Make some - A3PS

LIFE AFTER LITHIUMThe pressure is on for battery developers to come up with more powerful solutions, but choosing the right chemistry is no easy task

electric & hybrid vehicle technology international

July 2

014

UKIP Media & Events Ltd

July 2014

WATER BABIESHydrogen fuel cells are back – or are they? E&H investigates the next-gen FCEVs being readied for market launch

COMMERCIAL INTERESTSE-powertrains are growing in popularity in the automotive world, but the same can’t yet be said for commercial vehicles

Make some

NoiseIt’s time for the automotive industry’s eco-saviors to be heard as well as seen

HYPER MANICSitting at the top of the

hypercar power tree is a rip-roaring Ferrari featuring

advanced powertrain electrification. E&H reveals

all the LaFerrari secrets

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WHAT’S NEW?06. A new breed The Maranello engineers’ first hybrid project – LaFerrari – is the most powerful Ferrari ever made. E&H looks at this landmark hypercar 11. Plugging in Meet the latest Volkswagen Golf, complete with a plug-in hybrid drivetrain

12. Twin peak Could VW’s impressive Twin Up concept be set for a market launch?

15. Chilling out Kia heads to the Arctic Circle to improve the cold-weather performance of the new Soul EV

18. Crossing over Lexus is entering the lucrative midsize SUV market – and leading with a hybrid offering

20. Two’s company Gordon Murray Design and Yamaha reveal the Motiv.e city car

22. Flow riderQuant unveils its first tech demonstrator, the e-Sportlimousine

24. Smart car Subaru’s third VIZIV concept couples plug-in hybrid power with an intelligent control system

26. Green-sky thinking Three new hybrid concepts helping Mitsubishi meet its 2020 powertrain electrification target

JULY 2014

In this issue...CONTENTS

28. Production news A round-up of the latest news, developments and announcements from the EV and HEV world

32. EVs on testE&H gets to grips with the BMW i3, VW’s e-Up, the Lexus IS 300h and Infiniti’s Q50 Hybrid

34. EV speakActor, writer and E&H columnist Robert Llewellyn chronicles his all-electric trip from London to Edinburgh

36. Personality profilePSA Peugeot Citroën’s executive engine technology manager, Karim Mokaddem

FEATURES38. Going greenE&H travels to Michigan to discuss Ford’s future hybrid and electric vehicle plans with Kevin Layden, the Blue Oval’s head of electrified engineering



July 2

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July 2014WATER BABIES

Hydrogen fuel cells are back – or are they? E&H investigates the next-gen FCEVs being readied for market launch


Make some NoiseIt’s time for the automotive industry’s eco-saviors to be heard as well as seen

HYPER MANICSitting at the top of the hypercar power tree is a rip-roaring Ferrari featuring advanced powertrain electrification. E&H reveals all the LeFerrari secrets

COVER STORY60. Sound e�ectsAs advancing technology continues to make electric vehicles a more economic, feasible and attractive proposition for consumers, it’s time to consider what a world without traditional engine noise could (and perhaps should) sound like

Electric & Hybrid Vehicle Technology International // July 2014 // 01

60

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38

Powering Tomorrow’s Hybrid and Electric VehiclesWith HybridPACK™ Drive Modules

Building on our long-standing experience and innovation lead in Trench-Field-Stop IGBT power modules, we have developed a highly compact six-pack module especially for hybrid and electric vehicles. Optimized for power levels in the 50-100kW range, our 750V HybridPACK™ Drive off ers best-in-class power density with direct liquid cooling capabilities. It simplifies design and assembly at optimum system cost thanks to features such as multi-purpose power terminals and press-fit pins for the signal terminals. HybridPACK™ Drive highlights include leading thermal and electrical performance with improved stray inductance and blocking voltage for lowest conduction and switching losses – especially at maximum inverter ratings. It is the perfect fit for tomorrow’s electric and plug-in hybrid vehicles.

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44. Sports scienceBMW’s head of development, Dr Herbert Diess, discusses the challenges of new technologies

50. Power to the peopleIn the battle against range anxiety, the race is on to develop new, more powerful battery technology

68. Cell coverageToyota’s Katsuhiko Hirose discusses his company’s role in a collaborative project to launch production fuel cell vehicles

76. Heavy loadsHybrid technology has the potential to revolutionize heavy-duty vehicles, providing it can overcome some tough challenges

84. Green van menElectrified powertrains seem an obvious fit for commercial vehicles. So why are manufacturers still so hesitant?

92. Testing timesVirtual development is enabling EV manufacturers to get their vehicles to market in less time

CONTENTS

133. Meeting demandA new battery system from Voltabox aims to address the ever-increasing needs of Li-ion applications

136. Powering upA look ahead to the Electric & Hybrid Vehicle Technology Expo 2014 and The Battery Show, set to take place in Novi, Michigan, in September

220. Last word Resident columnist Greg Offer on how student engineering competitions offer major benefits to participants and industry alike

102. Past master Rediscovered after more than 100 years, the Porsche P1 shows that electric and hybrid vehicles have been around longer than you might think 106. 3D moves As aerospace and aviation embrace the potential of additive manufacturing, can the automotive industry utilize 3D printing in EV parts production?

112. Charging aheadAs the inaugural race of the all-electric Formula E series approaches, E&H looks closely at the development of the SRT 01E

116. Nature’s finestThe LA Auto Show Design Challenge asked teams from around the world to investigate how nature might impact mobility in 2025. The results are stunning

124. Self helpE&H finds out more about Ford’s autonomous vehicle research, which imagines a future of self-driving vehicles and new advanced technologies

129. Passing the testDewetron’s emergence as a leading provider of testing equipment and software is the result of careful relationship building and a commitment to R&D


68

50

fit for commercial fit for commercial vehicles. So why are vehicles. So why are vehicles. So why are vehicles. So why are vehicles. So why are manufacturers still manufacturers still manufacturers still

Testing times Testing times Testing times Testing timesVirtual development Virtual development Virtual development Virtual development Virtual development

manufacturers to manufacturers to manufacturers to get their vehicles to get their vehicles to get their vehicles to get their vehicles to market in less timemarket in less timemarket in less timemarket in less time

76

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92

Self help Self help Self help Self help Self help finds out finds out finds out finds out finds out finds out finds out

more about Ford’s more about Ford’s more about Ford’s more about Ford’s more about Ford’s more about Ford’s more about Ford’s more about Ford’s more about Ford’s more about Ford’s more about Ford’s autonomous vehicle autonomous vehicle autonomous vehicle autonomous vehicle autonomous vehicle autonomous vehicle autonomous vehicle autonomous vehicle autonomous vehicle autonomous vehicle autonomous vehicle autonomous vehicle research, which research, which research, which research, which research, which research, which research, which research, which research, which research, which research, which research, which imagines a future of imagines a future of imagines a future of imagines a future of imagines a future of imagines a future of imagines a future of imagines a future of imagines a future of imagines a future of imagines a future of imagines a future of

124.124.124.124.124. Self help Self help Self help Self help Self help Self helpE&HE&HE&HE&H finds out finds out finds out E&H finds out E&HE&H finds out E&Hmore about Ford’s more about Ford’s more about Ford’s 92

102

The word wizardsEditor: Dean SlavnichDeputy editor: Matt RossAssistant editor: John ThorntonProduction editor: Alex BradleyChief sub editor: Andrew PickeringDeputy chief sub editor: Nick ShepherdProofreaders: Aubrey Jacobs-Tyson, Christine Velarde

ContributorsFarah Alkhalisi, Nargess Banks, Josh Bentall, Philip Borge, John Challen, Brian Cowan, Matt Davis, Rachel Evans, Adam Gavine, Dan Gilkes, Max Glaskin, Burkhard Goeschel, James Gordon, Graham Heeps, John Kendall, Andrew Lee, Robert Llewellyn, Mike Magda, Jim McCraw, Max Mueller, Bruce Newton, John O’Brien, Greg Offer, Keith Read, Rex Roy, John Simister, Michael Taylor, Adam Towler, Karl Vadaszffy, Saul Wordsworth, Mark Hales

The ones who make it look nice Art director: Craig MarshallArt editor: Ben WhiteDesign team: Louise Adams, Andy Bass, Anna Davie, Andrew Locke, James Sutcliffe, Nicola Turner, Julie Welby

Production people Head of production & logistics:Ian DonovanDeputy production manager: Lewis HopkinsProduction team: Carole Doran, Cassie Inns, Frank Millard, Robyn SkalskyCirculation manager: Adam Frost The ones in charge CEO: Tony RobinsonManaging director: Graham JohnsonEditorial director: Anthony James Commercial colleaguesSales and marketing director: Simon Edmands How to contact us Electric & Hybrid Vehicle Technology InternationalAbinger House, Church Street, Dorking, Surrey, RH4 1DF, UK +44 1306 743744 [email protected] Subscriptions £66/US$118 for two issues

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protected by copyright ©2014. ISSN

1467-5560 Electric & Hybrid Vehicle

Technology International. Printed

by William Gibbons & Sons Ltd,

Willenhall, West Midlands, UK.

There are moments in one’s career when you think, ‘It just doesn’t get any better than this.’ For most car journalists, that point usually comes when you get asked by a press office to drive a truly amazing new automotive development, a landmark car that the entire world sits up and takes notice of, like, say, the Volkswagen XL1, BMW i3/i8, McLaren P1, the Ferrari LaFerrari and Tesla Model S. Those are pretty rare and wonderful highs, for sure.

But then, I’ve always taken pride in the fact that I’m a journalist first, and automotive editor, writer and enthusiast second. So, for me, meeting and getting to interview those senior engineers and heads of development – true captains of industry who are directly shaping the brilliant automotive creations that will impact tomorrow’s world – is always much more of a treat. I guess it feeds the inner journo in me. Having been in the industry for more than a decade now, I’ve had the good fortune to speak with most powertrain and R&D company heads, from the largest conglomerates, such as Toyota and GM, through to smaller start-ups, the suppliers and those fantastically crazy one-engineer bands that make up the many merry inventors claiming to have had that eureka moment leading to the next big thing since, well, the reciprocating engine.

So, a few weeks back, I was in east London at the right-hand-drive customer handover event of the Tesla Model S. I got to drive one for a good 50 minutes, on the roads that I grew up around as a kid, and, in short, it’s stunningly good (the car, that is!). It drives superbly and the electric powertrain is responsive and revolutionary, eliminating that often cited EV issue of range anxiety by serving up 425km (265 miles) of driving between charges, while offering 310kW/420ps and 600Nm in top spec Model S form. That, my electric friends, means the Tesla sedan does 0-100km/h in 4.2 seconds! The interior is just as noteworthy, with the

large iPad-like screen dominating the center console and having the capacity to do just about everything. For me, Tesla is a company that’s ripping up the automotive design, development and manufacturing rulebook and coming at the car making business from a totally new, and very different perspective.

But I digress; the point of this foreword is not to praise, and then praise some more, the brilliant Model S. It’s about how my job made one of my dreams come true: the moment I met Mr Elon Musk, Tesla, Space X, Zip2 and PayPal founder, general entrepreneur, SolarCity pioneer, and the man behind that absolutely mind-blowing Hyperloop public transportation dream.

Granted, I didn’t get to spend much time with Musk, and what time I did have, I had to spend with other journalists, discussing Tesla’s expansion, future product plans, that Model E legal spat with Ford, the groundbreaking Supercharger strategy, and why it’s high time for other car companies to start taking Tesla very seriously – especially after Musk offered to share many of the company’s EV technology patents for free with other organizations.

For such a pioneer – and that word is used all too freely these days – I found the softly spoken Musk very modest, humble and incredibly charismatic. His unassuming demeanor really is at odds with what he has achieved in such a short period of time.

In the next issue, we’re planning a big feature on Tesla and Musk, so, for now, I’ll sign off with this – Musk’s response to my final question a few weeks back in east London: “We’re a technology company making electric cars. The important thing is sustainable transport. Autonomous driving is nice to have, but not required. Sustainable transport is what’s required!”

Dean Slavnich

CONTENTS

04 // July 2014 // Electric & Hybrid Vehicle Technology International

PRODUCTS & SERVICES

145. Compact power modules (Infineon)148. Optimizing electrification (Delphi)150. Plug-in hybrid advances (AVL)152. Lithium sulfur battery

(Oxis Energy)154. Electronics modules

(Lenze Schmidhauser)156. Power delivery solutions (Lear)158. Current-excited motors (Brusa Elektronik)160. Analyzing heat generation

(Netzsch Instruments) 162. Offboard battery charging

(Toyota Motorsport)164. Vibration reduction

(Centa Transmissions)166. Hybrid vehicle simulation (D2T)168. Electric taxi prototype

(Sensor-Technik Wiedemann)170. Battery testing facility

(BEST Test & Commercialization Center)

172. Vehicle sound simulation (Brüel & Kjær)174. High-speed powertrains (TM4)175. IGBT cooling solutions (Dana)

176. Eddy-current rotor sensor (EFI Automotive)

177. Conformal coatings (SCS)178. Ultracapacitor cells

(Maxwell Technologies)179. Electrification solutions (PSG)180. Mild hybrid integration

(Schaeffler)181. Simplified heating circuits (International Rectifier)182. Multinode energy systems

(Mavel)183. Using KERS in EVs

(Flybrid)184. Board net electrification (TE Connectivity)185. Marketing electric vehicles (Vayon Group)186. Optimizing HV cabling (Coroplast)187. NVH and acoustic analysis

(Siemens PLM)188. High-voltage connections

(Huber+Suhner)189. Hybrid battery diagnostics (Midtronics)

190. Gear pump applications (Marzocchi Pompe)191. Electric bus development

(Kinetics Drive Solutions) 192. Battery testing solutions (Arbin Instruments)193. Powertrain test equipment (D&V)194. Integrated plug-in hybrid (Linamar) 195. Maintaining drivetrain life (Semikron)196. Research implementation (WMG)197. Precision power analysis (Hioki)198. In-car semiconductors (Toshiba)200. Products & services in brief

EDITOR’S NOTE

116116


http://www.ukipme.com

Plug-in-Hybrid advances: AVL Future Hybrid

AVL’s “Future Hybrid” is a new PHEV concept designed to reduce hardware complexity and utilize efficiency synergies. This Lighthouse of future mobility covers all purposes of every-day customer needs while putting best-in class CO2 emissions and low-product-cost design into practice. The technology will help OEMs meet stringent emissions targets including 95g/km of CO2 by 2020.AVL’s approach was a holistic perspective of the drivetrain and vehicle integration along the AVL hybrid development process by an optimum balancing of key drivetrain components.

AVL intends to demonstrate Future Hybrid’s capability in the passenger car C-segment, which dominates the overall market volume.

www.avl.com

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WHAT’S NEW? FERRARI LAFERRARI

Shock and

WORDS: MARK HALES

Who would have thought it? A rip-roaring Ferrari featuring powertrain electrification. But IC

V-engined traditionalists shouldn’t fret too much: LaFerrari is one of the greatest cars – let alone

hybrid developments– ever created

WHAT’S NEW? FERRARI LAFERRARIWHAT’S NEW? FERRARI LAFERRARI


The old adage that racing improves the breed hasn’t really held true for some time; after all, modern race car technology is primarily focused on aerodynamic efficiency and bears little

relation to most contemporary production road cars. For the latest super supercars, though, it might just have more relevance. These hypercars might be an exclusive breed, but they rely on the style of hybrid powertrain technology developed for today’s Formula 1 single-seaters.

In the grand scheme of things, road-going hybrid cars are a relatively recent phenomenon, but if LaFerrari and its near-1,000ps stablemates share basic technology with the rather more modest Toyota Prius and Nissan Leafs of this world, the way the actual hybrid drivetrain is integrated into the rest of the car’s technology is very different. Or, as Ferrari vehicle dynamics chief Matteo Lanzavecchia puts it, once his team realized it didn’t have to be for economy or as a nod to the green lobby, the end product could be

The high-voltage generator, power electronics and traction motor of LaFerrari’s hybrid system are all

integrated into the powertrain

LaFerrari’s 6.3-liter naturally aspirated V12

pumps out 810ps, with a further 165ps produced

by the electric motor

much more Ferrari. And by that, he means the engineering team could use the system – and system

integration – to influence the style of the car’s performance as well as its extent. Employ hybrid technology, but with Ferrari DNA, was the mantra.

According to Lanzavecchia, it was essential that LaFerrari’s vehicle architecture and mechanical and electronic control systems were all tightly integrated at an early stage in the design process, rather than added on later during development. The sum of those parts, though, would still be a bigger number than any before: 810ps from the big 6.3-liter naturally aspirated V12, plus an additional 165ps from the electric motor, co-developed with Magneti Marelli, making LaFerrari the most powerful Ferrari ever and, in power output terms, top of the modern day hypercar trio that includes the McLaren P1 – about which Ferrari is particularly sensitive – and Porsche’s all-drive 918 Spyder creation.

In fact, the P1’s general engineering layout is similar to LaFerrari’s, but the significant detail is different; Ferrari felt that a large naturally aspirated V12 was essential to the hybrid setup because it summed up what the Italian car maker was all about, and equally important, it made the right sort of Maranello noise. McLaren engineers, on the other hand, were

The high-voltage generator, power electronics and traction motor of LaFerrari’s hybrid system are all

integrated into the powertrain

much more Ferrari. And by that, he means the engineering team could use the system – and system

integration – to influence the style of the car’s performance as well as its extent. Employ hybrid technology, but with Ferrari DNA, was the mantra.



less concerned with operatics and more with weight distribution and packaging, therefore choosing its flexible and compact M838T 3.8-liter twin-turbocharged V8, albeit in uprated form. In P1, electric power fills the hole before the turbos are up to speed, whereas the Ferrari’s system provides the instant surge before the V12 is into its power band; the peak is a dizzy 9,250rpm with maximum torque of 699Nm developed at 6,750rpm.

Spinning upFerrari’s engine team, under chief engineer Vittorio Dini, decided to use the F12’s motor as a base for the LaFerrari powertrain, and then looked to boost its power from 740ps, with the traditional way being to spin it faster. The recent Ferrari V12s have a bore of 94mm and stroke of 75.2mm and both were retained, but much effort was made to reduce reciprocating mass and eliminating pumping losses. The compression ratio was increased from 13.5:1 to 14:1 and there is a microprocessor and a knock sensor for each individual cylinder that independently varies the advance of each subsystem, depending on the extent of any pre-ignition. The timing of both

“The electronics should bedriven by the feel for the driver.After driving the car for 1,000m,we want you to feel as if you havebeen driving it for years”Matteo Lanzavecchia, vehicle dynamics chief, Ferrari

camshafts is constantly variable, as is the length of the inlet tracts via solenoids linked to the ECU. Both are attempts by Dini’s team to spread the power further down while complying with emissions regulations.

The 450V permanent magnet Hy-Kers electric motor is a development of that designed by the Scuderia engineering team for Formula 1, where extreme packaging combined with generous funding had already produced a compact and relatively lightweight unit. As can be expected, the big V12 takes up a lot of space, so the team had little choice but to locate the e-motor right on the back of the 7-speed DSG gearbox, which has been co-developed with Getrag. As a point of reference, McLaren’s is on the side of the

engine, driving aft to the transmission, but a more notable difference is that the Ferrari’s feeds direct into the hydraulically controlled limited-slip differential via a development of the all-drive technology used to power the front wheels. The motor spins fast – to around 16,000rpm – so there is a substantial reduction gearbox, but the advantages according to Ferrari include a decrease in power loss, although more interesting is that the torque to each wheel can be individually varied via the hydraulics. Ferrari says the system is predictive and can anticipate the driver’s needs.

During E&H’s visit to Modena to learn about and drive the hybrid hypercar, Ferrari engineers were guarded on the subject of torque vectoring – which, in itself suggests it is under development, or at the very least is being closely looked at – but the LaFerrari’s electric motor’s more direct coupling also enables it to harvest energy to charge the batteries during

Not only is LaFerrari the manufacturer’s first hybrid project, the result is the most powerful Ferrari to date



WHAT’S NEW? FERRARI LAFERRARIWHAT’S NEW? FERRARI LAFERRARI

generate a lot of heat and so there are no fewer than six separate cooling circuits, covering the electronic controls; the engine’s oil and water; the clutch and gearbox; the hybrid motor; and of course, the batteries and the occupants, the latter of which sit on the floor of the carbon-fiber chassis tub. One of vehicle architecture chief Franco Cimatti’s first inspirations when he began laying out the car in 2007 was to sit the occupants lower by getting rid of the seats and all the associated adjustments and instead, make the pedals adjustable. The HV batteries, which are the lifeblood of the HY-Kers and like almost every other LaFerrari subsystem are made in-house at Maranello, couldn’t then go in the obvious place, so they are sandwiched between the occupants and the front of the engine. Formula 1 finance has since helped make them small enough to fit.

Ferrari admits that the packaging of all systems and components has been a huge engineering task. The separate cooling circuits have to be fed with air that has to be incorporated in the aerodynamics that are extensive above and below the car, and is actively managed via flaps on the underbody and a retractable rear spoiler operated by a solenoid. If the task of packaging was

The LaFerrari development team adopted a typically performance-related mantra during the project: Employ hybrid technology, but with Ferrari DNA

huge, so was the electronics programming that integrates the hybrid system with the differential, the electronically controlled dampers, the active aerodynamics, the braking and just about everything else that comes to mind.

All the systems have been thoroughly and carefully automated, and relentlessly tested. Other than the rotary switch that determines wet, road or race levels of performance, the driver has very few options, because Ferrari maintains that it knows its customers – and the car is the way Ferrari wants it to be. As Lanzavecchia concludes, “The electronics should be driven by the feel for the driver. After driving the car for 1,000m, we want you to feel as if you have been driving it for years.”

braking. The McLaren’s traction control and stability is all electronic, featuring a completely open differential with control of wheelspin via pulsing of the brake caliper, and the British supercar maker says it wasn’t possible to maintain the feel of the brake pedal during any energy harvesting phase. Ferrari is most insistent that its electric motor is always working in one form or the other; either it delivers power to drive, or it charges – as a form of traction control to limit the slip of an inside wheel during cornering, or as an aid to braking via both rear wheels. It also charges during part-throttle acceleration. If the thermal engine has any surplus torque available that is not needed to drive the wheels, it is directed to the motor/generator to charge the high-voltage batteries.

In among this sophisticated hybrid hypercar setup, there is also a large three-phase, high-voltage alternator whose output has to be rectified. This, and the rest of the power electronics,

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Power to the people

WHAT’S NEW? VW GOLF GTE

The ever-popular Volkswagen Golf will soon boast all drivetrain options: gasoline, diesel, CNG, electric and – the latest addition – plug-in hybrid

In developing the Golf plug-in hybrid, Volkswagen has become the first car maker to offer all types of drivetrain technology in a single model series. Of course, Europe’s biggest OEM is not counting hydrogen fuel cells as a viable mass-market option at present, but the ever-lovable Golf – one of the world’s most popular cars – is now available with a range of powertrains to suit all needs and markets, in gasoline, diesel, natural gas, electric and, now, PHEV offerings.

The hydrogen fuel cell issue is somewhat contentious as there are no mass-market FCEVs available yet by any car maker. However, such has been Volkswagen’s rapid acceleration of e-powertrain development of late – its flexible MQB architecture has helped bring to life e-Golf and e-Up models, as previewed in the last issue,

The Golf GTE features a 75kW e-motor and a 1.4-liter TSI engine (below) delivering 150ps

from a combined power delivery of 150kW or 204ps, as well as 350Nm of torque. That means the GTE is some 16ps short of the GTI’s 220ps output, but is some 20ps more than what the GTD offers. Torque is the same across all three models. Such power translates to the GTE having a top speed of 222km/h (138mph) and accelerates to 100km/h in 7.6 seconds. While that’s somewhat slower than the GTI, which takes over one second less to do the same distance, what the PHEV Golf loses in performance, it more than makes up for in economy: GTE is good for 1.5 l/100km (188mpg) and emits just 35g/km of CO2. Now that’s impressive.

The battery weighs just 120kg, which means the GTE tips the scales at 1,525kg, which is 174kg heavier than the GTI and 148kg more than the GTD. The pack can be fully charged from an ordinary domestic mains outlet in around three hours.

GTE’s e-motor is integrated in the gearbox housing of the vehicle, which can be either an automatic or a 6-speed DSG with a triple clutch that’s been specially developed by VW engineers for hybrid applications. Additional hybrid drive components include power electronics, which convert the battery’s direct current to alternating current for the e-motor and charger; an electromechanical brake servo; and an electric air-conditioning compressor safeguard that enables energy-efficient operation of the brakes and air conditioning unit.

as well as numerous eco-friendly conventional IC motors, hybrids and a possible plug-in hybrid Up (see next page) – that the prospect of a hydrogen-powered Golf being launched in the near future seems highly likely.

But back to the GTE, which is the third GT-branded Golf, falling in line with those two critically acclaimed hatchbacks, GTI and GTD. The PHEV serves up 50km (31 miles) all-electric driving, during which a top speed of 130km/h (80mph) is achievable, and a potential total range of 939km (583 miles), representing a best-of-both-worlds solution if a petrol, diesel, CNG or all-electric Golf is not your bag.

Fuel for thoughtInterestingly, VW chose to marry its in-house-developed e-motor, which is rated at 75kW or 102ps and is supplied with power from a high-voltage lithium-ion battery that’s liquid cooled and has a 8.8kWh capacity, with a 1.4-liter TSI petrol engine. Now, if we’re being pedantic (and the hydrogen fuel cell point has already been made), for VW to truly claim that the Golf is the world’s first car to be offered with all pertinent drive modes, it probably needs a diesel-hybrid option too, but fuel type withstanding, a PHEV is a PHEV, so we’ll give the German engineering powerhouse the benefit of the doubt here.

The turbo direct fuel-injected IC engine delivers 110kW or 150ps, which means the GTE benefits



Weighing around 300kg more than the

conventional IC-engined Up, the Twin Up sports

a plug-in hybrid powertrain plucked

straight from the groundbreaking VW XL1

WHAT’S NEW? VOLKSWAGEN PLUG-IN HYBRID UP

Late last year, at a small media gathering for a select few journalists, Volkswagen showed off its XL1 creation – a technological showpiece that advances the notion of sustainable transportation like no other automotive development. As we reported at the time, VW engineers said that the XL1 would be produced in very limited numbers, but the experience and know-how gained from the project, including the R&D behind the innovative downsized plug-in powertrain, an intricate production process and the lavish use of CFRP, would be transferred to other VW Group initiatives. Most in the media accepted this, but few believed that this knowledge sharing would come so soon after the XL1’s initial public outings.

Welcome, then, the Twin Up, a plug-in hybrid derivative of VW’s very successful three-cylinder IC-engined city car. Except that this concept does away with the tiny gasoline engine and instead shares key parts of its drivetrain with the XL1, including the downsized 800cc diesel unit, electric motor and DSG.

MQB babyWith Up being conceived on MQB, VW says it was relatively easy to install a plug-in hybrid drivetrain – albeit a pocket-sized one – within the car’s existing compact layout. The flexible nature of the architecture, along with the only engineering modification – essentially lengthening the front overhang by 30mm – meant that the 55kW drivetrain, comprising the TDI engine and the electric motor, is fitted to the front of the vehicle along with the DQ200E transmission and additional power electronics. At the rear is the lithium-ion battery pack with an energy capacity of 8.6kWh, the 12V battery for the electrical systems and a 33-liter fuel tank.

The two-cylinder diesel engine is a close relative of VW’s 1.6-liter four-cylinder offering, sharing the same cylinder spacing (88mm), bore (81mm) and stroke (80.5mm). In addition to halving the displacement capacity of the IC base, other emissions-reducing measures include specially formed piston

recesses, multipoint fuel injection and controlled orientation of individual sprays. A balancer shaft has been added to optimize NVH, a thorny issue for most two- and three-cylinder designs. There’s also an EGR, DPF, oxidation catalytic converter and brake recuperation capability.

Located between the TDI engine and the seven-speed DSG is the Twin Up’s all-important hybrid module with an electric motor and decoupling clutch, which VW engineers have integrated within the transmission in place of the flywheel.

The result of these added e-powertrain subsystems is a weight increase of just under 300kg over a standard IC-engined Up. But despite such a weight penalty, the environmental benefits of the Twin Up can’t be argued with: CO2 emissions are rated at 27g/km, down from 105g/km on the three-cylinder models, and fuel consumption is an astonishing 1.1 liters/100km (256mpg), making the 4.489 liters/100km (62.8mpg) of the standard Up seem like an inefficient gas guzzling monster!

Crucially for a city car, though, is the fact that the Twin Up is not slow off the mark: 0-60km/h (0-37mph) in pure electric mode takes 8.8 seconds before a top speed of 125km/h (77mph) is realized. Some 50km (31 miles) can be covered in electric mode, where the TDI engine is essentially decoupled from the drivetrain by opening the decoupling clutch and is then shut off. At the same time, the driving clutch on the gearbox side remains closed and the DSG is fully engaged.

Away from the congested city centers – and with the Twin Up in hybrid driving mode – there’s a total of 215Nm of torque on offer, meaning that a top speed of 140km/h (87mph) can be realized, just the ticket for those longer autobahn-based journeys away from urban dwellings.

On an official basis, VW maintains that the Twin Up remains just a concept, but with the car already in production, and the plug-in powertrain also being made in limited numbers for XL1, it seems logical that VW’s plug-in hybrid tech demonstrator will soon get the green light for market launch.

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Kia powertrain engineers are going to great lengths to ensure that the all-new Soul EV has the capacity to perform to very high standards in all conditions

Foul-weather friend

It’s generally accepted that electric cars and very cold weather are not a happy combination. No matter what the application, or which company

developed the technology, a battery pack’s output tumbles – and with it the vehicle’s range – when conditions freeze over. The situation is made even worse by the need to heat the cabin and light the road. Even recharging takes longer than usual – and that’s saying something given how long it already takes to charge an EV! But if electric cars are to be realistic fully viable transport options, they need to work well enough in such harsh conditions for potential buyers not to dismiss them out of hand.

This is why Kia, poised to launch a new range of Soul crossovers, has spent much time testing at Hyundai’s facility in Arjeplog, northern Sweden, and well inside the Arctic Circle. The new Soul range, which looks much like the last one but is based on an all-new platform, includes that novel variant, a crossover EV. It makes use of a crossover’s high stance to position the lithium-ion polymer battery pack – eight modules of two batteries each, with a total capacity of 27kWh running at 75Ah and 360V and a total weight of 282kg – under the floor.

That means the Soul EV has exactly the same passenger and luggage accommodation as a regular Soul. And Kia claims an industry-leading

(62mph). As for range, Kia’s engineers predict 145km (90 miles) in city driving and over 190km (118 miles) on the open road on a warm summer day. Recharging takes five hours on a regular European domestic electricity supply; an 80% refresh takes as little as 25 minutes at a 100kW fast-charging point.

Engineering benchmarks during the three-year development program included the obvious Nissan Leaf and Renault Zoe models, although the program actually began before those cars were released. Soul EV product engineer S J Kim is keen to underscore Kia’s efforts to reduce the range anxiety felt by electric car owners, and is confident the Soul EV will better its rivals in this area. The battery supplier is undisclosed at the time of writing, but will be revealed by the time the EV is launched in the third-quarter of this year.

Beyond the powertrain, points of difference between the EV and the regular Soul include the electric car’s deeper front grille, which incorporates sockets for regular and fast charge, two-tone paintwork and detailing, projector front lights and LED tail-lights, unique wheels, and satin-chrome and gloss-white finishes on the dashboard and center console. There’s extra heat insulation inside the roof, and much use of recycled or renewable-resource fabrics.

energy density for its battery pack of 200Wh/kg, while the complete car weighs about 1,500kg – a rise of 200kg over a typical IC-engined Soul.

Reducing range anxietyThe basic electrical architecture is conventional enough, with a front-mounted motor, charger unit, control unit, inverter and single-speed transmission sending power to the front wheels. The motor, made by Hyundai’s in-house components operation Mobis, produces 81.4kW and 285Nm of torque, which is claimed to be sufficient for a 145km/h (90mph) top speed and an 11.4 second acceleration time to 100km/h

WHAT’S NEW? KIA SOUL EV


The Soul EV’s powertrain adds weight to the vehicle, but Kia believes it’s done much to counter range anxiety


Innovative heatingTwo key technologies help the Soul EV get the most from a full battery charge while also enabling it to function effectively at very low temperatures. The first is a battery-heating system, using a pair of heating pads on each two-battery module, containing elements similar to those used in heated door mirrors. Their total power consumption is 320W, but such is the batteries’ efficiency gain at very low temperatures that the consumption almost pays for itself.

This applies both to power usage and recharging; the latter, on a fast charge, takes 2.5 hours with the heaters and 14 hours without when the ambient temperature is -30°C, but the difference is minimal at a less challenging -10°C, with the charge taking about an hour either way.

The other technology that is of interest is the heat pump, a system already seen in the Nissan Leaf and Renault Zoe, but given a higher output in the Soul EV. The basic model Soul EV uses positive temperature control (PTC) semiconductors, or heat-emitting diodes, which

WHAT’S NEW? KIA SOUL EV

PTC and a pilot-production example with the heat pump. The latter was much more welcoming, but otherwise they felt largely similar to drive with the usual brisk step-off, unusually progressive regenerative braking, accurate steering and handling, and a low, synthesized moan at low speeds so that pedestrians in crowded towns and city centers can hear them coming. The same sound is relayed through the audio speakers. An eco button softens accelerator response and a ‘B’ position on the transmission selector boosts regenerative braking as required.

The instruments and central display screen are simple, with few gimmicks beyond a lushly foliated tree that grows or drops leaves according to the driver’s eco-driving skills. The pilot car’s ESP and traction control remained largely active even when nominally switched off. In the prototype, however, switching the systems off led to the possibility of amusing slides on the snow and ice. It remains to be seen how the production EVs will behave in this respect – and whether Kia has indeed taken the lead on range and cold-weather performance.

A battery-heating system and heat pump have been implemented to improve the Soul EV’s performance in extreme conditions

use a hefty 5.6kW of energy and can’t quite keep up with demands at -10°C, even allowing for the additional heat generated by the powertrain. The heat pump in higher-spec models uses considerably less energy yet can quickly get the cabin up to 23°C even when it’s -10°C outside.

The heat pump functions as a reversible air-con system with a second condenser supplying heat to the cabin. It greatly improves the Soul EV’s range, already reduced by 25% at 0°C compared with what can be achieved on a summer’s day. At -25°C, the range is 50% less than in summer, and neither of these figures includes the extra damage caused by the need to heat the cabin. With the PTC system running flat-out, the loss can be a further 40% of what’s left, but in the same circumstances the heat pump reduces range by just 20%. Other HVAC refinements are maximum use of recirculated air and separate heating zones for the driver and front passenger, with the former getting more warm air more quickly through larger ducts.

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Lexus will soon enter the mid-size SUV segment – and it’s leading o� with a full hybrid powertrain

As part of an ongoing huge expansion of its product portfolio, Lexus will later this year launch its first compact SUV to rival the likes of the BMW X3 and Audi Q5. But while drivers will have to wait until February 2015 to get their hands on the NX 200t – the derivative that will sport the Japanese manufacturer’s brand-new 2-liter twin scroll turbocharged petrol engine – the NX will launch with the 300h, a full hybrid model capable of churning out 197ps/145kW, while targeting emissions of less than 120g/km of CO2 and offering fuel efficiency of 5.2 l/100km (54.3mpg).

Power for the NX 300h comes from Lexus’s 2.5-liter Atkinson cycle IC motor, generator, electric motor and battery. A front-wheel-drive version will include one electric motor, while the all-wheel-drive option will add a second e-motor.

The architecture, developed in Japan, is largely tried-and-tested, according to the NX’s chief engineer, Takeaki Kato. “The front-wheel-drive system is basically carried over from the IS 300h,” confirms Kato, whose previous credits include the IS and RX. “But the all-wheel-drive hybrid system is developed for this vehicle, specially for this Lexus. Development of that system started at the same time as development of the vehicle itself, back in 2009.”

Kato says that the blend of low emissions and impressive power output will ensure that the NX 300h surpasses its segment competitors, which, in addition to Q5 and X3 includes the Volvo XC60 and Mercedes GLK. The company is expecting strong sales from the new SUV – internal predictions are that the NX will make up one-third of Lexus’s European sales in 2015 – and with the hybrid taking the place of a diesel option, the OEM is expecting a strong uptake for this particular model.

Although much of the hybrid technology is familiar, there

have been some interesting developments made for the NX. In the all-wheel-drive offering, the two-motor system will be capable of optimizing torque delivery. “According to your driving situation, if the engine decides that sending torque

to the rear would be

Crossover appeal

WHAT’S NEW? LEXUS NX 300H

Lexus started developing a compact SUV in 2009. The NX 300h will hit the market later this year with a hybrid powertrain that will help keep emissions to around 120g/km of CO2

the optimum driving situation, then it would do that,” Kato adds. “But what’s different from the RX is that, with this car, we tried to change the control so that it uses the rear motor more than you would have done in the RX.”

Battery integrationThe situation of the battery for the NX 300h was also considered in the design of the vehicle’s silhouette. “We put the hybrid battery under the rear seats,” Kato explains. “If we keep the same head clearance, you end up increasing the vehicle height. Usually the highest point is the front passenger’s head, but this particular design means that the rear passenger’s head point is the highest. It’s a very unique roofline silhouette.” According to the chief engineer, the vehicle’s appearance and powertrain structure had to be considered in tandem. “We started off by saying that we’re going to have the battery underneath the rear seats,” he adds, “So what’s the roofline that will give us the design that we want? It was a trial and error process.” The 230.4V, 192-cell battery comes from Primearth EV Energy while the NX’s e-motors were developed in-house.

The NX 300h includes sprung-weight damping control to reduce pitching on uneven surfaces, as well as during heavy braking and accelerating. The compact SUV’s all-electric range is limited to 2.4km (1.5 miles) at speeds up to 48km/h, although Lexus insists that the exact distance will depend on terrain and state of charge.

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Yamaha has teamed up with Gordon Murray and Zytekto deliver a concept electric vehicle with a difference

A few years ago, former McLaren technical director Gordon Murray received a lot of media attention for his then newly formed company, Gordon Murray Design, and its innovative iStream manufacturing process – essentially a total rethink in terms of vehicle production and the use of high-volume materials. And then things went rather quiet. Until now.

The British organization, with its T.25 and T.27 vehicle concepts, has teamed up with Yamaha Motor Company to create something quite different: the Motiv.e city car, which makes use of iStream in order to tick a lot of urban mobility needs, says its makers.

Harnessing Yamaha’s experience in two-, three- and four-wheel drive technology, Motiv.e weighs just 730kg – and amazingly that includes the 8.8kWh lithium-ion battery pack that provides power to an electric motor that’s rated at 12kW continuous and 25kW peak. Such a combination means Motiv.e, which also has a single-speed transmission channeling power to the rear wheels, can cover 160km (100 miles) in the real world before needing a charge, which Yamaha says takes only three hours from a domestic socket to go from battery empty back to full. On a quick-charge unit, only one hour is needed to replenish the pack.

The e-powertrain’s huge 658Nm of continuous torque, that then spikes up to 896Nm for peak output (yes, you’ve read that right), means that the Yamaha EV concept, which looks like

a sleeker, even more compact Smart FourTwo, takes 15 seconds to hit 100km/h (62mph) from standstill before mustering a maximum speed of 105km/h (65mph).

Tough targetsMuch of Motiv.e’s electric drive has been developed by Zytek, which for this project employed a range of new design approaches to minimize the cost, weight and size of the powertrain, while maximizing important aspects such as performance and range.

“Yamaha wanted the vehicle to reflect the company’s reputation for outstanding engines,” explains Neil Cheeseman, Zytek’s engineering program manager, when asked about the project. “Integrating this into an electric vehicle has driven excellence in performance and driveability, as well as in weight reduction and efficiency, building on the potential of iStream to deliver an agile drivers’ car, as well as maximizing the range.”

The Zytek e-motor, which has been designed to rev to 25,000rpm, is paired with a single-speed reduction gearbox from Vocis, while a new-generation electric vehicle control module provides the interface between the powertrain and the rest of the vehicle. Motiv.e’s low-cost power electronics are manufactured in high volumes by Zytek’s partner and now owner, Continental.

With the concept being so light, it’s no surprise to learn that individual key powertrain subsystems are not heavy, bulky components:

Factory fresh

What’s neW? yamaHa moTIV.E

The motiv.e, which weighs just 730kg, boasts an electric drivetrain

that delivers up to 896Nm of torque

VITal sTaTIsTIcs

Motor: Zytek developed; 15kW continuous, 25kW peak

Torque: 658Nm continuous, 896Nm peak

Battery: lithium-ion, 8.8kWh in totalTransmission: Vocis developed; single-speed, rear-wheel driveChassis: isteam manufacturing

process; upcycled plastic panels for the body of the vehicle

Power electronics: continental developed and produced

Top speed: 105km/h (65 mph)

“The motor weighs just 13kg,” adds Cheeseman, “the gearbox only 11kg. These are components that you can pick up with one hand.” What’s more, the inverter’s only 7.5kg in mass.

Motiv.e’s chassis comes straight from Murray’s iStream manufacturing process, which during the first stage typically sees the powertrain, wiring harnesses, brakes, suspension and all other major components added directly onto the chassis prior to the body panels being fitted. The body panels are then delivered to the line pre-painted. They are then married to the completed chassis near the end of the assembly process, helping to reduce the paint damage that’s normally associated with a standard assembly line. All external panels can then be mechanically fixed to the chassis.

Advantages of the process, says Murray, is that the chassis can be scaled in size for different products, with each new design requiring only low-cost tooling and software changes. Such flexibility means that the chassis can be used as a standard platform to deliver different vehicle types and model variants.

And if that’s not impressive enough, Murray says that by replacing metal presses with machines for bending, welding and the simplified overall assembly process, the manufacturing plant can be designed to be 20% the size of a conventional factory. This could reduce capital investment in the assembly plant by approximately 80%.

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Undoubtedly one of the more curious technological premieres that the automotive industry has showcased so far this year has been that of the Quant e-Sportlimousine. A testbed for Liechtenstein-based NanoFlowcell, an R&D developer founded in late 2013, the role of this first tech demonstrator from the company is to be “a research vehicle for road-testing innovative energy storage systems, focusing especially on developments and improvements in flow cell battery technology”, explains technical director Nunzio La Vecchia.

Automotive use of redox flow-cell batteries is by no means a new idea but it has long been dismissed by many in the industry because of problems relating to weight and generally poor charge density, as well as the rather awkward matter of having to refill with charged electrolytic fluid. However, NanoFlowcell and La Vecchia claim to have come up with a novel cell design and an electrolyte breakthrough that realizes a high number of charge carriers that tackle the first two issues – and with redox flow-cell batteries now coming into more common use in domestic and renewable energy storage applications – it’s

New flow

not entirely fanciful to suggest that some kind of electrolyte-swapping and electrolyte-charging infrastructure could develop in the near future. After all, as Tesla has shown with its Supercharger network, developing solutions at the more exclusive and boutique end of the market is not as problematic or cost-sensitive as trying to resolve refueling or recharging issues for large numbers of mainstream customers.

The e-Sportlimousine’s batteries combine elements of accumulator cells and fuel cells, and comprise two cells, separated by a membrane through which the charge passes. The liquid electrolyte, stored in two 200-liter on-board tanks, circulates through the cells, and parallel oxidation and reduction processes generate electrical power, stored in two supercapacitors, to drive the car’s four in-wheel, three-phase induction motors. These supercapacitors also capture energy through regenerative braking. “The advantages of the NanoFlowcell lie in its high-charge density, high-performance density, and its light weight. Furthermore, it contains no harmful substances, no moving parts and it is very efficient,” adds La Vecchia.

WHAT’S NEW? E-SPORTLIMOUSINE

Now for something a little di�erent: a super sedan featuring new technology that could represent a quantum leap for automotive energy storage systems

WHAT’S NEW? E-SPORTLIMOUSINE


working with Bosch Engineering to put the e-Sportlimousine through the formal homologation process. “Transforming an initial prototype into a series-production vehicle that can be used around the world is a big challenge. We are certain that we can manage it with this established and experienced

partner,” he says. Ongoing engineering tasks

include further developing the vehicle’s electronic systems, including

calibration of the recuperative charging strategies and regenerative cell charging.

Road certification for the test vehicle is expected this year with the build of five

drivable prototypes, and homologation for series production is planned for 2015.

The main job of the e-Sportlimousine, however, is probably to act as a flagship profile-raiser for the NanoFlowcell technology, with the company suggesting that its scalable battery cells could be used in anything from trains and planes to computers, air conditioners and agricultural machinery, as well as for domestic energy storage of renewable-source electricity and power supply to local communities in remote off-grid areas. They could rival the semi-solid flow batteries containing the ‘Cambridge crude’ electrolyte under development by Massachusetts-based 24M Technologies, a company formed from a partnership between A123 Systems and MIT.

GE has also been working on water-based flow batteries, which could cost 75% less than lithium-ion for mainstream automotive use and give a 385km (240-mile) range. The NanoFlowcell batteries could be the first to make it out of the lab and onto the road, however, even if at this stage much of the company’s promises are based solely on simulation work.

E�ective energy carrierDeveloped at NanoFlowcell’s Digilab in Zurich, the battery cells are showing a continuous output of 30kW at a nominal voltage of 600V and a current of 50A in early simulation assessments, and are said to remain stable through 10,000 charging cycles with almost no self-discharging or capacity loss. They are also claimed to be thermally stable, producing negligible waste heat, and are less flammable than lithium-ion batteries. Yet it is arguably the potential synergies between car and renewable grid that are the most interesting element, with effective use of the car as an energy carrier.

The energy density of the batteries is said to be more than five times greater than that of existing flow cells, and five to six times that of current lithium-ion technology’s 600Wh/liter. The e-Sportlimousine is thus claimed to have a range of up to 600km (372 miles) between electrolyte swaps. To live up to its exotic super-sedan looks, with its gull-wing doors and very long double panels that give easy access to the four-seater interior, the e-Sportlimousine delivers a peak 925ps/680kW power output, a top speed of at least 380km/h (235mph), and 0-100km (0-62mph) in just 2.8 seconds – while delivering an energy consumption of 20kWh per 100km, all of which makes very impressive reading. At 5.25m long and 2m wide, it is not exactly compact, but its body is purpose-designed to accommodate those bulky electrolyte tanks, and further increasing tank volume to give added range would be simple, according to La Vecchia.

So far e-Sportlimousine remains just a tech-demonstrator, but though La Vecchia’s earlier collaboration with Koenigsegg on the NLV Quant concept (shown at the Geneva Motor Show in 2009) came to nothing, he and his engineering team have been

TECH SPECe-Sportlimousine

Drivetrain: All-wheel drive via four three-phase induction motors; torque vectoring from optimal

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Length: 5,257mmHeight: 1,357mm

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For its latest tech demonstrator, Subaru has not only downsized its boxer diesel engine,but has also added powertrain electrification and vehicle automation into the mix

Subaru’s third iteration of its VIZIV concept crossover, unveiled at this year’s Geneva Motor Show, features a new version of Fuji Heavy Industries’ plug-in hybrid diesel powertrain and showcases the company’s thinking on engine downsizing. The first VIZIV development, a two-door shooting brake that debuted at the same show exactly a year ago, sported the familiar horizontally opposed boxer 2-liter diesel unit, while the second-gen offering, VIZIV Evolution, took last year’s Tokyo Motor Show by storm with a 1.6-liter direct-injection turbocharged (DIT) petrol. VIZIV-2, however, fuses the best powertrain bits of VIZIV and VIZIV Evolution, with the sleek 4.4m four-door concept benefiting from a flat-four DIT diesel that’s been shrunk to 1.6 liters.

Three-motor layoutAs with the petrol-electric XV Hybrid now in production, the VIZIV concepts have a three-motor layout to supplement the drivetrain: one powering the front axle, and two to each of the rear wheels. These permanent magnet synchronous motors draw energy from a lithium-ion battery pack charged from an external source, essentially from the IC engine acting as a generator, and by brake energy regeneration. Auto stop/start adds to the fuel-efficiency, although the electric motors provide much of the propulsion during low-speed and urban driving.

What isn’t clear, however, is the VIZIV-2’s all-electric range, as Subaru would not comment on specific data. However, as a plug-in hybrid,

Open channels

The VIZIV-2’s powertrain utilizes the best elements from both its predecessors, the VIZIV and the VIZIV Evolution. This latest version of the concept crossover sports a 1.6-liter flat-four DIT diesel, supplemented by three powerful electric motors

next-generation EyeSight driver assist technology from FHI, which adds an element of autonomous control – 360° camera taking in data analysis of traffic conditions ahead – all of which is fed into the powertrain and motor controls. Interestingly, this is with a view to enhancing and optimizing fuel efficiency and emissions, as well as for impact-avoidance and safety. The result, says Tomohiko Ikeda, chief general manager at Subaru and Fuji Heavy Industries, is remarkable fuel economy levels.

He adds, “The EyeSight driver assist system is at the heart of automated driving technologies that enhance enjoyment and peace of mind, and Subaru will continue to innovate in this field.” As a result, VIZIV-2 not only indicates Subaru’s future thinking in terms of smaller turbocharged engines, but also demonstrates the increasing focus on interaction between powertrain and intelligent control/communications technologies.

WHAT’S NEW? SUBARU VIZIV-2

it should certainly be good for short-range hops and for more than just pulling away at the traffic lights or low-speed maneuvering, especially as the Mitsubishi Outlander PHEV, a vehicle that’s similar in profile and technological setup to the Subaru concept, can travel 51km (32 miles) in its electric-only mode.

The VIZIV-2’s transmission is Subaru’s Lineartronic CVT, which works with the engine to drive the front wheels, but to the rear, the two motors distribute torque to each of the back wheels independently in the symmetrical AWD system. This torque-vectoring is said to minimize understeer and improve stability.

Also new to this latest VIZIV development is a three-mode, hybrid-specific version of Subaru’s SI-Drive control system, enabling the driver to select an ‘eco-cruise’ mode in addition to the original ‘intelligent’ and ‘sports’ settings for the engine and transmission. This works with the

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Mitsubishi has released three new hybrid concept vehicles as it continues its e�orts to electrify 20% of its vehicle range by 2020

Following a world debut at the Tokyo Motor Show, Mitsubishi’s trio of hybrid SUV concepts were formally unveiled to a European audience earlier this year at the Geneva Motor Show. The XR-PHEV, GC-PHEV and AR represent the latest step in the Japanese car maker’s forward-looking business strategy to provide electrification (full or PHEV) to 20% of its vehicle range by 2020.

With only 5% currently meeting this criterion, according to Mitsubishi’s head of product strategy, Ryugo Nako, the company is looking to quickly improve on its performance. “Unfortunately, production value is less than our expectation. This is because of three problems: price, infrastructure and range. In 2013, we produced 30,000 units; however by the end of the fiscal year in 2014, our plan is to have produced 50,000 units.”

Europe represents a prime opportunity for Mitsubishi as it looks to boost its EV quota, especially in countries such as the Netherlands, which Nako says is the OEM’s biggest European territory because of government subsidies, as well as Sweden, Norway, Switzerland and the UK. Nako also reveals the company is planning on launching its hybrid vehicles in Russia.

Hybrid theoryThe next-generation C-segment concept XR-PHEV – the XR stands for Cross Runner – is intended to be the successor to the ASX urban crossover, and features a sport coupe design. It uses a lightweight and high-efficiency front-wheel-drive PHEV system derived from the same architecture used to power the Outlander PHEV.

In this configuration, Mitsubishi’s PHEV powertrain comprises a 136ps 1.1-liter in-line three-cylinder MIVEC turbocharged petrol engine; a single lightweight, compact and high-efficiency 120kW (163ps) motor with a high-boost converter at the front to increase both motor and generator output and efficiency; and a high-capacity 14kWh battery under the floor.

Mitsubishi says the XR boasts a plug-in cruising range of 85km (53 miles) and a hybrid fuel efficiency

One directionWHAT’S NEW? MITSUBISHI HYBRIDS

return of 4.28 l/100km (66mpg). And like with the Outlander PHEV, two additional drive modes are available – series hybrid and parallel hybrid, while 100% EV driving is possible through use of its battery-charge mode or battery-save mode.

Based on the Pajero/Shogun sport utility vehicle, the concept GC-PHEV (Grand Cruiser) is a full-size four-wheel drive SUV that features a 3-liter V6 supercharged MIVEC petrol engine with a total power output of 340ps, an 8-speed automatic transmission, a high-output electric motor that develops an additional 70kW (95ps), and a 12kWh battery installed under the rear cargo floor for improved front/rear weight distribution. The installed PHEV system automatically switches between full electric and hybrid modes, and offers a targeted fuel consumption figure of about 8 l/100km (35mpg) and an all-electric driving range of 40km (25 miles).

Meanwhile, the front-wheel-drive concept AR, which stands for Active Runabout, blends SUV and MPV architectures and, unlike its PHEV conceptual counterparts, features a mild hybrid drivetrain consisting of a belt-driven start and generator (BSG) system with a 13.5kW BSG torque circuit and a 48V lithium-ion battery. This is linked to the same 136ps 1.1-liter in-line three-cylinder direct-injection turbocharged MIVEC petrol engine as in the concept XR-PHEV, although the unit is mated with a continuously variable transmission.

The rear-mounted battery and converter work in cooperation to provide instant engine restarting after an idle-stop and to deliver torque assist under acceleration, while the BSG is utilized to recover kinetic energy during regenerative braking.

According to Mitsubishi, the concept AR has been subject to an exhaustive weight reduction program targeting the engine and the hybrid system together with the more extensive use of high-tensile strength steel panels as already implemented in the Outlander and Mirage, and also lightweight structural materials.

From top: The AR, GC-PHEV and XR-PHEV SUV concepts are Mitsubishi’s latest steps toward featuring powertrain electrification on 20% of its vehicle range by 2020

October 28-30, 2014 The Suburban Collection Showplace, Novi, MI

2014NORTH AMERICA’S DEDICATED INTERNATIONAL TRADE FAIR FOR AUTOMOTIVE POWERTRAIN DESIGN, PRODUCTION, COMPONENTS AND TECHNOLOGY

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EV NEWS


DETROIT ELECTRIC SPORTSCAR TO LAUNCH IN Q4 2014

Five leading car makers – Honda, BMW, Daimler, Toyota and Hyundai – have signed a groundbreaking US$52m agreement to work together to further develop and demonstrate fuel cell technology and its infrastructure.

