Professional Documents
Culture Documents
January 2015
TESLA TAKEOVER
How Elon Musk and other tech giants are
revolutionizing the electric vehicle movement January 2015
UKIP Media & Events Ltd
Key Standards
Include:
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CB Scheme
IEC 62133
IEC 61851
IEC 62196
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CHAdeMO energy-storage
CONTENTS
In this issue...
34
movement
RAGING ELECTR January 2015
IC BULL
WHATS NEW?
Boasting 910ps,
Lamborghinis WHAT LIES BENEAT
plug-in hybrid first-ever H
does not lack Wireless charging COACH JOURNE
Ltd
brute power
supporters. Will is the EV future, say its Y
it ever become Why arent buses
a reality?
old diesel motors making the transition from
to clean new
hybrids?
25 driving recently
www.infineon.com/automotive-eicedriver
Production people
Head of production & logistics:
Ian Donovan
Deputy production manager:
EDITORS NOTE Lewis Hopkins
Production team: Carole Doran,
Cassie Inns, Frank Millard,
You know electric vehicles are starting to come of age when The rationale is that with clean architectures, innovative Robyn Skalsky
companies synonymous with heart-thumping V6, V8, V10 approaches and a different way of thinking, these new tech Circulation manager:
and V12 creations start to embrace powertrain electrification. companies, with no legacies to working unions and Adam Frost
Granted, what Toyota, Honda, VW, Renault, Nissan et al manufacturing plants, and with an ethos of developing
The ones in charge
are doing with sustainable transportation for the masses is technology first and thinking about profits later, hold an CEO: Tony Robinson
far more important on a wider society level, but we all know advantage over conventional car makers, especially as EVs Managing director:
developments like the McLaren P1, Porsche 918 Spyder and jump from the niche into the mass market, while autonomous Graham Johnson
Editorial director:
Ferrari LaFerrari are what gets most of us car enthusiasts driving progresses from being a pipe dream to a reality. Anthony James
going. And now even Lamborghini is at it, showcasing its Are we really facing a situation where the pioneers of
first-ever plug-in hybrid, the Asterion. The future of the this industry the likes of BMW, Daimler, Ford, GM, Honda, Commercial colleagues
automotive industry looks not only green and clean, but very Hyundai-Kia, Jaguar Land Rover, Renault-Nissan, Toyota, Sales and marketing director:
Simon Edmands
exciting too the end is not nigh for supercars, sports cars, Volkswagen Group and Volvo are now no longer our
hot hatches and performance sedans after all. leading lights as the sustainable future unfolds? How to contact us
But the growing influence that powertrain electrification, I think that is very unlikely, but most, if not all the above, Electric & Hybrid Vehicle
sustainable transportation and autonomous driving is have recognized there are new names in town and these tech Technology International
Abinger House, Church Street,
having in the automotive sphere is adding a new dimension. players are not only coming at powertrain development and Dorking, Surrey, RH4 1DF, UK
Conventional car makers and suppliers, which have been automotive manufacturing from a totally different angle, they +44 1306 743744
around for numerous decades, if not more than a century in are ripping up a lot of the R&D and production rules that we electric@ukipme.com
www.ukipme.com/ev
some cases, now not only have to do battle with themselves, as an industry have adhered to for so long.
they are also facing attack from a new breed of tech Companies like Tesla and Google show that there are other Subscriptions
companies keen to fill the EV and self-driving vacuum. ways to get into this business, says Bentleys engineering 66/US$118 for two issues
Were a technology company making electric cars, said head, Rolf Frech, in our tech special feature that starts on
Published by
Elon Musk to me a few months back at the RHD launch of page 34. Gerald Killman, Frechs counterpart at Toyota, fully
the Tesla Model S in the UK. And while Musks Tesla goes agrees: As engineers, we always like competition, and these
from strength to strength, dominating the electric vehicle new products that come into the market show us that we UKIP Media & Events Ltd
arena with products that, generally speaking, are far more should never believe in the constraints we give ourselves. The views expressed in the
desirable, go for longer, and offer much more power than Change is taking place and the next 10 years might just be articles and technical papers are
other EV rivals, Google, one of the worlds largest companies the most important time for the automotive industry as we those of the authors and are not
endorsed by the publisher. While
across every sector and industry, is eyeing autonomous know it. Last word, then, to the man probably spearheading
every care has been taken during
driving. Heres an organization that generated revenues of that change the most, Mr Musk, who told me before he left the production, the publisher does not
US$60bn in 2013 more than some established car makers Model S event in London earlier this year, Whats very accept any liability for errors that may
and ominously for the automotive industry, it clearly thinks important is sustainable transport. Autonomous driving is nice to have occurred. This publication is
protected by copyright 2015. ISSN
that self-driving electric cars are the future and, like the have but not required; sustainable transport is whats required.
1467-5560 Electric & Hybrid Vehicle
internet, Google wants to own this space. Dean Slavnich Technology International . Printed
by William Gibbons & Sons Ltd,
Willenhall, West Midlands, UK.
AVL. Your Engineering Partner for Innovative Powertrain Solutions. AVL Powertrain
info@avl.com, www.avl.com World App
WHATS NEW? LPI 910-4
Part brain,
part brawn
T
he finer technical details remain scarce
and the company is staying true to
its somewhat secretive nature, but,
despite this, how could we not begin
this issue of E&H with anything but a
plug-in hybrid Lamborghini that drops massive
engineering hints as to where the Italian supercar
maker is headed to next in terms of powertrains
and products?
Now, before we get too carried away, lets
get some things out in the open from the start.
Lamborghini maintains that the Asterion LPI
910-4 one of the genuine surprise reveals at
the 2014 Paris Motor Show is a special, one-off
concept. But, despite this, here is a true working
technology demonstrator that confirms two things
if nothing else: all car makers every single one
of them, including Lamborghini, whose supercar
creations across the years have only ever been
powered by V8, V10 and V12 thumping hearts
are about to be hit hard with a new round of
emissions legislation, forcing everybody and
VITAL STATISTICS
1 Drivetrain: Four-wheel drive, front
wheels driven by electric motors
Displacement: 5,204cc
anybody to either downsize displacement or Power: 910ps
quickly adopt e-powertrain solutions or, in most Torque: 560Nm
cases, both. For the Asterion, Lamborghini has Bore & Stroke: 84.5mm x 92.8mm
gone with option two from that list, but more Compression ratio: 12.7: 1
on that later. The second thing that this tech
Top speed: 310km/h (192mph)
demonstrator proves is that hybrid and electric
Acceleration
vehicle powertrain technology if you were in (0-100km/h): 3.0 seconds
any doubt beforehand isnt just here to stay, Fuel consumption:
its also hitting the market with some style and 4.12l/100km (68.5mpg)
panache. Granted, conventional e-powertrain CO2 emission: 98g/km
developments are crucial for the industry and Electric range: 50km
society in general (family-friendly mass movers
like the Toyota Prius and Nissan Leaf are prime
examples of that), but its the exotic heart-skips-
a-beat creations like the Ferrari LaFerrari,
McLaren P1, Porsche 918 Spyder, and yes, even
the Asterion concept, that are where its at.
We at Lamborghini always invest in new
technologies and we deliver the unexpected,
said president Stephan Winkelmann at the
unveiling of the Asterion in Paris. Now, plug-in
hybrid designs might not be new on an industry-
wide basis, but very few knew of the Italian
companys PHEV plans prior to the motorshow,
so kudos to Winkelmann and his team of
engineers for not only delivering such a hybrid
beast, but also for keeping it under wraps and
away from prying media eyes.
Power trip
But what makes Asterion so significant is that
theres more to this development than just being
Lamborghinis first dalliance with e-powertrain
systems. Somewhat ironically in so much
that PHEVs have become synonymous with the
sustainable transportation utopian vision the
Asterion is the most powerful Lamborghini ever
created, with 910ps resulting in a blink-and- 4
Up to 300 kW / 3400 Nm
xxxxxxxx
Smart money
Said to cost a quarter of the price of a full hybrid powertrain
development, Hyundai-Kias diesel-electric propulsion innovation
makes sense on both a business and engineering level
Those car companies that are not committing Everything has a price vehicle powertrain with our system that improves
themselves to launching a diesel-hybrid Currently, Hyundai-Kia offers various markets existing powertrains but still meets economy and
powertrain for the mass market usually around the world hybrid products that performance goals, the difference is huge.
Japanese OEMs, but North American ones too essentially combine a gasoline engine with In fact, a Hyundai source even said that its mild
tend to cite a multitude of factors at play when e-motor(s) powered by a lithium-polymer hybrid creation probably costs around a quarter
asked about their reluctance, the greatest one battery. Diesel-hybrids, as previously to develop and build in comparison with a full
being overall development and production costs. acknowledged, are rather expensive, from hybrid, such are the savings to be had.
In fact, to date, the only diesel-hybrid vehicles our point of view, admits Jurgen Grimm, The Optima and i40 show cars both feature
on offer have come from PSA Peugeot Citron, head of powertrain for the Korean car makers a new belt-driven starter generator (BSG) that
Volvo, Mercedes-Benz and Range Rover. Well, European operations, adding that the cost of replaces the conventional alternator, enabling
now for something a little different; a novel development doesnt quite match up to the fuel the engine to restart with little noise or vibration.
solution that combines diesel with electric, ticks economy gains that can be realized in the real Stop/start capability further drives down
various emissions reduction and performance world from such a technology. emissions output, but what makes the entire
boxes, and even manages to effectively tackle So, around 20 months ago, Grimms package really appealing is that as new city-
that overriding cost issue. engineering team went back to the drawing center regs come into force, the powertrain can
Introducing, then, the T-Hybrid (standing for board to find a solution that would allow for operate in electric-only mode at low speeds of
turbo hybrid) powertrain concept from Hyundai- a big step to be made in CO2 reduction up up to 20km/h (12mph) for a range of 2km (1.2
Kia, which made its debut at the Paris Motor Show to 20%, he says but also wouldnt blow the miles), as well as when steady cruising.
housed in Optima and i40 tech demonstrators. R&D budget. We asked ourselves which kind We also have load leveling, which means
Still under development and very much in of technology is the most appropriate for us to when the engine is operating at a low-load, we
the prototype testing phase the innovative realize that kind of decrease in emissions, but can increase the load by the electrical alternator
powertrain seems to have a rather simplistic also takes into account cost. In the end, we and can even charge the battery if necessary,
engineering setup, pairing together a 1.7-liter CRDi decided on this mild hybrid system because adds Grimm. Deceleration also serves to charge
turbodiesel with a 48V lead-carbon battery, a it combines several components that already the battery as well as regenerative braking, with
small electric motor and an electric supercharger. exist and are in use, and then if and when the BSG working as a generator.
But what makes the entire project even more lithium-ion or lithium-polymer gets cheaper, we
interesting is that Hyundai-Kia is saying it is can easily implement this type of battery into Lead not lithium
prepping this technology not for experimental the system. The cost issue is also one of the main reasons
studies, but rather for mass production one day From our perspective, when you compare why Hyundai-Kia opted for a 48V lead-carbon
in the near future. the cost of developing a new hybrid or electric battery, developed in collaboration with suppliers
that Grimm wouldnt disclose the names of, but another factor
that played a crucial role in this decision-making process is that
the technologys end-of-life recyclability is well established.
We can get material from lead-carbon batteries that we can
then sell on when were finished with them, whereas with
lithium-ion, you have to pay to obtain it and its not clear if
youll get anything back at the end-of-life stage.
In addition, lead-carbon helps with the general engineering
simplification theme entwined with this project in that the
battery, which is placed in the trunk of the Optima and i40,
requires no active cooling, is very durable and is so compact in
size that Grimm says it can easily be installed in just about any
Hyundai-Kia model and architecture. In fact, the entire package
is said to weigh no more than 50kg.
The 1.7-liter diesel engine is supplemented with a Valeo-
developed electric supercharger that works in addition to the IC 2
bases BorgWarner turbo, in the process eliminating turbo lag
and offering power and torque across the range, particularly at 2. The mild diesel-hybrid prototype unit does at take-off stage: With most
low RPM. This latter point is especially pertinent to Grimm. development has been diesels, during take-off you can feel a certain lack
designed so that it can be
Five or six years ago, we were heavily investigating two- of torque; its either that, or you have to have a
easily installed in most
stage turbocharging for diesels, and from our perspective we current Hyundai-Kia very short first gear. What weve done is elongate
didnt really see the value of this for our cars in Europe, he architectures, including the the gearbox to support the launch by the electrical
explains, adding that the main reason for this was because third-generation Sorento machine with 150Nm up to 1,000rpm. This gives
Kia didnt have a presence in the high-end performance diesel the driver an instant start of power.
sector. So, we went back and gave it some more thought, and Currently, Hyundai-Kias powertrain team
to bridge that gap between performance and economy, from is in the testing stage of the diesel-hybrids
our point of view, electrification and therefore mild hybrids development program. To be more specific,
is a much more appropriate technology. reveals Grimm, were testing to find the optimal
He continues, When you have a two-stage turbocharger, operation mode regarding electrical components
you do get low-end torque and high-performance, but theres and the combustion engine.
only a small step to be had when it comes to CO2 benefits. With And if all thats not impressive enough,
this mild hybrid, we have the possibility to use recuperated T-Hybrid ticks one last box for Kia in particular,
energy, making it very efficient. which finds itself in something of a tricky market
The 48V e-machine delivers some 10kW of electrical position: Were in the D-segment with a 1.7-liter
power, which in the i10 results in total system output of 155ps diesel engine, and customers tend to think its a
and 360Nm torque. It is safe to assume that a similar 15- little underpowered, but we dont want to install
20% increase in overall power in the Optima is also realized, our 2-liter diesel in the Optima because it brings
although Kia is not confirming any actual numbers yet. more load to the front suspension and wed have
We use this power for starting the engine, adds Grimm, to re-design the front-end module with regard
because it enables us to ramp up the engine to 800rpm, at to aerodynamics, explains Grimm. As a result,
which point the combustion starts, which means its a very fast 48V technology, he says, is a simple solution
and very smooth operation. implementation that will allow Kia to increase
Although Grimm cites such a smooth engine startup process the Optimas power, thus eliminating that need to
as a big benefit, another important plus-point is what the make a larger IC engine available in this class.
NETZSCH Instruments
North America, LLC
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City
slicker
In an effort to better understand how to create
With its lightweight 300kg mass,
compact battery pack and two 1.9kW
e-motors, i-Road is proving to be a big
success with city commuters in
Grenoble and Toyota City
On a
charge
VITAL STATISTICS
Displacement: 1,969cc
Bore x stroke (mm): 82 x 93.2
Compression ratio: 10.8:1
Electric motor:
Driving rear wheels; 60kW
Transmissions: 8-speed Aisin
Thanks to its new VEA architecture, the all-new Engine block and cylinder
head: Aluminum
Volvo XC90 features powertrain electrification
as well as a double-boosted IC engine base
In creating the all-new, second-generation Architecture, we probably would have put the One of the reasons why so few car makers
XC90, Volvo claims to have delivered the worlds pack in the boot or wherever we could find space. have not followed VWs TSI TwinCharger lead has
most powerful and cleanest SUV. Granted, The result of such electrification measures is been because its an expensive option, but Thorn
the automotive industry is beginning to get not only amazingly low SUV benchmark-setting has a different take: To boost an engine turbo
rather blas and tired with such marketing-led emissions levels, but also an all-electric driving and supercharge it is a cost-effective way of
statements, but having looked into the finer mode that can cover some 40km (24 miles) getting power compared with other solutions such
details, its tough to argue against such lofty crucial for inner-city emissions-free zones. as adding size and cylinders. This is our top-of-
claims: XC90 is a 2,000kg (or so) seven-seater the-line engine, so thats another reason why we
with all-wheel drive, delivering 400ps and Boost action opted for this technology.
640Nm torque, but with ultra-low emissions But while the various hybrid subsystems Last year, Thorns then-boss, Derek Crabb, who
of just 60g/km CO2. including the 60kW e-motor that drives the was vice president of powertrain engineering at
How is all this possible? Well, important rear wheels, battery pack and crank-mounted Volvo before recently retiring, told E&Hs sister
advances in powertrain electrification have generator have played an instrumental role in title, Engine Technology International, that his
certainly played a central role its no surprise driving emissions down to that 60g/km threshold, team opted for a twin-charging arrangement to
that were talking about a PHEV development perhaps the more interesting technical story of ensure that the new four-cylinder engine could
here but so too has a clever new petrol engine this PHEV creation lies not with its powertrain replace a six and eight without causing any
fresh off Volvos VEA architecture. electrification parts, but rather the gasoline IC concern to the customer. The situation we faced
Karin Thorn, director of powertrain strategy at engine that powers the front wheels. was this: we were taking out six-cylinder engines
Volvo, says that while such headline-grabbing Interestingly, the VEA 2-liter in-line four- and replacing them with fours, but customers
numbers were no easy feat to achieve, some cylinder sports a supercharger and turbocharger, were saying they wanted the same power.
clever forward-planning helped her team to a combination that only one other car maker Getting power from engines is easy, but what the
integrate Volvos new plug-in hybrid powertrain Volkswagen has used in a mass production customer actually feels is responsiveness, which
branded Twin Engine within the XC90 footprint engine, and to great affect, with the Wolfsburg he/she translates to power, but its not actually
without having to overcome too many engineering OEM winning no fewer than 12 International power, its a transient issue.
hurdles. If we had attempted this with an existing Engine of the Year Awards for the 1.4 TSI The result is an Eaton supercharger to fill in
vehicle, it would have been far more challenging TwinCharger since its launch in 2006. the bottom-end torque, giving the 1,969cc unit
for us, but for the XC90, this [PHEV powertrain] a big naturally aspirated feel, added Crabb.
was part of the strategy from the beginning, The mechanically linked compressor functions
which meant choosing the engine, gearbox and immediately at low revs, with the BorgWarner
electronics right at the start. turbo kicking in when airflow builds up.
The lithium-ion battery pack and its optimal For this engine, we really didnt want any
location within the central tunnel is an compromises on performance, adds Thorn.
obvious example of how early planning So boosting with turbocharging was what we
(work on VEA started in 2008) helped decided to use. And while the Volvo team did
Volvos powertrain engineering team to look to twin-turbo charging in addition, that
easily package the plug-in hybrid nature of solution, according to Crabb, was quickly ruled
XC90. If we had to work with an existing out because we wanted this whack of response
architecture and not our new Scalable Product at the low end.
