Electric & Hybrid Vehicle Technology International

electric & hybrid vehicle technology international
January 2015
TESLA TAKEOVER
UKIP Media & Events Ltd
How Elon Musk and other tech giants are

revolutionizing the electric vehicle movement
RAGING ELECTRIC BULL

Boasting 910ps, Lamborghinis first-ever
plug-in hybrid does not lack brute power
WHAT LIES BENEATH

Wireless charging is the EV future, say its
supporters. Will it ever become a reality?
January 2015
COACH JOURNEY
Why arent buses making the transition
from old diesel motors to clean new hybrids?
The Market
Leader in EVSE
Charge Station
and Battery
Testing
Key Standards
Include:
UN 38.3
CB Scheme
IEC 62133
IEC 61851
IEC 62196
SAE J1772
SAE J2953
SAE J2380
UN ECE R100.02
CHAdeMO
Please Contact:
icenter@intertek.com
www.intertek.com/
energy-storage
CONTENTS
electric & hybrid
In this issue...
vehicle technology
international
January 2015
JANUARY 2015
TESL A TAKEOV
ER
34
Ltd
06. Charging bull

Kept under wraps until
a surprise reveal at the
Paris Motor Show, the
Asterion LPI 910-4 is
Lamborghinis firstever plug-in hybrid
and its most powerful
development to date
UKIP Media & Events
WHATS NEW?
RAGING ELECTR
How Elon Musk

and other tech
revolutionizing
giants are
the electric vehicle
movement
IC BULL
Boasting 910ps,
Lamborghinis
plug-in hybrid
first-ever
does not lack
brute power
January 2015
WHAT LIES BENEAT
Wireless charging
supporters. Will is the EV future, say its
it ever become
a reality?
COACH JOURNE
Why arent buses

old diesel motors making the transition from
to clean new
hybrids?
Co ver illu str at

ion by
DA LE ED W IN
MURR AY
11. Money talks

Hyundai-Kias latest
hybrid offering might
still be in the prototype
testing phase, but its
already disproving
the theory that cost
is a barrier to the
development of dieselelectric powertrains
14. Street smart
No longer merely
a concept vehicle,
Toyotas all-electric
three-wheeler the
i-Road is now streetlegal and taking part in
a European fleet trial
16. Doubling up
The second-generation
XC90 sports Volvos
new plug-in hybrid
double-boosted
Twin Engine, and the
Swedish OEM claims
it makes its SUV the
cleanest in the world
COVER STORY
34. Tech takeover
Should the emergence
of tech companies as
big hitters in the EV
industry give traditional
car makers a headache?
06
18
28
18. Charging forward

VWs e-powertrain
offensive continues
with the Passat GTE
a plug-in hybrid thats
the latest product of
the MQB program
20. Production news
A roundup of the latest
news, developments
and announcements
from the EV world
25. An American tale

E&H finds out how
Venturi drew on a
wealth of experience
in the development of
its latest two-seater
car, the America
28. Personality
profile
Assistant chief
engineer at Fiat
Chrysler Powertrain,
Sabino Luisi
30. EVs on test
E&H spends some time
with Mercedes-Benzs
E300 Bluetec Hybrid;
Volkswagens e-Golf;
Porsches Panamera
S E-Hybrid; and the
stunning Tesla Model S
14
25
32. EV speak
Actor, writer and E&H
columnist Robert
Llewellyn on two
game-changing
vehicles hes been
driving recently
Electric & Hybrid Vehicle Technology International // January 2015 // 01
The New EiceDRIVER SIL & Boost

Driving Tomorrows Mobility Today
In the search for alternative forms of mobility with a smaller carbon footprint, hybrid
and electric vehicles are growing in importance. Infineons next-generation EiceDRIVER
solutions can play a valuable role in increasing energy efficiency and reliability of these
and other motor control applications. Based on our Coreless Transformer Technologies
(CLT), these high-voltage IGBTs gate drivers feature a range of built-in features supporting system level functional safety. With a thermally optimized exposed pad package,
these devices can drive and sink peak currents of up to 15A making them ideal for most
inverter systems in automotive applications where space savings, cost efficiency and
ASIL C/D certification are priorities.
www.infineon.com/automotive-eicedriver
EiceDRIVER SIL-Boost_215x275_EN_ANZ.indd 1
31.10.2014 16:36:15
CONTENTS
FEATURES
44. Hydrogen heyday
Toyotas fuel cell
sedan, the Mirai, goes
on sale in Japan in
early 2015, which
means production
FCEVs have finally
become a reality.
E&H finds out all the
engineering details
50. Public spectacle
As cities look for far
cleaner alternatives to
diesel-powered buses,
E&H visits various
local authorities that
are exploring the future
of public transport
58. No strings
How far away is the
world from widespread
wireless charging? And
could it really silence
electrification doubters
once and for all?
66. Power struggle
The EV industry is
waiting on the next
breakthrough in
battery technology, but
what could the future
look like as scientists
push ahead with
cutting-edge research
and development?
86. Biker gang

The electric motorcycle
industry is poised to
take off as e-powertrain
technologies mature
for two-wheelers
58
94. Electric ancestor

Introduced in 1973,
the battery-powered
Enfield 8000 predates
modern electric city
cars by decades but
just what went wrong?
98. Multiple choice
Key developers in the
transmission world
are convinced that
the future for EVs
and PHEVs looks set
to feature gearbox
solutions with more
than just one speed
118
106. Urban outfitters

Could all-new hybrid
commercial vehicles
offer towns and cities
a more cost-effective
solution than allelectric powertrains?
114. Air apparent
Harnessing the energy
stored in liquid air
could have exciting
implications for diesel
powertrains and
refrigeration systems
124. Turning rubber

Recycled tires can
form the basis of a new
material for anodes
in Li-ion batteries,
and could help
bring the kWh cost
down to much more
manageable levels
130
130. Go the distance

The switch to hybrid
powertrains in the
World Endurance
Championship has
seen LMP1 racers get
impressively faster as
well as more frugal
74. Heady metal

MIT professor Donald
Sadoway believes
liquid metal batteries
could be the key to
future power demands
80. Top cat
Project Ingenium
might at first glance be
all about downsized
four-cylinder designs,
but hybrids, plug-in
hybrids and BEVs are
on the way too for
Jaguar Land Rover
137
141
86
118. Personal touch

The LA Auto Show
Design Challenge looks
at how the humanmachine interface
looks set to change
137. Transferable skills

DRS, a global power
electronics supplier,
has turned its defense
expertise to the
commercial sector
141. Drive to succeed
As demand for electric
and hybrid vehicles
grows, driveline pioneer,
GKN, is keeping up
with the market needs
200. Last word
Resident columnist
Greg Offer on why
the meteoric rise of
Tesla shouldnt really
surprise the industry
CONTENTS
174
PRODUCTS & SERVICES
145. IGBT gate drivers
(Infineon Technologies)
149. Reluctance-assisted motors (TM4)
152. Simulating BMS strategies (D2T)
154. Heavy-duty mild hybrids (AVL)
156. CAE driving models (Brel & Kjr)
158. BMS safety standards
(Lithium Balance)
160. Correct voltage conversions (Lear)
162. Electric powertrain testing
(D&V Electronics)
164. Ultracapacitor storage
(Maxwell Technologies)
166. Gold-plated resistors
(Power and Signal Group)
168. EV drivetrain control
(Actia Automotive)
170. Zero-emissions motoring
(Mouser Electronics)
172. Flywheel-based KERS (Flybrid)
173. Vehicle safety processors
(Toshiba)
174. Fuel cell power box
(Brusa Elektronik)
175. Performance Li-ion cells

(Xalt Energy)
176. Lithium-sulfur batteries
(Oxis Energy)
177. Advanced inverter cooling
(International Rectifier)
178. Automotive EV cables
(Huber+Suhner)
179. Multi-physics simulation
(CD-adapco)
180. Sensor self-diagnostics
(Allegro MicroSystems)
181. Optimized electric drives
(Kinetics Drive Solutions)
182. Sensor bearing technology
(SKF)
183. Simulating thermal design
(Mentor Graphics)
184. Modular energy storage
(Sensor-Technik Wiedemann)
185. Advanced power analysis
(Hottinger
Hottinger Baldwin Messtechnik)
Messtechnik )
186. High rate discharge testing
(Arbin Instruments)
187. Flexible chargers (EDN)

(
188. Extended battery lifetime (EnerSys)
189. Drivetrain ultracapacitors
(Skeleton Technologies)
190. FPGAs in EV drive systems (Altera)
192. Products & services in brief
178
EDITORS NOTE
You know electric vehicles are starting to come of age when
companies synonymous with heart-thumping V6, V8, V10
and V12 creations start to embrace powertrain electrification.
Granted, what Toyota, Honda, VW, Renault, Nissan et al
are doing with sustainable transportation for the masses is
far more important on a wider society level, but we all know
developments like the McLaren P1, Porsche 918 Spyder and
Ferrari LaFerrari are what gets most of us car enthusiasts
going. And now even Lamborghini is at it, showcasing its
first-ever plug-in hybrid, the Asterion. The future of the
automotive industry looks not only green and clean, but very
exciting too the end is not nigh for supercars, sports cars,
hot hatches and performance sedans after all.
But the growing influence that powertrain electrification,
sustainable transportation and autonomous driving is
having in the automotive sphere is adding a new dimension.
Conventional car makers and suppliers, which have been
around for numerous decades, if not more than a century in
some cases, now not only have to do battle with themselves,
they are also facing attack from a new breed of tech
companies keen to fill the EV and self-driving vacuum.
Were a technology company making electric cars, said
Elon Musk to me a few months back at the RHD launch of
the Tesla Model S in the UK. And while Musks Tesla goes
from strength to strength, dominating the electric vehicle
arena with products that, generally speaking, are far more
desirable, go for longer, and offer much more power than
other EV rivals, Google, one of the worlds largest companies
across every sector and industry, is eyeing autonomous
driving. Heres an organization that generated revenues of
US$60bn in 2013 more than some established car makers
and ominously for the automotive industry, it clearly thinks
that self-driving electric cars are the future and, like the
internet, Google wants to own this space.
The rationale is that with clean architectures, innovative

approaches and a different way of thinking, these new tech
companies, with no legacies to working unions and
manufacturing plants, and with an ethos of developing
technology first and thinking about profits later, hold an
advantage over conventional car makers, especially as EVs
jump from the niche into the mass market, while autonomous
driving progresses from being a pipe dream to a reality.
Are we really facing a situation where the pioneers of
this industry the likes of BMW, Daimler, Ford, GM, Honda,
Hyundai-Kia, Jaguar Land Rover, Renault-Nissan, Toyota,
Volkswagen Group and Volvo are now no longer our
leading lights as the sustainable future unfolds?
I think that is very unlikely, but most, if not all the above,
have recognized there are new names in town and these tech
players are not only coming at powertrain development and
automotive manufacturing from a totally different angle, they
are ripping up a lot of the R&D and production rules that we
as an industry have adhered to for so long.
Companies like Tesla and Google show that there are other
ways to get into this business, says Bentleys engineering
head, Rolf Frech, in our tech special feature that starts on
page 34. Gerald Killman, Frechs counterpart at Toyota, fully
agrees: As engineers, we always like competition, and these
new products that come into the market show us that we
should never believe in the constraints we give ourselves.
Change is taking place and the next 10 years might just be
the most important time for the automotive industry as we
know it. Last word, then, to the man probably spearheading
that change the most, Mr Musk, who told me before he left the
Model S event in London earlier this year, Whats very
important is sustainable transport. Autonomous driving is nice to
have but not required; sustainable transport is whats required.
Dean Slavnich
04 // January 2015 // Electric & Hybrid Vehicle Technology International
The word wizards

Editor: Dean Slavnich
Deputy editor: Matt Ross
Assistant editor: John Thornton
Production editor: Alex Bradley
Chief sub editor:
Andrew Pickering
Deputy chief sub editor:
Nick Shepherd
Proofreaders:
Aubrey Jacobs-Tyson,
Christine Velarde
Contributors
Farah Alkhalisi, Nargess Banks,
Josh Bentall, Philip Borge,
John Challen, Brian Cowan,
Matt Davis, Rachel Evans,
Adam Gavine, Dan Gilkes, Max
Glaskin, Burkhard Goeschel,
James Gordon, Mark Hales,
Graham Heeps, John Kendall,
Andrew Lee, Robert Llewellyn,
Mike Magda, Jim McCraw, Max
Mueller, Bruce Newton, John
OBrien, Greg Offer, Keith Read,
Rex Roy, John Simister, Michael
Taylor, Adam Towler, Karl
Vadaszffy, Saul Wordsworth
The ones who
make it look nice
Art director: Craig Marshall
Art editor: Ben White
Design team: Louise Adams,
Andy Bass, Anna Davie,
Andrew Locke, James Sutcliffe,
Nicola Turner, Julie Welby
Production people
Head of production & logistics:
Ian Donovan
Deputy production manager:
Lewis Hopkins
Production team: Carole Doran,
Cassie Inns, Frank Millard,
Robyn Skalsky
Circulation manager:
Adam Frost
The ones in charge
CEO: Tony Robinson
Managing director:
Graham Johnson
Editorial director:
Anthony James
Commercial colleagues
Sales and marketing director:
Simon Edmands
How to contact us
Electric & Hybrid Vehicle
Technology International
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Dorking, Surrey, RH4 1DF, UK
+44 1306 743744
electric@ukipme.com
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The views expressed in the
articles and technical papers are
those of the authors and are not
endorsed by the publisher. While
every care has been taken during
production, the publisher does not
accept any liability for errors that may
have occurred. This publication is
protected by copyright 2015. ISSN
1467-5560 Electric & Hybrid Vehicle
Technology International . Printed
by William Gibbons & Sons Ltd,
Willenhall, West Midlands, UK.
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WHATS NEW? LPI 910-4
The Asterion is not just the most powerful

Lamborghini ever created, its also the first
development from the Italian supercar maker
that features powertrain electrification
Part brain,
part
brawn
WORDS: DEAN SLAVNICH
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
Drivetrain: Four-wheel drive, front
wheels driven by electric motors
Displacement: 5,204cc
Power: 910ps
Torque: 560Nm
Bore & Stroke: 84.5mm x 92.8mm
Compression ratio: 12.7: 1
Top speed: 310km/h (192mph)
Acceleration
(0-100km/h): 3.0 seconds
Fuel consumption:
4.12l/100km (68.5mpg)
CO2 emission: 98g/km
Electric range: 50km
anybody to either downsize displacement or

quickly adopt e-powertrain solutions or, in most
cases, both. For the Asterion, Lamborghini has
gone with option two from that list, but more
on that later. The second thing that this tech
demonstrator proves is that hybrid and electric
vehicle powertrain technology if you were in
any doubt beforehand isnt just here to stay,
its also hitting the market with some style and
panache. Granted, conventional e-powertrain
developments are crucial for the industry and
society in general (family-friendly mass movers
like the Toyota Prius and Nissan Leaf are prime
examples of that), but its the exotic heart-skipsa-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 industrywide 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-
ALL IN THE NAME

