the same thing? I've been involved in a few product designs and we only used screw standoffs for prototyping. I can't think of a single case where we used them in production.
@@videcomp What are you prototyping?
The design team likely has a spec for the area and weight between circuit board supports for each environment. Since this is rigidly mounted to the drive unit, it's a high shock and vibration environment. Without the freedom to select a thicker, more rigid circuit board stack-up (which creates its own process change problems), the solution is more clamping supports.
@@6AM_YT Latest project is a smallish remote crawler with manipulator attachments for making repairs inside sewer pipes. I'm mostly providing guidance, experience and refining the requirements. My engineering student intern is doing all the heavy lifting. He's been working part time for me since high school and can now out program me in one language and is definitely faster using Fusion 360 for mechanical design. So he is doing most of the hands on work.. I actually quote Sandy to him and say "look we can leave that screw in for now but remember you'll have to figure out how to remove it from the next iteration." I like Sandy's "we call them un-fasteners" . We try to limit them to where a tech might need to access a part for troubleshooting, repair or maintenance. We try to avoid someone accidentally breaking an assembly because they can't figure out how to disassemble it, so we use "un-fasteners" because that is what they are for, not for assembly purposes.
There are many better ways of preventing flexing and fixing a pair of boards and a shield between them. Especially as you have a ridged cover on top of them. With proper design maybe 10 screws for both boards.
Please, please, PLEASE!! A Sandy Munro + AvE teardown would be comedy gold of epic proportions. The best of engineering snark from both sides of the border. Please make it happen!
OMG, can you imagine Sandy and AvE together. I would pay to see that.
@@MegaPraystation if AvE would hold firm on never being on camera, we would only see AvE's hands. But I would be so happy just to hear the two discuss. I am sure Sandy and AvE would have an amazing exchange over something like the inverter shown here.
We would have to demonetise that video, as I think AvE would bring out the bar room Sandy, negative filter. 😂
Another area of concern is the high number of soldered interconnections between circuit boards. I have seen solder joint failures in the form of “fatigue cracking” (possibly originating from a poorly prepared solder joint) on automotive circuit boards that could potentially occur here over time from motor/drivetrain vibration subjected to the circuit boards. It would be beneficial to reduce part count by integrating more of circuitry onto one or two boards at most.
Or use leaded solder again...
@@dangraff8467 They're either wave soldered or the parts have solder "paste" and are heat flowed, but they are flowed in one shot.
@@dangraff8467 You can weld certain things, but when you are attempting to electrically attach delicate components, it's not easy to contain the current or magnetic flux welding produces. It would also be extraordinarily time consuming and expensive. Plus, welding is impossible on ball grid ICs of which many are used these days in dense boards. Properly soldered circuit boards should easily last 30 years in a car environment from a physical standpoint (including shock and thermal stresses).
@@dangraff8467 The subject though was solder connections on circuit boards which was all I was addressing here.
@@dangraff8467 Thicker, more thermally stable circuit boards can improve long term resistance to solder related failures, but the old leaded solder was less prone to crack. Also, proper ventilation of the board and arranging the connectors so they don't get stresses on them which help accelerate solder failures. It comes down to the manufacturer and how much they want to spend to extend life.
That inverter is a work of creative artwork.
these technical episodes are solid gold!
What's wild is, this sort of deep-dive, technical episode is really for me as an EV customer. I would never buy a Mach-E after seeing this. I wouldn't want the "many opportunities for failure." I like the idea of buying a clever and efficiently manufactured (lean design) EV.
BEST episode yet!
Technical, engaging, humorous and with a few quotable gems.
Love it!
the IGBTs used in this inverter are called dsc (double side cooling) which have been extensively adopted by Japanese suppliers such as Denso for Prius for years.
They are not IGBT's
@@vidznstuff1 These are IGBT's. Can confirm 100% that there are no SiC MOSFET power cards in production at Ford today.
Regarding the parking brake, in some markets (ie the EU) it is a legal requirement to have an independant mechanically interlocked parking brake on an automatic car, which an EV falls under, despite having no actual gears to change.