The wonderful thing about new, state-of-the-art in both sedan and tourer body derivatives. motor has been uprated from the Golfs 102ps
flexible and modular architecture is that it gives While thats noteworthy, more interesting is (75kW) offering. But like VWs hatchback plug-
powertrain engineers numerous technical options. the powertrain, which combines a 1.4 TSI turbo in hybrid, the e-motor is integrated within the
And perhaps no other car maker is executing this engine developing 156ps at 5,000rpm with an transmission housing. The 6-speed DSG, which
mantra better at present than Volkswagen with 115ps (85kW) electric motor that benefits from has been developed especially for VW hybrid
its MQB program, which has spawned refreshed energy coming from a chargeable lithium-ion applications, has three clutches and whenever
and new IC engines, hybrids, plug-in hybrids and battery pack, meaning that total system output possible the disengagement clutch disengages
battery electric developments over the past year. is 218ps. Such power along with the 330Nm the TSI unit from the driven front axle and shuts
Hot on the heels of the likes of e-Golf and of instant torque not only allows for that 50km it off meaning that in certain drive states, such
e-Up, Golf GTE and Twin Up (the latter of which all-electric driving capability, but it also ensures as coasting, kinetic energy is used without any
is still in conceptual phase), as well as the limited the GTE can hit speeds of 130km/h (80mph) added propulsive power.
production run XL1, is the next MQB e-powertrain relying solely on thee-motor and battery pack. The liquid-cooled high-voltage lithium-
baby: the Passat GTE, a front-wheel drive plug-in With the transversely mounted IC motor also up ion battery has also had a power upgrade for
hybrid that can do up to 50km (31 miles) in all- and running, top speed is enhanced to 220km/h project Passat, going from 8.8kWh capacity for
electric mode. (136mph) while 0-100km/h (0-62mph) takes less Wolfsburgs first PHEV to 9.9kWh. Although
Now in its eighth generation, the new Passat than eight seconds. unconfirmed at the time of writing, the weight of
is the first VW product that comes in PHEV form But perhaps even more importantly for a firm the Passats battery pack, which is located under
family lugger and fleet company car favorite the rear seats, will probably fall in line with that of
such as this is its environmental competencies the Golfs so around 120kg.
and here too the new Passat doesnt fall short: Additional components of the Passats hybrid
total driving range (with e-motor and TSI engine drive include power electronics that covert DC
combined) is in excess of 1,000km (621 miles), power from the battery to AC power for the
which equates to 2 liters/100km (141mpg) and e-motor. An electromechanical brake servo and
CO2 emissions of fewer than 45g/km. an electric air-conditioning compressor ensure
optimal and energy-efficient operation of the
Sibling sharing brakes and air-con unit when e-mode is active.
In terms of inner system workings, the Passat To charge the Passat GTEs battery from
GTEs powertrain is not too dissimilar to that of completely flat to full via a standard cable
the Golf GTE, but it would be overly simplistic to plugged into a 230V electrical socket takes
say that the e-powertrain was plucked from one 4hours and 15 minutes. A fast charge wall box
The TSI engine and e-motor produce 218ps of total system project only to be placed in another. For starters, unit operating at a level of 3.6kW will reduce total
power, with some 330Nm of instant torque also available the three-phase permanent magnet synchronous charge time to just 2 hours and 30 minutes.
Y O U R D I A R Y!
D AT E S F O R
ZONE
7 / 1 8 J U N E 2 015
16 / 1
A R T , G E R M ANY
STUT T G
ia li s t e n g in e technologies,
expo of spec
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a ti n g s
materials, co l
e in d u st ry with an idea
rovi d e th it their
gi n e Ex p o Stuttgart will p g co m p an ie s as they exhib
En lead in ate-of-the-
eet the worlds will include st
platform to m u gh s, w h ic h well as
ain breakthro subsystems, as
latest powertr p o n en ts an d
services.
tting-edge com nologies and
art designs, cu u fa ct u ri n g te ch
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EV NEWS
GKN PRODUCES WORLDS FIRST 2-SPEED ELECTRIC AXLE BYD UNVEILS THE INDUSTRYS
LARGEST BATTERY ELECTRIC VEHICLE
GKN has developed the automotive Two-speed eAxles will help
BYD Motors has debuted Americas first all-electric
industrys first 2-speed eAxle for hybrids manufacturers enhance hybrid and
articulated bus. Called the Lancaster eBus, the 18.3m
and EVs, with the technology being electric drivetrains and support the trend
articulated battery-electric application can drive upward
applied for the first time in the BMW i8. to downsize eMotors to reduce weight
of 270km (170 miles) with a passenger load of up to 120,
The eAxle enables automakers to and cost, says Theodor Gassmann,
and demonstrates BYDs commitment to the American
produce axel-split hybrids. A conventional GKN Drivelines vice president for
rapid transit markets. BYDs mission is to create safer
or hybridized engine provides the primary product technology eDrive systems.
and more environmentally friendly battery technologies,
power to either the front or rear wheels, With the technology proved in a high-
performance vehicle with high levels
says motors fleet sales vice president Brendan Riley.
with the other axle being driven by an
of refinement, significant savings in
This has resulted in the BYD iron-phosphate battery, a
eAxle module. The technology responds
intelligently to deliver an instant, high- CO2 are possible.
fire-safe, completely recyclable and incredibly long-cycle
torque, all-wheel drive experience, a
technology the foundation of BYDs electric buses.
useful pure electric range or a refined,
These buses run entirely on battery power, lasting up
efficient parallel-hybrid mode.
to 24 hours on a single charge, with a single off-peak
Giving the electric motor an additional
charging time of between two and four hours. Whats
gear ratio improves acceleration and
more, no additional generation capacity is needed to be
the pure electric range, benefiting both
built to charge our buses at night, since the grid is only
driving dynamics and CO2 emissions.
40% employed.
GKNs 2-speed eAxle also enables the
motor and all its associated systems to
be downsized, reducing mass and further
increasing efficiency.
/ 1 8 J U N E 2 0 15
16 / 17
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Test cell
Prior to achieving final sign-off, Venturis newest EV
creation underwent extreme testing and validation
Having launched its first all-electric vehicle, Once the cells the developer of which Venturi engineers to opt
the Ftish, in 2004, some five years after the wont disclose had been fully characterized, for a T-shaped pack,
companys e-powertrain rebirth, Mongasque Baldets team was able to decide where to also created in-house
auto maker Venturi unveiled at the 2014 Paris place the modules and decide upon the type of by the car makers
Motor Show the latest addition to its production interfaces between the modules, as well as make technical department,
model line-up the America. a final decision relating to battery pack hardware. which is housed inside a
The two-seater, rear-wheel-drive sports car, After that, the Venturi engineering team carbon composite Kevlar chassis.
says Venturi, is the culmination of a range of built a battery module and tested it on a larger An aluminum honeycomb structure
experimental technical projects completed over rig internally designed to meet their specific provides optimal protection for both
the past few years, including different vehicles needs. The module included an ECU, developed the battery pack and passengers.
designed to break speed, endurance and extreme by Venturis in-house electronic department, For these tests we used real cells because
high-temperature durability records. to monitor cell behavior, and the charge and otherwise we would have lost time re-testing,
Actual development on the EV started in 2012, discharge cycles were conducted at higher adds Baldet. We also ran basic functional safety
at Venturis headquarters in Monaco, but two voltage and currents. tests where we over-charged and over-discharged
years before that, Franck Baldet, head of testing, In order to ensure that all the ECUs were the battery to check that the fuse and the
validation and homologation, put together an communicating freely together, they were conductors were working properly.
intense physical test program for the project, connected on a static test bench without the We conducted shock tests to ensure that the
which focused first on battery assessment at battery, e-motor or inverter a stage in the project pack does not displace in the event of sudden
cellular level: We started by characterizing the that Baldet refers to as ground zero. Further acceleration or deceleration, and to ensure it does
chosen cell regarding its voltage, current and the optimizations of the ECUs were undertaken not short-circuit either. That involved running a
thermal behavior. That involved charging and throughout the testing program. For the record, chassis, with the battery inside, into a wall. We
discharging the cell on a test bench in Austria. the powerful e-motor technology was also fully also did immersion tests where the battery was
At that stage, although a virtual model of the car developed in-house by Venturi engineers. soaked in 1m of water for 30 minutes.
had not yet been finalized, such critical battery- Once the final battery layout had been adopted According to Baldet, a particular focus
based data was fed into various simulation models and coupled with the cooling system, the pack throughout the development program of the
to enable the team to later decide the optimal was subjected to further rig testing using a America was placed on ensuring minimal contact
location of the battery pack for cooling requirements. mule prototype. Such a detailed approach led resistance between the cells: When current gets
TECH SPEC
TIGHT SQUEEZE
A new suspension setup on the America is
of subsystems and technologies. The level said to improve its vehicle dynamics, but
of testing was then increased to first include the arrangement was a particular challenge
longitudinal acceleration and deceleration to integrate at the rear, as Franck Baldet
tests, followed by lateral dynamic testing. We (below) explains: The new powertrain,
increased the performance of the car by small which features two motors coupled with a
steps. In total, this took two weeks. new gearbox, takes up a lot of space and
The team then began public road testing therefore everything is more confined.
around Monte Carlo. There is a small area The new component layout also
where we can test on all types of road surfaces, presented NVH and durability challenges.
which is very convenient, adds Baldet. With tight gaps between the subsystems,
In parallel to the performance assessments, care was taken during vibration tests
the Americas durability has been tested at to monitor whether the components
every stage of the development, beginning at were touching, or whether wires that
component level and continuing throughout pass between two components were
track testing. Once the components were in the rubbing. We also had to integrate the
vehicle, we could check for other things that we cooling system, which required some
might not see on the bench, including unwanted reorganization in order to establish where
vibration, humidity and brake temperature. to put the oil and pipes, recalls Baldet.
We were also continually checking to These needed to pass through the
ensure that the ECU, the motor and the battery radiator, but cannot pass too close to the
were communicating properly. Sometimes, for battery or the brakes.
in, the resistance can create a power loss, so you example, we may find that the connectors or the
have to reduce the maximum contact resistance, wiring is incorrect, or the connectors might break
he stresses. due to vibrations.
Baldet notes that for a standard development
From the virtual world to the real world program, the team would aim to cover in total
Two prototype vehicles were used for further, 160,000km (100,000 miles). However, when
real-world development, with the team visiting testing the America, the primary goal was to
tracks in Spain and in the south of France. Initial, ensure that everything was working properly at
shakedown runs on the proving grounds focused its limit: Its a sports car and therefore the testing
simply on checking that all the parameters of was very intense, he adds.
the vehicle were correct. We began with two Only 100 Americas are planned for production,
laps of the track at very slow speed to check all of which will be assembled at Venturis
that the brakes, acceleration, regeneration and Manufacture de Vhicules Electriques plant in
cooling system were all working so those types La Sarthe, France, and go on sale later in 2015.
DC Bus
Measurements
Torque and Speed
3 Phase Inverter Output
Measurements
What career did you want when you were two years, after which I joined the Fiat
growing up, and what was your first job? Research Center and worked on the MultiAir
I always wanted to work in engineering gasoline engines project. In May 2014, I
because my father was a mechanical started work on the 1.8TBi engine as part of
engineer, although he now works in the team led by Aldo Marangoni, head of Fiat
civil engineering. My first job was at the Chrysler EMEA Powertrain Engineering.
Polytechnic of Turin as a research fellow
at the Internal Combustion Engines What are the best and worst elements
Advanced Laboratory. of your job?
The best thing is that you can apply your
When did you first start playing around knowledge and background to continuously
with powertrains? optimizing current technology. Nevertheless,
I first became involved with engines when I it is demanding to optimize many specific
was working on my master thesis and while components in a synergistic way.
I was a research fellow at the Polytechnic
of Turin. I worked on diesel engines, on What would be your dream engine
aftertreatment development and injection specification?
PROFILE: SABINO LUISI system definition. The aim was to optimize It would have to be the 1.8TBi its a really
combustion efficiency and the trade-off high-performance engine. More generally,
Job title: Assistant chief engineer between NOx and soot emissions. though, a proper specification for gasoline
Company: Fiat Chrysler Powertrain engines is to have a high compression ratio
What was your career path to the position to increase thermodynamic efficiency at part
Engineering you currently hold? load, but with technical solutions implemented
My degree was in automotive engineering. to prevent knocking and cooling down the
As I mentioned, my first job was at the exhaust temperatures in high-load conditions.
Polytechnic of Turin and I worked there for Advanced gasoline technologies include a
www.lithiumbalance.com
contact@lithiumbalance.com
variety of new components and subsystems two valves per cylinder, 80mm bore, 88.5mm What could legislators do to make your
aimed at improving fuel economy. These stroke development. Peak power was 120ps working life easier?
technologies can act on pumping losses at 5,500rpm, with a peak torque of 186Nm Legislation is pushing toward a 100g/km CO2
(downsizing with turbocharging, VVA, cylinder at3,000rpm. A higher ratio final drive was fleet average by 2020/25. This requires not
deactivation and hot EGR), thermodynamic fitted but the same gearbox ratios were only detailed optimization of the engine, taking
efficiency (cold EGR and stratified combustion) retained. This engine was one of the most into account the combustion, pumping losses
and friction losses. Advanced gasoline powerful at the time and can be considered and engine/vehicle friction, but also technical
engines are expected to remain competitive in the grandfather of the 1.8TBi. In contrast to powertrain hybridization solutions.
vehicle applications for the near future, but the that naturally aspirated engine, turbocharging
technologies to improve gasoline engines can today delivers higher performance levels at In your opinion, what will be powering a
obtain a better cost-to-benefit ratio in terms of low-end torque and full rated power. In typical family sedan in 2030?
CO2 reduction. particular, what is really interesting is the The hybridization of engine architecture will
useof scavenging to increase torque output increase, because it is a key technology in
In your opinion, what is the greatest engine during transient operation. This technical reducing CO2 on the New European Driving
that has ever been produced? solution is based on a controlled post- Cycle and under other legislative regulations.
Related to the 1750 TBi, the engine that is combustion phase that takes place at the Further improvements will focus on optimizing
particularly emotive is the 1.779-liter, which turbine inlet and not in the combustion engine efficiency at specific operating points,
in1967 equipped the Alfa Romeo 1750 GT chamber; its target is to increase the enthalpy using the best areas of the engine map to
Veloce along with the 1750 Berlina and 1750 level to ensure higher boost pressure and the produce energy for the batteries so that the
Spider. It was a double overhead camshaft, fastest response of the engine. electric side of the powertrain can be used.
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electric &
hybrid vehicl
e techno
logy intern
l ationa
January 2015
opening the sunroof. Yet regardless of our thoughts on the Model S,
one can tell a car is truly special when other drivers stop, stare, take a
second glance, and then grab their phones to snap a quick photo. The TESL A TA
design is sleek and stylish but, mirroring founder Elon Musk, theres also How Elon
KEOVER
UKIP Media
Musk and
revolutionizin other tech
humility there too; this is a car that doesnt need over-the-top chrome
g the elec giants are
tric vehicle
RAGING ELEC movement
finishes or a grille that can be seen from the International Space Station. d does not first-ever BENEATH
lack brute Wireless charg
power ing is the COACH JOU
supporter
s. Will it ever EV future, say its RNE Y
become a Why aren
reality? t buses maki
the technology and its powertrain do all the talking (or not, in this EV
case). And thats the thing with the Model S. Its only when stepping out
LEARN MORE
of the car that everything neatly falls into place. Despite those headline
grabbing power and performance numbers, this is the electric vehicle
totally re-imagined. This is transport with no emissions at all. Nada. But
crucially and unlike most other four-wheel electrics on the market
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of the old batteries and 384V. This feeds a synchronous electric
motor thats packaged with a 3-liter V6 supercharged engine, with Visit:
the integration handled by a decoupler clutch; drive is then performed
by ZFs ubiquitous 8-speed torque converter automatic gearbox. The www.ukipme.com/info/ev
e-motor develops 70kW and 310Nm, which theoretically means the
E-Hybrid can get from rest to 48km/h (27mph) in 6.1 seconds on e-drive to request exclusive and
alone, and a top speed of 135km/h (83mph) is also possible. While that
frugality is important Porsche claims combined fuel consumption rapid information about
of 3.1 l/100km (91.1mpg), which we couldnt quite get near to, and CO2
output of just 71g/km this is still a Porsche, so in sport mode, one of the latest technologies
and services featured
four drive settings, the V6 and e-motor boost continuously to serve up
416ps and 590Nm torque, making the sedan very quick: 0-100km/h
in this issue
takes just 5.5 seconds on the way to a top speed of 269 km/h (167mph)
outstanding for a car with an unladen weight in excess of 2,000kg.
OPINION
Llewellyn
The Mitsubis
hi Outlande
charging ab r PHEV, with
ility, is a its rapid-
genuine SU
I have recently driven two game-changing vehicles: V ga me chan
ger
first the Volkswagen Golf GTE and then the Mitsubishi
Outlander PHEV, both sublime in their own different ways.
The Golf and Outlander are plug-in hybrids (like the regeneration via a control on the DSG gearshift, meaning
latters full name suggests), but other than that, they are that its possible to decelerate the car without touching the
very different machines. And for me, a major difference brakes. As youd expect, its all very clever stuff from VW
was the experience I had in driving them. I was behind the and works seamlessly. After two hours of driving, I can safely
wheel of the Golf for just a couple of hours, but I had the say the GTE is brilliant. I mean, its a VW through and
Outlander for a week. With these new-generation electric through: solid, durable and very well engineered.
and plug-in hybrid vehicles, you need to drive them for a Because I drove the Outlander much further, charged it
while to get any real idea of how they perform its all myself, bought petrol for it, and did the simple math of how
about real world mpg, not drifting far I went and how much I spent,
sideways on a disused runway mph. I have a much better idea of the
Sadly, I have little idea of what the real cost of driving it.
real world mpg of the Golf GTE would
be. Its certainly going to be way above You need to drive them For starters, its huge Im
talking its proportions here, not
the GTD or the GTi Golf performance
models, but driving the car for only
for a while to get any everyday running costs! The
Outlander is a big, hulking
a few hours gives one very little idea.
What I do know, however, is that
real idea of how they four-wheel-drive SUV. That said,
its smooth and quiet to drive,
the GTE can go along very quietly
in electric mode, and if you switch to
perform its all about although the game changer for
me was the ability to rapid charge.
hybrid operation, it sips fossil fuel like real world mpg, not My first all-electric car was
a teetotaler at a booze-up. If you press the Mitsubishi i-Miev, and the
the GTE button, however, it uses drifting sideways Outlander has the same charge
everything and goes like stink. inputs, a standard Mennekes
The VW hatchback gets its socket for 3kW and 7kW input,
power from a 1.4-liter TSI unit and Chademo for 50kW input.
and a 102ps electric motor, the latter of which is What this means is that you can recharge the vehicle to
fed by a 8.7kWh lithium-ion battery pack, aiding 80% in about 12 minutes using a rapid charge point at a
the GTE to offer a pure-electric range of between highway service stop. So, on my first longish trip (around
40 and 50km (24-51 miles) in the real world. 225km (140 miles) in total), I achieved 2.97 l/100km (95.1mpg).
You can recharge the battery using the engine Yes, thats right: 2.97 l/100km in a 2-ton SUV.
so you dont have to plug it in but, obviously, if I did three charges, which added 24 minutes to my journey
you do, the fuel economy is going to be far because one of them was in a car park while I wasnt using
greater. Like other PHEVs, there are the vehicle. I accept that not everyone is going to recharge
a number of different modes to to this extent, so I kept a close record, and after 800km (500
choose from, depending on your miles) I averaged 3.92 l/100km (72mpg). I only charged it
driving situation. Battery Hold overnight at home and topped it up when I could be bothered.
retains a constant state of charge, In general, I have plenty of reservations about SUVs and
while Battery Charge will actively hot hatchbacks, but truthfully, if youre going to get one or
top up the pack. You can also the other, these two cars are a massive improvement on
select the intensity of battery the regular IC engined models.