The clue as to what powers the Lamborghini Asterion
LPI 910-4 can be found in its very name. LP stands
for longitudinale posteriore the longitudinal mid-rear
position of the V10 engine; I is for ibrido the Italian
for hybrid; the 910 represents total system power; and
4 signifies the cars permanent 4WD capability. As for
Asterion? Well, thats somewhat less straightforward
and one for all the ancient Greek mythology experts out
there. Asterion is the proper name of Minotaur, a mythical
hybrid figure that was symbolic of crossbreeding,
representing a story of powerful fusion between intellect
and instinct part man, part bull.
youll-miss-it 0-100km/h sprint time of just 3.0 seconds. Top

speed is 310km/h (192mph). But such hard-hitting power to
the wheels is only part of the story: this is a Lamborghini that is
said to return 4.12l/100km (68.5mpg) on NEDC with emissions
output coming 2g/km under that magical 100g/km level.
Designed and developed entirely in-house by Lamborghini
engineers meaning that theres no apparent Porsche or Audi
crossover here the Asterion is home to the Italian car makers
5.2-liter V10 mid-engine, as seen previously in the Gallardo
and currently in the Huracan, and no fewer than three powerful
brushless electric motors, which help ensure an emissions-free
commute for 50km (31 miles). Careful acceleration will also
allow the Lamborghini tech demonstrator to drive in e-mode up
to speeds of 125km/h (77mph).
The trio of e-motors is powered by a lithium-ion battery
thats placed longitudinally in the center tunnel of the Asterion,
essentially replacing the transmission that otherwise would
have been located in the same area. Leveraging know-how and
experience that other VW Group members have gained with
their EV-related projects, Lamborghini says the placement of
the battery down the center tunnel allows for better balance
and handling, as well as further protecting the pack in case of
a collision.
3
1. Offering CO2 emissions of 98g/km and
a pure electric driving range of 50km, the
Asterion LPI 910-4 has been conceived
more for comfortable luxury daily cruising
than for ultimate track performance
2. The Asterions clear polycarbonate rear
engine cover features hexagon-shaped
cut-outs through which to view the 5.2 V10
3. Although it uses the engine from the
Huracan, the Asterion is based on the same
carbon fiber monocoque as the Aventador
4. Driven in pure electric mode, the Asterion
is the first front-wheel-drive Lamborghini
The Asterions architecture sees one of the

three electric motors incorporate an integrated
starter motor and generator (ISG) design, and sits
between the V10 and the 7-speed DSG. The two
electric motors at the front axle are fed by power
from the ISG with a torque vectoring function.
Such a setup allows the worlds most efficient
Lambo to serve up two driving modes: hybrid,
which combines the V10 with all three e-motors,
ensuring a permanent four-wheel-drive state
without being dependent on the batterys charge
level; and pure electric, where only the two
frontal motors are active and in use. These hybrid
subsystems, including the battery pack, weigh
250kg in total. For now, though, Lamborghini
wont reveal the total weight of the Asterion.
In terms of where exactly that 910ps comes
from, some 300ps is the responsibility of the
e-motors, while the remaining lions share comes
from the longitudinally mounted, naturally
aspirated 5,204cc engine. And just for good
measure, the IC unit also serves up an additional
560Nm torque. For those in the EV world who
are not overly familiar with Lamborghini power
units after all, this is a company that just doesnt
do below six-cylinders the V10 in the Asterion
seems like-for-like with the 5.2 powertrain in the
Huracan, with matching power ratings across the
board. As such, aspects such as bore (84.5mm),
stroke (92.8mm) and compression ratio (12.7:1) all
probably remain the same too.
Further information such as development
goals and challenges, as well as data relating to
the battery (cooling, cells, modules and capacity)
is not being disclosed yet by Lamborghini. For
us at E&H thats fine for now, because the EV
world is perfectly happy to welcome a car maker
with super sportscar roots dating back to 1963 to
the modern e-powertrain movement.
The TM4 MOTIVE systems

use high RPM permanent magnet
motors allowing for compact
packaging and high power density.
Up to 100 kW / 255 Nm / 10,000 RPM
The TM4 SUMO systems

use high torque / direct
drive motors for optimal
powertrain efficiency.
Up to 300 kW / 3400 Nm
TM4 Pub 2015.3.indd 1
2014-10-31 11:43:28
WHATS NEW? HYUNDAI-KIA DIESEL-HYBRID

Hyundai-Kia engineers are currently
focusing on further optimization of the
mild diesel-hybrid powertrain, with
R&D work on the project having first
commenced just under two years ago
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

themselves to launching a diesel-hybrid
powertrain for the mass market usually
Japanese OEMs, but North American ones too
tend to cite a multitude of factors at play when
asked about their reluctance, the greatest one
being overall development and production costs.
In fact, to date, the only diesel-hybrid vehicles
on offer have come from PSA Peugeot Citron,
Volvo, Mercedes-Benz and Range Rover. Well,
now for something a little different; a novel
solution that combines diesel with electric, ticks
various emissions reduction and performance
boxes, and even manages to effectively tackle
that overriding cost issue.
Introducing, then, the T-Hybrid (standing for
turbo hybrid) powertrain concept from HyundaiKia, which made its debut at the Paris Motor Show
housed in Optima and i40 tech demonstrators.
Still under development and very much in
the prototype testing phase the innovative
powertrain seems to have a rather simplistic
engineering setup, pairing together a 1.7-liter CRDi
turbodiesel with a 48V lead-carbon battery, a
small electric motor and an electric supercharger.
But what makes the entire project even more
interesting is that Hyundai-Kia is saying it is
prepping this technology not for experimental
studies, but rather for mass production one day
in the near future.
Everything has a price
Currently, Hyundai-Kia offers various markets

around the world hybrid products that
essentially combine a gasoline engine with
e-motor(s) powered by a lithium-polymer
battery. Diesel-hybrids, as previously
acknowledged, are rather expensive, from
our point of view, admits Jurgen Grimm,
head of powertrain for the Korean car makers
European operations, adding that the cost of
development doesnt quite match up to the fuel
economy gains that can be realized in the real
world from such a technology.
So, around 20 months ago, Grimms
engineering team went back to the drawing
board to find a solution that would allow for
a big step to be made in CO2 reduction up
to 20%, he says but also wouldnt blow the
R&D budget. We asked ourselves which kind
of technology is the most appropriate for us to
realize that kind of decrease in emissions, but
also takes into account cost. In the end, we
decided on this mild hybrid system because
it combines several components that already
exist and are in use, and then if and when
lithium-ion or lithium-polymer gets cheaper, we
can easily implement this type of battery into
the system.
From our perspective, when you compare
the cost of developing a new hybrid or electric
vehicle powertrain with our system that improves

existing powertrains but still meets economy and
performance goals, the difference is huge.
In fact, a Hyundai source even said that its mild
hybrid creation probably costs around a quarter
to develop and build in comparison with a full
hybrid, such are the savings to be had.
The Optima and i40 show cars both feature
a new belt-driven starter generator (BSG) that
replaces the conventional alternator, enabling
the engine to restart with little noise or vibration.
Stop/start capability further drives down
emissions output, but what makes the entire
package really appealing is that as new citycenter regs come into force, the powertrain can
operate in electric-only mode at low speeds of
up to 20km/h (12mph) for a range of 2km (1.2
miles), as well as when steady cruising.
We also have load leveling, which means
when the engine is operating at a low-load, we
can increase the load by the electrical alternator
and can even charge the battery if necessary,
adds Grimm. Deceleration also serves to charge
the battery as well as regenerative braking, with
the BSG working as a generator.
Lead not lithium
The cost issue is also one of the main reasons

why Hyundai-Kia opted for a 48V lead-carbon
battery, developed in collaboration with suppliers
WHATS NEW? HYUNDAI-KIA DIESEL-HYBRID

1. Rather than the lithium
battery used in the current
US-market Optima Hybrid,
the T-Hybrid powertrain
features a 48V lead-carbon
technology that requires
no active cooling, is highly
durable and very compact
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 Valeodeveloped electric supercharger that works in addition to the IC
bases BorgWarner turbo, in the process eliminating turbo lag
and offering power and torque across the range, particularly at
low RPM. This latter point is especially pertinent to Grimm.
Five or six years ago, we were heavily investigating twostage turbocharging for diesels, and from our perspective we
didnt really see the value of this for our cars in Europe, he
explains, adding that the main reason for this was because
Kia didnt have a presence in the high-end performance diesel
sector. So, we went back and gave it some more thought, and
to bridge that gap between performance and economy, from
our point of view, electrification and therefore mild hybrids
is a much more appropriate technology.
He continues, When you have a two-stage turbocharger,
you do get low-end torque and high-performance, but theres
only a small step to be had when it comes to CO2 benefits. With
this mild hybrid, we have the possibility to use recuperated
energy, making it very efficient.
The 48V e-machine delivers some 10kW of electrical
power, which in the i10 results in total system output of 155ps
and 360Nm torque. It is safe to assume that a similar 1520% increase in overall power in the Optima is also realized,
although Kia is not confirming any actual numbers yet.
We use this power for starting the engine, adds Grimm,
because it enables us to ramp up the engine to 800rpm, at
which point the combustion starts, which means its a very fast
and very smooth operation.
Although Grimm cites such a smooth engine startup process
as a big benefit, another important plus-point is what the
2
2. The mild diesel-hybrid
development has been
designed so that it can be
easily installed in most
current Hyundai-Kia
architectures, including the
third-generation Sorento
prototype unit does at take-off stage: With most

diesels, during take-off you can feel a certain lack
of torque; its either that, or you have to have a
very short first gear. What weve done is elongate
the gearbox to support the launch by the electrical
machine with 150Nm up to 1,000rpm. This gives
the driver an instant start of power.
Currently, Hyundai-Kias powertrain team
is in the testing stage of the diesel-hybrids
development program. To be more specific,
reveals Grimm, were testing to find the optimal
operation mode regarding electrical components
and the combustion engine.
And if all thats not impressive enough,
T-Hybrid ticks one last box for Kia in particular,
which finds itself in something of a tricky market
position: Were in the D-segment with a 1.7-liter
diesel engine, and customers tend to think its a
little underpowered, but we dont want to install
our 2-liter diesel in the Optima because it brings
more load to the front suspension and wed have
to re-design the front-end module with regard
to aerodynamics, explains Grimm. As a result,
48V technology, he says, is a simple solution
implementation that will allow Kia to increase
the Optimas power, thus eliminating that need to
make a larger IC engine available in this class.
Advanced Battery Testing
ition
st add
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Batte
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06.11.13 14:32
WHATS NEW? TOYOTA I-ROAD
City
slicker
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
In an effort to better understand how to create

the perfect integrated public transportation service,
Toyota has made its i-Road concept road legal
and its now part of a pioneering new fleet trial
At the 2013 Geneva Motor Show, Toyota surprised
much of the industry by unveiling a new form of
personal transportation the so-called i-Road.
An all-electric three-wheeler, here was a compact,
versatile and funky concept ideal for the urban
environment with its 50km (31 mile) zero-emissions
driving capability. And following its unveiling, the
industry was left feeling mightily impressed with
Toyotas personal mobility vehicle (PMV) attempt,
but few thought such a development would hit the
road anytime soon.
Well, less than two years after its worldwide
debut and at the Paris Motor Show in October
a road-legal version of the companys tricycleformat PMV made its European debut, having
successfully already been part of fleet trials in
Toyota City in Japan earlier in 2014.
Now part of a major pilot program in Grenoble,
France, the i-Road, a two-seater three-wheeler,
has lined up with another Toyota EV, the COMS, a
single-seater four-wheeler, as part of a 70-strong
electric vehicle supply commitment from the
Japanese car maker for the three-year low-carbon
car sharing scheme, known as Cite lib Ha:Mo,
which includes partners EDF and Sodetrel.
The project essentially invites anyone 18 years
or older with a valid driving license to register with
Cite Lib in order to gain access to the innovative
Toyota EVs. Once subscribed, participants can
download an app on their smartphone or tablet to

see the real-time location of the vehicles that are
charged and ready to use.
Away from the virtual environment and in the
real world, people will be able to pick up and drop
off their i-Road or COMS at a different location
any of the 27 charging stations in the greater
Grenoble area rather than having to make a
round trip. When the vehicle is dropped off, it is
then plugged back into the system for charging,
ready for the next person to use, allowing the
entire scheme to map out a better way of building
a fully integrated public transport service.
Urban warrior
But as much as Cite lib Ha:Mo is pioneering, so

too is the i-Road. Never covered previously in
E&H, the road-legal tricycle PMV is 2,345mm
long (5mm less than the 2013 Geneva concept);
1,455mm high (10mm taller); 870mm wide (20mm
wider); and boasts a wheelbase of 1,695mm
(down by 5mm), all of which is about the same as
conventional two-wheelers.
Between concept stage in 2013 and making
it road legal for Toyota City and Grenoble this
year, the electric powertrain has largely remained
unchanged, featuring a lithium-ion battery
providing power to a pair of 1.9kW (2kW for the
concept) electric motors that are mounted to the
front wheels. Along with the 50km driving range,

a top speed of 60km/h (37mph) is also possible
ideal for inner city commuting.
Such tiny e-powertrain proportions i-Road
weighs only 300kg means it takes just three
hours to fully charge the vehicle, but perhaps
whats just as impressive is another new Toyota
technology that the PMV debuts: Active Lean.
According to Toyota, key to the higher levels of
stability, safety and comfort that the i-Road offers
is Active Lean, which operates in conjunction with
rear-wheel steering via a conventional steering
wheel, and also features a lean actuator motor
and gearing mounted above the front suspension
member, linked via a yoke to the left and right
front wheels. An ECU calculates the required
lean based on a steering angle, gyro-sensor and
vehicle speed data. The system automatically
moves the wheels up and down in opposite
directions and is able to apply a lean angle to
counteract the centrifugal force of cornering.
Active Lean also operates when the i-Road
is being driven straight ahead on a stepped
surface, with the lean actuator automatically
compensating for changes in the road surface
to keep the body level.
WHATS NEW? VOLVO TWIN ENGINE

The Volvo XC90 Twin Engine
combines an in-line four-cylinder
IC unit driving the front wheels,
featuring an Eaton supercharger
and BorgWarner turbocharger,
with a 60kW electric motor
that powers the rear wheels
On a
charge
VITAL STATISTICS
Thanks to its new VEA architecture, the all-new