It also tends to be used to ensure the safety case for "un-intended movement" for which an EV is particularly vunerable as compared to an ICE. With an EV, if the battery contactors are in, then the vehicle can suddenly and un-expectidly move if the inverter applies torque. For an ICE, the faults required for the engine to start, fuel pumps to run, gears to engage and the vehicle to move un-expectidly are just about impossible to occur. Not the case with the EV......
And imagine your car is San Francisco and catches fire, and start rolling down the hill, because the software just burned ...
I was wondering about the regulatory ramifications of using a mechanical parking pawl.
@@Fix_It_Again_Tony Legislation doesn't demand that it's a traditional park pawl/park lock - many OEMs are now just relying on the worm-gear driven e-brake integrated into the foundation brake calipers.
Thank you for the update and all the excellent work!!!
Thank you so much for showing these insights here for free. There is so much any engineer can learn from that, even in totally different industries. Keep up the good stuff!
This is funny and informative. Thanks for posting these teardowns!
Sandy Munro videos are like an extreme version of Doug DeMuros quirks and features.
4:49 I think people refer to moving parts, the rotor is moving but the laminates do not move individually.
^this 100%
Exactly what I was yelling at the screen lol. I understand his point. People do maybe oversimplify the making of an electric motor. But it does have massively less complexity and individual moving parts
The multitude of stampings in the body shell are all welded together and do not move individually. they are still in the count of parts as an inseparable assy.
Most people don't know about all of the independently moving parts in common machines.
How many moving parts are there in a hydraulic lifter?
What about the variable valve timing actuators in your favorite ICE engine?
And the throttle actuator?
You also never need to disassemble the laminates on the rotor for service. That's like saying babbitt bearings are multiple parts because they are layers of metal.
25:25 Why did they pick 16 standoffs? I would guess that it was to eliminate a vibration harmonic in the board.
Classic. One of the best tear downs.
Wow, actual footage of teardown is nice touch
That was awesome. The bedazzled looks of the design choices when re-assembling the inverter :-D
Could it be that the MOSFETs are soldered to the PCB before insertion in the hatsink assembly?
Yes, that's undoubtedly how it's actually done. I imagine the MOSFETs are attached to the PCB, and the entire control circuit side is assembled before being fed through the cooling plate with the TIM applied to the pre-applied MOSFETs. This makes it a very simple process that isn't very error prone.
The top side assembly could be largely automated then... one tech installed the first plate, sends it to a machine which handles all the welds, then it goes on to the next station... insulation is applied, next plate, back to the next welding station, etc...
@@looncraz Makes Sense! Still a lot of steps and welding and soldering during assembly time.
@@AndrejGobec Sure, but that's not much of an issue for this particular component since each step is basic enough you can train replacement workers easily and quickly and run several production lines at once. The numerous fasteners are the greatest issue, as always.
Exactly, I'm pretty sure Sandy got this part wrong. Never the less, the design of the inverter could much more elegant and simple.
@@looncraz The 3 welding steps they described probably go in different sequence - put both coper contacting sides at one time maybe manually, then machine welds it, puts the middle top part and weld it again.
Thanks you Munro Live Team!!!
thanks for your efforts! amazing to see how its all build inside. Super good information, no idea how it all works but very interesting.
I'm not sure what I like better: "cranky" Sandy or "snarky" Sandy. We got both in this episode!
I was hoping for BLOTTO Sandy, that would have been fun ......... lol.
Like them both as he needs to poke the Ford team to do better, and the fact that they have turned their backs on many of the things he implemented when he was there, well, I don't think he has much sympathy for them.
Maybe the mosfets were soldered onto the board first? Circuit board side assembly first then the side you started with?
Really enjoyed this. Thanks for putting it together.
Thumbs up JUST for the Intro! I love the individual layout on the table stop motion part!
I just saw this on my feed. I liked and now I'm watching.
Awesome! Thank you!
If you missed the Tesla tear down videos - I highly recommend you watch them when you get a chance. Informative, educational and entertaining.
@@videcomp Watched them all. That's when I started watching Munro.