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TAKEOVER
With Teslas monumental move into the EV market, and
Googles advances in self-driving vehicles, are traditional car
makers at risk of being left behind as the new tech-focused
super-brands enter the automotive space and push ahead
with sustainable transportation? WORDS: PHILIP BORGE
S
ince its inception in 1998, Google car manufacturers and suppliers that have
has gone on to become one of been around for many decades and in some
ILLUSTRATION: DALE EDWIN MURRAY
As of September 2014,
almost 47,000 units of
the Tesla Model S have
been sold worldwide
not losing sight of ones initial goals, belief and culture is 1. The software powering commercial goal or not. Google has cultivated a history
highly important. That said, though, there is no denying Googles cars is called of just trying things to see if they work, and worrying
Google Chauffeur. The
that the entire automotive world is also looking at every project is currently being
about how to make money from them later. It has clearly
single move Tesla and Google make and imitation is the led by Google engineer identified that autonomous vehicles are going to be one of
sincerest form of flattery. Sebastian Thrun, former the key transport revolutions in the next decade or two.
director of the Stanford
Artificial Intelligence
So, by investing now, Google is likely to be at the forefront
Innovation engine Laboratory and co-inventor of a multibillion-dollar market, and so will almost
Ingenuity has always been at the very forefront of the of Google Street View certainly benefit at some point, says Offer.
automotive community. Advances to the IC engine, the 2. Googles prototype
Tech brands also benefit from a clean slate from which
steadily maturing EV, the marriage of the more traditional vehicle features sensors to originate their thinking, giving them a foundation on
and the cutting-edge powertrain technologies in hybrid that remove blind spots which to construct new architectures, and focus more on
and can detect objects out
offerings, as well as the soon-to-be-launched hydrogen to a distance of more than
disruptive technologies and executions. But without prior
fuel cell vehicles, are all testament to the importance of two football fields in all experience and established expertise, can any technology
new engineering ideas. directions. Its speed has company really make a play for a significant automotive
been capped at 40km/h
But in the period immediately after the 2008 financial market share?
crisis, investment in innovation was hit hard. There was You need at least a basic level of technical knowledge.
a 21% decline in patent applications by Tier 1 suppliers, Thats the case whether youre a new brand or a traditional
and a 29% drop by the car makers, according to Boston car maker, Volvos Thorn suggests. But when it comes to
Consulting Group (BCG). working processes, of course this can differ.
In stark contrast, tech companies invest heavily in Bentleys Frech goes one step further: They have a
innovation, often whether there is a clear and immediate clean sheet advantage, for sure, but they dont have the
Were a technology
company making electric
cars. Whats very important
is sustainable transport.
Autonomous driving is nice
to have but not required;
sustainable transport is
whats required
Elon Musk, founder, Tesla
Working partnerships
As the e-powertrain movement gathers momentum, it is
becoming clear that the spirit of cooperation will play a
key future role for the established OEMs as well as the
new breed of tech companies.
Ultimately car makers are experts in assembling cars
and everything that goes with that, says Offer. Already
a lot of the technology is developed either in partnership
with or by suppliers, so I see the tech companies as just
EL A hnolog y
powe rM ec
D r i ve T
ELA -C
powerM
m
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30.10.2014 13:35:031
RISE OF THE TECH GIANTS
Where to next?
It seems that assisted driving is where all roads converge,
because software and computing power the defining
innovative parts of this technology revolution are such
an essential piece of the overall automotive jigsaw.
Autonomous vehicles are the wildcard. Most OEMs are
developing technology for various degrees of autonomy,
and the transition to the automotive end game is not very
clear, says Offer. We probably need a trailblazer who
isnt afraid of convention, like Google, to actually push
this faster than the incumbents believe is possible.
Googles move into this area has been much publicized,
1
but it isnt the only company to experiment with self-
driving tech. Audi recently claimed the speed record for
a self-driving vehicle (topping 240km/h with its RS7 at 1. The self-driving Audi 2
RS7 took just over two
Hockenheim racing circuit), and Teslas Model S is set to minutes to complete a lap
include its newly announced Autopilot hardware, which is of the Grand Prix track in
designed to set up the vehicle for future software updates Hockenheim, Germany
that will enable assisted driving. 2. A human was put behind
Suppliers are at the vanguard of these developments the wheel of the RS7 for a
too, explains PA Consultings Lippautz. Its not so much comparison lap. The driver
took five seconds longer to
about traditional car makers. The Tier 1 suppliers who complete a lap of the circuit
drive innovation, such as Continental, Bosch and Wabco,
are looking at self-drive technology from the commercial
vehicle side.
Offer agrees with such an outlook: Google probably
wont be competing with the OEMs but is probably going
www.lear.com
PRODUCTION READY FUEL CELLS
PRODUCTION-READY
never
Better late than
I
ts taken a while nearly five decades, in fact, since the further potential of this technology as we continued to
WORDS: DEAN SLAVNICH
technology first made an appearance in an automotive advance it. But, what we have today with seven million
application but fuel cell vehicles at a showroom, hybrid vehicles sold, is just amazing. Some of our
ready-to-sell level are finally set to arrive. Toyota is mainstream models, like the Auris, have a more than 50%
leading the pack with its production-ready Mirai, which hybrid share and even small vehicles like the Yaris have a
will be launched first in Japan in the early part of 2015, and more than 30% hybrid share. This shows that the
then in North America and Europe by the second quarter. technology is truly accepted, and thats something we did,
Gerald Killman, head of powertrain operations for Toyota continually communicating to the market within the given
Europe, cant hide his delight that such a momentous day is lead time. Hybrids are now seen as a mainstream standard
almost upon us. Hes been one of the staunchest supporters with all its advantages so seamless drive, quiet operation,
of the technology over the years, even when development and reduced or no emissions. Now, what we did in 1997
seemingly went quiet as governments lobbied hard for can also be applied to what were doing in 2015 with
OEMs to shift their R&D focus to battery electric vehicles. FCEVs. Heres a brand-new technology [for the market]
Launching this vehicle will be a staggering moment, says that weve worked on so much, but weve proved new
a smiling Killman, whos quick to add that its important to technology can work and thats our driver for fuel cells.
factor in two things: One is the perspective of looking back As for the second matter going it alone Killman says
to the past with this technology was what we wanted to there are some key differences between Toyotas journey
do feasible? And secondly, are we alone or not? with hybrids and fuel cells. With hybrids in 1997, we
On the first matter looking back Killman is keen to were alone for a very long time, he laughs. But, with fuel
draw parallels with another technology that Toyota has cells, we see that were not alone, there are other OEMs
championed: the companys Hybrid Synergy Drive. Back going the same way, albeit perhaps with a slightly different
in 1997, we had another front-running technology our timescale. So, we think more here that the amount of
hybrid powertrains. When we launched the first Prius, I support from other OEMs including us with fuel cells
think the general understanding of the potential of this will drive things forward to overcome the constraints,
technology was not shared [by the wider industry] as we because the constraints to this technology are not on the
initially thought. And, admittedly, we too discovered the OEM side, but rather on the infrastructure side.
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A matter of engineering
For Killman and the various Toyota powertrain teams
around the world, there were a few challenges to developing
a market-ready fuel cell vehicle, starting with making
the whole thing work! he says. We began fuel cell
development in 1992 and until we had the first car running
several years later, having the system working reasonably,
so that we could run tests, was the first breakthrough.
The second thing was overcoming two main technical
constraints: one was storage of hydrogen and the other
was cold start. We overcame both around four 1. Advances in the fuel cell 1
stack and optimization of
to five years ago. So we have a standardized, the membrane mean it can
cross-industry reference point of 700 bar be situated under the driver
storage and cold start of -30C. and passenger seats
Then, for the last few years, its been a real 2. The reduced-size fuel
battle with costs. We have incorporated our cell stack and one of the
manufacturing know-how in order to drive Mirais two carbon fiber
hydrogen storage tanks are
the costs down. While our prototype vehicles located in the vehicle floor
were beyond the million dollar/euro mark,
were now at costs where we can offer this car 3. The Mirais styling
includes front intakes
for 7m (around US$65,000) in Japan. which direct air to the
Along with infrastructure, cost is the only fuel cell stack, where it is
other factor that could kill the FCEV, so just combined with hydrogen
how did Toyota tackle this thorny issue for its
fuel cell sedan? The key driver was reducing
the number of expensive components. So,
while in our prototype cars and fleet trial cars membrane were developed in-house, and retaining that
we had four bottles of hydrogen, we now have expertise and know-how within is key to the way Toyota
two. Sizes have been adapted, but for the pushes ahead with new breakthroughs. When it comes to
manufacturing processes, were not building core technology, Toyota always develops in-house,
four units so there we could drive down reiterates Killman. So with hybrids, for example, we
costs. Taking another example, the fuel cell developed electric motors, power electronics, software
stack is not big and bulky any longer weve everything in-house. Now we have moved to a stage
optimized the size of the membrane and this where its standardized and we work with suppliers. Fuel
has enabled us to install the stack underneath cells are the next core key technology to be competitive and
the driver and passenger seat. for that we need to understand those manufacturing
The architecture also sees the front processes, enabling us to drive those costs down.
compartment of the vehicle house the electric Another impressive example of Toyotas FCEV cost-
motor, electronic control system and boost cutting comes from new developments relating to the
converter. Increasing the voltage produced by Mirais stack humidifier. This is a unit that takes up space
the fuel cell, the converter has enabled both and cost in a fuel cell vehicle, explains Killman. In our
the size of the motor and the number of cells 2 latest cars weve actually eliminated the humidifier, reusing
to be reduced, in the process helping to the humidity from the exhaust gas, which of course is water
further cut costs and increase performance. vapor, to the fuel cell stack. It sounds rather simple but
Nearly all the principal inner system technologically it isnt, but weve made that step.
workings of Toyotas fuel cell powertrain As emissions legislation gets tougher, its safe to assume
including the tanks, the stack and the that products like the Mirai represent the powertrain
endgame for the automotive industry, finally bringing into
effect a sustainable transportation utopia. But Killman is
diplomatically not so sure: I think its one of the road
maps that we need to follow, but its not the only solution.
Its too early to say how high a percentage this
technology will take of the overall market. Only the future
will show that, but what we can say is that it has big
potential big potential for the city, with its zero emissions
capability, as well as big potential out the city, with a good
driving range allowing for long-distance driving. Now, you
put these two together and theres a very logical usage of
the technology and its not maybe Toyotas main driver
but long-distance daily driving in the city is undertaken by
buses. Therefore, Toyota and our sister company Hino are
working on fuel cell hydrogen buses for city use because
that could be a next stage and then that will help make
an even greater business case to create an infrastructure.
In fact, such is Killmans belief on this issue that he says
in the initial phase fuel cells are probably more applicable
for public transportation, but longer term, I strongly
believe that infrastructure will not be a limiting factor.
And neither will actual vehicle application D segment
offerings such as Toyotas first FCEV are just the start: In
1997, wed have never imagined a hybrid Yaris today, so
absolutely yes to fuel cell sports cars, minicars and
3 hatchbacks. Thats something we should do!
YOUR SPECIFIC
APPLICATION
OR DEVICE
PUBLIC TRANSPORT UTOPIA
T
heres no denying that the landscape noticeable that more operators are starting to rethink
of public transportation is a their position and begin pilot activities to gain experience
mishmash of different solutions, of their own.
technologies and applications all Air quality is a serious concern in many major cities
in varying states of development, across the world, and such fears are not limited to urban
but one thing is for certain: buses as actual hubs in developing countries. In Paris, in the second and
vehicles can last a long time decades, in third quarters of 2014, only alternate odd and even
fact and once a decision has been taken license-plated vehicles were allowed into the city center
to adopt a certain powertrain, traditionally in an effort to reduce pollution. Following this initiative,
large diesel engines, nothing else is going to Paris announced its plan for 100% electric buses by 2025.
change in a hurry. It would be unfair to say that most buses are old and
Diesel buses remain extremely popular, emission unfriendly, counters Adrian Wickens,
confirms Mike Weston, director of buses at engineering product planner at Volvo UK. The progress
Transport for London (TfL). This is a vehicle on emissions standards since 1988 has been immense.
that has matured over many decades. It gives The argument that diesels are unclean doesnt necessarily
you flexibility. Its reliable. You can fuel it up hold water. There has been a lot of work done on
once a day and dont have to recharge it. At reduction, but that also doesnt mean NOx isnt a problem.
the moment, most alternative technologies fail After all, diesel engines still idle in heavy traffic.
to compete on a truly like-for-like basis. In this respect, hybrid drivetrains have an important
And from the perspective of bus transit role to play, says Mat Lawrence, a former engineer and
operators across world, there is one now head of technical sales for BAE. Everyone knows
primary objective to meet: on-time service. the benefits of reducing CO2 emissions, he adds, so
There may be supplementary objectives local air quality is improved immeasurably with the
such as cost savings and environmental reduction of particulate emissions. There is no question
concerns, but timekeeping is the reason that series hybrid architecture is the right one for city
that public transportation remains such center operations.
a conservative market. Its a given that hybrid buses are cleaner, quieter and
Range anxiety, cost, and to an extent use about 40% less fuel than conventional diesel
the limited number of electric and hybrid applications, thus reducing CO2 emissions by the same
options, are the reasons cities mostly stay amount, but the bar to entry is wrapped up with
with diesel buses, observes Mathias uncertainty and expense. So without incentives, either
Wechlin, director at IPT Technology, a through threat of fines or offer of subsidy, or a defined
leading inductive power transfer technology political agenda, electric is a tough sell, but thats not to
provider. Awareness needs to spread much say that certain metropolises are not attempting to achieve
further to really alter mindsets. However, it is a sustainable public transportation utopia.
The UK 2
When it comes to fully implementing advanced bus
propulsion technology, London is a trailblazer in every
sense. The UK capitals fleet is the cleanest in the country
and boasts more than 800 hybrid buses. This already
impressive figure will increase to 1,700 units 20%
of the entire fleet by 2016. If thats not impressive
enough, local authorities are currently testing eight
full electric vehicles on the citys routes. Only last year,
TfL was awarded US$7.99 million (5 million) from
the Department for Transports Green Bus Fund for a
further 46 hybrid buses. The fund acts as an incentive
a cost differential that bridges the gap between standard
and electric buses.
For the medium term, diesel-electric buses will
be the mainstay of our fleet, confirms TfLs Weston. 3
Essentially, most are electric buses driven by an
electric motor and just happen to have a generator on
board. The challenge with pure electric is the operating 1. Londons public Europe
transportation system
range. Most double-deckers in London run 18-hour days already includes more London might lead the way today, but for
minimum, and on a Friday or Saturday night they might than 800 hybrid bus more than a decade Europe has been awash
come back for half an hour, get washed and refueled, and applications, with further with experiments in hybrid and electric
initiatives planned
be back out on the road. Finding an electric vehicle that vehicles in the public sector. As early as 2002
can do that is impossible. 2. Foothill Transit Ecoliners Genoa and Turin were running wireless
This would explain TfLs 2015 inductive charging run almost exclusively on charging systems with hybrid buses and both
compressed natural gas
hybrid pilot project, which is part of a wider European installations have been in continuous
scheme. The charging will take place at bus stands at 3. Deutsche Post DHLs operation ever since. This year Amsterdam
either end of the route and should reduce running costs e-fleet will be expanded Schiphol Airport placed an eye-opening order
to 120 vehicles this year
and extend the driving range of diesel-electric double- for 35 BYD all-electric buses to transfer
decker buses in the capital. If the vehicle is running late, 4. The BYD Lancaster passengers between aircraft and terminals.
or there has been an accident or a power cut, it can still all-electric bus is being The Sustainable Bus System of Schiphol
manufactured in the USA
provide a passenger service by switching to diesel. (SUBSS) project comes at a time when
USA
In Los Angeles County, Foothill Transit, which is fast
approaching its 26th year of service, currently operates a
fleet of 330 buses, all of which run on compressed natural
gas except for 15 fast-charge battery electric applications.
Foothill began using electric buses in 2010 to cover an
area of more than 830km 2 (320 square miles) and connect
to more than 25 cities, including Los Angeles. The
fast-charge battery electric luggers operate on a route that
is a 25.9km (16.1 miles) long round trip and make a stop
at a Transit Center at the halfway point, where the buses
charge from 60% back to 100% within five minutes while
passengers board and alight.
airports are under pressure to reduce The fleet rule for transit agencies, enforced by the
pollutants. The buses themselves employ California Air Resources Board (CARB), requires the
many advanced technologies, including BYDs states largest transit systems to purchase a certain
iron-phosphate batteries, in-wheel hub percentage of zero emission buses (ZEB) with new bus
motors and regenerative braking. The procurements annually, explains Roland Cordero,
batteries contain no toxic electrolytes or director of maintenance and vehicle technology at
heavy metals and can be easily recycled. Foothill. In addition, Foothill is committed to
But save for Schiphol, very few agencies supporting the development of sustainable fuels for
are committed to completely reworking their commercial applications like public transportation. Its
fleet to electric, admits Micheal Austin, vice Above: Foothill Transits one place where we can make a huge impact, second only
Roland Cordero is a big fan
president of BYD America. of compressed natural gas, to helping people out of their single-user cars and onto
In Germany, Deutsche Post DHL has been but the company is also the bus. We were the first transit agency in the USA to
experimenting with an increasingly eco- expanding its pure BEV fleet use the fast-charge electric bus model. Our electric buses
friendly fleet of vehicles. Two projects in hold up under the stress of a rigorous schedule and
improve the quality of life in the communities they travel
through by eliminating greenhouse gas emissions and
noise pollution.
4
But despite such positives, Cordero admits there are
some downsides to electric buses as well: While electric
cars can be charged at night when power prices are low,
buses have no choice but to do so in the middle of the day
at peak time. The limited range also prevents the
technology from being used on longer routes, so its hard
for us to completely convert to electric vehicles. For some
agencies this technology wont be feasible until such
issues are addressed.
Also out in California is BYD, the electric bus supplier
for the SUBSS project in the Netherlands, which continues
to go from strength to strength on a global basis, with VP
1 2
W: www.torotrak.com
T: +44(0)1327 855 190
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WIRELESS CHARGING
Taking
Wireless charging technology has
the potential to shake up the EV
landscape on an unprecedented
scale. But how close is the industry
to making this dream a reality?
charge
WORDS: MATT ROSS
Il l u
st r
at i
on
:M
ag
icT
or
ch
D
espite a growing number of vehicle launches,
government initiatives and technological
breakthroughs, the electric and hybrid vehicle
industry is rarely short of skeptics keen to point
out that major obstacles remain before the roads
are humming with legions of e-drivetrains. The truth is,
consumers might be coming around to the idea of EVs,
HEVs and PHEVs, but the reality and the logistics of
keeping one on the road still makes many people think
twice before buying one.
Wireless charging essentially the ability to transfer
electricity from a power supply to a vehicle via a magnetic
field, and without a physical connection has long been
heralded as a potential knock-out blow to EV naysayers.
But for all its promise, how far away from implementation
could this technology actually be?
Main: Qualcomms Halo development Joe Barrett, senior director at Qualcomm, tells a similar
is currently being used in Formula E story. Although the technology is over 100 years old, its
to charge the BMW i8 safety car
only in the past 25 years that the power electronics and
Right: Qualcomm has deployed its components have got to the point where you can produce
technology in numerous projects a wireless charging system that actually works and is fit
around the world. Shown here is
dynamic charging in action for purpose for charging electric vehicles. Qualcomm
has been providing wireless power in factory automation
since the 1990s, and the companys Halo technology
currently utilized to charge the safety car in the Formula
E championship has been used at a variety of power
levels (including up to 20kW as part of Qualcomms
project with the world record-breaking Drayson racing
team), and in a range of applications, including a program
to charge buses in Turin which uses multiple pads to raise
power levels still higher.