The deal, known as the HyFIVE project (Hydrogen For Innovative Vehicles) and includes fuel and energy suppliers, is the largest of its kind in Europe. The OEMs have agreed to deploy a total of 110 hydrogen fuel cell vehicles at several European locations and develop new clusters of hydrogen refueling stations.

The technology combines hydrogen gas with oxygen to generate electric power with no tailpipe emissions besides water vapor. The vehicles could be more than twice as fuel efficient as conventionally powered cars, enable rapid refueling times and have the potential to cover over 640km (397 miles) before needing to be refueled. Honda’s next-generation FCEV will be launched in Europe in early 2016. It follows the FCX Clarity, which was launched in 2008, and is currently running in the German demonstration project Clean Energy Partnership.

PIONEERING HYDROGEN CAR PROJECT ANNOUNCEDSCHAEFFLER EXPANDS EV AND HEV TECHNOLOGY RANGE Leading automotive component and systems supplier Schaeffler has extended its range of solutions for hybrid and electric vehicles, having realized a series of innovations contributing to the further development of engine stop/start systems. These include the optimization of components to accommodate the increase in the number of start procedures, as well as solutions for stop/start systems such as non-contact sensors, optimized bearings, specially coated components, electromechanical camshaft phasing units, latching valves and components for belt-driven starter generators and permanently engaged starters.

Other solutions for fully hybrid vehicles range from hydraulic clutches and corresponding actuators, to hybrid modules and modular electric axles. Depending on the vehicle’s performance and torque class, these hybrid modules are installed between the engine and transmission, and are customized in terms of their size and configuration.

BENTLEY TO INTRODUCE PLUG-IN HYBRID POWERTRAIN

Detroit Electric has announced that the SP:01 pure-electric two-seater sportscar – set to become the world’s fastest production electric vehicle – will launch in Europe and Asia in the fourth quarter of 2014, with a US release expected soon after. The SP:01, currently undergoing engineering sign-off tests, will spearhead a family of new all-electric vehicles from the US manufacturer, including a 2+2 supercar and a sedan model.

The high-power electric motor in the SP:01 will propel the vehicle to a top speed of 249km/h (155mph), racing to

97km/h (60mph) from standstill in just 3.7 seconds. Although Detroit Electric is headquartered in Michigan, the cars will be manufactured in a new, dedicated production facility in Leamington Spa, UK, which will progressively increase staff levels to 80 by the end of the first quarter of 2015. Detroit Electric has also invested in a new EMEA headquarters, located in Houten, the Netherlands. The company ultimately plans to relocate development, engineering and assembly of Detroit Electric vehicles to the USA in the future. Bentley has confirmed it will release its first plug-in

hybrid vehicle, a dedicated version of the all-new SUV, in 2017. However, a concept technology demonstrator based on the flagship model in the Bentley family, the Mulsanne, went on display at the Beijing International Automotive Exhibition last April.

According to the luxury car brand, the plug-in hybrid will offer a power increase of up to 25%, a 70% reduction in CO2 emissions, and an all-electric range of 50km (31 miles). “There is no doubt that plug-in hybrid technology is true to Bentley’s values of outstanding luxury and effortless performance,” said Dr Wolfgang Schreiber, chairman and chief executive of Bentley Motors. “We are proud to be pioneering these developments in the luxury sector.”


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Volkswagen e-UpCould the VW e-Up be the finest example yet of a full battery electric vehicle development? Well, in short, along with the Tesla Model S and BMW i3, the answer is a resounding ‘yes’. Having always planned for an all-electric derivative when Up was first being formed many years ago within VW’s R&D labs in Wolfsburg, Europe’s largest car maker has – without too much engineering fuss – swapped the fantastic three-cylinder EA211 petrol engine in the conventional Up with an equally impressive e-powertrain. That means there’s a compact, in-house-developed e-motor providing 60kW and 210Nm of torque linked to the front wheels via a single-speed EQ 270 gearbox. Such power ensures e-Up can compete with its three-cylinder siblings, reaching 100km/h in 12.4 seconds before topping out at 130km/h (80mph). The lithium-ion battery, which is seamlessly integrated into the floor and weighs 230kg, consists of 230 cells and is rated at 18.7kWh, helping to ensure a realistic real-world driving range of 160km (100 miles). On dense inner-city roads, more challenging countryside routes or even on the autobahn,

the e-Up drives just like its IC-engined cousin: essentially really well! And the 160km range is, more or less, all there to be had when driving intelligently. In truth, e-Up is every bit as good as the three-cylinder Up, which means it’s a great product all round. And the best bit? While the e-powertrain is more than impressive, being based on MQB means that the interior of the e-Up is like any other conventional Volkswagen.


Infiniti Q50 3.5hRepresenting the first in a new generation of Infiniti Q models, the Q50 3.5h (‘h’ signifying hybrid) is loaded – and we mean absolutely jampacked – with high-end technology. While there are probably better overall luxury hybrid products out there, for us, Infiniti must be congratulated for being the first to launch a mass-market car with steer-by-wire technology. Behind the wheel, the Q50 3.5h’s steering feels no different to many hydraulically assisted systems. It’s agile when driving hard, but light when needing to maneuver in tight spaces, with the technology working electronically to transfer the driver’s input to the front wheels where a high-response actuator drives the steering rack, thus eliminating mechanical losses that can slow response in conventional systems. That it achieves these very same sensations with no physical connection makes it a masterpiece. And that’s just the start of Q50’s technological tour-de-force. Another world-first comes in the form of a predictive forward collision warning system, which doesn’t only react to the speed/distance of the car in front, but also of the car in front of that. So what of the hybrid powertrain? Well, it’s not short on power: 364ps and 546Nm of torque means Q50 3.5h hits 100km/h in a quickflash 5.1 seconds, which isn’t bad for a car that’s over 1,700kg. The V6 petrol is very refined, while the add-on engineering of the hybrid system – e-motor and Li-ion battery pack – do not impact the interior too much. Our major issue was that we couldn’t get anywhere near to Infiniti’s claimed 6.2 l/100km (45.6mpg) economy rating during our time with the car,

with the 3,498cc unit only too happy to cut into all-electric driving at any given moment.

ELECTRIC POWERTRAINS ON TEST Our thoughts on four cars we’ve tested recently, all of which

feature some sort of advanced powertrain electrification

Propulsion system: A 3.5-liter V6 petrol engine provides 302ps, with the e-motor adding 50kW (67ps) – resulting in a total system output of 364ps and 546Nm torque

Propulsion system: The electric motor generates 60kW (82ps) and 210Nm of torque, and is linked to the front wheels via a single-speed EQ 270 gearbox

BMW i3Much has been said about the new i brand from BMW, so let’s make things clear from the start: the i3 we recently had on test (the range-extender with the 647cc two-cylinder IC base, not the all-electric derivative – that’s for later in the year) is game changing in every way possible. Engineered in that typical BMW way of boasting a 50:50 weight distribution, like the VW e-Up, here’s an automotive development that’s a car first and then EV/REEV second. The in-house developed synchronous electric motor – one of the lightest ever created, tipping the scales at just 50kg – generates 172ps and 250Nm of torque and is mounted immediately next to the four-stroke IC unit that chips in with an additional 34ps but, more importantly, eliminates range anxiety. Such output means that i3 is not slow off the mark: 0-100km/h takes 7.2 seconds – just what’s needed when having to pull away fast in city centers – and then, on the autobahn, a top speed of 149km/h (93mph) is possible. Lavish use of CFRP means

i3 has a curb weight of 1,196kg, far lighter than most other compact cars, but, inside, it offers more space, both for passengers and luggage. The high-voltage battery is mounted flat in the drive module and weighs 230kg. It consists of eight modules, each with 12 individual cells,

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Propulsion system: A 2.5-liter Atkinson cycle petrol engine offers 180ps, and is supplemented by the 105kW (143ps) water-cooled permanent magnet e-motor

Lexus IS 300hNow into its third-generation, this latest Lexus IS range is the first to offer a hybrid powertrain, pairing together a 2.5-liter Atkinson cycle petrol unit with Toyota’s Hybrid Synergy Drive system that’s rebadged as Lexus Hybrid Drive when applied to the latter’s upmarket range. The new four-cylinder is smooth, offering 180ps, which is supplemented by a further 105kW coming from the water-cooled permanent magnet synchronous electric motor. While it doesn’t feel anywhere near as fast off the mark as the Infiniti – compared with the Q50 3.5h, IS 300h takes more than three additional seconds to go from 0-100km/h – the Lexus is far more eco-friendly, with CO2 emissions from 99g/km and fuel consumption on combined cycle being 4.3 l/100km (65.7mpg). Granted, we here at E&H couldn’t quite achieve that same high economy rating, but we came pretty close, in doing so finding that the IS was far happier to do more driving in all electric mode, with the petrol base engine far less likely to cut in to take over operation. In addition to the IC engine and e-motor, the hybrid setup also comprises a generator, power split device and a high-performance nickel-metal hydride battery, which for the first time in a Lexus application has been installed in a reinforced compartment beneath the load space floor, therefore not compromising the space available for luggage. Interestingly, Lexus says it chose nickel-metal over lithium-ion because of its proven and reliable nature. Another technical impressive feature of the IS 300h is the compact power control unit, which governs the high-speed interaction of the different components, and is some 20% lighter than the previous Lexus PCU thanks to a new structure design and the use of advanced materials.

which together produce a rated voltage of 360V and generate 22kWh. This means i3 has an all-electric range of up to 160km (100 miles) and out of all the EVs we’ve driven recently, this rated range is probably the most realistic when driving in the real world. Once the battery has been depleted, the tiny petrol motor takes over, resulting in the i3 having 290km (180 miles) on one tank of fuel.

Propulsion system: The electric motor generates 125kW (172ps) and 250Nm of torque and is mounted next to a 647cc two-cylinder IC engine that adds 34ps



July 2

014


July 2014WATER BABIESHydrogen fuel cells are back – or are they? E&H investigates the next-gen FCEVs being readied for market launch


Make some NoiseIt’s time for the automotive industry’s eco-saviors to be heard as well as seen

HYPER MANICSitting at the top of the hypercar power tree is a rip-roaring Ferrari featuring advanced powertrain electrification. E&H reveals all the LeFerrari secrets

http://www.ukipme.com/info/ev






OPINION

Llew

elly

n A few weeks back I drove from London to Edinburgh in a Nissan Leaf, a seemingly pointless, 760km (410

mile) exercise, but it taught me something important.You see, I live in what’s termed an EV bubble. Most

people have heard of such a concept, usually mentioned on TV news/magazine-style programs and in the papers, where, to be honest, the vast majority of those reports are mildly inaccurate, dismissive and generally negative.

I know a lot of people who drive, build or know about EV technology, so the intricacies of charge points, battery life and driving range in cold climates are common topics for me.

In my ignorance, I assumed most people were party to this information but, as it happens, my trip to Edinburgh got quite a lot of press attention and it became clear quite early on that this mundane journey constituted actual news.

The reason behind my EV expedition was to show how straightforward it has become to travel long distances on UK motorways in an electric car. This is in large part thanks to Ecotricity’s electric highway rollout of rapid chargers – now topping 150 units. In total, my 410 mile road trip took 13 hours.

Now, here’s the important point. In January 2011, a BBC journalist called Brian Milligan did the same journey in a BMW Mini E and it took him four days. And there’s more. Milligan couldn’t use the Mini’s heater because of range anxiety, so he was

freezing cold for the most part, and he had to wait up to 10 hours to recharge the car from various 13A outlets that he had to search out. His journey got huge press attention, particularly in the USA, where a certain network milked it for all it was worth.

Now, however, a mere three years later, not only did we do the same journey in around half a day, but we traveled at motorway speeds, with the heater on because the weather was atrocious.

We blogged and tweeted about the journey as we made progress and the questions came pouring in, but especially some really basic stuff: Wouldn’t the batteries wear out? What would we do when we ran out of power at the side of the road? How much does it cost to use the chargers? Can we use the

The prospect of ever-larger charging networks is

making long-distance EV journeys more feasible

lights if it gets dark? Why don’t electric cars have gears? Do we run people down because they don’t hear us coming? Do electric cars have windscreen wipers (I joke not)? And, of course the obligatory, will the car catch fire like electric cars always do?

It’s worth noting that the Ecotricity rapid chargers supply power for free. You need a card to gain access but you’re not charged for the card. So, when we explained that we

drove 760km with effectively no fuel/power costs, there was quite a lot of interest, a few questions, and even some outrage.

Now, this does seem outrageous and it’s another argument I hadn’t really considered before my journey. I use rapid chargers regularly; for me it’s become normal, but how can they just give electricity away?

Ecotricity is a renewable energy company that produces huge amounts of electricity from wind turbines,

supplying power to homes across the country (mine is one of them). Giving away electricity at these chargers is great PR and the actual cost of supplying the power is low, especially as EVs are not exactly mass-market. Yet.

Even if companies like Ecotricity do have to start charging, there are actually some interesting economic models emerging, such as Tesla’s Supercharger network. If you are lucky enough to be able to afford a Model S and you charged your car only from the company’s network, you could drive on free electricity, not forgetting that the car has a driving range in excess of 400km (250 miles).

The Model S is nothing short of awesome, but for me personally it’s just too big. However, if I spent 90% of the year with my Leaf and could hire a Model S for long trips/holidays, then I’d be first in the queue. Forget Edinburgh, I’ll soon be able to do London to Geneva for nothing and by the end of the year I could travel all the way up to Oslo or all the way down to Naples. Okay, the rental charges would be chunky, but after that, nada! Welcome to the EV bubble.

I use rapid chargersregularly; for me it’s become normal, buthow can they just

give electricity away?

the Mini’s heater because of range anxiety, so he was freezing cold for the most part, and he had to wait up

to 10 hours to recharge the car from various 13A outlets that he had to search out. His journey got huge press attention, particularly in the USA, where a certain network milked it for all it was worth.

Now, however, a mere three years later, not only did we do the same journey in around half a day, but we traveled at motorway speeds, with the heater on because the weather was atrocious.

We blogged and tweeted about the journey




July 2

014


July 2014

WATER BABIESHydrogen fuel cells are back – or are they? E&H investigates the next-gen FCEVs being readied for market launch


Make some

NoiseIt’s time for the automotive industry’s eco-saviors to be heard as well as seen

HYPER MANICSitting at the top of the

hypercar power tree is a rip-roaring Ferrari featuring

advanced powertrain electrification. E&H reveals

all the LeFerrari secrets

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Visit www.ukipme.com/info/ev to request exclusive and rapid information

about the latest technologies and services featured in this issue

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PERSONALITY PROFILE


What career did you want when you were growing up, and what was your first job?I actually wanted to be a biologist. When I was studying for my PhD in physics, I was working on combustion processes in big furnaces, which is really far away from the automotive industry. When I finished my PhD, I presented my work to a congress and someone from the IFP said it was very interesting and that they could use this approach for combustion engines.

What was your career path to the position you currently hold?After four years at IFP, I moved to PSA, where I’ve been for the past 15 years, working in several different positions. I started in the scientific department, at the beginning of the innovation process, looking at innovations 20 years into the future. Then I moved into a position that was more within the innovation process, so instead of looking 20 years ahead, I started looking 10 years ahead. After that, I moved to the advanced project activities, where I looked five or six years ahead. I did this while also being in charge of the Ford-

PSA advanced and research collaboration. If you look at my career path from the beginning, it seems that all the things I have done have been put together in this last position.

What are the best and worst elements of your job?The best aspects are detecting new technologies, defining the gates, and incubating the technology to ensure you create value. One of the difficult things is that when you work with an innovation, you always have to convince, demonstrate and prove. This is the game of innovation, especially when you are doing something radical and new, but it’s hard convincing people who are used to thinking in a certain way, especially when you’re doing something not in the core business of the company.

What car do you currently drive?We change cars every six months or so, but I’m currently driving the RCZ. What I like about this car is the performance, the sporty design, and the fact that I can fit my wife and two kids inside it! This is really innovative, y’know!

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PERSONALITY PROFILE


I have a 14-year-old son and when I talk to him about cars he doesn’t say hewants to drive a car with the best performance, he doesn’t want to drive a

Ferrari. What he wants is something that is differentiating and clean

What would your dream engine specification be for today’s eco-friendly world? My dream engine is really clean, not just in terms of emissions, but something that will be fully recyclable. I can’t imagine engine parts will be thrown away without the next generation thinking about recyclability. Our responsibility today is to make something that will help people to live better in the future. I have a 14-year-old son and when I talk to him about cars he doesn’t say he wants to drive a car with the best performance, he doesn’t want to drive a Ferrari. What he wants is something that is differentiating and clean.

In your opinion, what is the greatest engine that has ever been produced?Let me be very honest: I think the electrical hybrid engine produced by Toyota 15 years ago is the best. Toyota showed a lot of

audacity promoting something that was not really needed or expected within the market, and something that was completely outside the classical rules and processes of engine development. We need to thank them for that because today the automotive industry is fully oriented toward electrical hybrids.

Which OEMs do you have an engineering respect for?I’ve got a lot of respect for what Toyota has done, as well as the outstanding technological competencies of our colleagues at BMW.

What could legislators do to make your working life easier?Promote innovation. We’ve been working on the Hybrid Air project in a really new way, in a very constrained timeframe, when questions of how to develop the technology came about

with questions on how to finance it. We’ve been building a very innovative financial scheme with the French government. They’ve played a key role in promoting and investing in this technology. This role, in general, has to be enhanced and more focused. Innovation is not a one-player game, it’s a multiplayer game.

In your opinion, what will be powering a typical family sedan in the year 2030?A clean hybrid technology – because the only way to avoid fuel consumption is to stop the engine. The only way to stop the engine is to provide another source of energy. To have a clean alternative energy, you need to have something that is recyclable, easy to use and robust, which can be deployed in all markets. If we go in this direction, we will be able to fuel a typical family sedan with something totally different from what we use today.

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OEM INTERVIEW: FORD


OEM INTERVIEW: FORD

As Ford ramps up its e-powertrain activities, E&H travels to the car maker’s new electric vehicle development headquarters in Michigan to catch up with its head of electrified powertrain engineering, Kevin Layden

WORDS: JIM McCRAW

OEM INTERVIEW: FORD


OEM INTERVIEW: FORD

It has become apparent that, if the customer’s work life and home life fit the profile, said consumer will purchase an all-electric vehicle for his/her daily commute and – this is the important part – weekend errands and getaways, without the usual concern for operating range,

battery life or charging time. Or at least that’s what the marketing teams at various OEMs want us to believe.

While such a self-promoting vision can be questioned at this point in time, especially when taking into consideration the up-front cost of an EV compared with an economical IC-engined car, there’s no denying that on an R&D front there’s been a massive engineering effort on the part of the global automotive industry, to the point that nearly every single major car maker today has a hybrid or full electric product on sale, or is planning to launch one soon.

Ford’s foray in the EV arena nicely encapsulates such growth – and the increased importance – of e-powertrain R&D as well as product realization. Heading up electrified powertrain engineering for the USA’s second-largest car maker is Kevin Layden, who says that the EV program at Dearborn has gone from being made up of just a handful of people and prototype vehicles in a nearby industrial park, to a new HQ building that houses around 900 people delivering some 300 new technology patents every year.

But while such expansion has been sharp, for Layden, a 28-year Ford veteran with qualifications from Ohio State and Michigan universities, it’s important to take each step at a time: “We are looking at how we grow, sensibly, trying to make the best use of the current products we have to replicate the success of the C-Max, the Fusion and the MKZ, reusing the expensive components – the battery cells, the inverters, motors and generators – and then fitting the engines into a specific platform. As we go into the future, we are going to try to do the same thing.

“There are groups looking at lithium-air – the nextmonster breakthrough that will give us energy

density that is two orders of magnitude better thanwhere we are now with current battery technology”

OEM INTERVIEW: FORD


“So, we are looking at how to get the right engineers, the people who are going to fit here, not just fill the job, but really excel. I’m really impressed with Ford Motor Company. I’ve worked with a lot of different people, and there are a lot of good people in the industry, but overall, I would have to say our powertrain area sets a really high standard, and the people in electrified powertrain are absolutely outstanding.”

The magic bulletFord’s e-powertrain group is essentially based on three legs: the project management team that deals with issues such as timing, tracking and delivery; the design and release team; and a third group for systems engineering, calibration and control. “Within that, we also have a battery and cell group, a power electronics group, and then specialists working on motors and generators,” elaborates Layden. “The calibration and controls group, which is the softer side, includes the people who actually write the code.”

According to Layden, a great deal of work is currently being done in matching the right tool to the right engineering task, from engine and e-motor sizing through to vehicle weight, aerodynamics and even covering the integration of new technologies, such as stop/start functionality. “We’ve got a lot going on, from stop/start, to mild hybrids, to implementing our full hybrid systems,” he adds.

And the magic bullet – the battery breakthrough that the entire industry is chasing – continues to be a part of everyday life in Layden’s five-story building at Ford.

“We are really kind of a halfway house between product development and R and A (research and advanced engineering). We’ve got very close relationships with some of the experts in the field, both in R and A, and we’ve got some true experts in these groups. So, the battery technology is progressing on two fronts. There are groups looking at lithium-air – the next monster breakthrough that will give us energy density that is two orders of magnitude better than where we are now with current battery technology. It’s a technology that is nowhere near production, but we have people that are smart enough to be looking at that for the future.”

On the other engineering front, Ford has an engineering team that is constantly looking at current lithium-ion technology in order to monitor battery

degradation over time from each of the major suppliers, including Panasonic, LG, Hitachi and Samsung. “They are looking at the chemistry, making sure they understand the new chemistry that each of these major suppliers is developing, and really understanding how it degrades – over time, over hard use, over temperature extremes – so that we can be confident and comfortable with it.

“We have vehicles in California still going strong with nickel-metal hydride batteries after 402,000km (250,000 miles) on a taxi cycle. We’re really happy with our lithium-ion products today and we are going to be even happier as we go into the future with them.”

“They are looking at the chemistry, making sure they understand the new chemistry that each of these major suppliers is developing, and really understanding how it degrades”

Above: Ford says its C-Max Energi plug-in hybrid showcases 20 years of hybrid expertise as one of the USA’s most affordable PHEVs, delivering good fuel economy and more overall driving range than any other utility vehicle

Right: Lincoln is also benefiting from Ford’s hybrid charge, with the MKZ Hybrid delivering 6.2 l/100km (45mpg) fuel economy on combined

OEM INTERVIEW: FORD


Shifting concernsLike every company that produces and sells pure-electric vehicles, Ford continues to be focused on in-use battery life, charging cycle times and infrastructure.

“I think it [customer concerns about battery life] was out there at the beginning, and we still get some of the media asking questions about it, but every new technology gets challenged and some of it is just showing the proof.

“I am quite confident that, as we go forward, we are going to be showing that proof. Two and a half years ago, when we were launching the Focus Electric, there was a lot of apprehension in the press, and that – the durability – was the first question that came to mind. Now the question has shifted from durability, to range, to package space. The original range number for the Focus Electric was 122km (76 miles), and we are looking at how we increase that, and how we take advantage of technology to make the battery smaller and lighter, and give the vehicle more capability. But the issue of durability is fading.”

For Layden, one of the most important technologies that went with the development of the Focus Electric was the 6.6kW 220V charger unit for the customer’s home installation. “It charges at the rate of 32km (20 miles) per hour or 3.3 hours to a full charge. As we go forward and put bigger batteries in, with more capable cells, we will be able to increase that further. We need to give the customer a battery system that he/she can fully utilize in that vehicle.”

EV democratizationThe buzzword most recently entwined with taking matters to a new level for the EV movement has been the ‘democratization’ of the electric vehicle, or, in short, offering e-powertrain cars for sale or lease to everyone in every state in the USA, as opposed to the current policy of selling electrics only where individual state government regulations require it.

But Layden has a different and somewhat refreshing stance on this issue: “I don’t want to sell an electric car to everyone. I want to sell an electric car to everyone where it makes sense, where the customer can be satisfied and enjoy the car, and it’s going to meet his or her needs. You don’t want to put people in a vehicle that they don’t need or that doesn’t meet their needs.”

The Ford e-powertrain chief says that the customer with up to a 48km (30-mile) commute to work represents 40-50% of commuters across the USA. “But when you drive in hot conditions, when you have to use the air-conditioning system, when you start using the battery for other things than just propulsion, new challenges arise, and these are the very things that we are working on. How do we improve the heating capability? How do we improve our air-conditioning? For example, the Focus Electric has a great feature called Go Time. You set your Go Time, and when you get in the vehicle the battery is pre-conditioned, so if you’re in a cold climate your battery is kept up to temperature so that you can drive away cold, but the charging system is used to bring the vehicle’s climate control up to temperature, not the vehicle’s battery. That technology demonstrates that we are committed to making the Focus Electric work, not just in Los Angeles, but at altitude and in cold temperatures.”

While Layden doesn’t see an immediate future wherein two fist-sized electric motors will power an electric F-250

MAJOR BATTERY BREAKTHROUGHFord and Samsung SDI, an affiliate of Samsung Group, have announced research findings on different levels of battery technology that the partners say could one day be produced in high volume on non-hybrid vehicles for greater fuel savings.

The result of a 10-year research effort, the dual-battery system combines a lithium-ion unit with a 12V lead-acid battery that could enable regenerative braking in non-hybrid vehicles, thus improving emissions output as well as fuel economy.

“We are currently expanding our auto stop/start technology across 70% of our line-up, and this dual-battery system has the potential to bring even more levels of hybridization to our vehicles for greater energy savings across the board,” explains Ted Miller, senior manager for energy storage and research at Ford. “Although still in research, this type of battery could provide a near-term solution for a greater reduction of carbon dioxide.”

The partners are also researching a longer-term ultra-lightweight lithium-ion battery that could one day render traditional lead-acid batteries obsolete. As part of the goals of the project, the partners are

also advancing lithium-ion battery technology that’s currently available on Ford’s electrified vehicles.

“Lithium-ion batteries are typically used in consumer electronics because they are lighter and more energy-dense than other types of batteries, which also make them ideal for the vehicle,” adds Mike O’Sullivan, VP for automotive battery systems for Samsung SDI North America. “Battery technology is advancing rapidly and lithium-ion could one day completely replace traditional 12V lead-acid batteries, providing better fuel efficiency for drivers.”

Lithium-ion batteries currently used in Ford’s electrified vehicles are up to 30% smaller than previous hybrid batteries made of nickel-metal hydride, and offer approximately three times the power per cell.

The ultra-lightweight battery concept offers a weight reduction of up to 40% – or 5.4kg in the real world. Combining the battery with other weight-reduction solutions, such as the Ford Lightweight Concept vehicle, could lead to additional savings in size and weight of the overall vehicle, as well as far increased efficiencies and performance.

Ford and Samsung SDI are advancing lithium-ion technology for non-hybrid applications as well as full BEVs

Based on the Fusion, the Ford Lightweight Concept vehicle weighs the same as a Fiesta hatchback

OEM INTERVIEW: FORD


pickup truck, he does feel that better motors are coming. “The suppliers that we have relationships with are some of the best in the business, and they are bringing new tech to us right up front. We can model the electric motor designs, and then really guide how we want the magnets to be shaped, how we want the gaps in the E-steel to be managed, and whether or not a revision to the E-steel makes sense for us. Our suppliers have similar capabilities, so we understand what happens before it happens.”

The power of choiceAs a company, Layden says that Ford is seeing more interest in its small range of plug-in hybrid vehicles, which realize 34km (21 miles) of pure electric driving and then an increased range thanks to the IC Stirling-cycle engine. But the chief engineer adds that the OEM’s range of seven e-powertrain-based offerings, from the small Focus Electric to the Lincoln MKZ hybrid, offers the customer what the company calls ‘the power of choice’.

“We’ve got the EcoBoost turbo gasoline engines, we’ve got PFI engines, we’ve got CNG engines, we’ve got hybrids, plug-in hybrids and battery electric vehicles, each with different levels of acceptance around the country,” he says with enthusiasm and pride.

And the ‘power of choice’ mantra also extends to the engineering teams realizing such products for the market. “They know the battery suppliers,” adds Layden. “But they also know the people who make the equipment that makes the batteries. And they know the people that supply the silicon that makes the inverters. And they know the nanotechnology of exactly what makes a good inverter, and where the losses are. They are all out there looking for who is betting on what technology, and where we should be in developing and placing our relationships. How do we make sure that we don’t lock ourselves into a technology that then becomes obsolete or inferior? The last thing you want to do is build a billion-dollar plant for nickel-metal when lithium-ion becomes the key.”

It’s obvious while speaking with Layden that he is very confident that the rest of Ford’s vast engineering and supply activities will give him what he needs in the future in terms of stronger, lighter-weight vehicles into which to put his advanced hybrid, plug-in hybrid and battery electric technologies as the

54.5mpg (5.183 l/100km) federal corporate average fuel economy requirement looms closer and closer.

“If you look at the quality of low rolling resistance tires that we have now, they are absolutely excellent – they are the best tires you’re going to find for fuel economy. If you look at the aerodynamic trim that we have on the vehicles, and how well we package them, it’s just stunning. If you look at the IC engines we’re using and the efficiencies they deliver, from the base engine to the Atkinson-cycle engine, they’re brilliant. It’s not just a great battery or a great inverter or a great motor. The whole team has to deliver.

“As to what we do next? How do we expand the portfolio? My vision is that one day the hybrid is just going to be another product. It already is that way around the world with our cars with EcoBoost and diesel engines.”

For Layden, though, what really strikes him about hybrid technology is its flexibility, enabling the use of gasoline, diesel, LPG or CNG engines to be implemented. “When you put the hybrid on it, you’re now recovering the heat that you would be wasting through the brakes, as well as using the Ford PowerSplit technology, which is much more flexible than many of our competitors, where we are able to move any engine into a better operating condition at any given speed to deliver great fuel economy on two fronts: recover the waste when you’re braking, and operate the engine most efficiently.”

Layden points out that Ford was among the very first companies to tie smartphone apps technology and embedded modems to the customer’s needs and wants for vehicle operation. As a result, Ford customers can tell their EVs when to start charging as evening rates go down, and can monitor state-of-charge and charging (or not charging) from their phones.

On another technology front, Layden adds that the hydrogen fuel cell electric vehicle is still under research within Ford circles, particularly hydrogen storage and infrastructure. “We’ve already got the battery, the inverter and the motor part of the equation, so, as the hydrogen storage matures, the fuel cell matures, and hydrogen availability matures, we are in a position to take advantage of that. I don’t see any inhibitions. We will definitely be involved.”

very confident that the rest of Ford’s vast engineering and supply activities will give him what he needs in the future in terms of stronger, lighter-weight vehicles TECH

SPEC

Engine type: Permanent magnetic electric traction

Power output: 107kW; 250Nm torque

Battery system: Lithium-ion; 23kWh capacity; liquid cooled/heated

Voltage current: 240/120 energy source

Base curb weight: 1,643kg

Top: The Ford Fusion Energi PHEV offers a total driving range of 997km (620 miles)

Above: Production of hybrid C-Max models takes place at Ford’s Michigan plant

Below: Ford’s Go Time smart app allows owners to get their Focus Electric vehicles (below) ready remotely, as well as checking aspects such as state of charge

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OEM INTERVIEW: BMW

BMW’s head of development, Dr Herbert Diess, explains why challenging ‘i’-car technologies willbe central to an expanding product range – andwhy fuel cell vehicles could become mainstream products in certain regions WORDS: GRAHAM HEEPS

i-volution


OEM INTERVIEW: BMW

i-volution

BMW is riding high on a wave of range renewal and expansion. The company sold a record 1.962 million cars in 2013, and 10 new models have or will be launched in

2014, including the radical i8 plug-in sports car. The i8 promises to be like nothing else on sale in the mainstream market, let alone a BMW showroom.

The challenges of perhaps the most intense period of vehicle development in the Munich company’s history have been considerable, particularly for the ‘i’ models.

“It required a big effort and it was tense last year, but once you have the drivetrains established, they are actually easier to further develop than combustion engines are now,” says Dr Herbert Diess, BMW board member for development. “What’s particularly challenging is the technology that we use on the i8 because it’s a ‘street combined’ hybrid – there are two drivetrains to synchronize,



OEM INTERVIEW: BMW

which software-wise and control-wise was a big challenge, but that is basically done. After this year we should be through the worst!” he laughs.

Fuel cell partnerThe scale of BMW’s product-development expansion in recent times is underlined by the fact that, of Diess’s 11,000 R&D staff, some 2,500 engineers joined the company within the last two years. BMW has also been supported by external companies “who might do the odd derivative for us, some design work, and so on”, says Diess, who adds, “We have tried to become more productive in the way we work. That’s what the company expects from us, and so far we’ve coped.”

One way of easing the development burden on Diess’s engineers is cooperations with other OEMs. Following the signing in June 2012 of a memorandum of understanding to work with Toyota, a formal agreement to collaborate on fuel cell systems, a midsize sports-car feasibility study, lightweight technologies and lithium-air batteries was inked in January this year. Toyota is already buying four-cylinder diesel engines from its German partner.

“Most important for us is that we haven’t invested heavily in fuel cells over the past few years because it’s a

very long-term investment and needs huge resources,” Diess explains. “Those types of technologies are so protected by IP that even if you put a lot of resources in, you can’t keep up with what is already reported with IP, so you need a partner. We joined up with Toyota to give us the chance to be at the leading edge of worldwide fuel cell technology.”

It’s the potential for the use of hydrogen as an industrial-scale storage medium during times of energy surplus – for example, during periods of strong winds in areas with an abundance of wind-powered generators – that has prompted BMW to keep tabs on fuel cell technology. The company already has experience of hydrogen storage technology from its work on the hydrogen-ICE-powered Hydrogen 7 that was produced in small numbers from 2006.

Diess cites large investments in hydrogen in Japan and Korea, together with potential developments on the US West Coast, as signs that road-car-viable hydrogen infrastructures could yet be developed in certain markets. If

i8: A WORK IN PROGRESS

BMW selected Santa Monica, California, for the i8 launch event, partly because it is a chic locale, but also because around 65% of i8 sales will be in the USA, and perhaps 90% of those will be to California owners. A portion of i8 verification testing also happened just east of there, in Death Valley, at temperatures of 40°C and above.

In conversations with Carsten Breitfeld, head of the BMW i8 vehicle project, and Manfred Klüting, vice president of transmission and four-wheel-drive design, one issue was clear: developing the software strategy took the greatest priority throughout the i8 development program, particularly the 36 months between concept approval and product launch. In fact, this accelerated schedule for launching the i models required further rethinking of the typical testing procedure.

Whenever a type of hybrid system is incorporated into a car, the testing takes on a new complexity. All initial confirmation testing of the i8’s performance priorities took place in mules in and around BMW’s Munich HQ. “As with any typical sporting car,” says Breitfeld, “you must establish the acceleration goals first, and 4.4 seconds to 100km/h was our objective for the i8.” From this acceleration target, BMW i established absolute goals for a curb weight not to be exceeded, as well as the required aerodynamic performance.

The initial testing around Munich involved the first two of four prototype phases – the first to determine what needed to be

TEST LOCATIONS

BMW puts around 5% of turnover into new products and Diess confirms that the company will continue to invest at that level in the coming years, within a small range of variation. Facilities in Munich are supported by technology offices in California, Tokyo and, since early 2013, Shanghai. BMW says the role of the new office is to identify trends and test them in prototypes. If the innovation is viable, the prototype is transferred to the product development process for pre-production or production development.

1

1. The acclaimed architecture of the i3

2. The BMW EV/REEV is already proving popular with customers around the world

3. BMW and Toyota leaders formalize the fuel cell engineering cooperation

2 3


OEM INTERVIEW: BMW

that came to pass, BMW would want to be ready – potentially swapping a range-extending IC engine as seen in i8 and i3, for a fuel cell stack.

“We think that in a few years’ time there will be a supply network for hydrogen,” he confirms. “There are regions where you will have to have emissions-free cars and the only emissions-free cars are electric cars or fuel cell cars. So that’s why we think we might need fuel cell cars in some regions. We don’t know when – that will depend on when the infrastructure’s available – or to what extent the big companies will invest in products. Regulations will play a major role, too. We don’t see it as our mainstream but we have to be prepared because it could happen. The likelihood is there.”

Diess stresses that investment in fuel cells would not be a substitute for the template laid down by the i3 and, soon, the i8: “We believe in electromobility more than in fuel cells because it’s working – those cars [EVs] are becoming brilliant. If you transfer in the

tested for the new vehicle setup and then to establish system stability – and upward of 15 test mules. When it comes to having a performance hybrid car that stretches its EV capabilities, engineer Breitfeld says that nearly 30% more mileage is needed to wring out all the systems to the liking of the team responsible for testing.

The lengthier validation phase for the i8 was run in parallel with construction of the production facility for the i models in Leipzig, Germany. And all this was put in motion well before the frozen i8 running prototype was shown at the Frankfurt Motor Show in September 2011.

During validation testing – including the latter two phases of finalizing full dynamic prototypes and testing under all possible conditions – roughly 60 test cars in next-to-final i8 bodywork were used. Besides BMW’s facilities such as Miramas in southern France, testing of all aspects took place in China,

north of the Arctic Circle and in the USA. This slightly altered testing regimen with China and other perhaps seemingly less demanding climes was needed due to the widely varying requirements for hybrid and EV homologation in the various markets intended for the i8. Charge voltages vary widely, as does the infrastructure for charging stations, quick charging and the like. There is also the challenge of making certain that in restrictive societies, such as communist China, all the beneficial software apps in BMW i’s ‘360° Electric’ program can deliver on their promises to clients.

As is now somewhat the norm for these ambitious, global EV projects, the i8 and its particular breed of powertrain were tested hard in temperatures at or beyond the extremes of -40°C and +40°C. This is of particular pertinence today due to the massive cost benefits of buying such vehicles

in typically very expensive markets with extreme climates such as Norway, where buyers of even the i8 may be able to avoid the enormous luxury taxes imposed on such sporting cars. In short, there’s a lot more to consider than normal with these greener projects that also wish to maintain a company’s sports car reputation.

The experts on hand in Southern California were repeatedly huddling up to discuss the feedback from all of the testers, and the facial expressions indicated a real urgency to address all that may be even slightly lacking. There is work to be done still, and the i8 software tweaks will continue indefinitely.

Project head Breitfeld concludes, “We have tested everything on the i8 to every extreme you can imagine and beyond. There were many sleepless nights in this quicker development schedule and there will continue to be more, to be sure.”

technology that will be available by the year 2025, say, these will be hugely attractive cars. By January this year, we already had an order book for 11,000 i3s without many customers having driven them, and without it yet being introduced to the USA. So we think that electric cars will make their way – ours and others.”

Sports car of the future?“We also think that on the sports car side, huge batteries – 80kWh or more – aren’t the right solution,” Diess continues. “They are really heavy, hugely expensive and recharging will still be a problem, even if it’s shortened.

“The i8 was hugely important to reposition the BMW brand, strengthen the position of i, and also to qualify our team for this new technology – we’ve learned a lot from it”


OEM INTERVIEW: BMW

There’s the infrastructure to consider, and those cars are so energy-intensive to produce that they don’t have a positive CO2 footprint. They don’t recover the additional energy that is introduced in the manufacturing process during their time on the road.

“So for long-range cars and sports cars, we think there should be a battery for commuting and to get the torque on the car, but there should still be a small combustion engine, like on the i8. In the future, those engines could be even smaller than the three-cylinder on the i8.”

For Diess, the i8’s complex development program (see i8: A work in progress) was more than worth the effort.

“The i8 was hugely important to reposition the BMW brand, strengthen the position of i, and also to qualify our team for this new technology – we’ve learned a lot from it,” he explains. “When we started the project, we looked at the figures and the drawings and had a sense of how it would feel on the road. But we have been so positively

surprised – in my case overwhelmed – by how good the car is and that’s why I think we probably shouldn’t go back to normal sports cars.

“It’s so promising because the advantages are huge,” he enthuses. “The battery gives you a much lower center of gravity than normal sports cars, so you have balance. And because the center of gravity is so condensed in the middle of the car, it is hugely agile because you’re always turning around the center of gravity.”

He also notes that with only 170kW, the IC engine requires only around one-third of the total cooling that is normal for a high-performance car, and the resulting benefits to the drag coefficient can be clearly felt behind the wheel. “The performance in the region of 150-250km/h (93-155mph) is exhilarating,” he beams. “For a sports car – which in most companies defines and positions the brand – we think that the i8 is the right way. I think it’s the sports car of the future.”

“For a sports car – which in most companies defines and positions the brand – we think that the i8 is the right way.I think it’s the sports car of the future”

1. BMW has previously explored hydrogen storage technology with the hydrogen-ICE-powered Hydrogen 7 project 2. The i8 is the result of a complex development program, and has been key to the repositioning of the BMW brand

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CHEMICAL ATTRACTION

Concerns about range are still one of the biggest barriers to mass-market electric vehicle take-up, so the pressure is on for battery developers to come up with

new, more powerful solutions. But choosing the right chemistry is no easy task

WORDS: FARAH ALKHALISI

Pick & mix

Technologically literate early adopters may be happy to plan their long-distance journeys carefully around access to fast chargers – and it’s well documented by electric vehicle supporters that most daily commutes are

well within the limits of today’s current crop of e-powertrains – but the ability to travel further between battery charges is not only important for consumer confidence but is also crucial for the long-term future of EVs. And alleviating range anxiety isn’t the only issue. Worries that battery capacity will rapidly deplete, thus requiring expensive replacement cells, not to mention high-profile media reports of (a very small number of) electric vehicles catching fire, continue to trouble EV buyers in all markets. Reliability, durability and safety are, of course, imperative – and any new battery solutions also have to be cost-effective for customers as well as OEMs.

A breath of fresh airIn some automotive circles, lithium-ion batteries are seen as only an interim technology, and lithium-air cells, in which oxygen is drawn into the cathode and energy released in the process of oxidation of the lithium ions, are the subject of much interest for many EV developers. It’s generally accepted that Li-air promises up to 10 times the energy density of

Li-ion, and such has been the technological innovation in this area of late that IBM’s Project 500 is now aiming to achieve an 800km (500-mile) range in a family-sized EV

using this chemistry, though major challenges must first be solved before it is ready for application.

“For the rechargeable Li-air system, creation of a stable, high oxygen-solubility electrolyte is a key hurdle, as is the creation of porous composite

structured electrodes, redox catalyst active cathodes and breathable cell membranes,”

explains Don Newton, technical director of Johnson Matthey Battery Systems Group. Capacity retention, power capability and hysteresis (or ‘overvoltage/voltage gap’, so when the charged cell chemistry does not return quickly to its original state upon discharge) are further issues, says Newton, along with the need to keep out air, water and other pollutants from the cell. Issues such as thermal control and high emissions of gaseous oxygen,

a potentially dangerous side-effect if charging in a confined space, add further

complexities. These factors, considered in an influential 2012 report, Element Energy

and EaStCHEM, by Axeon (the supplier has since rebranded as Johnson Matthey Battery Systems

following a takeover) for the UK government’s Committee on Climate Change, have led to an expectation that Li-O2 batteries are unlikely to be fitted in road-going cars until around 2030.

happy to plan their long-distance journeys carefully around access to fast chargers

and it’s well documented by electric vehicle supporters that most daily commutes are

well within the limits of today’s current crop of – but the ability to travel further

between battery charges is not only important for consumer confidence but is also crucial for the long-term future of EVs. And alleviating range anxiety isn’t the only issue. Worries that battery capacity will rapidly deplete, thus requiring expensive replacement cells, not

In some automotive circles, lithium-ion batteries are seen as only an interim technology, and lithium-air cells, in which oxygen is drawn into the cathode and energy released in the process of oxidation of the lithium ions, are the subject of much interest for many EV developers. It’s generally accepted

this area of late that IBM’s Project 500 is now aiming to achieve an 800km (500-mile) range in a family-sized EV

using this chemistry, though major challenges must first be solved before it is ready for application.

“For the rechargeable Li-air system, creation of a stable, high oxygen-solubility electrolyte is a key hurdle, as is the creation of porous composite

structured electrodes, redox catalyst active cathodes and breathable cell membranes,”

explains Don Newton, technical director of Johnson Matthey Battery Systems Group. Capacity retention, power capability and hysteresis (or ‘overvoltage/voltage gap’, so when the charged cell chemistry does not return quickly to its original state upon discharge) are further issues, says Newton, along with the need to keep out air, water and other pollutants from the cell. Issues such as thermal control and high emissions of gaseous oxygen,

a potentially dangerous side-effect if charging in a confined space, add further

complexities. These factors, considered in an influential 2012 report,

and EaStCHEM, by Axeon (the supplier has since rebranded as Johnson Matthey Battery Systems

following a takeover) for the UK government’s Committee on Climate Change, have led to an expectation that Li-Obatteries are unlikely to be fitted in road-going cars until

CHEMICAL ATTRACTION

Illustration: Phil Hackett


CHEMICAL ATTRACTION

But battery developers have more on the go than just Li-air. Metal-air chemistries are also under development and include aluminum-air. In this area, Israeli battery maker Phinergy claims to have overcome the earlier problems associated with this chemistry, such as corrosion, recharging and carbonization by using a silver-based catalyst in its solid-state batteries. The pioneering R&D organization has teamed up with aluminum supplier Alcoa to bring products to market, and has integrated Al-air batteries into a prototype EV said to have a 1,600km (1,000-mile) range. There’s one major stumbling block, however: though fully recyclable, Al-air batteries cannot be electrically recharged, so battery systems must be mechanically reloaded as well as regularly topped up with water. According to Phinergy, its electrode technology has solved issues with zinc-air, such as short lifespan and dendrite formation, making it much more durable for automotive applications.

Speedier sulfurLithium-sulfur batteries are another potentially energy-dense, high-capacity solution that could suit most of the needs of EV developers in the future. “The Li-S system has seen some increased development activities recently, particularly around the potential use of polymer electrolytes and novel carbon-based electrode structures, in an attempt to solve issues relating to cycle life, stability and polysulfide formation,” adds Newton.

Some companies, such as Oxis Energy, even think that Li-S could reach the market ahead of Li-air. Oxis project manager Tom Cleaver maps out the thinking: “Li-air is a technology that has many challenging hurdles to overcome, so it’s unlikely to be used in standard vehicles by 2030,” he confirms. “Instead, we would expect that by then most batteries would be using Li-S chemistry.”

1

2

3

1. During discharge, IBM’s lithium-air solution allows oxygen from the air to react with lithium ions, thus forming lithium peroxide on a carbon matrix. Upon recharge, the oxygen is given back to the atmosphere and the lithium goes back onto the anode. Image: IMB

2. Recently re-branded as Johnson Matthey Battery Systems Group, Axeon’s innovative designs have been proved in several tech demonstrators, including prototypes from Jaguar Land Rover


CHEMICAL ATTRACTION

The UK-based developer, which has made key inroads in the 10 years since it was formed, is working with researchers at Imperial College London, Lotus Engineering and Cranfield University to further advance Li-S batteries for EVs with a control system that is claimed to use high-tech modeling and algorithms to make use of 95% of the energy stored. This R&D work is expected to be completed around 2016.

Oxis is not alone in its steadfast support of Li-S; German engineering giant BASF, which has been working on Li-S in partnership with Tucson’s Sion Power, refers to its current development as ‘generation 4 battery technology’, and expects EV driving ranges of 350-400km (220-250 miles) to be possible by the early part of the next decade.

So, there’s no getting away from the industry momentum that Li-S seems to have. And work continues apace to counter the technology’s shortcomings, with researchers at the Pacific Northwest National Laboratory recently publishing a paper in the Nano Letters journal outlining

3. The e-powertrain in the Concept One allows the prototype to hit 100km/h from standstill in just 2.8 seconds before hitting a top speed of 305km/h (190mph), says its maker, Rimac Automobili. A specially designed LiFePO4 battery pack with 92kWh of energy delivers enough power for a 600km (372-mile) driving range

4. Most recently, Rimac announced it is offering its cutting-edge technology and engineering services to the automotive industry on a consultancy basis

the use of a nickel-based metal-organic framework that immobilizes the polysulfides within the cathode structure. Other studies have looked at using different electrolytes, while an engineering team at Hyundai has tested a sulfone-based electrolyte said to give greater capacity retention, resist fading of charge capacity and reduce deposits of Li-S on the cathode. Finally, scientists at Lawrence Berkeley Labs in California have introduced a sandwich of graphene oxide into Li-S cells that are said to deliver 1,500 charge cycles without deterioration – plus the prospect of a 480km (300-mile) vehicle range.

An alternative to Li-S are sodium-ion batteries, which have been tipped by some as a low-cost lithium in that they are highly stable, but sodium ions have two massive problems: they are three times heavier than lithium ions and tend to lose charge when not in use. Researchers from ETH Zurich recently found that anodes coated in antimony nanocrystals were particularly promising for Na-ion, exhibiting a charging capacity double that of the graphite used in Li-ion batteries, though they “will only constitute a highly promising alternative to today’s Li-ion batteries if the costs of producing the batteries will be compatible,” warns professor Maksym Kovalenko, who estimates that such products are at least a decade away from market.

4

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CHEMICAL ATTRACTION

Long live Li-ionYet despite all the latest pioneering R&D being undertaken on other chemistries, only the naive will write off Li-ion designs.

“Li-ion-based technology will be expected to maintain a dominant position for EVs for at least the medium term, and even longer term – next-generation cell technologies may still remain Li-based in some form,” confirms Newton. The market for Li-ion batteries is

expected to continue to grow throughout the next decade, with worldwide revenue rising from less than US$6bn in 2014 to US$26.1bn in 2023, according to Navigant Research, which predicts that such technology will increasingly be fitted in mild hybrid stop/start powertrains as well as in pure battery-electric vehicles and plug-in hybrids.

Against this backdrop of growth there’s another hugely important issue to consider: Li-ion has so far not been developed to its fullest potential. A JV between Bosch, GS Yuasa and Mitsubishi has a simple aim: “We want to reduce the cost of Li-ion batteries by at least half, and to at least double their energy density,” says Bosch board member Wolf-Henning Scheider. “Initially we will focus on battery-management systems and on R&D of next-generation cells, with production likely by the end of this decade.”

Getting the most from Li-ion means rethinking all of a battery’s basic components. “Increases in overall cell energy density are predominantly tied to the development of new cell chemistry,” states Newton. “And in particular, the cathode is dominant in determining overall specific and volumetric energy density. There is also major development in the area of non-carbon-based anodes, such as silicon- and tin-based materials as well as metal oxides such as titanium and vanadium oxides.” Newton adds that though silicon-based materials are already used in non-automotive contexts, “cycle-life performance is still a limiting factor”, though this could be improved “through the use of combinations of technologies such as particle surface coating, encapsulation and high-stability electrolytes”.

THE REAL DEAL?A new type of dual-carbon battery technology that could potentially be a game changer for EVs has been launched by a Japanese R&D company.

Called Ryden, the new battery is said to offer energy density that’s comparable to Li-ion products, but over a much longer functional lifetime with far improved safety and cradle-to-cradle sustainability, says Power Japan Plus, which will begin production of the cells later this year at its manufacturing facility in Okinawa, Japan. The Ryden battery makes use of a completely unique chemistry, with both the anode and the cathode made of carbon.

“Power Japan Plus is a materials engineer for a new class of carbon material that balances economics, performance and sustainability in a world of constrained resources,” says CEO Dou Kani. “The Ryden dual-carbon battery is the energy storage breakthrough needed to bring green technology such as electric vehicles to mass market.”

Kani says that the Ryden battery balances a breadth of consumer demands previously unattainable by a single battery chemistry. In terms of performance, the new battery is not only energy dense and operates at above four volts, but also offers a charge time that’s 20 times faster than that of current Li-ion designs.

The Ryden technology has been created so that it can slot directly into existing manufacturing processes, requiring no change to existing manufacturing lines. Furthermore, the battery enables consolidation of the supply chain, with carbon being the only active material used. As a result, manufacture of the Ryden battery is under no threat of supply disruption or price spikes from rare earth materials, rare metals or heavy metals.

According to Power Japan Plus, its technology is the first high-performance battery that meets consumer cycle-life demands, being rated for more than 3,000 charge/discharge cycles. The breakthrough

also eliminates the unstable active material used in other high-performance batteries, thus greatly reducing fire and explosion hazard. Furthermore, the new battery experiences minimal thermal change during operation, eliminating the threat of a thermal runaway. Finally, it can be 100% charged and discharged with no damage.

Adding to the sense that the Ryden battery could be a key moment for EVs is that it is 100% recyclable, vastly improving the cradle-to-cradle sustainability

of battery technology. As an add-on to this, Power Japan Plus is testing the battery with its organic carbon complex material, working toward the goal of producing the battery with all-organic carbon in the future. Made of naturally grown organic cotton, the carbon complex exhibits properties not seen in other carbon materials. By controlling the size of the carbon crystals during production, Power Japan Plus can engineer the carbon complex for a variety of applications.

1 and 2. Co-developed with NEC, new Nissan Leaf’s battery pack is slightly lighter, helping to extend the driving range of the EV to 199km (123 miles)

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CHEMICAL ATTRACTION

But the R&D work doesn’t just stop with the chemistry make-up of tomorrow’s batteries; there’s also much to be done in terms of weight and packaging, especially as new materials for battery housing can bring further benefits in addition to more compact, higher-density cells. In this regard, Johnson Matthey Battery Systems Group’s SmartBatt project is an interesting venture that sees an aluminum-foam sandwich material deliver increased stiffness and weight reductions compared with aluminum, as well as a 99.8% reduction in thermal conductivity.

All about the applicationUltimately, though, the myriad of materials and even architectural options mean that the future may be less about finding one winning battery solution and more to do with picking the most appropriate technology for a particular vehicle, application and market. “Currently no

SOLID-STATE“Li-air batteries have a great deal of promise, but their lack of reversibility still poses a major challenge. Solid-state batteries look to be about 10 years ahead of Li-air.” Those are the words of Graeme Purdy, CEO of UK-based Ilika, which has developed a methodology to make large, stacked

solid-state cells that enable scaling up. Solid-state batteries, made with thin ceramic or polymer films rather than containing liquid electrolytes, have benefits over current Li-ion batteries including “being non-flammable, containing the same energy in a quarter of the volume, weighing half the amount, offering six-times faster charging, having lower leakage currents and therefore holding their charge four times longer,” says Purdy.