Volvo XC90 features powertrain electrification
as well as a double-boosted IC engine base
In creating the all-new, second-generation
XC90, Volvo claims to have delivered the worlds
most powerful and cleanest SUV. Granted,
the automotive industry is beginning to get
rather blas and tired with such marketing-led
statements, but having looked into the finer
details, its tough to argue against such lofty
claims: XC90 is a 2,000kg (or so) seven-seater
with all-wheel drive, delivering 400ps and
640Nm torque, but with ultra-low emissions
of just 60g/km CO2.
How is all this possible? Well, important
advances in powertrain electrification have
certainly played a central role its no surprise
that were talking about a PHEV development
here but so too has a clever new petrol engine
fresh off Volvos VEA architecture.
Karin Thorn, director of powertrain strategy at
Volvo, says that while such headline-grabbing
numbers were no easy feat to achieve, some
clever forward-planning helped her team to
integrate Volvos new plug-in hybrid powertrain
branded Twin Engine within the XC90 footprint
without having to overcome too many engineering
hurdles. If we had attempted this with an existing
vehicle, it would have been far more challenging
for us, but for the XC90, this [PHEV powertrain]
was part of the strategy from the beginning,
which meant choosing the engine, gearbox and
electronics right at the start.
The lithium-ion battery pack and its optimal
location within the central tunnel is an
obvious example of how early planning
(work on VEA started in 2008) helped
Volvos powertrain engineering team to
easily package the plug-in hybrid nature of
XC90. If we had to work with an existing
architecture and not our new Scalable Product
Architecture, we probably would have put the

pack in the boot or wherever we could find space.
The result of such electrification measures is
not only amazingly low SUV benchmark-setting
emissions levels, but also an all-electric driving
mode that can cover some 40km (24 miles)
crucial for inner-city emissions-free zones.
Boost action
But while the various hybrid subsystems

including the 60kW e-motor that drives the
rear wheels, battery pack and crank-mounted
generator have played an instrumental role in
driving emissions down to that 60g/km threshold,
perhaps the more interesting technical story of
this PHEV creation lies not with its powertrain
electrification parts, but rather the gasoline IC
engine that powers the front wheels.
Interestingly, the VEA 2-liter in-line fourcylinder sports a supercharger and turbocharger,
a combination that only one other car maker
Volkswagen has used in a mass production
engine, and to great affect, with the Wolfsburg
OEM winning no fewer than 12 International
Engine of the Year Awards for the 1.4 TSI
TwinCharger since its launch in 2006.
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
Engine block and cylinder
head: Aluminum
One of the reasons why so few car makers

have not followed VWs TSI TwinCharger lead has
been because its an expensive option, but Thorn
has a different take: To boost an engine turbo
and supercharge it is a cost-effective way of
getting power compared with other solutions such
as adding size and cylinders. This is our top-ofthe-line engine, so thats another reason why we
opted for this technology.
Last year, Thorns then-boss, Derek Crabb, who
was vice president of powertrain engineering at
Volvo before recently retiring, told E&Hs sister
title, Engine Technology International, that his
team opted for a twin-charging arrangement to
ensure that the new four-cylinder engine could
replace a six and eight without causing any
concern to the customer. The situation we faced
was this: we were taking out six-cylinder engines
and replacing them with fours, but customers
were saying they wanted the same power.
Getting power from engines is easy, but what the
customer actually feels is responsiveness, which
he/she translates to power, but its not actually
power, its a transient issue.
The result is an Eaton supercharger to fill in
the bottom-end torque, giving the 1,969cc unit
a big naturally aspirated feel, added Crabb.
The mechanically linked compressor functions
immediately at low revs, with the BorgWarner
turbo kicking in when airflow builds up.
For this engine, we really didnt want any
compromises on performance, adds Thorn.
So boosting with turbocharging was what we
decided to use. And while the Volvo team did
look to twin-turbo charging in addition, that
solution, according to Crabb, was quickly ruled
out because we wanted this whack of response
at the low end.
WHATS NEW? VOLKSWAGEN PASSAT GTE
Plug the gap

The all-new Passat GTE becomes the latest development to
spin off from VWs ever-growing e-powertrain MQB portfolio
The eighth-generation
Passat is the latest
MQB e-powertrain
development from VW
The wonderful thing about new, state-of-the-art

flexible and modular architecture is that it gives
powertrain engineers numerous technical options.
And perhaps no other car maker is executing this
mantra better at present than Volkswagen with
its MQB program, which has spawned refreshed
and new IC engines, hybrids, plug-in hybrids and
battery electric developments over the past year.
Hot on the heels of the likes of e-Golf and
e-Up, Golf GTE and Twin Up (the latter of which
is still in conceptual phase), as well as the limited
production run XL1, is the next MQB e-powertrain
baby: the Passat GTE, a front-wheel drive plug-in
hybrid that can do up to 50km (31 miles) in allelectric mode.
Now in its eighth generation, the new Passat
is the first VW product that comes in PHEV form
motor has been uprated from the Golfs 102ps

(75kW) offering. But like VWs hatchback plugin hybrid, the e-motor is integrated within the
transmission housing. The 6-speed DSG, which
has been developed especially for VW hybrid
applications, has three clutches and whenever
possible the disengagement clutch disengages
the TSI unit from the driven front axle and shuts
it off meaning that in certain drive states, such
as coasting, kinetic energy is used without any
added propulsive power.
The liquid-cooled high-voltage lithiumion battery has also had a power upgrade for
project Passat, going from 8.8kWh capacity for
Wolfsburgs first PHEV to 9.9kWh. Although
unconfirmed at the time of writing, the weight of
the Passats battery pack, which is located under
the rear seats, will probably fall in line with that of
the Golfs so around 120kg.
Additional components of the Passats hybrid
drive include power electronics that covert DC
power from the battery to AC power for the
e-motor. An electromechanical brake servo and
an electric air-conditioning compressor ensure
optimal and energy-efficient operation of the
brakes and air-con unit when e-mode is active.
To charge the Passat GTEs battery from
completely flat to full via a standard cable
plugged into a 230V electrical socket takes
4hours and 15 minutes. A fast charge wall box
unit operating at a level of 3.6kW will reduce total
charge time to just 2 hours and 30 minutes.
in both sedan and tourer body derivatives.

While thats noteworthy, more interesting is
the powertrain, which combines a 1.4 TSI turbo
engine developing 156ps at 5,000rpm with an
115ps (85kW) electric motor that benefits from
energy coming from a chargeable lithium-ion
battery pack, meaning that total system output
is 218ps. Such power along with the 330Nm
of instant torque not only allows for that 50km
all-electric driving capability, but it also ensures
the GTE can hit speeds of 130km/h (80mph)
relying solely on thee-motor and battery pack.
With the transversely mounted IC motor also up
and running, top speed is enhanced to 220km/h
(136mph) while 0-100km/h (0-62mph) takes less
than eight seconds.
But perhaps even more importantly for a firm
family lugger and fleet company car favorite
such as this is its environmental competencies
and here too the new Passat doesnt fall short:
total driving range (with e-motor and TSI engine
combined) is in excess of 1,000km (621 miles),
which equates to 2 liters/100km (141mpg) and
CO2 emissions of fewer than 45g/km.
Sibling sharing
The TSI engine and e-motor produce 218ps of total system

power, with some 330Nm of instant torque also available
In terms of inner system workings, the Passat

GTEs powertrain is not too dissimilar to that of
the Golf GTE, but it would be overly simplistic to
say that the e-powertrain was plucked from one
project only to be placed in another. For starters,
the three-phase permanent magnet synchronous
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EV NEWS
GKN PRODUCES WORLDS FIRST 2-SPEED ELECTRIC AXLE
GKN has developed the automotive
industrys first 2-speed eAxle for hybrids
and EVs, with the technology being
applied for the first time in the BMW i8.
The eAxle enables automakers to
produce axel-split hybrids. A conventional
or hybridized engine provides the primary
power to either the front or rear wheels,
with the other axle being driven by an
eAxle module. The technology responds
intelligently to deliver an instant, hightorque, all-wheel drive experience, a
useful pure electric range or a refined,
efficient parallel-hybrid mode.
Giving the electric motor an additional
gear ratio improves acceleration and
the pure electric range, benefiting both
driving dynamics and CO2 emissions.
GKNs 2-speed eAxle also enables the
motor and all its associated systems to
be downsized, reducing mass and further
increasing efficiency.
Two-speed eAxles will help

manufacturers enhance hybrid and
electric drivetrains and support the trend
to downsize eMotors to reduce weight
and cost, says Theodor Gassmann,
GKN Drivelines vice president for
product technology eDrive systems.
With the technology proved in a highperformance vehicle with high levels
of refinement, significant savings in
CO2 are possible.
BYD UNVEILS THE INDUSTRYS

LARGEST BATTERY ELECTRIC VEHICLE
BYD Motors has debuted Americas first all-electric
articulated bus. Called the Lancaster eBus, the 18.3m
articulated battery-electric application can drive upward
of 270km (170 miles) with a passenger load of up to 120,
and demonstrates BYDs commitment to the American
rapid transit markets. BYDs mission is to create safer
and more environmentally friendly battery technologies,
says motors fleet sales vice president Brendan Riley.
This has resulted in the BYD iron-phosphate battery, a
fire-safe, completely recyclable and incredibly long-cycle
technology the foundation of BYDs electric buses.
These buses run entirely on battery power, lasting up
to 24 hours on a single charge, with a single off-peak
charging time of between two and four hours. Whats
more, no additional generation capacity is needed to be
built to charge our buses at night, since the grid is only
40% employed.
SEOUL TO OFFER ELECTRIC

VEHICLE INCENTIVES
The city government of Seoul has
reportedly partnered with BMW, GM,
Hyundai-Kia and Renault Samsung to
encourage customers to buy electric
vehicles from one of the four car makers.
Seouls Civilian Supply of Electric Cars
Program is intended to boost uptake in
a city that has seen EV use suffer from
a lack of infrastructure and road laws
that restrict the use of electric cars on
certain roads. The program offers cash
incentives up to around US$18,000
for vehicles manufactured by one of the
four OEMs.
The city will also offer corporate
customers further incentives to install
charging stations in their parking lots.
BMW Korea has committed to
installing over 120 charging points at
major locations around the city, and is
also offering potential customers the
chance to rent the i3 for up to 10 days
to fully test drive the car.
CHEVROLET TO DEBUT VOLTEC SYSTEM IN NEXT-GENERATION VOLT

When the next-generation Chevrolet Volt
debuts at the North American International
Auto Show in January, it will feature an all-new
Voltec extended range electric vehicle (EREV)
propulsion system.
GM says its battery technology has been
substantially improved for the new vehicle, with
revised cell chemistry, developed in conjunction
with LG Chem, increasing storage capacity
by 20% on a volume basis compared with the
original cell, while the number of cells has been

reduced from 288 to 192. The cells are also
positioned lower in the pack for an improved
lower center of gravity and the overall mass of
the pack has decreased by almost 13kg.
It would have been simple for us to tweak
our existing battery to provide nominally
increased range, but thats not what our
customers want, says Larry Nitz, executive
director of GM Powertrains electrification
engineering team. So our team created a new
battery system that will exceed the performance
expectations of most of our owners.
Like the battery pack, the next-generation
Volts drive unit has been re-engineered with a
focus on increased efficiency and performance,
improved packaging and reduced noise and
vibration. The two-motor drive unit operates
approximately 5-12% more efficiently and
weighs 45kg less than the current system.
tional Engine
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WHATS NEW? VENTURI AMERICA

Development work on the
America, which features two
e-motors and a T-shaped
battery pack, began in 2012
Test cell
Prior to achieving final sign-off, Venturis newest EV
creation underwent extreme testing and validation
Having launched its first all-electric vehicle,

the Ftish, in 2004, some five years after the
companys e-powertrain rebirth, Mongasque
auto maker Venturi unveiled at the 2014 Paris
Motor Show the latest addition to its production
model line-up the America.
The two-seater, rear-wheel-drive sports car,
says Venturi, is the culmination of a range of
experimental technical projects completed over
the past few years, including different vehicles
designed to break speed, endurance and extreme
high-temperature durability records.
Actual development on the EV started in 2012,
at Venturis headquarters in Monaco, but two
years before that, Franck Baldet, head of testing,
validation and homologation, put together an
intense physical test program for the project,
which focused first on battery assessment at
cellular level: We started by characterizing the
chosen cell regarding its voltage, current and the
thermal behavior. That involved charging and
discharging the cell on a test bench in Austria.
At that stage, although a virtual model of the car
had not yet been finalized, such critical batterybased data was fed into various simulation models
to enable the team to later decide the optimal
location of the battery pack for cooling requirements.
Once the cells the developer of which Venturi

wont disclose had been fully characterized,
Baldets team was able to decide where to
place the modules and decide upon the type of
interfaces between the modules, as well as make
a final decision relating to battery pack hardware.
After that, the Venturi engineering team
built a battery module and tested it on a larger
rig internally designed to meet their specific
needs. The module included an ECU, developed
by Venturis in-house electronic department,
to monitor cell behavior, and the charge and
discharge cycles were conducted at higher
voltage and currents.
In order to ensure that all the ECUs were
communicating freely together, they were
connected on a static test bench without the
battery, e-motor or inverter a stage in the project
that Baldet refers to as ground zero. Further
optimizations of the ECUs were undertaken
throughout the testing program. For the record,
the powerful e-motor technology was also fully
developed in-house by Venturi engineers.
Once the final battery layout had been adopted
and coupled with the cooling system, the pack
was subjected to further rig testing using a
mule prototype. Such a detailed approach led
engineers to opt
for a T-shaped pack,
also created in-house
by the car makers
technical department,
which is housed inside a
carbon composite Kevlar chassis.
An aluminum honeycomb structure
provides optimal protection for both
the battery pack and passengers.
For these tests we used real cells because
otherwise we would have lost time re-testing,
adds Baldet. We also ran basic functional safety
tests where we over-charged and over-discharged
the battery to check that the fuse and the
conductors were working properly.
We conducted shock tests to ensure that the
pack does not displace in the event of sudden
acceleration or deceleration, and to ensure it does
not short-circuit either. That involved running a
chassis, with the battery inside, into a wall. We
also did immersion tests where the battery was
soaked in 1m of water for 30 minutes.
According to Baldet, a particular focus
throughout the development program of the
America was placed on ensuring minimal contact
resistance between the cells: When current gets
WHATS NEW? VENTURI AMERICA
TECH SPEC
Engine type: Permanent
magnet synchronous
Battery system: Lithium-ion polymer;
53kWh capacity
Power output: 300kW; 480Nm torque
Top speed: 220km/h
Acceleration
(0-100km/h): 4.5 seconds
(0-200km/h): 14 seconds
The Americas e-motor (below,

with the transmission, inset)
produces 300kW and 480Nm
TIGHT SQUEEZE
in, the resistance can create a power loss, so you

have to reduce the maximum contact resistance,
he stresses.
From the virtual world to the real world
Two prototype vehicles were used for further,