24:30 I was thinking they'd install the MOSFETs with the same pick'n'place equipment that populated the rest of the board, then drop the board into the inverter casing, slotting the MOSFETs into the heat exchanger. THEN you turn it over and do all the goofy welding.
Note also that the inverter is probably assembled in a separate plant, most likely in a low-grade cleanroom. Still a pretty wacky design, I'll give you that.
This knowledge is worth so much money! Thanks for sharing freely!
Thank you Sandy! always looking out for the cover plate's feelings of inadequacy!
Lots of extra jobs... UAW probably happy.
The Mach-E is assembled in Mexico, but maybe the inverters are assembled in a UAW shop. Somehow Ford still got invited to the Bidden/UAW EV-party.
As an R&D Engineer who practiced the "Less is More" philosophy in Automotive, Military, Aerospace and Medical devices, that Inverter is what I would call a real Cluster**&k!😱
I wonder how much that would lighten your wallet to replace?
Assuming you vehicle did not turn into a useless lump of Slag after the Inverter melted down and took everything else with it!😬
A definite Steep learning curve at work here. As long as they keep making timely progress.
Before they are put out of business.
Mike in San Diego.🌞🚀🎸🖖
About the inverter assembly, I think the Mosfets are first soldered in place on that PCB, then slide into the cooling thingy and the side on the PCB is assembled first, then flipped over and all the bus bars are put in place and welded.. This prevents to get these 90 or so little pins to line up with the PCB, which would indeed be a big headache for the operator assigned to this job.
It even could be that the PCB is already fitted with the mosfets from the place where the PCB is assembled, and this could be automated and makes sure the solder connections to the Mosfets are high quality and consistent.
@3:45 Wow! Cool AF... I'd never seen that before. Thanks *Mr. Munro.* (I love it when I learn something new. 🤓)
I think the comparison between the parts on ICE vs electric are MOVING parts. Those 500+ parts in that rotor are essentially one part, since they don't move independently.
don't forget to count those capacitors too 🤣😂🤣
Great show - camera and edit getting better to - Thanks
Great to hear!
Love your disassemble of new electric motors
I'am a retired electronics engineer, when ever I bought a new pice of equipment and it was held together by screws, I would always open it up to see what's inside, since if the used screws they must want you to take it apart.
Ford has engineered this car to have "a lot of opportunity for failure." Ford dealerships are very pleased because they see big $$$$$ repairs!!!
Imagine the joy on a dealers face, when someone comes in with a rattle in the inverter, and occasional cutting out. " Oh yeah, we get that a lot, someone's dropped a screw inside the inverter." That'll be $1849.63 please.
Have you ever heard of an EV inverter failure? I haven't, but I'm sure it must have happened somewhere. Parts like this are replaced, not repaired. The three copper strips Sandy complains about allow inverter replacement w/o opening the motor housing.
@@chrisheath2637 or a short - no one will hear that tiny rattle
This why I do not buy anything from Ford....only an idiot buy a electric car from Ford.
@@chrisheath2637 But before they repair it they will try to tell the customer that the noise is normal and a reboot is nothing to be concerned about.
This is what I’ve been waiting for. The heart of the machine
But, being from FUD motors, I was expecting a ICE engine..... .lol.
What an extraordinary analysis!!
The MOSFETs would have been soldered to the board first, then lowered into the cooler, the flipped to weld the tabs.
Excellent episode. Happy when Ben showed up.
I love these teardown videos!
💪🏻😃😃😃😃😃😃😃😃😃😃👍🏻
13:10 i was told (FWIW) that we dont use the disk brakes because in wet weather int he winter or in really cold temps the pads can stick to the rotors and take while to thaw in the morning
Thank You for the updates! Excellent work!
Glad you like them!
With 7000 miles on my Mach E, the vehicle is running flawlessly. (Phone as a key has had issues). With 9000 miles on my Tesla model 3, I’ve had two visits to Tesla service for minor issues. Rear view mirror fell off and the charging door wouldn’t open. I’ll reserve judgement until both have had 50,000 miles on them.