Challenges with solid-state include getting the electrolyte layer thin enough and electrically insulating with good chemicals, thermal and mechanical stability, as well as preventing contamination between the component layers and controlling their interfaces. Purdy adds, “The commercial challenge relates to optimizing a novel production process that is capable of producing batteries at a competitive price per kilowatt hour.”

Purdy is not alone in this thinking. Hideki Iba, general manager of Toyota’s battery R&D division, has gone on record to say that he expects solid-state technology to enter production in the early 2020s and to give the OEM’s EVs a range of over 480km (300 miles).

1. While battery developers are studying important new chemistries, car makers, on the whole, continue to favor lithium-ion technology. The pack in the A3 Sportback e-tron is a high-voltage Li-ion design that comprises eight modules with a total of 96 cells, offering a 8.8kWh capacity in the real world

2. Oxis engineers continue to push ahead with Li-S batteries, which the company says will probably hit the market before Li-air systems

3. Engineering giant BASF is also undertaking advanced R&D into Li-S, but the company has lithium-ion development projects on the go too

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Cathode materials such as nickel cobalt manganese (NCM) and lithium iron phosphate (LFP or LiFePO4) are already in production; BYD’s LFP batteries deliver a range of over 290km (180 miles) in the e6, for example, and A123 Systems is supplying its Nanophosphate LFP cells in large numbers to several automotive organizations. LFP is stable, combustion-resistant, tolerant of high temperatures and offers a long cycle life, though NCM has a higher energy density.

Manganese, iron and chromium are also thought to be good candidates for next-generation cathode materials, delivering twice the capacity of materials currently available and capable of being charged and discharged quickly and at high currents. Dr Jatinkumar Rama, of the Helmholz-Zentrum Berlin, a leading global materials research center, adds, “They also contain smaller amounts of rare toxic elements such as nickel and cobalt.” At the same time, a research project led at the University of North Carolina has identified a high-performance perfluoropolyether (PFPE) material for electrolytes, said to be non-flammable. In addition, Li-ion polymer batteries, as recently delivered by Canada’s Electrovaya to Dongfeng Motors, also promise far increased battery life as well as performance. In a further development, Electrovaya has recently created a non-toxic manufacturing process for its battery technology.


CHEMICAL ATTRACTION

one cell chemistry or format manages satisfy all OEM requirements,” confirms Newton. “Choice of cell chemistry compositions, vendor and cell format are all dependent on a range of technical criteria specific to the application.” As a result, integration and calibration of the battery management system are just as important as the battery itself.

As battery research and development continues, the need to consider smart-grid compatibility, energy storage use and second-life applications also becomes more important – along with ecological considerations such as the sourcing of rare-earth metals and materials, and the potential environmental and social side-effects of their extraction. So-called biodegradable biobatteries, which generate current through reactions with natural enzymes, may be a very long way from real-world automotive application, but could feature in electronic devices such as smartphones in the not-too-distant future and then be scaled up from there, eventually finding a home in next-generation electric vehicles. But that vision represents another new generation of battery technology altogether.

ARCHITECTURAL MANEUVERSCylindrical cells are currently the mass-market option for most automotive battery packs, but that could soon change, says Don Newton, technical director at Johnson Matthey Battery Systems. “There is just no volumetric space left to optimize the cell design any more. So, all future gains in such format will be due to energy material development.” The management of multiple parallel cells, their interconnects and the complexity of thermal management are also challenges, and they can also be bulky to package within a vehicle architecture.

Thin pouch cells, however, usually lithium with a polymer electrolyte, are flexible with two large flat surfaces and promise to be the most space-efficient solution. “They offer a potential route to high energy-density battery systems,” adds Newton, though packaging around the electrode stack needs to be minimized to optimize energy density, meaning that thermal management, cell retention and interconnection all have to be carefully considered, requiring “significant design engineering”.

Newton adds, “Some concerns around the robustness and longevity of pouch cells, even with good module engineering, remain, and in such situations metal-bodied prismatic cells may be seen as having a technical advantage.”

1. The Li-ion battery with 6.8kWh capacity in the Porsche 918 Spyder sits in front of the V8 IC engine and the rear electric motor

2. The new Porsche Panamera S E-Hybrid features a lithium-ion battery with 9.4kWh

3. A123 Systems continues to champion LFP cells

4. PSA has so far filed 80 patents for its Hybrid Air

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ARCHITECTURAL MANEUVERS

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EVs are not only here to stay, but very soon they’ll go from being the alternative niche car option to the conventional mass-market choice for many consumers around the world.It’s about time, then, that they made some kind of noise

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Surround

sound

EV SOUND ENGINEERING





Most in the industry agree that the next five years will see the electric vehicle achieve its few remaining targets: far longer driving range, more powerful batteries, better in-vehicle functionality, a widespread

charging infrastructure, and increasingly responsive electric motors. The result of such engineering endeavors, it is said, will mean that the EV will finally jump from the niche and into the mainstream.

Yet while powertrain engineers, battery scientists, e-motor designers and electronic integration specialists should be congratulated for realizing such technical inroads, there is a missing piece to the puzzle: noise, or better still, sound engineering.

The concern here for electric vehicle developers is twofold: firstly, on an R&D level, how car makers and their suppliers eliminate intruding sounds into an EV cabin that otherwise would have been masked by the rumble of an IC motor; and secondly, on a consumer level, are car buyers really happy with the silent setup of an EV and what impact might it have on road safety?

“The age of electric vehicles deserves a new approach to sound,” asserts James Brooks, co-founder of Semcon, the company behind a pioneering project called Sonic Movement (SM), which has been established specifically to look at and deal with electric vehicle noise – or the lack thereof – and how such an issue relates back to the environment that the car finds itself in. The project team, which consists of sound engineers, car designers, an artist and even a musician, believes that despite the rapid and big advances in electric powertrain technology, the sonic landscape is somewhat primitive and disordered, and there’s a need for a new soundtrack to usher in the new era of sustainable transportation.

Fresh approach to old challengesPending legislation in North America and Europe, as well as some markets in Asia, will soon make it mandatory for silent EVs to make some sort of artificial noise in order to

alert other road users. But instead of taking a fresh approach to the subject, most car companies, says Brooks, are typically anchored on sounds that are about warning. The thinking is that this could be a wonderful and creative opportunity but, instead, EVs might simply end up with the normal and somewhat annoying alerting beeps and buzzes.

“Car makers tend to be heavily imprisoned in the old age of the motor car – the stereotypical roaring engines, the depiction of speed and of aggression,” notes Fernando Ocaña, who, together with Brooks, founded SM. “Some car companies are even looking at fake Ferrari engine notes!”

Both Brooks’ and Ocaña’s backgrounds are in car design. For this research project they teamed up with composer Holly Herndon and artist and technologist Mat Dryhurst, and worked closely with Semcon’s acoustics group leader Jonas Klein and sound engineer

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SOUND EFFECTSSM is not the only organization that’s working hard to create breakthroughs in EV sound engineering. Brüel & Kjær (B&K) engineers have developed an integrated suite of tools to help design, develop and test vehicle sounds. The NVH Simulator provides real-time simulation of vehicle sounds, both inside the cabin for evaluating customer response to the driving experience, and externally to assess warning sounds and powertrain noise.

Sounds can be downloaded into VSound for real-world trials on a vehicle, and the package is also available for production vehicles (as embedded software) to enable OEMs to develop and tune vehicle sounds.

An additional new development from B&K is Sonoscout, an iPad-based 12-channel recorder for assessing the sound of vehicles. Sonoscout can record, replay and validate recordings immediately, enabling listening and analysis directly on the device.

Another pioneer in this area, SimSound, uses B&K technology, but integrates it with the simulators of other manufacturers, allowing sound expertise to be added to simulators built for other assessments, such as dynamic handling.

Meanwhile, Danish R&D company ECTunes is in the process of developing its next-generation acoustic vehicle alerting systems (AVAS) for EVs, utilizing an upcoming mono Class D amplifier IC and high-performance audio DAC PCM5102A-Q1 from Texas Instruments.

The supplier has been closely working on AVAS solutions for over four years and this experience, it says, has identified a need in the automotive industry for one-speaker solutions that deliver high-quality sound and meet upcoming EV sound regulations, which current one-speaker products on the market aren’t able to provide.

ECTunes’ focus is also on keeping such a system at a competitive price and its new mono Class D amplifier, innovative speaker and box design helps keep cost down, says the company. Its earlier solutions could connect up to four separate loudspeakers but this, it believes, is overkill for the automotive industry. On the other hand, the multispeaker offering is ideal for the industrial market including such applications as electric forklifts. The developer says several customers have already shown interest in the Class D amplifier product, which is expected to be installed in the first electric car later this year.

Peter Mohlin for the technical expertise necessary to bring their vision to life.

As a group, SM advocates looking at the subject of EV noise from an entirely different angle in order to discover what Ocaña says is “the aesthetics of sound and the responsiveness of it, which enables the car to react to the city around it”. Ocaña believes that it is crucial to influence legislation at this early stage so as not to live in a world of fake IC engine noise, and to find a suitable humanistic sound so that the car is no longer the villain.

Putting thoughts into actionPrimarily, SM’s goal is to ensure that EV sound must be fully adaptive to its surroundings, and that’s especially the case when it comes to urban transportation. Therefore the group is mapping a hierarchy of environmental aspects that the vehicle can sense and gather data on, and to which it can intelligently adapt. Artist and technologist

1. On a dedicated test bed, Audi is developing artificial sound for its upcoming e-tron models

2. Sonic Movement’s Peter Mohlin, Jonas Klein, Fernando Ocaña and James Brooks (from left) undertake R&D on the pioneering EV project

3. Inside Brüel & Kjær’s full-vehicle simulator

4. ECTunes’ one-speaker solution for acoustic electric vehicle alerting system applications

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Introduction

Series hybrid electric vehicles (also known as range extended electric vehicles (REEV) solely utilise an electric drivetrain for propulsion. Electric power is provided by a combination of a battery pack and a range extender engine, coupled to an electric machine acting as a generator. For this reason, series hybrid vehicles are typically electric vehicles, designed for urban driving that use the internal combustion engine to extend the range of the vehicle for extra-urban driving.

The Lotus Evora 414E REEVolution (414E) hybrid uses a series hybrid electric drivetrain, not in a vehicle designed for urban driving, but in a lightweight sports car. The project requirements for the vehicle are to match the performance of a standard Lotus Evora in track conditions as well as accelerate the vehicle from 0 to 60 miles per hour in 4.5 seconds.

Additional to plug-in charging capability, electrical energy is provided to the battery by the Lotus range extender engine, which is capable of delivering 35 kW of continuous electric power.

The motors, the inverters and the battery system have all been designed as part of the 414E vehicle programme. As this design process has happened concurrently alongside the vehicle design, detailed simulation models of the vehicle were developed and used to drive component specifications.

For example, the simulation work showed that if the vehicle was to achieve its performance targets, an aggressive weight down strategy was required on the battery as well as liquid cooling. This was to increase the continuous power capabilities of the battery. This has resulted in a battery with class leading power to weight ratio.

The 414E vehicle has been designed to demonstrate the abilities of a range extended electric vehicle in terms of acceleration, top speed, range, weight and tailpipe CO2 emissions.

Range extender engine and generator

The range extender engine used in the 414E driving demonstrator vehicle is a three cylinder, normally aspirated gasoline engine with an electric generator directly coupled to the crankshaft.

The generator is a permanent magnet machine based on axial flux technology and the whole range extender assembly is capable of delivering a continuous power output of 35 kW. The electric machine is also used to start the engine meaning there is no separate starter motor.

Traction motors

There are two traction motors on the 414E. Each motor produces a maximum power of 150 kW, a maximum torque of 500 Nm and a maximum speed of 8,000 rpm.

Each of the two motors drives a rear wheel on the car, allowing for individual torque control of each rear wheel. The electronically controlled torque allows for an electronic differential to be implemented meaning that torque vectoring can be realised to benefit the cornering ability of the car.

The motors are connected to a gearbox housing, which contains two separate gear sets, each with a speed reduction ratio of 4.565:1.

Lotus Evora 414E REEVolutionengineering

VERSiON 1 - mAR 2013 Page 1/2

Dryhurst, says such responsiveness is a key element. “It means that we’re not superimposing our ideas onto the city. Rather, we’re developing a system that enables the car to respond to the city around it and emit sounds that are relevant.”

Such a system will be achieved through external and internal detection, via a network of vehicle-based sensors and cloud-based services including microphones, cameras, ultrasonic radar technology, online mapping, GPS and vehicle-to-vehicle, as well as vehicle-to-infrastructure communication.

Cloud-based data will then enable the EV to react intelligently to other road users, detecting if a school or a hospital is nearby, noting weather conditions and changing traffic. This will be coupled with the vehicle’s internal data, which adjusts the sound output in accordance with speed and steering angle, as well as acceleration and deceleration.

This all-important data is then fed into the Sonic Movement Control Unit (SMCU). Through algorithms that mean that the vehicle is responsive to the acoustic cues of its surroundings, the SMCU controls the sound modulation in accordance with pre-set legislative, psychoacoustic and car and city brandings. What this means is that the sound can be designed to suit a particular car maker, and be crafted to match a particular city or landscape, so that EVs in London would not sound the same as they would in Mumbai. In essence, a BMW i3 in the calming Alps will naturally emit a different noise to one that’s based in the hustle and bustle of São Paulo, and so on.

SM’s technological setup sees the core sound of the EV being emitted through five loudspeaker drivers: one larger omnidirectional driver for low-frequency contents mounted underneath the floor of the EV, and four smaller mid-range and high-frequency drivers installed on each corner of the car. This three-dimensional configuration, says the team, enables emitted sounds to pan around the

vehicle, creating a spatial dynamic experience as the vehicle accelerates, decelerates and turns. The corner-mounted loudspeakers are used to emit subtle, aesthetic and psychoacoustic-considered communication for general pedestrians and road users, which are then adapted and conducted by the SMCU in real time.

Using V2V technology that enables cars to talk to one another, the core sound will synchronize with road traffic to eliminate the stacking of sound that’s typically found with conventional IC-powered vehicles and plagues city centers around the world, as well as helping pedestrians to identify the position of a specific vehicle.

Furthermore, by using existing ultrasonic radar technology and cameras to activate and pinpoint sound, the advanced SM technology is essentially only targeting those at risk of a collision. Like the rest of the system, such warning noise can be adaptive to its acoustic surroundings. If a pedestrian, for example, walks in front of a vehicle as a tram drives by, the sound will be adjusted in pitch and volume to ensure audibility. In this respect, the SM team is also working with Semcon’s UX group on vehicle-to-cell phone applications to alert at-risk pedestrians wearing headphones.

“With the dawn of electric and hybrid travel comes a break in the commotion to stop and reflect on the sound of our vehicles today and fantasize on what the future of our city streets could sound like,” adds Brooks in a telling final remark. The team is now working on phase two of the project.

mid-range and high-frequency drivers installed on each corner of the car. This three-dimensional configuration, says the team, enables emitted sounds to pan around the

SONIC BOOMStaying ahead of upcoming legislation, Lotus Engineering in collaboration with Harman has developed – and continues to improve – its Halosonic external sound synthesis (ESS) technology for EVs, which generates an externally recognizable vehicle sound that’s focused in the direction of travel, thus improving road safety for all.

In a silent-running EV, Halosonic’s internal sound synthesis (ISS) creates a link to the sensory connection that traditional IC-engined cars provide, allowing for an enhancement in driving experience within the cabin, as well as bettering awareness by creating speed- and throttle-dependent sounds that are audible through the vehicle’s in-car entertainment system.

While the energy-conscious car of tomorrow will be lighter and feature new powertrain solutions, including engine electrification and stop/start functionality, the offshoot of such innovation will be a degrade

in cabin sound quality. Tackling this problem, Halosonic’s engine order cancellation and road noise cancellation capabilities acoustically cancel unwanted sound with opposing frequencies, thus creating a quiet zone within the EV and for each occupant, without the need for additional weight and NVH materials.

In addition, the ESS and ISS subsystems from Halosonic also allow for unique vehicle sounds to be developed that support specific OEM brand DNA.

ISS and ESS can be embedded within a HARMAN audio system or integrated within the existing vehicle entertainment system. ESS requires only an additional speaker at the front of the vehicles and an optional speaker at the rear for improved reversing warning. RNC and EOC can be integrated into the vehicles existing audio system, requiring only the addition of between four and eight microphones for EOC and four to eight accelerometers for RNC strategically positioned close to the suspension.

ENgINEERINg

ENgINE ORdER CANCELLATION (EOC)

The noise produced by combustion engines and exhaust systems is substantial. Traditional methods for reducing the transfer of this noise to the cabin have involved using large amounts of NVH material.

HALOsonic EOC technology uses microphones in the cabin which identify the frequencies of noise created. These are relayed to the processor which generates cancelling frequencies played back through the audio system, reducing the noise heard by the occupants without requiring the addition of NVH materials, reducing both weight and emissions.

ROAd NOISE CANCELLATION (RNC)

Multi link suspensions create multiple noise paths into the cabin. Suspension bush isolation is being reduced to improve vehicle dynamics leading to high levels of low frequency road noise, which is further increased by the trend for wider, low profile tyres.

RNC uses a series of accelerometers on the chassis to identify the frequencies of noise created; these are relayed back to a processor which generates a broadband frequency cancelling output through the vehicles audio system. Adaptive feedback control from microphones in the cabin further enhances system performance.

LIGHTWEIGHT ARCHITECTURES - EFFICIENT PERFORMANCE - ELECTRICAL AND ELECTRONIC INTEGRATION - DRIVING DYNAMICS

UNITEd KINgdOM

Potash LaneHethel, NorwichNR14 8EZ

Phone: +44 (0)1953 [email protected]

USA

1254 N. Main StreetAnn ArborMI 48104

Phone: +1 734 995 [email protected]

CHINA

7th Floor, New Jinqiao TowerNo.28 New Jinqiao Road, Pudong, Shanghai. PR CHINA 201206

Phone: + 86 (21)5030 [email protected]

MALAYSIA

Malaysia Sdn. Bhd. Lot G-5, Enterprise 3, Technology Park Malaysia Lebuhraya Puchong-Sungai Besi, Bukit Jalil. 57000 Kuala Lumpur

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SOUNd SYNTHESIS (ISS ANd ESS)

ISS provides ‘soundscaping’ in the cabin, allowing the driver to select their favourite internal combustion engine sound. This sound can be independent from the exterior noise levels, hence avoiding maximum drive by legislation requirements.

The system delivers audible feedback to drivers even when the engine is almost silent.

ESS utilises an external speaker system to apply a specified electronic sound to improve pedestrian safety. A synthetic engine ‘idle’ sound is also produced when the vehicle is switched on and the handbrake is released.

TM

Throttle position sensor

Accelerometers

Engine speed signal

Control module/amplifier

Error microphones

Audio system

External speaker system


1. A Lotus and Harman Halosonic test vehicle in a typical urban environment

2. The Lotus Evora 414E’s Halosonic system actively calibrates synthesized sound in situations where the vehicle will likely encounter pedestrians

3. The Lotus architecture for external and internal vehicle audio management

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Real-time fault identification

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Real-time fault identification

Evaluate vehicle NVH virtually

Precise mapping of sound sources

Optimising structural behaviour

The ability to make the right decision at the right stage of a car’s development is critical to your

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act on it – fast. That’s when you need Brüel & Kjær sound and vibration technology in the driving seat:

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14-014_BN1405-11_Automotive_430x275.indd 1 03-06-2014 14:36:14


FUEL CELL RECKONING


FUEL CELL RECKONING

Having dipped their toes in the water some 20 years ago with the technology, a group of car makers is now set to launch production fuel cell vehicles on the market within the next two years. One of thosepioneers is Toyota, and for Katsuhiko Hirose, projectgeneral manager for fuel cell system development,such a day has been a long time coming

WORDS: JOHN SIMISTER

Fuel cells have fallen out of the public gaze of late, seemingly stalled by the lack of a clear solution to the problem of providing a large-scale supply of hydrogen fuel. As such, the once-utopian vision of zero-emissions transportation stretching into an

endless green tinted future seems to have dropped off the mainstream, shorter-term agenda for many car makers and suppliers.

But the fuel cell is far from moribund. Some car makers are developing the technology with continued (and in some cases renewed) vigor, and serious thought is finally being applied to the hydrogen infrastructure question as the reality of viable, available fuel cell vehicles suddenly creeps up on us.

One of the major drivers of such a fuel cell future is Toyota, which has long pioneered the technology, along with the likes of Daimler, General Motors, Honda, BMW, Nissan and Hyundai-Kia. Within Toyota circles, Katsuhiko Hirose, the company’s project general manager for fuel cell system development and energy affairs, is integral to that drive, having progressed from general engine development to hybrid R&D in 1996 – and in doing so, playing a key part in developing the original Prius – and has, since 2003, been heavily involved in all matters relating to fuel cells.

Hirose gets straight to the point: “We will launch a fuel cell car in 2015. There has been some delay; day-by-day there has been trouble, but this is normal. We showed a car at the last Tokyo show and now we’re working to the 2015 goal.”

assetLiquid


At first glance, this compact crossover show car, which was unveiled at Geneva earlier this year, seems to be all about dynamic design and the use of new materials. The striking-looking Intrado is the first Hyundai concept to be created under the direction of new president and chief design officer Peter Schreyer, and the vehicle showcases the use of a super-lightweight carbon fiber reinforced plastic frame, as well as advanced manufacturing techniques for joining and bonding components.

“But it ’s a different kind of concept – far more than just a styling exercise,” claims Schreyer, explaining that powertrain engineers were very much involved in its creation. Mark Hall, Hyundai Motor Europe VP, adds, “The frame is only part of the story. We looked at how new materials and

The design of the Toyota FCV Concept allows for the placement of two 70MPa high-pressure hydrogen tanks under the specially designed body. This arrangement enables the car to accommodate up to four occupants

The design of the Toyota The design of the Toyota

FUEL CELL RECKONING

technologies enable the development of something different.”

So, why exactly is the Intrado so important? Put simply, it features the next-generation iteration of Hyundai’s fuel cell powertrain, which in this guise is smaller and lighter than that currently fitted in the ix35 prototype, with a more powerful battery and the promise of a longer range in excess of 600km (370 miles) as well as improved driving dynamics.

Hyundai says that the Intrado’s 36kW lithium-ion battery is the most powerful fitted to a fuel cell vehicle (the ix35’s battery, co-developed with LG Chemical, offers 24kW) and this new pack has been repackaged for more compact dimensions. It has also been relocated in the concept car to a position

under the front seat bench, across the floorpan. The management systems and motor – driving the front wheels – remain under the hood, as is the case in the ix35.

A two-tank system houses the onboard hydrogen, pressurized up to 700 bar, with one small tank beneath the rear passenger bench and a larger tank between the rear axles to give a 100-liter capacity. This setup allows for weight to be distributed more evenly than in Hyundai’s previous fuel cell developments, dispersing it further along the vehicle’s length and lowering the center of gravity. “We challenged ourselves to repackage the powerplant of Intrado to not just deliver performance enhancements, but to provide a more engaging drive, which is why we took a two-tank approach to better balance the weight of the vehicle,” reasons Frank Meijer, team leader for FCEV and infrastructure development at Hyundai Motor Europe.

The design and component materials of the Intrado are nonetheless integrally linked to the vehicle’s powertrain engineering. The strong, rigid frame – formed from continuous carbon loops – allows for a simplified architecture, not only saving space and weight, but also opening up new possibilities

Will that show car, then, be close to the fuel cell vehicle that Toyota will put into production? “No, it will be completely different. But it will still be a D-segment luxury car. It will be our car, which we will do alone, and not as part of a joint venture with other organizations.”

Clearly, certain things have happened to make such a car viable. “Factors such as the US$850m investment grant from the British government to encourage the development of ULEVs between 2015 and 2020 has helped. This of course includes hydrogen cars. We are part of the UK H2Mobility project along with Daimler-Benz, Nissan and Hyundai, looking at how we can produce and commercialize hydrogen vehicles and present the ideas to the government. The UK and Japan are the leaders in government encouragement and setting up an infrastructure, along with the USA, Germany and the Nordic countries.”

Source of the problemWhile governmental funding might be accelerating the development of fuel cells, to the point that Toyota, along with a few others, hopes to launch a production vehicle by 2015, a major question mark remains over where exactly the required large quantities of hydrogen will come from. “There is no proper production and distribution infrastructure yet,” Hirose agrees, “so we need to build this. It will not necessarily need huge

money to do it, using wind, hydropower and biomass. The cost of setting up refueling stations is not great compared with other big projects, and the overall result would be to reduce the influence of a rise in the cost of oil and therefore reduce the cost of living.

“This is for society to decide, but the point is that the value can stay within a country with no need to import energy. That is good for energy security. It can all be done if we are brave enough to change the world to green.”

DESIGN FOR LIFE


FUEL CELL RECKONING

The FCV Concept, which debuted at the 2013 Tokyo

Motor Show, will be different from Toyota’s

production fuel cell vehicle, which will be

launched in 2015

“We will launch a fuel cell car in 2015. There has been some delay; day-by-day there has been trouble, but this is normal”Katsuhiko Hirose, project general manager for fuel cell system development, Toyota

Beyond the problematic hydrogen infrastructure issue, there is also the matter of making fuel cell vehicles properly usable – which means reliable starting and running in all ambient temperatures, including in parts of the world where sub zero conditions tend to be the norm.

“Sure, there’s the problem of ice,” reasons the Toyota engineer. “I’m a physicist and I

both for packaging and crash protection, as well as for design and the attachment of the steel panels. A central beam running the length of the cabin doubles as a strengthening structural element and a mounting point for essential controls, including the transmission lever; covered in protective padding, it connects the powertrain to the frame, as well as shielding it from the vehicle’s occupants and minimizing intrusions into the cabin. “To fit in with the active lives of future customers, we needed to develop a fuel cell that offered long-distance mobility without compromising day-to-day functionality,” Meijer adds.

Intrado represents the latest stage to Hyundai’s fuel cell program, which began in 1998. Last year, the Korean OEM launched the ix35 Fuel Cell into small-scale series production, and beyond 2015, the company intends to scale up production from the several hundred units it currently makes to limited mass production of several thousand.

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FUEL CELL RECKONING

BETTER TOGETHERHonda has joined four other leading car makers, hydrogen fuel suppliers and energy consultancies in signing a US$52m agreement aimed at developing and demonstrating hydrogen fuel cell technology, and establishing a refueling infrastructure.

The global deal, known as the HyFIVE project (Hydrogen For Innovative Vehicles), is the largest of its kind in Europe. BMW, Daimler, Hyundai and Toyota as well as Honda have all agreed to deploy a total of 110 hydrogen fuel cell vehicles at several European locations and develop new clusters of refueling stations.

The HyFIVE car makers each have a long history of developing hydrogen-powered fuel

cell cars, which have the potential to be more than twice as fuel-efficient as conventionally powered vehicles, as well as operate quietly. The latest advances are said to enable rapid refueling times and potential ranges of more than 640km (400 miles).

Honda’s next-generation FCEV will launch in Europe in early 2016. It follows 2008’s FCX Clarity, launched in California and Japan, and is currently running in the German demonstration project, Clean Energy Partnership.

Bert De Colvenaer, executive director of the Fuel Cells and Hydrogen Joint Undertaking

(FCH JU) program, said, “With a total of 110 FCEVs and six new refueling stations, HyFIVE will represent the largest single project of its kind financed by the FCH JU. The project will contribute to the build-up of the first networks at local levels necessary to support the market introduction of the vehicles in the coming years. With the participation of leading auto makers and infrastructure providers, HyFIVE illustrates the commitment from leading industrial players in the EU and the spirit of cooperation that I am convinced will enable the success of these technologies.”

“There is also the problem of hydrogen storage technology in the vehicle and we think high-pressure compressed hydrogen is the only solution, using carbon-compositestorage tanks that we have designed in-house”Katsuhiko Hirose, project general manager for fuel cell system development, Toyota

“There is also the problem of hydrogen storage technology in the vehicle,” Hirose continues, “and we think high-pressure compressed hydrogen is the only solution, using carbon-composite storage tanks that we have designed in-house. You need to be able to start and stop the fuel cell quickly, and compressed hydrogen is the best way to do this.”

can’t change the physics. But the water molecule is quite strange – it needs up to 10 seconds of transition time to line up the crystal before freezing. So, in a fuel cell membrane running in sub-zero conditions, we still have a few seconds after the water comes out. When the fuel cell is started and current is applied, it creates heat within the layers and we can bring the temperature up by 10°C to 20°C in one second. So it’s possible to overcome the freezing problem if we can do this quickly enough.

Toyota’s production fuel cell vehicle will take the form of a D-segment car

The Honda FCEV will launch in Europe in 2016, utilizing the manufacturer’s latest FC stack technology (far left), which, despite being smaller, has a far higher power density


MORE PARTNERSHIPSThe HyFIVE partnership follows similar fuel cell development JVs formed in the last 15 months, first between Toyota and BMW, and another between Daimler, Ford and Renault-Nissan.

Toyota and BMW have confirmed plans to jointly develop a fuel cell vehicle system, including not only the fuel cell stack, but also the hydrogen tank, motor and battery. They are aiming for completion by 2020. Interestingly, the partners will also work together on a sports vehicle, lightweight technology and lithium-air battery research.

Norbert Reithofer, chairman of the board of management of BMW, said, “TMC and the BMW Group share the same strategic vision of future sustainable mobility. In light of the technological changes ahead, the entire automotive industry

faces tremendous challenges, which we also regard as an opportunity. This collaboration is an important building block in keeping both companies on a successful course in the future.” Akio Toyoda, Toyota president, added, “It is just over a year since we signed our collaborative memorandum of understanding, and with each day as our relationship strengthens, we feel acutely that we are making steadfast progress. Now, we are entering the phase that promises the fruit. While placing importance on what we learn from the joint development, we will work hard together in reaching our common goal of making ever-better cars.”

Just four days after the Toyota-BMW announcement, Daimler, Renault-Nissan and Ford also confirmed the joint development of a common fuel cell system in order to speed up the availability

of zero-emissions technology and greatly reduce associated costs. Each company will invest equally in the project, with the goal to launch the world’s first affordable, mass-market FCEVs as early as 2017. The partners say the JV will realize unique collaboration across three continents and will help define global specifications and component standards, and send a clear message to suppliers, policymakers and the industry to encourage the further development of hydrogen infrastructure worldwide.

Mitsuhiko Yamashita, executive vice president of Nissan, supervising R&D, said, “Fuel cell electric vehicles are the obvious next step to complement today’s battery electric vehicles as our industry embraces more sustainable transportation. We look forward to a future where we can answer many customer

needs by adding FCEVs on top of battery EVs within the zero-emissions line-up.”

Thomas Weber, member of the board of management of Daimler and responsible for group research at Mercedes-Benz, said, “We are convinced that fuel cell vehicles will play a central role for zero-emissions mobility in the future. Thanks to the high commitment of all three partners, we can put fuel cell e-mobility on a broader basis. With this cooperation, we will make this technology available for many customers around the globe.”

Raj Nair, group vice president for global product development at Ford, added, “Working together will significantly help speed this technology to market at a more affordable cost to our customers. We will all benefit from this relationship as the resulting solution will be better than any one company working alone.”

“The company has a long vision: in Japan, we say that the better rice field is given to the son. As for the break-even point, that should come by the third generation of FCEV products”Katsuhiko Hirose, project general manager for fuel cell system development, Toyota

FUEL CELL RECKONING

Post 2015With the automotive industry gearing up to the market launch of fuel cell vehicles in 2015, speculation about what happens after that point is already growing, with potential alliances being formed and analysts predicting market growth.

“By 2020, fuel cell cars will be available worldwide,” states Hirose. “We’ll have the results of our alliance with BMW by then; it’s a very costly program so we are sharing it. At the start, though, it will not be a huge number of cars because the market will be very limited. It’s not just the production that’s important, it’s also about educating people and the cost.”

Does that mean, then, that a fuel cell car is likely to cost a buyer twice as much as a conventional model of similar size? “Well, we dream of selling a Corolla at the price of a Ferrari! We’ll have to make it affordable for a premium car, so it will be triple the price of a small car. We are still discussing what badge it should have – maybe Lexus, maybe Toyota. We haven’t yet decided which market it should be sold in first. It could be Japan, the USA, Europe – there are many things we still need to decide.”

Looking further ahead, a real milestone will be reached when the millionth fuel cell car takes to the road, but

when might that be? Hirose can do no more than estimate, but reckons on some time between 2025 and 2030. “But then,” he warns, “if you’d asked me the same of a hybrid in 1997, by which time we’d been working on the Prius for 10 years or more, I might have suggested a similar timeframe. As it was, we had five million in five years.

“It’s always difficult to start, but projects such as these get much easier with time. The company has a long vision: in Japan, we say that the better rice field is given to the son. As for the break-even point, that should come by the third generation of FCEV products. It can’t happen in the first generation if we include the research and development costs. It could just happen during the second. But by the third, in 2024 or 2025, it should be similar to where we are now with the hybrids.” Having helped design and develop the groundbreaking Prius with its Hybrid Synergy Drive powertrain, in doing so facilitating the hybrid breakthrough, it’s hard not take Hirose’s fuel cell predictions very seriously.

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BUS AND TRUCKSBUS AND TRUCKSBUS AND TRUCKS

WORDS: BRIAN COWAN

While hybrid technology has had a lot of good publicity in the automotive world, its impact on heavy-duty vehicles

could potentially be even greater – but only if certainengineering hurdles are first overcome

Despite a somewhat later and less publicized beginning than what occurred with passenger cars, powertrain hybridization for heavy-duty vehicles will soon become more widespread than the technology’s adoption in the automotive

industry. Yet for truck OEMs, hybrids are not seen as an emissions-reduction magic bullet, but rather only one of a broad range of engineering initiatives being developed. Most in the business agree that the heavy truck of the future will certainly have some level of powertrain electrification, but in addition to that, it’s also likely to sport a full palette of other measures to improve efficiency, including exhaust waste heat recovery, aerodynamic enhancements to both tractor unit and trailers, and radical new IC technology.

And despite the obvious advantages that hybridization offers, researchers warn that the optimal benefits to be realized with such an add-on engineering approach – using proprietary technology that has featured in many first-generation truck systems – need to be better supplanted by designs that are integrated more thoroughly into next-gen vehicles. The thinking here is that, although the weight increase from hybrid drivetrains doesn’t have as great an impact on the performance of a passenger car as it does on a truck, the technology’s bearing on productive payload for the OE is nothing short of critical. Unless the gains in fuel economy can more than offset the lost income, commercial transport operators will not be interested. Or so the argument goes.

Hybridw

load


BUS AND TRUCKS

Volvo’s hybrid powertrain consists of the OEM’s proven 7-liter diesel engine and an I-Shift transmission with automated gear shifting. Between the engine and the gearbox is an electric motor. The two power sources work on the same propshaft through the gearbox to the driving wheels, with the I-Shift taking care of gear shifting. In the FE Hybrid model, the powertrain reduces fuel consumption and carbon dioxide emissions by up to 30%


BUS AND TRUCKS

Applications varySuch challenges not only sound serious, but may also prove to be very difficult to overcome on an engineering level, and yet despite that, the long-term outlook for hybridization in certain segments of the trucking industry is very positive, believes John Boesel, president and CEO of CALSTART, a member-supported organization of more than 140 OEMs, suppliers, fleets and agencies worldwide, all dedicated to supporting and growing a clean transportation industry. “Over the past two or three years, the trucking industry – both manufacturers and fleets – has become much smarter about when and where hybrid technology can be best applied. As battery costs come down, we expect to see hybrid market share increase in the urban work truck and bus segments.”

Efficiency advances that can be expected from heavy truck hybrid systems vary widely and according to the type of work the vehicle is carrying out, as well as where in the world the vehicle (and technology) finds itself. The Argonne National Laboratory in the USA has conducted a modeling study on a Class 8 long-haul truck fitted with a mild hybrid system (50kW electric motor and 5kWh battery pack) and a full hybrid system (200kW motor, 50kW starter/generator and a 25kWh battery). Five drive cycles were evaluated – three highway and two transient/urban. The study showed that on the highway cycles, fuel savings were less than 10% for the full hybrid and under 5% for the mild system. Not surprisingly, the figures were better for transient/urban use – up to 14% for mild and over 40% for the full hybrid offering.

Simulations such as the Argonne models represent ideal operating conditions. But real-world savings in fuel consumption will likely be less, warn researchers. Similar conclusions have been arrived at by engineers at Daimler Trucks. The company’s in-service study of production Canter hybrid models from its Japanese subsidiary Fuso suggests that a saving of around 10% can typically be expected.

The OEM warns, however, that the application is the all-important factor. On flat highway running with lighter loads, the weight penalty of a hybrid system could even result in slightly increased fuel consumption compared with a conventional IC layout. On the other hand, operating fully loaded in hilly terrain with a higher-power (80kW-plus) hybrid system can return savings greater than 12%, which is not to be sniffed at. According to the Daimler findings, under such conditions, the performance-boosting work of the system’s electric motor and the energy return from regenerative braking can be fully optimized.

Made in the USASeveral truck companies in the Daimler family are active in hybrid development. In the USA, subsidiary Freightliner offers a parallel hybrid model, and Daimler Trucks North America (DTNA) is also a partner – along with

“The trucking industry has become much smarter about when and where

hybrid technology can be best applied. As battery costs come down, we expect to

see hybrid market share increase in the urban work truck and bus segments”

John Boesel, president and CEO, CALSTART

Below: The inner workings of Volvo’s acclaimed parallel hybrid drivetrain technology. Electric motor is E/G; I-Shift transmission and the powertrain management unit is I+PMU; the diesel engine is D; and battery pack is B

BUS AND TRUCKS

Such ambitious goals mean that the partners are adopting a full range of eco-friendly technologies. Both DTNA and Navistar have gone for hybrid drivetrains as part of their technology mix – the former plumping for a parallel design not dissimilar to that already offered with the Freightliner model; the latter with a diesel-electric dual-mode series/parallel setup.

Meanwhile in Europe, Mercedes-Benz Trucks has in service several hundred of the medium-weight Atego BlueTech Hybrid models, while Fuso is already into the second generation of its Canter TF EcoHybrid offering, the technology of which gained a special prize in the 2013 Japanese Car of the Year awards. Volvo is also big in the hybrid arena, offering a parallel electric hybrid system for its FE medium truck range, which can also optionally incorporate a plug-in module to boost battery power from the grid.

But it’s in North America where much of the serious engineering progress of late is being made. A prime example of this comes from the Eaton Corporation and its highly innovative parallel hybrid system that’s based on its UltraShift automated manual transmission. Between the output side of the clutch and the transmission unit, the Tier 1’s engineers have cleverly integrated an electric motor/generator that is connected to a power inverter and lithium-ion battery pack, with power flow being directed by an electronic control module.

The Eaton technology is available with several propriety truck models, including the Freightliner Business Class M2e, and several Peterbilt, Mack and Navistar medium/heavy offerings. According to the supplier, more than 7,000 vehicles have already been equipped with its high-tech systems, making a real impact with regards to real-world fuel economy as well as emissions output.

Keen to secure its own slice of this growing market, another leading US Tier 1 supplier, Allison, has recently developed its own parallel hybrid product – essentially a variant of its 3000 Series heavy-duty gearbox, featuring a new, compact motor-generator alongside the torque converter and a modular lithium-ion battery system that can be tailored in size to match various applications as well as usage cycles. Like the Eaton technology, Allison’s parallel hybrid promises key fuel economy and emissions gains.

1. New Atego from M-B features SCR-based BlueTec engines that reduce diesel consumption by up to 5%. Will the next inroad into emissions reduction come via some form of hybridization?

2. The Volvo FE Hybrid truck in action with courier DHL

3. Eaton’s UltraShift system has so far been applied to more than 7,000 CV applications

3

1

Cummins and Navistar – in the SuperTruck program that’s sponsored by the Department of Energy. This technology joint venture project came about in 2010 and is scheduled for completion next year, with its aim being for the partners to clearly demonstrate engine brake thermal efficiency in excess of 55% and a 50% improvement in freight efficiency compared with a best-practice 2009 baseline for the Class 8 tractor-trailer combinations.

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BUS AND TRUCKS

Now for something di�erent An alternative technological path to such series/parallel hybrid inroads is the new-generation of hydraulic systems, which have a typical layout that uses a hydro-pneumatic accumulator in which energy is stored by pumping in fluid and compressing an inert gas such as nitrogen. The fluid is then subsequently used to drive a hydraulic motor that’s attached to the vehicle drivetrain. A huge strength of these hydraulic hybrids is the high proportion of vehicle kinetic energy – in excess of 70% – that they can recover through regenerative braking.

A leading example of hydraulic hybrid technology is Parker Hannifin’s RunWise, which has been developed for urban refuse applications. It incorporates a two-speed hydrostatic transmission for city and urban environments, as well as a direct drive function for highway driving. At low and medium speeds, the engine drives a hydraulic pump, which charges the accumulators. The pressurized fluid (up to 6,000psi) is used to drive a pump/motor that’s connected to the rear axle that propels the vehicle. Braking is also used to regeneratively pressurize the accumulators. According to Parker, not until the vehicle reaches 68km/h (42mph) does the engine move the vehicle in direct drive.

Eaton too had developed a mild hydraulic hybrid called Hydraulic Launch Assist (HLA), but in the face of the reduced cost of natural gas fuel, the company withdrew the technology from the market. A parallel design rather than the series layout of Parker’s RunWise, HLA comprised a pump/motor connected to the vehicle drivetrain via a transfer case, plus a fluid reservoir and high-pressure accumulator. As its name suggests, it boosted take-off from rest, and offered around a 7% reduction in fuel use in stop/start urban applications, compared with the 40% plus claimed for RunWise.

Another interesting alternative drivetrain technology is being born out of a technology partnership between Scania and Siemens, which essentially involves the full integration of the latter’s trolley-assist technology with the former’s development of electrified powertrains in trucks and bus applications.


Above: The Fuso Canter Hybrid’s second-generation advanced hybrid powertrain, along with stop/start technology and energy recovery capability, ensures impressive fuel savings of around 23% can be realized

HYBRID IN A HURRYGranted, its world speed record credentials depend for the most part on the 1,925ps pumped out by its super-tuned 16-liter D16 engine, but the Volvo Green Mean gets its vital last push from the 145kW/203ps electric motor in its hybrid drivetrain.

Such huge power means that the truck has set world hybrid heavy vehicle standards for the flying kilometer of 236.577km/h (147.002mph) and an average 153.253km/h (95.245mph) for the standing kilometer. Both figures were marginally behind those set for a non-hybrid Volvo that holds the current marks for heavy trucks as a whole. While Green Mean’s outright power is impressive, the combined peak torque of the diesel and electric motors is more like insane – nearly 6,779Nm!

145kW/203ps electric motor in the hybrid

drivetrain

BUS AND TRUCKS


The pioneering work is based on the eHighway concept developed by Siemens that marries diesel-electric hybrid technology with a streetcar-type power supply from overhead lines. An intelligent pantograph system senses when overhead lines are available and makes contact automatically. When there is no overhead line, the heavy vehicle reverts to its otherwise conventional hybrid propulsion system.

Renault Trucks, on the other hand, is testing a 16-metric-ton series hybrid electric truck, based on a Midlum chassis. The vehicle uses a powertrain developed by French company Power Vehicle Innovation that combines an asynchronous 103kW/400V electric motor and an 85kWh lithium-ion phosphate battery pack with a 70kW generator driven by a Renault DXi 5 diesel engine acting as a range extender.

Under its sophisticated hybrid management program, the diesel motor always operates to facilitate optimal power consumption. Default mode is automatic, with the controller handling aspects such as energy management,

heat and range extending, but the driver can call up full-electric running at any time as required during the journey.

But it’s not just the OEMs and their trusted suppliers that are leading the hybrid and alternative drivetrain charge in the trucking world; several independent developers are also working hard to develop plug-in hybrid systems for medium- and heavy-duty applications. Wisconsin-based Odyne Systems is one such company. Its eye-catching, turnkey parallel hybrid solution connects a motor/generator to the main drivetrain via the power take-off of an Allison automatic unit. The Odyne system uses Remy’s HVH250 series electric motor and modular lithium- ion battery packs from Johnson Controls.

Motorsport, too, is providing a hybrid technology base for next-generation truck architecture, and perhaps one of the most interesting solutions out there is flywheel-based developments. In this area, transmission manufacturer Torotrak’s recent acquisition of flywheel hybrid innovator Flybrid Automotive has strengthened the likelihood of such designs turning up in heavy vehicles. Flybrid’s 100kW clutch-based kinetic energy recovery system was introduced for Le Mans in 2011; and a collaboration between Flybrid and Torotrak that uses the latter’s CVT transmission technology is about to enter trials with selected bus fleets.

1. The flywheel system is another interesting emissions reduction technology for OEMs

2. Allison’s parallel hybrid variant of its 3000 series heavy-duty transmission

1

BUS BREAKTHROUGHIt’s not just the truck world that’s fast adopting hybrid systems in an effort to cut emissions and improve fuel economy; the bus industry is also increasingly looking toward next-generation eco-friendly electric powertrain solutions.

Yet bus OEMs face a particular challenge in this area: batteries tend to be large, heavy and offer limited driving range. And while technology combinations with other energy-storage devices, such as hydrogen, help matters, these solutions also tend to be very costly and complex.

At Trineuron, a Belgian company producing state-of-the-art lithium batteries, chargers, management electronics and software, engineers have another vision. “With our lithium titanate oxide (LTO) technology, we realize a full recharge in nine minutes or less,” states Trineuron’s

CEO and founder Stefan Louis. “This feature is so fundamentally different from overnight charging that it is game changing. Vehicles with our technology can run 24 hours a day, seven days a week!”

Trineuron’s advanced fast-charging batteries are also smaller and lighter, so buses have more space for passengers and carry far less ballast. Additional key advantages to the technology, according to Trineuron, include the life and safety of LTO batteries, both of which are far better than any other lithium-ion chemistry. “These advantages result in a strong TCO proposition that even beats conventional diesel on cost per kilometer,” adds Louis.

In October, a real-world working solution from Trineuron will be in operation in Bruges, in combination with inductive charging.

2

CUTS YOUR FUEL CONSUMPTION: THE 8-SPEED HYBRID TRANSMISSION

The Audi Q5 hybrid quattro is the world’s first full hybrid production vehicle to feature a rechargeable lithium-ion battery. With the 8-speed hybrid transmission from ZF, it can maintain a constant speed of 60 km/h for up to 3 km powered only by the electric motor and achieve a maximum speed of 100 km / h without emissions. The hybrid design facilitates mid-range cycle consumption in the NEDC of 6.9 l /100 km or 159 g of carbon emissions per kilometer. www.zf.com/car

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ELECTRIC VANS


ELECTRIC VANS

While powertrain electrification is making clear headway in the automotiveworld, its take-up with light commercial vehicle manufacturers remains sluggish – despite the obvious benefits that the technology promises

WORDS: DAN GILKES

Commercial interest

TECH SPECNissan e-NV200Engine code: EM57Motor type: AC synchronous Engine power: 80kW (109ps)Torque: 254NmMaximum speed: 10,500rpmTransmission type: AutomaticGear ratio: 9.3010Driven wheels: FrontBattery type: Laminated lithium-ionVoltage: 360VCapacity: 24kWhNumber of cells: 192Electricity consumption: 165Wh/kmRange: 170km (106 miles)Maximum speed: 122km/h (76mph)Acceleration 0-100km/h (0-62mph): 14 sec

ELECTRIC VANS


ELECTRIC VANS

For light commercial vehicles operating in an urban environment, full electric or hybrid drives make a lot of sense, perhaps even more so than when the technology is used in passenger car applications. Vans that work in inner city areas are subjected to constant stop/start

driving, which helps with regeneration; low daily mileages that prevent range anxiety; and having to return each and every

night to a central base enables the installation of a permanent charging infrastructure.

Yet while the automotive industry is seeing a rapidly increasing number of electric and hybrid power

systems in the car market, the van sector – despite the obvious benefits to be had from powertrain electrification – is trailing some way behind. One reason for this slow response is that there just isn’t enough demand from customers to make full-scale electric van production a viable proposition for the manufacturers.

This is in part due to a lack of government incentive across Europe and North America. In the

UK, for example, the authorities offered electric car buyers a plug-in grant to reduce by up to 25% the

additional cost of an EV compared with a petrol or diesel engined model, but until recently this scheme was not

available for van buyers. There is, however, now a plug-in van grant in place, offering up to 20% off the purchase price, to a maximum of US$13,500.

But just as important as the up-front cost, another reason for the slow uptake relates to weight and space, two core aspects that hit far harder in the commercial vehicle world than in automotive circles, with van operators using light commercials to carry loads. Given that vans fall into defined gross-weight classes, adding batteries and additional driveline components such as electric motors can result in a reduction in load weight or volume, which for most fleet operators is a no-no. And while it may be possible to simply increase the weight of an electric car, such a scenario often isn’t feasible with vans.

But that’s not to say that electric vans aren’t starting to make an impact. Renault is perhaps the most active manufacturer in the European van market, with its Kangoo ZE range, and there are models available from Mercedes-Benz, Peugeot, Citroën, Iveco and now Nissan. At present, the only full hybrid LCV from a major manufacturer is the Fuso Canter Eco Hybrid truck, although at 7.5 metric tons, it is perhaps stretching the term ‘light commercial’ just a little.

Nissan’s first all-electric van, the e-NV200, combines the body of the regular NV200 with the driveline and front suspension from the all-electric Leaf passenger car

ELECTRIC VANS


Leaf appealThe latest addition to the electric van market is Nissan’s e-NV200, which combines the van body of the regular NV200 with the driveline and front suspension from the all-electric Leaf passenger car. This brings together an 80kW AC synchronous electric motor with 254Nm of torque and a 48-module lithium-ion battery, with a nominal capacity of 24kWh.

For its all-new electric van, Nissan powertrain engineers have combined the charger and inverter with the drive motor in a single stack, which is similar in size to the standard van’s diesel engine. Such an arrangement means that the driveline stack can be installed beneath the hood, without affecting the van’s load volume at the rear. Despite the battery pack weighing 267.5kg, the e-NV200 retains a competitive 703kg payload.

Cooled air from the van’s HVAC system is channeled over the pack to ensure an optimum operating temperature, with hot air from the cab heater being used in colder weather.

Nissan offers three charging solutions for its electric workhorse, from a domestic 10A supply that takes all night, to a 16A charger spanning eight hours. There is also the option of a 6.6kW onboard charger, which means that a 32A power supply can halve the charge time to just four hours. In addition, a CHAdeMO rapid charger can be used to boost battery power to 80% in just 30 minutes. There are currently 1,100 of these fast chargers across Europe, although this number is growing rapidly.

Yet while the e-NV200 has helped ensure that Nissan has received most of the van-related media attention of late, over the long-term it’s the company’s alliance partner, Renault, that has made the most e-van inroads. And despite the fact that the diesel-powered NV200 uses Renault Kangoo engines and transmissions, the two companies, which work closely together on so many other projects, have gone their own way on electric van design.

ELECTRIC VANSELECTRIC VANS

SPECIAL DELIVERY As part of the e-NV200’s global roll-out, FedEx Express and Nissan have formed a partnership that will see the two companies begin testing the all-electric van under real-world conditions in Washington DC.

The fleet trials mark the first time that the vehicle will be running in North America. FedEx Express and Nissan have conducted similar e-NV200-based tests with fleets in Japan, Singapore, the UK and Brazil.

FedEx says that it is committed to reducing the company’s environmental impact as a result of its worldwide operations, and rotating the e-NV200 into its delivery fleet is part of the FedEx EarthSmart program, a global sustainability platform designed to guide the company’s environmental commitment in the communities where it operates. For Nissan, this effort aligns with its Blue Citizenship corporate social responsibility project with a focus on increasing the number of vehicles that emit no greenhouse gases by exploring additional vehicle segments where its leading electric vehicle technology may be applied.

According to the agreement between the two partners, FedEx will deploy the Nissan e-NV200 in the Washington DC area, where it will undergo field tests that subject it to the routine requirements of a delivery vehicle. The results will be used to help determine the viability of using an electric vehicle in this role in the USA.

1. Renault is one of the most proactive OEMs in the electric van market, having first launched the Kangoo ZE in 2011

2. The e-powertrain that drives the Renault Kangoo ZE has nothing in common with Nissan’s e-NV200, despite the two companies being close alliance partners

3. With a 22kWh lithium-ion battery pack, Kangoo ZE has a driving range of 170km (106 miles)

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ELECTRIC VANS


Available in standard Kangoo ZE and long-wheelbase Kangoo Maxi ZE models, all Kangoo ZE vans use the same driveline, featuring a synchronous electric motor with rotor coil delivering 44kW of power and 226Nm of instant torque.

Despite carrying 260kg of lithium-ion batteries, Kangoo ZE impressively retains the same 650kg payload as Renault’s base diesel models. The French OEM has also managed to fit the 192 battery cells below the van’s standard floor, so that there is no impact on load volume. The battery’s 22kWh capacity is enough to provide a claimed range of up to 170km (106 miles), although in real life that will probably be more like a 130km (80 miles) usable range.

Hard cellNot to be left behind, Mercedes-Benz engineers have produced an electric version of its Vito van, known as the Vito E-Cell. Like the Renault ZE models, the E-cell is built on the same production line as the German OEM’s standard diesel Vito offerings. It benefits from some 192 lithium-ion battery cells, mounted beneath the standard van floor. Unlike the rear-drive diesel Vito though, the E-Cell drives through the front wheels, using a permanent synchronous electric motor that delivers a continuous output of 60kW, with a peak output of 70kW. Torque is rated at 280Nm, which is far more than what the e-NV200 and Kangoo ZE models can muster.