US organization Hevo, like many other wireless
developers, also has products rolled out in various pilot
programs. Industrial applications of wireless charging,
such as factory vehicles and materials handling
Weve proved that it works, and weve equipment, are nothing new, and uses in the public
transport sector, such as charging passenger buses during
proved that its fit for purpose. What their frequent and predictable stops, are showcasing the
effectiveness of the technology. Industrial EVs operating
were waiting for is standardization to in warehouses and factories, or small neighborhood EVs
used for utility purposes, will benefit greatly from wireless
get everybody agreed on the system charging, and present a very large market opportunity,
says Hevos chief engineer Aditya Sharma. However,
parameters that need to be adhered to shortly after entering those markets, Hevos high-power
unit will target light-duty passenger and commercial EVs,
Joe Barrett, senior director, Qualcomm
as well as heavy-duty EVs, such as delivery trucks.
Higher power
Faster charging
In any weather
No driver intervention
Lets Go.
www.momentumdynamics.com
In principle, its very simple: we have developed a new product platform as a catalogue of electric
drive modules for automotive use. They are perfect for commercial/public transport vehicles and
allow you to put together your individual drive solutions quickly and with ease.
Find out more at www.Lenze-Schmidhauser.com
KNOWLEDGE OF POWER
While the basic concept of wireless very heavy copper cable is an expensive with a car company, you have to be able
charging is relatively simple to grasp the thing people are stealing wires because to meet the basic safety requirements,
transfer of energy between objects via an of the value of copper, and theres a certain says Qualcomms Barrett. So, if you cant
electromagnetic field this hasnt stopped fraction of plug-in chargers that are disabled meet those requirements the ability to
a few misplaced beliefs in the technology right now because they need a new wire. detect foreign objects, being able to detect
from springing up. With wireless, you dont have that. In any moving objects that might be under
Theres a preconception that wireless most cases, wireless is also able to boast the car, field leakage, EMC requirements,
charging is more expensive and less efficiency levels that match (and often those types of factors then you just dont
efficient than plug-in, says Momentums exceed) those found in plug-in charging. get a seat at the table. You cannot deploy
Daga. Actually, the reverse is true. A And its safe, too: To get a seat at the table technology that isnt safe.
Charging ahead
Despite such concerns, there remains a conviction within
the industry that the shift to wireless is inevitable. It is
going to happen, states Daga. It is perhaps slower than
some people would like, but it really has to happen. Weve
passed that point of no return, where the technology has
been de-risked. It is available to the world, and it simply
needs to be commercialized.
And although static wireless charging is yet to become
widespread, developers are already looking at the natural
evolution of the technology.
Weve always seen dynamic charging as the ultimate
game changer, adds Barrett with the same conviction.
Then you can electrify the roads, which means smaller
batteries, and cheaper vehicles that charge while theyre
driving. Formula E is keen to get that technology deployed
in racetracks, which will add a great dimension to the
racing. Progress on dynamic charging through which
Industrial EVs operating in warehouses
vehicles charge in short, intense bursts as they pass over
coils embedded in the road surface is already impressive,
and factories, or small neighborhood
despite the fact that static technology is far from commonplace. EVs used for utility purposes, will
Were working on developing semi-dynamic and
dynamic charging, and we have been for several years, benefit greatly from wireless charging
Barrett says. Weve already proven it working at low Aditya Sharma, chief engineer, Hevo
speeds, and the next step is to get it up to high speeds.
Momentum has already built such functionality into its to 10 years, electric drive systems will gain a
chargers and, Daga believes, the only obstacle is the cost considerable share of the total vehicle market.
of installing equipment into roads. The vehicle would be And we are confident that wireless charging
driving over a traveling wave of magnetic energy. All of will be well-positioned within this share.
this would be invisible and silent, and its well within the Others are a little more optimistic. Barrett
capability of our technology to do this. says, We believe, based on our discussions
within the industry, that in 2017 you will be
The big day able to tick a box when you order your EV
With few doubts remaining over the actual functionality and specify that you want wireless charging.
of wireless charging, the question remains: how long And while Momentums Daga believes that
before we see the technology implemented? Opinions tend plug-in charging will be obsolete in 10 years
to vary from one developer to the next. time, the widespread implementation of
It will likely be anywhere between two and five years wireless technology could become a reality
before the technology can be rolled out en masse, says considerably sooner, if the industrys malaise
Hevos Sharma. It mostly boils down to how quickly the can be overcome: I lose my patience a little bit
vehicle manufacturers can meet the wireless charging with those folks who say this is still years away.
standards currently being set forth so that suppliers and The only reason this technology is years away
auto makers are on the same page. is because of the slowness of the auto makers
IPTs Wechlin is a little more cautious: We dont have a to make a decision. It could be implemented
crystal ball, but we would venture that, over the next five next year if they wanted to do it!
With BergquistLiquid
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1 8 9 3 0 We s t 7 8 t h S t r e e t C h a n h a s s e n , M i n n e s o t a 5 5 3 1 7 Thermal Materials Thermal Substrates Fans and Blowers
Thermal Materials Thermal Substrates Fans and Blowers
LIFE AFTER LITHIUM-ION
P wer
rangers
If electric vehicles are to provide more power, go longer
on a single charge and eventually replace IC-engined
products, battery technology needs to reach a new level.
But can that be achieved with lithium-ion chemistry?
WORDS: MAX MUELLER
B
ack in 1925, Sakichi Toyoda, the
founder of Toyota Industries, offered
a prize of 1m for the invention of a
revolutionary electric battery. He set
the bar rather high, as revolutionary
in his book meant a device capable of
delivering 100ps over 24 hours and weighing
no more than 225kg. A quick calculation
shows why, almost 90 years later, researchers
wont be claiming the reward any time soon.
A Sakichi battery has an energy density of
nearly 12kWh per kilogram, placing it on
par with gasoline and outclassing todays
lithium-ion cells by a factor of 60.
Air max
For a battery technology after Toyodas own
heart, look no further than lithium-air. Since
the concept was first suggested for transport
in the 1970s, it has always remained a good
25 years away. However, important advances
in materials science at the turn of the
millennium prompted IBM to launch its
Battery 500 research project in 2009, in
pursuit of electrical storage to power a
passenger car for 500 miles (800km).
On paper at least, lithium-air makes perfect
sense. In discharge mode, oxygen from the
atmosphere enters a porous carbon electrode,
where it reacts catalytically with lithium ions
to form solid lithium oxide, which gradually
fills the pores. When the battery is recharged,
the lithium oxide decomposes, releasing
lithium ions and freeing up pore space in the
carbon. The resulting oxygen is released back
into the atmosphere. In theory, replacing
the cathode with air results in enough weight
loss to launch the system into the Sakichi
stratosphere, with a possible energy density
of 11.1kWh per kilogram.
Sadly, though, the practical hurdles of
lithium-air match the enormity of the reward.
As well as having to manage the fire hazard of
highly flammable metallic lithium, researchers
Few organizations, perhaps only a
must deal with the fact that oxygen degrades
the electrolyte and renders it unable to conduct
handful, are working on lithium-air
a charge. Many similar problems have stopped because of the many challenges
Battery 500s principle investigator, Winfried
Khalil Amine, materials scientist and joint leader, lithium-air battery study group, ANL
Wilcke, from making any predictions except
that the technology wont happen this decade.
At IBMs project development partner, the
US governments Argonne National Laboratory
(ANL), researchers recognize such problematic
issues. Khalil Amine, a materials scientist and
Advancing modeling
technology enables MODEL BEHAVIOR
battery simulation
on electrode, cell The role that simulation plays in battery National Renewable Energy Laboratory and
and pack level design and development is as important as ESim has enabled us to create a simulation
it is complex. In terms of modeling, batteries tool that integrates the various scales. We
pose multiscale problems, with phenomena can now mimic a battery at electrode, cell and
occurring on different levels ranging from pack level over an entire drive cycle faster
the microscopic to millimeter, centimeter than real time in under a minute at times
and decimeter scales. Despite this, data without a loss of accuracy.
must be correlated to make sense of the In another related engineering development,
overall picture. The chemical reactions Ansys is claiming to revolutionize practice
that happen within a cell will affect battery in battery simulation and other automotive
performance and, in turn, the cooling strategy applications by introducing certified
will influence the electrochemistry, explains embedded software generation. In the
Sandeep Sovani, director of global automotive aerospace industry, weve been delivering
industry at Ansys. tools that automatically generate embedded
Another challenge is the complexity of software that is certified to the highest safety
interconnected physics, such as electrical, standard. Now were transferring this method
fluid and thermal fields. Four or five years ago to the transport environment, which means
battery simulation was restricted to regular the entire code-generating process will be
finite element analysis to calculate things certified to safety requirements such as ISO
like flow behavior for the cooling strategy. 26262 at ASIL D level, eliminating the need
But a recent partnership project with GM, the for software verification, Sovani says.
2 3
Complete
system solutions: One source:
Lithium ion cells and packs Design expertise
Control systems/software Engineering capability
System support Manufacturing capacity
Monitoring/field service
Research & development XALTEnergy.com
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electric motors, generators and controllers for
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UQM has over 30 years of experience in the Production-ready systems with 100-250 kW peak power
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provides cutting edge solutions for propelling
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LIFE AFTER LITHIUM-ION
1 2
We very much believe that lithium technology is a solid, dry polymer electrolyte with a
lithium metal anode. This allows us to make the cathode
batteries whether you call them from different materials such as lithium-ion phosphate,
resulting in an all-dry, all-solid system with high energy
lithium-ion or lithium metal density and much better safety as weve eliminated volatile
electrolytes. A stable setup like this also translates into a
will continue to be the driving long battery life and attractive cost profile, Grape explains.
The current cell boasts an energy density of 220Wh per
force of this industry right kilogram which, according to Grape, is second only to the
much more expensive cobalt system used by Tesla. Were
up to 2030 and beyond working with some higher-energy cathode materials to
Ulrik Grape, vice president, Seeo improve energy density further with a target of 400Wh
per kilogram at cell level. With efficient packaging, youre
hitting numbers that become competitive with IC
powered vehicles and were on track to implement this
within the next couple of years, he promises.
Enersys EMEA
EH Europe GmbH Lwenstrasse 32
8001 Zrich Switzerland - Phone: +41 44 215 74 10
2014 EnerSys. All rights reserved. All trademarks and logos are the property
of or licensed to EnerSys and its affiliates unless otherwise noted. www.enersys-emea.com
LIQUID METAL BATTERIES
Quest
for power
The result of 10 years of study and research,
liquid metal battery technology promises
low-cost power with an impressive lifespan
WORDS: JIM McCRAW
I
n the USA, there is at least one man who
believes that the right combination of cheap
materials and good science can produce
batteries that will change the way we store
and use energy. That man is Donald Sadoway,
professor of materials chemistry at the renowned
Massachusetts Institute of Technology (MIT).
Sadoway, whose degrees in chemical
engineering and chemical metallurgy are from
the University of Toronto, has been working
on this project at MIT for 10 years with
his team, Group Sadoway: Extreme
Electrochemistry, and with his company,
Ambri, named after Cambridge, where MIT is
located. He is a TED lecturer, frequent television
guest, occasional music video performer, and
made the list of Times 100 Most Influential
People In The World in 2012.
Sadoway became interested in batteries after a
test drive of a Ford Ecostar electric van in 1994,
a project that used sodium-sulfur batteries
operating at 325C. He was impressed because
the vehicles performance, even then, was like a
1960s muscle car. So, he says, he went back to
Cambridge and got to work on batteries.
SADOWAY BIOGRAPHY
Born March 7, 1950, in Toronto, Ontario,
Canada, Donald Robert Sadoways
research seeks to establish the scientific
underpinnings for technologies that
make efficient use of energy and natural
resources in an environmentally sound
manner. This spans engineering applications
and the supportive fundamental science.
The overarching theme of his work is
electrochemistry in non-aqueous media.
Research interests include liquid metal
batteries, metals production by molten oxide
electrolysis, rechargeable solid polymer
batteries and aluminum-ion batteries.
() Terminal
Cell lid
Seal
Low cost, long life
The primary goal of the liquid metal battery
(LMB) project is to develop a low-cost and
long-life battery for grid-scale stationary Negative electrode
energy storage, but the LMB can also be (liquid metal)
downscaled for all manner of other purposes,
including automotive propulsion in electric
and hybrid vehicles.
The Sadoway liquid metal battery uses
three elements: a positive electrode made of
an alloy of lead and antimony, which is placed
at the bottom of the cell; a negative electrode Electrode
(molten sald)
of an iron-lithium alloy at the top of each cell;
and an electrolyte that is a solution of mixed
molten salts, all operating together at a top
temperature of 450C. The current element
ratio is approximately 80% metals and 20%
Positive electrode
electrolyte. The salt is included, Sadoway (liquid metal)
explains, to force the bionic reaction, but
does not contribute to power storage.
The ideal battery would have super-thick
electrodes and super-thin electrolyte. You
want the metals thick enough to prevent
shorting, but not excessively thick because
youre just giving up volume. The voltage Cell body
drop across the electrolyte is voltage you
dont access in the external circuit.
A previous combination of alloys worked
only at temperatures in excess of 700C, and In the event that the
case of a liquid metal
one of the goals of the program is to find a battery is breached or
combination of alloys and salts that will broken, its contents
operate at 250C. Sadoway says there are will remain solid and
therefore free from fire
some 20 patents already associated with the or explosion unlike
LMB program, with more to come. lead-acid or lithium-ion
(+) Terminal
oxygen and nitrogen are present and, within moments, Above: This interior cross-section of an because it runs for a long time, but after about
early 4in liquid metal battery prototype
the atmosphere inside the cell is conditioned. The main shows that the battery can be scaled up or
a year, we tend to discover that it runs for
issue is to keep the humidity relatively low so you dont down, depending on its intended purpose about 30% less time, and after two years, it
lose effectiveness. runs for about 60% less time. Eventually,
The start-up energy is small, as Sadoway explains: You Right: The battery runs at 450C so its after three years, it turns into a paperweight.
workings are impossible to photograph.
have to heat the battery up to kick off the chemistry, but However, this room-temperature mock-up The 85% figure after 10 years of daily cycling
the charging and discharging keep the reaction going. It simulates it via use of mercury (bottom) means 3,650 cycles at 85% of capacity.
doesnt take that much energy to heat something up to and steel foam instead of hot, liquid metals
that temperature. Its like priming a pump. Automotive application
In addition to the lower operating temperature, which As for putting it into a car, the temperature is
should simplify the batterys design and extend its overall still too high, Sadoway explains. The 450C
working life, the new formulation will be less expensive to operating temperature level is too high for
make. As for safety, Sadoway states, everything inside the transportation. But we are looking at new
battery returns to a solid state at room temperature and combinations of alloys and new combinations
its just a brick. Practically speaking, this means it can of salts, because we think that if we can get
be safely shipped by truck or air, since it wont leak or that temperature down to 250C less than
start a fire unlike lithium-ion batteries, which cannot be the temperature of your kitchen oven then
transported by air. that is something that could go into a car.
The power figures are impressive. The voltage figure Then, if I add in 85% retention over 10 years,
on a cell is a little bit less than 1V, Sadoway says, so you and I throw in a price point that is about five
have to stack these in series to get up to 20V or higher, times lower than lithium-ion a lead-acid
because the cost of a transformer that converts DC to AC price point with lithium-ion performance and
current goes way up when the voltage of the DC cell goes long service lifetime I have a winner.
down. Its a lot cheaper to transform high-voltage DC into Sadoway insists that he and his team
AC. We cant change the voltage on the cell, because of the havent invented a battery, however. We have
metallurgy. In a stack of 2m 3, which is about the size of a invented a battery field, and we have got other
refrigerator, the energy is about 10kWh enough to power ideas. If you want a car battery that can take
a typical home for a day.
Sadoways team found that, while antimony produced a
high operating voltage and lead gave a low melting point,
a mixture of the two combined both advantages, with a
The initial concept has been realized,
voltage as high as antimony alone, and a melting point
between the two contrary to expectations that lowering
to the point that we feel we are on the
the melting point would come at the expense of also right path, and that success is imminent
reducing the voltage.
The 85% efficiency figure that we have is a very, very in terms of something that would be
low fade rate, and thats the one particularly troubling
thing for the lithium-ion batteries in hybrid and electric scalable and economically viable
cars, cell phones and laptops. On day one, were overjoyed Donald Sadoway, professor of materials chemistry, MIT
you 400km (249 miles) on a single charge at if you were to break the case of a liquid metal battery,
a price point, if I could put a Chevrolet Volt then everything inside of it will remain a solid.
on the showroom floor for US$20,000, Id
take over the world. The missing piece is the Powering forward
battery. With the right battery, we could put The future for the technology, Sadoway believes, is
a Chevy Volt on the showroom floor that will assured. The initial concept has been realized, to the
last for 10 years with no complaints about point that we feel we are on the right path, and that
loss of range, and at that point, the price of success is imminent in terms of something that would
oil goes back to US$20 per barrel. be scalable and economically viable, he explains. This
Such an electric car would theoretically be started with the idea that we wanted to develop security
plugged into house current, trickle charging for the grid, and that means, in the first world, giving us
to keep the battery going, Sadoway suggests, a type of grid that is stable against rolling blackouts and
and severe weather considerations would not brownouts, and frequency fluctuations. For two out of
need to be considered such a battery could seven people on the planet, it would mean giving them
virtually freeze solid and still function once access to electricity through wind, solar and water. With
it starts to draw current and heat up. Another liquid metal batteries, wind and solar, they would have
consideration, Sadoway says, is that several sustainable power.
LMB-equipped electric cars on a car carrier Sadoway says that, in computer software and app terms,
could flip over and the batteries could not his team has now progressed to LMB 5.0, but that his own
catch fire in their cold state. recent research, as yet unpublished, has found a path to
A high-temperature battery is safer than new energy storage methods that are yielding three times
a low-temperature battery, because if you the energy density of anything they have done up to now
breach the case on a lead-acid battery, it will and which would enable them to cut pricing threefold.
just keep leaking. And if you break the case The LMB research was supported by the US Department
on a lithium-ion battery, you have got a really of Energys Advanced Research Projects Agency and by
flammable liquid all over the place. However, French energy company Total.
O O K
B
NOW
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OEM INTERVIEW JAGUAR LAND ROVER
OEM INTERVIEW:
All shook up
A recent trip to Jaguar Land Rover confirmed that project
Ingenium is just the start of a leaner, more efficient engine
WORDS: DEAN SLAVNICH
future for the British car maker, which will soon also
include a variety of all-new e-powertrain creations
J
aguar Land Rover is on a roll. New products,
starting with the Range Rover Evoque a few
years ago through to the most recent unveiling
of the Jaguar XE, are helping to transform
a company whose market share dipped
dangerously below 15% in 2008, but hit a 40% high in
the last 12 months, culminating in more than 425,000
JLR vehicles leaving various showrooms around the world.
And such a rapid and momentous turnaround is just the
start of things to come for the former Ford PAG member
with there being no let-up in new vehicles being
developed. According to senior execs, such as Dr
Wolfgang Ziebart, director of group engineering, the
British car maker plans to launch no fewer than 50
products in the next five years, many of which will sport
hybrid and plug-in hybrid powertrains, in the process
safeguarding the future of Jaguar, Land Rover and Range
Rover against a backdrop of tough emissions legislation.
We will invest 3.5bn [US$5.6bn] in new products,
states Ziebart, a former BMW board member who headed
up product development. What does this mean? In the
past, we brought out a new car once every second or third
year, but going forward well launch a major new car every
six months. Its a significant change of pace for us.
Emissions mission
JLRs emissions mission is underpinned by project
Ingenium, but the impact of such ambitious growth plans
is already being felt on the OEMs various engineering
divisions. To give you a scale of it, we currently have
2,000 engineers in powertrain thats twice as many
as we had only five years ago, so were growing really
quickly, says Ron Lee, powertrain engineering director.