My friend just sold her Tesla model 3 last Saturday and bought the Mustang Mach E and she said it's so much better to her. She had hers for 9 months and had several issues and she had enough.
That's a reasonable way to assess them from the consumer level. But from an engineering level (and I am NOT an engineer.. so looking at it from a limited perspective).. cost analysis and engineering complexity.. Ford is up and down from one area to another. They got some things done well.. other areas seem to need a lot of refinement. Not to say Tesla is perfect lol.. but a lot of their issues is the fit and finish an quality control that they need to improve on.. as a fairly new company, you can expect these to naturally improve and mature over time. They already have drastically. As well as their under body design, going towards the mega castings. As for Ford. I am not so sure these engineering challenges just improve naturally. My concern is these are things pushed on these engineers based on Fords culture of operations. Silos.. bean counters.. parts bins.. management making decisions when they have no real interest in what's best for the customers. Not a fan of the MBAs making decisions on the guts of the cars.
Has the phone as a key issue been resolved with the Mach E? Also, what year is your M3? I've heard early builds had a lot of issues.
@@jodrhh yes the phone as a Key issue has been resolved to an extent. But every time there is an OTA update it seems I have to reinstall the phone as a key. My model 3 was purchased in December 2020 but is a 2021 model year. The Mach E was purchased in February 2021. We wanted to replace our 2013 infinity jx35 and the obvious choice was the model y buy we decided on the Mach E after test driving both.
24:50 I am certain this pcb is mounted first and after that the mosfets are placed one by one and soldered. Or the mosfets are soldered on this pcb first and then this pcb is mounted sliding thos mosfets between the cooling ribs. Both ways are much simpler and are way faster as it will 'auto align' the parts.
The ID4 and Ford's leads look absolutely professionally done, the Tesla's leads look like a butcher tied them up with butcher string like a roast. 😂
Thank you for sharing your insight. !
23:05 “and for my next act, I’ll be flipping a 3 egg omelette single handed!” Love your show!
“If this aluminum could cry I’m sure it would”
Burn 🔥
IFord could use engineering managers with a big overview about how things could be done, and an organizational structure that would lead to the simplified design vision.
"If I was that cover, I'd feel dejected." - Sandy Munro, the greatest Engineer Ford forgot about.
Also, did anyone notice the logo Ford had on the casing? "FoMoCo - Guess their FOMO is shining through in these hasty design decisions . . .
I see what you did there,brilliant.
I was hoping someone else would catch that!
Virtually every part in a Ford Motor Company vehicle is marked with "FoMoCo"
@@bradcavanagh3092 So you are saying Ford invented the Fear of Missing Out?
Circuit boards are extremely vulnerable to cracks caused by fatigue failure resulting from vibration. They need far more support than a cover.
Nice video.. love watching. One thing is interesting though. You are assuming they don't mount the circuits to the silicon board first.. if that were the case there would be no problem aligning a few welded connections..
Sandy is the therapist of aluminum plates
Excellent as always
"There was not enough room to get SEVENTEEN in there..." LOL! Sandy is RUTHLESS!
Also, holy crap - lining up the board with 90 pins below = bent pins on every unit 100%.
Definitely at least 25 dropped screws rattling around in every one of these...
Great work Sandy and Ben!
Sandy looks at motor: "I see nothing but heartache and grief."
...sure, but only time will tell who's design is best.
It reminds me of why CPUs moved from having pins on the CPU to having pins on the motherboard. Bending those pins was extremely easy!
@@AudiTTQuattro2003 Agreed.
@@AudiTTQuattro2003 - The more parts and clutzy design the greater the chance of future problems.
EMI shielding could be indeed the reason for the countless screws in the inverter box. The high power impulses from the switching mosfets can have very high frequency content. To shield those high frequencies you need to have much surface-area to contact the shield parts together. Too little contact-area between the shielding parts renders the shield useless because of skin effect and high parasitic inductance. I saw that happen many times because of oxid layers on the aluminium which acts as an insulator. So in the first glance you think you have a wonderful farraday cage but with all the oxid on your aluminium parts you only have a partly closed cage which is not obvious. So you have to take care of it as an engineer.