TECH SPECRenault Kangoo Z.EMotor type: AC synchronousEngine power: 44kW (60ps)Torque: 226NmTransmission type: ReducerNumber of gears: OneBattery type: Lithium-ionBattery pack weight: 260kgCapacity: 22kWhMaximum speed: 130km/h (80mph)Acceleration 0-100km/h (0-62mph): 20.3 sec

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SAFE DIAGNOSTICS AND MAINTENANCE FOR HYBRID VEHICLE BATTERIES

It is commonly accepted that the hybrid vehicles of today can be a dangerous beast if left in the hands of a technician who doesn’t know the correct procedures or hasn’t purchased the right tools to maintain these vehicles. Such are the voltages required to run the vehicle’s electrical systems, the batt ery is one parti cularly criti cal area that must be serviced using only the appropri-ate equipment and procedures. This arti cle presents a new product that can improve on what is available in terms of servicing for electric vehicles.

This is the Midtron-ics HYB-1000 hybrid car batt ery tester, introduced for safe diagnosti cs and maintenance of the electrical system and batt ery.

The unit provides the technician with the op-portunity to undertake safe, one-person test-ing of hybrid vehicles, signifi cantly increasing the service off ering capability for leading hybrid models.

How does it work?The HYB-1000 unit communicates with the vehicle OBD system using a wireless module, which allows it to read the batt ery cell/block sensors while under the stress of accelerati ng and decelerati ng.

It can then be used to:• Assess the batt ery pack state of health

in terms of conductance, which is related to batt ery capacity.

• Quickly determine whether the batt ery pack is getti ng weak.

• Read and reset diagnosti c trouble codes.• Perform simple functi ons quickly

without having to monopolise other complete diagnosti c systems.

With no exposure to dangerous high volt-ages, the product can be uti lised as a preven-tati ve maintenance off ering to fi nd problem packs and cells before they cause a system failure.

The views of a professionalSteve Carter is well versed in the world of hybrid technology, so he is nicely placed to off er his opinion on the quality of this tool aft er road-testi ng.

“The HYB-1000 will allow the independent workshop to quickly and accurately test the performance of the hybrid batt ery. This is done via a wireless connecti on to the car’s OBD socket and a brief 1-2 mile test drive. The analyser’s on screen instructi ons will inform the user when to start the test drive, which d of braking and accelerati ng. The screen will then clearly display how much informati on is being gathered and at the end of this process an audible bleeper is sounded to inform the technician that the test has been completed.

From here the technician can clearly see if any faults have been detected and at the same ti me they can also view specifi c values that the batt ery encountered during the test drive. Hybrid vehicle maintenance is becom-ing a routi ne task, which garages have to take on board, and this tool will make that a lot easier.”

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ELECTRIC VANS

Yet while the 16 battery modules in the Vito E-Cell have all been installed without affecting the load area, they do have an impact on payload, with the electric Mercedes van being limited to a carrying capacity of 900kg, down from the well over 1,000kg capability that the diesel derivative CVs offer.

The electrical components and subsystems are all water-cooled, as Mercedes aims to maintain an efficient working temperature of around 30°C. To ensure that the vehicle’s driver and passengers have enough heating in the colder months, the Vito E-Cell is equipped with an electric heater booster and electrically heated seats.

Re-entering the electric drive van market is PSA Peugeot Citroën, having recently launched the Partner Electric and Berlingo Electric, respectively. The twins are equipped with lithium-ion batteries with a capacity of 22.5kWh. They are made up of 80 cells, each having a 3.75V nominal voltage. The

cells are assembled in five modules of 16 elementary cells in two packs, which slot beneath the standard

van body on either side of the rear axle.Each module is equipped with two cell monitor units

that check temperature, voltage and the current of each cell. A battery management unit optimizes overall energy efficiency to guarantee the best possible range.

Partner and Berlingo Electric’s e-motor offers 49kW of power with 200Nm of torque, and Peugeot claims a range of 170km (106 miles), although again 130km (80 miles) is probably a more reasonable everyday range in the real world. However, the company says that over 70% of van customers make daily journeys of less than 96km (60 miles), leaving plenty of additional capacity.

A di�erent chemistryWhile electric versions of the Vito, Partner and Berlingo are all new, Iveco has been offering the Daily Electric van for some time, although pricing is so much higher than the equivalent diesel models that it has yet to make an impact in key European markets.

Built by the Italian company’s AlTra alternative transport division, the Iveco vans go their own way, using sodium nickel chloride (Na/NiCl2) Zebra Z5 battery packs rather than the more common lithium-ion option.

For the 3.5 metric ton GVW development of the Daily

Featuring a permanent synchronous electric motor, the Mercedes Vito E-Cell does not lack power, developing 70kW and 280Nm torque. But what it gains in performance is offset with a reduced payload, with carrying capacity of 900kg

ELECTRIC VANS


Electric, customers can choose between two battery options: a two-battery pack solution, with a 90km (55-mile) range and a 1,030kg payload; or a four-battery setup, extending the range to 120km (75 miles) but dropping carrying capacity to 810kg. Iveco also offers a 5 metric ton EcoDaily Electric – again with a choice of two or three battery packs.

In terms of its inner system workings, the Daily Electric runs through an asynchronous three-phase 30kW rated e-motor, delivering up to 60kW of peak power. The batteries realize 76Ah and boast a 21.2kWh capacity, with recharging in eight hours through a three-phase 380V 32A power supply.

While most of its competitors have moved into the e-van realm with first- or second-generation products, Volkswagen has been keeping a close eye on developments but has yet to launch anything commercially. The German engineering giant has, however, built both e-Caddy van and e-Load Up prototypes

to assess performance and demand. As with the all-electric Golf, which was previewed in the last issue of E&H, the e-Caddy uses a permanent synchronous motor with a power output of 85kW and 270Nm of torque. A VW-designed lithium-ion battery pack, with cells from Panasonic, has a storage capacity of 24.2kWh. That’s enough, claims VW, for a range between 130km and 190km (80-120 miles).

As with the commercials already launched on the market, e-Caddy’s batteries are concealed beneath the standard van’s floor. However, their added weight does restrict the tech demonstrator’s payload to just 550kg.

Where VW has moved the game on, however, is with retardation and regeneration. In almost every other electric LCV on the market, the regeneration is preset by the manufacturer, often providing far more braking force than would be found in a passenger car. However, VW gives the driver the choice, by using a DSG gearbox selector with paddles behind the steering wheel, to set up to three regeneration braking positions.

That said, there is also a brake position on Nissan’s e-NV200 transmission lever that lets the driver alter the amount of regenerative braking between two settings.

As well as a differing approach to design and manufacture, van companies are also offering a range of purchase and lease options for their electric models. Renault, for example, will sell the van, but only leases the batteries – in effect removing the battery risk from the customer. Were Volkswagen to offer the e-Caddy and e-Load Up commercially, it would insist on selling both the vehicle and the batteries to the customer. Adding to the complexity, Mercedes-Benz has taken a third approach: as the manufacturer of both the vehicle and the batteries, it will be leasing the entire package to customers complete with the battery, taking both vehicle and pack back in-house at the end of a four-year/80,000km (49,700-mile) first life in order to assess performance and remaining component life.

AT A CANTERIf things have been a little slow for powertrain electrification in the van market, for full commercial vehicles, hybrid technology is even further behind the curve. And the one company that has been pushing a full diesel hybrid offering is Fuso, part of Daimler’s truck business.

Fuso’s 7.5 metric ton Canter Eco Hybrid has been available for some time, but has recently been upgraded with a 3-liter Euro 6 diesel engine delivering 110kW and 370Nm of torque. In addition, the truck is equipped with a 40kW electric motor that offers a further 200Nm of torque.

Power for the electric motor comes from a 2kWh lithium-ion battery and both the electric motor and the diesel engine drive through a Duonic dual-clutch 6-speed transmission. The diesel engine incorporates a stop/start system and the electric motor also functions as a generator to recharge the batteries, meaning that there’s no plug-in capability.

The truck pulls away on electric power alone, although the diesel engine will be running on tickover to power the steering and braking systems. As the speed passes 10km/h (6mph), the diesel takes up the drive. As soon as the driver lifts off the throttle or touches the brake pedal, the electric motor becomes a generator to replenish the battery, ready to assist again during the energy-hungry acceleration phase.

Fuso claims that the EcoHybrid can achieve fuel and CO2 savings of up to 23% over the standard diesel truck, delivering a four-year return on investment in a typical urban delivery operation.

Iveco has just launched its new Daily van range. The EV derivatives come equipped with a choice of two or three battery packs which are not of the lithium-ion variety but instead make use of sodium nickel chloride

One-stop shop for e-mobility.TM4 develops and delivers production-ready electric powertrain systems for passenger cars up to commercial trucks and buses. TM4’s expertise, flexibility, and customer-oriented approach are unmatched in the industry, making them an ideal partner – one equipped with innovative thinking, vision and experience.

rational motion stands for cutting-edge vehicle integration and rapid prototyping. As a system supplier of highly efficient integrated solutions for the e-mobility segment, the company is the exclusive TM4 partner for distribution and technical support in Germany.

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SUMO SERIES – High Torque Systems

Intended for medium and heavy duty applications, these powertrains are high torque/low RPM systems that are designed to interface with standard rear differentials without the need for an intermediate gearbox.

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THE ERA OF EV VIRTUAL DEVELOPMENT

As computing power increases, electric vehicle manufacturers are finding virtual prototyping and simulation testing technologies to be the perfect fit for their development programs as they bid to get more EVs to market in less time

Screen starWORDS: SAUL WORDSWORTH



“If you talk to any OEM they will agree that powertrain testingwill increasingly be done virtually. For many years there has

been the dream of eliminating the need for prototype vehicles”

Mike Dempsey, managing director, Claytex

Image: dSPACE


It is accepted by nearly all in the automotive industry that the arrival of electric and hybrid vehicle technology – at least in a true, mass-market sense – marks a new paradigm for powertrain engineers. And

the fact that battery packs and e-motors have arrived just as advanced and reliable virtual testing techniques and systems are being honed and fully integrated by all R&D departments makes for an incredible opportunity for the next five to 10 years.

“If you look to the future, everyone believes that virtual testing will become an increasingly important part of the electric vehicle design mix,” states Steve Hartridge, director of electric and hybrid vehicles at CD-adapco, a leader in CFD-focused solutions. “Competitive pressures are forcing OEMs to come up with new vehicles at a terrifying rate, in particular in their electric and hybrid product lines. The only way the manufacturers will have the confidence to deliver is via virtual testing. The product diversity on offer today undoubtedly means growth in virtual testing.”

When it comes to advanced hybrid vehicle development, the first engineering challenge that most OEMs face is assessing and optimizing the interplay between the electric motor, battery pack and the traditional diesel or gasoline IC powerplants. At any time, these three crucial subsystems might be either sourcing or sinking power, and managing this flow can be difficult. As a result, this complex

Striving for accuracy Accuracy in virtual testing should probably be thought of on a continuum that matches up with the complexity of the test. For simple functional assessments of a controller, a very simple model might be enough to validate the basic functionality. However, as the complexity of the test increases, so should the complexity of the model, and the more sophisticated the model, the more realistic the behavior of the e-powertrain component in a simulation package will be, ultimately leading to greater fine-tuning opportunities that can be done in a simulated environment.

“To some extent, modeling is always an approximation of the real world,” says Mike Dempsey, managing director of Claytex, a specialist in system engineering that deploys Dassault Systèmes DYMOLA technology. “An experimental test will always give you some variation. People talk about the ideal model accuracy being within 1-2% of a test, but your experimental spread is always at least that. With the models you put together, you need to be able to tailor the level of detail that goes into each of the simulated tasks you’re doing. We have very strong concepts for defining an architecture for the system rather than being able to plug in the different levels of detail to all the parts of the powertrain for a particular test.”


setup requires more and better testing to ensure that the controller behaves as expected in all driving conditions. Similarly, this means that the automation of the test process has a higher value in the development cycle as it can greatly speed up testing. With just a few clicks of the mouse while running a state-of-the-art simulation package, changes in the base control algorithms can be run through a pre-prepared suite of tests, thus ensuring that those alternations have not broken something else in the algorithm.

“More fundamental to the power electronics component of the controller test is the fact that the real-time simulations of the inverters and motors connected to the ECU must run incredibly quickly,” explains Ben Black, development manager for real-time testing at National Instruments (NI). “The pulse-width modulation (PWM) signals generated by the ECU must be measured at least 100x the base frequency to ensure a numerically accurate simulation. A simulation running 100x faster yields a measurement error of up to 2%, which is barely acceptable. The state of the industry currently falls somewhere in the 8-20kHz range for the PWM frequency, which in turn means that the real-time simulations of the inverter and motor are only barely acceptable at 80-200kHz. The NI solution to this is to shift the simulation from a traditional CPU-based computing node into a field-programmable gate array (FPGA) for computation.”

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1. Simulation is vital for engineers developing e-powertrains for mass-market applications. Vehicles such as BMW’s plug-in hybrid i8 have greatly benefited from advanced virtual testing techniques, which are now becoming an integral part of modern car development 2. Virtual models and the tests run upon them are constantly increasing in complexity. Simulation also allows designers and engineers to tailor the level of detail in a particular model, adapting the virtual system in question according to the nature of the individual application

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VIRTUAL BENEFITSSubaru recently cited an example of a test where the car maker’s powertrain engineers wanted to simulate a vehicle accelerating and hitting a patch of ice. In this situation, the motor applies power to the ground but the wheels lose traction. As such, the ECU needs to handle the setup cleanly so that the powertrain’s rpm levels don’t spike. Such a scenario is incredibly difficult to test on the track and physically impossible on a dynamometer, but on a HIL system it can be simulated easily by changing a parameter.

Testing against a simulation enables the engineers to test a huge number of corner cases that are either expensive or impossible to reproduce in a physical test, and it does so in a way that’s automated and repeatable. Changes in control code can be quickly validated against the full suite of tests without having to set up any hardware.

“In the case study from Subaru, the engineer very directly voiced the same feedback we have been hearing from all of our customers in this space,” says Black at NI. “The HIL system enabled them to produce a better, safer, more economical vehicle more quickly than they would have been able to do with physical tests alone. They estimated that it would take 2,300 hours to complete their validation with physical testing alone, but the HIL system allowed them to complete it in 118 hours. That’s nearly 20 times faster.”

Simulation allows for a drastic reduction in the time and cost required to undertake a host of physical tests. Manufacturers such as Subaru are utilizing such techniques to simulate scenarios that are virtually impossible to recreate physically. A model to simulate a vehicle accelerating and hitting a patch of ice allowed Subaru to reduce a 2,300-hour validation to just 118 hours

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Charge socket

Drivetrain cooling system

Lithium-ion battery

Electric motor

Inverter

On-board charger

Gearbox



Lab rulesThe key piece of the simulation jigsaw that’s missing from a typical HIL system is the ability to fully source and sink power. This means that a signal-level simulation system can’t typically fully exercise the power electronics box of an electric powertrain. Commonly, the power electronics box contains both the control electronics and the actual high-power switching electronics, and to access the control signals, engineers need to open the box and probe the inputs and outputs of the control board.

“We call that a cracked ECU test,” expands Black at NI, “but we’re working on new developments to address this. On the other hand, there are lots of tests that can be very expensive or even impossible to undertake in real-life physical testing. Simulated tests can even replicate situations that would otherwise damage or fully destroy expensive prototype or dynamometer hardware without actually harming anything. However, these test cases provide critical feedback about how the ECU handles potentially life-threatening situations and safely manages the power systems.”

“The NI solution to this is to shift the simulation from a traditional CPU-based computing node into a field-programmable gate array (FPGA) for computation” Ben Black, development manager, real-time testing, National Instruments

1. Car makers are under increasing pressure to develop electric and hybrid vehicle technology quickly, safely and cheaply. Virtual testing and development packages, such as the solutions on offer from CD-adapco, offer engineers many advantages. Shown here is the modeling of the external air-cooling of an induction machine

While some staunch supporters of simulation prototyping technology insist that at some point in the far-distant future it might be possible to fully model and accurately undertake all testing – including validation – of an EV in a virtual environment, others argue that such a scenario might never happen, with it being more a case of trading off model fidelity against time spent on the model itself.

“There are things you can do on your desktop that you wouldn’t want to do in real life, such as putting your components into potentially hazardous situations,” states Dempsey. “A lot of the development effort is around the control strategy and calibration to ensure the controllers will never put the system into these hazardous conditions. Doing a lot of those tests on a track with a driver means risk. On a desktop it doesn’t matter and you can test out the right behavior. If you talk to any OEM, they will agree that powertrain testing will increasingly

2. Virtual testing plays a vital role in the development of vehicles such as the Smart Fortwo Electric

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1. Motor Design’s recently launched electromagnetic module works within the established Motor-CAD package to provide a fast, accurate modeling tool

2. The dSPACE MicroAutoBox II, recently upgraded to boast more CAN channels and I/O interfaces, enables engineers to prototype advanced systems for electric drives

A TRIO OF INNOVATIONSThere have been many virtual prototyping and testing technologies that have hit the market in the last six months, all of which will help car makers with their electric vehicle programs, ultimately ensuring that new EVs can be created more quickly and, as a result, more cheaply. One standout product has been dSPACE’s compact prototyping system, MicroAutoBox II, which has recently been upgraded to provide the higher number of CAN channels required by powertrain engineers to prototype advanced controls systems for electric drives. Additionally, an increased number of analog input and output channels (I/O) address the requirements for advanced emission control applications for IC engines, which is particularly relevant for hybrid vehicle programs. The new DS1513 I/O board for MicroAutoBox II increases the number of CAN channels to six, and analog I/O to 32 ADCs and eight DACs. These I/O interfaces can be easily configured via a user-intuitive dSPACE real-time interface blockset in the Simulink environment. The CAN messages and communication strategy can be programed using the RTI CAN or RTI CAN MultiMessage Blockset.

The DS1513 hardware is designed to meet future requirements for partial CAN networking. This feature, says dSPACE, will enable engineers to prototype energy optimization strategies through selective switching of CAN nodes. The DS1513 I/O board can be combined with

a freely programmable FPGA to help prototype software functionality that requires very high-speed computation. Connection to the optional embedded PC enables further functionalities to integrate various new sensors required for the development of advanced driver assistance systems controllers.

But it ’s not just dSPACE producing advanced virtual prototyping and simulation development technologies for EVs. The Motor-CAD electromagnetic module from Motor Design is another standout recent product launch, providing fast and accurate performance calculations for electrical machines. The electromagnetic module links with the thermal modules inside the well-established Motor-CAD package to provide a complete multiphysics solution for machine design.

Meanwhile, at Heinzinger, engineers have developed a new high-speed interface specifically dedicated to the testing of EV powertrain subsystems. With this new development, says the German Tier 1 company, it has become possible to directly log on to the inner digital loop of the company’s test bench energy system in order to conduct high-speed simulation of batteries. A full-duplex serial interface with a 10MB data-transfer rate enables the operator to change the setting values continuously within an access time of <50µs and to receive the actual current and voltage measurement values in the same time.

“Simulated tests can even replicate situations that would otherwise damage or destroy expensive prototype or

dynamometer hardware without actually harming anything”Ben Black, development manager, real-time testing, National Instruments

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be done virtually. For many years there has been the dream of eliminating the need for prototype vehicles, but I still think you’ll need some confirmation testing because a model is an approximation. At some point you always have to do some physical testing to confirm that your model is correct, but the aim is to substantially reduce the number of prototypes required. Virtual tests can obviously be run much faster, they can be automated, and you don’t have to wait for a vehicle to be conditioned to a particular temperature and environmental setting.”



“The only way themanufacturers willhave the confidenceto deliver is via virtual testing. The product diversity on offer today undoubtedly means growth in virtual testing” Steve Hartridge, director of electric and hybrid vehicles, CD-adapco

1. Many of the innovations in Volkswagen’s XL1, including the use of CFRP throughout the vehicle and its intricate production process, are heavily indebted to advancements made in virtual testing

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2. Projects such as the Volkswagen XL1 benefit greatly from virtual testing. The 800cc two-cylinder diesel hybrid can lay claim to the title of world’s most fuel-efficient production car, boasting just 0.9l/100km, and CO2 emissions of 21g/km. Such projects would have prohibitively long development times utilizing physical testing alone

Black agrees with his counterpart at Claytex: “I have a background in mechanical modeling, and I don’t ever remember a time that I thought I had the perfect model of something, only that my models were eventually good enough,” he says. “There’s always more that could be added to a model – higher order dynamics, nonlinear behavior – the list could go on indefinitely. Yet the final automobile being produced is a real, physical vehicle that needs to be tested and understood in the real physical world. However, as simulation and HIL tools progress, engineers can test more in the simulated environment and speed up the expensive physical testing phase.”

But for Hartridge at CD-adapco, the pendulum of power is swinging: “There will always be both, but for now the momentum is undoubtedly with virtual testing,” he states. “This is because the cost of prototype parts and time taken to generate them doesn’t dovetail well with trying to produce products more quickly and more efficiently. It is important to point out that there is not some adversarial relationship between virtual and real-world testing. They need to compliment one another – and the company that does that best will be best placed.”

Power-level HILFrom the perspective of technology developers, innovations in simulation hardware are likely to enable bigger and more advanced models to be run faster and more accurately. More accurate simulations will lead to more advanced lab-based tuning of the controllers, which in turn will give higher efficiency, better performance and safer vehicles. Additionally, power-level HIL could be a huge leap forward, spanning the gap between dynamometer-based physical testing and the cracked ECU HIL assessments.

“In a power-level HIL system, a four-quadrant power supply sits between the simulation and the ECU unit under test,” says Black, who has the last word. “The simulator commands the power supply to source and sink true power like the device being simulated. NI is currently working on pilot projects combining our simulation hardware and software platforms with a high-speed power supply, essentially a 100kW to 1MW arbitrary waveform generator with an 80kHz bandwidth. The supply could then be commanded to behave like any power system and enable a test engineer to fully exercise not just the control hardware but also the power electronics hardware. The future for e-powertrains is very bright and it lies in virtual testing.”

1

http://www.d2t.com


WAY BACK WHEN


WAY BACK WHEN

Modern electric and hybrid vehicles are often regarded as being at the cutting edge of technological innovation. But a look back to the Porsche P1, recently rediscoveredafter more than 100 years of being locked away, shows that all-electric and hybridpropulsion has long been on the minds of the automotive industry’s greatest thinkers

WORDS: JOHN SIMISTER

futureW

e here at E&H usually report on the very latest developments in electric and hybrid vehicles, but sometimes it’s good to remember where it all started. Porsche has reminded us of just that as it

celebrates the fifth anniversary of the opening of its museum at Stuttgart-Zuffenhausen.

To mark this anniversary, the museum has managed to acquire a vehicle that had lain forgotten in an Austrian warehouse for 113 years. This vehicle is, effectively, the first-ever Porsche, designated P1 by Dr Ferdinand Porsche when it was built in 1898, but also known as the Egger-Lohner C.2 Phaeton. It is an electric car designed to have a choice of two bodies – the open phaeton and a closed coupé – held to the chassis by six screws and easily swapped over.

The P1 is in remarkably complete and original condition, and Porsche has elected to leave it in its patinated state following a gentle clean by a specialist in old paintings. The engineers did connect a power supply to the motor and it turned successfully. Now it will be left to rest.

The beginning Ludwig Lohner, owner of a prolific Viennese carriage-making company, realized in the mid 1890s that the age of horse-drawn transport was coming to an end, and considered options for the future propulsion of his carriages. The choices available to him were steam, an internal combustion engine or electricity. Prophetically, he opted for an electric motor on the grounds of zero pollution and low noise levels. At this time, Ferdinand Porsche was working for the Egger electric company (Austria’s first, manufacturing American Edison designs under license) and had previously supplied a motor to Lohner for the latter’s first attempt at making an electric vehicle, with a front-mounted motor, front-wheel drive and rear-wheel steering. The vehicle was not a success, so Lohner took Porsche onto his payroll and commissioned him to design and engineer another.

The result was the P1, redesigned with front-wheel steering and – characteristically, given what was to follow from Porsche’s design pen – a rear-mounted motor and rear-wheel drive. The Porsche-designed, Egger-built motor, with a case octagonal in cross-section, produces 3ps at 350rpm, or 5ps in a brief overload burst when needed. It is part-suspended on three shock-absorbing rubber mountings, and drives the wheels via a differential with a 6.5:1 ratio and then on to pinions meshing on internally toothed ring gears within the wheels.

The motor is controlled in 12 stages to alter speed (maximum 35km/h; 21mph) and functionality – six of them progressively add power and speed by bringing more battery

Back to the

Below: The P1 was available in open or coupé (below, inset) formats. Above: Ferdinand Porsche engraved P1 onto the vehicle’s key components

cells into play; two do the same thing but in reverse polarity to achieve reverse motion; and four add braking by switching the commutator connection from series to parallel. This electric braking is triggered by a spring-loaded touch-wheel that is concentric with the steering wheel and mounted just above it. Externally contracting band brakes add retardation to the rear wheels if needed.

Other motor facts are that it weighs 130kg and is powered by a 500kg, 44-cell, approximately 7.2kWh battery pack positioned on the P1’s rear bed and delivering 40-100V at up to 120A. Two large gauges monitor delivery of those volts and amps. Range was claimed to be up to 80km (49 miles), and the total vehicle weight is 1,350kg.

The steering uses a pinion meshing with a pivoting quadrant, but there is neither castor nor trail in the geometry. Suspension is by an array of transverse and longitudinal semi-elliptic leaf springs connected to each other at the back, and longitudinal full-elliptic ones at the front. The body is missing, but for exhibition purposes, a transparent acrylic representation of the Phaeton style adorns the P1 in its museum installation. Many of the components bear P1 lettering.

This first of three prototypes ventured onto Vienna’s streets on June 26, 1898. In September 1899, it won an electric-car race at the Berlin car exhibition, beating the second-place car by 18 minutes and also recording the lowest energy consumption. A year later, Porsche created the Lohner-Porsche Mixte, with an electric motor in each wheel hub and a pair of De Dion Bouton petrol engines. It was the first ever hybrid car.

Forward thinking It’s interesting to compare the P1 with a modern electric car. The overall weight is similar, but the lead-acid batteries are heavier, with a much lower energy density than today’s lithium-ion cells. Mounting the motor at the back tallies with the Mitsubishi i-MiEV and, most recently, the BMW i3. Power and speed are much higher today, of course, but the typical range has merely doubled in over a century.

Today, Porsche has no purely electric cars, but makes several types of hybrid, most glamorously the 918 Spyder plug-in hybrid with its ability to lap the Nürburgring Nordschleife in 6 minutes 57 seconds. Frank-Steffen Walliser, head of the 918 project, says that despite the motor industry’s long history, it’s hard to predict where evolution will take it next.

“If you had asked me 10 years ago what a new Carrera GT replacement would be like, I would have been totally wrong. I did not foresee a plug-in hybrid like the 918, but that is what I see us now moving toward. That’s the main trend for the next 10 years.”

Fine, but the quoted official average fuel consumption for the 918 is 3 l/100km (94mpg), scarcely believable in its frugality. Is such a claim justifiable in the real world? “The NEDC is something by which to compare cars, and there is a lot of discussion about it in regard to plug-in hybrids,” says Walliser. “But for the average driver covering 48.3km (30 miles) a day, the 918 really will achieve that figure as long as it’s not all a fast motorway drive. In the real world, driving quickly, our test drivers are using 8-12 l/100km (35-23mpg).”

Porsche also built a 911 Le Mans racer with a flywheel-powered KERS device. Does that have any use in a road car? “It delivers 160kW,” says Walliser, “but not a lot of energy, only 0.2kWh, which gives it a theoretical range of just 800m. The energy density is very low.” In the 918, the battery pack has a 6.8kWh capacity, so its energy density is much higher.

Indeed, that is almost as much capacity as the 1898 P1’s 7.2kWh. The difference lies in how efficiently that charge is used. In that respect, progress has been considerable, if less impressive than the IC engine’s parallel evolution. Might we find the definitive answer to high-density electric energy storage in the next 116 years?

WAY BACK WHEN


Despite having spent more than a century in an Austrian warehouse, the P1 is in remarkable condition. The motor even turned when connected to a power supply

Sitting at the top of the Porsche product range today, the acclaimed 918 Spyder, like the P1 development back in 1898, makes use of powertrain electrification as part of its high-tech propulsion

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3D PRINTING

Anotherdimension

With huge leaps being made in additive manufacturing by aerospace and aviation engineers, E&H asks whether the automotive industry can harness the technology’s potential to 3D print EV and HEV parts in high-volume production vehicles


3D PRINTING

WORDS: JOHN THORNTON

3D printing, or additive manufacturing as it is also known, is nothing new in the automotive industry. Engineers have been using the technology for rapid

prototyping and modeling since its inception in the 1980s. In fact, in 1988 Ford purchased the third 3D printer ever made.

Since then, 3D printing has been widely adopted by OEM and Tier 1 R&D departments to quickly and cheaply produce prototype parts. It shaves months off the development time for individual vehicle components, such as cylinder heads, intake manifolds and air vents – or in Ford’s case, the engine cover for the new Mustang – and saves companies hundreds of thousands of dollars. Now, the wider world is exploiting the technology’s potential in a host of innovative and forward-looking ways.

In the medical field, a survivor of a serious motorbike accident in the UK last year had pioneering surgery to reconstruct his face using a series of 3D-printed parts, including a medical-grade titanium implant printed in Belgium, while scientists in the USA have


already successfully 3D-printed splints, valves and a human ear. Plans are even underway to eventually print a human heart for transplant surgery using the recipient’s own cells. And, somewhat controversially, the world’s first metal 3D gun has been printed by Solid Concepts, a 3D printing services company based in Austin, Texas, using a laser sintering process and powdered metals.

However, it’s the aerospace and aviation industries that are providing perhaps the most relevant examples of how the automotive industry may further its own use of additive manufacturing.

Last year, General Electric (GE) announced its intention to 3D print up to 85,000 fuel nozzles for its new Leading Edge Aviation Propulsion (LEAP) turbofan engine family, while BAE Systems’ combat engineering team is using additive manufacturing to engineer ready-made parts for supply to four squadrons of the Tornado GR4 aircraft. Meanwhile, Rolls-Royce’s head of technology, Dr Henner Wapenhans, has been widely reported in the media as saying that the company was seriously considering using 3D printing to produce complex components for its passenger jet engines: “3D printing opens up new possibilities. Through the 3D printing process, you’re not constrained by having to get a tool in to create a shape. You can create any shape you like.” And that thinking counts for parts in end-applications, not just prototypes.

Furthest ahead in the race to develop engine components for use beyond the design review stage is undoubtedly NASA. Collaborating with California-based Aerojet Rocketdyne, in 2013 the US space agency’s Glenn Research Center in Cleveland, Ohio, successfully tested a 3D-printed injector using selective laser melting (SLM). Although the part was smaller than it would be in a full-size rocket, it was still large and robust enough to withstand a record 9,080kg of thrust during hot-fire testing and “demonstrated the feasibility of developing full-size additively manufactured parts”, says Carol Tolbert, manager of the manufacturing innovation project at Glenn. And according to Tyler Hickman, aerospace engineer at NASA, “the industry is three to five years away from routine production” of 3D-printed components for use in working rocket engines.

To infinity and beyond?Naturally, such an exciting and imminent prospect begs the following question: when will the automotive industry start producing road-going light passenger vehicles that feature 3D-printed powertrain components or even an entire EV/HEV engine?

The answer is anything but clear cut. Ford’s Detroit HQ claims, “One day, millions of car parts could be printed as quickly as newspapers and as easily as pushing a button on the office copy machine, saving months of development time and millions of dollars,” and admits it is looking to what’s next in its 3D printing strategy, including opportunities to print production parts in metal, rather than just plastic, for prototypes. However, the OEM’s UK-based technical center is less sure.

“For a company like Ford, I think that scenario is some years away,” speculates Nigel Dowsett, business manager for rapid prototyping at Ford’s Dunton Technical Centre. “The technology is there, and I think the material selection is probably there. It’s just that the volumes required at the moment in the auto industry don’t really lend themselves to 3D-printed parts.”

This sentiment is echoed by Mahle Powertrain’s newly appointed engineering director, Simon Reader, who initially encountered the technology in his previous post within the company’s design verification and purchasing department. “The only example I’ve seen where a 3D printer is used for parts on a proper road-going car is by very low-volume specialist manufacturers. You wouldn’t see that happening on a volume where you need to make 100,000 vehicles. I can’t see that it would ever make any financial

Below and left: Ford’s rapid product development (RPD) facility at its Dunton Technical Centre in the UK hosts an open day every two years to present the latest manufacturing capabilities of the RPD process – in particular 3D printing. The last event was held in November 2013

3D PRINTING


engine parts are produced. An inability to measure safety, accuracy and quality only adds to their apprehension. “Even if you drive down the cost and can get the range of materials, you’ve still got to decide how on earth you sign off on production of a part that is effectively a one-off every time you make it,” questions Reader.

Dowsett adds, “There would be safety implications as certain components would have to survive certain crash test situations. The technology is good for a prototype and for running durability tests, but as for it passing more stringent health and safety standards, that’s something else entirely.”

Indeed, even Hubbing recognizes the technology’s shortcomings. “Currently in 3D printing technology there isn’t quite 100% repeatability and 100% accuracy part-to-part. That’s something that’s improving continually – the amount that’s improved in the last five years alone is very impressive – and we’re still working on it. There has to be a considerable safety margin engineered into a 3D-printed part because of that inconsistency.”

Interestingly, however, scope remains for 3D printing to make a bigger impact in the prototyping stage than it currently does, with the potential to print engine parts via processes such as continuous sand printing and direct metal printing with titanium and aluminum. And although Tolbert concedes that the test methods used by NASA on its rocket engine injector “are not directly applicable” to the automotive industry, that doesn’t mean similar components can’t be developed.

Mahle’s engineering director, Reader, agrees: “As for printing useful parts that you could use on engines during the prototype development phase – I think that’s almost here. Perhaps within the next five years we’ll start to see that happening more and more. For us, the long lead items are things like crankshafts, cylinder heads and cylinder blocks. Typically, in a development phase we would need 16 weeks for any of those things once we’ve released the design and the drawing. So, they’re the parts I’d most like to see printed. In the short-term though, the things most likely to be printed are plastic components – cam covers, sumps, front chain drive covers.”

Hubbing, who has produced induction system components for motor racing applications, believes that brackets and fixtures for holding components are the most likely to be mass-produced first, but sees the technology getting into engine casings and even internal mechanical components, such as parts of oil pumps, valvetrains and rocker arms. And in the event that the issues currently

“There’s still quite a way to go, probablyfive to 10 years before we start seeingparts being built in the hundreds ofthousands, but it’s not an impossibility”Perry Hubbing, project engineering specialist, RedEye, by Stratasys

Left: Mahle Powertrain recently invested in a 3D printer that uses ABSplus material

Center: Simon Reader, Mahle Powertrain’s engineering director, would like to see items such as crankshafts, cylinder heads and blocks 3D printed to reduce lead times during prototype development phases

Below: The next generation of 3D printing machines will be able to print powdered metals, such as aluminum and titanium

sense, when you can have a permanent tool made and the price of making each part is quite small.”

While conceding that current 3D printing technology is presently neither fast nor cost effective enough to cope with the rigors of high-volume automotive manufacturing, Perry Hubbing, project engineering specialist at RedEye, the manufacturing services unit of Stratasys and a producer of 3D printers, believes this could change as soon as the actual machines are capable of meeting demand. “Caterpillar is building 1,500 engines a year for a niche application in the trucking industry, and that’s something we can certainly fulfill. Current 3D printing technology can build multiple parts at the same time, but essentially it works on one part at a time. So, it will work on one part and then move to the next. What we really need is a machine that is capable of working on 40 or 50 parts simultaneously and quickly. I think there’s still quite a way to go, probably five to 10 years before we start seeing parts being built in the hundreds of thousands, but it’s not an impossibility.”

Unknown quantityHowever, for both Reader and Dowsett, it’s not just prohibitive costs and manufacturing volume limitations that stand in the way of 3D printing revolutionizing the way in which

Below and right: Last year, engineers at NASA’s Glenn Research Center in Cleveland, Ohio, successfully tested a 3D-printed rocket injector component using selective laser melting. The part withstood more than 9,000kg of thrust during hot-fire testing assessments

3D PRINTING


holding the technology back can be overcome, Hubbing believes the required materials are robust enough to handle the extreme temperatures generated inside engines. “The process that we use is fused deposition modeling. Typically, what we’re using here for powertrain components is usually Ultem or PPSF plastics, which are high-temperature thermal plastics chemically resistant to solvents and oils. That means they will survive in contact with gasoline, oils and diesel fuels. Ultem goes up to about 190°C and PPSF to just over 200°C, so the material already handles the heat requirements. The powered metal parts will go well above what is required for engine components.”

One step at a timeYet the emergence of the world’s first 3D-printed car suggests we may still see mass-produced vehicles that use 3D-printed powertrain components. The two-seater URBEE, which stands for urban electric with ethanol as back-up, is the first prototype car to have its entire body

printed with an additive process. Designed by Winnipeg-based engineering group Kor Ecologic, and printed by Stratasys, URBEE’s major body panels were built using acrylonitrile butadiene styrene (ABS) plastic. According to Jim Kor, president of Kor Ecologic, and team leader of the URBEE project, the solution saved up to 10 months in comparison with traditional manufacturing methods.

Although URBEE’s powertain has not been manufactured using 3D printing, Kor claims that he would be more than comfortable doing so – if money weren’t an issue. “When you’re making an engine, you’re casting it out of aluminum or another material, and there are all kinds of rules – you can’t have the wall thickness vary, you’ve got to be able to pull the mold out, or if it’s a sand molding then you’ve got to get the core in there. But with 3D printing, there’s none of that. The machine never comes back to you and says it can’t make something. If that is a production machine, and you design for it, then almost anything goes.”

Having garnered much media attention, thanks to URBEE, Kor has subsequently attended a number of shows and conferences dedicated to showcasing the latest trends and advancements in additive manufacturing, and believes the technology is capable of producing engine parts in road-going light passenger vehicles. “I think the strength of the materials is there, and people are now asking how to measure 3D-printed parts and how to ensure they’re all the same strength, which suggests its happening or is on the cusp of happening.”

And as far as Kor is concerned, if the potential is there to use 3D printing as a way to manufacture low- or high-volume car parts in a fast, cheap and environmentally friendly way, then the technology has to be exploited to its fullest. “It will absolutely impact manufacturing. Not everything will be 3D printed, but a huge part of it might. When I hear the word ‘engine’ I think of complicated tooling and castings, and the technology will absolutely invade in there at some level.”

Left: Toyota is a firm believer in the use of 3D printing for prototype development

Below: A manifold 3D printed at RedEye for the University of Minnesota’s Society of Automotive Engineers’ (SAE) Formula car

Above: URBEE 2 is in the early stages of development, however the aim is to put the 7ps three-wheeled, rear-steering eco-hybrid on the road by 2015 and demonstrate its capabilities by crossing the USA using only 38 liters of fuel

Above right: Jim Kor, president of Kor Ecologic and team leader of the URBEE project, with a downscaled model of the vehicle. The body and interior of the full- size URBEE 2 will be 3D printed on a set of Stratasys Fortus 900mc 3D production systems. The design includes more than 50 3D-printed components, which will require around 2,500 hours of work

“The machine never comes back to you and says it can’t make something. If that is a production machine, and you design for it, then almost anything goes”Jim Kor, president, Kor Ecologic

3D PRINTING

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FORMULA E TESTING

Newly formed manufacturer Spark Racing Technology has developed the first electric race car for the FIA Formula E Championship, which hopes to attract an entirely fresh demographic of fans. Technical director Théophile Gouzin talks E&H through the testing for the racer’s e-powertrain

Fast chargerWORDS: RACHEL EVANS


FORMULA E TESTING

Motorsport has long served as a proving ground for developing and improving vehicle technology. And in this respect, the FIA Formula E Championship will be the world’s first fully electric racing series,

which will provide an ideal R&D platform for pushing the boundaries of mainstream electric vehicle technology.

The announcement that the FIA was to license the series was made back in August 2012, and since then, several teams with backgrounds in the automotive industry or links to major OEMs have joined the list of competitors – Mahindra & Mahindra, Super Aguri and Audi Sport Abt to name a few.

In the medium term, an open championship framework will provide the opportunity for car manufacturers, technology companies and other constructors to showcase their electric energy innovations in a racing environment by designing their own race cars and powertrains. However, all teams will run the same car for at least the first season to prove the concept, develop stable sporting regulations and encourage interested parties to bring their own cars to the championship in the future.

The company responsible for the development of the ‘spec’ Formula E race car, the 225km/h (140mph) Spark Renault SRT 01E, which took 18 months to put together, was newly formed manufacturer Spark Racing Technology (SRT).

Each race will last approximately one hour, during which time drivers make a mandatory pit stop in order to change cars. SRT’s initial performance target was for the car to last 20 minutes at racing speeds; its technical director, Théophile Gouzin, who oversaw the development work for the vehicle, says, “At the beginning of the project we spent around two months simulating the energy consumption of the battery and the energy required to power the battery for 20 minutes.”

SRT partnered with McLaren (electric drivetrain and electronics), Williams Advanced Engineering (battery pack) and Renault (overall system integration) on the project. Both the motor and inverter were derived from the McLaren P1, requiring some upgrades for the SRT 01E: “The P1 has a hybrid powertrain and [in that application] these components are less stressed with regard to the power they have to provide,” notes Gouzin.

“It was also a challenge to fit such a big battery into a single-seat race car,” he adds. “Williams first characterized different cell types and then selected the one that met our specification. The FIA restricts the weight of the battery pack to 200kg per car meaning we had a restricted number of cells to give that power level. A lot of discussions went back and forth to try to find the correct layout in the space we had originally allocated to fit the battery.”

France-based AOTech designed the SRT 01E’s aero package, which is strictly governed by the FIA. “This restricts where people can invest money within the aerodynamics so that they focus on the electric powertrain instead,” adds Gouzin. SRT used CD-adapco’s Star CCM+ software for CFD analysis, before final development was done in the rolling road wind tunnel at GIE S2A’s facility in Montigny-le-Bretonneux, France.


FORMULA E TESTING

Gouzin and team principal Frédéric Vasseur, who is better known for his role in leading the ART Grand Prix race team, pooled their experience to devise the SRT 01E’s test program. That began in August 2013 at Spark’s facility in Burgundy, France. The first stage, which was carried out at Williams’ facility, consisted of basic dyno testing for a month to characterize the performance of the battery and ensure this matched initial targets. Then, functional safety tests including a short-circuit test, fuse testing and voltage tests were carried out for around six to eight weeks. “From April until September 2013 we ran the complete motor, inverter and gearbox on the dyno at the University of South Wales to check gearshift ability and to characterize the thermal model of the motor. We ran the battery for 600km (373 miles) and the gearbox for 3,000km (1,865 miles),” explains Gouzin.

Then, following a public unveiling of the full vehicle at the end of September, SRT ran the car with a quarter-

FINGER ON THE BUTTON

The Spark’s power comes from a 200kW electric motor coupled with a 200kg traction battery. FIA rules stipulate that maximum power will be allowed during practice and qualifying. During races, the 133kW power-saving mode must be applied with the push-to-pass system temporarily allowing maximum power for a limited time. In addition to this restriction, the amount of energy that can be delivered to the motor generator unit by the rechargeable energy storage system is limited to 30kWh.

power battery installed to ensure everything was working properly: “It was a bit late and we

wanted to show people we could run the car!

We weren’t able to run it for a very long time, but we

wanted to make sure the battery was communicating with the ECU of

the car, which was talking to the inverter of the motor. Basically, we wanted to ensure we were able to power the car and have it running.”

Track testing took place in February 2014, with the majority of runs made at the La Ferté-Gaucher racetrack outside of Paris, and sessions at Circuit du Luc in southeast France and at Monteblanco in Spain, using the full 28kWh battery rather than the quarter-power unit used previously.

The finishing stages of the testing schedule, for which nearly 4,000km (2,485 miles) was covered on track, focused on tire development in partnership with Michelin, which is providing bespoke rubber for the car’s 18in rims.

Much to the team’s relief, there were no major mechanical or aerodynamic problems. But a minor motor-cooling issue required some improvement, as Gouzin reports: “Most of the electronic components work at cold temperatures. It’s difficult to cool them down because there is not much difference between the air temperature and the component temperature. We thought the motor specification we had would be okay, but then we realized it was difficult to cool down so we worked on that with McLaren.”

The first official pre-season testing took place at Donington Park, UK, which is also home to Formula E’s new headquarters (see No Place Like Home), just as E&H closed for press. Three further test days are scheduled before the opening round, which will be hosted in Beijing, China, on September 13. All 10 rounds of the new championship will be one-day events contested in city-center locations worldwide.

1. The battery pack at the heart of the SRT 01E’s engine is provided by Williams Advanced Engineering. Fitting the battery into a single-seat car was one of the project’s major engineering challenges

2. The steering wheel in the SRT 01E includes the activation button for the race car’s all-important push-to-pass system

3. SRT partnered with McLaren Electronics Systems to develop the 01E’s electric drivetrain. The resultant vehicle is capable of reaching a top speed of 225km/h

1 32

NO PLACE LIKE HOMEAll Formula E teams have now moved into their new headquarters located at the Donington Park racetrack in the UK. An ambitious development project saw the site constructed in just 15 weeks. It sits in Donington’s Western Paddock, just 100m from the circuit’s Melbourne Hairpin. Each team has a 280m² warehouse containing a 16m workbench, equivalent to what they’ll have in their tents at the races. The necessary office space and storage supports Formula E’s operational staff.

The new site complies with the ‘Very Good’ BREEAM sustainable construction standards and with the UK government’s Low Carbon Economy and the National Planning Policy Framework requirements.

Of the decision to have the headquarters located at Donington, Alejandro Agag, CEO, Formula E, says, “We looked at different places around the world but we decided to come here because of its heritage and all the [motor racing] companies located in the area. There’s a lot of talent available in

suppliers, engineers, mechanics – people that could work here. East Midlands Airport and its DHL hub are next door; DHL is our logistics partner so it made perfect sense. This location also gives us good access from the garages to the racetrack, which is very important.” Around 150 new jobs will be created at the facility, for which Formula E holds a three-year lease, with the option to extend that to five.

Donington’s own administrative headquarters are also located at the hub. Donington Park owner Kevin Wheatcroft says of the facility, which represents approximately US$8.5m worth of investment, “This is the first real phase of [further] developing the circuit. We now need to look at addressing the entrance to the paddock, making it more usable and visually better. We also need to look at what is required in terms of support for Formula E, for example hotels, and in around six months’ time we’ll know if they need more space.”

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EVS THAT MIMIC NATURE

At the most recent LA Auto Show Design Challenge, automotive studios fromaround the world were invited to participate and submit designs relating tohow biomimicry will shape mobility in 2025. The concepts had to incorporatesolutions that mimic nature, specifically tackling issues such as sustainabletransportation, congestion, pollution, vehicle flexibility and safety

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Changfeng Motor BMW Group Designworks USA BMW Group Designworks USA2



JAC Motors R&D Center Qoros Auto Subaru Global Design Team Mazda Design Americas

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THE THINKING

In reaction to the impending demise of the 2025 driver, Mazda has designed Auto Adapt. Studying the biological phenomenon of adaptation, and specifically how insects have adapted, Mazda has created a vehicle that has the ability to adapt from being fully autonomous to a manual machine. These vehicles are geared directly to those passionate drivers that long for the excitement to be had when driving an automobile – the same excitement that’s expected to be completely eliminated from the autonomous cars of 2025.

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Country: USAVehicle: Auto AdaptDesign team: Derek Jenkins, Jacques Flynn, Tim Brown, Seung Joong Kim

THE THINKING

Designed as the ultimate electric hyper-commuter vehicle, the Toyota E-grus specializes in long-distance travel and minimal-footprint city driving. Inspired by the resilient crane, E-grus can be driven autonomously, positioned at a full extension aero profile for efficiency and high-speed stability, much like a crane in flight. The dual-mode shifts through an active metal surface that sends electric currents for a pliable skin that hardens once positioned vertically or horizontally.

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Country: USAVehicle: E-grusDesign team: Alex Shen, Mike Kim



THE THINKING

In an effort to solve Los Angeles’s daily traffic congestion and decrease the environmental impact, BMW Group Designworks USA designers have explored the city’s forgotten waterways as a commuting alternative with their concept. L.A. Subways is inspired by the efficiency of swarms and the unique power generating processes found within their cells, enabling the vehicle to meet the needs of the ever-growing challenges of mobility in Los Angeles.

BMW GROUP DESIGNWORKS USACountry: USAVehicle: L.A. SubwaysDesign team: John Buckingham, Anders Thogersen, Jose Casas, Daniel Hahn, Marc Girard

THE THINKING

Using a hollow reed design in a spiral dynamic configuration, Changfeng has created LaBrea – Los Angeles Bio Research Project, which uses a closed loop and semi-rigid torsion reed network to distribute and manage maneuvering capabilities. The entire system resembles a grasshopper, capable of running, jumping, climbing and swimming, as well as having the ability to squeeze through narrow openings. The technology features holographic emoji, real-time traffic patterns and techno gel seat cushions.

CHANGFENG MOTORCountry: ChinaVehicle: LaBrea – Los Angeles Bio Research ProjectDesign team: Daniel Darancou, Wang Jingjing, He Wei, Chen Mingshi, Zhou Shuxin, Steve Madge, Philippe Martinez, Brian Muhlbach, David Randle



THE THINKING

The BMW S.E.E.D has been created to explore the world’s harshest environments in search of new life forms and inspiration. Using the maple seed as its main inspiration, the vehicle uses a multifunctional rotating tail and elements such as solar energy, wind and gravity as its main sources of mobility.

BMW GROUP DESIGNWORKS USA2

Country: USAVehicle: Sustainable Efficient Exploratory Device (S.E.E.D.) Design team: Chris Lee, Nikolaos Siakos, Kai Langer

THE THINKING

The HEFEI from JAC Motors represents a totally rethought mobility solution that’s inspired by the self-sufficiency of the ecosystem. This mobility network offers symbiosis between vehicles and their urban environment. Idle vehicles are used to power running vehicles; a power grid supports the entire system; and automated traffic regulates itself, therefore decreasing accidents, traffic jams and energy loss.

JAC MOTORS R&D CENTERCountry: JapanVehicle: Harmonious Eco-Friendly Efficient Infrastructure (HEFEI)Design team: Frederic Dupuis-Jung, Keiji Omaki, Nicolas Blondeau, Keishi Yoshikawa



THE THINKING

The innovative, affordable and fun personal mobility vehicle from Subaru’s designers was created to change the man-vehicle relationship in a revolutionary way. The Suba-Roo is a one-legged, self-contained, wearable mobility vehicle with a propulsion method that mimics the efficient yet powerful jumping motions of a kangaroo. With the Suba-Roo’s all-road, go anywhere capability, and Subaru’s Eye-Sight safety technology, the path to one’s destination is unlimited, say its designers.

SUBARU GLOBAL DESIGN TEAMCountry: JapanVehicle: Suba-RooDesign team: Masashi Kaneda, Fabian Kreis, Yohei Noshiro, David Cohen

THE THINKING

Acting as a control hub, the Silk Road System designed by Qoros will enable vehicles to operate harmoniously, thus actively eliminating accidents. Using the silk worm as its inspiration, Silk Road Vehicles and Silk Bots, in coordination with the overall system, will serve to offer the drivers of tomorrow’s Shanghai a foolproof, sustainable and waste-free mobility system.

QOROS AUTOCountry: ChinaVehicle: Silk Road SystemDesign team: Gert Hildebrand, Tim Pilsbury, Aditya Mahajan, Alex O’Brien, Rob Ho, Alex Segura, Jamie Barrett, Zhang Yue, Jihoon Seo, Clement Poireé

Electric & Hybrid Vehicle Technology International



THE THINKING

Inspired by a simple ant’s distinctive body structure and the mutually beneficial relationship between ants and trumpet trees, SAIC Motor has designed the Roewe Mobiliant, a single-seat vehicle for urban public transit that promises to improve both transportation and operational efficiency for future urban ecological systems.

WINNER!SAIC MOTOR

Country: ChinaVehicle: Roewe MobiliantDesign team: Anthony Williams-Kenny, Shao Jingfeng, Xu Dengtao, Ling Yuzhou, Ji Zhiheng, Niu Wenbo, Zhang Mingxi, Qian Junlin

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“We purposely picked the Fusion becauseit has our latest electrical architectureand the capability for by-wire technology”

Chris Attard, active safety engineer, Ford Research & Innovation

AUTONOMOUS DRIVING

Ford’s latest autonomousvehicle research programinvolves a fleet of Fusion Hybrids and partnerships with major universities. The goal is to help advance its Blueprint for Mobility, which envisages a future of autonomous functionality and advanced technologies after 2025WORDS: GRAHAM HEEPS

Independence day

Autonomous driving might not excite enthusiastic drivers, but there’s little doubt that the concept could provide a range of benefits, from reduced

emissions, to better traffic flows, fewer accidents and lower insurance costs.

Ford has a long history of autonomous vehicle research that includes participating in the DARPA Grand Challenge and the development of a self-driving F-250 pickup truck. Now it is working with a fleet of Fusion Hybrids and three major universities – the University of Michigan, Stanford University and Massachusetts Institute of Technology – to develop the next generation of autonomous technology, as well as with the State Farm company to research and understand the risks involved in fully automated driving as well as to explore issues and implications regarding liability.

The Fusions have a stock powertrain and, at a general level, the idea this time around has been to retain as much standard hardware as possible in order to develop a more production-like vehicle.

“We purposely picked the Fusion because it has our latest electrical architecture and the capability for by-wire technology,” explains Chris Attard, active safety engineer, Ford Research & Innovation. “What we’ve tried to do is work with our suppliers to use the production [electronic control] modules to do some of the actuation. A lot of companies [in this field] have been doing ‘hardware hacks’ – tricking sensors, for example – and on the F-250 that we had, we put another DC motor in and chain-drove the steering column. But now we’re working with suppliers and internally at Ford to get into some of the modules, rewrite software and make it so it’s more adaptable to doing by-wire [operations].”