A further 500m (US$805m) is being spent on an
all-new state-of-the-art powertrain manufacturing center
in South Staffordshire, nestled nicely between JLRs three
existing sites at Halewood, Castle Bromwich and Solihull.
Having recently been opened, its the first new plant JLR
has built from the ground up and will create 1,400 jobs
when at full capacity. More significantly, the 100,000m 2
base will be home to Ingenium engine production,
a project thats close to Lees heart.
Ingenium is a new engine family concept for us. These
lightweight, low emission and configurable petrol and
diesel turbocharged engines on a common architecture
will deliver both efficiency and performance,
whether theyre driving a Jaguar or a Land
Rover, he says.
We were able to design Ingenium the way
we wanted because we had that rare and
fantastic opportunity to start with a clean
sheet of paper. We werent handcuffed
by any of the usual restrictions or
compromises that are forced onto us, so
we had no existing production machinery
that we had to reuse. We had no carry-over
engine architecture that we were trying to
amortize. There was no existing plant that we
had to modify. And capping it all off, the engine is
going into an all-new vehicle. This was a truly rare moment.
Costing the best part of 800m (US$1.3bn), work on
project Ingenium started just over four years ago. At its
I feel PHEVs will be a key technology for us
very core, the powertrain family has a design based around and it will mean that in the future we will be
a deep-skirt aluminum cylinder block featuring thin-wall,
press-fit, cast-iron liners. The lightweight blocks share the able to enjoy products such as the Range
same bore, stroke, cylinder spacing and a 500cc cylinder
capacity, allowing for a modular setup that guarantees Rover, as opposed to driving micro cars
configurability and flexibility. Dr Wolfgang Ziebart, director of group engineering, Jaguar Land Rover
72,000 3.5bn
hours of dyno testing and 2 million of
real-world miles testing was undertaken
29,000+ (US$5.6bn) investment will result in
during Ingenium development JLR employees globally 50 new models in five years
In 2007, our car fleet had an average itll be business as usual for JLR as it continues to buy in
co-developed Ford/PSA Peugeot Citron motors, but
of 242g CO2, but by 2020 this needs eventually the plan is for Ingenium family members to
replace such units across all ranges. However, this will
to go down to 132g. Currently were at happen on a model-by-model, organic basis, says Ziebart.
In the past, engine technology was very much a stable
180g, so theres still a way to go for us technology, so we carried over an engine at least for two
or three generations of vehicles and, in some cases such as
to achieve the remaining target the V8, an engine can have a life of five decades! But now
Dr Wolfgang Ziebart, director of group engineering, going forward, with all the challenges we have, engine
Jaguar Land Rover technology has become one of the most dynamic
technologies. So there are changes and improvements
more or less every year, not every decade.
Its extremely important to have a very flexible
approach and to take this capability in-house, he
continues. While our current engines are state-of-the-art,
going forward we see that if its possible to introduce a
new technology [on an engine thats bought in], then you
must negotiate with a third party to introduce that new
technology, and in that situation youre already in a
no-win position. Having this capability in-house and in
our own hands means we are securing our future.
In a telling final remark, Ziebart adds, Its a great time
Range Rover was the first JLR for the company, and in particular for engineering. We
brand to launch a hybrid
powertrain, but soon Jaguar and have the financial means, the engineering skills and the
Land Rover models will follow ambition to be number one in automotive technology.
Easy rider
Analysts have predicted that 2015 is to be a breakout year for electric motorcycles,
as more products come to market and consumers switch on to battery-powered
biking. So E&H hit the road to get the insider view from the manufacturers, while
also investigating the wider implications for electromobility on two wheels
WORDS: FARAH ALKHALISI
A
drenaline junkies and cost-conscious Left: Over 70,000 hours
of engineering, design
commuters alike not necessarily mutually and development have
exclusive bedfellows are eyeing up the resulted in the creation
growing number of electric motorcycles hitting of the Saietta R, an
all-electric motorcycle
the market. And its not just about work-home from Agility Motors
traveler scooters and e-motor-driven mopeds, or at the
other end of the spectrum, electric superbikes such as the Right: A high-tech
electric powertrain
TTXGP and TT Zero competitors. New sports bikes and means the Saietta R can
rugged urban designs are bringing e-riding to a much combine a super quick
wider audience, and electric off-roaders such as the KTM 0-100km/h sprint time
of three seconds with an
Freeride E one of the first electric offerings from an emissions-free range
established big-name brand are becoming available, of 193km (120 miles)
representing a new market shift for these well known
Below right: At the heart
companies. Making things even more interesting are of the Agility Motors
numerous start-up organizations vying aggressively to electric motorbike is
become the Tesla of two wheels. an advanced axial flux
permanent magnet
Its really amazing what were seeing the level electric motor with
of interest in some areas is four times the level we 72kW and 127Nm
measured last year, outlines Abe Askenazi, CTO of Zero torque and an 11kWh
Motorcycles, a California-based company founded in lithium-ion battery
management; and weve learned a lot about Project LiveWire is Harley-Davidsons first
charging, because you have to charge very attempt at an all-electric development as
the company looks to adapt in a changing
quickly between warm-up and the different market, attracting new buyers to the
heats throughout the day. And weve learned brand. The prototype has been designed
a lot about the suspension and the braking to offer a top speed of 148km/h (92mph)
and a 96km (60-mile) driving range
and all those more traditional things.
At its HQ in London, Agility Motors is
preparing to scale up production of its Saietta
R, a 169km/h (105mph) sports bike with
an advanced composite monocoque chassis,
capable of doing 0-100km/h (0-60mph) in
three seconds but delivering a driving range
of up to 180km (112 miles) at urban speeds.
Demand for this premium-level street
machine is growing at a rate of knots,
reveals Agility CEO Lawrence Marazzi. Its
a very exciting time to be in the industry.
Agility, whose R&D experience has been
honed by working with the highly successful
TT-winning Agni Racing team, expects to
deliver around 700 e-bikes next year. And
the year after that well be delivering closer
to 2,000, forecasts Marazzi, who hints at
plans for broadening the model line-up
and a longer-term target of 10,000 units.
The experience of both organizations
supports the general notion that electric
motorcycles will break out as a transportation
alternative this year, as announced by
Navigant Research in its Electric Vehicles: 10
Predictions for 2014 White Paper, released in
January. Taking to two wheels is an
increasingly appealing option in urban areas
to beat traffic jams and parking problems;
and going electric offers the opportunity to
save money on fuel as well as benefiting from
LIVE WIRE
Until now, making all electric
motorcycles has been the preserve
of small start-ups and custom
bike-builders but the established
brand-names in the two-wheeled
world dont come any bigger or more
legendary than Harley-Davidson,
whose electric bike, the Project
LiveWire concept, has been out
on tour across the USA to gauge
consumer reaction.
LiveWire is all part of the
111-year-old companys ongoing
plans to widen and future-proof
its range and its global reach,
following a general overhaul
of its product development and
manufacturing operations. Project
LiveWire is just one element in our
efforts to preserve and renew the
freedom to ride for generations
to come, explains Matt Levatich,
president and COO, at LiveWires
unveiling earlier this year.
Harley-Davidson is giving technology consultancy, and its other electric motorcycles on feedback on their expectations
away little technical detail on recent CV namedrops support for the market. for a road-going electric machine,
the bike as yet, but the basic Team Mugen, one-two winner in The riding experience is and this will further inform the
specifications of the prototype the latest TT Zero on the Isle of claimed to be visceral but the bikes ongoing development.
include a 0-100km/h (0-60mph) Man earlier this year. single-speed transmission should Because electric vehicle
time of around four seconds, a The LiveWires design and make it easier for novice riders technology is evolving rapidly,
top speed of 148km/h (92mph), chassis structure are the work to get to grips with, and suit the we are excited to learn more from
a 96km (60-mile) driving range of Harley-Davidsons in-house day-to-day routines of urban riders through Project LiveWire
and a 3.5-hour recharging time team, however, with care taken to commuting, a key potential role to fully understand the definition
on a Level 2 (240V ) charger. The ensure that it is characteristically for all future electric motorcycles. of success in this market as the
LiveWires lithium-ion batteries a Harley despite its lack of a The test-bikes also feature technology continues to evolve,
are sourced from an as-yet throbbing petrol powerplant. Its selectable riding modes, allowing explains Richer.
unnamed technical partner, and an expression of individuality and riders to choose between power Further signaling that this is
its electric motor thought to iconic style that just happens to performance and energy- more than just market research or
develop around 75ps and 70Nm be electric, states Mark-Hans conserving range settings. a one-off show bike development,
of torque has been developed Richer, senior vice president, who While Harley-Davidson is Harley-Davidson has hired former
with input from San Franciscos also points out that although the keen to emphasize that this bike General Motors engineer Jim
Mission Motors. This latter traditional Harley exhaust note is still very much in concept Federico, leader of the Chevrolet
nugget of supplier information is may be gone, the bike makes its form, theres no doubting the Volt and Spark projects, as
particularly noteworthy because own singular noise. companys serious intent to its new vice-president of
Mission is bringing its own The sound is a distinct part of bring an electric model to engineering, and the motorcycle
electric superbikes to market the thrill, he adds. Think fighter production some time soon. The OEM is also advertising a number
via its now-independent Mission jet on an aircraft carrier. Project Project LiveWire experience of jobs for electrical engineers
Motorcycles division. In addition, LiveWires unique sound was gives potential customers the to form an electric vehicles
the company is also evolving as a designed to differentiate it chance to take a test ride, with engineering team at its facility in
product supplier and engineering/ from internal combustion and the specific aim of collecting Wauwatosa, Wisconsin.
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WAY BACK WHEN
ENFIELD
8000
Against an energy crisis backdrop, one company
an all-electric urban runaround in the early 1970
created
s. So just
lution?
why didnt the Enfield 8000 kick off the EV revo
WORDS: JOHN SIMISTER
B
The Enfield 8000 grew out
atteries. They represent the of a winning design in a concerned, it was the future of urban mobility. And
all
overriding challenge for electr ic 1966 Electricity Council this was taking place over four decad es ago, way before
vehicles today, and they were the competition for a contract
even GMs ill-fated EV1.
single biggest problem decades ago, to build a compact EV
too. In the case of the Enfield 8000, Energy crisis
introduced in 1973, its eight 12V lead-acid The Enfield 8000 grew out of a winning design in
a 1966
batter ies, at 309kg, accounted for nearly Electr icity Council competition for a contract to build
a
one-third of the total weight of the compact small electr ic car. Enfield, despit e its name, based on the
electr ic city car. That was a lot of mass for an Isle of Wight, had started its electr ic-car program with
the
e-motor of just 8ps (hence the cars name) or 465 in 1969, but just three of these were made before it
6kW to shift. Just imagine what an Enfield was re-imagined as the fractionally more conventiona
l-
would be like with modern lithium-ion looking 8000, reveal ed later that year.
cells but well come to that later. It was in 1973 when Enfields moment of oppor tunity
Somewhat ironically, the Enfield did briefly really came. The Yom Kippur War had triggered the
first
look like it might make it as Britains first energy crisis as oil supplies suddenly lost their forme
r
viable electr ic car. Its styling was cute, it was taken-for-granted certai nty, and electr ic power sudde nly
fun to drive, it was just about zippy enough seemed to represent an energy-secure future even
if it
to cope, and it had extraordinar ily efficient still depended rather too much on coal-fired power
aerody namics, with a Cd of just 0.275, thank s stations. Then Britain suffered its miners strikes, which
partly to the generously curved windscreen put paid to that. Never theless, between them, the
and a lack of drag-inducing frontal air Electr icity Council and various local electr icity board
s up
intakes. As far as Britains Electr icity Council
ENFIELD
8000
didnt
seconds from rest, but prov ided you
extr eme s too often,
visit these performance
t get 80k m (50 mile s) from one full
you migh
battery charge.
at
That figure might have been somewh
som e form of rege nera tive
better had there been
ing capa bilit y. Lift your foot off the
brak
the same
accelerator and the car continues at
d, obse rved Mik e McC arth y in the
spee
editi on of week ly
September 8, 1973,
of the
magazine Motor. It is an indication
resis tanc e and any other
extent to which rolling
sary frict ions have been elim inated.
unneces
poin ted out to McC arthy
Eng ineer Adraktas
ther e were only eigh t mov ing part s, and
that
perhaps
four of them were wheels. That was
ly glib simp lifica tion of the 800 0s
an over
it does emp hasi ze its
system workings, but
of com plica tion . McC arth y enth used
The non-proprietary
lack
ing
and dow n the country bought 65 Enfi
elds, typically using components of the 8000 about the smooth ride, the quiet runn
r-rea ders , with a furth er from the mot or cont rol unit s click s, the
them to transpor t traveling mete were made in Greec e and apar t
uctio n brak es, the tiny turn ing
55 examples going to private owners
until prod expor ted to the Isle
light and prog ressive
of Wight for assem bly
e, and the exce llent road hold ing: Any
ended in May 1976. circl
twitch
From 1973, the non-proprietary com
ponents and corner is taken flat-out, with just a
mad e in Gree ce and steer ing whe el. And the Enfi eld had
subsystems of the 8000 were of the
assembly , an or Indu stry Rese arch
then exported to the Isle of Wight for even passed the Mot
use the Enfi eld ons 30m ph (48k m/h ) head -on crash
arrangement that came about beca Asso ciati
iona ire a safer car than its
company was owned by Greek ship
ping mill test; this was probably
Giannis Goulandris. The car itself was
engineered by most recent emulator, the G-Wiz.
e
fellow Greek Con stan tine Adra ktas , who had also worked In 1969, Enfield took a pair of prototyp
and used a squa re-tu be 0s to Cali forn ia for the worl d sym posium
on the Apollo space project, 800
t.
spaceframe structure clad in aluminum
panels. The of electric vehicles, the first such even
-mo lded plas tic e acro ss the USA trigg ered muc h
shor t-lived 465 had an injection The driv
stati on own ers, but
monocoque structure, incidentally. opprobrium from gas-
Reagan
Proprietary parts included a coil-spru
ng, rear-wheel- then-Governor of California Ronald
d Bug; 10in whe els an exce llent idea (Los
drive back axle designed for the Bon thought the Enfield
ed, low- pivo t, swin g-ax le eles had a majo r smo g prob lem) and
from a Mini; and the wide-bas Ang
a new
front suspension (and rear lights) from
a Hillman Imp. suggested building the little cars in
ter than an orig inal Min i, forn ia facto ry. It neve r happ ened , of
The Enfield was 200mm shor Cali
seat s and use of pres sure applied
its tiny size made possible by having
just two course, possibly beca
a stowage ledge behind, whil e the shor t bon net
ries, each of them
cove red
Lift your foot off to Gou land ris by the oil com pani es who
four of the eight motive-power batte used his ships.
with a 110A h capacity. The other four
sat under the the accelerator The problems of restr icted range and
eld
stowage ledge, while a separate batte
ry pow ered light s, lengthy charging put paid to the Enfi
wipers and, indulgently, a radi o. That little touc
gly
h of
spor ty-
and the car ente rpri se, alon g with
in
the
1975
pric
, whic
e a
h
head
wou ld
y
buy
risin US$4,493 (2,808)
luxury blended well with a pair of surp
looking bucket seats and a deep ly-d ishe d, leath er-ri mm ed continues at the you a Ran ge Rove r with 180 (US$ 280)
today
to
spare, or nearly four Mini 850s. But
steer ing wheel.
The motor sat snugly und er the cent ral tunn el,
a
its
serie s
same speed enth usia sts of the car
es
still
getti ng
keep
bette
a few
r pace
Enfields
and
l triggered running, sometim
demands met as the accelerator peda mor e Mike McCarthy in the September 8,
1973,
with a mor e mod ern motor
se prog ress ively zine Moto r ter dista nces
of mechanical switches to relea edition of week ly maga grea
ing at a
power from the batteries. Reverse was
selected by pressing and enhanced, lighter batteries runn
d, to swit ch the pola rity er volta ge. Thu s upd ated , an Enfi eld
a rocker switch on the dash boar high
te in the oppo site mor e relev ant now than
and make the motors armature rota could just be even
eld coul d reac h arou nd was in 1969 .
direction. Given time, the Enfi it
(30mph) in nine
65km /h (40mph), having hit 48km/h
Multishift
The move to multispeed transmissions for EVs and PHEVs
remains in its earliest stages, but despite this, innovators are confident
that there is a future beyond the current single-speed solutions
WORDS: FARAH ALKHALISI
S
ingle-speed simplicity has, so far,
been the predominant transmission
of choice in the EV world, with even
high-profile and high-cost
creations such as the Tesla Model S
and BMW i3 featuring just the one forward
gear, not to mention the more price-sensitive
electric urban runarounds and microcars.
Nonetheless, suppliers and OEMs are
working on a variety of more advanced and
complex multispeed developments in response
to market trends and the ever-increasing
pressure to enhance energy efficiency.
Generally speaking, theres an increasing
desire for automated transmissions
especially in developing regions which in
turn is influencing R&D activity.
The increasing living standards in many
parts of the world lead to a growing demand
for a comfortable driving experience,
resulting in more customers seeking an
automated transmission, confirms Harald
Merkel, technical specialist in friction
technology at BorgWarner. A DCT [dual-
clutch transmission] offers a 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.
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Dual agenda
In EV applications specifically, the DCT
provides high efficiency and low parasitic
losses, enabling smooth shifts without
torque interruption.
An electric motor has much higher rotational
speeds than an IC engine, Merkel explains.
So, the transmission should be robust and
efficient enough to handle high rotational
speeds and high ratio steps between two
gears. Wet DCTs are ideal for this challenge.
However, what is new or different with a
DCT for EVs and HEVs is the emphasis placed
on the electronic communications needed to
match the electric machine to the torque and
speed requirements during shift events. The
transmission enables more robust shifts and
control strategies, and the clutch sizing and
cooling requirements are lower.
Paolo Mantelli, head of performance
automotive engineering at Oerlikon Drive
Systems, agrees with his BorgWarner
counterpart on the move toward automation:
We specialize in the niche sector rather than
the high-volume market, but we can see some
clear trends emerging, such as the move
toward non-manual transmission types in all
but the most exotic performance cars, he says.
However, because they are light, efficient
and compact, AMTs [automated manual
CVT comeback
Having been maligned by many outside its
Cost is less of an
transmissions] are making a comeback
against DCTs, thanks to the possibility of
stronghold market in Japan during the past
few years, continuously variable transmission
obstacle than you might
using an electric motor to overcome their (CVT)-based solutions for the EV movement think, because multispeed
traditional weakness: torque interruption shouldnt be ruled out either. Bosch recently
during shift events. claimed that within a few years, the market solutions can use a
The Oerlikon Graziano OGeco automated- share of CVTs will grow from 20% to 25% of
manual development, optimized for a all automated transmissions fitted. The Tier 1 lower-cost motor for
high-performance hybrid application but
suitable for a variety of powertrain and
also points out that CVTs can save fuel in
hybrid powertrains because they enable the the same installed
driveline architectures, provides the fastest
possible shift speed in maximum
IC unit to run at higher speeds closer to its
optimum operating point; more energy not
performance as a single-
performance mode, without compromising
shift comfort in low to medium performance
used for forward propulsion is then captured
in the battery, increasing electric range.
speed transmission
modes, says Mantelli. It matches the Meanwhile, FEV exhibited a two-speed Paolo Mantelli, head of performance automotive
engineering, Oerlikon Drive Systems
refinement of a DCT by using torque infill eCVT earlier this year, for use in an EV or
from the electric motor, but at lower cost, as part of an extended-range hybrid system,
higher efficiency and with less weight. and demonstrating suitability for packaging
Oerlikon Grazianos DCT technology has within a downsized engine compartment; this
formed the basis of its 4SED powertrain: an transmission, with no torque converter, is
integrated twin-motor, four-speed setup, in said to be 10% lighter, shorter and less
which the e-motors replace the original pair costly to make than a comparable DCT.
of clutches and synchronizers.