real-world development, with the team visiting
tracks in Spain and in the south of France. Initial,
shakedown runs on the proving grounds focused
simply on checking that all the parameters of
the vehicle were correct. We began with two
laps of the track at very slow speed to check
that the brakes, acceleration, regeneration and
cooling system were all working so those types
of subsystems and technologies. The level

of testing was then increased to first include
longitudinal acceleration and deceleration
tests, followed by lateral dynamic testing. We
increased the performance of the car by small
steps. In total, this took two weeks.
The team then began public road testing
around Monte Carlo. There is a small area
where we can test on all types of road surfaces,
which is very convenient, adds Baldet.
In parallel to the performance assessments,
the Americas durability has been tested at
every stage of the development, beginning at
component level and continuing throughout
track testing. Once the components were in the
vehicle, we could check for other things that we
might not see on the bench, including unwanted
vibration, humidity and brake temperature.
We were also continually checking to
ensure that the ECU, the motor and the battery
were communicating properly. Sometimes, for
example, we may find that the connectors or the
wiring is incorrect, or the connectors might break
due to vibrations.
Baldet notes that for a standard development
program, the team would aim to cover in total
160,000km (100,000 miles). However, when
testing the America, the primary goal was to
ensure that everything was working properly at
its limit: Its a sports car and therefore the testing
was very intense, he adds.
Only 100 Americas are planned for production,
all of which will be assembled at Venturis
Manufacture de Vhicules Electriques plant in
La Sarthe, France, and go on sale later in 2015.
A new suspension setup on the America is

said to improve its vehicle dynamics, but
the arrangement was a particular challenge
to integrate at the rear, as Franck Baldet
(below) explains: The new powertrain,
which features two motors coupled with a
new gearbox, takes up a lot of space and
therefore everything is more confined.
The new component layout also
presented NVH and durability challenges.
With tight gaps between the subsystems,
care was taken during vibration tests
to monitor whether the components
were touching, or whether wires that
pass between two components were
rubbing. We also had to integrate the
cooling system, which required some
reorganization in order to establish where
to put the oil and pipes, recalls Baldet.
These needed to pass through the
radiator, but cannot pass too close to the
battery or the brakes.
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PERSONALITY PROFILE
What career did you want when you were

growing up, and what was your first job?
I always wanted to work in engineering
because my father was a mechanical
engineer, although he now works in
civil engineering. My first job was at the
Polytechnic of Turin as a research fellow
at the Internal Combustion Engines
Advanced Laboratory.
PROFILE: SABINO LUISI

Job title: Assistant chief engineer
Company: Fiat Chrysler Powertrain
Engineering
When did you first start playing around

with powertrains?
I first became involved with engines when I
was working on my master thesis and while
I was a research fellow at the Polytechnic
of Turin. I worked on diesel engines, on
aftertreatment development and injection
system definition. The aim was to optimize
combustion efficiency and the trade-off
between NOx and soot emissions.
What was your career path to the position
you currently hold?
My degree was in automotive engineering.
As I mentioned, my first job was at the
Polytechnic of Turin and I worked there for
Tested the hard way

s-BMS v.6 Battery Management System
two years, after which I joined the Fiat

Research Center and worked on the MultiAir
gasoline engines project. In May 2014, I
started work on the 1.8TBi engine as part of
the team led by Aldo Marangoni, head of Fiat
Chrysler EMEA Powertrain Engineering.
What are the best and worst elements
of your job?
The best thing is that you can apply your
knowledge and background to continuously
optimizing current technology. Nevertheless,
it is demanding to optimize many specific
components in a synergistic way.
What would be your dream engine
specification?
It would have to be the 1.8TBi its a really
high-performance engine. More generally,
though, a proper specification for gasoline
engines is to have a high compression ratio
to increase thermodynamic efficiency at part
load, but with technical solutions implemented
to prevent knocking and cooling down the
exhaust temperatures in high-load conditions.
Advanced gasoline technologies include a
For the harshest environments

Electromagnetic interference and voltage
spikes from inverters and switching
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PERSONALITY PROFILE
The engine that is particularly emotive is the 1.779-liter, which in 1967

equipped the 1750 GT Veloce along with the 1750 Berlina and 1750 Spider
variety of new components and subsystems
aimed at improving fuel economy. These
technologies can act on pumping losses
(downsizing with turbocharging, VVA, cylinder
deactivation and hot EGR), thermodynamic
efficiency (cold EGR and stratified combustion)
and friction losses. Advanced gasoline
engines are expected to remain competitive in
vehicle applications for the near future, but the
technologies to improve gasoline engines can
obtain a better cost-to-benefit ratio in terms of
CO2 reduction.
In your opinion, what is the greatest engine
that has ever been produced?
Related to the 1750 TBi, the engine that is
particularly emotive is the 1.779-liter, which
in1967 equipped the Alfa Romeo 1750 GT
Veloce along with the 1750 Berlina and 1750
Spider. It was a double overhead camshaft,
two valves per cylinder, 80mm bore, 88.5mm

stroke development. Peak power was 120ps
at 5,500rpm, with a peak torque of 186Nm
at3,000rpm. A higher ratio final drive was
fitted but the same gearbox ratios were
retained. This engine was one of the most
powerful at the time and can be considered
the grandfather of the 1.8TBi. In contrast to
that naturally aspirated engine, turbocharging
today delivers higher performance levels at
low-end torque and full rated power. In
particular, what is really interesting is the
useof scavenging to increase torque output
during transient operation. This technical
solution is based on a controlled postcombustion phase that takes place at the
turbine inlet and not in the combustion
chamber; its target is to increase the enthalpy
level to ensure higher boost pressure and the
fastest response of the engine.
What could legislators do to make your

working life easier?
Legislation is pushing toward a 100g/km CO2
fleet average by 2020/25. This requires not
only detailed optimization of the engine, taking
into account the combustion, pumping losses
and engine/vehicle friction, but also technical
powertrain hybridization solutions.
In your opinion, what will be powering a
typical family sedan in 2030?
The hybridization of engine architecture will
increase, because it is a key technology in
reducing CO2 on the New European Driving
Cycle and under other legislative regulations.
Further improvements will focus on optimizing
engine efficiency at specific operating points,
using the best areas of the engine map to
produce energy for the batteries so that the
electric side of the powertrain can be used.
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19/05/2014 10:31
ELECTRIC POWERTRAINS ON TEST

Our thoughts on four cars weve tested recently, all of which
feature some sort of advanced powertrain electrification
MERCEDES E 300
BLUETEC HYBRID
Across the years weve never hidden
the fact that at E&H we are big fans of
diesel-hybrid powertrains. Yes, they
are expensive to develop and yes, this
is a typically European standpoint, but
on many engineering levels they just
make sense. And slowly the market is
becoming increasingly populated with such
drivetrains, following PSA Peugeot Citrons
lead a few years ago. The latest name to
enter the diesel-hybrid arena is MercedesBenz, in the form of the E 300 Bluetec
Hybrid, which essentially puts Daimlers
much trusted and rather underrated 2.2-liter
four-cylinder CDI together with an electric
motor thats placed between the IC base
and the 7G tronic transmission. The 2,143cc
OM651 diesel creates 205ps and 500Nm of
torque between 1,600 and 1,800rpm, while
the electric portion of the E 300s setup
sees a compact 35-cell, 0.8kWh lithiumion battery pack from Deutsche Automotive
supply power to a 20kW donut e-motor
thats good for 280Nm. Impressively, the
part electrification of the E 300 Hybrid has
resulted in just a 99kg weight increase
over the standard E 250 CDI. On the road,
theres no denying that the E 300 Hybrid
is very capable. In this segment, power
and performance needs to be blended with
a refined upmarket drive, and while the E
Class from the outset has been designed to
deliver those goods, the hybrid part of the
E 300 is not just there for show or to pay lip
service to the green lobby. We very nearly
matched Mercedes claimed combined fuel
economy figure of 4.1 l/100km (68.9mpg),
and with emissions being 109g/km, such
readings are not bad at all for a sedan that
sprints to 100km/h in 7.5 seconds.
TESLA MODEL S
E&H was one of the first to test a right-hand
drive Tesla Model S and, simply put, its unlike
anything else on the road today, be that cars
powered by humble diesel or gasoline engines
or even the new-generation of EVs. Its the
numbers that first set the Model S apart from
the chasing pack. Depending on the spec,
theres 400+ ps and 600Nm of torque to be
had, all of which puts the Tesla sedan firmly in
Porsche, BMW M, Mercedes-AMG and even
Maserati territory. Green no longer equates
with boring. And that torque is instantly
available, so tap the accelerator pedal with
care; a 0-100km/h dash at the lights takes a
mere 5.6 seconds remarkable for a car with
large proportions weighing the best part of
2,100kg. Nor do those big dimensions detract

from the Model Ss on-road capabilities, with
the steering being light but responsive and
the car feeling agile throughout. Even East
Londons bustling one-way streets were a
breeze for our Model S, as it silently drifted
in and out of spaces. The interior is even
more extraordinary. Here the minimalistic
approach creates a calm environment. A
large, class-leading touchscreen dominates
the center console think of a TomTom satnav
system on steroids, then times that by 20!
And this centerpiece technology does just
about everything, from presenting real-time
traffic information and offering wi-fi to even
operating mechanical functions, such as
VOLKSWAGEN E-GOLF
Our Tesla write-up (above) is rather gushing
and name drops the BMW i3 and i8 along
with the sublime Model S as being the
finest examples of EV engineering to date.
But can the Volkswagen e-Golf join such
illustrious company? The short answer is
Yes! And while were at it, the e-Up (see
last issues Electric Powertrains On Test) can
also be thrown into that mix. Having always
planned for an all-electric derivative when
the seventh generation Golf was first being
formed many years ago within VWs R&D
labs in Wolfsburg, Europes largest car maker
has without too much engineering fuss
swapped its wonderful array of gasoline
and diesel engines for an equally striking
e-powertrain for the all-electric Golf. That
out with the IC, in with the electric
replacement has been a seamless
transition thanks mostly to VWs
highly impressive and very flexible
and not to mention modular
MQB underpinnings. This all means
that e-Golf benefits from a 115ps
synchronous motor, code-named
EEM 85, that delivers 270Nm
torque. The motor and the e-Golfs
EQ 270 single-speed gearbox with
integrated differential have both
been fully developed in-house
by VW engineers. The lithium-ion battery,

which weighs 318kg (the e-Golf has in total
around 300kg more mass than a Golf TSI),
comprises 264 individual cells integrated into
27 modules, each with six or 12 cells. This
all adds up to nominal voltage of 323V while
the packs over-capacity is 24.2kWh. On a
full charge, we found the battery will provide
a real-world driving range of around 128km
(80 miles), which isnt bad going although not
quite in Renault Zoe or Nissan Leaf territory.
But arguably the most noteworthy aspect of
this car is that its like any other new Golf out
there: similar superb driving characteristics,
interfaces that are very familiar, easy to use
and live with, and an end product that, quite
simply, is very well put together.
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Two major engineering revisions separate the 2010, first-generation

Porsche Panamera Hybrid from this new gen-two S E-Hybrid. The
latter now has plug-in capability, but perhaps more noteworthy is that
the formers nickel metal hydride battery setup has been replaced
with a lithium-ion pack that can store 9.4kWh some five times that
of the old batteries and 384V. This feeds a synchronous electric
motor thats packaged with a 3-liter V6 supercharged engine, with
the integration handled by a decoupler clutch; drive is then performed
by ZFs ubiquitous 8-speed torque converter automatic gearbox. The
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
alone, and a top speed of 135km/h (83mph) is also possible. While that
frugality is important Porsche claims combined fuel consumption
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
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
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.
& Events Ltd
PORSCHE PANAMERA S E-HYBRID
TESL A TA
UKIP Media
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
design is sleek and stylish but, mirroring founder Elon Musk, theres also
humility there too; this is a car that doesnt need over-the-top chrome
finishes or a grille that can be seen from the International Space Station.
The Model S is revolutionary in a very quiet, understated way, letting
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
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
today, BMW i3 and i8 models not included this is a car first and an EV
second. The green future of the automotive industry looks very exciting.
Llewellyn
OPINION
I have recently driven two game-changing vehicles:

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
latters full name suggests), but other than that, they are
very different machines. And for me, a major difference
was the experience I had in driving them. I was behind the
wheel of the Golf for just a couple of hours, but I had the
Outlander for a week. With these new-generation electric
and plug-in hybrid vehicles, you need to drive them for a
while to get any real idea of how they perform its all
about real world mpg, not drifting
sideways on a disused runway mph.
Sadly, I have little idea of what the
real world mpg of the Golf GTE would
be. Its certainly going to be way above
the GTD or the GTi Golf performance
models, but driving the car for only
a few hours gives one very little idea.
What I do know, however, is that
the GTE can go along very quietly
in electric mode, and if you switch to
hybrid operation, it sips fossil fuel like
a teetotaler at a booze-up. If you press
the GTE button, however, it uses
everything and goes like stink.
The VW hatchback gets its
power from a 1.4-liter TSI unit
and a 102ps electric motor, the latter of which is
fed by a 8.7kWh lithium-ion battery pack, aiding
the GTE to offer a pure-electric range of between
40 and 50km (24-51 miles) in the real world.
You can recharge the battery using the engine
so you dont have to plug it in but, obviously, if
you do, the fuel economy is going to be far
greater. Like other PHEVs, there are
a number of different modes to
choose from, depending on your
driving situation. Battery Hold
retains a constant state of charge,
while Battery Charge will actively
top up the pack. You can also
select the intensity of battery
The Mitsubis
hi Outlande
charging ab
r PHEV, with
ility, is a
its rapidgenuine SU
V ga me chan
ger
regeneration via a control on the DSG gearshift, meaning

that its possible to decelerate the car without touching the
brakes. As youd expect, its all very clever stuff from VW
and works seamlessly. After two hours of driving, I can safely
say the GTE is brilliant. I mean, its a VW through and
through: solid, durable and very well engineered.
Because I drove the Outlander much further, charged it
myself, bought petrol for it, and did the simple math of how
far I went and how much I spent,
I have a much better idea of the
real cost of driving it.
For starters, its huge Im
talking its proportions here, not
everyday running costs! The
Outlander is a big, hulking
four-wheel-drive SUV. That said,
its smooth and quiet to drive,
although the game changer for
me was the ability to rapid charge.
My first all-electric car was
the Mitsubishi i-Miev, and the
Outlander has the same charge
inputs, a standard Mennekes
socket for 3kW and 7kW input,
and Chademo for 50kW input.
What this means is that you can recharge the vehicle to
80% in about 12 minutes using a rapid charge point at a
highway service stop. So, on my first longish trip (around
225km (140 miles) in total), I achieved 2.97 l/100km (95.1mpg).
Yes, thats right: 2.97 l/100km in a 2-ton SUV.
I did three charges, which added 24 minutes to my journey
because one of them was in a car park while I wasnt using
the vehicle. I accept that not everyone is going to recharge
to this extent, so I kept a close record, and after 800km (500
miles) I averaged 3.92 l/100km (72mpg). I only charged it
overnight at home and topped it up when I could be bothered.
In general, I have plenty of reservations about SUVs and
hot hatchbacks, but truthfully, if youre going to get one or
the other, these two cars are a massive improvement on
the regular IC engined models.
You need to drive them

for a while to get any
real idea of how they
perform its all about
real world mpg, not
drifting sideways
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feel good about driving
RISE OF THE TECH GIANTS
TAKEOVER
S
ince its inception in 1998, Google

has gone on to become one of
the largest and most powerful
companies in the world. In 2013
it generated revenues of almost
US$60bn larger than some of the biggest car
manufacturers and its sphere of influence
extends way beyond its original dominion
of all things internet into everything from
Google Glass and medical science R&D
through to its much-publicized self-driving
electric vehicles.
The rapid expansion and limitless interests
of pure-tech brands such as Google and now
Tesla which, in founder Elon Musks own
words is a technology company making electric
cars mean they now pose a serious threat
to the automotive establishment, conventional
car manufacturers and suppliers that have

been around for many decades and in some
cases over a century.
Not surprisingly, though, most engineering
and powertrain heads at first play down such
a threat. Companies like Tesla and Google
show that there are other ways to get into this
business, says Bentleys head of engineering,
Rolf Frech. I cannot comment on the quality
of these cars, but I do see them as a positive
influence, so that we come out of the narrow
tunnel and take a wider view.
Gerald Killman, head of powertrain at
Toyota, agrees with his Bentley counterpart:
As engineers, we always like competition,
and these new products that come into the
market show us that we should never believe
in the constraints we give ourselves.
ILLUSTRATION: DALE EDWIN MURRAY
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