The Fusion’s standard electric power steering (EPS) takes care of direction changes. Some of the powertrain control software – most of which is owned by Ford – is being rewritten to accommodate autonomous operation. The Fusion’s standard adaptive cruise control (ACC) is

key to handling throttle and brake inputs: “There’s a throttle-pedal position sensor that sends a signal to the powertrain. One way of doing the control would be to emulate the pedal; we’ve opted not to do that and have an ACC-like interface instead,” says Attard. “The goal was, as we move toward implementing more features like this, and with production in mind, to do things more cleanly, within a module.

“We haven’t worked much with our brake supplier on this vehicle,” he adds. “We use the ACC system and [issue] very high-level brake commands – the car is still taking care of all the arbitration for regeneration-versus-friction calibration. That simplifies things and enables us to take advantage of the hybrid system.”

Some of the cars in Ford’s six-strong Fusion research fleet have had their high-voltage systems modified to add auxiliary power in the trunk for laptops and some of the other, research-specific equipment.


AUTONOMOUS DRIVING


“We’ve added another DC/DC converter under the hood and an auxiliary battery in the back so that we can tap off more of that high-voltage battery pack,” Attard confirms. “Some vehicles will need it if we’re going to do more computing or if we’re going to add more accessories.”

Smart carA stack of five computers in the trunk receives the data collected by the multiple sensor types on the car via a 1Gb Ethernet switch, which is also trunk-mounted. Most prominent among the sensors are the four, third-generation lidar (light detection and ranging) units on the roof, which are the “eyes and ears of the car”, in the words of Ford research scientist (and former University of Michigan doctoral student) Gaurav Pandey. These are made by Velodyne and each contains an array of 32 vertically mounted laser beams in an assembly that spins about the vertical axis.

The lidar units work like this: a laser beam is shot; when it hits an object, it returns back to the detector, which can measure the intervening time and therefore give the distance of the object from the car. Point clouds are built up from each reading and algorithms then run that can tell the car whether the ‘blob’ is, for example, a human or a car. This in turn builds an accurate 3D map of the car’s surroundings that is itself mapped onto a regular satnav map. Since the distance

of the objects from the car is known, as well as how fast they and the car are moving, the car can make decisions about how to progress.

The lidar units also provide details of the reflectivity of the surrounding objects, which enables them to recognize features such as lane markings and zebra crossings – a level of detail essential for the vehicle to navigate in complex urban environments but nigh-on impossible to obtain from a GPS-based navigation system in such places – and work independently of daylight.

Lidar has some shortcomings, however, notably its inability to handle foggy or snowy conditions, so further types of sensor are required. These include a roof-mounted, omnidirectional camera (easy to mount and dismount on the research vehicles, so currently only used during map creation),

AUTONOMOUS DRIVING

ACADEMIC ADDITIONS

Ford recently added two further universities to the list of collaborators on its autonomous driving research, which already featured the University of Michigan. While the research vehicle can sense objects around it using the lidar sensors, Ford’s research with Massachusetts Institute of Technology (MIT) uses advanced algorithms to help the vehicle learn to predict where moving vehicles and pedestrians could be in the future. This scenario planning provides the vehicle with a better sense of the surrounding risks, enabling it to plan a path that will safely avoid pedestrians, vehicles and other moving objects.

Working with Stanford University, Ford is exploring how the sensors could see around obstacles. This research would enable the sensors to ‘take a peek ahead’ and make evasive maneuvers if needed: for example, if the truck ahead slammed on its brakes, the vehicle would know whether the area around it is clear to safely change lanes.

“Our goal is to provide the vehicle with common sense,” says Greg Stevens, global manager for driver assistance and active safety, Ford research and innovation. “Drivers are good at using the cues around them to predict what will happen next, and they know that what you can’t see is often as important as what you can see. Our goal in working with MIT and Stanford is to bring a similar type of intuition to the vehicle.”

forward-facing, high-resolution cameras for stop-light detection and GPS antennae that detect the speed and orientation of the vehicle via a trunk-mounted Applanix inertial measurement unit (IMU).

The research vehicles also use the sensors that are already on production vehicles and used by ADAS technologies like ACC and forward collision warning. These include forward-looking radar, a forward-looking camera, two blind-spot radars and six front and six rear ultrasonic sensors.

“The ultimate goal is not to rely on a single sensor,” says Pandey. “We’ll use multiple sensors and use data from all of them to form the navigation [path], so that we don’t get stuck further down the line with one particular sensor. Radar, for example, isn’t upset by fog so it’s helpful in those conditions.

“The ultimate goal is not to rely on a single sensor.We’ll use multiple sensors and use data from allof them to form the navigation [path], so we don’tget stuck down the line with one particular sensor”

Gaurav Pandey, research scientist, Ford


A combination of all these sensors helps us to understand the environment better.”

Not surprisingly, considerable computing power is required to bring all the sensor data together and process it to localize the position of the car in its surroundings to the required level of accuracy.

“Since this is a research vehicle, we’re free to have as much computing power as we want!” laughs Pandey, referring to the practicality-compromising stack of computers in the trunk. “But computers are becoming smaller day by day, computers are becoming cheaper, and computing power itself is increasing, so who knows? In the future we may need only one computer to do all these things.”

How long the research program might run is unclear but the Dearborn-based team is in it for the long haul: Ford’s Blueprint for Mobility foresees autonomous technologies perhaps appearing after 2025. As Pandey puts it, “Until we get the answers we need to the questions we have, there’s no end to the research.”

AUTONOMOUS DRIVING

(RE)SEARCH ENGINE

Google has recently hit the headlines by announcing plans to develop a self-driving car. The technology giant is currently working on battery-powered prototypes whose speed will be capped at 40km/h (25mph) . The company says it is planning to build about 100 of the prototype vehicles, which feature primary and backup systems for steering and braking but have no steering wheel or brake pedal. Later this summer, its drivers will start testing early versions of them, with manual controls. If all goes well, the finished prototypes will be ready at the end of 2014; Google would then like to run a small pilot program in California in the next couple of years. “We’re going to learn a lot from this experience,” says Chris Urmson, director of the Self-Driving Car Project. “If the technology develops as we hope, we’ll work with partners to bring this technology into the world safely.”

Left: A Ford Fusion outfitted with four third-generation lidar units, each containing 32 laser beams for generating a 3D map of the vehicle’s environment

Right: Chris Urmson, director of Google’s Self-Driving Car Project. The program will involve battery-powered vehicles with no steering wheel or brake pedal

Below: Google’s prototype self-driving car. The first vehicles in the scheme will be tested this summer, and could be finished as early as the end of this year

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Testing new groundClose relationships with clients and a knack for reading the market have seen Dewetron grow into a global provider of data collection hardware and software

SUPPLIER INTERVIEW: DEWETRON

WORDS: MATT ROSS

That Jürgen Zaff has spent much of the last six months traveling around Asia goes some way toward highlighting the kind of growth that Austrian company Dewetron has enjoyed over the past 18 months. The Graz-based company started out in 1989 as a four-person team, distributing third-party PC components and measuring equipment. A quarter of a century later, Dewetron has upward of 200 staff working in more than 25 countries, and is a leading data acquisition instrument and software company, with automotive applications accounting for 50% of its business. As it stands, Asia is one of the few remaining territories that the company has yet to expand into.

For Zaff, manager of Dewetron’s power business unit, such growth owes a lot to those humble beginnings. “When I started at the company in 2000, we had just 17 people. It really felt like a Dewetron family, with everybody helping each other out. Now we have a lot of people at our headquarters, but that Dewetron family feeling is still the same.” In less romantic terms, Dewetron’s expansion is still impressive. The company quickly graduated from selling other suppliers’ equipment to designing and manufacturing its own. In 1990, after a conversation at a barbecue party of all places, the Dewetron team began working on its own products.

Constructive feedbackDewetron quickly built a reputation for accurate, flexible instruments with high sampling rates, and became known for its commitment to working with customers to constantly refine and improve testing hardware and software. Indeed, many of Dewetron’s most important product developments have resulted from entering into a dialog with the people who use the company’s equipment. “Customer feedback is the most important feedback,” Zaff

says. “For example, say we start with a data recorder with six channels, and the customer comes to us because they need more channels. They don’t want to use two instruments, so we improve our hardware to provide more channels, and also the corresponding software. A few years ago, all the data calculations and reporting would be done by the customer, and if the measurement lasted for one hour, analysis would take two weeks. Nowadays customers want to be able to check results online from their desks. This is the kind of feedback we get, and these are the things we implement into our systems.”

In 2012, Dewetron launched the DEWE 2 series of hardware. Portable, compact, and equipped to accommodate the company’s Trion data acquisition modules, the instruments offer customers the means with which to record a wide range of disparate data through multiple channels, all synchronized to enable accurate

“With standard automotive tests, we havemore competitors. However, where wepossess key features and more functionality is in the testing of e-drives and e-mobility”Jürgen Zaff, manager of power business unit, Dewetron


Dewetron is a leading provider and developer of testing hardware and software. Automotive testing accounts for approximately 50% of the company’s business

improve our software. And we also need powerful hardware on which to perform the calculations.”

Looking forwardContinued investment in R&D has paid off for Dewetron, and the company has consistently shown year-on-year growth – even during the 2009 recession that hit the automotive industry so hard. Admittedly, this is partly thanks to the company’s wide-ranging remit of applications (Dewetron provides testing and measurement equipment for clients in aerospace and defense, energy and power, as well as the transportation sector), but Zaff believes that committing to in-house research and development has paid dividends. “Our R&D department started 14 years ago,” he says, “and it has been growing ever since. In the past three years, the number of staff has tripled.”

Such investment is indicative of Dewetron’s strategy, which shows an impressive amount of foresight. “During the recession we did a lot of work in the power sector,” Zaff explains. “But we also went ahead with the development of e-mobility and hybrid car measurements, despite the fact that all our customers told us they didn’t have the budget to work in those fields at the time.”

In the years that followed the economic downturn, those same customers found themselves looking to spend money on testing electric and hybrid systems, and Dewetron’s work saw them emerge as a leader in the field. “We are in the right markets – the automotive, e-mobility and hybrid car sectors,” Zaff adds. “With standard automotive tests, we have more competitors. However, where we possess key features and more functionality is in the testing of e-drives and e-mobility. Dewetron is ready for the next few years.”

And with the automotive industry clearly demonstrating the demand – Zaff estimates that around 60% of Dewetron’s automotive testing is currently given over to work on renewable energy systems – it appears that the company’s ability to look ahead is as strong as ever.

analysis. But, Zaff says, Dewetron does much more than just provide the tools for clients to capture data. “You get support 24 hours a day, seven days a week. And we also help with new applications. We have specialist application engineers who go to the customer, help with the installation of the system, take the first measurements and the first tests – and continue to help. For example, if a customer realizes they need an additional feature, then we will try to help them. That flexibility is one of Dewetron’s key points.”

There are even occasions when Dewetron develops new features based on feedback that is shrouded in secrecy, given manufacturers’ needs for confidentiality regarding new hybrid and electric vehicles. “Sometimes, if we’re working with a customer like Audi, for example, we’ll go with them to a test bench, do the data recording, take measurements for the efficiency of the hybrid or electric car, but never do any analysis. Sometimes a customer comes to our headquarters in Graz with a prototype car and we implement the measurements, do the testing with their driver – and then we never see that car again.”

This does, however, enable Dewetron to direct its own research along the same path as its customers’ requirements – for hardware as well as software. “Sometimes we get a request from one customer, and then a few months later get the same request from another manufacturer. So we’re always trying to

SUPPLIER INTERVIEW: DEWETRON

“Our R&D department started 14 years ago,and it has been growing ever since. In the past

three years, the number of staff has tripled”Jürgen Zaff, manager of power business unit, Dewetron


Top left: The DEWE 2-A4 can be used in-car as a portable data recorder

Above: Dewetron’s HSI-STG module, like all the company’s equipment, is made in Graz

Below: The DEWE 2-A4 on an e-bike Bottom: Dewetron staff set up a vehicle

Bottom left: A test vehicle in action

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SUPPLIER INTERVIEW: VOLTABOX

WORDS: KARL VADASZFFY

Offering high-performance battery systems for local public transport and commercial vehicles, Voltabox Deutschland and Voltabox of Texas are new, wholly owned subsidiaries

of Paragon AG, which has developed and manufactured automotive electronic solutions since 1988.

Formally run under the banner of Paragon’s Electromobilty business unit, new brand Voltabox supplies safe, high-performance Li-ion batteries for all types of vehicle-based applications – in particular hybrid, trolley, and electrical buses. And, with its most recent modular battery system for prismatic cells, the company has added the material handling market as well as stationary applications to its portfolio.

Voltabox, which was launched this year, uses only cells sourced direct from premium, well-known suppliers such as Samsung, Toshiba, K2 Energy and A123. This means the company has the direct support of the original equipment supplier, providing cost savings while enabling direct access to the newest technology to enhance technical data that won’t be found in common data sheets.

The German company focuses on Li-ion battery technology, the advantages of which are explained by Paragon CEO Klaus Dieter Frers: “In vehicles, in comparison with lead acid battery systems, lifetime, load time, and usability in combination with low temperatures, are superior.

“With trolley buses, for example, a requirement could be to operate purely battery-driven for 10 or 15 miles on a small hill. If you consider battery weight, this is only possible technically and cost-wise regarding lifetime costs with Li-ion battery systems. In addition, there’s a weight saving of 50-60%, plus space savings. As a vehicle, a bus offers lots of physical space, but with

Li-ion, they have more space to transport people rather than batteries.”

Branching outDesign, development and production of Voltabox’s high-performance battery systems for its European customers takes place in its headquarters in Delbrück, Germany, where a team of over 30 is based in a recently opened 2,000m² production facility.

Frers adds, “Research, development and design of our battery modules will be done in Germany. I am keen to be hands-on with the R&D, especially in the case of the BMS, the electronics, and the software behind the architecture, and we provide these for our American colleagues. So Texas will be dedicated to sales and production.”

Indeed, for its North American, Canadian and South American clients, Voltabox will

“We’ve developed battery systemsthat will live for nearly as long asthe whole bus – 10 years or longer”Klaus Dieter Frers, CEO, Paragon AG

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2. A Hess trolley bus equipped with a high-performance Voltabox battery system


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possible lifetimes, “so we’ve developed battery systems that will live for nearly as long as the whole bus – 10 years or longer, assuming wise use” adds Frers. “For these applications, LTO (lithium titanate oxide) cells are the optimal solution. LTO cells are stable for more than 10,000 cycles and, in the right usage, even 20,000 cycles.” The LTO cell’s energy density is 89Wh/kg or 172Wh/l.

As part of the Ohio project, Voltabox will provide a dual-mode trolley bus battery system. Its nominal voltage level will be 600V, with a total capacity of 61kW/h. Comprising 1,512 LTO cells per system (42 modules, each with 36 cells), the configuration will enable up to 24km battery-driven distance with a 12m bus, with all 43 seats taken. Impressively, in this application, there will be up to six load cycles per day, in up to 18 operating hours per day.

A further application for which Voltabox’s modular system for prismatic cells is ideal is vehicles used in material handling, such as forklifts. Both 24V and 48V Li-ion batteries, traditionally the standard in these applications with the lead acid batteries that have been favored until recently, are employed. Frers says, “Two, four, six, eight and, in some cases, 10 of these modules will be packed in special containers, combined with an external master BMS unit that we produce, and a display unit will be added to show the parameters of the battery. Our maintenance-free, high-performance battery systems will ensure the robustness and quality of the vehicles, which are key components of any modern, smooth-running logistics operation.”

Frers is also keen to point out that Voltabox is not limited to the industries on which it has already made its mark. “With these new modules based on prismatic cells,” he concludes, “we have a ready solution for car and motorcycle batteries. In fact, we’re working on exciting projects in these areas that, for now, will remain confidential.”

open a 2,140m² production facility in Cedar Park, a suburb of Austin, Texas, in September. This facility will turn out mass-produced Voltabox batteries on assembly lines identical to those found in Germany, with the same maximized degree of automation and end-to-end process monitoring to guarantee optimum quality.

Reputed to be the birthplace of lithium phosphate technology, Austin offers Voltabox an impressive potential employment base. “Various groundbreaking discoveries in the field of Li-ion technology originated at universities in the region, including the University of Texas and Park University, and the Southwest Research Institute,” comments Frers, “which led to the growth of organizations that have developed and contributed to some outstanding infrastructure.

“In the environment of Austin, therefore, there are a lot of very highly skilled people, both from universities as well as rival companies. This means well-qualified employees are always within reach, which we intend to take full advantage of.”

Production on projects in Cedar Park will begin in September, with series battery systems expected to be delivered from the end of the month onward. In production will be the company’s new modular systems for prismatic cells. Frers states, “On the one hand, we integrate NMC (nickel manganese cobalt oxide) cells in new 24V Li-ion modules. Weighing only 18kg, they are very reliable for up to 6,000 cycles, while having a good energy density (135Wh/kg or 316Wh/l) with regard to their size and weight.”

For certain applications, such as its next US project, which will be for the city of Dayton, Ohio, batteries are required to have very long

SUPPLIER INTERVIEW: VOLTABOX

1. An example Voltabox LiFePO4 module, based on cylindrical cell type 26650

2. A Voltabox battery pack, with LiFePO4 modules inside, fully integrated active climate system and CAN communications interface

1

2


“In the environment ofAustin there are a lot of very highly skilled

people, both from universities as well as rival companies. This means well-qualified

employees are always within reach, which

we intend to take full advantage of”

Klaus Dieter Frers, CEO, Paragon AG

DC/AC Converters • 6KW continuous • Air or liquid cooled • CAN communication • Fully protected • EMC compliant • Group 31 size

Curtiss-Wright, Industrial Division3602 N Kennicott Ave | Arlington Heights, IL 60004-1467 | Phone: 847.844.4700 | www.arens.com

• 100KW Traction Inverter, 360VDC Nominal • 6KW DCAC Inverter, 360VDC In (Nominal) / 115VAC Out• Group 31 Battery• 4KW Bi-Directional DCDC Converter, 360VDC In/Out (Nominal) / 13.8VDC Out/In (Nominal)

12V Battery 4KW Bi-Directional DCDC Converter6KW DCAC Inverter

100KW Traction Inverter

Power Distribution Modules • High voltage version 750V, 750A • Medium voltage version 360V, 300A

DC/DC Converters • 4KW continuous • Bi-directional • Air or liquid cooled • CAN Communication • Fully protected • EMC compliant • Group 31 size

Traction Inverters • 30KW-500KW • 260-900VDC input • Compact design • IGBT based design • Group 31 size

http://www.arens.com

EXPO PREVIEW

The industry’s leading EV manufacturingshow returns to the automotive capital of the world for its second annual outing


Welcome to the preview of Electric & Hybrid Vehicle Technology Expo 2014 – the world’s leading EV manufacturing and engineering event, which takes place in Novi, Michigan, from September 16-18.

Co-located with one of the USA’s largest advanced battery exhibitions, The Battery Show, Electric & Hybrid Vehicle Technology Expo welcomes senior executives and technical leaders from major OEMs, Tier 1s and the entire manufacturing supply chain looking to source cutting-edge products while reducing the overall cost of e-mobility.

Some of the world’s leading suppliers of EV technology will exhibit at both events, which will take place at the Suburban Collection Showplace, Novi, Michigan. Confirmed names include Kostal, ALTe Powertrain, ATS Automation, Delphi, Horiba, TM4, SKF, Ricardo, TE Connectivity and Freescale Semiconductor.

In addition to three days of free sessions taking place within the exhibition hall, new features at this year’s Electric & Hybrid Vehicle Technology Expo include the Testing Pavilion and Charging Zone. This all happens alongside the EV and battery-focused conference sessions; speakers from GM, Chrysler, Volkswagen, Tesla, EnerSys, ARPA and Lotus are already confirmed.

With more than 4,000 attendees expected and more than 350 exhibitors already confirmed, Electric & Hybrid Vehicle Technology Expo is the must-attend event of the year. Here’s a snapshot of some of the must-visit booths displaying technologies that promise to further the EV movement.

Showstopping

solutions

CO-LOCATED WITH


EXPO PREVIEW

SEPTEMBER 16-18, 2014NOVI, MICHIGAN

Visit w w w.evtechexpo.com to register for a f ree pass

http://www.evtechexpo.com

Artist’s conceptual rendering based on KLD oneDRIVE 48V Direct Drive SystemImage courtesy of Keage Concepts | www.keageconcepts.comArtist’s conceptual rendering based on KLD oneDRIVE 48V Direct Drive SystemDRIVE 48V Direct Drive SystemDRIVE

kldenergy.com

The World’s Only Direct Drive 48V Motor System Is Here.

System solutions for electric and hybrid vehicles

Power-dense, brushless permanent-magnet motors

Inverter with a full-featured digital signal processor controller

Production ready systems ranging from 100-250 kW peak power

Featuring up to 95% efficiencies

www.uqm.com 303.682.4900 [email protected]

POWERPHASE SYSTEMS®

Trucks Buses Industrial MarinePassenger Vehicles

UQM TECHNOLOGIES

UQM Technologies, Inc. develops and manufactures power-dense, high-efficiency electric motors, generators and controllers for the automotive, commercial truck, bus, industrial and marine markets.

UQM has over 30 years of experience in the automotive industry. Our engineering research, innovation, expertise and product direction provides cutting edge solutions for propelling the next generation of electric, hybrid, plug-in hybrid and extended-range vehicles.

Who We Are

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UQM Electric and Hybrid Mag Ad November FNL.pdf 1 11/18/2013 9:16:33 AM

http://www.keageconcepts.com

http://www.uqm.com



MOTIVE MOVES ONTM4 will be at Electric & Hybrid Vehicle Technology Expo to reveal its new and redesigned Motive family of electric powertrains, which will comprise three motors and two inverters. Some of the systems will be offered in low voltage (48V DC to 144V DC), a first for TM4, which made it necessary for the company to design a brand-new type of MOSFET-based inverter. In the low-voltage market, TM4 will be one of few companies to offer fully optimized motor and controller sets.

The Motive series was already a market leaders in terms of power density. By integrating new, innovative technologies, it has been possible to boost torque ratings by 50% while maintaining weights and dimensions.

Visit TM4 at booth E1109

EXPO PREVIEW

Complete drive system KLD Energy will present its oneDRIVE electric drive system, which includes battery, motor and controller. This technology substantially improves upon the performance, efficiency and value of today’s electric motor systems by using revolutionary new motor and battery designs, and intelligent motor controller software.

KLD’s oneDRIVE systems are the only commercially available 48V direct drive products that can reach US highway and European L7e quadricycle maximum speeds.

Its high-torque, low-RPM operation and compact-design attributes make it ideally suited for direct-drive applications – both in-wheel and configured inboard as an electric differential. Direct drive completely eliminates the need for a chain, belt, sprockets, pulleys, transmission, drive shaft and differential, along with the efficiency loss they cause (which can reach over 20%), greatly improving reliability and eliminating drive system maintenance.

Both systems can be configured for front or rear drive, which can achieve an average of 250mpge; and four-wheel drive operation, which can achieve 550mpge.

Such impressive results are possible because the system is an integrated drivetrain, not a pieced-together system like those found elsewhere in the marketplace.

Visit KLD Energy at booth E704

BATTERY POWERHOUSEEnergy Power Systems (EPS) will be at Electric & Hybrid Vehicle Technology Expo to unveil a new type of advanced low-cost battery based on proven electrochemistry. With its proprietary Planar Layered Matrix technology, the PLM Battery offers substantially longer life and higher power compared with AGM batteries.

Targeting applications where Li-ion is too expensive and lead acid doesn’t have the capability, the PLM Battery has demonstrated cycle life of over 2,000 cycles with 80% DOD, and over 300,000 cycles for start/stop applications. In addition, its power capability and dynamic charge acceptance are notably greater than that of traditional AGM batteries, making the PLM Battery ideally suited to applications including automotive stop/start and micro hybrid, renewable integration, and commercial and grid installations.

To support the commercial release of the PLM Battery, Energy Power Systems is building a factory in Michigan that will have an annual capacity of 500MWh and is slated to be operational in the second half of 2015.

Energy Power Systems will display its product samples at the show, along with examples of integrated systems.

Visit Energy Power Systems booth E700

Power perfectedUQM Technologies will showcase versions of its PowerPhase Pro and PowerPhase HD electric motor and controller systems.

The PowerPhase Pro systems include the production-validated PowerPhase Pro 100 and 135, which are ideal for automotive, lightweight commercial, marine, military and industrial vehicles.

PowerPhase HD systems are production-ready, heavy-duty offerings, including: the PowerPhase HD 220, which is now used in many heavy-duty platforms; the brand-new PowerPhase HD 950T system for applications that require increased torque; and the new PowerPhase HD 250 variant that provides solutions for customers with higher voltage and power requirements.

The HD 950T produces 950Nm of peak torque, while maintaining excellent efficiency. The HD 250 variant provides solutions for customers that have higher voltage and power requirements, and is designed to operate at full power from 450VDC to 750VDC.

Providing up to 95% efficiencies, UQM systems comprise a high-performance, liquid-cooled permanent magnet motor, and a high-power, liquid-cooled inverter with a full-feature digital signal processor controller.

Visit UQM Technologies at booth E824


REGISTER ONLINE FOR YOUR FREE PASS!

w w w. e v t e c h e x p o . c o m

http://www.e

www.evtechexpo.com [email protected]

September 16-18, 2014Detroit | Michigan | USAPASSENGER, COMMERCIAL, OFF-HIGHWAY

What I found most useful is the structure of the conferences; they’re very engaging and very diverse. …In addition to the trade show floor which is getting

much better participation than I had hoped for and it’s drawing in a lot of my colleagues”.

OLIVER GROSS, ENERGY STORAGE SYSTEMS SPECIALIST, ENERGY STORAGE AND HV SYSTEMS, CHRYSLER GROUP LLC

Supported byCo-located with

ELECTRIC & HYBRID VEHICLE TECHNOLOGY EXPO ATTENDEES BY JOB FUNCTION (%)

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CEO/PRESIDENT/MD

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OTHER

PURCHASING

RESEARCH & DEVELOPMENT

TECHNICAL LEAD/ENGINEERING

REGISTER NOW FOR YOUR FREE PASS

350OVER

EXHIBITORS

OVER

ATTENDEES

This is our third year and so far it’s been excellent. Already in this show we’ve

surpassed our number from all three days of last year and we’re not through Day 2!”

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EXPO PREVIEW

INVERTER INGENUITYJohn Deere Electronic Solutions has created a family of inverters to provide advanced control for AC motor applications. The product line covers a wide range of power levels, up to 300kVA, and uses common motor control software for efficient control of IPM or induction motors.

At Electric & Hybrid Vehicle Technology Expo, the company will present a demonstration of one of its inverters driving a motor.

Each of John Deere’s inverters is based on high-performance DSP real-time embedded software, which supports advanced features such as field-oriented control. The high-voltage, high-power modules work at maximum efficiency with complete monitoring capabilities to ensure control under all conditions. The thermal management system delivers robust and reliable performance over the life of the system.

These inverters support the John Deere 644K hybrid loader and its larger counterpart, the 944K loader. These off-the-shelf inverters are designed for rugged applications. Staff will demonstrate the kind of rigorous testing they go through, which means users should be able to put them on any vehicle under all environmental conditions.

Visit John Deere at booth E934

A collection of advancementAt this year’s Electric & Hybrid Vehicle Technology Expo, Kolektor Group will present two programs.

The first, Drive, consists of high-performance motor-generator KM-400/50 and electronic controller KMC-400/230 that can run in motor or generator mode. Units are offered as a kit or separate part.

The KM-400/50 liquid-cooled motor is based on robust radial flux brushless technology, with a continuous output power of 50kW at 7,000rpm, and it exhibits over 96% efficiency.

The KMC-400/230 electronic controller supports the electric requirements of the motor-generator. It can operate in the range of 50V DC to 420V DC, while delivering motor current up to 250Arms per phase.

The second program is Direct Current- Current Transformer (DC-CT), whose measurement principle relies on a zero-balance principle of a magnetic core, where two currents – a primary measuring current, and a secondary compensating, sensing current – flow in opposite directions, maintaining a zero-flux state in the core.

Visit Kolektor at booth E925

BMS OFFERINGS Freescale will use the Electric & Hybrid Vehicle Technology Expo to showcase a growing product family – battery management systems.

The company will be launching the industry’s first general market AEC-Q100 qualified intelligent battery sensor to combine three measurement channels, a 16/32bit MCU, and a CAN protocol module, in a single package.

Designed to support both conventional and emerging battery chemistries for automotive and industrial applications, the MM9Z1J638 battery sensor measures key battery parameters for monitoring the state of health, state of charge, and state of function for early-failure prediction.

A flexible four-cell, front-end architecture supports conventional 12V lead acid batteries as well as emerging battery applications, such as 14V stacked cell Li-ion, high-voltage junction boxes and 24V truck batteries.

Visit Freescale at booth E835

Battery module innovationsSaft Batteries, whose Li-ion battery technology has been selected by Kalmar Motor to power the world’s first hybrid tractor for wide-body aircraft, will display its Modul’ion-12 in both power and medium-power versions.

Both are available as super-phosphate 20V or 40V modules. The power version’s modular design enables engineering of different battery configurations, meeting customer application requirements, in one high-performance system.

The design of the medium-power module enables adaptation of the battery configuration, through serial or parallel connection, to reach required energy and power for driving profile levels, up to hundreds of kW/h in one functional entity.

Visit Saft Batteries at booth B1823


EXPO PREVIEW

Connection capabilitiesKostal Kontakt Systeme will be attending this year’s Electric & Hybrid Vehicle Technology Expo to demonstrate its high-voltage connectors and battery module connection systems for electric vehicle and hybrid applications.

The Kostal solution is characterized by handling high-voltage connection systems safely and securely. Its PLK 14.5mm terminals, which will be on display at the show, can be inserted in any of three planes, allowing optimized packaging per application. These terminals are offered in different variants for crimping, and welding wire connection applications for copper and aluminum cables.

Also on show will be the company’s compact and robust KHV 600 connectors, which are available in one-, two-, three- and four-way 90° receptacle and tab housing. They enable operating temperatures up to 140°C, and current-carrying capability up to 250A at 80°C, or 320A at 20°C. Other benefits include low mating and unmating forces, self-extinguishing plastic materials, touch protection and EMC shielding.

Visit Kostal Kontakt Systeme at booth E1102

ANALYZE ANOTHER WAYFor the first time in the USA, ZES Zimmer will be showing a brand-new power analyzer. The LMG670 is a 1- to 7-channel power analyzer, which has a completely new design from the ground up.

With its unique DualPath architecture, it’s the long-awaited solution to a well-known dilemma: when optimizing designs for power applications with high-frequency content, engineers have always been forced to choose between analysis on the full power spectrum, or a specific segment only. Simultaneous measurements were impossible – that is, until now.

The analyzer results in better PWM, motor and drive, inverter power and efficiency testing results in half the time.

Visit ZES Zimmer at booth E1208

Range extension and product protectionMembers of the Henkel team will be at the event to help visitors explore how they can extend the range of hybrid and electric components, and options for cost-effective material solutions for performance and safety.

On display will be encapsulants and potting materials, conductive coatings, adhesives, surface treatments, and sealing and gasketing.

Also overviewed will be the company’s Technomelt Low Pressure Molding, which prevents damage to delicate electronic and electrical automotive components.

It reduces the process to three steps – insert component, overmold, test – while offering improved sealing and better protection of fragile electronics components.

Low pressure applied during the molding process prevents damage to electronic components and element. The molding protects the electronics from external influences and is capable of serving as housing.

Visit Henkel at booth B1737


MONITOR INNOVATIONSDewetron will highlight the main power monitor models that it has to offer, from benchtop and portable models (DEWE-2600-PM and DEWE-5000-PM), to the rack-mounting DEWE-820-PM.

Both sets of products are available with either 500kS/s/ch or 1,000kS/s/ch maximum sample rate, and with either 8 or 16 total analog input channels. These products are used for testing hybrid and electric cars, and are particularly popular for testing the propulsion system.

Particular focus will be given to the DEWE- 2600-PM, which offers users a data file that enables measurements to be downloaded in a variety of ways, including wirelessly.

A key feature is that it can run autonomously for hours and does not connect to the power system of a vehicle. Batteries, which last about three hours per charge, can be used, swapped and recharged offline, so the device never has to be switched off.

Visit Dewetron at booth E1030

REGISTER ONLINE FOR YOUR FREE PASS!

w w w. e v t e c h e x p o . c o m


Supported byCo-located with

September 16-18, 2014Detroit | Michigan | USAPASSENGER, COMMERCIAL, OFF-HIGHWAY

MORE EXHIBITORS THAN EVER BEFORE

Only at Electric & Hybrid Vehicle Technology Expo can you access:

Two trade shows in one

350+ exhibitors

Multi-track conference program

Complimentary networking receptions

A&D Technology • A123 Systems • AC Propulsion • Adaptive Power Systems, Inc • Advanced Battery Concepts • Advanced Electronics Energy Limited • Advanced Test Equipment Rentals • AeroVironment • AIPG • Alcoa Phinergy • AllCell Technologies • ALTe Powertrain Technologies • AMETEK Inc • AMS • Ankao (Hangzhou) Energy Co., LTD • Applied Spectra • Arbin Instruments • Arens Control Company • Argonne National Laboratory • Arkema Inc • Arnold Magnetic Technologies • Ashland, Inc • ATS Automation • ATT R&D • AutoHarvest • Backer HTI • Beckett Energy Systems • Bio-Logic USA • Bitrode/Sovema Global Services/Solith • Bizlink Technology • Bloomy Energy Systems • BMZ-USA Inc • Bomatec International Corp • Branson Ultrasonics Corp • Bridgeport Magnetics Group Inc • Brinks Gilson & Lione • Brueckner Group USA, Inc • BS&B Safety Systems, LLC • BTU International Inc • Buhler Group • C.L. Smith • CALB • Calienté LLC • CD Adapco • Cementex • Charged EV Magazine • Chen Tech Electric Mfg. Co. Ltd • Cincinnati Sub-Zero • CLAL, Inc • Cobham Technical Services • Complete Prototype Services • CSM Products, Inc. • CurrentWays • Daiichi Jitsugyo America • Dataforth • Delphi • Denki Kagaku Kogyo Kabushiki Kaisha • DEWESoft • Dewetron • Dexmet Corp • DFR Solutions • Digatron/Firing Circuits • Dreamweaver International • Drive Oregon • Drive System Design • dSPACE, Inc • East Penn Manufacturing • ebmpapst • EC Power • EDN Group • EDP Company • Electric & Hybrid Vehicle Technology International Magazine • Electric Applications Incorporated • Electric Motorsport • Electrolock Inc • Elegus Technologies • Elite Power Solutions LLC • EnerDel, Inc • Energy Power Systems • EnerSys • Engineered Materials Solutions • Envirotronics • Envision Solar International Inc • ePower Engine Systems • ePower USA Corporation • ESTECO • EUEC • Evans Analytical Group • EVergreen Drive Systems • Faustel, Inc • Favi S.A • Flextronics • Flight Systems Industrial Products • Formosa Automobile Sales Corporation • Fraenkische USA • Freescale Semiconductor Inc • Freudenberg Nonwovens L.P • Fujipoly America Corporation • Future Technology Worldwide • G4 Synergetics • Gamma Technologies • Gamry Instruments • Gantner Instruments • GEA Process Engineering Inc • Germany Trade & Invest GmbH • Giant Lion Know-How Co., Ltd • Gigavac • GO-ELECTRIC EV • Graphtec America • Greenlight Innovation • GT Contact Co., LTD • HBM Inc • HEL, Inc • Henkel Corporation • Heraeus Materials Technology GmbH & Co. KG • Heter Electronics Gorup CO., Ltd • Hibar Systems Ltd • Hipower Energy (USA) Inc • Horiba Inc • Hosokawa Micron Powder Systems • HUBER+SUHNER Inc • ICCNexergy • IDTechEx • IES, Inc • IKA • Imerys Graphite & Carbon • Innovative Machine Corporation • Intertek • Ioxus, Inc • Isanbellenhutte • JK Lasers • John Deere Electronic Solutions • Johnson Matthey Battery Systems • Jonas & Redmann Automation Company • K2 Energy Solutions • Kikusui America Inc • Kinetics Drive Solutions Inc • KLD Energy Tech • Koem Company Limited • Kolektor • Kostal Kontakt Systeme • Laminar Co., Ltd • Lapp Systems • Leading Edge Sales Corp • LEM USA • Leoch Battery Corp • Letrika • Linear Technology Corp • LithFire-X • LORD Corp • Luna Inc • Maccor Inc • Magna Steyr • Magnet Applications • Manz USA • Materion Technical Materials • Maxwell Technologies • MBraun • Megtec Systems Inc • Michigan Economic Development Corporation • Microvast • Midtronics • Mission Motor Company • MisumSystech • Miyachi America Corporation • Mobile Power Solutions, Inc • Morita Chemical Industries(Zhangjiagang) Co.,Ltd • MPS Industries Inc • NAGASE America Corporation • Navitas Systems • NC Network • NDC Infrared Engineering Inc • NETZSCH Premier Technologies, LLC • New Eagle Control Systems • Neware Technology Limited • NH Research • NHK International Corporation • Nilar, Inc • Nitto Kohki USA, Inc • Nogamigiken Co. Ltd • Nuvation Engineering • Ohio Semitronics Inc • Orion Test Systems & Automation, Inc • Oryx Systems, Inc • Parker Hannifin • PEC North America • Philatron Wire & Cable • Photofabrication Engineering Inc • PI Innovo • Plasmatreat USA, Inc • Polar Power Inc • Porex Corporation • Powder Processing & Technology, LLC • Power Glort Battery Tech (Shenzhen) Co., LTD • Power Plaza • PowerHydrant • Power-One • Pred Materials • Prestolite Wire LLC • PTI Inspection Systems • Quadrant Magnetics • Quebec Government Office • Rebling Power Connectors • REMY Electric Motors • Revolutionary Engineering • Ricardo Inc • Roechling Automotive • Rogers Corporation • RSR Technologies Inc • SAE International – Credentialing • Saft America, Inc • Saint-Gobain Performance Plastics • Saturn Electronics Corp • Saueressig GmbH + Co. KG • Saxony Anhalt Investment and Marketing Coorperation • Scienscope International • Seal Methods, Inc • Sendyne Corporation • Sentral Assemblies, LLC • Sevcon USA, Inc • Shandong Pearson Power New Energy Co., Ltd • Shenzhen Carku Technology Co., Ltd • Shenzhen Geesun Automation Technology Co., Ltd • Shenzhen Hello Tech Energy Co., Ltd • Shenzhen Shining Automation • Shenzhen Topband Co., Ltd • Shindengen America Inc • Shintoa Corporation • Shmuel De-Leon Energy Ltd • Sichuan Changhong Battery Co., Ltd • Siemens Industry Inc • Sigmund Linder GmbH • SimuQuest • SKF • Soltec Corp • Solvay Specialty Polymers USA, LLC • Sonics and Materials Inc • Sonobond Ultrasonics • Sony • Soulbrain MI • Southwire and Coleman Cable LLC • SPAL Automotive USA • Spider 9 • Stanley Engineered Fastening - Spiralock • STAPLA Ultrasonics Corp • StorTronics/Saft • STRUNK Connect Automated Solutions, Inc • Sunstone Engineering • Super-B • Superior Graphite • Suzhou G-Power Equipment Co. Ltd • Synergeering Group • Taica North America Corporation • TDK-Lambda Americas Inc • TE Connectivity • Telsonic Solutions Inc • Tenney • TestEquity LLC • The Bergquist Company • The MathWorks, Inc • Thermal Hazard Technology • Thermotron Industries • TM4 Electrodynamic Systems • Tosoh Corporation • Treofan Group • Tridus Int, Inc. • TUV SUD America Inc • UL LLC • Ulvac Technologies • Umicore • Unico • United Chemi-Con, Inc • UQM Tech • Valence • Varflex Corp • Vecture • Vibration Research • Voltabox of Texas Inc • WEC Institute Inc • Wildcat Discovery Technologies • ZAF Energy Systems • Zarges, Inc • Zes Zimmer Electronic Systems • Zhuhai Hange Battery Tech Co., Ltd • ZTT International Limited

REGISTER NOW FOR YOUR FREE PASS

[email protected]

Confirmed Exhibitors 2014



Revolutionary solutions for today’s testing industryRevolutionary solutions for today’s testing industryfor today’s testing industryfor today’s testing industryRevolutionary solutions for today’s testing industryRevolutionary solutions

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w.revoleng.com

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w.revoleng.com

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Revolutionary solutions for today’s testing industryfor today’s testing industryfor today’s testing industryRevolutionary solutions for today’s testing industryRevolutionary solutions Revolutionary solutions Revolutionary solutions for today’s testing industryfor today’s testing industryfor today’s testing industryfor today’s testing industryfor today’s testing industryfor today’s testing industryRevolutionary solutions for today’s testing industryRevolutionary solutions

A partner you can depend onRevolutionary Engineering has been innovating and partnering with testing clients to deliver dynamometer-based testing solutions for over a decade.

n

n Testing: A recognized leader in driveline component, driveline system and advanced technology testing with cutting edge testing facilities

n Service: A proven track record of test efficiency and turn times; we focus our efforts on keeping your testing operations running at peak performance and on schedule

Revolutionary Engineering has operations in the United States and China.

Please visit our booth at the following shows

RE-MagAd-Expos.indd 1 8/14/13 10:43:43 PM

n Automotive Testing Expo N.A. – Oct. 28-30

n Automotive Testing Expo China – Sept. 15-17

Systems: A turnkey dynamometer system integrator, we do it all – from design and build to install and service

n Electric & Hybrid Vehicle Tech Expo – Sept. 16-18

AVL ELECTRIFICATION SOLUTIONS

AVL Electrification Solutions are the result of over 60 years of combined experience in the design and development of a variety of powertrains, hybrid and pure electric drives. By thoroughly understanding the five elements of a modern powertrain system, AVL is able to guarantee that every single part reflects the quality of the entire system - and vice versa. We provide the perfectly tailored solution for your unique electrification strategy, transforming your concept into reality.

AVL • 47603 Halyard Drive, Plymouth, MI 48170 • www.avl.com/electrification

TRANSFORMING CONCEPT INTO REALITY

http://www.avl.com/electrification

http://www.revoleng.com



PRODUCTS & SERVICES


Compact power modules

technologies enable leading thermal and electrical performance with high reliability and mechanical robustness. Based on leading semiconductor solutions like IGBTs, diodes, MOSFETs or driver ICs, Infineon provides a broad product portfolio for hybrid and electric vehicles, addressing applications from auxiliary systems with a few kW, up to the main inverters with more than 140kW power.

For applications requiring lower power ranges (up to 10kW), the Easy family of automotive modules provides a cost-optimized compact design and comes with press-fit connections for fast and reliable assembly. These are typically used in systems such as the air conditioning compressor, oil pump, cooling pump, onboard-

chargers, HV to LV DC-DC converters and heaters.

The HybridPACK 1 family consists of power modules designed for xEV applications for power ranges up to 60kW. Specified for a junction operation temperature of 150°C, the modules accommodate a six-pack configuration of third-generation Trench-Field-Stop IGBT and matching emitter controlled diodes. The modules are rated for voltages up to 705V at an implemented chip current of 400A.

HybridPACK 2 power modules are designed for xEV applications for a power range up to power output levels of more than 140kW. The maximum chip rating for these six-pack modules is 680V at 800A. All power connections are realized

with screw terminals. Signal pins are designed for soldering.

Several hundred thousand HybridPACK modules have already been shipped worldwide, establishing Infineon as a key player in the global xEV market.

With the new HybridPACK Drive IGBT module family, Infineon introduces the next generation of its well-established HybridPACK modules and addresses the needs of the global xEV market. HybridPACK Drive is the key component for the main inverter in hybrid and electric vehicles. With a power range of 50-100kW, the new modules cover much of the xEV market, especially plug-in HEVs with 50km pure electric range.

HybridPACK Drive is a very compact six-pack module

A new family of power modules delivers solutions for electric drivetrains, offering high power density without the corresponding increase in cost and space

It is expected that the xEV market will show increasing

growth rates over the coming years, mainly driven by government regulations. Improvements of the conventional powertrain will not be sufficient to fulfill tough targets like the CO2 emission levels of only 95g/km by 2020, as defined by the European Union. A promising solution is the electrification of the powertrain. To reach this ambitious goal, the development of a new generation of inverters becomes necessary.

There are two main drivers for the electric drivetrain in the xEV market: tough space requirements and cost targets. In addition, flexible system solutions and efficient manufacturing is a must.

The space in the engine compartment is very limited and additional room is needed for the inverter/generator, electric machine, DC/DC converters, battery charger, auxiliary drives and others. Therefore, ultra-compact solutions are required.

However, the electrification of the powertrain is a significant cost adder, and end customers show a low acceptance for a significant price increase in order to get more efficient electric or hybrid cars. As a consequence, the pressure is on to reduce the system cost. With the HybridPACK Drive, Infineon introduces a new class of IGBT power modules, providing high power density and enabling very compact and cost-effective main-inverter designs.

Infineon has long-term experience in developing IGBT power modules. Continuously improved technologies and intense research efforts into new material combinations and assembly

The new HybridPACK Drive IGBT power module enables the design of very compact and cost-effective inverters for xEV applications in the power range of 50-100kW

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Instead of screw terminals, the modules are equipped with multifunction tabs for a fast welding process. For customers who want to use screw terminals, the flexible tabs can be prepared accordingly. Another significant improvement is the introduction of PressFIT technology, which ensures a highly reliable PCB assembly in only a few seconds. Compared with a selective soldering process, the process time is at least 10 to 20 times faster.

As the maximum permissible temperature (Tvj_op = 175°C) must not be exceeded, the power losses occurring in the module need to be dissipated. For this, the thermal conductivity of the implemented cooling system is fundamental to achieving good performance. HybridPACK Drive differs from other power modules because of the pin-fin array on the baseplate, which makes liquid cooling extremely effective in terms of thermal performance. In addition,

the pin-fin structure is suitable for use with standard cooling fluids, such as water/glycol mixture.

The new generation of automotive power modules, HybridPACK Drive, is optimized for the core market of next-generation xEV inverters using electrical power in the range of 50-100kW. With best-in-class power density and package innovations resulting in cost- and space-saving assembly, the new range of power modules enable compact, cost-effective and high-performance inverters. The new low inductive package concept, optimized for next-generation chip technology, enables the reduction of switching losses and increases energy efficiency of inverters. This, in turn, helps to extend the range for plug-in hybrid and electric vehicles.

Block diagram of a main inverter design: Customers designing and manufacturing main inverters for hybrid and electric vehicles will benefit from the space-saving HybridPACK Drive modules, which enable very fast and cost-effective volume production

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INQUIRY NO. 501

(750V/660A). The module offers multipurpose power terminals and press-fit pins for the signal terminals, enabling cost-efficient production. The combination of low stray inductance and high blocking voltage allows for the lowest switching losses, especially at inverter maximum ratings. This leads to higher efficiency. The direct liquid cooling concept using a copper baseplate with pin-fin results in excellent power density.

Based on an innovative package technology, the HybridPACK Drive enables inverter manufacturers to realize very compact and competitive products. The new IGBT power modules are about 30% smaller for a given power than the previous generation (HybridPACK 2). In addition, the system supports a fast and cost-saving inverter assembly for efficient volume production.

The new power module generation consists of a completely new package development that is optimized for the next-generation chip technology. The ultra-low stray inductance of 10nH enables systems with high efficiency by using fast switching chipsets. The integration of additional features is simplified as the innovative signal pin assembly allows for flexibility in pin configuration.

Significantly smaller and with direct cooling, HybridPACK Drive modules offer the same performance as HybridPACK 2 – 600A. The combination of next-generation chip technology and the low inductive package design means switching losses are significantly reduced to further improve the energy efficiency of inverters. This improvement enables

an extended range for plug-in-hybrid or electric vehicles.

As a result of the new package technology, HybridPACK Drive chips can be used at increased junction temperatures of up to 175°C for short-term usage (10 seconds), for example, at peak power. At the same time, an improved power cycling (PCsec) capability of 60,000 cycles at 100K ensures that resulting higher temperature deltas do not impact the module’s lifetime.

The HybridPACK Drive uses a completely new mounting concept.

New chip technology and package design gives the acclaimed HybridPACK Drive best-in-class power density, with a 30% size reduction over previous modules


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PROVEN ROAD READY.OVER A MILLION CARS AND COUNTING.

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were set on increasing fuel efficiency, reducing emissions, and extending vehicle

battery life. Yet, Maxwell ultracapacitors enabled them to achieve it all, leading

Autobild Magazine to hail the leaner, greener system – now standard in over

1 million vehicles worldwide and growing – as 2012’s “Best Performer.” Maxwell ultracapacitors.

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Optimizing electrification

With a track record of commitment to the hybrid and

electric vehicle sector that stretches back over two decades, Delphi has established a global product portfolio capable of addressing virtually all the necessary interconnect and charging applications for the HEV/EV market. The result of investment in research and development, and close collaboration with OEMs worldwide, this new generation of technology is production-proven, meeting the unique requirements of high-power products. The company’s philosophy of continuous improvement remains unchanged, and is reflected by a portfolio updated in anticipation of future needs. Additionally, Delphi provides custom solutions to tailor products to meet individual customer requirements.

Reflecting its breadth and depth, Delphi’s product portfolio is grouped into five product segments. The first of these addresses connections for lower current (up to 45A) auxiliary modules and devices, including solutions for AC compressors and PTC heaters. Delphi can address virtually any module’s requirements with its extensive portfolio of header variations.

Similarly extensive is the company’s range of high-power conversion systems, typically used in inverter inputs, battery outputs and drive motors. Delphi is unique in providing customers with a global portfolio focused on regional OEM preference. As a result, it offers box-blade and pin-sleeve terminal designs. In addition, regional shielding preferences are catered for by the availability of both individually shielded and peripheral shielded products.

For charging products, Delphi is truly a one-stop shop, offering customers three primary global charging standards: GB/T 20234, SAE J1772 and IEC62196 Type II. Delphi’s range of charging products includes Mode 2 portable charging cordsets (available and certified to many countries’ safety standards), Mode 3 charging cable assemblies, and pigtails for incorporation into infrastructure charging stations. All of those products can incorporate

any of the standard charging interfaces to provide OEMs and consumers with a global solution. Delphi also offers OEM vehicle charging inlets by providing the same three charging standards.

In addition, Delphi also offers customers DC fast-charging products with both Combo 1 and Combo 2 vehicle inlets. As a result of this comprehensive portfolio, Delphi is a global leader in vehicle charging products.

The fifth product segment focuses on internal battery connections. As a result of close collaboration with battery manufacturers, Delphi can provide customized solutions for battery cell interconnects, manual service disconnects, and battery disconnect units to improve the overall system cost of the battery.

Delphi offers OEMs a complete vehicle architecture system by providing high-voltage wiring

Vertically integrated solutions for connection and charging enable OEMs to reduce costs while continuing to adapt to the needs of the burgeoning EV and HEV market

RCS890 connectors for high-current modules, which are part of a product range that can cater to regional OEM preferences

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assemblies, a broad connection systems portfolio, and high-voltage electrical centers and battery disconnect solutions. OEMs can now work with a single supplier for an entire electrical/electronic system solution. Delphi’s vertical integration of products, such as cable manufacturing, offers OEMs cost savings, which can help in the reduction of the overall vehicle system cost. Such an opportunity is critical for growth of the HEV/EV

FREE READER INQUIRY SERVICETo learn more about Delphi visit: www.ukipme.com/info/ev

InquIry no. 502

market. Delphi is also on the frontline for 48V development used in stop/start and mild HEV vehicle architectures. OEM and industry requirements are being defined to shape future product releases for this growing market.

In a remarkably short time, the automotive industry has created groundbreaking low- and zero-emissions vehicles that meet the standards of performance and reliability expected by today’s

consumers. To maintain this momentum, the priority must be to further enhance the marketability and competitiveness of these vehicles as an alternative to conventionally powered automobiles. Once again, this will require creativity and commitment on the part of suppliers to help OEMs maximize cost savings at every stage of the design and manufacturing process, while simultaneously enhancing the finished product’s consumer appeal. For its part, Delphi continues to deliver on both fronts, building on the firm foundations of the industry’s most comprehensive portfolio of interconnect and charging products. This comprehensive product range can help to ensure that OEMs stay one step ahead of the evolving needs of the electrification sector.

Delphi is a global supplier of technologies for the automotive and commercial vehicle markets. Headquartered in Gillingham, UK, the company operates major technical centers, manufacturing sites and customer support services in 32 countries, with regional headquarters located in Bascharage, Luxembourg; São Paulo, Brazil; Shanghai, China; and Michigan, USA. In 2012, Delphi acquired MVL, the motorized vehicles division of connector manufacturer FCI, further enhancing Delphi’s position as a major international automotive supplier. It is listed on the NYSE as ‘DLPH’.

Delphi’s charging portfolio includes Mode 2 portable charging cordsets

High-tech shield-pack HV280 connectors for high-voltage accessories connections

Plug-in hybrid advances


PHEV drivetrain design relies on a holistic approach to

development. AVL’s Future Hybrid concept is designed to significantly advance plug-in hybrid technology. The development target is a PHEV drivetrain solution that covers the everyday needs of AVL’s customers, while putting best-in-class CO2 emissions and low-product-cost designs into practice.

Starting with a holistic international market analysis, qualitative customer needs assessment, future legislation requirements and ideas from

AVL’s experienced practitioners have been condensed into the Future Hybrid concept.

Frank Beste, senior program manager at AVL and program manager of the Future Hybrid concept, explains, “One of the reasons why the vehicle electrification hype from 2011 has turned into disillusionment and reduced customer attention is that very central customer questions have not been answered. These include significantly higher product costs versus perceived customer benefit, the limited range of battery

electric vehicles and the limited availability of charging infrastructure.”

Emissions legislation requires a fleet average of 95g/km of CO2 by 2020, which translates to a further CO2 reduction by about one-third from the current status.

“The consideration of drivetrain electrification in innovative and cost-efficient solutions will be mandatory for target fulfillment within the next two to three years,” continues Beste.

Its phased introduction must be pulled by technical necessity and accompanied by tangible customer

benefits. The requirements for plug-in drivetrain hybridization are immense: the lowest CO2 emissions in the NEDC certification, in customer cycles and at traveling speed. Designs for low product cost and further boundary conditions, such as driver comfort, an all-electric range (AER) of more than 25km and functional safety, are obvious.