Number crunching
However, developing more advanced
Top: Paolo Mantelli, head
of performance automotive transmission technologies for what is still a
engineering at Oerlikon Drive very small market sector remains financially
Systems, believes that there is challenging. Transmissions for EVs are still
an industry-wide shift toward
automated transmissions a very niche part for us, admits Bernd
Vahlensieck, ZFs head of driveline technology,
Right: Oerlikons eDCT system advanced engineering and design, who thinks
provides EVs with greater
range, while reducing vehicle that single-speed systems will remain the
weight and battery pack size norm in EVs for some time yet. There is
demand only for niche applications, he adds.
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TRANSMISSIONS
Yet, Cost is less of an obstacle than you the motor for much of the time at around 90%
might think, counters Mantelli, because efficiency instead of 60-70%.
multispeed solutions can use a lower-cost Interestingly, both engineers identify
motor for the same installed performance particular issues, though not least the
as a single-speed transmission. However, expectations of the end user. The challenge
where lowest cost is the main priority, a is to perfectly match a transmission shift
single-speed reduction transmission will event with the electric motor controlling
always have an advantage. torque management and speed, underlines
Cost aside, there are important technical Merkel. The usual expectation for shift
disadvantages to single-speed transmissions. changes with EVs is to be seamless, quiet and
There is a fundamental mismatch between undetectable by the driver.
the rotational speed of the road wheels and Mantelli adds: You cannot separate satisfying
the preferred operating speeds of an e-machine, driver expectations from meeting the other
Mantelli points out. Although it is true that technical requirements. Ultimately, any solution
an electric motor generates maximum torque must be appealing to the consumer in terms of
from zero rpm, the motor efficiency is poor at cost, range, performance and driving comfort.
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COMMERCIAL VEHICLES
Degrees of
separation Theres no denying that all-electric commercial
vans are having an impact in specific urban-based
projects, but do hybridized powertrains promise
more versatile and cost-effective solutions?
WORDS: FARAH ALKHALISI
W
hile the light commercial vehicle sector The fleet market tends to be quite conservative, as fleet
has been generally slow to adopt managers thoroughly examine new technologies prior to
electric powertrains, vans such as the adoption, says Lisa Jerram, senior analyst at Navigant
Nissan eNV200, Renault Kangoo ZE, Research, on the release of a hybrid and electric truck
Mercedes-Benz Vito E-Cell and Iveco report. The key to market sustainability will be to focus
Daily Electric are now rolling off production lines in only on those applications that provide the greatest
increasing numbers and appearing on delivery routes in payback or other ancillary benefits, and to ensure that the
major cities, having undergone some extensive trial technology is sufficiently reliable for the fleet market. As a
programs. Yet significant barriers remain for fleets and result, Navigant forecasts very modest worldwide sales of
operators in going full battery-electric, and other just 105,000 hybrid and electric trucks a year by 2020,
electrification options are being considered alongside the after a slowing of growth, which it puts down to analysis of
purely plug-in preference. cost paybacks and dependency on governmental subsidies.
This echoes feedback from customers. than a system in which the motor works only to assist the
All-electric vehicles come into their own for engine, with the latter demanding heavier, larger and
urban operations and home deliveries, said more expensive batteries.
Jim York, vice president of GoGreen DHL On a smaller scale, the Fuso Canter Eco Hybrid truck
Supply Chain Europe, speaking at the has recently been upgraded; other manufacturers
e-Mobility North Sea Region conference in promising new developments in this arena include Iveco,
London earlier this year. As one of the worlds which showed a concept called Vision at the IAA show.
largest freight and delivery services, DHL This features Ivecos Dual Energy powertrain integrating
operates 60,000 vans in Germany alone kinetic energy recovery, an electric motor-generator and
where it incorporates Deutsche Post and transfer unit plus electric braking and steering into a
its in this market that the company has been chassis driven by a 2.3-liter common-rail diesel. The
trialing the new generation of delivery company says such a powertrain realizes a 25% reduction
vehicles, including the Volkswagen e-Caddy. in fuel consumption and CO2 emissions, along with an
However, while saying that driving range electric-drive range sufficient for local or low-speed usage,
itself is not necessarily an issue for inner-city up to 50km/h (31mph).
usage, York says additional key challenges
include the massive impacts on a
vehicles energy consumption of
heating and cooling, the need to
upsize vans to get the desired
payload, and limitations of
We see the same technology trends as
local infrastructures to we do in passenger cars, but slightly
support a number of vehicles.
If thats not enough, DHL has later and at lower adoption rates
also found that on low-mileage Paul Rivera, managing director, hybrid and electronic systems, Ricardo
routes, fuel cost savings were
not much of a gain over the return
from economical diesel vehicles, and
with high purchase prices and lease costs,
the total cost of ownership of electric vans
was higher in these instances. With this in
mind, although still planning to incorporate
some EVs into its fleet for quiet overnight
deliveries, for example the courier
conglomerate has been increasingly looking at
hybrid powertrains as a solution, seeing them
as being more versatile with their increased
range and greater flexibility, and thus more
commercially viable.
Heavy-duty hybrids
Hybridization technologies are already
in production in buses and heavy-duty
commercial vehicles around the world, such
as the Volvo FE Hybrid. At the 2014 IAA
show in Hanover, Germany, in September,
MAN revealed its TGX hybrid concept, a
parallel hybrid with a 440ps diesel engine
and a 130kW electric motor, the latter
acting as an alternator under coasting and
braking. MAN believes that a parallel hybrid
configuration is the most appropriate for
long-distance heavy trucks, with the
maximum opportunity for brake energy
recuperation, storage and reuse. The German
OEM has also been testing its range-extended
Metropolis prototype a waste collection
vehicle with a 203kW motor driving its The all-new Iveco
rear wheels via a two-speed automatic Vision, featuring the
manufacturers Dual
transmission, plus a Volkswagen V6 TDI Energy powertrain,
sourced engine acting as a range-extender was unveiled at the
and generator but sees electric-only 2014 IAA Show
operation as being technically more complex
Introducing
Electric Beltless Alternator
SPECIAL DELIVERY
While the electrification of
existing IC models may be
preferred to BEV solutions in
the near-to-medium term, the
DELIVER prototype (Design
of Electric Light Vans for gained space can be used for
technology, a smaller battery pack and a small Environment-impact Reduction) cargo volume; it resulted in a
amount of regeneration, adds Rivera. In showcases the benefits of a flat and very wide cargo floor.
addition, if you have the right-size battery purpose-built electric vehicle. A 2-speed transmission is
pack, you can run your air-conditioner or Produced as part of an EC- accommodated, as well as an
your heater for a little time before the vehicle funded project, coordinated by 80-cell Li-NMC battery pack,
has to restart, with the 48V bus able to take ika (Institut fr Kraftfahrzeuge) and the prototype is capable of
at RWTH Aachen University a 100km driving range and a top
on these and other power-hungry ancillary
and involving partners including speed of 100km/h, with a 700kg
demands. The Ricardo MD is also keen to Fiat, Volkswagen and Michelin, payload. Although a major
point out developments in the car market it was created for tasks such challenge remains with the low
that will start to deliver economies of scale, as postal and supermarket energy density of the battery,
noting, We see the same technology trends deliveries or urban/suburban its high production cost and
as we do in passenger cars, but slightly later city council usage. Besides its performance degradation over
and at lower adoption rates. flexible walk-through cabin time, says Lesemann, many
Similarly, the need for lower-cost solutions developed to prioritize driver parts of electric drivetrains have
is also driving the development of flywheel- safety and stress-reduction, it a very mature level or are used
has a powertrain layout that in series production already.
drive technologies. In electric buses 1. The MAN TGX hybrid
maximizes its capabilities. Its Findings from the DELIVER
particularly, you can be spending three or rear-mounted pair of 57kW, program will inform the project concept features a 440ps
four times more on a battery pack than what diesel powertrain and
42Nm Michelin in-wheel motors partners and the demonstrator a 130kW electric motor
our entire system costs, states Jules Carter, represent a very compact vehicle will remain available
engineering director for new product drivetrain, explains ika project for future research, not only 2. MAN believes that a
innovation at GKN Land Systems, who also coordinator Micha Lesemann. on electric drives, but also on parallel hybrid setup, such
As they only very slightly aspects such as ergonomics, as the one in the TGX
points to the problem of battery charging concept, is the most
downtime. We dont use a battery, we use increase the wheel arches, the design and charging, he adds.
appropriate for long-
quite a simple and straightforward flywheel distance heavy trucks
system, he says. GKNs electric-drive system,
2
combining an EVO motor and Gyrodrive
flywheel, is showing 25% fuel savings on
urban bus routes, and a three-year payback
on its upfront cost highly worthwhile for a
typical operator keeping a bus for 12 years.
Likewise, such an energy recuperation
system is also well suited to other vehicles
2. Volvos hybrid
powertrain includes a
7-liter diesel and an
electric motor. The two
power sources share a
propshaft, with an I-Shift
gearbox handling shifting
www.allegromicro.com/camp1223
Representatives
ALLREM SSG Semiconductor Systems GmbH Consystem S.r.l.
94616 Rungis Cedex, FRANCE D79856 Hinterzarten, GERMANY I-20144 Milano, ITALY
Tel: +33 (0) 1 56 70 03 80 Tel: +49 (0) 7652-91060 Tel: +39 02 4241471
E-mail: info@allrem.com Website: www.ssg-de.com Website: www.consystem.it
E-mail: mail@ssg-de.com E-mail: support@consystem.it
LIQUID AIR ENGINE
Liquid
assets
An engine concept that stores energy in
the form of liquid air has the potential to
dramatically improve the efficiency of diesel
powertrains and refrigeration systems
WORDS: PHILIP BORGE
1
T
2 he BBCs flagship science television program,
Tomorrows World, has been off the air for over
a decade, but its ability to inspire innovation
continues, not least with the Dearman engine.
The concept is the brainchild of Peter
Dearman, a classic British garden shed inventor.
Dreaming of a fossil-fuel-free world since the 1960s,
Dearman was inspired by a Tomorrows World report on
liquid air and its potential application as a fuel source.
Air turns into a liquid when cooled to around -196C,
a process that can be driven by renewable or wrong-time/
off-peak energy. Around 710 liters of ambient air is the
equivalent of one liter of liquid air, which can be stored
in an unpressurized, insulated vessel.
The science behind the Dearman engine is rather
simple. When liquid air is reintroduced to ambient or
low-grade waste heat, it boils and turns back into a gas,
expanding 710 times in volume. This expansion can be
harnessed to drive an engine, while the by-product of cold
exhaust is available for any processes that require both
power and cooling functions.
The Dearman Engine uses this process, adding a heat
exchange fluid [a combination of water and glycol] into
the mix, promoting extremely rapid rates of heat exchange
to occur within the engine, explains Nick Owen, chief
technology officer at Dearman. This process gives rise
to near-isothermal expansion.
The Dearman refrigeration unit is a major up to 25%, decreases CO2 emissions and is
cheaper to run. And due to the Dearman
advance because it produces both cooling TRU being zero emissions at its point of use,
it delivers huge improvements in air quality.
and shaft power from a single unit of fuel According to a recent report [Liquid Air on
Nick Owen, chief technology officer, Dearman
the Highway, June 2014], introducing just
13,000 Dearman engines would reduce NOx
emissions by the same amount as removing
Combining cooling and power 80,000 Euro VI vehicles from the road, or 1.2
The primary application for the Dearman engine is in million Euro VI diesel cars. And in terms of
transport refrigeration, as Owen explains: A refrigerated particulate matter, it would be equivalent to
vehicle is cooled using a truck refrigeration unit (TRU), removing 367,000 such vehicles from service.
which is powered by a secondary diesel engine, thereby This application, which is partly funded
consuming up to 20% of the vehicles fuel. The TRU by a grant from Innovate UK, is gearing up
engine is only compliant with off-highway regulations, for on-vehicle demonstration at the Motor
which are a light-touch for low-power units, so it can Industry Research Association (MIRA).
emit up to six times the NOx and 29 times the particulate Commercial field trials are planned for 2015,
matter of a modern Euro VI truck propulsion engine. The in collaboration with Hubbard Products.
Dearman refrigeration unit is a major advance because it
produces both cooling and shaft power from a single unit Recycling waste heat
of fuel essentially giving two bangs for one buck. Whats Another use for the Dearman innovation is
more, it is zero emissions at its point of use, emitting only as a waste-heat hybrid for heavy-duty urban
1. The Dearman engine is a novel piston
cold air as exhaust. engine powered by the phase-change
vehicles. The Dearman heat hybrid, Owen
In this particular application, the fuel is vaporized in a expansion of liquid air or liquid nitrogen claims, can solve an issue affecting IC engines
heat exchanger inside the refrigerated compartment of the 2. Peter Dearman, inventor of the Dearman that around a third of the energy derived
engine, cooling it and using the expansion to drive the liquid air engine, was inspired by the idea from fuel is lost as low-grade waste heat. The
unit. Shaft power can be used to power a conventional of cryogens being used as a source of fuel Dearman uses this waste heat to boil the liquid
refrigeration compressor, or for auxiliary power. 3. The Dearman engine can be used either air and warm the heat-exchange fluid. The
as a prime mover (main engine) or as a
The impact of Dearmans vision could be considerable. secondary unit to recover waste heat from power produced is fed into the engine, enabling
As well as being quieter, it reduces fuel consumption by an IC engine in order to increase efficiency it to be downsized and increasing its efficiency.
A Dearman heat-hybrid system would be 1. Dearman is targeting commercial vehicle one located each side of the piston ring, tribology is an
cheap to build, costing much less than an fleets as its primary market, with a specific area of ongoing development. That said, we are making
focus on refrigerator trailers, as they have a
electric hybrid bus, and has the potential to huge impact on air pollution but are likely to good progress.
reduce the diesel consumption of a vehicle remain untouched by new EU air pollution Indeed, the Dearman engine also has the potential for
by up to 25%, suggests Owen. legislation due to come into effect by 2020 integration into existing engine architectures. It shares a
As well as reducing fuel consumption and 2. In 2014, Dearman, Loughborough similar structure to current IC engines, thereby enabling
University, MIRA and Air Products won
emissions, the heat-hybrid technology could funding from the Technology Strategy manufacturing infrastructure to be carried over easily.
also be used to provide free cooling. In a bus Board in order to build and test a liquid air In terms of putting one in the vehicle, its a straight
in a hot country, such as India or Tanzania, engine fitted in a commercial vehicle swap in truck refrigeration or a prime mover so the
where we have already conducted some 3. The low-energy density of liquid air challenge is packaging the tank, not the engine. In the
storage means that it could rival electric
high-level market studies, this would mean battery power in vehicle applications
heat-hybrid it sits alongside the downsized main engine,
taking the air-conditioning load away from and we have a package solution that works on a bus.
the main drive engine. But Owen admits that refrigeration is the easiest market.
There is also a proposed third application Think of it as a way of harvesting waste power from a
in development a small, low-cost, zero- liquid nitrogen cooling system. That being said, with the
emissions unit. next-generation engine that we are currently designing,
I think we can use almost half the liquid nitrogen of
Proving grounds a simple system that cools by evaporation only.
With such wide uses on the horizon, the
company is working hard to prove its concept. Industry adoption
We have two engines running: one in our Following the successful completion of tests at MIRA, the
lab and another, integrated into a refrigeration truck refrigeration engine is due to commence commercial
system, being fitted to the truck by MIRA, field trials with Hubbard and a logistics operator in 2015.
adds Owen. It has made the heat exchangers Low-volume manufacture is currently scheduled for 2016.
thoroughly cold on the laboratory floor, so I The heat-hybrid waste-heat recovery system will be on a
cant wait to see the results in the truck. We testbed in 2015.
are also making great progress in the lab The development program has already brought about
we have already trebled the power output US$13.7m of investment to the UK, as well as sustaining
and improved efficiency by as much as 30% more than 40 jobs. The Centre for Low Carbon Futures
3
on the initial spec. and the University of Birmingham both estimate that the
However, the development process has engine could, if it develops as expected, be worth at least
encountered some challenges, including 2,100 jobs to the UK by 2025.
achieving adequate efficiencies from the unit Innovative clean technologies tend to come at a much
and maintaining durability. The isothermal higher cost than incumbents, and this is often the reason
process worked quite well out of the box, for slow adoption within industry, however the Dearman
efficiency gains have come from optimizing engine breaks this orthodoxy, states Owen. It would be
all the variables and attacking parasitic losses, economic without subsidy, and this is one reason why
and the next engine will be even better. The liquid air is rapidly becoming recognized as a promising
basic unit is now durable, but with two fluids, energy vector in the transport industry.
Sixth
sense
As technology continues to advance, our reliance on and
relationship with machines deepens. This years LA Auto
Show Design Challenge explores how future engineering
innovations will transform human-machine interfaces
that connect with our senses, predict our next moves and
create a more human-like relationship with our vehicles, in
turn helping to realize a truly sustainable transportation network
WORDS: DEAN SLAVNICH
ACURA
At the core of this entry is a human-machine interface
concept for Acura that comprises an exterior and interior
shell, connected through a modular adjustable mesh
material that can flex to suit a passengers preferences.
Able to accommodate one or two passengers, the interior
is constructed out of a fabric-like material that can be
altered simply by pushing or pulling on the surface. With
the help of biometrics and repeated use, this vehicle will
be able to learn the users preferences, anticipate their
needs and have the ability even to change its shape.
PETERBILT MOTORS
The SymbiotUX (pronounced symbiotics), is a concept
based on the projection that the future of transportation
will be dominated by a transformational shift toward
vehicles operating together in truly symbiotic
relationships that will, in turn, improve efficiency,
safety, wellness and travel enjoyment. An important
part of this transformation will be the role of the truck
driver, which will grow in stature and esteem, similar to
that of an airplane pilot. SymbiotUX is a design concept
that explores and illustrates how human-machine
interfaces will be transformed by this future reality. The
road pilot will have greater responsibility and therefore
the spaces and interfaces of a vehicle in pilot mode will
be purpose-driven to enhance pilot capabilities, leading
to energy efficiency, fewer accidents, less traffic
congestion and lower overall wear and tear.
Reinventing
the
wheel
A research team at Oak Ridge National Laboratory believes
that recycled tires could form the basis of a new material
for the anodes in lithium-ion batteries for electric vehicles
WORDS: MIKE MAGDA
P
ioneering research has demonstrated that
modified carbon black recovered from recycled
tires has the potential to outperform graphite
as an anode material in lithium-ion batteries,
and at a lower cost. But the challenges ahead,
according to scientists from the Oak Ridge National
Laboratory in Tennessee, include demonstrating the
method with large batteries and adapting the process
to a broad industrial scale.
We need more process optimization, admits Parans
Paranthaman, who along with Amit Naskar, led a team
of researchers to the discovery, which could have a great
impact on lithium-ion battery production at a time when
there is increased emphasis on making electric vehicles
more accessible to mainstream consumers. Were
thinking you could save up to 10% on battery costs.
Advances in lithium battery technology
and production have also made it possible for energy
produced by wind and solar methods to be stored, but
EVs are drawing more attention following President
Obamas launch of the EV Everywhere Challenge and
news that Tesla is building a US$5bn lithium-ion battery
gigafactory near Reno, Nevada. Analysts predict that the
facility will create a massive shortage of graphite unless
Parans Paranthaman new mines come online or a suitable anode substitute
co-led the team of
scientists at Oak Ridge material is found.