Yet despite such diplomatic rhetoric from two of the
automotive industrys most senior engineers, there is
cause for traditional car makers to sit up and take notice.
Stefan Lippautz, an automotive expert at PA Consulting
Group, says, Tesla and Google are both closely observed
by all major OEMs. Tesla is appreciated for paving the
road for the EV, and OEMs are clearly positioned as fast
followers, focusing on all types of the hybrid concept.
Google is considered more of a threat in the context of
the connected car.
But whatever the perceived threat level, can traditional
car makers and their established suppliers really stand up
to the march of the new technology giants?
Companies like Tesla

and Google show that
there are other ways to
get into this business
Invasion of the technologists
Everyone in the automotive sector will do well to watch

exactly how Tesla, Google and many other technology
organizations make a play for the automotive space, says
Dr Gregory Offer, lecturer in mechanical engineering at
Imperial College London. They dont have to play by the
same rules, they can react to opportunities, innovate and
try much faster than the incumbents, he adds. They also
have far less to lose because they dont have a profitable
business making large volumes of conventional vehicles
already that will be damaged if disruptive technology is
introduced too soon.
But not everyone agrees with the Imperial academic. On
the contrary, Volvos director of powertrain strategy, Karin
Thorn, even dismisses the need to be worried. Of course
we should look at all competitors and keep up with what
they are doing, but you cant do this too much. Knowledge
of what everybody else is doing is helpful, but if we focus
on this too much, we would not make the right decisions
in regards to what were doing.
Thorns outlook seems to mirror the perspective of
many engineers plying their trade with the traditional
OEMs. Being forewarned equates to being forearmed, but
Rolf Frech, head of engineering, Bentley
1. Caption style
2

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

highly important. That said, though, there is no denying
that the entire automotive world is also looking at every
single move Tesla and Google make and imitation is the
sincerest form of flattery.
Innovation engine
Ingenuity has always been at the very forefront of the

automotive community. Advances to the IC engine, the
steadily maturing EV, the marriage of the more traditional
and the cutting-edge powertrain technologies in hybrid
offerings, as well as the soon-to-be-launched hydrogen
fuel cell vehicles, are all testament to the importance of
new engineering ideas.
But in the period immediately after the 2008 financial
crisis, investment in innovation was hit hard. There was
a 21% decline in patent applications by Tier 1 suppliers,
and a 29% drop by the car makers, according to Boston
Consulting Group (BCG).
In stark contrast, tech companies invest heavily in
innovation, often whether there is a clear and immediate
1. The software powering

Googles cars is called
Google Chauffeur. The
project is currently being
led by Google engineer
Sebastian Thrun, former
director of the Stanford
Artificial Intelligence
Laboratory and co-inventor
of Google Street View
2. Googles prototype
vehicle features sensors
that remove blind spots
and can detect objects out
to a distance of more than
two football fields in all
directions. Its speed has
been capped at 40km/h
commercial goal or not. Google has cultivated a history

of just trying things to see if they work, and worrying
about how to make money from them later. It has clearly
identified that autonomous vehicles are going to be one of
the key transport revolutions in the next decade or two.
So, by investing now, Google is likely to be at the forefront
of a multibillion-dollar market, and so will almost
certainly benefit at some point, says Offer.
Tech brands also benefit from a clean slate from which
to originate their thinking, giving them a foundation on
which to construct new architectures, and focus more on
disruptive technologies and executions. But without prior
experience and established expertise, can any technology
company really make a play for a significant automotive
market share?
You need at least a basic level of technical knowledge.
Thats the case whether youre a new brand or a traditional
car maker, Volvos Thorn suggests. But when it comes to
working processes, of course this can differ.
Bentleys Frech goes one step further: They have a
clean sheet advantage, for sure, but they dont have the
RISE
RISEOF
OFTHE
THETECH
TECHGIANTS
GIANTS
experience of what it actually means to be an established
car manufacturer in the automotive industry.
And Kim Wagner, senior partner at BCG and co-author
of its 50 Most Innovative Companies report, agrees: The
greatest challenge for the tech companies is typically that
they start off as gifted amateurs. While they bring with
them a fresh perspective and a deep understanding of
their core technologies, they have to learn by doing, so
they often spend time learning the things that industry
insiders take for granted.
Nevertheless Wagner says the new names still hold an
advantage simply because of the way they operate. The
learning culture of technology companies is well-suited to
pushing the boundaries of current technologies, and their
successes will naturally encourage the traditional players
in the space to push forward as well.
So, starting with a blank sheet is undoubtedly liberating
when developing new technologies and progressing them
to a proof of concept stage. But it is here where reality will
kick in. Ultimately, in order to move forward on any scale,
the tech pioneers will need supply chains, manufacturing
capacities and a robust commercial model to actually
launch a product successfully. One only needs to look at
Teslas journey to where it finds itself today, and then look
at the so-called many new names that have been far less
successful, like Fisker, Venturi and Think.
TIME WITH
ELON MUSK
As the pioneering
all-electric Tesla
Model S is launched
in the UK, E&H was granted an exclusive audience with
one of the worlds leading tech visionaries Space X,
Solar City, PayPal and Tesla founder Elon Musk
E&H: WHATS YOUR GOAL FOR TESL A IN EUROPE?

EM: Our aim is to sell a comparable number of cars in
Europe as we do in North America. Thats the target,
and it will mean expanding activities in Europe and our
operations in the Netherlands. Also, you can most likely
expect us to establish an engineering R&D center in the
UK next year or certainly the year after.
Off-the-shelf experience
As innovative as its initial sustainable transportation

vision is, Tesla is today benefitting from the experience,
established supply chains and non-powertrain parts that
are available to the wider industry. It simply could not
have launched a single model without the help of existing
automotive and electronics parts providers.
Tech brands realize that some of the future demands
on a car will be mobility and connectivity-based. Tesla has
made a strong move here, but what it needs to do is refine
everything it brings to the customer, explains Jurgen
Grimm, head of powertrain engineering at Hyundai-Kia.
So, for example, Tesla purchased the steering wheel that
was originally made for the Mercedes S Class, the seat
made for a BMW, and so on, and integrated all of these
parts together. However, sometimes these parts do not all
match perfectly.
E&H: WHERE WILL THAT TECH FACILIT Y BE?

EM: We have a lot of British engineers working for the
company in California, so were going to speak with
them to find out what the best location will be for the
new center.
E&H: SO WILL TESL A EVENTUALLY PRODUCE CARS
IN EUROPE?
EM: Were looking to establish a factory in Europe. It
seems like a logical thing to do and will be part of a
long-term plan. The first factory will probably be in
continental Europe, not the UK.
1. In July 2010, Tesla
introduced the Roadster
2.5, a pure EV sports car
with a range of 395km and
a top speed of 200km/h
E&H: WHY EX ACTLY ARE YOU GIVING AWAY THE

SUPERCHARGERS, EFFECTIVELY ALLOWING MODEL
S OWNERS TO CHARGE THEIR VEHICLES FOR FREE?
EM: It doesnt cost that much to charge a car, so we
either charge people a few dollars or pounds every time
they recharge or we can charge them nothing and build
that cost into the price of the car.
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
E&H: HOW DO YOU SEE BATTERY TECHNOLOGY

DEVELOPING?
EM: Battery chemistry is an extremely tricky thing
it is remarkable how many so-called breakthroughs I
read about that turn out to be nonsense. I dont know
anything better at the moment than lithium-ion. Every
time somebody says they have a breakthrough battery
technology, I say great send us an sample, but they
never do. Either that or they do and it doesnt quite live
up to expectations.
E&H: WHAT CAN YOU TELL US ABOUT TESL AS
NEXT MODEL?
EM: Our third-generation car will be around 25,000
(US$39,000) in terms of pricing, but its true cost will
be less than that because you dont have to pay for
gasoline, therell be some government support and
therell be Supercharging. It might be comparable to
a car costing, say, 15,000 (US$23,400) to 20,000
(US$31,200). Were aiming to bring that car to market
by 2017. Out third-gen car will also be 20% smaller than
the Model S.
E&H: HOW ARE THINGS PANNING OUT WITH
THE MODEL X?
EM: Were going to start deliveries of the X in California
in Q2 [now Q3] and then right-hand drive at the end
of 2015.
E&H: AS A TECH PIONEER, WHAT DO YOU MAKE OF
GOOGLE AND ITS SELF-DRIVING VEHICLE PROJECT?
EM: They should be applauded for their initiatives, but
well be taking a different approach.
E&H: WHERE DO YOU SEE TESL A IN THE GRAND
AUTOMOTIVE SETUP AND WITH SELF-DRIVING
TECHNOLOGY IN PARTICUL AR?
EM: 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.
2
2. Teslas gigafactory, a
lithium-ion battery base,
is to be built at the Tahoe
Reno Industrial Center in
Storey County, Nevada.
Set to be operational by
2017, the projected cost to
build the facility is about
US$5bn. Tesla expects to
achieve a minimum of 30%
reduction in production
cost for its car batteries
when the factory opens
3. The Tesla Model X
full-size crossover utility
vehicle will weigh about
10% more than the Model
S and will share about
60% of its parts content.
Tesla expects to begin
deliveries in Q3 2015
The established OEMs are naturally very proud of their

in-house development abilities. At Toyota we will never
give up our durability, reliability and mass production
ability for democratizing technology, Killman adds. The
[tech companies] have a different approach. We know the
advantages of our processes, especially regarding reliability.
It would also be wholly unjust to suggest that the
established car makers and suppliers arent pushing the
boundaries of technology and innovation themselves,
building on their experience to usher the automotive
industry into a new age.
Car makers have renewed their focus on innovation
since 2008, with the number of registered patents rising
sharply in the past four years. Having lagged behind in
the league tables, there are now 14 established OEMs
ranked in the top 50 companies in BCGs latest global
innovation study, compared with 10 car makers in 2012
and only five in 2005. Toyota, Ford and BMW are placed
in the top 10 alongside tech organizations in the form of
consumer electronics and internet giants. In fact, since
the annual study first launched, there are now more car
manufacturers than technology companies in the top 20.
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
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forming a different type of supplier relationship, alongside

those that already exist.
Until October 2014, Daimler was a small shareholder in
Tesla, and it is insistent that even after offloading its 4%
stake in the EV company a move that puzzled some
analysts given Teslas rise its current JV projects will
continue. The offshoot of the latest collaboration between
the two organizations resulted in the development of the
Mercedes B-Class Electric Drive. We have supported
Tesla as a start-up company for many years and have
learned a lot. At the same time, Tesla was able to profit
from our automotive expertise, says Dr Thomas Weber,
member of Daimlers board of management and head of
research for Mercedes-Benz.
In fact theres a growing number of examples of healthy
partnerships between tech brands and car markers, with
1. The B-Class Electric

Drive is partly a result of
an EV technology joint
venture between Tesla
and Mercedes-Benz
2. The close proximity of