For an OEM to achieve fleet CO2 emissions targets, cost-efficient CO2 emissions reduction in its mass products is essential. Therefore, AVL intends to demonstrate Future Hybrid’s capability in the passenger

Designed to reduce hardware complexity and utilize efficiency synergies, a new PHEV drivetrain concept is aiming to reinvigorate interest in future hybrid mobility

AVL’s innovative Future Hybrid concept features integrated systems that will help OEMs meet stringent emissions targets, including 95g/km of CO2

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Plug-in hybrid advances


car C-segment, which dominates the overall market volume. The demonstrator specification includes an AER of 30km (NEDC), an acceleration of 0-100km/h in 10 seconds and certified CO2 emissions of 35g/km.

“The fulfillment of certified CO2 emissions is dominated by the AER capabilities of the car,” says Beste. “AVL’s engineering task is driven by challenging component efficiency targets and intelligent operation strategies to achieve best CO2 emission results in the charge-sustaining mode. In this mode, the battery state of charge (SOC) needs to be sustained to fulfill the target CO2 limits of 79g/km. This is the benchmark to be achieved and is directly relevant for the customer perception of the vehicles’ efficiency advantages in real-world customer drive cycles.”

The targets require a holistic perspective of the drivetrain and vehicle integration along the AVL hybrid development process by an optimum balancing of key drivetrain components. This balancing allows the exploitation of new efficiency potentials that emerge only by the functional integration of a purpose

Left and above: The Future Hybrid transmission design with axe-parallel electric motor integration

adapted combustion engine, a new innovative transmission with an integrated electric motor (EM), the high voltage (HV) battery and an intelligent system control and operation strategy.

An example of such an advantageous synergetic approach is the integration of the EM in the transmission. By this, the three-cylinder TGDI IC engine can utilize the specific fuel consumption reduction of the Miller cycle combustion technology. Disadvantages in IC engine transient behavior and top-performance density are balanced out by the availability of dynamic EM torque. At the same time, the combination of the IC engine with the EM reduces the technical requirements and accordingly the overall costs for the electric propulsion system.

Reduced hardware complexity, compact transmission length and new transmission functionalities have been the guidelines for AVL’s pioneering Future Hybrid transmission development.

“The transmission design at AVL started with a white sheet of paper,” recalls Beste. “The transmission

functionality had to guarantee the vehicle’s mobility at any HV battery SOC to avoid the need for battery energy reserves. These would limit AER and increase both battery size and overall cost.”

Therefore, for the worst-case scenario of an empty battery in stop-and-go traffic conditions, the transmission must allow for launch capability by the IC engine only and to operate the integrated EM in generator mode to provide sufficient electric energy for auxiliaries, air conditioning or cabin heating of at least 3.5kW. The vehicle launch feature is achieved with the introduction of an eCVT mode by a torque-split unit. At medium or high battery SOC, vehicle launch and typical city driving are performed in a pure electric mode.

In summary, the transmission design supports all operation modes shown, including the eCVT mode, to operate the combustion engine at minimum vehicle speed and provide charging power for the electric system; two electric gears for reduced e-motor torque demand and improved efficiency; and three combustion engine gears.

The compact transmission length of 350mm and a total transmission system weight of about 90kg including the EM support the compact drivetrain integration philosophy.

AVL’s Future Hybrid transmission team has now completed the detailed design phase. The next steps include the build-up and testing of prototype systems on AVL’s highly dynamic powertrain testbeds. Following this, the application of a C-segment demonstrator vehicle is planned to be completed.

The work is part of the VECEPT project, funded by Austrian company Klima- und Energiefonds. Magna Steyr Battery Systems, AIT, Verbund AG, IESTA and the Virtual Vehicle are also working on packages designed to create a lighthouse of future mobility.

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FREE READER INQUIRY SERVICETo learn more about AVL, visit: www.ukipme.com/info/ev

INQUIRY NO. 503


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Lithium sulfur battery

Lithium sulfur battery technology company Oxis

Energy has pioneered a battery to power Induct Technology’s electric driverless vehicle, the Navia.

Navia is an innovative mobility solution. It is a robotic, driverless EV that carries up to eight passengers, designed for use in places where there is a need to transport large numbers of people over short distances. It offers a highly cost-efficient and environmentally friendly way of replacing fleets of buses or minibuses in areas such as airports, university sites, amusement parks and pedestrianized city centers.

Traveling at a maximum speed of 20km/h, the shuttle carries people in a high degree of safety as a result of its onboard lasers, sensors, GPS and 3D cameras, which enable it to avoid obstacles. Crucially, it also stops if it detects a pedestrian or obstruction in its path.

When users get on board, they find a touchscreen offering the various stops on the shuttle’s route. They select their destination on the screen and the shuttle automatically

sets off. Once there, the doors open to let passengers get off and on.

The Navia can navigate around any type of environment without needing guidance from specially installed infrastructure such as tracks or buried guide wires. This flexible mode of transport can be tailored to the layout of any site. The Navia can be used like a bus, with predefined stops and a strict timetable, or it can provide on-call transport, summoned from a terminal, smartphone or online.

While the Li-S based Navia is still in the prototype phase, the product launch is expected in the fourth quarter of 2014, with full production starting in 2015. The prototype Navia uses a highly innovative modular battery, designed and optimized for this application, in partnership with RDVS (an electrical and electronic design consultant in the automotive sector). The current Navia Li-S prototype is 8kWh, 48V rising to 11kWh with the next-generation Li-S cells.

Rechargeable Li-S batteries have a wide range of applications due to their low weight, high gravimetric energy density, and inherent safety. Oxis Energy sees the development of the Navia battery not only as an important achievement in itself, but also, as the technology advances, a major step toward wider adoption within the EV market.

Oxis Energy is pushing ahead with the development of a new 400Wh/kg Li-S cell as part of the ongoing REVB project with Imperial College, Cranfield University and Lotus Engineering. This groundbreaking new battery will be designed specifically to meet the demanding requirements of electric vehicles and is scheduled to be available in 2016.

A prototype battery design, found at the heart of a new driverless electric vehicle, offers a very safe, low-weight, high-energy-density power solution for EVs

FREE READER INQUIRY SERVICETo learn more about Oxis Energy, visit: www.ukipme.com/info/ev

INQUIRY NO. 504

The prototype Li-S modular battery, found in the Navia, enters production in 2015

The route is worked out automatically and the Navia can travel forwards or backwards without the need to turn around.

The early Navia vehicles were powered by lithium-ion phosphate batteries, but Induct has been working with Oxis Energy since September, 2011 to replace the battery with an Oxis modular lithium sulfur (Li-S) battery. In future, this will bring considerable advantages in terms of safety, weight and cost.

The electric driverless Navia, which can carry eight passengers, navigating the Culham Science Centre where Oxis is based in the UK


http://www.schaeffler-group.com

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Electronics modules

Growing numbers of manufacturers and parts

suppliers are developing commercial vehicles with hybrid or purely electric drives, the aim being to lower the exhaust emissions of vehicle fleets. Some of the new drives are still prototypes, while others are being made in small- to medium-sized batches. In contrast with classical large-scale production, the design engineers need solutions for the supply and control of electrically operated auxiliary components in commercial vehicles that are suitable for different vehicle types. This flexibility is offered by the modular Mobile system from Lenze Schmidhauser, which includes different types of multi-inverters and DC/DC converters that can be combined as required and have been specifically designed for commercial vehicles.

The Mobile system comprises double inverters, DC/DC converters and various combined modules. These products make it quick and easy for manufacturers to create a custom-made solution for the drive control of auxiliary equipment and the power supply of the onboard electrical system, all from one catalog. Users can then cover a large spectrum of applications both economically and efficiently.

The modular product system currently comprises multiple intelligent double inverters (DCU), two different DC/DC converters (PSU) and various combination modules. The double inverters are each equipped with two motor or generator outputs in the power range from 7.5-60kWp. The inverters can be used to control synchronous and asynchronous motors (three-phase, with or without feedback). They are therefore suitable for controlling (in V/f or vector operating mode) both

auxiliary equipment and smaller traction drives.

The platform modules are accommodated in a uniform housing and can be stacked to save space and enable high-density integration. A cover protects the module terminals against jets of water. The modules have a CANopen interface and a J1939 interface for diagnostics such as Unified Diagnostic Services, and can be easily analyzed with an external diagnostics device and integrated into an overall diagnostics concept. A wide range of sensors, such as temperature, digital I/Os and rotary transducers can also be connected. Developers can carry out improvements and maintenance with greater ease and specificity.

Unlike many inverters available on the market, all the devices from the

Mobile portfolio have been specially designed for use in commercial vehicles, as was the preceding generation, the MCB series. The new devices have been certified to ECE R10 and meet the quality standards required in commercial vehicles, as well as in vehicles used for construction and mobile working machines, while satisfying the requirements regarding the specific use profiles of such vehicles. The Mobile platform is available for series production.

The Mobile products feature two independent controllers. Manufacturers of commercial vehicles can use them to flexibly adapt their systems to the individual configuration and operating conditions of the application in a bus, lorry or other commercial vehicle. The experts at Lenze

Schmidhauser can help them with system integration and, if necessary, also modify software and hardware.

Lenze Schmidhauser is offering a generation of multi-inverters, which have been specially designed and certified for use in commercial vehicles. The Mobile platform is designed as an automotive drive controller module and enables manufacturers to put together the appropriate drive solutions for auxiliary-component operation and energy management quickly and without complication. Thanks to its scalability and combinability, the new series covers a wide range of applications.

A modular platform of multi-inverters and DC/DC converters offers flexibility in the supply and control of auxiliary components in commercial vehicle automotive applications

The Mobile product family (left) offers scalability and combinability to address various applications with only one platform

FREE READER INQUIRY SERVICETo learn more about Lenze Schmidhauser, visit: www.ukipme.com/info/ev

INQUIRY NO. 505


Ultra-fast Switching, Rugged 600V High Frequency IGBTs

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Above: Lear is now on its fourth generation of onboard chargers, such as this 3.3kW model. The company currently has plans for a 7kW charger

Below: The acclaimed Lear cord set is suitable for home charging applications






Power delivery solutions

The level of electrification in vehicles continues to

increase, driven by strict mandates for fuel efficiency and emissions. To satisfy this demand, Lear, a global leader in automotive electrical distribution and seating, has invested a great amount of effort to bring innovative products to market for OEMs around the world. The company has a full range of products in series production that include charging, energy management and power distribution systems.

In order to deliver power to the vehicle, Lear offers a full range of cordsets and wall stations that are certified to meet all necessary market standards and are delivered to OEMs in all major global regions. These products interface with another of the company’s parts – the vehicle receptacle. Lear is vertically integrated in terminal design and manufacture, and these critical parts were specifically designed to exceed 10,000 mating/unmating cycles in order to guarantee trouble-free lifetime for the end consumer.

Lear has a huge amount of production experience with these new technologies and has already launched more than 20 production programs with global OEMs. Lear is continuously improving on the size, weight, efficiency and cost of its designs by applying the latest technological innovations. The company is now in its fourth generation of onboard charger designs and anticipates launching a 7kW charger that is industry-leading in terms of size, weight and overall efficiency.

Beyond consistently looking to refine existing products, the Lear team devotes a considerable amount of resources to cutting-edge research. “We are always

working diligently on new applications and anticipate discussing our future in the EV space in greater detail soon,” says Steve Bull, Lear’s UK-based European advanced sales manager for electrical distribution systems products.

In addition to the more complex products, Lear designs and manufactures a line of high-voltage (HV) and high-current terminal systems. The Lear 14.5mm female terminal is capable of an industry-leading 250A when used with 50mm2 wire. The 6.35mm terminal is capable of 165A on 25mm2 wire. As a result of the patented technology, regular 8mm terminals can be replaced with smaller, lighter, 6.35mm sizes, resulting in even higher current-carrying capability. Due to superior performance, Lear’s high-power terminals are much sought after by global OEMs for high-power applications. Terminal designs have also been adapted to use lighter aluminum instead of copper, achieving both cost and weight savings.

Lear also focuses on validation, which drives it to go beyond OEM requirements for durability and reliability, and each product goes through punishing electrical, mechanical, thermal and environmental tests before being declared ready for production. This attention to detail ensures the long-term success of these new technologies in the marketplace.

Founded in Detroit in 1917, Lear has established a global footprint of 221 facilities in 36 countries on 6 continents and provides electrical content and seating on every vehicle segment from compact cars to sport utility vehicles. Serving all of the world’s major auto makers, Lear is a Fortune 200 company headquartered in Michigan, USA, and is listed on the New York Stock Exchange as ‘LEA’.

From wire harnesses, smart junction boxes and terminals, to connectors and selected electronics, electrical distribution systems can reduce weight, complexity and material costs

FREE READER INQUIRY SERVICETo learn more about Lear, visit: www.ukipme.com/info/ev

INQUIRY NO. 506


high speed solutions for next-generation electric and hybrid powertrains

http://www.mavelpowertrain.com

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Current-excited motors

A wide range of motor topologies can be used as

exclusive drive motors in electric vehicles. At present, the most popular are permanent magnet and induction motors. However, for several reasons, the separately excited synchronous motor (also known as a current-excited or electrically excited motor) is also a very promising technology for future traction drives. Indeed, the presence of a coil in the rotor offers several key advantages.

First, the motor does not contain any rare earth permanent magnets. The price of rare earth materials has been very unstable over the past few years, with permanent magnets frequently representing a considerable share of manufacturing costs. In addition, rare earth extraction often has environmental consequences around the mining area.

Second, as a short burst of high current can be fed into the rotor, a higher peak torque density can be achieved. The peak torque is practically only limited by the power electronics that feed the stator and rotor coils of the motor.

Third, rotor current regulation provides a very high power factor, enabling excellent inverter utilization. In other words, the separately excited motor delivers the highest output power for a given inverter current and battery voltage.

Fourth, appropriate rotor excitation regulation produces an outstanding power curve. In fact, the current-excited motor delivers an almost constant power output above the corner speed.

To conclude, the separately excited motor is highly efficient at low torque. Correct selection of the rotor current also means efficiency can be optimized for low power operating points, which are used most during conventional drive cycles.

In spite of its advantages, the system architecture of a current-excited motor is more complex compared with other popular motors. In fact, it requires a power transfer system to feed the rotor coil with the appropriate current. To achieve this, carbon brushes combined with slip rings are usually

employed. However, these elements are prone to wear and produce large amounts of dust inside the motor. Fortunately, it is possible to solve this issue by designing a rotating transformer to transfer power to the rotor coil without the need for contacts.

Swiss company Brusa Elektronik AG has developed and tested a brushless current-excited motor whose power is transferred without contacts to the rotor coil through a rotating transformer, resulting in practically no wear and no dust formation. As mentioned, the challenging system architecture of the current-excited motor consequently results in higher costs

for small production volumes. Current efforts are therefore being directed toward reducing manufacturing costs. For high production volumes, especially given the absence of permanent magnets, this topology could become really affordable. In addition, this motor requires fewer raw materials thanks to its high torque density. Furthermore, optimized inverter utilization allows a reduction in power electronics requirements and, consequently, their cost.

FREE READER INQUIRY SERVICETo learn more about Brusa Elektronik AG, visit: www.ukipme.com/info/ev

INQUIRY NO. 507

The brushless, separately excited synchronous motor requires no rare earth permanent magnets, and offers an alternative power source for electric vehicle traction drives

Charting the power and torque curves of the Brusa brushless separately excited synchronous motor for a phase current of 450Arms and a battery voltage of 400V

The Brusa brushless separately excited synchronous motor SSM1-6.17.10-B01


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TE ConnectivityProduct Information Center +49 (0)6251 133-1999

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TE Connectivity, TE, TE connectivity (logo) and EVERY CONNECTION COUNTS are trademarks.

TE’s only obligations are those stated in TE’s General Terms and Conditions of Business (http://www.te.com/aboutus/tandc.asp). TE expressly disclaims any implied

warranty regarding the information contained herein, including, but not limited to, the implied warranties of merchantability or fitness for a particular purpose.

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THE PERFECT COUPLE

With more than 50 years of experience in high-voltage connections,TE Connectivity is the right partner for reliable and secure charging of hybrid and electric vehicles. Our charging cables and connectors are tailored to the needs and requirements of the automotive industry.

That‘s how we enable electric mobility.

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Analyzing heat generation

As thermal management is crucial in obtaining high-

performance and long-lasting batteries, battery manufacturers and auto makers invest a lot of resources developing complex numerical simulations to get a rough idea of the heat released by their batteries. These numerical models have to account for many assumptions. If real measurements are not used to validate the models, the results may be erroneous and costly due to poor design, performance or safety issues.

The Isothermal Battery Calorimeter, IBC 284, jointly developed by Netzsch Instruments and the US Department of Energy’s National Renewable Energy Laboratory (NREL), is the result of a fruitful collaboration between two of the most important experts in their respective fields.

Calorimetry is the science of measuring heat and is the only technique that can answer the question: “How much heat do I need to remove in order to keep my battery at its optimal temperature?”

As an example, a single pouch cell from the Chevy Volt battery pack was evaluated. The test

pouch cell was tested using a standard CC/CV protocol from 2.5V to 4.15V at 1C (cut-off 750mA). Comparing the three curves in the graph, we also notice a difference in the behavior of the battery depending on the temperature environment. Efficiency at 0°C and 40°C is lower than observed during a discharge; the heat generated is just 417mW higher, which increases the efficiency from 94.69% at 0°C to 98.72% at 40°C.

By using the brand new IBC 284, developed by Netzsch Instruments and NREL, thermal management systems design becomes much more accurate and optimized. Using an accurate calorimeter to measure battery heat-loads during cycling can improve performance and safety of both the cell and the vehicle.

Using a precision calorimeter to measure battery heat generation at different temperature conditions can prevent over-designing and reduce development costs

FREE READER INQUIRY SERVICETo learn about Netzsch Instruments, visit: www.ukipme.com/info/ev

INQUIRY NO. 508Charting the average heat release in lithium-ion pouch cells Charting the total testing charge and discharge efficiency

released by the Li-ion pouch cell over a standard 1C discharge (15A) from 4.15V to 2.5V is 1,327mW (2.37% of total energy) at 40°C, and 5,607mW (10.84% of total energy) at 0°C. The IBC 284 is also sensitive enough to monitor increases in the rate of generated heat, at the end of the discharge, that is independent of the temperature. Charge of the Li-ion

The IBC 284, developed by Netzsch Instruments and the National Renewable Energy Laboratory

results underline the importance of keeping the battery pack at the right temperature by implementing an engineered thermal management system. Referring to the graph above (Figure 1), the average heat

Figure 1 (above): Chevy Volt pouch cell heat production held isothermally at 0°C and 40°C. These results show the heat signature during typical charging and discharging operation. This data is key for the overall thermal management engineering


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Offboard battery charging

A cure for range anxiety among commercial EV users?

Toyota Motorsport (TMG) may have found the solution with its innovative offboard charging technology.

As part of the Cologne-based company’s wider strategy of infrastructure development and EV research, TMG has enhanced its existing off-grid quick charger, originally designed for motorsport applications, to charge electric road vehicles.

Now companies running a fleet of commercial EVs can ensure peace of mind for themselves and their drivers with a rescue service in the event of unexpected power loss due to forgetful drivers, sudden changes in climatic conditions, or accidental draining of the battery.

TMG’s offboard charging technology is mounted in a Toyota Hiace van, which can be scrambled to any EV in need and can provide enough charge to get the EV to the next scheduled charging point in just a few minutes.

The battery-to-battery recharging unit was originally designed, using direct current, for race car applications. But to expand its potential, modifications have been completed which now enable the charging of the vast majority of road-going EVs with alternate current.

True to its motorsport heritage, TMG demonstrated the technology at the 22km Nürburgring in Germany by charging a standard Toyota Prius Plug-In to enable it to complete a full lap of the track on electric power alone.

TMG’s executive coordinator of strategic EV development, Claudia Brasse, explained the background to the development: “It is important not only to deliver technically appropriate EV solutions, but also to consider the human factor. Range anxiety is still a consideration and human beings are not fully

reliable; lights can be left on, charging indicators misread, or chargers incorrectly used.

“Any company with a large fleet of EVs runs the risk that unforeseen circumstances will leave a vehicle out of charge and unable to continue its work for an unpredictable amount of time. In the worst-case scenario, this means a vehicle stranded away from the company and out of reach of other charging options. With the TMG offboard charger, any disruption – and cost – is kept to a minimum, while everyone concerned knows they have a safe and reliable solution to quickly get the vehicle back into service.

“There are many uses for the offboard charger,” Brasse added. “But the essence of this technology is that we can now provide power supply independence. I am sure we will see many interesting uses of such technology as our development continues.”

TMG is already offering this offboard charging technology to customers and expects strong interest from the commercial sector,

particularly among courier and delivery companies.

Other potential applications under investigation include usage as a replacement for diesel generators, particularly in circumstances when the noise, smoke and smell of a generator disrupts other activities or even creates a health hazard.

This latest development from TMG, which has benefited from a dedicated research and development team since 2007, is part of a wider move to address challenges facing the EV industry through innovative solutions.

Other projects underway in Cologne include smart charging for large EV charging stations to ensure consistent supply even with high demand by utilizing intelligent distribution, which reduces spikes in usage and avoids the need for costly additional infrastructure and surcharges for electricity use during peak periods.

Enhancements to an off-grid quick charger offer a deliverable solution to unexpected battery drain, and can reduce range anxiety among commercial electric vehicle users

A van-mounted quick charger can be delivered to commercial electric vehicles that have suffered unexpected power loss

FREE READER INQUIRY SERVICETo learn about Toyota Motorsport, visit: www.ukipme.com/info/ev

INQUIRY NO. 509Enough power can be delivered for the stricken vehicle to reach a charge point


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Vibration reduction

The majority of range extender power packs use

low-cylinder-number reciprocating engines – typically two- (flat twin air), three- and four-cylinder in-line configurations. These engines have a typically high output/inertia ratio, which makes them very active in terms of torsional vibration.

The generator inertia is the dominant inertia in the power pack, so the connection of the two is a challenge to the driveline engineer. Not only is it necessary to design the drive connection for steady-state conditions, frequent stop/start duty is also a major requirement.

Torsional vibration has its similarities to linear vibration, in that a torsionally flexible drive coupling works for a torsional vibration system in a parallel way as engine mounts work for the isolation of the engine linear vibration to the vehicle. This isolation considerably reduces the torsional vibration conditions in the generator and will extend the life of it.

Figure 1 shows the vibratory conditions of a rigidly coupled

generator and a flexibly coupled generator at the generator rotor.

Figure 2 shows the vibratory torque in the generator shaft. The rigidly connected generator has a severe torque reversal – in the region of three times the mean torque. Some motors/generators use spline shafts, principally for the motor function on hybrid drives, which translates badly for the generator function. Splines are very susceptible to wear when subject to high vibratory torque reversal. In car engines, the torque reversal is higher as the engines have a very high power-to-weight ratio, which could also be expressed as a very high vibratory power-to-inertia ratio, further aggravating the problem and also challenging the flexible coupling design.

While two mass flywheels work on a normal automotive driveline, the downstream driven inertia is less than a generator, and while it has the advantage of all-metal construction and is able to withstand the elevated

temperatures, the springs are vulnerable as they were not designed to cope with high-inertia, impulse loads.

Heavy vehicle hybrid drives use industrial engines and the vibratory conditions in these applications are

lower and, therefore, can be solved with rubber couplings.

Reducing the torsional vibratory loads within the generators of hybrid range extender power packs can help to increase the life of a generator

Figure 1: Outlining a comparison of the vibratory conditions (observed at the generator rotor) of a rigidly coupled generator and a flexibly coupled generator

FREE READER INQUIRY SERVICETo learn about Centa Transmissions, visit: www.ukipme.com/info/ev

INQUIRY NO. 510

Figure 2: Vibratory torque in the generator shaft and vibratory amplitude at the generator. Isolation can reduce torsional vibration and extend the life of a generator

Torsional vibration diagram

Torsional isolation of generator by flexible coupling


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Hybrid vehicle simulation

In complex powertrain development, 0D simulation

is the right approach for saving time and money. D2T has recently helped a major car manufacturer to evaluate and optimize an innovative hybrid powertrain concept for the specification of a concept car.

The goal was to design a hybrid plug-in vehicle with very low CO2 emissions but high dynamic performance, by using an engine equipped with turbo-compound technology, as seen in Formula 1, coupled with a powerful high-speed electric motor.

The system was complex as each component needed to be optimized, as did the energy supervision. For that purpose, a 0D simulation approach was used, delivering fast computation times and efficiency in the iterative process of powertrain optimization.

As a first step, and thanks to its specialized tools (xMOD and classic market system simulation software), D2T specified each component of the turbo-compound by matching turbine, compressor and electric motor to a goal of more than 15% energy recuperation from exhaust gas by the turbo-generator unit. This was achieved by optimizing the engine operating point, as well as the choice of compressor and turbine, and enabled a dramatic estimated reduction in consumption of up to 30% when using the engine at high power.

Once this critical part was realized, an overall powertrain optimization was undertaken in order to reach both consumption and dynamic requirements. A key part of this optimization was to minimize the battery size and weight while keeping sufficient capacity to meet CO2 requirements, and sufficient discharge power to meet dynamic requirements.

The electric motor and gearbox were optimized for maximum performance, including a high peak vehicle speed, and a short acceleration time of 0-50km/h in full electric mode.

Energy supervision was also a big issue: considering a large number of driving strategies, which should be selected to optimize the energy management in order to lower consumption? To address this concern, D2T proposed a particular workflow: a specific in-house tool, Hybrid Optimization Tool (HOT), was used to optimize the torque partition between each component, following different types of cycles for various states of battery charge. HOT was then used to generate specific energy management strategies to optimize vehicle energy consumption.

A mode was also added to optimize vehicle performance on the track. Maximizing the use of each component without discharging the battery means the driver always has the same torque available from the vehicle on each lap. Simulations have been carried out to validate this strategy on the Nürburgring Nordschleife, considered one of the world’s most challenging circuits. The results showed encouraging lap times, despite the relatively high weight of the vehicle due to its hybrid components. This was achieved thanks to electric power coming from the turbo generator unit at high power and by reduced response time of the turbocharger during the acceleration phase.

Thanks to the optimization of each part of the powertrain, an initial selection of each component was

made, while energy supervision for this complex vehicle was also roughly determined. These tasks were achieved in a few months, leading to a fast and cost-effective pre-development of this balanced, highly dynamic, low CO2 emission hybrid vehicle.

This project highlights how system simulation, when coupled with expertise and proficient workflow, can support vehicle design in general, and hybrid vehicle design in particular. This example demonstrates how D2T’s Virtual Powertrain Engineering Department has applied this process for a major car manufacturer.

Using 0D simulation in the optimization of a high-performance, low-emission hybrid powertrain achieved substantial reductions in development time and cost

FREE READER INQUIRY SERVICETo learn more about D2T, visit: www.ukipme.com/info/ev

INQUIRY NO. 511

Applying 0D simulation during powertrain optimization can substantially cut development time

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Electric taxi prototype

Particularly in Africa and Asia, the search for work is bringing

more and more people to urban centers. The infrastructure of such cities needs to be adapted to the growing number of inhabitants.

Car exhaust fumes on the overcrowded streets are major contributors to the high level of air pollution in these large cities, while noise pollution places an enormous burden on people. For these reasons, there is a need for efficient and clean transportation systems.

Electric vehicles could be the solution to many of the problems caused by the transport infrastructure in megacities. These vehicles have no emissions and their motors are extremely quiet.

Researchers from Singapore-based TUM CREATE have developed an electric taxi that has been tailored to meet the requirements of tropical megacities. TUM CREATE is a joint research program of the Technische Universität München (TUM) and the Nanyang Technological University (NTU), and receives strong support from the Singapore National Research Foundation. It is part of the Campus for Research Excellence And Technological Enterprise (CREATE) program.

The EVA project was launched by TUM CREATE in late 2011 with the aim of developing an electric taxi, specifically for use in Singapore. After two years, the team was able to present the prototype at the 43rd Tokyo Motor Show in 2013.

Singapore is home to approximately 5.3 million people and has a total land area of 712.4km2. Owning a car is associated with high costs, so most people use the city’s sophisticated public transportation network to get from one place to another. Any gaps in the system are filled by the

approximately 27,700 taxis in the city, which generally make only short trips. Although taxis make up less than 3% of Singapore’s vehicles, they account for 15% of all trips taken in the city. Many taxis operate 24 hours a day, traveling an average of 520km during this period of time.

Until now, the technology was such that electrically powered vehicles were only partially suitable for use as a taxi. Their reach was very limited, and battery charging could take up to eight hours. For taxi companies, whose vehicles sometimes operate continuously around the clock, such a vehicle would simply not be an option.

The researchers developed a quick-charge system for EVA. The battery has a capacity of 50kWh, of which 35kWh is needed for the quick recharge. The battery is designed to be charged to 70% in 15 minutes, which means enough energy to travel a distance of at least 200km.

A voltage of up to 450V and a current of up to 360A are applied during the charging process, which generates heat in the battery. To prevent this from affecting the service life of the lithium-polymer battery, the researchers developed a cooling system that comprises three different components. An active water-cooling system and a climate compressor keep the temperature low in the 216 pouch bag cells. Furthermore, the cells are coated with a phase change material that behaves much like wax: if the temperature rises, the material becomes liquid and absorbs the excess energy.

For safety reasons, a battery management system (BMS) from the company Sensor-Technik Wiedemann has been installed. The BMS constantly measures the voltage and temperature of the lithium-polymer cells and additionally monitors battery current and the insulation resistance. The BMS uses this measured data to

precisely calculate the battery’s level of charge and power abilities at any given time.

An electric motor drives the front wheels of EVA. The power of the motor is limited to 60kW so that it would be in line with the requirements of urban traffic. The speed limit in Singapore is 90km/h.

It goes without saying that a taxi without air-conditioning would not be conceivable in Singapore. However, to save energy, researchers have developed a zone-based air-conditioning system for EVA. Each seat in the vehicle has its own zone in which the cooling can be regulated.

As yet, EVA is still only at prototype stage. TUM CREATE is looking for partners from the automotive industry to be able to implement this project.

A research program to design an electric taxi for use in Singapore has developed a number of technologies that could be implemented in tropical urban environments

FREE READER INQUIRY SERVICETo learn about Sensor-Technik Wiedemann, visit: www.ukipme.com/info/ev

INQUIRY NO. 512

The battery management system (above) inside the EVA project’s electric taxi vehicle continuously measures cell temperature, battery current and insulation resistance

a number of technologies that could be implemented in tropical urban environmentsa number of technologies that could be implemented in tropical urban environments


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Battery testing facility

On April 30, 2014, the New York Battery and Energy

Storage Technology Consortium (NY-BEST) and DNV GL (formerly DNV KEMA) opened the Battery and Energy Storage Technology Test and Commercialization Center (BEST T&CC) in Eastman Business Park, Rochester, New York.

The new US$23m center provides a suite of test, validation and independent certification capabilities that are necessary to introduce new energy storage technologies into the marketplace and accelerate integration of renewable and distributed energy.

The center was created through a partnership between the NY-BEST (a consortium of more than 130 industry, academic and government partners) and DNV GL (a global company with extensive energy advisory, testing, inspection and certification expertise).

DNV GL was selected due to its strong heritage in global testing, inspection and certification at its laboratories in the USA and Europe, as well as its expansive capabilities in the electric grid and renewable energy consulting business.

The BEST T&CC’s mission is to encourage innovation and development of critical energy storage technology in order to improve reliability and resiliency in electrical grid and transportation applications. The vision for the center is to establish the BEST T&CC as a world-class testing and commercialization facility and thereby establish the state of New York as a center for advanced energy storage solutions that attract new private sector investments.

For the design and setup of the lab, BEST T&CC worked with PEC, a global manufacturer of accurate cell and battery test equipment and cell formation systems. PEC

supplied all battery test equipment for the NY-BEST facility, as well as the LifeTest laboratory management software. LifeTest schedules and controls the cell, module and pack testers, the climate chambers and the auxiliary IO. The software also manages and consolidates the results from different test systems into the central LifeTest server for reporting and data analysis.

The center is using PEC’s latest product, the advanced ACT0550 cell tester, which will be used to support cell testing, from the µA range up to measurements of thousands of amps. The center will also feature PEC’s SBT2050 and SBT10050 systems, which will be used for testing modules and battery packs up to 100V and 600A.

Additionally, the center has the capability to test complete battery

packs designed for transportation and grid-scale technologies up to 1,000V and 500A on PEC’s SBT1000500 tester.

The electrical test equipment is also combined with environmental chambers for setups that can freeze or heat energy storage devices from -45°C to +85°C, with sizes ranging from 0.45m3 all the way up to full-size walk-in units of 31m3.

These chambers are controlled by the PEC cyclers to provide a single interface for programming, executing and reporting complex testing procedures. This functionality ensures the automated thermal cycling is completely synchronized with the electrical testing of the cells and batteries.

The center’s grand opening event included a press conference with NY-BEST executive director William

Acker and DNV GL executive vice president Hugo van Nispen, as well as New York state government leaders, including Lieutenant Governor Robert Duffy and John Rhodes, president and CEO of the New York State Energy Research and Development Authority.

The event’s attendees, who numbered more than 150, included representatives from energy storage and battery-related industries, leading universities and entrepreneurs, who all received guided tours of the facility and learned first-hand about the center’s extensive capabilities.

A new battery and energy storage technology center in New York aims to attract private sector investment to the state by offering testing, validation and certification facilities

The testing facilities at New York’s recently opened Battery and Energy Storage Test and Commercialization Center

FREE READER INQUIRY SERVICETo learn more about BEST Test & Commercialization Center, visit: www.ukipme.com/info/ev

INQUIRY NO. 513


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Vehicle sound simulation

Effective vehicle sound design requires the involvement of

many people, all interested in different aspects of vehicle design. Their input must be effectively captured, and used to create targets for the vehicle sound on which they all agree. They all have differing levels of technical understanding and their own independent, subjective way of understanding and communicating their preferences. Even NVH engineers can struggle to really appreciate the full consequences of design decisions from abstract numerical calculations – and it’s a concept that managers, marketing people and contributing customers also struggle to understand. They can all benefit from a method of trialing sound targets intuitively.

With an NVH simulator, interested parties can drive competitor vehicles and previous models in a real-time computer simulation. Here, they can experience every aspect of the vehicle model’s acoustic performance in high fidelity, with every dynamic aspect of driving sound such as acceleration, deceleration and gearshifts faithfully recreated. By switching between

different models, they can compare and modify at will – until they create a target sound model they like. This sound model can then be tested in jury analyses using special voting tools that quantify subjective preferences, giving NVH engineers the input they need to tweak targets and achieve a consensus.

Experiencing the sound of vehicles together with a visual

simulation affects the decisions of the respondents. Rather than listening to an abstract sound in isolation, where they focus more on the sound itself, total immersion with both sight and sound typically causes them to be less critical, as the sound is experienced in the correct context. It is with this in mind that Brüel & Kjær has developed a simulation tool that allows NVH engineers to recreate detailed vehicle models in the best context possible – on the road, in a real vehicle.

Brüel & Kjær’s VSound system takes the target vehicle model and uploads it to a mule vehicle, where it can be experienced. The simulator responds precisely to the driver’s input, and maps the uploaded sound model in real time, so the occupants experience an accurate recreation of the virtual sound model that corresponds to the driving experience. The system can use the vehicle’s standard speaker system, and supplement it with extra speakers as necessary, or it

can use open-backed headphones. As well as giving a full-context trial of sound models, NVH engineers can incorporate sound models into the private vehicles of stakeholders such as managers – enabling them to experience sound models effortlessly and conveniently, and in a very familiar context.

During the development process for achieving those targets, the NVH simulator offers regular auditions of design alterations. Sound models can incorporate sound source strength data and transmission path data, and can be mixes of test and CAE data. These alternative models can then be quickly uploaded to the VSound system for trialing of design alternatives at any stage of development – securing management buy-in, and enabling instant comparisons with the initial sound model targets.

Virtual vehicle sound models at any stage of development can be experienced in asimulator, or on-road in a mule car, combining data from real-world testing and CAE

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INQUIRY NO. 514

The VSound system allows vehicle sound models at any stage of development to be experienced in a mule vehicle, offering on-road context for further analysis

The sophisticated desktop NVH simulator delivers an immersive context for different sound models to be trialed and altered


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The HSM20 is the smallest motor in TM4’s Motive series. It is available at different voltage ranges and can be used as a traction motor in light-duty applications or as an auxiliary motor in commercial vehicle applications


High-speed powertrains

A wholly owned subsidiary of Hydro-Québec established in

1998, TM4 develops and produces electric and hybrid powertrain systems that are generally targeted at platforms from passenger cars up to commercial trucks and buses. The first units of its Motive series of high-speed electric powertrain have been in production since 2009, but as a company driven by innovation, TM4 has never stopped enhancing its capabilities and extending the scope of its potential applications. Thanks to new products and innovations having been incorporated into this product line, TM4 will now extend its reach into many new promising markets.

Building on a tradition of quality, performance and innovation, TM4 has managed to completely redefine its Motive high-RPM series of electric powertrains for cars and light-duty vehicles. As a matter of fact, the Motive series now consists of three motor variants with better performance than ever. For instance, by integrating new innovative technologies, TM4 has managed to increase its torque ratings by 50%, while retaining the same weights and dimensions. Based on a common diameter, these motors are paired with a choice of low- (<144V DC),

in both of these voltage ranges. This product, which entered mass production in 2013, has been proven in a number of high-profile projects. It is not only used with TM4’s own motors, but with those of many other electric motor manufacturers. Since its launch, it has received praise for being one of the most affordable yet technologically advanced off- the-shelf inverters on the market. This is, in part, a result of TM4’s proprietary Reflex gate driver technology, which allows it to provide, in some conditions, up to 100% more current than competing products while using the same IGBT modules.

TM4 is currently working with several OEMs, vehicle integrations and technical centers in North America, Europe and Asia on several types of electric and hybrid off-road, marine, automotive and

commercial vehicle applications. Production is undertaken at TM4’s Canadian facility in Boucherville, as well as at Prestolite E-Propulsion Systems in Beijing, China. These facilities are all equipped with high-volume, flexible and automated production lines, as well as a large range of dynamometers and test cells in order to conduct full validation and certification of electric and hybrid powertrains, including electromagnetic interference/electromagnetic compatibility. Other products offered by TM4 include its Sumo series powertrains, which combine TM4’s leading controller technologies with highly efficient direct-drive motors for commercial vehicles and buses.

FREE READER INQUIRY SERVICETo learn more about TM4, visit: www.ukipme.com/info/ev

INQUIRY NO. 515

The integration of new technologies into an established range of high-RPM electric and hybrid powertrains opens the door to a number of vehicle applications

medium- (<450V DC) or high-voltage (<750V DC) inverters, therefore providing a wide range of electric vehicle propulsion systems. These compact motors can also be used as auxiliary motors inside buses and commercial vehicles.

In order to provide such combinations, TM4 has developed a brand new MOSFET-based motor controller and inverter unit, the CMW-96V, which delivers some of the industry’s highest current ratings in its category. In fact, this new inverter manages to deliver an unmatched 850Arms of peak current in a compact package, making it perfect for high-performance applications in light-duty vehicles. Whether it is for an on- or off-road application, this new product will meet TM4’s automotive quality standards, given that ISO 26262 road vehicle functional safety standards have been taken into account during its development. In the low-voltage market (<144V DC), TM4 will be one of the few companies to be able to offer fully optimized motor and controller sets, as it designs and manufactures both systems.

The medium- and high-voltage motors available with this product line are driven by TM4’s proven CO150 inverter platform, available

The MOSFET-based CMW-96V controller delivers high current ratings, and is targeted at high-performance applications

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The MOSFET-based CMW-96V controller delivers high current ratings, and is targeted at high-performanceapplications


PRODUCTS & SERVICES

IGBT thermal management solutions can be customized to meet specific performance requirements in a low-cost, lightweight package


IGBT cooling solutions

As it is, electronics in all automobiles should be

reliable and maintenance-free for the life of the vehicle. But for electric and hybrid vehicles, electronics must withstand high-power, high-heat situations, which require liquid cooling. So it is no surprise that this cooling method demands careful technology development, as well as long-term material reliability and compatibility evaluations to ensure consistent operation, efficiency and performance. Despite these specialized requirements, OE customers continue to expect high-volume manufacturing, low costs and precision-quality components.

Dana has leveraged its long-standing expertise in heat transfer solutions through the company’s Long brand of thermal management products to develop innovative aluminum components for cooling insulated gate bipolar transistors (IGBTs). Even though copper was traditionally used in automobiles for decades due to its excellent thermal performance, it has taken a backseat to lighter, lower-cost aluminum solutions.

IGBT packages are also moving away from standard electronic solutions. Now the industry is leaning toward custom designs that feature newly developed semiconductor materials. But tailored packages require innovative heat-management devices that meet key customer demands, including lower costs, higher quality and reduced weight.

Dana’s aluminum IGBT cooling designs provide a competitive solution, offering efficient cooling, reduced fuel consumption, corrosion resistance, and even recyclability. The optimized design provides the thermal performance and high-heat transfer demanded by electric and hybrid vehicles.

Additionally, Dana has integrated many features into the product that address these industry requirements. Since the market is trending towards customized thermal solutions with higher current density semiconductor materials, Dana engineers will determine the thermal resistance. Dana then designs a unique cooling device, specifically suited to meet these individual requirements.

Power electronics engineers are also looking to achieve high-cycle durability against thermal fatigue. Overheating of the IGBT die can lead to delamination of internal layers and eventual failure. Dana’s cooling solution ensures the maximum junction temperature is limited by maintaining the appropriate delta across system

layers. Furthermore, the innovative compact design cools both surfaces of the power module chip, which is necessary for achieving optimal performance.

“We’re not just attaching a catalog heat sink to IGBT products; we custom design our device to meet a specific set of performance requirements, all in a compact, lightweight package,” says Nick Kalman, technical business development manager for the Dana Power Technologies Group.

In order to create such precision cooling products, Dana uses fluxless, continuous aluminum brazing, rather than messy flux brazing. Flux brazing is known to interact with coolants by adding salts and ions to the stream, which eventually leads to a build-up of conductivity. Dana’s proprietary fluxless brazing process produces clean parts by eliminating contaminants to keep cooling streams at low conductivity levels.

By working with electronics manufacturers, Dana ensures that the IGBT interfaces with all vehicle components. The company’s engineers have improved bonding capabilities for integrating interface layers and creating a better connection to optimize heat transfer. Additionally, achieving a high degree of flatness is crucial for component interfacing. Without this flatness, the die could overheat. But by reducing contact resistance, Dana has improved the heat transfer rate, which has a significant impact on vehicle reliability.

Through collaboration with electronics companies, Dana can develop unique solutions, tailored for manufacturers to optimize the performance and efficiency of electric and hybrid vehicles.

Custom-designed, higher power density IGBT chips with integrated cooling offer efficient, precise and low-cost solutions to high-power, high-heat situations

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Typical stack

Future stack

Collaboration between Dana and electronics manufacturers enables development of innovative components for future heat stacks that feature fewer internal layers

layers. Furthermore, the innovative

Collaboration between Dana and electronics manufacturers enables development of innovative components for future heat stacks that feature fewer internal layers


PRODUCTS & SERVICES

The crescent-moon sensor and trigger wheel design of EMPOS allows it to adapt to electric motor topology, size and the number of pole pairs


Eddy-current rotor sensor

The race is on to extend the driving range of electric

vehicles. One way of doing this is to increase the efficiency of electric motors. Optimized motor control can boost efficiency, but requires precise measurement of the rotor position. For this reason, EFI Automotive has developed an Electric Motor Position Sensor (EMPOS) that provides a number of advantages over traditional sensors. Less than 10mm thick and weighing under 100g, the sensor can be easily integrated in HEV and EV applications. Its sealed package is designed to keep out water, oil and pollution. With no ferromagnetic parts, it is insensitive to EMI, eliminating the need for sensor and cable shielding. In addition, the trigger wheel has been designed to keep production costs down.

Based on eddy-current technology, the working principle of EMPOS is quite similar to that of a resolver. However, the excitation frequency is much higher, typically a few MHz, making it possible to use printed circuit air coils instead of heavier coils wound on ferromagnetic materials.

An application-specific integrated circuit (ASIC) generates the excitation signal and hosts the entire signal treatment chain, including both analog (amplification, demodulation, filtering and sampling, for example) and digital (including calculations and digital filtering) processing. The ASIC also provides diagnostic functions to avoid false position information in the event of any single failure.

The ASIC is soldered directly onto the sensor PCB to provide short signal paths for high-frequency analog signals. The position signal and a diagnostic signal are transmitted to the motor controller via either an analog or a digital serial

interface. The digital interface ensures no loss of accuracy due to ADC accuracy, noise and EMI.

All required electronic components, including the ASIC and passive SMD components, are directly soldered onto the sensor PCB, packaged in a sealed plastic housing with either a cable output or integrated connector.

With its crescent-moon design, EMPOS adapts easily to electric motor topology, size and number of pole pairs. Thanks to flexible PCB technology, the PCB size is adjusted according to the inner diameter of the shaft, and the period matches the number of pole pairs. The sensor is bolted to the motor stator, while the trigger wheel is press-fitted or bolted to the rotor.

The ASIC is compatible with three electrical interfaces. The digital interface offers the highest system performance-to-cost ratio, but two analog interfaces are available for compatibility with existing motor control units.

Integrated signal processing provides error compensation at high speeds for better motor control. In this way, EMPOS offers high accuracy, fully compatible with EV and HEV applications, at speeds up to 200,000rpm. It is insensitive to pollution, EMI, vibration and positioning errors, can measure the true absolute position at power-on, and is available for through-shaft or end-of-shaft designs.

The EMPOS rotor position sensor benefits from the long experience of EFI Automotive in all leading sensor technologies. The company has extensive know-how in electronic components, assembly technologies and package design for sensors and actuators used in the most demanding automotive environments. With its small size, insensitivity to EMI and high accuracy, this cost-effective solution is designed for easy and reliable integration in HEV and EV

applications. The EMPOS rotor position sensor offers a major breakthrough in the drive to improve electric motor control and efficiency. Prototype sensors are available from EFI Automotive for testing on customer facilities, and mass production is scheduled to begin in early 2015.

A new sensor employs eddy-current technology to accurately measure rotor position, cutting cost and EMI sensitivity compared with resolver-based solutions

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PRODUCTS & SERVICES

Conformal coatings

The days when automotive systems were primarily

mechanical in nature are nearly gone, as electronic systems and components have paved the way for more advanced, safe and sophisticated vehicles. While advanced technology is desirable, challenges to protect these systems arise as many of the components are smaller than ever and are formatted in highly complex packages. These components and systems also require advanced protection from rugged use and harsh environments.

The protection afforded by Parylene in military, aerospace and electronics industries also extends to automotive parts, electronics, systems and subsystems. For more than 40 years, Parylene has provided automotive components with excellent dielectric barrier protection, in addition to protection from chemicals or moisture that could affect the performance and the life of systems. Parylene offers this protection without adding any measurable mass to components.

While Parylene C provides excellent moisture, chemical and

dielectric barrier capabilities, Parylene HT is also an excellent dielectric and moisture barrier, but additionally offers increased thermal and UV stability. Parylene coatings are also RoHS and REACH compliant, and have proven to provide metallic whisker mitigation in lead-free solder applications. Parylene products are ideal for protecting PCBs, sensors, MEMS, LEDs, elastomers, and other surfaces and components that need reliable, long-life performance in harsh automotive environments.

Parylene coatings are applied using a vapor deposition process. Because there is no liquid phase in this process, there are no subsequent meniscus, pooling or bridging effects, thus dielectric properties are never compromised. The molecular growth of Parylene coatings also ensures not only an even, conformal coating at the thickness specified by the manufacturer, but because Parylene is formed from a gas, it also penetrates into every crevice, regardless of how seemingly inaccessible. This ensures complete

encapsulation of the substrate without blocking small openings. Parylenes are typically applied in thicknesses ranging from 500Å to 75µm, and thus are extremely lightweight, offering excellent barrier properties without adding dimension or significant mass to delicate components.

Parylene conformal coatings have a low dielectric constant and dissipation factor, providing small, tight packages with dielectric insulation via a thin coating. Voltage breakdown per unit thickness increases with decreasing Parylene film thickness.

The coatings also provide excellent moisture and chemical barrier properties. SCS Parylene HT has been tested as an effective barrier against a wide array of automotive chemical and fluids, including antifreeze, engine oil, transmission fluid, brake fluid, power steering fluid, windshield washer fluid, unleaded gasoline and diesel fluids, in addition to automotive chemicals such as nitric and sulfuric acids.

The company’s products boast excellent thermal stability. Parylene HT remains stable in operating temperatures up to 350°C long-term, and can withstand short-term exposures to 450°C.

Thanks to its extremely small molecular structure, the ultra-thin nature of Parylene means the coating can ingress deeper throughout open areas on the top or bottom of any package, regardless of the size or complexity of integrated devices, providing complete protection.

Parylene coatings increase the reliability of components throughout numerous automotive applications and systems, including fuel systems, water pumps, steering systems, emissions systems, tire pressure monitoring systems, oil-conditioning systems, diesel emission fluid applications, airbag sensors, LED lighting, cabin heating and cooling systems, advanced cruise control systems and parking assist systems.

The reliability of these systems, and more, enables increasingly sophisticated and safe vehicles. Parylene conformal coatings ensure that electronic components, assemblies and miniaturized sub and stacked electronic assemblies operate as expected for the life of the component.

As vehicles rely on increasingly complex components, the advanced protection offered by conformal coatings can improve product life and performance without adding mass

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Unlike liquid coating techniques, Parylene’s advanced vapor deposition process provides uniform coverage without adding significant mass to the component

Examples of SCS Parylene-coated (top) and non-coated (bottom) boards

Liquid coating

Parylene coating


PRODUCTS & SERVICES


Ultracapacitor cells

A leading developer and manufacturer of

ultracapacitors has announced the latest addition to its product line. Maxwell Technologies’ 2.85V 3400F ultracapacitor cell increases the range of available specific power and stored energy in the industry-standard 60mm cylindrical K2 form factor.

Maxwell also introduces DuraBlue Shock and Vibration Technology, the newest innovation in ultracapacitor reliability and performance. DuraBlue technology is tested to some of the most demanding environmental requirements for transportation applications, increasing vibration resistance by approximately three times and shock immunity by approximately four times when compared with competitive ultracapacitor-based offerings.

This addition to the company’s K2 series, says Maxwell’s chief executive officer Franz Fink, reflects Maxwell’s commitment to continuous customer-driven innovation and delivers superior performance with unmatched reliability and value.

The new DuraBlue technology combines Maxwell’s unique and patented dry electrode formation and manufacturing process with a robust proprietary cell structure design capable of meeting (or exceeding) the most demanding shock and vibration requirements of the growing number of power-hungry applications in global transportation markets.

James Hines, research director of Gartner, says that the high costs and adverse environmental impacts of consuming petroleum-based fuels are driving development of alternative fuels and higher efficiency automotive powertrains. “These systems require a source of

electrical energy, and batteries have been widely used for energy storage in these applications; however, while batteries can store relatively large amounts of energy over a long period of time, they are limited in their ability to deliver high power to a load,” says Hines.

“Ultracapacitors are capable of releasing electrical energy at high power levels, and they can accept a high rate of charge, making them an ideal complement to batteries in high-power applications.”

Maxwell designs ultracapacitors to address market needs, paying special consideration to robustness in construction and reliability in extreme conditions.

The mobility and power industry segments are increasingly

integrating Maxwell’s ultracapacitors, taking advantage of their unique characteristics.

Ultracapacitors offer more freedom in designing power systems and perform at high technical standards.

The 2.85V cell extends Maxwell’s portfolio and enlarges the range of potential applications to include high-shock and high-vibration environments – including the automotive sector, hybrid vehicles, rail, wind turbine pitch control and heavy industrial equipment.

Unlike batteries, Maxwell ultracapacitor products store energy in an electrical field, resulting in greater capacity. This electrostatic energy-storage mechanism enables ultracapacitors to charge

and discharge in just fractions of a second, perform normally over a broad temperature range (-40°C to 65°C), operate reliably in hundreds of thousands of duty cycles, and resist shock and vibration. Maxwell offers ultracapacitor cells ranging in capacitance from 1F to 3400F and multicell modules ranging from 16V to 160V, which have been proven to deliver high power (whether used alone or paired with batteries) in a variety of applications, from automotive or industrial, to consumer electronics, transportation and beyond.

Combining power performance with extreme resistance to shock and vibration, a new line of ultracapacitor cells is ideally suited to a wide range of applications

Maxwell’s production facility in Peoria, Arizona, USA, which automates the bulk of the electrode manufacturing process

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The 2.85V ultracapacitor is ruggedized for extreme shock and vibration transportation environments


PRODUCTS & SERVICES


Electrification solutions

Already well established in automotive markets around

the globe, the momentum behind electrification is now spreading to a variety of transportation sectors. Right across commercial vehicles, construction machinery, agricultural equipment, and industrial and marine applications, there is a growing trend away from hydraulic-based solutions in favor of the superior robustness and reliability offered by high-voltage electric systems.

Focused exclusively on the transportation market, and with more than 30 years’ experience as a distributor of Delphi’s automotive connector portfolio, Power & Signal Group (PSG) is ideally positioned to help designers looking to reap the benefits of this new approach. Compared with hydraulics, the advantages of electrification include a significant reduction in the number of electromechanical parts required, and with it far greater ability to withstand arduous operating conditions that are commonplace in areas such as construction and agriculture.

While the potential advantages are widely recognized, the engineering challenges inherent in a shift to voltages and amperages many times higher than conventional 12V/24V solutions cannot be underestimated. Ensuring safety and reliability without compromising rigorous cost control demands purpose-designed products and careful attention to the needs of the manufacturing process. Crimping and shielding requirements are exacting, and must be replicated consistently in serial production.