National Laboratory
Join us in 20l5
two shows, two unique programs!
AABs
Tesla report
available
now!
www.advancedautobat.com
TIRE RESEARCH
Left: A comparison of
the nitrogen absorption
and pore volume of
graphite powder, control
carbon and tailored carbon
Hazard warning
Despite such promise, researchers havent fully analyzed
the industrial scales possible with this process. One ton
of tires might require hundreds of gallons of pretreatment
solution before slurry is filtered and compressed into
cakes for the pyrolysis.
We are looking at demonstrating [recycled tires] as
an energy material, states Paranthaman, adding that 1. A transmission electron According to the complaint, The [pyrolysis] process
recovery rates could be as high as 50% of tire material. microscopy image showing turns a non-hazardous material scrap tire into a
control recovered carbon,
There are numerous pyrolysis operations around which has the morphology hazardous substance, a low-grade oil that may be used as
the world using recycled tires as feedstock especially of fused particles with fuel after additional refining. Tire pyrolysis facilities also
in India, China and Eastern Europe. Carbon black is irregular shapes have an inherent risk of fire and explosion if not properly
recovered along with fuel oil and gas which is often 2. Ground carbon produced designed, tested, operated and maintained.
used at the plant for heating operations. But recycled- from the sulfonated tire- However, there are tire pyrolysis locations that have the
tire pyrolysis plants are often difficult to finance because rubber-derived monolith blessing of local and federal agencies, and new-generation,
has the morphology of a
of the high tonnage of tires required for them to be cost uniaxial nanostructure closed-loop plants coming through from the likes of
effective and the low value of recovered products. In the Pyrolyx. The technology and hardware are available for
USA, environmental issues can also be a barrier. For clean, safe operations on a global scale. Tire pyrolysis
example, the state of Texas recently filed a suit against plants have even been listed on eBay. And if the Oak
a large recycling plant near the Mexico border, which Ridge research can be applied to an industrial scale, then
it accused of engaging in hazardous and unauthorized supplying the battery market offers the profit potential that
pyrolysis operations. investors may need to launch new and larger facilities.
FRUGAL FORMULA
Motorsport has long served as a proving They had to develop the
ground for developing everyday tires. And in
this respect, Formula E, the worlds first fully batteries to run long enough for
electric global racing series, has provided
the ideal opportunity for Michelin to further us to test and compare the tires
improve the energy efficiency of its road
Pascal Couasnon, motorsport director, Michelin
products as well as its production processes.
The French company was awarded the
contract as tire supplier to the championship
back in 2012, and it took just one year for the acceleration. We also didnt have a car, so we Around 100 designs were analyzed virtually
team to develop the Michelin Pilot Sport EV had to try and simulate that. using Michelins in-house developed software,
according to the FIAs technical requirements. To conserve battery power, the tires rolling before the selection was narrowed down. We
At the time, the layout of the tracks was resistance has been optimized. In addition, built the tires and mechanically tested around
unknown and a final specification for the car teams will have just one set of tires to last 20 solutions in the lab for safety. Rig testing
had not been finalized, which presented an them an entire race day. Our goal is to show also helped the team to optimize durability.
interesting challenge to the development team. that we can produce a very fast tire that works For track testing, a dummy vehicle was built
That was one area where we had to work with in both the wet and the dry. By doing that, we to mimic the load and weight distribution of
the organizer, says Michelins motorsport can use what we learn on track in our road a Formula E car. They had to develop the
director, Pascal Couasnon. At least we knew tires. The tread pattern is also close to that of batteries to run long enough for us to test
what would be punishing for the tire either the Pilot Sport Cup 2 road tire. This will enable and compare the tires, Couasnon adds.
full speed under loads or at low speed and full us to prepare for the evolution of the next Initially, test drivers chose a track layout
generation of Pilot Sport family tires. We have that focused on road-holding, with each
used very sophisticated compounds that can corner broken down into four zones: braking,
resist extreme conditions, Couasnon explains. corner entry, apex and corner exit.
This also means a reduction in the number Once the production-spec race car became
of tires produced and transported to each available in 2014, track testing began at
race (around 200 for 40 cars), which is more Monteblanco, Spain; Clermont-Ferrand,
environmentally friendly. France; and Donington Park, UK.
To further increase the transferability By the beginning of April 2014, we had
of technology from the track to the road, narrowed the choice to four, Couasnon notes.
Michelin opted for an 18in tire: We had A test session at Frances Issoire Auverdrive
the idea to use larger tires big wheels on Circuit (with all the Formula E technical
open-wheel cars. If you look at the tires on partners) analyzed the four options before
most single-seaters now, they have a very tall a final selection was made.
sidewall, which is something you dont see on The Pilot Sport EV is produced at Michelins
the street, says Couasnon. Cataroux factory in Clermont-Ferrand.
48V SpeedStart
Intelligent electrification
for fuel economy
.....in the real world.
www.cpowert.com
Thermally managed
for maximum duration
recuperation
Rigorous development
and calibration for
optimum performance
Long-distance
runner
WORDS: BRIAN LABAN
S
itting at the pinnacle of sportscar
racing, the World Endurance
Championship (WEC) this
season has brought in sweeping
changes in the all-hybrid
manufacturer ranks of the LMP1 Le Mans
prototypes. Alongside extensive safety-
oriented amendments, the new regulations
demanded a 30% reduction in overall fuel
use. But, as it turns out, race engineers
are just as clever as the rule makers,
so at Le Mans in June the new cars not
only satisfied the revised regs without
embarrassing economy-driving tactics, but
actually went quicker than ever before.
The new rules also aim to further
improve parity between disparate hybrid
solutions, including Audis turbodiesel/
flywheel combination; Toyotas naturally
aspirated gasoline/supercapacitor; and
the returning Porsches small-capacity
turbocharged gasoline/battery hybrid.
That also meant that the 2014 Audi and
Toyota racers were in effect as new as the
all-new Porsche 919 Hybrid.
Virtual reality
Toyotas focus switched to its 2014 TS040
immediately after Le Mans 2013, aiming
to retain the best ideas (although not
necessarily hardware) of the outgoing
TS030 and further optimize performance
and reliability where the new regulations
opened doors including being able to use
the high-powered, four-wheel-drive hybrid
technology it had available since 2012,
but whose use had been prevented by the
regulations.
Design of the new car started in
November 2012, with the very first
monocoque (the component needing
the longest lead time) laid down around
September 2013 for roll-out in January
2014. But Toyota has one complication that
www.powermodules.danfoss.com
E-powertrain
with absolute angular sensing
technology to provide:
efficiency
Higher mileage on battery
Robust performance
across all application
conditions
Minimized torque
ripple and noise
Easy assembly
Compactness and
weight reduction
VS
suspension may endure greater forces, seen at an early stage and refined out. For
whereas simply replaying speed-related example, given 2014s new parameters, ECUs
track data wouldnt change those forces. were changed to simulate new fuel/energy
TMG started what it describes as its control systems.
groundbreaking use of HIL a decade ago, Wind tunnel results are linked directly to
during Toyotas F1 period, and more than 10 HIL and anything that reaches a physical
man-years went into developing the system. model has been pre-validated as a potential
In 2011, TS030 became Toyotas first complete improvement in CFD, minimizing cost,
car developed essentially from scratch using saving time and setting challenging targets.
HIL a far bigger and more complicated task Continuously updated wind-tunnel results
than the incremental F1 changes for which (TMG has its own tunnel on-site) are returned
the system had previously been used. to the CFD simulations, not only to feed
HILs connected approach makes the main information but also to improve correlation.
car functions modular in the virtual In this respect, Toyota cites very good
environment, so any virtual data set can be correlation between virtual and physical aero
swapped for a real-life set at any given time. data, but admits that empirical assessment on
Any improvement in simulation accuracy of track is difficult. Using Flow Vis is useful, but
one module (such as the engine) has a direct the main correlation for model versus full-size
(positive) effect on the accuracy of all the car is in the tunnel. Correlating any
other modules. The key benefit of simulating discrepancy between 60% and the full-size
all parts in parallel is to remove the risk of car is typically done once for each generation.
finding knock-on problems at roll-out. In Knowing how the model behaves with
linear development, individual areas can powertrain variations enables more confident
work perfectly in isolation, but many problems prediction of drag and downforce targets. For
emerge when parts come together. So, for TS040, that meant being able to quantify how
drag/downforce balance had shifted with the
fuel-saving regulations.
RACING RIVAL: AUDI R18 E-TRON QUATTRO HIL draws from a seven-post rig for
assessing complete suspension/vertical
Data capture and analysis dont stop after the development phase. Audis 2014 R18 e-tron
dynamics; MTS 329 rig-testing of complete
quattro monitors more than 1,000 channels of onboard information, generating more than
20Mb of data per lap transmitted selectively from car to garage in preset cycles (some front and rear suspensions for performance
individual elements lasting only milliseconds), or as needed, mainly in short data-bursts as and reliability; a transmission lubrication rig
the car passes the pits. The on-car electronic architecture links multiple ECUs via a CANbus for functionality and oil system optimization
network, and as well as familiar mechanical elements, now meters instantaneous and (such as reducing tank capacity); wheel-
cumulative fuel-flow, hybrid-energy deployment, cockpit temperature and GPS-generated bearing rigs; full powertrain testing on a
road speed and location information under caution periods for official monitoring. high-dynamic engine dynamometer and
driving simulator information.
TMG says that the big question for driving Early in the design process, digital tools
simulation is, Can we solve this using a can also predict key driving characteristics,
virtual driver or do we need a real one? With energy management strategies and cockpit
real drivers, however good they might be, ergonomics for alternative design directions,
each lap isnt 100% repeatable, so the data allowing a driver to evaluate the most
is quite noisy. However, that said, in some appropriate, and then referring back to
areas, real driver feedback is essential: the the individual strengths and weaknesses
drivers feel is subjective, so anything that of the previous car.
strongly affects balance benefits. Whats Toyota carried out mandatory LMP1 crash
more, the simulators digital driver accepts tests at TASS International Safety Center in
an oversteering car without emotional issues Helmond, Netherlands, (private dynamic
like loss of confidence, lap times or control. tests were conducted before at the FIA-
But in the real world, driveability is vital in certified tests), and says that providing greater
delivering optimum times every lap. So, driver protection in the new car wasnt
theoretical performance is useless if the car especially difficult to achieve the challenge
is so twitchy that the driver never has the was to do so without adding weight.
confidence to push hard. The company started track testing 18
A driver might say the car feels soft, or days, over 25,000km (15,535 miles) at Paul
disconnected in high-speed corners, but its Ricard (France), Motorland Aragn and
hard to know what that means mechanically. Vallelunga (both Spain) later than LMP1
Via the simulator, engineers can quickly and rivals partly because of the emphasis on
safely recreate scenarios to define the physics rig-testing individual components for 2
behind such descriptions, helping set up reliability and basic performance. When
the car on track. The software is a TMG TS040 hit the track, it was expected to run
development, DynSim, which models engine, without major problems thanks to HIL
gearbox and driver inputs, with XPI helping so a potential showstopper on component A
with integration at the beginning, and doesnt affect the testing of components X, Y
supplying visual displays and track scans. or Z. With early lock-in of operating windows
Abstract developments can also be simulated. for particular setup items (such as ride-height
For example, what happens with radically and suspension travel), the problem should
different suspension pick-up points, or end there, unless those windows prove
physically impossible settings? This is unsuitable. Only detailed setup remains.
particularly valuable when it comes to major Virtual and physical component testing can
changes in areas such as suspension geometry. massively reduce track testing (and therefore
If an abstract change is judged to have worked, cost), thanks to painting a more complete
then the engineers know what characteristics picture of each components reliability and
have been generated, so even if the original interaction. And HIL is coming to the fore in
concept is physically impossible (or banned), road-car development at TMG and elsewhere
they can still search for practicable solutions as an efficient way to test high-value,
that create similar characteristics and fall in low-volume components and prototypes
line with the regs. bred by racing. 3
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Solar Energy
Storage
Defence
Mobile Communcations and
Energy Storage
info@oxisenergy.com
+44 (0)1865 407 017
www.oxisenergy.com
by HBM
testing
Optimized testing
of electric drives
Your benefits:
Continuous storage of all raw data for verification
and analysis
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Power calculation per half cycle
Live oscilloscope and FFT display
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Go to
commercial
Using a wealth of experience gained in the defense industry,
a global power electronics supplier is making strides
into the commercial hybrid market
WORDS: MATT ROSS
We had commercial customers come to technologies are getting very widely adapted
and we have great relationships with some
us because they needed rugged power major OEMs. This trend and market focus
is growing throughout DRS and its parent
electronics that hold up in harsh conditions, company, Italian industrial powerhouse
Finmeccanica. Some of our best technologies
and that met the demanding requirements of are starting to make their way very nicely
over to the commercial space, Johnston
modern commercial vehicle applications confirms. My intention, my hope and my
Matt Johnston, vice president, business development, DRS desire is to do the same with vehicle power.
Nor is the transfer of technology one way.
As much as were taking some of our
explosive blasts. Also, temperature and 1 technologies to the commercial market, were
cooling requirements on the commercial also looking at commercial technologies to
side are rising to levels similar to military bring to the defense market, Johnston
specification and weve already solved continues. Because of cost sensitivities,
those. Maintaining product most defense contractors, including us, are
performance across a range of aggressively looking outside the company
applications is key. DRSs onboard for technologies that would fulfill the
and exportable power portfolio ranges requirements in our space. Were reaching
from 2-100kW (with plans to expand out and bringing in COTS solutions and
up to 200kW in the future) and offers ruggedizing them. I think youre looking at
solutions for customers wanting a new way of DoD guys doing business.
everything from cost-effective Johnston cites lithium batteries as an
work-site export power and bidirectional example of a product that, following
V2G charging to generator replacement increasing testing and uptake in the
applications all providing the same commercial and passenger electric and hybrid
ruggedness and durability that has made markets, is now being considered for use in
DRS so well known in the defense sector. 1. DRSs 100kW export military applications. For years, the defense
power vehicle inverter.
But, as Johnston is keen to stress, DRS isnt The company plans to industry looked at lithium and said, No way.
feeling its way blindly into a new market. We expand its portfolio up We like to blow things up on purpose. We
have a core competency, and a great product to 200kW in the future dont like to have things blow up by accident.
performance legacy. Were coming to the 2. A 4kW inverter. DRS We go to great pains to make sure that never
commercial market and we understand that, conducted extensive happens. Lithium batteries were taboo for a
bar none, the biggest challenge is cost- customer research before long, long time. But thats starting to change
finalizing its portfolio
competitiveness. Thats not new to us. Were now. I sit in a lot of meetings and a lot of
not some big, dumb DoD contractor saying, 3. Products such as the conferences where the benchmark for lithium
My stuff lasts a really long time, so Im going DRS 2kW inverter meet technology being adopted in the defense
customer requirements
to come to your market and sell it at three for low-power solutions
industry is the hybrid vehicle market.
times the commercial price. That isnt going The commercial and military markets for
to happen. We understand cost and value vehicle power electronics are converging. And
very well and have shown our ability to win rather than merely hopping on the
in the commercial markets. bandwagon, DRS is committing substantial
DRS also did plenty of homework before expertise and resources to leveraging its
setting out its portfolio. We got in front of experience and skill set in this new sector.
our commercial customers and asked what Were going to get out there and establish our
it was they wanted, Johnston says. We brand in the commercial space as well, as weve
interviewed dozens of customers when we done in the defense space, Johnston states.
were shaping the product line. We started Thats our challenge. When people think
2
with our core competency, incorporated about vehicle power, they should think
direct input from the market, and yielded about DRS.
a product line.
3
Changing markets
The shift from military to commercial
applications is more widespread than initially
apparent. That makes it a smart move for DRS
to have already made such a switch and not
just in the field of power electronics. DRS
has a lot of technology in the vehicle market,
Johnston explains. Many modern vehicle
technologies were derived from military
applications. Some of our IR camera
Losses At
High Low
High Currents
SkelCapTM ultracapacitors are 100 times more powerful than batteries and can be charged and
discharged in only a couple of second, making them perfect for high power applications, like for a
KERS system or for an acceleration boost system.
They can reliably and safely deliver over a million cycles even in extreme conditions with an
efficiency of 99%.
www.skeletontech.com
SUPPLIER INTERVIEW: GKN DRIVELINE
Supply and
demand
As consumer popularity continues to grow for
EVs and HEVs, car makers are facing tough new
challenges on an R&D level to meet market needs
WORDS: KARL VADASZFFY
T
he breadth and depth of GKN
Drivelines capability to fully
develop, build and supply driveline
components is such that the Tier 1s
technology can be fitted to all
applications on the automotive spectrum,
from small, ultra-low-cost market-entry cars
through to more sophisticated premium
vehicles. And central to the eDrive business
unit of the global engineering solutions The worlds first multimode
transmission debuted in
provider is advanced technology that focuses the acclaimed Mitsubishi
on innovation in the area of alternative power Outlander plug-in hybrid
and sustainable energy, in systems that are
designed to deliver performance.
GKN Drivelines eAxles support the
electrification of a vehicle via a secondary
driven axle arrangement, while the primary
engine remains an IC unit that can be The multimode transmission enables
disconnected. Meanwhile the companys
eTransmission technology has been developed
a car to be run in pure electric drive
to manage the torque on the primary axle of
fully electrified vehicles.
and serial and parallel hybrid modes
Dr Rainer Link, MD, GKN eDrive business unit
The eAxles concept, implemented in than conventional radial flux machines. They
projects such as the pioneering Porsche offer higher torque and power densities due
Spyder 918 and groundbreaking BMW i8, to better utilization of the electromagnetically
provides electric drive, parallel hybrid active material.
function and all-wheel drive in one
configuration, maximizing the benefits for the Outlander project
end user by offering improved performance As such, GKN Drivelines electric drive
and reduced fuel consumption and emissions. transmissions are designed for vehicles
In this area, the suppliers newly developed ranging from small city cars through to
AF125 eMotor an axial flux machine has high-performance electric vehicles. Whats
already got many talking within the industry, more, the company was responsible for
with its high torque density of 11Nm/kg and developing the worlds first multimode
compact size of 258 x 110mm. transmission, which can be found in
Dr Rainer Link, managing director of the Mitsubishis current Outlander PHEV.
eDrive business unit, says that further The multimode transmission enables a car
advances in eMotor technology, such as the to be run in pure electric drive and serial and
AF125 development, are crucial for the EV parallel hybrid modes that is, with or
movement. Axial flux machines, which are without the IC engine enabling the car
ideally suited for applications where high to be run in the optimum mode depending
power and torque need to be balanced against on the traffic situation, says the mechanical
low weight and volume, are better choices engineer Link.
HUBER+SUHNER, Inc.
19 Thompson Drive, US-Essex Jct., VT 05452/USA
HUBER+SUHNER AG
8330 Pfffikon/Switzerland, hubersuhner.com/automotive
From To
Power Source Power Applied
AF-electric motor
The AF-130/140/230 and 240 electric motors are three-phase permanent magnet motors
that use proprietary axial flux technology to deliver very high torque and power density in
a compact and light-weight unit. This makes them particularly suitable for use in electric
and hybrid vehicles, where low weight and compact packaging are important for delivering
optimum efficiency in performance and design.