JLRs research facility in
Portland, Oregon, to Intel
Labs is enabling the
development of next-gen
digital vehicle prototypes
with in-vehicle cockpit
experiences that connect
car, device and cloud
The greatest challenge for the tech companies is

typically that they start off as gifted amateurs. While
they bring with them a fresh perspective and a deep
understanding of their core technologies, they have
to learn by doing, so they often spend time learning
the things that industry insiders take for granted
Kim Wagner, senior partner, Boston Consulting Group
software an especially important component of this type

of information sharing. Ford partnered with Microsoft on
its MyFord Touch in-vehicle connectivity interface, and
Jaguar Land Rover has even broken soil to be close to the
right partners.
We have a new technology and research development
center in Portland, Oregon, and we chose that location
because we want to be close to the core of the consumer
electronics industry, states Wolfgang Epple, director of
research and technology at JLR. As a result, we have also
built up close cooperations with companies like Intel that
we can communicate with, influence and leverage about
the desires, demands and expectations of our customers.
This will enable us to get the best from new technologies
and to play a major part in the evolution of new tech.
2
POWER TRIP
Whether its decision to launch the
new Model S P85D a week after
the Paris Motor Show was a deliberate
move to signal its independence from
(and indifference to) the rest of the
automotive world, Tesla was always
going to grab the industrys attention
with its latest creation.
The Model S P85D is, without doubt,
Teslas most important launch to date.
Its dual motors, one on each axle,
digitally and independently control
torque to the front and rear wheels,
resulting in precision control of traction.
Furthermore, digital torque controls
and a low center of gravity provide
very competent handling, or so the
companys founder, Elon Musk, says.
But it is the power and performance
that really sets the Model S P85D
apart from all other EVs. Its capable of
0-100km/h (0-60mph) supercar-like
sprint times of 3.2 seconds, delivering
100% of its huge peak torque from
a standing start. This, ladies and
gentlemen, is enough to outperform
any
gasolinepowered car in the
same class, whether
that might be a Maserati,
BMW M, Mercedes-AMG and so on.
The launch of the Dual Motor Model
S also showcases Teslas strategy for
smarter vehicles, with the inclusion
of Autopilot, hardware that includes
forward radar, 12 long-range ultrasonic
sensors, numerous cameras, and a
digitally controlled electric braking
system. It also promises to activate
the potential of this system with future
software updates, so as it develops
active safety, collision avoidance
and a multitude of other functions,
Autopilot, says Tesla, will be able to
relieve drivers of the most boring and
potentially dangerous aspects of road
travel, while allowing the driver to
remain in control of the vehicle.
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,
but it isnt the only company to experiment with selfdriving tech. Audi recently claimed the speed record for
a self-driving vehicle (topping 240km/h with its RS7 at
Hockenheim racing circuit), and Teslas Model S is set to
include its newly announced Autopilot hardware, which is
designed to set up the vehicle for future software updates
that will enable assisted driving.
Suppliers are at the vanguard of these developments
too, explains PA Consultings Lippautz. Its not so much
about traditional car makers. The Tier 1 suppliers who
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
1
1. The self-driving Audi
RS7 took just over two
minutes to complete a lap
of the Grand Prix track in
Hockenheim, Germany
2. A human was put behind

the wheel of the RS7 for a
comparison lap. The driver
took five seconds longer to
complete a lap of the circuit
Autonomous vehicles are the wildcard. Most

conventional car makers are developing technology
for various degrees of autonomy, and the transition
to the automotive end game is not very clear
Dr Gregory Offer, lecturer in mechanical engineering, Imperial College London
3. Volvo is pushing ahead

with its own self-driving
vehicle plans, having put
100 autonomous cars on
public roads in Gothenburg,
as part of its Drive Me
project. The Swedish OEM
plans to have self-driving
cars on sale by 2017
to interfere and potentially be in a position to threaten the

suppliers of technology in the future.
In this sense, established car makers, along with their
suppliers, also have consumer experience on their side.
Research by YouGov, commissioned by Virgin Disruptors,
highlights that 43% of British travelers would not feel
comfortable with driverless vehicles being on the road,
and one in four people stated they would never use or get
into a driverless car. So finding a way to resolve reticence
by the public on such a huge technological leap forward is
a challenge that car makers are perhaps best suited to.
That is a continuous journey, and from our point of
view it will take another five to 10 years before we as an
industry can offer autonomy. However, at Jaguar Land
Rover, autonomy is something where the question soon
becomes: Why take the joy of driving away from the
customer? says Epple.
And the man at the center of all this change, Elon Musk,
fully agrees: Autonomous driving is nice to have but not
required. Sustainable transport is whats required.
Just a little greener.

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PRODUCTION READY FUEL CELLS

PRODUCTION-READY
never
Better late than
Drawing parallels with its Hybrid Synergy Drive journey,

Toyota is set to launch a production fuel cell vehicle, meaning
that cars that emit nothing but water vapor have finally arrived
ts taken a while nearly five decades, in fact, since the

technology first made an appearance in an automotive
application but fuel cell vehicles at a showroom,
ready-to-sell level are finally set to arrive. Toyota is
leading the pack with its production-ready Mirai, which
will be launched first in Japan in the early part of 2015, and
then in North America and Europe by the second quarter.
Gerald Killman, head of powertrain operations for Toyota
Europe, cant hide his delight that such a momentous day is
almost upon us. Hes been one of the staunchest supporters
of the technology over the years, even when development
seemingly went quiet as governments lobbied hard for
OEMs to shift their R&D focus to battery electric vehicles.
Launching this vehicle will be a staggering moment, says
a smiling Killman, whos quick to add that its important to
factor in two things: One is the perspective of looking back
to the past with this technology was what we wanted to
do feasible? And secondly, are we alone or not?
On the first matter looking back Killman is keen to
draw parallels with another technology that Toyota has
championed: the companys Hybrid Synergy Drive. Back
in 1997, we had another front-running technology our
hybrid powertrains. When we launched the first Prius, I
think the general understanding of the potential of this
technology was not shared [by the wider industry] as we
initially thought. And, admittedly, we too discovered the
further potential of this technology as we continued to

advance it. But, what we have today with seven million
hybrid vehicles sold, is just amazing. Some of our
mainstream models, like the Auris, have a more than 50%
hybrid share and even small vehicles like the Yaris have a
more than 30% hybrid share. This shows that the
technology is truly accepted, and thats something we did,
continually communicating to the market within the given
lead time. Hybrids are now seen as a mainstream standard
with all its advantages so seamless drive, quiet operation,
and reduced or no emissions. Now, what we did in 1997
can also be applied to what were doing in 2015 with
FCEVs. Heres a brand-new technology [for the market]
that weve worked on so much, but weve proved new
technology can work and thats our driver for fuel cells.
As for the second matter going it alone Killman says
there are some key differences between Toyotas journey
with hybrids and fuel cells. With hybrids in 1997, we
were alone for a very long time, he laughs. But, with fuel
cells, we see that were not alone, there are other OEMs
going the same way, albeit perhaps with a slightly different
timescale. So, we think more here that the amount of
support from other OEMs including us with fuel cells
will drive things forward to overcome the constraints,
because the constraints to this technology are not on the
OEM side, but rather on the infrastructure side.
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ARE YOU READY TO

TEST THE FUTURE?
PRODUCTION-READY FUEL CELLS
All roads lead to hydrogen or do they?
With the raft of car makers prepping fuel cell

vehicles for market launch in the next 24
months being proof that the technology is
now in place, infrastructure and infrastructure
issues alone seems to be the only hurdle left
to overcome. But what an obstacle that is.
For Toyota Europes powertrain chief, a
broader approach involving governments,
local authorities, new hydrogen suppliers and
existing forecourt operators is key to
overcoming the FCEVs greatest remaining
challenge. We as an industry are working in
partnership and in cooperation several
OEMs in fact with policy makers and energy
providers to make sure this new powertrain
technology does have a future and does
happen. This will be one of the key enablers
because having a new infrastructure was not
necessarily the case for hybrids in the 1990s.
And Killman is resolute that its not up to
car makers alone to make sure that the
infrastructure materializes. Its not on our
active agenda; however, it is on our partnership
agenda, he states. We need to make sure that
the infrastructure is there for our cars, while
2
1. Toyotas Mirai (Japanese

for future) produces 155ps
and will, its manufacturers
claim, travel up to 480km
(300 miles) on a single fill
2. The vehicles fuel cell
powerplant combines
stored hydrogen with air
to generate electricity,
emitting only water vapor
the infrastructure providers have to be sure there are cars

needing to be refilled, otherwise they wont make money.
Its a chicken-and-egg situation and by us launching this
fuel cell vehicle weve broken that vicious circle.
Of course, Toyota isnt the only car maker accelerating
FCEV launch plans. Hyundai-Kia, Honda, BMW, GM,
Renault-Nissan and Daimler are all working hard too,
finalizing or in some cases fast-tracking development
for various model introductions due in 2015 and 2016. This
has meant a rapid increase in hydrogen refueling stations
popping up across Japan, Korea, North America and
Europe. In London, for example, there will be 15 hydrogen
refueling points within the next 12 months, while across
Germany that number will be around 50. Granted, such
figures are not huge, but progress is progress, says Killman:
Its around those areas where we will initially launch this
car because if theres no infrastructure, then these cars have
little meaning. Then, from these areas, we see that the
energy will come to steadily grow the technology, vehicles
and infrastructure throughout Europe. It will take time, for
sure, but it took hybrids 17 years to get to where we are
today and really 17 years is not that long. So, if we say itll
take a decade or more for hydrogen technology to
experience the same breakthrough, for me thats okay.
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
PRODUCTION-READY FUEL CELLS
was cold start. We overcame both around four

to five years ago. So we have a standardized,
cross-industry reference point of 700 bar
storage and cold start of -30C.
Then, for the last few years, its been a real
battle with costs. We have incorporated our
manufacturing know-how in order to drive
the costs down. While our prototype vehicles
were beyond the million dollar/euro mark,
were now at costs where we can offer this car
for 7m (around US$65,000) in Japan.
Along with infrastructure, cost is the only
other factor that could kill the FCEV, so just
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
we had four bottles of hydrogen, we now have
two. Sizes have been adapted, but for the
manufacturing processes, were not building
four units so there we could drive down
costs. Taking another example, the fuel cell
stack is not big and bulky any longer weve
optimized the size of the membrane and this
has enabled us to install the stack underneath
the driver and passenger seat.
The architecture also sees the front
compartment of the vehicle house the electric
motor, electronic control system and boost
converter. Increasing the voltage produced by
the fuel cell, the converter has enabled both
the size of the motor and the number of cells
to be reduced, in the process helping to
further cut costs and increase performance.
Nearly all the principal inner system
workings of Toyotas fuel cell powertrain
including the tanks, the stack and the
1. Advances in the fuel cell

stack and optimization of
the membrane mean it can
be situated under the driver
and passenger seats
2. The reduced-size fuel

cell stack and one of the
Mirais two carbon fiber
hydrogen storage tanks are
located in the vehicle floor
3. The Mirais styling
includes front intakes
which direct air to the
fuel cell stack, where it is
combined with hydrogen
membrane were developed in-house, and retaining that

expertise and know-how within is key to the way Toyota
pushes ahead with new breakthroughs. When it comes to
core technology, Toyota always develops in-house,
reiterates Killman. So with hybrids, for example, we
developed electric motors, power electronics, software
everything in-house. Now we have moved to a stage
where its standardized and we work with suppliers. Fuel
cells are the next core key technology to be competitive and
for that we need to understand those manufacturing
processes, enabling us to drive those costs down.
Another impressive example of Toyotas FCEV costcutting comes from new developments relating to the
Mirais stack humidifier. This is a unit that takes up space
and cost in a fuel cell vehicle, explains Killman. In our
latest cars weve actually eliminated the humidifier, reusing
the humidity from the exhaust gas, which of course is water
vapor, to the fuel cell stack. It sounds rather simple but
technologically it isnt, but weve made that step.
As emissions legislation gets tougher, its safe to assume
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
hatchbacks. Thats something we should do!
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Should old, large diesel engines really be powering our inner-city

buses? E&H visits metropolises in Asia, Europe and North America to
discover which cities are overcoming various challenges to embrace
e-powertrain technologies for their public transportation networks
WORDS: SAUL WORDSWORTH
heres no denying that the landscape

of public transportation is a
mishmash of different solutions,
technologies and applications all
in varying states of development,
but one thing is for certain: buses as actual
vehicles can last a long time decades, in
fact and once a decision has been taken
to adopt a certain powertrain, traditionally
large diesel engines, nothing else is going to
change in a hurry.
Diesel buses remain extremely popular,
confirms Mike Weston, director of buses at
Transport for London (TfL). This is a vehicle
that has matured over many decades. It gives
you flexibility. Its reliable. You can fuel it up
once a day and dont have to recharge it. At
the moment, most alternative technologies fail
to compete on a truly like-for-like basis.
And from the perspective of bus transit
operators across world, there is one
primary objective to meet: on-time service.
There may be supplementary objectives
such as cost savings and environmental
concerns, but timekeeping is the reason
that public transportation remains such
a conservative market.
Range anxiety, cost, and to an extent
the limited number of electric and hybrid
options, are the reasons cities mostly stay
with diesel buses, observes Mathias
Wechlin, director at IPT Technology, a
leading inductive power transfer technology
provider. Awareness needs to spread much
further to really alter mindsets. However, it is
noticeable that more operators are starting to rethink

their position and begin pilot activities to gain experience
of their own.
Air quality is a serious concern in many major cities
across the world, and such fears are not limited to urban
hubs in developing countries. In Paris, in the second and
third quarters of 2014, only alternate odd and even
license-plated vehicles were allowed into the city center
in an effort to reduce pollution. Following this initiative,
Paris announced its plan for 100% electric buses by 2025.
It would be unfair to say that most buses are old and
emission unfriendly, counters Adrian Wickens,
engineering product planner at Volvo UK. The progress
on emissions standards since 1988 has been immense.
The argument that diesels are unclean doesnt necessarily
hold water. There has been a lot of work done on
reduction, but that also doesnt mean NOx isnt a problem.
After all, diesel engines still idle in heavy traffic.
In this respect, hybrid drivetrains have an important
role to play, says Mat Lawrence, a former engineer and
now head of technical sales for BAE. Everyone knows
the benefits of reducing CO2 emissions, he adds, so
local air quality is improved immeasurably with the
reduction of particulate emissions. There is no question
that series hybrid architecture is the right one for city
center operations.
Its a given that hybrid buses are cleaner, quieter and
use about 40% less fuel than conventional diesel
applications, thus reducing CO2 emissions by the same
amount, but the bar to entry is wrapped up with
uncertainty and expense. So without incentives, either
through threat of fines or offer of subsidy, or a defined
political agenda, electric is a tough sell, but thats not to
say that certain metropolises are not attempting to achieve
a sustainable public transportation utopia.
This is a vehicle that has matured over many

decades. It gives you flexibility. Its reliable. You
can fuel it up once a day and dont have to recharge
it. At the moment, most alternative technologies
fail to compete on a truly like-for-like basis
Mike Weston, director of buses, Transport for London
The UK
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.
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
range. Most double-deckers in London run 18-hour days
minimum, and on a Friday or Saturday night they might
come back for half an hour, get washed and refueled, and
be back out on the road. Finding an electric vehicle that
can do that is impossible.
This would explain TfLs 2015 inductive charging
hybrid pilot project, which is part of a wider European
scheme. The charging will take place at bus stands at
either end of the route and should reduce running costs
and extend the driving range of diesel-electric doubledecker buses in the capital. If the vehicle is running late,
or there has been an accident or a power cut, it can still
provide a passenger service by switching to diesel.
1. Londons public
transportation system
already includes more
than 800 hybrid bus
applications, with further
initiatives planned
2. Foothill Transit Ecoliners
run almost exclusively on
compressed natural gas
3. Deutsche Post DHLs
e-fleet will be expanded
to 120 vehicles this year
4. The BYD Lancaster
all-electric bus is being
manufactured in the USA
Europe
London might lead the way today, but for

more than a decade Europe has been awash
with experiments in hybrid and electric
vehicles in the public sector. As early as 2002
Genoa and Turin were running wireless
charging systems with hybrid buses and both
installations have been in continuous
operation ever since. This year Amsterdam
Schiphol Airport placed an eye-opening order
for 35 BYD all-electric buses to transfer
passengers between aircraft and terminals.
The Sustainable Bus System of Schiphol
(SUBSS) project comes at a time when
Its one place where we can make a huge

impact, second only to helping people out
of their single-user cars and onto the bus
Roland Cordero, director, maintenance and vehicle technology, Foothill Transit
particular stand out. The first is the StreetScooter, an

electric-powered two-wheeler built specifically for mail
and parcel delivery. With a maximum speed of 85km/h
(52mph) and a range of 80km (49 miles), it is CO2-free
and almost silent. The scooters are also part of the Posts
other major project, last years carbon-free delivery
initiative in Bonn. For this the e-fleet was expanded to
include small e-vans up to five tons plus a number of
StreetScooters. This year a further 40 electric vehicles
were added to the fleet, making 120 in all. Next year
the regions remaining diesel vehicles will be removed
from service and replaced by electric operators. By the
end of the pilot project there will be a total of 141 electric
delivery vehicles on Bonns roads and this translates into
savings of more than 500 tons of CO2 a year.
USA
airports are under pressure to reduce

pollutants. The buses themselves employ
many advanced technologies, including BYDs
iron-phosphate batteries, in-wheel hub
motors and regenerative braking. The
batteries contain no toxic electrolytes or
heavy metals and can be easily recycled.
But save for Schiphol, very few agencies
are committed to completely reworking their
fleet to electric, admits Micheal Austin, vice
president of BYD America.
In Germany, Deutsche Post DHL has been
experimenting with an increasingly ecofriendly fleet of vehicles. Two projects in
Above: Foothill Transits