Crucially, PSG’s close relationship with Delphi provides access to a high-voltage interconnect and charging portfolio

tailored precisely to the demands of the vehicle industry. With a lineage that stretches back as far as first forays into electric automobile design in the 1990s, Delphi now offers a range of products that have been shaped by long-term collaboration with OEMs, and unrivaled experience on production lines and in the field. The result is a proven portfolio that is subject to a continual improvement program, with the latest initiatives, including certification, to meet higher vibration level standards. Key benefits for sectors such as agriculture and construction also include PSG’s ability to supply Delphi products right up to the AC charging inlet, encompassing support for the fast charge capabilities of the 63A, three-phase European Type 2 standard.

However, availability of Delphi’s high-voltage portfolio is only part of

the story. Committed to value-added distribution, PSG also offers comprehensive harness assembly solutions. From initial design-in and prototyping through to pre-serial phases, it can provide the practical assistance necessary to speed the implementation of electrification strategies, and help provide customers with off-the-shelf solutions for most applications. The product portfolio offering is unique in that both bundle shielding and individually shielded cable connection systems are available, based on the preferences of the customer and regional standards. Connection systems cover a current range up to 250A and 750V. Delphi continues to develop and grow the high-voltage portfolio and is a global leader in connection systems for HEV/EV vehicles.

In many respects, companies now looking to exploit the full

potential of electrification for the first time are in the enviable position of being able to benefit from the intensive R&D programs that were originally needed to create the interconnection and charging solutions for mainstream automotive EVs and HEVs. However, for design teams with relatively limited experience of working with high-power architectures, there is still no shortage of challenges to overcome. In PSG, such companies have a partner that can ease the transition to a new era in system design, one that is increasingly shaping the future not just of the automotive sector, but the entire field of transportation.

Dedicated support and a wealth of industry experience can speed the implementation of high-voltage interconnect solutions in a variety of new transportation sectors

The experience gained from distributing Delphi connectors (pictured) enables PSG to provide practical assistance to designers moving toward electrification

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PRODUCTS & SERVICES


Mild hybrid integration

Two leading international automotive suppliers,

Schaeffler and Continental, took advantage of the 35th International Vienna Motor Symposium (held on May 8-9, 2014) to present the Gasoline Technology Car (GTC). The joint GTC project demonstrates how a networked integration of key mild hybrid technologies can cut fuel consumption as well as CO2 emissions by an additional 17% in the case of an already highly efficient car with a downsized three-cylinder gasoline engine – the Ford Focus 1.0-liter EcoBoost. With the integrated GTC approach, the whole is more than the sum of its parts.

The project partners optimized every aspect of the GTC’s powertrain engineering. Appropriately adapted Continental injection and engine control units replaced the system in the reference vehicle and numerous innovative components and technologies were also added. Playing key roles are Continental’s 48V Eco Drive System for mild hybridization and Schaeffler’s electronic clutch for power transmission and thermal management. These are complemented by measures to reduce friction loss in the engine and an electrically heatable catalytic converter (Emitec). With these components and the intelligent operating strategy, the GTC prototype not only ups fuel efficiency, but also meets the limits

set by the Euro 6c emissions standard due to take effect in 2017.

The 48V Eco Drive System, which includes an electric motor with integrated decoupling tensioner, ensures the drivability of the engine despite the modified ignition timing optimized operating strategy, and also enables the use of additional hybrid driving strategies. The electric traction motor/generator is connected via a modified belt drive to the combustion engine. A DC/DC converter facilitates electrical energy flow between the 12V system and the 48V end with a lithium-ion battery (dual-battery design). This hybridization supports the

combustion engine electrically in the lower

RPM range (e-boost function) to

ensure

attractive response without turbo lag. The highly efficient 48V recuperation provides the basis for this. In the NEDC, the GTC can recuperate almost twice as much momentum as the vehicle requires for its electrics.

In line with a strict design-to-cost approach, the GTC is equipped with a conventional six-gear manual transmission. Energy-saving functions such as coasting are also part of its drive strategy, enabled by the Schaeffler electronic clutch. As no air needs to be compressed in the combustion chambers when the engine is idle, more energy is available for recuperation.

A Schaeffler split cooling architecture with rotary slide valve facilitates graduated thermal management, in order to master the challenges posed by innovative hybrid drive strategies. The engine can be temporarily decoupled from the coolant cycle so as to attain the required temperature more quickly or to retain its temperature longer. The rapid heat-up reduces engine friction losses. This boosts efficiency, a goal similarly pursued with friction-optimized components.

The standard Continental ECU used in the GTC prototype is designed to also relieve the combustion engine of the complex job of controlling the mild hybrid components, including the operating strategy. This ECU gets a head start on the upcoming EMS 3 strategy – its open AUTOSAR-based system architecture flexibly supports various partitioning schemes and electronic topologies in conjunction with hybridization and electrification.

With manual transmission, maximum efficiency is achieved when the driver, the optimized individual components, and the vehicle functions are in sync. For this reason, the ECU makes downspeeding-oriented switch point recommendations. The additional electric driving torque enables the driver to use these switch points without any effect on drivability and to achieve improved fuel economy on the road.

A collaborative mild hybrid vehicle showcases how an integrated approach can push already highly efficient powertrains to meet Euro 6c emissions standards

Schaeffler and Continental’s GTC utilizes integrated mild hybrid technology to reduce emissions and improve fuel efficiency

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INQUIRY NO. 521


PRODUCTS & SERVICES


Simplified heating circuits

Electric heaters are a non-negligible part of the electric

energy needed to operate a car. Their control is, therefore, quite complicated and is supervised by the ECU of the vehicle. Usually, a uP, grounded to the same HV battery negative pole, is used locally to control the full functionality and protection of the heating system. Because the only purpose of this system is to generate heat to warm the driver’s cabin, there is no need for the heaters to operate at high speed, and therefore the switching frequency is usually in the range of 100-400Hz. The power involved in each section is quite high, ranging from 1-6kW. Because of this, EMI is a sensitive issue and, to reduce the noise, a very high gate resistor and consequently slow turn-on/off of the IGBTs is implemented.

Protection is the other critical element of this system. The heater is supplied directly by the main battery of the hybrid or electric car, and stores a huge amount of energy (up to 80kW in some cars). Therefore adequate protection for current limitation and over-voltage has to be implemented. For this reason, all OEM manufacturers are adding a lot of sparse electronics around the power devices to read the current in each element and report any failure to the uP for consequent action. Temperature feedback of the power switches is also very important, as this information is used to limit the power dissipated in the event of overheating, and therefore controls their operating life.

The development of the Smart-IGBT from International Rectifier offers a novel, simplified and cheaper solution, simplifying the block schematic and complexity of the design. In the new system block schematic, many electronic blocks

have now disappeared, and all protections are inside the Smart-IGBT. The final block schematic is much simpler and cleaner.

In particular, the device reads the main emitter current through a sense emitter cell whose output is checked during on-state for consistency. If a too-high or too- low current is measured, the consequent short circuit or overload is detected, stopping the device operation and reporting the fault through the serial line.

The internal temperature protection continuously checks the IGBT die temperature and reports a warning signal to the DGN serial line if this goes above a specified threshold, enabling the uP to take necessary action. If the die temperature rises again and passes the turn-off limit, the device is stopped and an OVT error is reported to the uP.

Over-voltage protection limits the maximum voltage applied on the IGBT gate; the gate monitoring

protection verifies that the gate voltage is at the correct level at the right time and that the gate frequency of operation is not exceeding the maximum allowed by the power device. This means the device can report loss of gate oxide isolation or stop operation if the input PWM frequency is too high.

The different turn-on/turn-off time is optimized for reduced EMI in the 100-400Hz switching frequency. The fast gate turn-off ensures full protection during short-circuit conditions, and the wide supply range and TTL input logic compatibility allows for driving of the device directly from any uP or DSP on the market.

All these protection and diagnostic functions ensure that the device easily meets new ISO26262 standards for automotive safety applications. The collector pin of the IGBT has been separated from the other low-voltage pins to allow for easier routing on the PCB of this high-voltage power line and to avoid PCB coating, further reducing the overall system cost.

Offering functionality and protection, a new Smart-IGBT offers a simpler,cheaper solution to the architecture of electric heaters in hybrid and electric cars

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High-voltage heater block schematic employing International Rectifier’s Smart-IGBT

The Smart-IGBT package simplifies heating circuit designA general example of a high-voltage heater block schematic


PRODUCTS & SERVICES


Multinode energy systems

Energy-efficient consumption and energy harvesting have

become central topics in the development of new powertrains and, in general, of innovative energy systems. A clear example in the field of powertrains is turbo-compound architecture, recently adopted in the 2014 F1 World Championship. The basic principle is the recovery of the energy stored in the high-temperature combustion exhausts by means of a turbine directly connected to an electric drive. This drive works as a generator for a large portion of its duty cycle and as a motor for keeping the turbine at high speed if required. The electric energy generated in this way can feed a second electric drive that contributes to the traction in conjunction with the combustion engine, and can recover the braking energy that otherwise would be dissipated. An accumulator for storing recovered energy not directly used by the traction motor completes the system. These machines present very peculiar characteristics and offer extraordinary challenges for design and manufacturing.

More generally, several projects covering generation and co-generation concepts, on a global

scale, prove that smart energy consumption is becoming a priority.

These systems often include the presence of more than one energy source and multiple energy users (or storage) and, as in the case of turbo-compounding, include elements that can work as source or user, depending on the status of the whole system. In order to ensure efficient operations, the inverter (or inverters) that drive the electrical motors must directly provide the additional function of energy fluxes management.

In the last decade, Mavel has garnered extensive experience in the development of high-speed powertrains in several successful projects for high-end applications, and has developed its own solutions for turbo-compound powertrains. The Mavel LF60 electric motor is a perfect candidate for the role of the turbo-generator. It is designed for a rotational speed of 120,000rpm and a continuous

output power of 60kW. The motor case has a diameter of 100mm and a length of 150mm, cooling system included, for a total weight that is less than 5kg.

The Mavel LF100 electric motor is the machine developed for the traction generation. It can provide 120kW and generate a maximum torque of 30Nm at a wide range of speeds (0-38,000rpm), after which the torque decreases proportionally to the increments of speed, up to 60,000rpm. The active parts, as well as the cooling system, are contained in a 160 x 160mm case. The LF100 weighs less than 9kg. The Mavel DC100 is the inverter devoted to control the LF60 and LF100. It is based on a modular IGBT architecture that is able to commute at 50KHz. The soft switching commutation, interleaved windings and modified vector modulation are the key technologies that achieve high efficiency and limited volume.

The DC100 is designed to be integrated in a single unit that is able to manage the energy flux between the turbocharger, traction motor and onboard battery packs. Interest in this capability and in this level of integration has led Mavel to be involved in several projects, as the designer and supplier of energy management systems based on multinode inverters. The field of applications for these systems varies greatly. Beside the turbo-compound application, Mavel has developed, or is currently involved in developing: solutions for electric vehicles integrated into a smart grid environment, cogeneration systems based on Rankine turbines, and accumulation systems and generation systems based on biogas technology.

The drive for smart consumption in powertrains is encouraging the development ofincreasingly efficient energy systems – with potential applications beyond automotive

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INQUIRY NO. 523

The DC100 inverter is designed to work with the LF60 and LF100 motors, and is based on 50KHz modular IGBT architecture

Mavel’s LF100 motor can provide 120kW and 30Nm at a range of speeds


PRODUCTS & SERVICES


Using KERS in EVs

One of the many challenges in improving efficiency in

passenger cars – and indeed any vehicle – is management of the available energy, ensuring as much of the energy in the fuel – whether it’s gasoline, diesel, CNG, electrical energy or even hydrogen – is used productively in propelling the vehicle on its way. One of the main sources of lost energy, common to each of these propulsion options, is the kinetic energy lost and dissipated as heat when the vehicle brakes. Managing this loss through regenerative braking technologies, and recycling the kinetic energy efficiently to be returned to the road, will undoubtedly play an important role in increasing the overall efficiency of our transport systems.

While regenerative braking can already be seen in applications such as HEVs and EVs, there are inherent limitations in efficiency when recovering energy via several energy state changes. For instance, at each stage of conversion between kinetic, electrical, chemical energy and then back again, there are losses that reduce the overall amount of energy available to return to the road. Flywheel-based kinetic energy recovery systems (KERS) have been shown to return to the road up to twice as much of the energy available under braking than an electric regenerative braking

system can, as they don’t change the state of the energy during storage and release.

However, this is not strictly an either/or decision. It is entirely possible to combine the efficiencies of mechanical storage with any power source. Torotrak’s Tobias Knichel explains, “Flybrid KERS can be connected to the vehicle in a number of ways – in the transmission, differential or engine – and can be modular in design. So it really doesn’t matter what the prime mover of the vehicle is.”

Indeed, he explains that the Flybrid system can act as an effective range extender for fully electric vehicles: “When cruising at a constant speed, a car might only need 10-20kW to keep it rolling along; batteries are well-suited to this kind of low power output for long periods of time. However, when strong or particularly frequent acceleration is needed, and the power demand is much higher, EV batteries can become drained more quickly and their temperature control becomes more critical, which, in turn, uses more energy. In this application, a Flybrid system could be used to mitigate these harsh demands on the primary power source.”

An electric vehicle with a mechanical energy recovery system? It’s entirely plausible. The carbon fiber and steel flywheel in the Flybrid KERS can endure the harshest of charge and discharge cycles without suffering degradation, and the main powertrain can be allowed to operate at its optimum, steady output for longer. The flywheel KERS can then effectively act as a range extender for an EV, or indeed offer an opportunity for battery downsizing. An independent study has shown that BEV range could be

increased by 20% with the addition of Flybrid KERS. If vehicle batteries are optimized for low, slow power output (as opposed to rapid storage and release), they require less capacity, leading to further weight savings and efficiency improvement.

Furthermore, the driving experience of accelerating away with the instant torque of an electric motor would be emulated by the Flybrid system, which can deliver power instantly and smoothly with a very similar driving characteristic.

Mechanical flywheel KERS has come a long way since its first conceptual use in buses in the 1950s, and is now seeing a strong revival driven by modern composite

technology that enables access to high flywheel speeds and consequently smaller and lighter systems. Applications are being made across a wide range of vehicle types, from buses to sports cars and even off-highway equipment. Flybrid technology can offer exceptional energy recovery, regardless of base powertrain. Highly adaptable and incredibly durable (the bus system is currently in testing and expected to withstand over eight million charge and discharge cycles), this mechanical unit may well be a future friend to the electric vehicle.

Combining mechanical regenerative braking with EV and HEV technology can overcome energy recovery problems, boost vehicle range and improve battery life

The addition of Flybrid KERS to an electric vehicle can lessen the demands placed on the batteries

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INQUIRY NO. 524

The carbon fiber and steel flywheel found at the heart of the Flybrid KERS


PRODUCTS & SERVICES


Board net electrification

The trends in the European vehicle market show that

legislation is one of the main drivers for electrification in today’s 12V and high-voltage board nets. Legislation dictates a fuel consumption reduction in addition to the reduction of CO2 emissions from 130g/km in 2015, to 95g/km in 2021. This CO2 fleet consumption reduction cannot be addressed solely through weight reduction or downsizing of the engine. An additional approach for this optimization is the electrification of the board net.

In 12V and hybrid vehicles, more applications will be electrically driven. In order to achieve a successful electrification of the main power consumer in the 12V vehicles, a new voltage level is under discussion.

The 48V board net offers a cheap step in electrification and the recovery of braking energy. Energy consumers such as climate control compressors do not require constant drive from the combustion engine. To eliminate this energy waste, an electrically driven,

on-demand application can be used. The recovery of brake energy to the 48V battery can be performed by a starter generator. The power, up to ~16kW, can be used for battery charging. Afterward, the power of the battery can supply the various 48V applications and the drivetrain to reduce the fuel consumption.

The next level of electrification is the micro hybrid (voltage ranges around 200V DC). Depending on the additional safety requirements for over 60V DC, the costs are higher than with the 48V board net. Therefore the micro hybrid voltage levels expected can be cannibalized from the 48V board net.

The main voltage level on the market for hybrid, battery and plug-in vehicles is going up to ~500V DC. The plug-in hybrid is one of the strongest-growing segments in the electrification market. The number of battery electric vehicles is increasing considerably, but at a slower pace.

For 48V and high-voltage electrification, a range of product solutions are needed, as different

OEMs have different requirements. Therefore, to drive design and cost efficiency, product requirements have to be bundled and translated in a platform approach. For example, the available design space, vibration levels, EMC performance and safety levels vary from customer to customer. Therefore modularity of each platform is very challenging.

The modular approach is only achieved through customer interviews and a global engineering dialog. The product teams have a global network that permits a good requirement overview. This enables early involvement, generating the possibility of reuse of existing parts.

The third generation of TE Connectivity high-voltage connectors was designed in cooperation with the German OEMs. This HV connector portfolio covers the wire cross-section range from 2.5mm² to 120mm².

The global approach for the high-voltage connector family enables the aggregate/device manufacturer to deliver common solutions

(without changing the connector interface) for various global OEMs. For example, the HVA280 family of connectors uses a common device interface for multicore (the preferred cable for European OEMs) and individual shielded cable (preferred in North America and Asia).

Battery management, design and reliability can define the success of a complete vehicle program. The battery design depends on the different electrification levels and vehicle architectures. These designs need to be flexible, scalable and modular, as each car manufacturer has its own space requirements and safety philosophy. Battery packs can have more than 100 cells that have to be connected, protected, controlled and switched. This challenge can be resolved using the broad portfolio of TE Connectivity products that are designed to work together in the battery.

Flexible, scalable, modular high-voltage connection solutions are vital in the electrification of vehicle board nets, and are enabling greater application efficiency and energy recovery

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INQUIRY NO. 525

The high-voltage connection solutions for LV215-1/2 and LV216-2 standards

Features of TE’s battery portfolio, suitable for use in EV and HEV applications


PRODUCTS & SERVICES


Marketing electric vehicles

When electric vehicles were brought back to the attention

of the public in the 1990s, they were being marketed in a way that would solely appeal to people’s ideologies of wanting to be more environmentally friendly. The need for fuel-efficient, lower-emissions vehicles was rapidly gaining momentum and, to address this, auto makers began developing electric models that were more efficient in terms of both fuel and cost. However, for the more style-conscious drivers, they weren’t the most aspirational vehicles on the road, with the design and aesthetics often falling to the bottom of the list of priorities.

Fast-forward to 2014 and the electric vehicle market has evolved: it has been steadily growing, with a 20% increase in electric vehicles registered in 2013 alone. This, along with the announced UK government investment of US$843m into the low-emissions vehicle industry and growing incentives for more people to own electric cars, means that

premium manufacturers such as Toyota and BMW are beginning to emerge in the market and could potentially change it for good.

With the introduction of vehicles produced by these high-end manufacturers, electric cars are beginning to be seen as stylish and aspirational automobiles that just happen to be more environmentally friendly than their gasoline counterparts. A major shift has happened in the industry by replacing the awkward designs with aesthetically pleasing, desirable cars that people will want to drive.

One particular company that was able to successfully take this approach was Tesla Motors. From the outset, Tesla entered the electric automobile market with a high-end product that was specifically targeted at affluent buyers. By focusing on premium electrical vehicles that concentrated on the design aspect over the eco-friendly side, the company has been able to successfully build a reputation for being a leader in

the electric vehicle market for the past 10 years.

The marketing of these vehicles has also shifted. In the 1990s, more emphasis was placed on the eco friendly aspect of electrical cars, meaning that purchasing one of these automobiles would often be seen as making a political statement. By placing so much focus on the low-emissions feature, it resulted in many general consumers and car enthusiasts becoming alienated from the manufacturers and, as a result, the vehicles failed to reach major mainstream success.

Nowadays, the marketing of these electric cars is putting far less emphasis on the environmentally friendly angle and, instead treating it as a consequence, favoring the fact that these cars are just as enjoyable to drive as traditional gasoline models. As a result of portraying the cars in this way, manufacturers are able to sell the entire driving experience of owning the car – presenting it to customers as

intelligently designed, efficient and – perhaps what was missing from the previous perception of these vehicles – fun.

There has been major shift in the electric vehicle industry, a shift that manufacturers and marketers have long waited for and have fully embraced. UK transport minister Susan Kramer recently stated that virtually every new car purchased in 2040 will be an electric vehicle. If the current shift continues, it doesn’t seem unlikely.

Through focusing more on the overall driving experience of the vehicles rather than simply concentrating on their technical and environmental benefits, these brands are in a strong position of being able to directly engage with general consumers as they work toward bringing electric vehicles even further into the mainstream.

As the electric vehicle market continues to grow, consumers are beginning to appreciate that they can drive an environmentally friendly car without compromising on design or style

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INQUIRY NO. 526

Vehicles from manufacturers such as (from top left) Toyota, Tesla and BMW have helped motorists perceive electric cars as enjoyable to drive as well as being environmentally friendly


PRODUCTS & SERVICES


Optimizing HV cabling

Coroplast is one of the pioneers in the development

and integration of high-voltage and charging power cables for hybrid and electrically powered vehicles. The development of the high-voltage cables product range began in 2006. The delivery of the first serial products to well-known German auto manufacturers took place for the first time in 2009.

In this early stage, in collaboration with German auto manufacturers, Coroplast provided the necessary technical support and still participates in the basic development to this day, with the aim of developing technical standards in the field of high-voltage cables. The basic specification requirements, and therefore the currently valid standards, can now be found in the national technical delivery specifications: LV 216-1 –unshielded high-voltage individual

cables for vehicles and their electrical drives; and LV 216-2 – shielded high-voltage sheathed cables for vehicles and their electrical drives. These technical delivery specifications were developed together by the five German auto manufacturers.

The fitting of HV cables in electrical systems for hybrid and electric vehicles necessitates high safety requirements in the construction of the cables and the materials that are used.

In the traction strand, for example, current voltages of 600V AC/900V DC have to be transferred between the high-voltage battery, the power electronics and the electric motor. Prototype cables are already available from Coroplast for the testing of the upcoming voltage class of 1,000V AC/1,500V DC. Cable cross-sections of 10-70mm² enable continuous currents of up to

450A, depending on the environmental temperature.

In their operational state, due to the use of high-quality modified silicone materials, Coroplast HV cables are able to withstand long-term temperatures of up to 180°C. This material also enables the realization of the demanding sealing requirements (such as IP69K) of HV contacts, due to its excellent compression deformation values and talc-free surfaces. Due to limited construction space and the high level of flexibility required when fitting the cables, single-core shielded cables are used and fitted in parallel.

Supply cables for ancillary components such as the electrical air-conditioning system are multicore shielded. These cables are equipped with a special gap-filler at Coroplast. This filler fits itself around the electrical wires without the need for an air cushion, and therefore enables optimized heat dissipation when the current is supplied, and furthermore ensures production-friendly, circular application of the shielding.

The production of these cables is aided by: the round shielding geometry; the omitting of a film as a geometrical support; space cut due to the filling layer; and the elimination of filling threads that have to be removed manually.

High EMC requirements with shielding attenuations of up to 70dB and resistance coverings up to a

maximum of 3mΩ/m require special cable constructions in the area of the mesh wire braid (conductor design, angle of twist, visual cover).

The reduction of weight and the minimization of costs through the substitution of the copper wiring for aluminum (lower material density/lower material prices) represents a consistent and necessary task in the development of hybrid and electrical vehicles in particular. Due to its lower electrical conductivity and current-carrying capacity in comparison with copper, larger conductor cross-sections have to be used, which also results in bigger external diameters. The use of aluminum as a cabling material also affects the contacting and/or connection technology. As aluminum creeps at high temperatures (retardation), it changes its shape when under pressure in the micrometer range. Classic crimp connections, such as those that are standard with copper cables, are no longer reliable. New connection procedures, such as ultrasound welding, are now being used. In this field, Coroplast is working with well-known manufacturers of ultrasound welding systems with the aim of optimizing conductor designs and materials.

High safety standards and strict market requirements mean that developers of high-voltagecabling solutions for use in electric and hybrid vehicles must continue to innovate

Coroplast cables for ancillary components are multicore shielded and equipped with special filler

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INQUIRY NO. 527The latest cable cross-section (left) removes the air cushion used previously (right)


PRODUCTS & SERVICES


NVH and acoustic analysis

Environmental and legislative pressure has meant that

hybrid vehicles (HEVs) and electric vehicles (EVs) have rapidly become standard in most automotive portfolios. In the EU, automotive manufacturers have until 2020 to reduce average CO2 fleet emissions to 95g/km. Similar regulations are planned in the USA and Japan. In this environment, consumer attention has become increasingly focused on the NVH aspects of these new vehicles. Consumers want their hybrid or electric vehicle to have the same driving sensations as traditional cars. To succeed in doing this, automotive engineers must ask themselves whether integrating electric powertrains into passenger vehicles requires new techniques, or whether existing methods used on IC-powered vehicles work just as well.

LMS Engineering has long been a pioneer in developing test and model-based systems engineering methods, but maybe the answer is simply the tried-and-trusted source-transfer-receiver approach? And if so, is it possible to separate and address the different engineering noise, vibration and harshness (NVH) aspects that HEVs and EVs bring to the picture?

On the source level, there are new optimization methodologies for mechanical and control variables governing the vibro-acoustic performance of electric motors. These motors need to be powerful yet give the right impression, typically avoiding high-frequency sharpness caused by structural resonances above 1kHz. Engineers now use electromagnetic and vibro-acoustic simulation to substantially lower the acoustic noise radiated from switched reluctance motors.

That said, understanding the vehicle body’s sensitivity to transfer

vibration remains a key issue. During acceleration, electric vehicles have a very different interior sound characteristic from traditional combustion engine vehicles. This raises key questions. Are traditional troubleshooting techniques, such as transfer path analysis (TPA) still useful? Is structure-borne noise still an issue? LMS Engineering has carried out various projects regarding TPA and acoustic source quantification indicating the structure-borne/airborne split for

different noise phenomena as well as which paths are important for structure-borne noise.

In terms of airborne noise, although the main issue with EV acceleration noise is airborne motor-related whining radiating from surfaces of the motor and gearbox, the project results demonstrated that mid- to low-frequency structure-borne noise (below 1kHz) is still an important consideration during high-load pull-away when the electric motor is rotating slowly. The

higher frequency ranges of interest for EVs pose a challenge for traditional troubleshooting methods, but these techniques can still be useful to solve the issues at hand.

The third issue causing debate is audible warnings systems in EVs. Legislation is in the works in the EU, the USA and Japan to ensure that EVs remain detectable to pedestrians and other road users without adding more generated sound to already noisy urban environments. The challenge here is twofold: how should the warning signal sound and how should it be transmitted? To answer this last question, LMS Engineering has been developing and applying its advanced 3D acoustic simulation techniques to help predict the sound propagation and optimize system layouts. Such methods ensure that the balance between audible detection thresholds and minimal environmental noise impact can be obtained.

Applying the source-transfer-receiver principle has paid dividends in the development of new methodologies that tackle the main NVH and acoustic challenges facing engineers developing EVs. Accurate predictions for NVH and acoustic performance can be obtained by carefully studying the relationship between the electrical and mechanical design of the powertrain and body structures. It seems that the best way to do this is by combining traditional methods with new techniques and approaches, so that engineers can focus on the factors that matter most when it comes to getting the best possible EV NVH performance.

Engineers fall back on classic source-transfer-receiver methodologies to help solve key NVH and acoustics issues in hybrid and electric vehicles

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Understanding the electric vehicle body’s sensitivity to transfer vibration

LMS Engineering has worked on various projects investigating noise characteristics


PRODUCTS & SERVICES


High-voltage connections

Kepler Motors is building a special kind of hypercar.

Founder Russ Wicks combines classic sportscar attributes with an innovative hybrid drive concept in the Kepler Motion hypercar. To do so, the world record holder relies on Huber+Suhner products.

The Kepler Motion hypercar offers unrivaled precision, exclusivity, safety and efficiency. Wicks, the holder of several world speed records on land and on water, has created a high-performance vehicle with a unique hybrid drive concept.

The rear wheels are driven by a modified Ford EcoBoost V6 engine with a capacity of 3.5 liters, generating 558ps. Two Remy electric motors are mounted on the front axle totaling 253ps driving the front wheels. The total output of 811ps launches the Motion to 100km/h (62mph) in under 2.5 seconds. Each electric motor is powered by a battery block supplying 400V/600A through a high-voltage distribution unit (HVDU). From this box, the power is routed through the Huber+Suhner Radox Automotive Connection System (RACS) to two inverters.

The three-pin, high-voltage RACS connection system consists of two 35mm2 battery cables and a unique connection plate with a space-saving design that enables a safe, efficient connection

between the HVDU and secondary high-voltage assemblies.

“We first saw the RACS connection system at Drayson Racing, which was our first contact with Huber+Suhner,” says Wicks. “The innovative direct connection enables us to connect our high-voltage components with fewer parts, and thus at a lower cost, and with less fault potential.” One other benefit that attracted Kepler Motors to Huber+Suhner was the ability to use a smaller cable bend radius in the design, which saved cable length and weight.

RACS also enables the connection between the inverters and the two Remy electric motors – using a two-pin assembly based on three 50mm2 battery cables.

The high-voltage connectivity system is a customer-specific assembly that is available in a

single-, two- or three-pin design. It is supplied with Huber+Suhner Radox cables and a connection plate that is developed in-house. Customers can specify the type of connections and cable length/cross-section themselves. RACS has a shielded high-voltage connection and is protected to IP69K. With a low electrical resistance of <10mΩ between the connector and the HVDU, and with a high-current capability, the system proves its worth.

Radox battery cables are high-temperature-resistant products with a reduced outer diameter. The cable is highly resistant to temperature, ozone, weathering and hydrolysis, and has excellent resistance to battery acid and cooling agents. It is also resistant to oils, fuels and other fluids used inside and outside of the motor compartment. Because of its

electron beam cross-linked Radox insulation, the cable has, despite the reduced outer diameter, excellent resistance to heat, pressure and abrasion. In addition, the Radox battery cable has outstanding dielectric properties. The flame-retardant insulation does not melt or flow at high temperatures and is easy to strip.

A total of 50 Motions are planned, starting in 2014. “We were looking for a manufacturer of reliable high-voltage connections for our production,” says Wicks. “We believe we have found the right partner in Huber+Suhner, which offers us the safety and reliability that we need for our hypercar.”

Using a safe, reliable, high-voltage cable system enabled a burgeoning sportscar project to combine high-performance motoring with a hybrid drive system

The Kepler Motion hypercar uses RACS in its hybrid drive

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INQUIRY NO. 529

single-, two- or three-pin design.

The Kepler Motion hypercar uses RACS in its hybrid drive

The high-voltage distribution unit inside the Kepler Motion hypercar


PRODUCTS & SERVICES

The Midtronics HYB-1000 allows a single technician to

safely and accurately test and assess the electrical system

and battery in a hybrid vehicle


Hybrid battery diagnostics

failure and leave the customer with a hefty repair bill.

Exponentia’s Steve Carter is well versed in the world of hybrid technology, so he is nicely placed to offer his opinion on the quality of this tool after road-testing it for Rozone. “The HYB-1000 will allow the independent workshop to quickly and accurately test the performance of the hybrid battery,” says Carter. “This is done via a wireless connection to the car’s OBD socket and a brief 1-2 mile test drive. The analyzer’s on-screen instructions will inform the user when to start the test drive, which consists of a period of braking and accelerating. The screen will then clearly display how much information is being gathered and at the end of this process an audible bleeper is sounded to inform the technician that the test has been completed. From here, the technician can clearly see if any faults have been detected, while at the same time they can view specific values that the battery encountered during the test drive.

“Whether you like them or not, hybrid vehicles will become part of your daily servicing routine and this particular piece of equipment will make that a lot easier for you,” says Carter.

Safe, preventative maintenance and accurate diagnostics of hybrid vehicle batteriesare essential in order to avoid system failure and expensive repair work

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It is commonly accepted that the hybrid vehicles of

today can be dangerous beasts if left in the hands of a technician who doesn’t know the correct procedures, or who hasn’t purchased the right tools to maintain these vehicles.

Given the voltages required to run the vehicles’ electrical systems, the battery is one particularly critical area that must be serviced using only the appropriate equipment and best-practice procedures.

With this in mind, Rozone has introduced the Midtronics HYB-1000 hybrid car battery tester for safe diagnostics and maintenance of the electrical system and battery.

The HYB-1000 provides the technician with the opportunity to undertake safe, one-person testing of hybrid vehicles, increasing the service offering capability for leading hybrid models.

The HYB-1000 unit communicates with the vehicle OBD system using a wireless convergence module, which allows it to read the battery cell or block sensors while under the stress of accelerating and decelerating. This reading can then be used to assess the battery pack’s state of health in terms of conductance, which is related to battery capacity. The unit can also quickly determine whether the battery pack is getting weak, read and reset diagnostic trouble codes, and perform simple functions quickly without having to monopolize other complete diagnostic systems.

With no exposure to dangerous high voltages, the product can be used as a preventative maintenance offering to find problem packs and cells before they cause a system


PRODUCTS & SERVICES


Gear pump applications

For the past 50 years, Marzocchi Pompe has been

a leading supplier of gear pumps in industrial and off-highway mobile applications. But not many people know that it is also a key player in the on-highway automotive sector.

Gear pumps are volumetric machines, widely used in hydraulic system design because of their cost-effectiveness, simple construction and compactness. Marzocchi Pompe offers the broadest range of displacements – as low as 0.12cm3/rev and as high as 200cm3/rev – something widely appreciated in applications where a mini power pack is required. A reputation for quality and reliability has ensured that Marzocchi’s products have gained a share in the automotive market.

The pumps are designed specifically to be part of the electrohydraulic system, generating a flow of pressurized oil in a controlled manner in order to drive the actuators required in most of the aforementioned systems.

Standard applications of Marzocchi products require up to 300 bar, while the limited operating pressure of the automotive applications, generally up to 100 bar, has enabled designers and engineers to

introduce several optimizations aimed at maintaining – and even enhancing – very high performance, specifically in terms of efficiency, noise and reducing overall size – as well as optimizations to decrease manufacturing costs with adequate levels of automation in the production and assembly process of the units.

The family of E05 pumps has been specifically designed for integration into the assemblies of a large number of applications, including automatic transmissions, semi-automatic clutches, electrohydraulic power steering,

AWD systems, and assistance in hybrid types of propulsion.

The main parts of the pump, before being produced, have been subjected to structural verification through FEA simulations. This is to check the structure of the pump when subject to the stresses of work, and also to verify the behavior during the most critical stages of the manufacturing process. Despite their small size, E05 pumps are internally bi-compensated. The compensation system ensures that contact between the compensation plates and the gears is maintained in all operating conditions, a dramatic reduction in internal leakage, adequate lubrication of the moving parts, and excellent volumetric and mechanical efficiency. Synthetic oils used in the automotive industry generally have a low viscosity, as they must maintain adequate fluidity even at temperatures as low as -40°C. The low viscosity of the oil has necessitated fine-tuning of the compensation system, which has been designed to reduce the inevitable friction of components, increasing the mechanical efficiency

of the system. High mechanical efficiency has a direct effect on consumption, and enables a reduction in the size of other components, such as the electric motor required to move the micro pump. A reduction in internal friction also entails a reduction of the heat input in the hydraulic circuit. Reducing the volumetric losses makes it possible to reduce the size of other components, such as the radiators. In other words, lowering the internal leakage of the pump means reducing heat that would otherwise have to be taken away through oil cooling.

As a result, Marzocchi Pompe can provide the right solution to the specifications that worldwide Tier 1 engineers need to be able to cope with limited current and voltage requirements, NVH requirements, limited overall dimensions to address packaging restraints, and competitive pricing compared with standard pump solutions.

Advances in efficiency, size reduction and cost-effective manufacture make gear pumps a simple and compact solution to a wide range of automotive applications

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The stages in the E05’s development, from rapid prototyping (using FDM 3D printing, shown on the left) through to final product

Marzocchi Pompe’s advanced automotive department in its facility in Bologna, Italy


PRODUCTS & SERVICES


Electric bus development

Kinetics Drive Solutions is a Canadian company with roots

in the design and development of innovative drive solutions for off-highway markets. Following a successful specialized transmission product launch for a series electric hybrid utility truck, Kinetics Drive Solutions was approached by a related company with a new market opportunity. During market surveys and direct feedback from OEMs and customers, the potential in the electric bus market was highlighted. This was primarily fueled by interest from the Chinese market.

Traditionally, this market has been dominated by large, inefficient direct drive motors and industrial gearbox solutions. These systems typically offer 70-85% electrical-to-mechanical conversion efficiency. In contrast, it was determined that the combination of a multispeed gearbox and an efficient permanent magnet machine would provide efficiency, cost, weight and size advantages over other market offerings. An advanced permanent magnet motor, coupled with a specialized transmission, offers peak efficiency of above 95%. This translates to up to a 20% reduction in vehicle energy consumption.

The TCM autonomously determines shift points to optimize powertrain efficiency. During shift events, the TCM interrupts the torque request, takes control of the motor, and executes a shift. The shift is performed by opening the first clutch, rapidly changing motor speed to match the selected gear and then closing the second clutch and resuming torque delivery.

Kinetics engineers have developed an optimized, three-dimensional shift schedule based on the combined motor and transmission efficiency. The shift schedule is developed using MATLAB/Simulink simulation tools, and is indexed based on operating speed and driver-requested torque. Once the shift schedule is developed, it is then validated at Kinetics’ dyno facility to verify overall system efficiency.

In addition to the control, actuation system and dual-clutch technology, the transmission core

has been designed based on a standard automotive manual transmission for a lighter, more efficient solution. This architecture also facilitates localized manufacturing in China. Kinetics envisions this as the key driver to address the market in China by providing local content and enabling Kinetics to sell product in the rest of the world via its operations in Canada.

Kinetics has fully integrated and optimized drive kits with UQM’s PowerPhase series and STW powerMELA electric motors and inverters. The company is in discussion with other motor manufacturers to integrate their motors and provide a wide range of options for the marketplace.

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Integrating a 3-speed, dry dual-clutch transmission and a permanent magnet motor offered a highly efficient solution to powering an electric bus

The NexDrive EV3-850 3-speed dry dual-clutch transmission is integrated with a permanent magnet motor to form the powertrain for electric bus applications

The NexDrive EV3-850 is Kinetics’ flagship product for the electric bus market. The EV3-850 is a 3-speed, dry dual-clutch transmission integrated with an efficient permanent magnet motor to form a complete powertrain. The motor mounts directly to the transmission and the transmission control module (TCM) interfaces with the motor inverter to provide an integrated controls solution. The 3-speed architecture was chosen to provide sufficient stall torque for buses to achieve 20% gradeability while allowing for highway speed operation. The gear ratios are approximately spaced by a factor of two, allowing for smooth operation within the motor’s constant power region. The transmission is designed for full regenerative braking capability.

To achieve rapid and smooth shifts, the EV3-850 uses a dry dual-clutch pack and specialized synchronizer technology. The TCM acts as the master powertrain controller, communicating via CAN to the vehicle control unit. In normal operation, the TCM passes the torque request from the vehicle controller directly to the motor.

The high-tech Cobus 2500EL electric bus, powered by Kinetic’s NexDrive solution

The NexDrive EV3-850 3-speed dry dual-clutch transmission is integrated with a permanent magnet motor to form the powertrain for electric bus applications

Kinetics’ flagship product for the electric bus market. The EV3-850 is a 3-speed, dry dual-clutch transmission integrated with an efficient permanent magnet motor to form a complete powertrain. The motor mounts directly to the transmission and the transmission control module (TCM) interfaces with the motor inverter to provide an integrated controls solution. The 3-speed architecture was

speed operation. The gear ratios are approximately spaced by a factor of two, allowing for smooth

transmission is designed for full regenerative braking capability.


PRODUCTS & SERVICES


Battery testing solutions

As a leading global supplier of energy-storage testing

systems, Arbin Instruments is committed to developing the most responsive, highest quality and most technically advanced testing solutions available for its customers. Two areas of test equipment for which the company observed an increased need were testers capable of validating longer lasting battery technologies in a shorter period of time, and the ability to cost-effectively test a high number of batteries in a cost-effective way. To those ends, Arbin is developing an ultra-high-precision tester capable of accuracy to 50ppm (0.0005%) for high-current (200A) batteries, and has also just released an economical high channel count battery tester for battery formation and validation testing.

A battery’s useful life is forecasted using testing devices that cycle the battery between states of full charge and discharge. Batteries for the power grid or automotive applications present very different evaluation challenges from those used in familiar consumer electronics because of their longer expected lives and higher currents.

Testing batteries to the end of life is not feasible if the products are to reach the customer in a timely manner. Accelerated testing leads to inaccurate prognostics as it does not replicate calendar life due to differences between test conditions and real-world applications.

Research has shown coulombic efficiency (CE) to be a good indicator of battery cycle life. By improving the precision of CE measurements, a high-precision tester will greatly improve the predictive ability of a battery’s cycle life with far fewer test cycles. This will enable considerable reductions in the time and expense required

in the research, development and qualification testing of new automotive batteries. The expected benefits can be envisioned as a reduction in test time by up to 94% for automotive power applications.

In an ARPA-E collaboration with Ford Motor Company and Sandia National Laboratories, Arbin is currently developing a high-precision tester that will improve the accuracy of high-current CE measurement to a precision of 50ppm. In fact, Arbin is looking

to identify and select potential partners based on strategic fit, as a part of the market and beta testing phase of the product development. After the beta testing phase, the high-precision tester will be available to the general public.

Consumer demand for lighter, quicker charging and more flexible batteries also drives research and production in these industries. In order to get products to consumers in a price-competitive and timely manner, researchers and manufacturers must be able to test high volumes in a robust, proven and cost-effective way.

Arbin’s high channel count battery tester can hold over 1,000 fully independent channels in a single chassis for high-volume testing at an economical price, and can be further customized to fit a wide range of cell requirements.

Integrated temperature-controlled chambers can also be added per customer request. This option is particularly useful for testing

batteries that need constant elevated temperatures, as each chamber can be held at up to 40°C.

In addition, the high channel count battery tester features 30ppm measurement resolution with 100ppm accuracy, distributed network control technology, an integrated battery rack interface and built-in auto-calibration. It comes with the advanced software package MITS Pro 7.0, which provides flexible scheduling, a user-friendly interface, distributed system control and data acquisition, and easy automatic and/or manual maintenance and calibration.

Battery technologies will continue to advance at a faster pace. Arbin Instruments’ aim is to equip researchers and manufacturers with the best test equipment available so that they are free to innovate.

Advances in technology are enabling the accurate andrapid measurement of batteries with a longer lifespan, as well as realizing cost-effective, high-volume testing

The improvement in predictive ability

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The ARPA-E project beta model exceeds its 50ppm precision goal

The High Channel Count Tester provides over 1,000 channels


PRODUCTS & SERVICES


Powertrain test equipment

The requirements for reduced emissions and increasing

fuel efficiencies are driving the demand for specialized powertrains, and consequently the demand for specialized powertrain test equipment. As this demand evolves, these testers must offer both exceptional capabilities and the flexibility to accommodate different powertrain motor technologies. With the Electric Powertrain Tester (EPT) line of test platforms, D&V has taken its extensive knowledge of testing electric motors and created a line of equipment specifically designed for HEV and EV powertrain testing.

The EPT-130 is an excellent example of a D&V solution for these special requirements. This latest durability tester was recently built for an innovative European powertrain technology manufacturer. The customer’s requirements led D&V to develop new, state-of-the-art technology to meet its high-tech demands. D&V was requested to supply a durability tester that was capable of running demanding lifetime testing for a switch reluctance electric motor and inverter under diverse simulated driving conditions.

In addition there were requirements to provide wide-ranging environmental conditions and to simulate many in-vehicle conditions and faults. The foundation of the EPT-130 is a proven D&V dual motor dynamometer configuration that uses two high-performance motors to feed power to a high-speed driveline. This configuration provides extremely high acceleration rates with

low inertia and considerable power capabilities.

The D&V-supplied battery simulator included a new 150kW power supply, with a true voltage range from 0-1,000V DC and bidirectional regenerative power capabilities. Also provided was a new high-speed, high-accuracy power measurement module with multiple channels for motor current and voltage, configurable analog inputs and multiple motor position input channels. The motor current and voltage channels include ultra-fast data-collection capabilities that enable very accurate active and apparent power calculations to be performed. These exacting measurements provide plentiful and relevant data that was not previously available to customers, and now enables the exploration of the upper limits of an HEV/EV motor and inverter system.

The client requirements demanded the most rigorous

environmental testing. D&V used an innovative solution that employed an extremely durable environmental system that exchanges air through a specially designed air mixing system, along with a purpose-built environmental chamber. The environmental chamber was designed to offer full and easy access to the device under test (DUT) without compromising chamber seal integrity. Innovative coolant piping, sensor wiring and patch panel arrangements were employed in order to minimize chamber losses.

A separate caster-mounted inverter panel, which enables easy mobility and access, supplies power to the DUT. In order to accommodate a variety of inverters, a reconfigurable mounting arrangement is employed to provide all integrated electrical and cooling connections. Quick disconnects are employed to simplify making or breaking the electrical connections.

Two fault-injection modules enable the development of fault-recovery strategies without having to destructively modify components. With these modules in place, it is possible to simulate a multitude of conditions and motor/inverter faults on the high-voltage DC bus and output phases, as well as on the low-voltage control, feedback and communication signals. Some of the conditions that can be simulated are: shorted or open motor windings; high or low resistance for each winding; resistance between windings; and lost or intermittent electrical signals, CANbus lines and resolver signals. These fault conditions are easily implemented and monitored through the system software’s graphical user interface.

Able to simulate a diverse range of environmental and in-vehicle conditions, specializedelectric and hybrid powertrain testing equipment helps to reduce development time

The EPT-130 platform was developed to run demanding lifetime testing for a switch reluctance electric motor and inverter

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PRODUCTS & SERVICES


Integrated plug-in hybrid

Everyone in the auto industry is aware of the significance of

the figure 54.5mpg, and is allocating tremendous amounts of time and resources toward meeting this difficult and ambitious fuel economy goal. AVL, Linamar and Toshiba have teamed up to face the challenge by developing an integrated plug-in hybrid/all-wheel-drive system. Over the past three years, the team has worked on refining the design and performance for a truly unique result. To showcase the capabilities of the system, the companies created a demonstration vehicle that has been driven by every major OEM. Though it looks like an ordinary Cadillac SRX CUV, looks are deceiving. This SRX has been reconfigured into a PHEV30 hybrid that also has AWD and active torque vectoring.

The main components of the system include a two-motor rear axle designed by Linamar and AVL that develops 160kW peak power; an AVL-designed battery module using Toshiba SCiB lithium-ion cell technology; and a 350V nominal motor generator that runs the vehicle’s accessories and delivers charging power to the battery module when required.

The rear axle contains twin independent 80kW electric motors, double planetary reduction gears, motor disconnect, inverters, pumps and integral cooling channels. It sits compactly between the rear wheels and fits into the existing differential mounts, requiring only the connection of cooling, high-voltage power and a controls interface.

Upstream is the battery module, which contains the lithium-ion cells, battery management system and integrated air-cooling. The individual modules are approximately 400 x 195 x 170mm, and can be configured into the trunk and

driveshaft tunnel, depending on required capacity. At the heart of the system is Toshiba’s lithium titanate chemistry incorporated into prismatic cells. The LTO chemistry contained in SCiB technology is not susceptible to thermal runaway or lithium metal plating, providing exceptional battery safety. SCiB batteries can be charged in as little as 10 minutes and have excellent round-trip efficiency, which increases range and reduces the thermal requirements for cooling.

So what does all this do for the everyday driver? The production SRX goes from 0-97km/h in 7.6 seconds and achieves a combined EPA rating of 14.9 l/100km (19mpg). Handling is predictably biased to understeer and throttle tip-in adds to the heavy feel of the vehicle.

Add the hybrid system and the SRX sprints from 0-97km/h in just 6 seconds and delivers a combined fuel economy of 8.3 l/100km (34mpg), or 5.1 l/100km (55mpge), under normal EPA certification. Not bad for a vehicle that weighs nearly 2,300kg. In addition to the performance and fuel economy benefits, the system is designed

to greatly reduce charging times with its high level of useful charge and battery size, while reducing the overall mass compared with other battery technologies. Any handling concerns are addressed by the axle’s active torque vectoring capability, which provides improved control and safety in slippery conditions or when the vehicle undergoes evasive maneuvers.

When AVL, Linamar and Toshiba began the project, the goal was to develop a well-integrated system where all the components worked together in the most efficient manner possible. Unlike

other systems that package together multiple existing systems, this technology was designed, integrated and tailored for this purpose. The results: the axle fits in the existing rear cradle, the batteries tuck neatly into the underside of the car and the electronics and calibration provide near-production seamlessness for the driver. This is a uniquely designed and optimized hybrid drivetrain solution.

Three companies have combined their expertise to reconfigure a luxury crossover vehicle into a PHEV that’s capable of hitting the USA’s 2025 emissions targets

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To power the PHEV, AVL designed a battery module made up of a number of packs (left). The results are 2025-compliant

A closer look at the e-Axle in the back of the reconfigured Cadillac SRX CUV


PRODUCTS & SERVICES


Maintaining drivetrain life

Without doubt, the introduction of electrical

traction drives in public transit buses brings considerable improvements in terms of energy efficiency, environmental pollution and operational cost. However, the related environmental conditions create challenges when trying to meet the requirements for electronic power conversion. For example, a public transit bus might require an accumulated operating time of 50,000 hours over a service life of 10 years. Whereas the electric AC motor/generator typically survives the vehicle life easily, the battery (as well as the power electronics) face fatigue.

The challenge of increasing the number of charge/discharge cycles of batteries is currently enjoying great progress due to the focus from automotive industries. The goal of power electronic design is usually to achieve a maintenance-free product that does not wear out before the end of the vehicle’s life. This task gets more challenging when the lifetime requirement rises.

The biggest challenge is to properly cover all the tolerances of the operating conditions, which can include coolant flow speed and temperature, environmental temperature, battery voltage range,

individual driving behavior, traffic situation and the chosen driving route. The control parameters for power semiconductor fatigue are the number of temperature load cycles, as well as the individual junction temperature increase of each load cycle.

Semikron’s off-the-shelf SKAI2HV uses the implemented Quasar control software to monitor the individual power semiconductor junction temperatures in real time. Therefore it is possible to have suitable influence on the fatigue parameter and junction temperature increase, and so handle all challenging operating conditions. Depending on the software parameterization, it is possible to limit the junction temperature by the derating of power losses in real time. In principle, this can be achieved by reducing the actual output current or the switching frequency. As a result, the bus might slightly derate its actual driving performance, but it never stops operating. Via implementation of the intelligent control software, the drivetrain performance is ruggedized and keeps the intended life expectancy.

The optimal software configuration is achieved by further analysis of the mission profile – for example, the

typical periodical load that the bus faces on its daily route. Figure 1 shows an example of a load cycle requirement, illustrating torque and speed requirement over time. Figure 2 shows the corresponding temperature cycles of the implemented power semiconductors. This can be calculated by taking the typical environmental application conditions – coolant temperature, coolant flow and environmental

temperature – into account. As a result, the life expectancy can be calculated. Now the junction temperature step limits can be parameterized. Therefore the bus drivetrain will now derate under worse conditions as given in the load profile, but will still perform without compromising life expectancy. This behavior considerably improves the robustness of the drivetrain.

The increase of overall efficiency is another valuable consequence of this control scheme, which contributes to the enhancement of the mileage and the profitability of the vehicle. In addition, higher efficiency means reduced load for the traction battery and therefore less fatigue.

Off-the-shelf power electronics with intelligent control software can optimize performance and minimize the risk of electric and hybrid vehicle breakdown

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Semikron’s SKAI2HV three-phase inverter utilizes implemented Quasar software

Figure 1: Example torque/speed profile of a bus’s route Figure 2: The resulting power semiconductor temperatures

torque / p.u.speed / p.u.

Mission profile – Device temperatures (Ttr=IGBT, Td=diode, Tc=case and Ts=heat sink)

time [s]

T [°

C]


PRODUCTS & SERVICES


Research implementation

WMG, at the University of Warwick, hosts one of the

seven High Value Manufacturing Catapult centers in the UK. Building on a reputation that spans 34 years, WMG works collaboratively with businesses to incorporate cutting-edge research into commercially successful products and services. By working alongside world-class academics and engineers, critical technologies are developed which strengthen the UK’s technology base. R&D can be a costly process, but with WMG’s help, collaborative partners are supported from scoping out a project to finding funding sources.

Research at WMG is focused on the global challenge of low-carbon mobility, with special priority given to work on developing lightweight technologies, and energy storage and management.

The Energy Innovation Centre includes a £13m (US$21.7m), open-access Battery Materials Scale-Up Line, which provides a one-stop shop for the development of new battery chemistries from concept to fully proven traction batteries, available in sufficient quantities for industrial-scale testing. There is also a battery characterization laboratory, plus abuse testing chambers, and an electric/hybrid drives testing facility.

At the Lightweight Technologies Centre of Excellence, WMG is developing the next generation of lightweighting. Research within the center includes detailed material modeling and validation, design methods, manufacture (forming, joining and assembly) and product performance. The center works with structural and functional materials including metals, ceramics, polymers, composites, nanocomposites and multifunctional materials.

Through applied research between Technology Readiness Levels 4 and 7, sometimes referred to as the valley of death, WMG is translating good research ideas, or new technologies, into commercially viable products. Some recent examples of this are discussed below.

On June 26, 2013, Drayson Racing Technologies set a new world electric land speed record of 205.139mph (330.13km/h) in the sub-1,000kg class (subject to FIA homologation). WMG’s unique capabilities were used to support Drayson in achieving this record. The high-performance capabilities of the EIC powertrain testing facility (known as the Vehicle Energy Facility) were used to test the e-motors that would be used in

the world record attempt. This meant that the motors could be pushed to the absolute limit of their performance. “Without the testing work carried out at WMG’s facilities, we could not have achieved the land speed record,” says Angus Lyon, chief engineer of electric drivetrains at Drayson.

In another project, Jaguar Land Rover (JLR) is conducting research into the components and subsystems of electric vehicles, working with WMG academics looking at a range of alternative powertrain solutions, including mild-hybrid and PHEV. In 2013 JLR announced a new research project called Evoque_e, investigating the potential for mild-hybrid, PHEV and BEV powertrains. JLR also uses WMG’s research expertise in the implementation of aluminum for weight reduction to improve fuel efficiency and emissions. Today, JLR is the biggest producer of aluminum bodies in the world, and lightweight architectures is an area in which JLR will continue to excel and innovate.