Just an educated guess....
That also explains the fancy coated screws, thanks for the tip
Shielding for EMI can be a real headache, no?
I don't know if they used used a conductive gasket on the lid, perhaps a molded rubber one with a woven metal strip around the entire perimeter.
D. G-S, how do the other manufacturers get around that without the mess that we saw here? I'm sure there's a way to design this better, especially given that we've seen evidence of this being done.
If that’s the case why not use a RF gasket sealing arrangement?
Great show!!!!
HIll-Rom hospital bedside table as a bench top lol. I use the same thing. Great video today. Thanks!
This e drive was developed and built by Borq Warner and will likely be sold to other oems. The Lightning will use a Ford in-house designed and built motor assembled at Ford Van Dyke electrification center.
Probably with "RIVIAN" embossed on the casing (😉)
Makes sense Borg Warner components have always been mediocre at best.
Yeah I was looking for BW commentary.
Why should anyone believe someone who thinks it's BORQ Warner?
This was intense. Sandy you were visibly tired of all the parts and pieces.
Another great episode! Keep it up!
The inverter was good fun, thanks :D
You're welcome!
Cant wait for a teardown of one of the corean ev platform cars Hyundai Ioniq5 or Kia EV6.
Probably a copy of Audi on the inside since all they do is copy the Germans.
the KOREAN cars will be better than anything from VW, Ford or gm.
Definitely. It would be very interesting to see how they have solved things with their (production wise) modular battery, 4 wd system etc.
I wouldn't be surprised if the inverter assembly involved a lot of jigs with pre-loaded parts. I also highly doubt that inverter assembly is anywhere near the vehicle assembly line. As in, probably another country.
Edits are getting better... bravo
Very interesting thanks Sandy
Would be great if Ford could have their lead engineer respond to Sandy's design questions.
Why should they? They don't own him any explanation at all. Only time will tell and show if he was right.
...yes, that would be even more informative for everyone. Some things may be done for cost reasons, but there might be hard data as to why others were done. IE, that board with 17 screws might have failed with only 15.
Peter, problem is Ford has too many Engineers working on the SAME system , from Different aspect.
not, what you want.
It's not a lead engineer but a commute.
@@thealienrobotanthropologist - I never claimed to be one.
Can't the MOSFETs be pre-soldered to the board and the whole board go in *first* into the radiator from the bottom, *then* weld the bus bars?
EDIT: Saw the second board...
They're laser welded. And yes it looks like the mosfet and Buspars could be pre-assembled, inserted and bolted down as a single unit.
Thanks for the show ! IGBT insulated gate bipolar transistor...
Wrong video, buddy - this doesn't have any
@@vidznstuff1 Mentioned in the video. They were earlier switching semiconductors, and now they are moving to silicon carbide Mosfets, which have advantages, but are more expensive.
this would be a great Heathkit project.
This inverter was developed by Toyota/Denso and has been used in Toyota's hybrid cars in some variant since about 10 years. Must be in 1000000+ vehicles, can't be all bad?
What's bad it is designed 10 years ago? Electric tach has come a long way in 10 years.
@@michaelsmith2723 Most of the criticism aims at the manufacturability of the inverter - not the electronics per se. Electronics like the power transistors being Silicon Carbide MOSFETs are very up to date. It just seems to me, if Toyota sticks to this design for so long, it can't be that hard to manufacture. Or they just figured out a good way.
Loved that exploded teardown intro , very cool .
Sandy and chicory coffee in the morning..love it
Grate work, thanks 🙏
Our pleasure!
It seems each sub component is designed by a different person or team. Then when they meet for the 1st time, to assemble, they have another team that tries to get the subcomponents connect with additional sub components (connectors).
Yes, while those others are in their intern meetings not disturbing the other engineering departments which are stupid anyway...:)
Like the 4 blind men holding a different part of the elephant.
The EMI shield may be to isolate between the two PCBs as noise fron the one below is highly inductive and probably induces false logic signals into the one above.
Sandy you are hilarious with the dry humor - feeling sorry for the plate with only 8 screws. 🤣