Reluctance-assisted motors
The development of reluctance-assisted external rotor permanent magnet machines
could improve torque-speed ranges and further reduce the need for rare earth magnets
Figure 2: A performance
comparison of the
permanent magnet motor
using the new reluctance-
assisted outer rotor
technology, and the original
surface-mounted machine
Our automotive control units are used for safety critical Engineers are increasingly leveraging the power and
vehicle and powertrain control functions. versatility of our motorsport derived control & data
systems during vehicle development.
Designed and developed in-house
Suitable for safety critical ISO 26262 ASIL-C Multiple CAN buses and FlexRay support
applications Analogue input sampling up to 400kHz
Control applications written in Mathworks Simulink/ Applications written in Mathworks Simulink /
Stateflow and ASCET are supported Stateflow are supported
Fully automotive qualified Compact and robust electronic hardware
Cost competitive in volumes up to 20,000 UPA Powerful data viewing and analysis software
Up to 250kVA
For electric and hybrid drive trains
Vbattery: 150V up to 800V
3-phase IGBT inverter
EMI compliant in accordance with 72/245/EWG
Sintered chips
www.semikron.com/contact
PRODUCTS & SERVICES
EVO 11kW
EDN GROUP S.r.l. Via Mazzini 10/12, 20032 - CORMANO (MI) ITALY
tel.: +39 02 66305120, e.mail: sales@edngroup.com
PRODUCTS & SERVICES
Ultracapacitor storage
Efficient and suited to multiple applications, ultracapacitors can
be used to store energy captured during regenerative braking
Gold-plated resistors
A new family of resistors with gold-plated surfaces and contacts features
low-ohmic components that can be mounted with conductive adhesive
EV drivetrain control
Optimizing the drivetrain control strategy of inner-city electric delivery
vehicles can improve efficiency and battery life, and reduce cost of ownership
Power
Electronics
&
Battery
Systems
Manufacturing
Plants
Automotive
Quality
Standards
Zero-emissions motoring
The Formula E championship has the potential to accelerate research and
development in electric motoring to the benefit of the entire EV industry
Automotive Applications
Learn more about electric and hybrid automotive developments at
mouser.com/automotive-applications
Flywheel-based KERS
A flywheel-based kinetic energy recovery system can offer many of the benefits
of hybridization in heavy-duty applications, but without the associated high costs
Lithium-sulfur batteries
An alternative to more common battery chemistries, lithium-sulfur has the potential
for use in electric vehicle applications, reducing range anxiety and improving safety
Automotive EV cables
Electric motorcycles have become the latest vehicle type to enjoy the
benefits of shielded, reliable and highly resistant automotive power cables
Lito Green Motion electric motorcycles utilize high-performance Radox automotive cables (right) to connect the battery and motor systems in their advanced drivetrains
Automotive cables from the vehicle from a low rider to being selected as the supplier for electric vehicles where particularly
Huber+Suhner are already a racing machine. As a result, the these motorcycles. high currents are used. The cable
used in a variety of vehicles, Sora is suitable for use during both In addition to Brammo and Lito shielding prevents interference
including cars, trucks, electric relaxed cruising and high-speed Green Motion, Huber+Suhner is with the sensors and electronics
bicycles and electric boats. journeys. Both models share collaborating with other electric in the vehicle space. The entire
And now they are also being common features, including zero motorcycle manufacturers. Both product family is also available in
increasingly implemented in electric emissions and little noise due to Brammo and Lito Green Motion are unshielded versions.
motorcycles. Brammo, Lito Green the electric motor. also planning to ramp up production Following this product range
Motion and other manufacturers Cables from Huber+Suhner of their vehicles, and have expansion, Huber+Suhner is one
rely on Radox automotive cables are used within the drive system requested additional cables. As of the first manufacturers to offer
for the drive systems of their to transmit power between the a result, more electric motorcycles cross-sections across the entire
electric motorcycles. battery and the electric motor. with cables from Huber+Suhner range from 1.5mm2 up to
The Brammo Empulse motorcycle The Radox insulations used in the will soon be hitting the roads. 150mm2. Previously, customers
reaches a top speed of 177km/h cables offer excellent resistance to To meet the requirements of had to opt for thicker cables with
(110mph) and has a range of thermal, chemical, electrical and its customers in the automotive larger cross-sections if the
90-200km (56-124 miles). The mechanical loads. At the same market, Huber+Suhner has recently appropriate intermediate cross-
Brammo racing team uses this time, the cables have excellent expanded its product range of section was not available. The
model to successfully compete in mechanical (pinch, abrasion, shielded Radox power and battery company now offers a suitable
events. Apart from high-speed bending radius) and electrical cables. In compliance with ISO cross-section for every application.
riding, the motorcycle is also suitable properties. They can also be 6722, the company now offers This offers auto makers crucial
for calm and relaxing journeys. Lito installed in the chassis in a space- intermediate cross-sections of space, weight and cost savings.
Green Motions Sora motorcycle saving way. It was these cable 8, 12, 20, 30, 40 and 60mm2
has the same range and reaches a characteristics, coupled with in addition to the standard sizes. FREE READER INQUIRY SERVICE
top speed of 190km/h. It has an Huber+Suhners previous Shielded Radox power cables from To learn more about Huber+Suhner,
electrically controlled seat that can successes in the electric vehicle Huber+Suhner are ideal for high- visit: www.ukipme.com/info/ev
be adjusted while riding, converting voltage applications in hybrid and
INQUIRY NO. 519
market, that led to the company
Multi-physics simulation
High-fidelity, multi-physics engineering simulations are advancing
the design and development of key hybrid components and systems
Sensor self-diagnostics
As the complexity of electronics in vehicles continues to increase, the ability
to have sensors perform self-testing can provide a vital early warning system
Figure 1: A
magnetic gear Figure 3 illustrates the case where during sensor operation, or when
tooth sensors the sensor is failing, and an onboard pinged by the control module.
magnetic
coil (such as Allegro MicroSystems Controller-initiated communication
profile has
an amplitude A1160 sensor IC) acts as the can be periodic or prompted by a
deviation due to magnetic input to the sensor, fault code generated by the system.
signal wobble narrowing the failure down to the The implementation of electronic
on a target
component level. Fault detection systems means imperceptible
allows time for the operator to failures. Implementation of
schedule an appointment at the diagnostics is neither simple nor
dealer before getting stranded. free, but the benefits outweigh the
These state-of-the-art integrated cost and complexity.
circuits have built-in self-test
capabilities, which allow a sensor FREE READER INQUIRY SERVICE
to monitor its own function and To learn more about Allegro
indicate whether it is operating as MicroSystems, visit:
expected. This check can be done www.ukipme.com/info/ev
at every power-on event, continually INQUIRY NO. 521
MTU Friedrichshafen
is actually needed.
In the LiANA+ project, funded by
the German Federal Ministry of
Economics and Technology and in
accordance with a decision by the
MTU Friedrichshafen
Thermal insulation Power connectors
German Federal Parliament, project Module Battery management
Hydraulic incl. main contactors
partners MTU Friedrichshafen,
Akasol and Sensor-Technik Figure 1: The energy storage system
Wiedemann (STW) joined forces devised for the LiANA+ project
with the University of Rostock and
the ZSW research center in the city
of Ulm to develop an ESS based on functions to be with the other hybrid drive parts and
lithium-ion cells. implemented in components were performed on a
In total, Akasol tested levels up to SIL 2, hybrid test bench at MTU. The tests
nine different cells for and defined the confirmed the functions of the
prototype development, shutdown of a battery pack system and were followed by an
before attention was focused as a safe state. The BMS from endurance run to gain long-term
on a 46Ah cell, as simulations STW realizes these functions and experience with lithium-ion energy
indicated the prospect of a Figure 2: The cell supervision the company is able to provide storage systems of this size.
circuit from one storage module
promising solution. verification in accordance with the In investigating the potential fuel
The modular Akasol solution is applicable standards. saving for a diesel-hybrid rail
optimized to offer the best cooling grouped together as a battery pack, Each of the modules installed vehicle, implementing the system,
properties and high continuous creating the nominal voltage of in the battery includes a cell compared with conventional
power with long life. Each module 666V. The LiANA+ project then supervision circuit (Figure 2). railcars, an optimum operating
includes 12 lithium-ion cells and connected three of these packs in Each pack is assigned two strategy was calculated at the
ensures their thermal and electrical parallel (Figure 1) to produce a total contactors, which enable two-pole University of Rostock.
connection. Fifteen modules are energy content of about 92kWh and switching of the respective battery The result of the simulation was
a peak output of 552kW. pack. These are supplemented by a a fuel saving of 18.1% compared
Lithium-ion harbors an intrinsic highly accurate, shunt-based with the conventional diesel
hazard potential that needs to be current measurement and insulation vehicle. It also displays a maximum
managed by a combination of monitoring, as well as a pre-charging charge stroke of 4%. Life
design and electronic measures. unit that enables controlled charging simulations give reason to expect
The electronic measures are a key of circuit capacitance. that about 125,000 of these load
element of the battery management In the case of parallel operation, cycles are possible so an
system (BMS). Their implementation one BMS (as shown in Figure 3) is operating time of more than
is subject to the applicable rules assigned a master function. This 10 years can be expected.
and regulations for functionally safe BMS assumes the coordination
systems, which are defined in role and makes the ESS appear FREE READER INQUIRY SERVICE
IEC 61508 and other application- to be an individual battery with To learn more about Sensor-Technik
Figure 3: An advanced battery specific standards. correspondingly higher capability. Wiedemann,
management system with a high-
The risk assessment produced Testing and validation of the visit: www.ukipme.com/info/ev
voltage connection for a battery bank
in the LiANA+ asked for safety functions of the ESS in interaction INQUIRY NO. 525
Flexible chargers
A new series of energy-dense battery chargers will be able to connect to all power
grids across the world, thanks to the inclusion of a universal AC input voltage converter
Drivetrain ultracapacitors
Ultracapacitors offer high power and energy density, together with low levels of resistance,
and make for a very reliable and compact technology solution for electrified drivetrain systems
The market for cleaner and energy storage, but they utilize The key to SkelCap ultracapacitors up to 10Wh/kg), which is suited
more powerful, compact and chemical processes that have is the nanoporous carbide-derived for high energy density over longer
dependable energy products is inherent limitations in power output, carbon (CDC) with compactly application times.
growing exponentially. Energy recharge times and discharge packed curved graphene layers All Skeleton Technologies devices
efficiency is also at the forefront of cycles. These limitations result in used for the electrodes. Featuring feature very low ESR for higher
the automotive industry, thanks to low proportions of braking energy finely engineered, consistent efficiency. This high efficiency
increasing electrification of the used, costly battery replacements, pore size, this patented material results in lower heat dissipation,
drivetrain. Many car manufacturers and over-dimensioning of the guarantees a very large accessible which translates to less heat being
have been testing different levels of battery pack to handle high surface area, and a perfect match rejected into the environment.
electrified drivetrain systems in currents during acceleration. for the electrolyte ions facilitating SkelCap is the only ultracapacitor
motorsport, and in many respects, Ultracapacitors operate entirely twice as high capacitance and up to manufactured in Europe. By
motorsport serves as a testbed for on an electrostatic level. Compared five times higher power performance controlling every step of the
the new technologies and innovative with batteries, the levels of power than other ultracapacitors. The high manufacturing process, Skeleton
solutions that find their way into the which can be drawn are greater by degree of purity of curved graphene Technologies is able to work with
cars on the street. orders of magnitude. They can be also ensures up to two times higher customers on specialized
A good example is the capture of charged and discharged in only a current tolerance, and four times engineering solutions as well as on
braking energy with a kinetic energy few seconds without compromising lower resistance, compared with customized ultracapacitors
recovery system (KERS) which the integrity of the ultracapacitor, other ultracapacitors. according to particular requirements.
then releases this energy during and with low heat losses, up to a Skeleton Technologies has two SkelCap ultracapacitors, when
acceleration, instead of allowing it million times. The characteristics of SkelCap product families, with used in hybrid and electric drivetrain
to dissipate as heat. In addition, ultracapacitors make them perfect capacitance ranges from 250F to systems, offer the automotive
KERS provides extra power during for applications that require high up to 3,500F. The first is the High- industry improved levels of safety,
acceleration when an internal bursts of power such as in a Power product family (250F to increased lifetime, high efficiency and
combustion engine operates at its KERS. By combining batteries and 2,100F, with specific power up to lower maintenance expenses.
lowest efficiency. ultracapacitors, one can get the 60kW/kg), which is tailored for burst FREE READER INQUIRY SERVICE
These advanced electrified best of both worlds: high power power needs with short application To learn more about Skeleton
drivetrain systems have largely during acceleration, and high times. The second is the High- Technologies, visit:
been powered by electrochemical energy for extended range in hybrid Energy product family (320F to www.ukipme.com/info/ev
batteries. Batteries are good for and full-electric vehicles. 3,500F, with a specific energy level INQUIRY NO. 530
More.
DESIGN FLEXIBILITY
LEONI cables more than standard C O N TA C T R E L I A B I L I T Y
11.864
Visitors from 56 Countries
463
Exhibitors
82%
Trade Visitor
71%
Decision
51%
Engineering
Air supply for fuel cell applications Electric vehicle data measurement
Vehicles with fuel cells are with stator and rotor; and water
become increasingly important, cooling. A highly advanced
with a number of OEMs electrical inverter is included in
announcing plans to introduce the FCAS, which controls the
them into the market, starting in electric drive.
2015. Fuel cell electric vehicles In comparison with supercharger
are seen as a solution to combining technology, the turbocharger
emission-free driving with a (FCAS) with radial compressor
satisfactory driving range. Similar and turbine achieves higher
to a combustion engine, a fuel cell system efficiency, but not only
needs compressed air to provide a because the turbine recovers the
high-power density. BorgWarner exhaust gas enthalpy of the fuel
has collaborated with different cell. There are other reasons to
OEMs and has developed the Fuel substitute the supercharger in the
Cell Air Supply (FCAS) charging fuel cell system for a turbocharger, Thanks to onboard computers, To obtain measurements of
system, which is scalable to including considerably better NVH everyone can now find out how energy consumption under different
support various applications. behavior, and the lower packaging much gasoline or diesel, on average, conditions (such as varying speeds
The FCAS consists of a radial space needed. a car requires. Electric vehicles or gradients), a GPS sensor also
compressor; an optional turbine also provide information about their logs the vehicle position, noting
with variable turbine geometry; an FREE READER INQUIRY SERVICE energy consumption, but these altitude, speed and acceleration of
airfoil bearing system comprising To learn more about BorgWarner, figures are only averages. Those the electric car using the same
journal bearings and thrust visit: www.ukipme.com/info/ev who want to know more about measuring system as, and recording
bearings; a 10-20kW electric drive
INQUIRY NO. 535
how consumption varies according synchronously with, the energy
to weather, route, driving style and consumption data. In parallel, a
other parameters, and in which video camera connected to the
components of the vehicle any measuring system films the test.
losses occur must conduct the The architecture of Dewetron
measurements themselves. systems records data synchronously
For that purpose, Dewetron has from many sources and stores it
developed the DEWE-510-E-Mobile together. The data analysis and
a mobile measuring system that processing is faster and easier than
detects the necessary physical data other approaches, since all data is
in order to determine the energy automatically correlated. This offers
balance. It simultaneously measures new possibilities for comparing
the DC power of the battery results and understanding test data.
and the power of the frequency
converter fed synchronous motor, FREE READER INQUIRY SERVICE
so energy consumption and To learn more about Dewetron,
efficiency while driving can visit: www.ukipme.com/info/ev
INQUIRY NO. 536
be immediately determined.
Conformal coatings
For over 40 years, Parylene conformal from a gas, it also penetrates into every crevice,
coatings have provided automotive electronics regardless of how seemingly inaccessible. This
and components with a level of protection that, ensures complete encapsulation of the substrate
even today, remains unmatched by most coating without blocking small openings. Parylenes
materials. Parylenes offer excellent moisture, are typically applied in thicknesses ranging
chemical and dielectric barrier capabilities, from 500 to 75m, and thus are extremely
superior thermal and UV stability, and a low lightweight, offering excellent barrier properties
coefficient of friction. without adding perceptible dimension or mass to
Parylene coatings are applied in a vapor delicate components.
deposition polymerization process. Because Parylene coatings are RoHS and REACH
there is no liquid phase in this process, there compliant, and have been proven to provide
are no subsequent meniscus, pooling or metallic whisker mitigation in lead-free solder
bridging effects, thus dielectric properties are applications. Parylenes are ideal for protecting FREE READER INQUIRY SERVICE
never compromised. The molecular growth of circuit boards, sensors, MEMS, LEDs, elastomers To learn more about
Parylene coatings also ensures not only an even, and other surfaces and components that Specialty Coating Systems,
need reliable, long-life performance in harsh visit: www.ukipme.com/info/ev
conformal coating at the thickness specified by INQUIRY NO. 544
the manufacturer, but because Parylene is formed automotive environments.
EM I SSI O N
EMPOS Bal Seal Engineering ...................... 191 Kinetics Drive Solutions..................85
O O K
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GREG OFFER
like new. They like the idea of being
the first, the ones who changed the
world even the ones who saved it
T
he rise of Tesla seems to be taking the automotive industry
by surprise. Yet from my point of view, its great to see a
company selling EVs so successfully. My conversations
with people in the industry also strengthens my opinion
that most incumbents dont like change, and only embrace it when
forced to by an outside influence. Those in the automotive industry Dr Gregory Offer is a research fellow at Imperial College London,
based in the department of earth science and engineering.
are worried about Tesla not because its likely to hurt their sales, His pioneering research focuses on sustainable transportation
but because it may force them to change faster than they want to. aspects such as fuel cell, battery and supercapacitor technologies
Most automotive R&D is necessarily focused on incremental
improvements that grant an advantage over competitors, but stops clearly for customers who dont need to worry too much
short of fundamentally changing the business model. After all, why about money evidently even rich people dont like
change a model that works, when doing so can cost millions? Truly waste!), and the vehicles environmental impact are
paradigm-changing research tends to be looked upon, in most important selling points. Tesla vehicles are silent, but
cases, as insurance against a competitor making a move before then youd expect quiet inside any premium car, and for
everyone else. Of course, there are exceptions to this rule look at some this silence is actually a negative. Tesla has also
Toyota and the Prius, which in 1997 was a halo project with little mitigated the disadvantages of the technology with large
economic rationale but one that has paid off big time. Other more battery packs, fast charging and battery swapping
recent examples include Nissans all-electric Leaf, GMs Volt and silencing electric vehicle critics. And by anticipating
BMWs i series. And Toyota is going to do it with fuel cells next year. inevitable incidents, Tesla has also handled battery fires
It will be interesting to see which of these gambles pays off. adroitly, if anything strengthening its reputation.
Tesla, however, is new in town, and thats what has really put the Tesla is doing so well because people like new. They
cat among the pigeons. It doesnt have the baggage of having to do like the idea of being the first, the ones who changed
things a certain way it can be faster and more agile, and the automotive the world even the ones who saved it. Flatscreen
industry seems a little scared of the change that it might trigger. televisions came along and within five years cathode ray
The Californian company has been so successful thus far because, tubes were dead, even though they were cheaper. Within
primarily, its not selling a technology but a product. Few people five years of the launch of the iPhone, smartphones had
want to be sold a technology they are normally referred to as early become the norm, despite costing considerably more.
adopters, and sales saturate quickly. The average customer will buy a This is why the automotive industry should be
product based on key features or unique selling points. Tesla cars are scared. Most people are economically irrational, and
heavily marketed as electric vehicles, but that is backed up by reasons change has value and if thats not enough, a Tesla is
why EVs are better: cheaper running costs (although Tesla prices are cooler than just about any other car on the road.
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