In a third example, a University of Warwick student completed a short study for Coventry-based company

John Oates Limited during the summer vacation of 2013. John Oates Limited specializes in the design, development and manufacture of electric delivery vehicles. At the conclusion of a number of MATLAB simulations performed by the student, recommendations were made to enable the John Oates vehicles to achieve the required range and target top speed of 97km/h, as well as enhancing battery performance. “We are extremely pleased and grateful for WMG’s help,” says Mike Haddock of John Oates. “It will be beneficial to our project, and we hope to continue with future projects. Our next priority is to refine the control system for regenerative braking.”

A UK research center aims to enable low-carbon mobility projects to progress smoothly from initial development through to direct product application

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At the Lightweight Technologies Centre of Excellence, WMG is developing the next generation of lightweighting. Research within the center includes detailed material modeling and validation, design

functional materials including

composites, nanocomposites and multifunctional materials.

between Technology Readiness Levels 4 and 7, sometimes referred to as the valley of death, WMG is the world record attempt. This

A UK research center aims to enable low-carbon mobility projects to progress A UK research center aims to enable low-carbon mobility projects to progress smoothly from initial development through to direct product applicationsmoothly from initial development through to direct product application

WMG testing was vital to Drayson’s world record attempt

A John Oates electric vehicle

WMG is focused on implementing cutting-edge research into product solutions


PRODUCTS & SERVICES


Precision power analysis

As technologies for electrical and hybrid vehicles advance,

with demands for even greater improvement in efficiency, there is a need for a power analysis system that is better suited for developing and testing low-loss, high-efficiency variable-speed drive systems. Besides automotive applications, systems that can measure loss and efficiency with a high degree of precision and in a stable manner also play an important role in the development and testing of devices such as PWM inverters, DC/DC converters, and motors that are used in such systems.

Device loss and efficiency are calculated by simultaneously measuring the input and output power of the target device and then dividing the results to obtain a ratio. Electrical power is measured using voltage and current, while mechanical power is calculated based on torque and RPM.

Measurement systems must deliver the performance to simultaneously measure these dynamically changing parameters in a stable, highly precise manner and calculate the results in real time.

In addition to a level of DC measurement performance that is characterized by the lack of any offset drift even if the temperature changes, power analyzers used to

measure current must provide high-precision coverage of PWM switching frequencies and the ability to measure large currents in excess of 100Arms. However, current probes that use standard shunt resistors, current transformers (CTs) or Hall elements are unable to deliver this level of performance. The optimal method is to use a high-precision current sensor that uses the zero-flux method instead of Hall elements to deliver wider bandwidth.

Hioki has a solution in the 3390 Power Analyzer. Designed to serve as a single-instrument solution, it provides four voltage and current inputs that can simultaneously measure the DC and PWM sides of a target device, as well as torque and RPM signal inputs, and immediately calculate loss and efficiency at high speed (as fast as every 50ms) using completely synchronized measured values. The power analyzer combines current inputs that are optimized for use

with high-precision current sensors and can also supply current to sensors, and can accept frequency-based torque so that it can accommodate output from high-precision torque sensors. The power analyzer delivers active power accuracy of 0.05% at 50Hz, 0.2% at 10KHz and 1.5% at 100KHz, and provides high-precision coverage for the PWM frequency domain.

Developers can mix and match current sensors from 50W class to 500kW class devices according to the needs of their applications, and can choose from a selection of high-performance models that combine flux-gate and zero-flux designs that have been a staple of Hioki’s current sensor lineup since 1994. Performance-oriented pass-through variants are available with ratings ranging from 50A to 1,000A, while convenience-focused clamp-style sensors are available with ratings from 20A to 200A.

The Hioki 3390 Power Analyzer also provides functionality for analyzing an IPM motor’s d-q axis control state based on electrical angle data, while it simultaneously measures motor efficiency. By serving as a one-stop solution for mapping the relationship between current phase control and efficiency, the high-precision instrument promises to help engineers improve the performance of tomorrow’s state-of-the-art power drive systems.

High-precision, real-time measuring is helping to further the quest for efficiency in electrical and hybrid variable-speed drive systems

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Feedback Coil

Flux Gate

Excitation CircuitSynchronous

Detection

Amplifer

Magnetic Core

Resistor

Measured Conductor

Hioki’s 3390 Power Analyzer and current sensors evaluate the efficiency of battery power consumption and motor drives

Flux gate architecture sensor with zero flux method minimizes offset drift and achieves high linearity


PRODUCTS & SERVICES


In-car semiconductors

From advanced driver assistance systems to

infotainment, navigation and motor controllers, semiconductors are making cars safer and more efficient.

Demand for automotive semiconductors is on the rise, and among the main drivers for semiconductor companies, such as Toshiba, are the applications that inform and assist drivers and add to their comfort – for example, graphics controllers for TFT displays and advanced driver assistance systems (ADAS).

ADAS implementations require images to be collected in a wide range of environmental conditions by sensors that can operate continuously and provide high dynamic range images. Once collected, energy-efficient processors, such as Toshiba’s line of automotive image recognition processors, enable parallel processing of images using optimized DSP extensions.

Such processors can detect whether the car is staying within the correct traffic lanes, what is happening in close proximity to the car (such as when other vehicles come near to it) and weather conditions. Most importantly, they can detect pedestrians during the day, in poor visibility and at night. In addition, these ICs can also monitor cameras placed inside the car and detect if a driver is tired by monitoring eyelid movement.

Consumers are also demanding high-quality in-vehicle graphics that match those of smartphones. As a result, ICs (such as Toshiba’s graphic display controllers) have been developed that output high-quality graphics and enable functionalities, such as cover flow and blurring of animated images.

In addition to the ADAS information, drivers are increasingly

demanding more sophisticated integrated navigation systems – often with 3D-like image rendering of street views. Not only do these 3D maps require sophisticated graphic processors, but the map data files also require a large amount of storage.

In Europe, data has traditionally been stored on hard disc drives (HDDs), and these must meet certain criteria to be suitable for the automotive environment. More than 25 million automotive-specific HDDs have been sold since 1996, and NAND-based solid-state drive (SSD) technology is now also starting to make the jump into the automobile.

Semiconductor companies are also developing and qualifying a range of power storage solutions for automotive use along with power transistors, IGBTs, MOSFETs and

ICs designed specifically to monitor automotive battery systems.

Even integrated power amplifiers designed to mimic the sound of petrol-driven cars are in production so that pedestrians and cycles are not caught unaware when electric cars approach.

Automotive microcontrollers have also received a lot of interest, whether they are designed to control the electric motors that turn the wheels in electric and hybrid vehicles, or control electric power steering systems. Microcontrollers are also being used for safety features, such as deploying airbags if an impact is detected. Of course, functional safety is a very important issue, and compliance with ISO26262 is critical. To ensure system security, entire systems, not just individual components,

need to be qualified, and many semiconductor companies are working with certification agencies to develop certified systems that can be easily implemented.

It is clear that, in 2014 and beyond, the automotive industry is going to increasingly rely on semiconductor companies that can help them make safe and efficient cars that provide comfort and entertainment. As the control systems get more complex, the automotive industry is going to need to work with partners ever more closely so that whole systems can be designed and certified, rather than just individual components.

As the complexity of control systems continues to advance, the automotive industryis relying increasingly on semiconductors to power a wide range of applications

Applications ranging from in-car navigation and infotainment to advanced driver assistance systems rely on semiconductors

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PRODUCTS & SERVICES


As contractors and utility companies comply with no-idling regulations, they have looked for ways to export power for their hybrid work trucks and tools. Curtiss-Wright Powerpac inverters silently deliver 6kW of AC power.

Powerpac DC-AC inverters for hybrid and electric trucks deliver true sine wave power for the most demanding applications. The Powerpac series invert 360V DC to 120V AC, easily powering many standard tools on the job site without needing to run the truck engine, auxiliary engines, or portable generators. These liquid-cooled inverters provide up to 52A continuously and are sealed in an IP67 cast enclosure.

Curtiss-Wright has also developed 360V DC – 208V AC, three-phase inverters for intense power requirements. The company specializes in custom solutions for hybrid and electric vehicle OEMs,

with power inputs ranging from 260V DC to 900V DC.

Curtiss-Wright has been building hybrid vehicle components for over a decade, including traction inverters, converters, inverters and power distribution modules for the most demanding truck, bus, agricultural and construction applications. Curtiss-Wright traction inverters have logged many millions of road miles, and boast automotive-grade components, intelligent thermal protection and the highest power density in the industry.

Vehicle OEMs continue to rely on technology from Curtiss-Wright for hybrid and electric vehicles. The company’s engineering staff integrates with OEM engineers to ensure the best power management design. Curtiss-Wright combines its technical experience, design engineering capability and manufacturing expertise to rapidly develop and build the most rugged

To accommodate the varying test requirements for electric vehicle laboratories, Bitrode has developed a full range of systems to meet the unique demands of the industry. Its EV/HEV testing solutions simulate the actions of an electric vehicle as it places demands on batteries, enabling laboratories to run standard test regimens including: FUDS, SFUDS, GSFUDS, DST and ECE15L.

The systems are designed to meet the varied requirements for equipment performance, with current and voltage specifications, mode-switching speeds and ramp rates tuned to test regimens for battery materials development, cell, module or pack testing. Additionally, the battery simulation function can program voltage, maximum current and internal impedance for motor testing applications.

With charge or discharge cycles up to 450kW, Bitrode’s FTF family of products is suited for pack testing of high-power and high-voltage applications where precise control of current and voltage is required. Parallel functionality means the FTF can operate at an impressive 1.8MW of power for large-scale testing applications. The FTF can perform mode switching at 40A/ms, producing accurate simulations of rapidly changing power demands in HEV systems. Discharge power recycling to the AC line makes the FTF more energy-efficient to operate.

Built around Bitrode’s proven linear transistorized control, the FTV family of products is capable of testing power profiles up to 200kW. This system is built for fast charge/discharge switching and discharges down to zero volts, making it an outstanding performer in drive cycle simulations. Similar to the FTF, the FTV can support large drive cycle test programs and sample data at a 10ms rate.

Liquid-cooled power inverters

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and reliable hybrid vehicle power management components for vehicle OEMs, delivering proven solutions that bring concepts to market.

EV and HEV testing solutions



In their drive to advance technology, an increasing number of electric and hybrid vehicle designers are discovering how a simple spring can be used to make and maintain critical mechanical and electrical connections.

The Bal Seal Canted Coil Spring presents the dual benefit of latching, locking or holding system components together and efficiently managing high current flow in tight spaces with minimal heat rise. The spring’s independent coils provide multipoint contact, ensuring consistent transmission of electricity to and from the lithium-ion battery array and other vehicle systems. The spring also conducts power to the motor during low-speed operation and ensures reliable recharging through regenerative braking. Depending on its placement, the Canted Coil Spring can also shield connectors

and couplings from the harmful effects of EMI.

In external charging, the Canted Coil Spring conducts electricity from a wall or base unit to the battery array, automatically compensating for misalignment and surface irregularities that may otherwise compromise charging efficiency. It can also be employed to provide positive latching feedback that indicates proper charger connection.

With many years of application experience and certification to ISO/TS 16949, Bal Seal Engineering specializes in assisting OEMs in developing performance breakthroughs. The company’s products employ unique Bal Seal Canted Coil Spring technology.

Conductive spring connections

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Beltless DC-DC conversion Working in collaboration with

OEMs and transit authorities, Vanner, of Hilliard, Ohio, USA, has successfully brought greater fuel economy and lower emissions to the global hybrid, electric and fuel cell transit bus with its Hybrid Beltless Alternator (HBA).

In 2011 Vanner began commercial production of the HBA and, to date, has produced more than 1,200 units, which are used in more than 60 cities, by all major North American transit bus manufacturers and by OEMs in Spain, Malaysia, Turkey, Brazil and India. These HBAs are responsible for annual fuel savings of more than 3,000,000 liters, resulting in an annual reduction of nearly 8,000,000kg of CO2 emissions.

Vanner’s HBA is a high-voltage DC-DC converter that powers accessory loads traditionally supported by an alternator, in addition to powering the latest electric cooling fans popular with transit authorities. A single HBA makes 300A at idle available for accessory load power and up to

600A at idle in a dual HBA configuration. All-electric vehicle DC-DC conversion is available in an Electric Beltless Alternator (EBA) configuration.

Transit agencies using this technology report low maintenance, improved vehicle uptime and reduced maintenance costs. Some agencies report fuel economy gains that are 10-15% beyond hybrid savings. The combined fuel and maintenance savings allow for full cost return within a few years; the HBA boasts a life expectancy of over 23 years.

The Vanner HBA is just one component in the company’s transit electrification product line and can be configured to a wide range of OEM fit and output specifications.

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http://www.heinzinger.com

PRODUCTS & SERVICES

At this year’s CeMAT exhibition in Hanover, Germany, Bonfiglioli demonstrated its newest solutions in the field of electric transmissions for material handling, airport equipment and electric wheels.

Bonfiglioli has been producing planetary gearboxes driven by electric motors since 1980, and in recent years a dedicated inter-functional development team has perfected advanced solutions to satisfy the latest and most sophisticated market needs. The company’s electromobility solutions guarantee excellent operating efficiency and can be applied to machines as diverse

as airport equipment, forklifts and electric lightweight vehicles. The latest products, especially developed for small- to medium-sized machines, embody all the technology, know-how and experience of Bonfiglioli in the field of electrical power transmission. These products can also be scaled up easily. Applications suitable for larger machines can therefore be expected shortly.

Nowadays, customers seeking to purchase earthmoving machines and operating plants in general are demanding the highest levels of efficiency in order to raise productivity and lower running

costs. These customers must also comply with Increasingly strict emission control standards, especially in situations when these machines are destined for use in residential areas, indoors or in agricultural applications. Electromobility now provides the most effective solution to these requirements. The transition from hydraulic to electric motors has led to greater economy, higher usable power and environmental sustainability. Moreover, the ability to customize its products to meet specific client requirements is one of Bonfiglioli’s key competitive advantages: the company has

always worked hand-in-hand with customers’ R&D departments to create accurately tailored solutions. Bonfiglioli’s products really can be made to measure. Perfect integration with the customer’s machine is guaranteed, and this, in turn, means maximum operating efficiency. Thanks to its impressive range of products and variants, Bonfiglioli has also achieved one of the highest levels of customer satisfaction in the business.

Electrical power transmissions

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Allegro is your supplier for fueling efficiencythrough advanced current sensor ICs in HEV

and stop / start vehicle applications.

Innovative Integrated Current Sensor IC Products

Hybrid Vehicle Current Sensing

■ Main Inverter■ Fuel Pump■ Power Steering■ Oil Pump■ DC-DC Converters

■ Air Conditioner Compressor■ AC Line Charge Current■ Circulation Fan■ Electronic Hydraulic Braking■ Main Battery Charge Current

Applications include

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Consystem S.r.l.I-20144 Milano, ITALYTel: +39 02 4241471Website: www.consystem.itE-mail: [email protected]

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Engine stop/start systems are becoming standard in almost every vehicle category to meet emission targets. Dual-clutch transmissions (DCTs) are an excellent base for the increasing number of stop/start systems, because no additional oil accumulator or pump is required. A DCT offers good performance, comfort and the flexibility to integrate with a hybrid or electric powertrain. The wet dual-clutch technology combined with hydraulic actuation and supplied by an on-demand electric pump is the optimum solution to satisfy customers in all segments. In hybrid applications, the benefit of the DCT is that it does not have a torque converter. So, during the restart, the pump oil flow enables a quick pump prime. In electric vehicle applications, the DCT provides high efficiency and low parasitic losses, allowing for smooth shifts without torque interruption.

What is new or different with a DCT for EVs and HEVs is the emphasis placed on the electronic

communication needed to match the electric machine to torque and speed requirements during shift events. The transmission enables more robust shifts and control strategies, while the clutch sizing and cooling requirements are lower. BorgWarner’s DualTronic clutch module uses two wet clutches to engage the odd and even gears respectively, enabling shifts within fractions of a second with no perceived interruption of powerflow. The DualTronic control module employs low-leakage electrohydraulic solenoids to precisely control the clutch and the transmission’s gearshift actuation system for responsive shifting and dynamic performance. As a specialist with many years of experience, BorgWarner also continuously optimizes its friction technology.

EV and HEV dual-clutch transmission technology

PRODUCTS & SERVICES

eCarTec Munich 2014October, 21 - 23, 2014, Messe München, Entrance West

www.ecartec.de

ParalleltheeCarTecConference

6th International Trade Fair for Electric & Hybrid Mobility

Anzeige eCarTec 2014 183 x 115 + 3mm eng.indd 1 22.05.2014 10:16:31

FREE READER INQUIRY SERVICETo learn more about BorgWarner, visit: www.ukipme.com/info/ev

INQUIRY NO. 545


http://www.ecartec.de

PRODUCTS & SERVICES


Today’s drivetrain applications, including components such as batteries, power electronics and motors, are working at a higher power level than at the beginning of automotive hybridization.

It is therefore important to have reliable and powerful test equipment with high reproducibility along the whole supply chain – from R&D at the component supplier, to end-of-line tests at the OEM. With its ERS series, Heinzinger offers a dynamic, bidirectional system with active energy recovery to the grid. The water-cooled systems are able to handle various kinds of load levels, up to 1,000V DC and 600A at a maximum power of 250kW. In combination with the high-speed regulation and communication, a continuous transition between source and sink mode can be reproduced under realistic conditions, even at a high power load. It is easy to upgrade a one-channel version to a two-channel version at a later point in time.

The Heinzinger ERS series supports a wide range of EV and HEV applications by keeping the initial investment cost, as well as the operational costs, at a low level.

High-power test solutions

Many car manufacturers are already utilizing DC standards, such as the widespread CHAdeMO system, to rapidly charge electric vehicles. Nowadays, the Combined Charging System (CCS) is also increasingly being used, such as on the BMW i3 and Volkswagen’s E-Up and E-Golf. However, DC charging stations supporting this standard are few and far between. This is where the ChargeBox from Designwerk comes to the rescue, offering fast 22kW charging anywhere as it connects easily to existing Type 2 charging stations or standard three-phase connectors.

Thanks to its compact size, the ChargeBox is perfect for fleet use, workshops and vehicle events. There’s even a ChargeBox model that supports both standards, CCS and CHAdeMO, so no electric vehicle driver is left stranded.

For the last five years, Designwerk has been bringing together industrial design and engineering. The Denkfabrik der Elektromobilität – the think-tank of electric mobility – now has a number of successful projects behind it. Its most important innovations include Swiss Post’s Kyburz DXP electric three-wheeler; the ultra-efficient Zerotracer fully enclosed electric motorbike; and Switzerland’s first fully electric 18-ton truck, which has been in regular use for a while with Swiss customers such as Coop and Feldschlösschen.

Mobile quick charger

Today’s mass market IGBT power modules used in traction applications for electric and hybrid vehicles continue to be derated due to limitations in semiconductors’ ability to switch at higher temperatures, and the availability of suitable bonding and joining technologies capable of meeting lifetime requirements. This undesired use of excess semiconductors leads to higher cost of the inverter and the associated liquid cooling system.

As novel generations of new silicon semiconductors become available, junction temperatures of 175°C or more can be established. Highly reliable bonding and joining technologies remains a major challenge and efficient liquid cooling comes at a high price.

To increase power density, and improve system cost and integration into vehicles, a whole new suite of technologies is required.

An advanced approach to highly efficient liquid cooling, Danfoss ShowerPower+ can reduce thermal resistance by a further 15-20% than state-of-the-art technologies, while avoiding complex and often costly metal-injection pin-fin-structures.

The Danfoss Bond Buffer (DBB) is a new generation of die attach contact and semiconductor top contact, which, by substituting fatigue-prone solder joints and Al wire bonding for Ag sintering and Cu wire bonding, allows for 20 times more active power cycling capability and operation at significantly higher temperatures. Enabling

the use of copper bond wires

over aluminum is an essential element of the new

semiconductor contact, sustaining the proven flexibility of design and power circuit routing.

Furthermore, improved electrical layout and minimum parasitic inductance allows for higher DC interlink voltage at reduced transient overshoot.

In combination, these elements positively impact power density and robustness. The user can draw more current and voltage out of the same silicon dies to gain more traction power and driving pleasure.

With its state-of-the-art, highly automated, ISO/TS 16949-certified production facility in Flensburg, Germany, Danfoss is equipped to support these technologies for series vehicles as of 2015.

FREE READER INQUIRY SERVICETo learn more about Danfoss, visit: www.ukipme.com/info/ev

INQUIRY NO. 548

FREE READER INQUIRY SERVICETo learn more about Heinzinger, visit: www.ukipme.com/info/ev

INQUIRY NO. 547

FREE READER INQUIRY SERVICETo learn more about Designwerk/Comobility, visit: www.ukipme.com/info/ev

INQUIRY NO. 546

Boosting IGBT power modules




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www.tttech.com/data-logging

Safeguarding and Troubleshooting in Automobile Networks

• Simultaneous, extensive data logging with one common time stamp

• Configurable power management• Built for harsh automotive environment• Online data visualization

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PRODUCTS & SERVICES

The innovative designs of electric and hybrid vehicles today call for motor configurations and operating environments that often challenge engineers and fabricators. Not only are drive motors and sensors being located in new and challenging vehicle locations, their designs must also deal with severe weight constraints, limited space and adverse operating conditions. In these situations, innovative magnet design and consistent, predictable magnet assembly play a key role in operational reliability and longevity.

For more than 50 years, Magnet Applications has provided magnets, magnet assemblies, and magnet technology to manufacturers and

research laboratories around the world. For motor and generator manufacturers, Magnet Applications assembles hubs, rotors and backplates, performing final grinding and balancing for myriad motor designs in both North America and Europe. Magnet Applications is the premier supplier to the brushless DC motor and sensor market of compression-bonded and injection-molded bonded magnets, as well as other rare earth magnets made of materials such as samarium cobalt and sintered neodymium. For some applications, more mature magnet materials such as ferrite (ceramic) and alnico (both sintered and cast) are still the best choice,

Ingeteam presents its latest electric vehicle charging station: the Ingerev Garage Basic. This new model has been available for the European market since April 2014, and can be purchased directly from Ingeteam, or through distributors and online sales points. The Ingerev Garage Basic has been designed for use on private property, either residential or professional, and can be installed in a variety of locations, including homes, community or company garages, private parking lots and hotels.

The vehicle connection cord is part of the unit, for a convenient, simple charging operation. A switch makes it possible to select either normal or limited charging mode, the latter having a lower charging power.

A USB port is supplied as standard with the charging station and enables the user to customize the configuration to suit their charging habits, in order to optimize the unit for each vehicle and installation. This USB port also serves to download details of consumption, and to update the FW.

The charging station has been approved by leading electric vehicle manufacturers, including Renault, Nissan and BYD.

The Garage Basic completes the Ingeteam range, which includes stations for public places, parking lots, company parking lots and private property, as well as fast-charging stations.

Magnetic design and assembly

FREE READER INQUIRY SERVICETo learn about Magnet Applications, visit: www.ukipme.com/info/ev

INQUIRY NO. 549

FREE READER INQUIRY SERVICETo learn more about Ingeteam, visit: www.ukipme.com/info/ev

INQUIRY NO. 550

and Magnet Applications routinely factors these materials into design and cost considerations.

For 25 of its 50 years, Magnet Applications has pioneered the field of compression-bonded and injection-molded magnets. Today the company is the largest North American magnet manufacturer and consumer of neodymium iron boron powders. With manufacturing and design facilities in DuBois, Pennsylvania, USA, and Berkhamsted, Hertfordshire, UK, Magnet Applications supports electric vehicle manufacturers in both North America and Europe with nearby manufacturing and ready access to magnet expertise.

Domestic EV charging station

The world’s biggest EV database!www.ev-info.com

Research, development and advanced design activities are conducted at both facilities. All Magnet Applications plants are ISO 9001:2008 certified. The company is registered with ITAR and DFARS compliance. In 2008, Magnet Applications was acquired by Bunting Magnetics, thus gaining access to the vast magnet technology developed by one of the foremost magnetic device manufacturers in the world.

MagnetMotor Battery Hybrid car



http://www.ev-info.com

www.magtec.co.uk

Since 1975 Bonfiglioli Trasmital has its strength in developing solutions for use in mobile machinery. Beside our well known product series with hydrostatic motors, we are supporting the trend of powertrains electrification with custom designed drives for traction with electric motor.These tailored solutions fit to commercial, construction and agricultural vehicles, Bonfiglioli is able to design electric drives with different level of voltages, architectures and duties, depending on mission profile, weights and characteristics of the machine involved in the project.

Electric powertrain solutions

Bonfiglioli Riduttori S.p.A.Via Giovanni XXIII, 7/A40012 Lippo di Calderara di RenoBologna (Italy)www.bonfiglioli.com

Aerial platformsMaterial handlingLightweight vehicles Agriculture

High voltage cables and electrical vehicle charging cables.

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FREE READER INQUIRY SERVICETo learn more about Ioxus, visit: www.ukipme.com/info/ev

INQUIRY NO. 552

Whether it’s the new BMW i3, a Smart Fortwo electric drive, Renault’s Zoe or the Tesla Model S, any EV with fast-charging mode needs an appropriate wallbox to fit this feature.

Keba’s KeContact P20 is perfectly made for this application. It charges with up to 32A (corresponding to a maximum of 22kW), and with charging in accordance with IEC 61581 Mode 3, the process takes approximately one hour, depending on the electric vehicle type.

However, Keba’s wallbox is more than just another charging station. It is an intelligent system that can act as a communication interface for intelligently controlled charging.

The KeContact P20 is designed to accommodate a range of interfaces. A PLC modem facilitates an internet connection to the vehicle, which enables operators and users to retrieve information regarding its charging status.

The Ethernet interface provides simple connection to an existing router. This enables numerous applications. Smart home integration via the user datagram protocol (UDP) allows the charging

process to be stopped or started, and regulation of the maximum permitted charging current of the EV in conjunction with photovoltaic, battery, heat pump or similar systems. The Ethernet connection also allows for OCPP communication, facilitating global load management and the control of charging in accordance with various parameters, such as grid load, electricity price and a surplus of volatile energy. The connection also enables local load management, which smooths the load curves of the connected vehicles by means of re-timing, prioritization or power distribution. The aim of the load management system is to reduce power peaks, thereby smoothing the curves of the energy obtained.

Keba’s KeContact P20 is far more than just a charging station. It is an intelligent system – the heart of all e-mobility solutions – that fulfills tomorrow’s requirements, today.

FREE READER INQUIRY SERVICETo learn more about Keba, visit: www.ukipme.com/info/ev

INQUIRY NO. 551

With the market for hybrid and electric vehicles expanding to meet the industry’s growing expectations, manufacturers need to reassess energy capacity to ensure its vehicles are operating at an optimal rate. To achieve this, energy storage systems must advance beyond the capabilities of a battery, as the expectations for performance significantly outweigh what a battery is able to attain, especially in maximizing the power of a vehicle’s stop/start system or brake energy recovery system.

Most hybrid or electric car models use one energy storage device as a means of integration with the application of its stop/start technology. Ultracapacitors are the best choice for energy storage for stop/start for a number of reasons. Firstly, the price of ultracapacitors has steadily declined – primarily because of decreased material costs and increased levels of automation in both the cell and module manufacturing processes. Ultracapacitors are also better suited for meeting the charge

acceptance and lifetime required for this high-performance application. With regard to stop/start for micro-hybrid applications, ultracapacitors’ low equivalent series resistance means they can be utilized in parallel with existing batteries to provide robust support. Ultracapacitors can provide acceleration for mild-hybrid power applications, with more power in a smaller volume of required space than other energy storage systems.

As vehicles and the consumer become smarter, automotive

engineers need to keep pace. Ultracapacitors are the most reliable of any energy storage system available today and offer the greatest return on investment. Providing the maximum throughput capacity, ultracapacitor use translates into improved power in stop/start systems for hybrid and electric vehicles.

Ultracapacitors in stop/start applications

Intelligent charging stations



http://www.evworld.com

Mobile charging with up to 150km/h

Mobile fast charging device for electric vehicles fitted with CHAdeMO or CCS Combo2 DC charging ports.

design-werk.ch

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www.infotronix.co The Electronics of Information

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MAGNETAPPLICATIONS®

Across any application, Magnet Applications is able to provide the magnetic technology solution you are seeking.

At Magnet Applications we have 50+ years as an OEM Supplier of Magnets. Our years of experience in the manufacture and design of magnets and magnetic assemblies help you solve today’s tough design problems.

With complete design capabilites and flexible manufacturing methods, Magnet Applications is the ideal supplier. From selecting the right material, to developing the best manufacturing method, to delivery.

Visit MagnetApplications.com for all your OEM magnet needs.

+1 814-375-9145 E-mail: [email protected]©2014 Bunting® Magnetics Co.

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Magnet Applications, Inc. is registered with the U.S. Department of State,Directorate of Defense Trade Controls (DDTC)and is in compliance with the International Traffic in Arms Regulations (ITAR)

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High performance hybrid and plug-in hybrid vehicles

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Find out more at:www.jmbatterysystems.com

+ Johnson Matthey Battery Systems is Europe’s leading lithium-ion battery systems innovator.

+ We base our experience over a wider range of cell chemistries than any other company.

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European Electric Vehicle CongressBrussels, 2nd - 5th December 2014

EEVC

Politics

Industry

R & D

End Users

NGOs

The European Electric Vehicle Congress strengthens its position as global platform for e-mobility where industry, R&D, policy decision makers, end-users and NGOs meet.

As motivations, needs and constraints are different for each group, EEVC-2014 aims to aid in defining the most promising solutions to be adopted, taking into account technical progresses as well as environmental and econo mical constraints.The venue is Brussels, to ensure optimal proximity to representatives of the European Institutions that consider Battery, Hybrid and Fuel Cell Electric Vehicles to play an important role to lower atmospheric pollution and to reduce oil dependency.New mobility concepts, noise and health factors will also be issues to be discussed.The day prior the Congress, a EU Project day will be organized to provide the audience with a complete overview of the different programs supported by the European Authorities (FP7, Horizon 2020, IEE, EUROSTAR, INTEREG, ...) & related funded projects dealing with eMobility, so to identify possible actions, overlaps, synergies and/or gaps.

European Electric Vehicle CongressBrussels, 2nd - 5th December 2014

All info at www.eevc.eu

P140720

ALWAYS IN MOTIONALWAYS IN MOTIONA professional society, SAE International is the authority on vehicle engineering. We develop more vehicle technical standards than any other organization. We o� er the largest library of vehicle engineering content. And, we bring together the largest global network of engineers in the world.

Through a comprehensive collection of programs, products and services, we supply the information, tools, and technical know-how to help today’s professionals do their jobs better while we ensure the development of the next generation of mobility engineers.

Since 1905, SAE has connected automotive, aerospace, and commercial vehicle engineers to each other and the technical resources needed to foster a lifetime of learning and the advancement of the mobility industry.

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PRODUCTS & SERVICES


EVconnectors, the UK’s largest supplier of electric vehicle charging products, has introduced an innovative portable charging lead with an advanced array of features that ensure safe and efficient e-charging. With charging rates from 6A to 16A and a full range of charging lead and wall plug options, the EVSE is suitable for all vehicles and uses across Europe.

The Portable EVSE provides electric vehicle users with end-to-end safe e-charging. Starting with a thermal wall plug, which prevents overheating and the risk of fire by reducing charge current under high load conditions, the EVSE is also fitted as standard with a residual current device, a protective cover presence and a protective cover monitor, preventing electric shocks by shutting down if a dangerous voltage is detected in the protective conductor.

The EVSE features in-line thermal and power failure monitoring, a graphic touch panel with an LED display of charging status, and two buttons to control On, Off/Test and Program Mode, which gives manual control

of the maximum charging current. Waterproof to IP 55, the EVSE will operate within a temperature range of -30°C to 50°C. A parameterization interface and integrated vehicle communication module are also included as standard.The EVSE safe e-charging system is available with Type 1 and Type 2 connectors and meets all relevant specifications including IEC 61 851-1:2001, IEC 62 196–1:2003, IEC 62 335 and ISO 6722. Customization of the EVSE and carry case is available for OEM and trade purchases.

Portable electric vehicle charging

FREE READER INQUIRY SERVICETo learn more about EVconnectors, visit: www.ukipme.com/info/ev

INQUIRY NO. 553

Chilye Green Technology is a leading expert in EV and HEV high-voltage connection and distribution systems. The company provides standardized and customized connectivity products for EV and PHEV applications. Chilye’s most popular products include SAE J1772 standard Level 1/Level 2 and DC Combo; IEC 62196 standard AC Type1/Type2 and DC Combo; and GB/T 20234 standard AC and DC charging couple.

Chilye’s high-voltage product range for EV and HEV applications includes high-voltage distribution units, high-voltage connectors, manual service disconnectors, electric motor connectors, and battery connection busbars.

FREE READER INQUIRY SERVICETo learn about Chilye Green Technology, visit: www.ukipme.com/info/ev

INQUIRY NO. 554

High-voltage connections

Infotronix is pleased to announce the release of a highly flexible battery cell monitoring and passive balancing board, the p-MBB. It is capable of accurate cell voltage measurement (9-18 cells), module temperature measurement (six thermistors) and balancing currents in excess of 300mA while acting as either a standalone BMS or as the battery module interface board(s) in a distributed system. Design features such as a redundant voltage and temperature comparator, galvanic isolation, CAN, 12V/24V supply circuits and the use of automotive qualified components ensures robustness and wide applicability. The p-MBB has been successfully deployed as part of a prototype ultracapacitor pack to one of the world’s principal automotive OEMs, in an academic research laboratory investigating lithium-ion cells, and is being used in the design of a dual-chemistry pack targeted at wireless fast-charging applications.

Whether as the cornerstone of a research project, prototype system, test bed, reference design for a production project or production deployment, the p-MBB can be employed in many

ways. It can serve as a hardware platform, enabling customers to develop SOC, SOH, balancing and other algorithms in-house using conventional hand-coding methodologies or Simulink code generation capabilities. Infotronix also delivers the p-MBB as a pass-through device whereby a HIL or other supervisory controller can use the board as a battery module interface device. The third and fourth options are for Infotronix to develop customer-specific onboard firmware or marry the p-MBB with one of the general-purpose, automotive-qualified supervisory controllers Infotronix sells. Infotronix has jointly developed reference algorithms with a local partner with strong battery testing and modeling capabilities.

The p-MBB and associated product paths are perfect examples of the thoughtful design and product development approach Infotronix takes to specialized data collection, handling and analysis systems.

FREE READER INQUIRY SERVICETo learn more about Infotronix, visit: www.ukipme.com/info/ev

INQUIRY NO. 555

Battery cell monitoring and balancing board




FLOW − THERMAL − STRESS − EMAG − ELECTROCHEMISTRY − CASTING − OPTIMIZATION REACTING CHEMISTRY − VIBRO-ACOUSTICS − MULTIDISCIPLINARY CO-SIMULATION

SIMULATING SYSTEMS

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FLOW, THERMAL & ELECTROMAGNETIC ANALYSIS OF AN INDUCTION MACHINE

FLOW, THERMAL & ELECTROCHEMISTRY ANALYSIS OF A HYBRID BATTERY PACK, COURTESY OF ASCS, STUTTGART

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Linear Technology presents the new LTC6804 high-voltage battery monitor for hybrid electric and electric vehicles, and other high-voltage, stacked-battery systems. The LTC6804 can measure up to 12 series-connected battery cells at voltages up to 4.2V with 16bit resolution and better than 0.04% accuracy.

This high precision is maintained over time, temperature

and operating conditions by a sub-surface Zener voltage reference similar to references used in precision instrumentation. When stacked in series, the LTC6804 enables the measurement of every battery cell voltage in large high-voltage systems, within 800µs. Six operating modes are available to optimize update rate, resolution and the low pass response of the built-in third-order noise filter. In

the fastest mode, all cells can be measured within 240µs.

Multiple LTC6804s can be interconnected over long distances and operated simultaneously using Linear Technology’s proprietary two-wire isoSPI interface. Integrated into every LTC6804, the isoSPI interface provides high RF noise immunity up to 1Mbps and up to 100m of cable, using only a twisted pair.

The LTC6804 was designed to minimize power consumption, especially during long-term storage where battery drain is unacceptable. Samples, demonstration boards and the data sheet are now available.

Precision high-voltage battery monitor

The manufacturers of the British electric car, the Lightning GT, approached Magtec in 2013 in search of the most reliable high-power unit for their fastback. They were looking for a unique combination of high power, reliability, compactness and low weight – all with less than a year from picking up pen, to in-car installation and testing.

The results are now on the road with all the objectives met.

“We are an all-British company and sought the world’s best drivetrain solution,” says Iain Sanderson, founder of Lightning Car Company. “I was told Magtec is the Bentley of the drivetrain world, with guaranteed high performance and reliability.

“Magtec took the challenge and the resulting 400hp (406ps) plus twin-motor unit is ultra-smooth and reliable. We also wanted an electronic differential so the car can be driven on one motor and gearbox. Once again, Magtec delivered. We are now looking

forward to going into production in 2015 with Magtec power.”

Marcus Jenkins, managing director of Sheffield-based Magtec, says, “The Lightning GT is a fantastic project to work on and we have been working on upgrading it to the full specification drivetrain. This has enabled advance testing of the GT’s stated performance intent of 0-60mph (0-97km/h) in less than 4.5 seconds and an unrestricted top speed in excess of 175mph (282km/h).

“This level of performance will truly enable the Lightning GT to wear the supercar tag with pride.”

Magtec is committed to building the best drivetrain solutions across the range of electric vehicles, including 44-ton articulated hybrid solutions, local area drop-off vehicles, multicycle buses and high-performance vehicles.

FREE READER INQUIRY SERVICETo learn more about Magtec, visit: www.ukipme.com/info/ev

INQUIRY NO. 556

FREE READER INQUIRY SERVICETo learn more about Linear Technology, visit: www.ukipme.com/info/ev

INQUIRY NO. 558

KLD sees the future of urban transportation as small, lightweight, highly efficient EVs and has built the drive system to make these future vehicles possible today. Discussed by a panel of some of the industry’s brightest minds and innovators at the 2014 EDTA Conference, the new vision for the future of the electric drive is weight-conscious and aerodynamic vehicles, powered by 48V direct drive motors.

Vehicle manufacturers are transitioning away from 12V DC to 48V DC vehicle electrical systems in order to lower costs and improve reliability. A matching 48V drive system eliminates power conversion components, as well as greatly improving safety for service mechanics and first responders. KLD’s oneDrive systems are the only commercially available 48V direct drive products that can reach US highway and European L7e quadricycle maximum speeds.

The high-torque, low-RPM operation and compact design attributes of the oneDrive motor make it ideal for direct drive applications, both in-wheel and

configured inboard as an electric differential. Direct drive completely eliminates the need for a chain, belt, sprockets, pulleys, transmission, drive shaft and differential along with the efficiency loss they cause, which can approach 20%. Removing these components greatly improves reliability, while eliminating drive system maintenance. With only one moving part, and the sealed bearing being the only wearable component, the KLD motor is maintenance-free. The motor, in both in-wheel and dual-drive configurations, is easily serviced – in most cases, while still mounted in the vehicle. The electric differential configuration removes the unsprung weight from the wheel for high-speed stability. The KLD in-wheel system is highly efficient and reliable, while maximizing usable space in the vehicle. Both systems can be configured for front-, rear- and four-wheel-drive operation.

FREE READER INQUIRY SERVICETo learn about KLD Energy Technologies, visit: www.ukipme.com/info/ev

INQUIRY NO. 557

High-performance power units

EV direct drive systems




Shelton QingdaoAachen Pune

Germany, Tel.: +49 (241) 168 090 // USA, Tel.: +1 (203) 446 8000 // China, Tel.: +86 (532) 8608 9988 // India, Tel.: +91 (20) 7472532www.digatron.com // [email protected]

What 48V means for your batteries:The impending introduction of the 48V voltage level in road vehicles requires more than just a new generation of batteries. The charging and discharging scenarios the batteries experience invalidate conventional testing methodology.

Designed by popular request: From industry pioneer Digatron Power Electronics comes a new generation of high-powered IGBT based 48V board net testers that help you understand the complex interaction of all elements in a dual-voltage powernet vehicle.

Your place – your people – at your convenience:Contact one of the 16 Digatron Power Electronics global o� ces for a personal consultation with a sales engineer to discuss your battery testing needs.

Your place – your people – at your convenience:Contact one of the 16 Digatron Power Electronics global o� ces for a personal consultation with a sales engineer to discuss your battery testing needs.

Stop/Start and 48V Battery Test Benches

Come and meet us!

ELBC 2014Edinburgh, UK, September 9-12th

The Battery Show Detroit, MI, USA, September 16-18th

Battery+StorageStuttgart, Germany, October 6-8th

*Design and speci� cations are subject to change w

ithout notice as we develop the RE Series for production. A

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ages. The images m

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Pouch cells are selected in current new energy vehicle batteries due to their improved power and energy density compared with prismatic and cylinder cell technologies. One of the key challenges design engineers face is how to cope with the expansion and contraction of the pouch cell during the charging and discharging process. To absorb the gap created during these expansion and contraction cycles, Poron urethane and Bisco silicone materials are often chosen as compression pads that are placed between pouch cells. The use of a compression pad also helps the pouch cell to maintain good connections with electrodes.

A recent study by Princeton professors John Cannarella and Craig B Arnold showed that stack level stress has a significant effect on long-term cell performance. Cannarella and Arnold found that lower levels of stress led to lower rates of capacity fade in the cells tested. These findings indicate that selecting the

correct compression pad material is an important decision for pack engineers.

Key parameters to consider when selecting a compression pad solution include: the material’s spring force over a wide range of compression forces, the length of time the material will maintain the required spring force or stress relaxation time, the option to customize the material’s compression force in order to meet different cell and pack requirements, electrical resistivity; safety in terms of flame retardancy and electrolyte compatibility.

Rogers Corporation’s Poron urethane and Bisco silicone materials reliably meet all of these requirements and have been specified by major vehicle and battery OEMs worldwide.

Pouch cell compression pads

Through its innovative concept, the TTX-DataLogger from TTTech Automotive sets new standards for the safeguarding of communication and troubleshooting in automobile networks. The technology in this product motivated Audi to become a development partner for this testing tool.

With the TTX-DataLogger, TTTech Automotive brought a recording tool to market that exceeds today’s most demanding requirement profiles. As a high-performance, open and scalable platform, this datalogger is prepared for future requirements. It provides the availability to record data for all current bus systems, including CAN, FlexRay, LIN, MOST25, MOST150 and Ethernet, that are synchronized by a central time stamp. Using the established measurement and calibration protocols CCP and XCP, internal ECU signals can also be recorded. Data extracts are made with the help of smart programmable triggers and filters. The configurable power management of TTX-DataLogger can be adapted to various requirements to minimize power demand. A user-friendly remote control supports the test driver in comfortably controlling the device.

Audi was looking for a robust and comprehensive data-logger technology to meet its high quality standards and chose the TTX-DataLogger to be the right fit for its needs. Audi uses the testing device for data recording and fault analysis during function testing, fleet tests and acceptance runs. Logging periods vary from a few hours to several days in a row. The most important benefits for Audi include the easy configuration for different vehicle types and the ability to use UserCode applications.

“The TTX-DataLogger sets the benchmark for recording and analysis of all vehicle bus data, for onboard recording as well as for subsequent evaluation. I am pleased that this ambitious tool for quality assurance has been implemented successfully,” explains Ricky Hudi, head of electrics/electronics at Audi.

FREE READER INQUIRY SERVICETo learn more about TTTech Automotive, visit: www.ukipme.com/info/ev

INQUIRY NO. 561

FREE READER INQUIRY SERVICETo learn more about Rogers Corporation, visit: www.ukipme.com/info/ev

INQUIRY NO. 560

All-in-one automotive datalogging

Starting in 2011, Trineuron, Van Hool and Bombardier joined forces to study and develop a battery-powered public transport vehicle packed with innovation and the best possible TCO. This project resulted in an order for three vehicles, as presented at BusWorld 2013, from Flemish public transport company De Lijn.

The developed batteries are based on lithium titanate technology (LTO). This technology approaches the performance of supercapacitors for energy storage. LTO batteries are unique in that they do not contain graphite material on the anode, which results in a lower cell impedance and a longer cycle life. The batteries can be charged to 90% in six minutes and support a wide operating temperature range – from -40°C to +50°C. The cells used in these buses have passed tests where they were heated to 260˚C without experiencing a thermal event. The

lightweight battery case resists 6g in all directions and is equipped with a removable control box.

Trineuron is a fast growing division of Emrol, a well-known Belgian battery specialist. The company supports customers around the world with applications requiring electrical energy storage, energy conversion and energy management.

FREE READER INQUIRY SERVICETo learn more about Trineuron, visit: www.ukipme.com/info/ev

INQUIRY NO. 559

Bombardier joined forces to study and develop a battery-

packed with innovation and the best possible TCO. This project resulted in an order for three vehicles, as presented at BusWorld 2013, from Flemish public transport

The developed batteries are based on lightweight battery case resists 6g in g in g

from TTTech Automotive sets new standards for the safeguarding of

Lithium titanate batteries




PRODUCTS & SERVICES

Electric vehicles can be charged at either public charging stations or from domestic wallboxes. In addition to the internal wiring of the charging station, Leoni provides a matching cable for every charging mode (AC and/or DC) with country-specific approvals, available in straight or coiled form. The product range includes small cross-sections for AC charging, through to large sizes for DC charging cables.

Leoni offers suitable conductor cross-sections for several coils on the European market: for Mode 2 charging over domestic connections, with a one-phase power supply of up to 4.6kW/maximum 20A AC, with a maximum cross-section of 2.5mm2; for Mode 3 charging at domestic connections and public charging connections, with a one-phase power supply up to 4.6kW/maximum 20A AC or a three-phase supply of up to 13.8kW/maximum 20A AC, with a maximum cross-section of 2.5mm2; and for Mode 3 charging at domestic connections and public charging connections, with a one-phase supply of up to 7.4kW/maximum 32A AC or a three-phase supply up to 22kW/32 A AC, with a cross-section of 6mm2.

Leoni also offers UL charging cables in AWG sizes for the US market.

Revolutionary Engineering is a leader in driveline components, driveline systems, and advanced technology testing such as hybrid and electric motors. Some of the world’s most successful companies have used RE as a partner for dynamometer systems and testing. Its test centers and integrated systems are equipped with AC dynamometers and battery simulators that incorporate the latest inverter and control technology. This facilitates precise control and enables the company to conduct both the simplest and the most complex dynamic and steady-state tests.

The test center battery simulators range from 20-700V DC and are capable of 800A continuous, with 1,600A peak. Cells are equipped with up to two battery simulators capable of controlling two hybrid/electric vehicle motors

simultaneously. Recently, RE has been involved in testing the characteristics of power electronics software, the durability of hybrid drivetrain systems and the performance development of power electronics and electric motors for multiple automotive suppliers.

The setup pictured is from a recent test cell configuration to verify the durability of two preproduction hybrid drivetrains. This setup consisted of two AC dynamometers, high-accuracy torque transducers, one shared battery simulator, two independently controlled closed-loop coolant conditioning systems, and a power analyzer unit.

FREE READER INQUIRY SERVICETo learn more about Revolutionary Engineering, visit: www.ukipme.com/info/ev

INQUIRY NO. 562

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INQUIRY NO. 563

Advanced systems testing EV charging cables

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INDEX TO ADVERTISERS

Advanced Automotive Batteries ........................... 173

Allegro MicroSystems ...........................................202

Arbin Instruments ..................................................... 19

AVL ...................................................................... 5, 144

BAE Systems ........................................................... 43

Bal Seal Engineering ............................................207

Bergquist ..................................................................123

Bitrode .......................................................................36

Bonfiglioli ................................................................207

BorgWarner ..............................................................65

Brüel & Kjær .............................................................66

Brusa Elektronik .......................................................72

Cars 21 ....................................................................... 54

CD-adapco ...............................................................212

Centa ........................................................................ 132

Chilye ......................................................................205

Controlled Power Technologies .... inside front cover

Coroplast ...................................................................161

Curtiss-Wright Industrial Division .........................135

D&V Electronics .......................................................115

D2T ............................................................................101

Dana .............................................. outside back cover

Danfoss Silicon Power ............................................98

Delphi ........................................................................ 75

Designwerk .............................................................209

Dewetron .................................................................165

Digatron Power Electronics ................................... 214

eCarTec ....................................................................203

Electric & Hybrid Vehicle Technology Expo . 140, 143

Electric & Hybrid Vehicle

Technology International ................33, 35, 218, 219

Engine Expo Europe ...............................................199

Engine Expo North America ....................27, 29, 30

EngineTechnologyInternational.com ...................216

European Electric Vehicle Congress ....................210

EV Connectors .......................................................209

EV-Info.com ............................................................206

EVS28 ...................................................................... 217

EVWorld.com .........................................................208

Flybrid ....................................................................... 56

Heinzinger ...............................................................201

Hioki .......................................................................... 171

Huber & Suhner ....................................................... 25

Infineon ........................................................................2

Infotronix .................................................................209

Ingeteam ..................................................................167

International Rectifier .............................................155

Ioxus ..........................................................................98

Johnson Matthey Battery Systems .....................210

KEBA ........................................................................105

Kinetics Drive Solutions ........................................ 169

KLD Energy Technologies .....................................138

Kolektor .................................................................... 132

Lear Corporation ....................................................... 14

Lenze / Schmidhauser .............................................72

Leoni ........................................................................207

Linamar .....................................................................96

Linear Technology ..........................inside back cover

Maccor........................................................................ 21

Magnet Applications .............................................209

MAGTEC ..................................................................207

Marzocchi Pompe ...................................................128

Mavel Powertrain.................................................... 157

Maxwell Technologies ........................................... 147

Midtronics ................................................................. 88

Netzsch ..................................................................... 49

OXiS Energy .............................................................. 13

PEC ..............................................................................17

Power & Signal ........................................................ 56

Rational Motion ........................................................ 91

Remy Electric Motors .............................................. 10

Revolutionary Engineering ................................... 144

Rogers Corporation ..................................................96

SAE International ...................................................210

Schaeffler .................................................................153

Semikron .................................................................. 131

Sensor-Technik .......................................................105

Siemens ...................................................................163

Specialty Coating Systems .................................... 88

TE Connectivity .......................................................159

TM4 ............................................................................ 91

Toshiba ...................................................................... 37

Toyota Motorsport .................................................... 111

Trineuron ................................................................... 80

TTTech ....................................................................205

UQM Technologies .................................................138

Vanner ....................................................................... 80

Vayon Group............................................................. 59

Voltabox .................................................................... 54

Warwick Manufacturing Group .............................128

ZF ............................................................................... 83

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LIFE AFTER LITHIUM

The pressure is on for battery developers to

come up with more powerful solutions, but

choosing the right chemistry is no easy task


July 2

014


July 2014

WATER BABIES

Hydrogen fuel cells are back – or are

they? E&H investigates the next-gen

FCEVs being readied for market launch

COMMERCIAL INTERESTS

E-powertrains are growing in popularity

in the automotive world, but the same

can’t yet be said for commercial vehicles

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eco-saviors to be heard as well as seen

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Sitting at the top of the

hypercar power tree is a

rip-roaring Ferrari featuring

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electrification. E&H reveals

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While I was at the Shell Eco-marathon in Rotterdam a few months ago, I was impressed by the skill, knowledge and ingenuity of the 200+ teams in attendance, ranging from schoolchildren to university

undergraduates. One team had managed to build a single-cylinder engine from scratch, including the actual engine block. Another had built their very own dynamometer into the trolley that’s used to transport their vehicle, so they could test their powertrain wherever they were. And then another group had even designed a portable armored engine test cell to take to the event, which was very impressive.

There are, of course, many similar events around the world, run by many organizations. A good example is the Formula SAE/Student series, a popular contest targeted at university teams that attracts around 4,000 international entrants each year. For many students, involvement in a university race team is not just desirable – it’s necessary in order to get the best graduate jobs, be that automotive or motorsport. Contests like these are a test of a student’s ability to solve a complicated engineering problem as part of a team, and to a fixed deadline – and in these industries, such abilities can be more important than pure academic ability alone.

These competitions can also be highly innovative from a technology point of view. Both the Shell Eco-marathon and Formula SAE/Student series have categories for IC engines fueled by petrol, diesel, synthetic and biofuels, their various hybrid derivatives, and also hydrogen fuel cells and battery electrics. These categories compete head-to-head, which often makes this the only two series in the world where you can compare technologies on a level playing field. It also means that future generations are going to be familiar with (and, therefore, much more flexible when confronted by) new technology. The days of the petrol-head as the dominant species in the automotive industry are numbered, whether you like it or not. Granted, it might take a few

decades, but this transition has begun. Say hello to the volt-head, the hybrid-head and the hydrogen-head.

It’s also encouraging to see many familiar names sponsoring these teams, many of whom could not survive without the industry’s support. If you haven’t sponsored a team yet, but have concerns about future recruitment, think of it as investing in the best extended interview in the world – if you’re willing to put the time in to work with the team directly. Or, if you’re developing new technology and want a cheap way to test it, many teams will welcome the opportunity to work with cutting-edge technology. For the cost of a prototype, they’ll test it for free (although often to destruction) and provide invaluable data that might otherwise cost a fortune.

We hear a lot about a lack of young talent, so it’s inspiring to see so many events and so many students who are passionate about engineering. This is a problem affecting our whole society and not just the automotive industry, and although we might not be training enough, it seems that there are plenty involved in student race teams, giving us all hope for the future of our industry.


Shell Eco-marathon challenges student teams from around the world to design,

build and test ultra energy-efficient vehicles. With annual events first in the

Americas, then Europe and Asia, the winners are the teams that go the furthest

using the least amount of energy

GR

EG

OFF

ER

Dr Gregory Offer is a research fellow at Imperial College London, based in the department of earth science and engineering. His pioneering research focuses on sustainable transportation aspects such as fuel cell, battery and supercapacitor technologies

“For many students, involvement in a university race team is notjust desirable – it’s necessary in order to get the best graduate jobs”

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