Roland Cordero is a big fan
of compressed natural gas,
but the company is also
expanding its pure BEV fleet
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.
The fleet rule for transit agencies, enforced by the
California Air Resources Board (CARB), requires the
states largest transit systems to purchase a certain
percentage of zero emission buses (ZEB) with new bus
procurements annually, explains Roland Cordero,
director of maintenance and vehicle technology at
Foothill. In addition, Foothill is committed to
supporting the development of sustainable fuels for
commercial applications like public transportation. Its
one place where we can make a huge impact, second only
to helping people out of their single-user cars and onto
the bus. We were the first transit agency in the USA to
use the fast-charge electric bus model. Our electric buses
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.
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
battery power of comparable electric vehicles

and do not need to stop at a charging station.
As such, many see the KAIST OLEV as truly
being a vision of the future and the city of
Gumi in South Korea has been running one
such vehicle since 2013.
Running behind schedule
Austin revealing that in China alone the company has

orders for more than 4,000 buses.
We also have orders from Stanford University and 25
from LA Metro, he enthuses. The CARB has great power
and sets the emissions bar very high, but part of the
problem in the USA is that there are some transit companies
with routes of 300 miles (482km) a day. In such cases
inductive technology will help extend range. Meanwhile
there are both positive and negative political implications.
1. BYD supplies electric

buses for customers across
the world, including the
pioneering SUBSS project
in the Netherlands
2. A Volvo 7700 diesel
bus converted to run on
electricity. Pictured here,
the bus is being charged at
a wireless charging stand
South Korea
Among Asian countries, India, Japan and particularly

China all boast a number of electric and hybrid public
transport applications and initiatives, but its at the
state-funded Korean Advanced Institute of Science and
Technology (KAIST) that an incredible engineering
breakthrough has been made. Selected by Time magazine
as one of the 50 best inventions, the KAIST OLEV
(OpenLeading Electric Vehicle) takes inductive charging
to the next level with its road-embedded chargers.
A similar system was patented as long ago as 1894
by Nikola Tesla for use by tramcars in the USA, but it
has taken until now to properly develop what might
be termed a recharging road. Unlike most inductive
charging systems, OLEV charges vehicles while they are
stationary or in motion via electric power strips under
the road. As a result they consume one-fifth of the
Save for Schiphol, very few agencies

are committed to completely
reworking their fleet to electric
Micheal Austin, vice president, BYD America
While most stakeholders are desperately

keen for electric and hybrid public
transportation vehicles to replace what
might be seen as the 20th century technology
of the IC diesel engine, the transition is one
that for now at least requires a helping
hand. Subsidies, state-funded development,
threat of fines for not meeting emissions
regulations, and even the opportunity for
some old-fashioned national pride, are all
reasons why certain countries, councils,
local authorities and institutes are pushing
harder than others. But theres no denying
that development and adoption rates are
running slowly.
The biggest market for hybrids is the
USA, states Volvos Wickens. To be blunt,
the main reason is a federal government that
funds new bus purchases. With that kind of
financial support, you would be a fool not to
go with it.
Meanwhile, with the stop/start nature of
inner-city traffic there remains scope for other
public vehicles to become fully electrified.
Although hybrid and electric technologies
are suited to public transportation, I would
warn against grouping everything from buses
to rubbish trucks to ambulances as one,
notes Lawrence of BAE in a telling final
observation. You need to look at each
application in terms of its own duty cycle.
Buses as city-center applications are heavy
stop/start vehicles with often large passenger
loads. This means they are ideally suited to
hybrid, as is anything last mile. But the
moment you leave the city you encounter
higher average speeds with fewer stops.
Neither hybrids nor electric are so well suited
in this scenario.
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WIRELESS CHARGING
WIRELESS CHARGING
Taking
charge
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?
WORDS: MATT ROSS
Il l u
st r
at i
on
:M
ag
icT
or
ch
WIRELESS CHARGING
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?
Tried and tested
You might not see it on everyday passenger cars just yet, but
the technology to enable wireless vehicle charging is not
only available, its already been proved. The technology
itself is not a stumbling block any longer, states Andrew
Daga, chairman and CEO of Momentum Dynamics. If
you were to walk in here today, we would turn on the
switch and show you that it works. There is no impediment
to the technology. Momentums wireless development,
which is currently operating in a number of pilot programs,
can charge at power levels up to 50kW assuming the
vehicle in question has a battery that can take it with
efficiency levels in excess of 90%, and has been designed
to safely and reliably transmit power through both air
and water.
Main: Qualcomms Halo development
is currently being used in Formula E
to charge the BMW i8 safety car
Right: Qualcomm has deployed its
technology in numerous projects
around the world. Shown here is
dynamic charging in action
Weve proved that it works, and weve

proved that its fit for purpose. What
were waiting for is standardization to
get everybody agreed on the system
parameters that need to be adhered to
Joe Barrett, senior director, Qualcomm
Joe Barrett, senior director at Qualcomm, tells a similar

story. Although the technology is over 100 years old, its
only in the past 25 years that the power electronics and
components have got to the point where you can produce
a wireless charging system that actually works and is fit
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
equipment, are nothing new, and uses in the public
transport sector, such as charging passenger buses during
their frequent and predictable stops, are showcasing the
effectiveness of the technology. Industrial EVs operating
in warehouses and factories, or small neighborhood EVs
used for utility purposes, will benefit greatly from wireless
charging, and present a very large market opportunity,
says Hevos chief engineer Aditya Sharma. However,
shortly after entering those markets, Hevos high-power
unit will target light-duty passenger and commercial EVs,
as well as heavy-duty EVs, such as delivery trucks.
WIRELESS CHARGING
OFF THE GRID

The majority of charging systems
be they wireless or otherwise
are still beholden to some form of
electrical infrastructure. After all,
power has to come from somewhere.
California-based Envision Solar,
however, has plans for vehicle
charging that isnt at the mercy of
the nearest available connection to
the grid.
The Electric Vehicle Autonomous
Renewable Charger (EV ARC) is the
result of an eight-year project. The
goal was to create the worlds first
transportable solar EV charging
station that required no construction
or trenching, switchgears, transformer
upgrades and so on, says Desmond
Wheatley, CEO of Envision Solar.
A unit that can hurdle the biggest
challenge facing EV infrastructure
deployment today site acquisition.
The 2.3kW solar array generates
16kWh a day, stored in a 22kWh
battery. It can fully charge one EV
per day, or provide a quarter-charge

to multiple vehicles. The EV ARC
incorporates all charging connections
currently available, with wireless
charging to follow as the market
matures, adds Wheatley.
Already in full production, the EV
ARC is, its creators claim, limited
only by the amount of sunlight and
the availability of unshaded parking.
So, in other words, Wheatley says,
there arent a lot of limitations to
this technology.
Left: The inner system workings

of the Halo WEVC technology
Setting the standard
Left: Drayson Racing

continues to serve as an
important testbed for
Qualcomms wireless
charging innovations
In short, then, there are plenty of examples of wireless

charging in existence around the world. And theres
plenty of evidence to suggest that it is an efficient and safe
technology too (see Knowledge of power on the next page).
So why hasnt the technology yet made the leap to modern
passenger electric vehicles, essentially allowing the EV to
overcome its range anxiety issues?
Weve proved that it works, and weve proved that
its fit for purpose, explains Barrett. What were waiting
for is standardization to get everybody agreed on the
system parameters that need to be adhered to.
Daga agrees with the Qualcomm director: The
technology does not slow down the implementation any
longer, he says. What will slow it down, and what has
slowed it down, is integration with the vehicle, and the
adoption by the major automotive companies. The
unspoken truth is that all and I mean all of the auto
makers are going to electric vehicles, and they are all
moving toward wireless. And the way we know this is
their participation in the standards bodies. They are all
represented even companies like Toyota, which claims
not to be interested in battery electric vehicles [due to its
interest in hydrogen power]. Theyre all interested in
moving the wireless charging standard to full implementation
as soon as possible, so that they can begin managing the
supply chain of the product, and begin integrating it into
their vehicles.
And there are signs that a shift is coming, evidence that
OEMs are beginning to look at the bigger picture, and at
solutions that encompass more than just their own products.
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05.11.14 09:50
WIRELESS CHARGING
infrastructure front, standardization activities need to be

kept as neutral as possible in order not to restrict future
innovation, Krammer continues. Interoperability needs
to be ensured it must be possible to use the same
infrastructure to charge vehicles of different makes.
None of this is news to wireless technology pioneers,
however, many of whom are well aware of the developmental
bottleneck that has been created. They are keen to push
forward, but also acutely aware that a lot of time, effort
and money could be wasted in developing equipment that
could quickly become obsolete. In the absence of standards,
first implementations [of wireless charging technology]
can only be proprietary solutions, explains Mathias
Wechlin, project manager and engineer at German
company IPT, which has partnered with Transport for
London to develop bus station wireless charging stands
We see our main task as being to focus on
the vehicle-integrated side of the system,
says BMWs head of inductive charging
development, Josef Krammer. In our
cooperation with Daimler, and our mutual
technology partner Brusa, we are concentrating
chiefly on the development of compact,
standardized components. Yet while
collaborations and JVs are all well and good,
until the industry as a whole agrees upon
benchmarked standards, the speed of
development will be hamstrung. On the
IPT has built up extensive

expertise and know-how in
wireless charging solutions,
participating in various
feasibility studies and pilot
projects for over 15 years
The technology itself is not a

stumbling block any longer. If
you were to walk in here today,
we would turn on the switch
and show you that it works
Andrew Daga, chairman and CEO, Momentum Dynamics
KNOWLEDGE OF POWER
While the basic concept of wireless
charging is relatively simple to grasp the
transfer of energy between objects via an
electromagnetic field this hasnt stopped
a few misplaced beliefs in the technology
from springing up.
Theres a preconception that wireless
charging is more expensive and less
efficient than plug-in, says Momentums
Daga. Actually, the reverse is true. A
very heavy copper cable is an expensive

thing people are stealing wires because
of the value of copper, and theres a certain
fraction of plug-in chargers that are disabled
right now because they need a new wire.
With wireless, you dont have that. In
most cases, wireless is also able to boast
efficiency levels that match (and often
exceed) those found in plug-in charging.
And its safe, too: To get a seat at the table
with a car company, you have to be able

to meet the basic safety requirements,
says Qualcomms Barrett. So, if you cant
meet those requirements the ability to
detect foreign objects, being able to detect
any moving objects that might be under
the car, field leakage, EMC requirements,
those types of factors then you just dont
get a seat at the table. You cannot deploy
technology that isnt safe.
Left and above: Momentum Dynamics develops

high-power inductive charging technologies for
the automotive and transportation industries.
The companys Momentum Charger enables all
classes of electric vehicles to be charged without
supervision and under all weather conditions
WIRELESS CHARGING
Right: The Hevo Mobile App provides

clear communication between the
hardware components and serves as
the sole interface with the end user
Below: Interestingly, Hevo has also
designed charging pads that blend
into the everyday environment of
a busy road, like manhole covers
for a diesel hybrid bus scheme due to take place in 2015.

Having standards that assure interoperability between
chargers and vehicles will be key to leveraging the
implementation of wireless charging on a larger scale.
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
vehicles charge in short, intense bursts as they pass over
coils embedded in the road surface is already impressive,
despite the fact that static technology is far from commonplace.
Were working on developing semi-dynamic and
dynamic charging, and we have been for several years,
Barrett says. Weve already proven it working at low
speeds, and the next step is to get it up to high speeds.
Momentum has already built such functionality into its
chargers and, Daga believes, the only obstacle is the cost
of installing equipment into roads. The vehicle would be
driving over a traveling wave of magnetic energy. All of
this would be invisible and silent, and its well within the
capability of our technology to do this.
Industrial EVs operating in warehouses

and factories, or small neighborhood
EVs used for utility purposes, will
benefit greatly from wireless charging
Aditya Sharma, chief engineer, Hevo
The big day
With few doubts remaining over the actual functionality

of wireless charging, the question remains: how long
before we see the technology implemented? Opinions tend
to vary from one developer to the next.
It will likely be anywhere between two and five years
before the technology can be rolled out en masse, says
Hevos Sharma. It mostly boils down to how quickly the
vehicle manufacturers can meet the wireless charging
standards currently being set forth so that suppliers and
auto makers are on the same page.
IPTs Wechlin is a little more cautious: We dont have a
crystal ball, but we would venture that, over the next five
to 10 years, electric drive systems will gain a

considerable share of the total vehicle market.
And we are confident that wireless charging
will be well-positioned within this share.
Others are a little more optimistic. Barrett
says, We believe, based on our discussions
within the industry, that in 2017 you will be
able to tick a box when you order your EV
and specify that you want wireless charging.
And while Momentums Daga believes that
plug-in charging will be obsolete in 10 years
time, the widespread implementation of
wireless technology could become a reality
considerably sooner, if the industrys malaise
can be overcome: I lose my patience a little bit
with those folks who say this is still years away.
The only reason this technology is years away
is because of the slowness of the auto makers
to make a decision. It could be implemented
next year if they wanted to do it!
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Thermal Materials
Thermal Materials Thermal Substrates Fans and Blowers
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
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.
Yet if the electric vehicle is to come into its

own, providing mobility to the masses,
the industry needs a big breakthrough that
conventional lithium-ion is unlikely to deliver.
In this respect there is no need to despair, as
new concepts are appearing on the technology
horizon, shrouded only by the choice of the
right battery chemistry. So just what does the
future hold for lithium-air, lithium-sulfur and
lithium ultracapacitors, and will these new
systems mean the end of the road for
lithium-ion before the EV has jumped out
of its niche and into the mainstream?
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
must deal with the fact that oxygen degrades
the electrolyte and renders it unable to conduct
a charge. Many similar problems have stopped
Battery 500s principle investigator, Winfried
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
Few organizations, perhaps only a

handful, are working on lithium-air
because of the many challenges
Khalil Amine, materials scientist and joint leader, lithium-air battery study group, ANL
Advancing modeling
technology enables
battery simulation
on electrode, cell
and pack level
MODEL BEHAVIOR
The role that simulation plays in battery
design and development is as important as
it is complex. In terms of modeling, batteries
pose multiscale problems, with phenomena
occurring on different levels ranging from
the microscopic to millimeter, centimeter
and decimeter scales. Despite this, data
must be correlated to make sense of the
overall picture. The chemical reactions
that happen within a cell will affect battery
performance and, in turn, the cooling strategy
will influence the electrochemistry, explains
Sandeep Sovani, director of global automotive
industry at Ansys.
Another challenge is the complexity of
interconnected physics, such as electrical,
fluid and thermal fields. Four or five years ago
battery simulation was restricted to regular
finite element analysis to calculate things
like flow behavior for the cooling strategy.
But a recent partnership project with GM, the
National Renewable Energy Laboratory and

ESim has enabled us to create a simulation
tool that integrates the various scales. We
can now mimic a battery at electrode, cell and
pack level over an entire drive cycle faster
than real time in under a minute at times
without a loss of accuracy.
In another related engineering development,
Ansys is claiming to revolutionize practice
in battery simulation and other automotive
applications by introducing certified
embedded software generation. In the
aerospace industry, weve been delivering
tools that automatically generate embedded
software that is certified to the highest safety
standard. Now were transferring this method
to the transport environment, which means
the entire code-generating process will be
certified to safety requirements such as ISO
26262 at ASIL D level, eliminating the need
for software verification, Sovani says.
1. ANL researchers testing

low-cost carbon catalyst
materials for a lithium-air
battery technology cathode
2. The newest generation
of lithium-ion battery
(foreground) has an energy
density three times that of
batteries in todays EVs
3. An ANL chemist tests
materials for potential
application in the
development of new
battery technology
4. A tech illustration of
how a lithium-ion battery
functions. All ANL images
courtesy of the Argonne
National Laboratory
joint leader of ANLs lithium-air battery study

group, comments, Few organizations, perhaps
only a handful, are working on lithium-air
because of the many challenges. Were looking
at new electrolytes and our extensive
knowledge of lithium-ion to progress the
technology, as well as a new approach for
creating more stable catalysts. Were taking full
advantage of ANLs advanced photon source
expertise and our Center for Nanoscale
Materials to better understand the problems
of lithium-air. Our objective is to obtain very
high energy density and cyclability of the
system, which is very challenging.
Other battery developers, however, are
more skeptical about the chances of lithiumair entering the mainstream. Come 2030,
you will find many variations of battery
chemistry, each tailored to its application.
Energy. Power. Innovation.

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
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When the economies of

scale match, lithium-sulfur
will have the cost advantage
and enable manufacturers to
produce affordable vehicles
with a long driving range
Tom Cleaver, project manager, Oxis Energy
We expect Li-sulfur to be mature enough to displace

Li-ion, particularly in pure EVs, predicts Tom Cleaver,
project manager at Oxis Energy. Last year the developer
received a grant from the UKs Technology Strategy Board
to lead a joint research project, with Imperial College
London, Cranfield University and Lotus Engineering, into
lithium-sulfur batteries. By late 2016 the Revolutionary
Electric Vehicle Battery (REVB) partnership is aiming to
realize an energy density of 400Wh/kg, a cost reduction
to US$250/kWh and an effective use of 90 to 95% of the
energy stored, all of which compares well with current
lithium-ion systems coming in at 150Wh/kg, US$500/
kWh and 60% efficiency.
For Cleaver, though, price remains at the heart of the
battery EV issue. Look at Tesla the Model S claims a
300-mile [483km] range but costs US$85,000. To make
an affordable car that drives 400 miles you need much
cheaper cells. Tesla is attacking this problem by hitting
economies of scale with its gigafactory [see Silver State
Secures Gigafactory, overleaf]. But its using cobalt in the
electrodes, which is around US$30,000 per ton. We use
sulfur, which is US$200 per ton. When the economies of
scale match, lithium-sulfur will have the cost advantage
and enable manufacturers to produce affordable vehicles
with a long driving range.
1. Oxis Energy staff in a dry

room. The Revolutionary
Electric Vehicle Battery
partnership aims to realize
a battery density level
of 400Wh/kg by 2016
2. A detailed Oxis Energy
comparison of current
and future Li-S and Li-ion
capabilities, in terms of
both volumetric energy
and specific energy
Super capacity
Elsewhere, researchers are looking beyond the concept of

the battery as the sole solution for a vehicles electrical
storage. Goodwolfe Energy, for example, has been working
In one test of some 1.2 million cycles, the

system lost only 30% of its capacitance with a
mere 20% deviation in the internal resistance
while operating at 60C. It has the potential
to last for the entire life of the vehicle
Ian Goodman, CEO and co-founder, Goodwolfe Energy
with a number of organizations on combining

the power density, longevity and low
discharge rate of ultracapacitors with the
energy density of lithium-ion systems.
In terms of power density, lithium-ion
capacitors are very good indeed. Youre
looking at a 40kg unit producing a nominal
100kW of power, explains Ian Goodman,
CEO and co-founder of the company. The
peak rating is over 200kW, which would be
very useful in an acceleration event. The cell
itself is comparable in voltage to a standard
lithium-ion cell at 2.4-3.8V, and after
modifying our battery management system
were now producing modules and systems
with this technology. Its expensive when you
consider energy density, at around US$5,000
per kilowatt-hour, but at the other end of the
scale, power density is 26kW per US$1,000
thats phenomenally cheap. True, you cant
go very far on it, but in a hybrid application
its at the right price point for mass
production, especially for large commercial
vehicles where the IC engine will play a role
for years to come.
Another strength of the device is its sheer
longevity. Lithium-ion capacitors have
withstood more than 1.7 million cycles,
according to validation carried out by the
company. Charging at 400V and 200A, its
the right power range for a large 4x4 hybrid.
In one test of some 1.2 million cycles, the system
lost only 30% of its capacitance with a mere
Teslas future growth including

the creation of additional new
products that sit alongside the
Model S will be underpinned
by the new giggafactory (right)
20% deviation in the internal resistance while

operating at 60C. It has the potential to last
for the entire life of the vehicle.
Its no wonder, then, that for the Goodwolfe
CEO, lithium-ion capacitors could bridge the
gap between current battery chemistries and
the technologies of the future. For
transitional means of transport, especially
hybrids and commercial vehicles, the system
has massive potential, he concludes.
Premature end game?
So just how soon will these advances ring the

death knell for the tried and tested lithiumion cell? Not as fast as some might think,
according to battery specialist Seeo. We very
much believe that lithium batteries whether
you call them lithium-ion or lithium metal
will continue to be the driving force of this
industry right up to 2030 and beyond, says
vice president Ulrik Grape, a battery
specialist with over 20 years experience.
The Californian company launched in 2007
with the goal of creating a new class of
high-energy lithium-ion storage based on
a nanostructured polymer electrolyte.
Scientists at Lawrence Berkeley National
Laboratory pioneered the idea and received
funding from the US Department of Energys
Batteries for Advanced Transportation
Technology (BATT) program. Our core
SILVER STATE SECURES GIGAFACTORY

After months of speculation, Tesla Motors
CEO, Elon Musk, has finally revealed that
Nevada will be the home of the companys
all-new and all-important gigafactory.
Having fended off competition from Texas,
Arizona, New Mexico and California, Nevada
governor Brian Sandoval could not hide his
joy in securing the facility, which is estimated
to represent investment of around US$5bn
from Tesla and its partners.
This is great news for Nevada. Tesla will
build the worlds largest and most advanced
battery factory here, which means nearly
US$100bn in economic impact to the Silver
State over the next 20 years. I am grateful
that Elon Musk and Tesla saw the promise
in Nevada. These 21 st century pioneers,
fueled with innovation and desire, are
emboldened by the promise of Nevada
to change the world.
Due to open in 2020, the gigafactory
will see Tesla preparing, providing and
managing the land, buildings and utilities,
and Panasonic manufacturing and supplying
We very much believe that lithium

batteries whether you call them
lithium-ion or lithium metal
will continue to be the driving
force of this industry right
up to 2030 and beyond
Ulrik Grape, vice president, Seeo
cylindrical lithium-ion cells and investing in

the associated equipment, machinery and
other manufacturing tools based on mutual
approval. A network of supplier partners will
produce the required precursor materials.
Tesla will take cells and other components
to assemble battery modules and packs. But
in order to meet projected demand, Tesla will
continue to purchase battery cells produced
in Panasonics Japan factories.
Tesla says that the gigafactory will enable
a continuous reduction in the cost of longrange battery packs in parallel with the
manufacturing volumes required to enable
the company to meet its goal of advancing
mass market electric vehicles. J B Straubel,
Teslas CTO, adds, The gigafactory
represents a fundamental change in the
way large-scale battery production can
be realized. Not only does the gigafactory
enable the capacity needed for the Model 3,
but it sets the path for a dramatic reduction
in the cost of energy storage across a broad
range of applications.
technology is a solid, dry polymer electrolyte with a

lithium metal anode. This allows us to make the cathode
from different materials such as lithium-ion phosphate,
resulting in an all-dry, all-solid system with high energy
density and much better safety as weve eliminated volatile
electrolytes. A stable setup like this also translates into a
long battery life and attractive cost profile, Grape explains.
The current cell boasts an energy density of 220Wh per
kilogram which, according to Grape, is second only to the
much more expensive cobalt system used by Tesla. Were
working with some higher-energy cathode materials to
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.
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www.enersys-emea.com
04. 2014 Subject to revisions without prior notice. E&OE
1 EXTRA YEAR OF LIFE
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
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
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
energy storage, but the LMB can also be
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
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%
electrolyte. The salt is included, Sadoway
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
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
one of the goals of the program is to find a
combination of alloys and salts that will
operate at 250C. Sadoway says there are
some 20 patents already associated with the
LMB program, with more to come.
Seal
Negative electrode
(liquid metal)
Electrode
(molten sald)
Positive electrode
(liquid metal)
Cell body
In the event that the

case of a liquid metal
battery is breached or
broken, its contents
will remain solid and
therefore free from fire
or explosion unlike
lead-acid or lithium-ion
(+) Terminal
In addition to his teaching

responsibilities, Sadoway
mans the helm of
Group Sadoway: Extreme
Electrochemistry, an adept
research group comprising
about 30 postdoctoral
associates and visiting
scientists, technical staff,
graduate students and
undergraduate students
The battery design (and the metals used in it) makes

the steel case a positive connector, since the bottom layer
is directly connected to and has the same polarity as
the case, with the top layer (a kind of metal foam) acting
as the current collector.
We use the metal foam like a sponge, Sadoway explains.
The metal foam on the top has a connector that goes up
through the center of the battery and has an insulator, and
that becomes the negative terminal the exact opposite of
an AA battery. That way you can stack these cells, because
the pin that goes through the top has a button. If you put
another one on top of it, now you have positive to negative
and you can double the voltage.
These things are built in a protective environment,
Sadoway continues. So we dont have to go to extremes
of vacuum-sealing them, but it is preferable to seal them
under inert gas. We have actually built cells in open air,
and the metal on the top reacts to consume whatever
oxygen and nitrogen are present and, within moments,

the atmosphere inside the cell is conditioned. The main
issue is to keep the humidity relatively low so you dont
lose effectiveness.
The start-up energy is small, as Sadoway explains: You
have to heat the battery up to kick off the chemistry, but
the charging and discharging keep the reaction going. It
doesnt take that much energy to heat something up to
that temperature. Its like priming a pump.
In addition to the lower operating temperature, which
should simplify the batterys design and extend its overall
working life, the new formulation will be less expensive to
make. As for safety, Sadoway states, everything inside the
battery returns to a solid state at room temperature and
its just a brick. Practically speaking, this means it can
be safely shipped by truck or air, since it wont leak or
start a fire unlike lithium-ion batteries, which cannot be
transported by air.
The power figures are impressive. The voltage figure
on a cell is a little bit less than 1V, Sadoway says, so you
have to stack these in series to get up to 20V or higher,
because the cost of a transformer that converts DC to AC
current goes way up when the voltage of the DC cell goes
down. Its a lot cheaper to transform high-voltage DC into
AC. We cant change the voltage on the cell, because of the
metallurgy. In a stack of 2m 3, which is about the size of a
refrigerator, the energy is about 10kWh enough to power
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
voltage as high as antimony alone, and a melting point
between the two contrary to expectations that lowering
the melting point would come at the expense of also
reducing the voltage.
The 85% efficiency figure that we have is a very, very
low fade rate, and thats the one particularly troubling
thing for the lithium-ion batteries in hybrid and electric
cars, cell phones and laptops. On day one, were overjoyed
Above: This interior cross-section of an

early 4in liquid metal battery prototype
shows that the battery can be scaled up or
down, depending on its intended purpose
Right: The battery runs at 450C so its
workings are impossible to photograph.
However, this room-temperature mock-up
simulates it via use of mercury (bottom)
and steel foam instead of hot, liquid metals
because it runs for a long time, but after about

a year, we tend to discover that it runs for
about 30% less time, and after two years, it
runs for about 60% less time. Eventually,
after three years, it turns into a paperweight.
The 85% figure after 10 years of daily cycling
means 3,650 cycles at 85% of capacity.
Automotive application
As for putting it into a car, the temperature is

still too high, Sadoway explains. The 450C
operating temperature level is too high for
transportation. But we are looking at new
combinations of alloys and new combinations
of salts, because we think that if we can get
that temperature down to 250C less than
the temperature of your kitchen oven then
that is something that could go into a car.
Then, if I add in 85% retention over 10 years,
and I throw in a price point that is about five
times lower than lithium-ion a lead-acid
price point with lithium-ion performance and
long service lifetime I have a winner.
Sadoway insists that he and his team
havent invented a battery, however. We have
invented a battery field, and we have got other
ideas. If you want a car battery that can take
The initial concept has been realized,

to the point that we feel we are on the
right path, and that success is imminent
in terms of something that would be
scalable and economically viable
Donald Sadoway, professor of materials chemistry, MIT
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
Donald Sadoway, professor of materials chemistry, MIT
you 400km (249 miles) on a single charge at

a price point, if I could put a Chevrolet Volt
on the showroom floor for US$20,000, Id
take over the world. The missing piece is the
battery. With the right battery, we could put
a Chevy Volt on the showroom floor that will
last for 10 years with no complaints about
loss of range, and at that point, the price of
oil goes back to US$20 per barrel.
Such an electric car would theoretically be
plugged into house current, trickle charging
to keep the battery going, Sadoway suggests,
and severe weather considerations would not
need to be considered such a battery could
virtually freeze solid and still function once
it starts to draw current and heat up. Another
consideration, Sadoway says, is that several
LMB-equipped electric cars on a car carrier
could flip over and the batteries could not
catch fire in their cold state.
A high-temperature battery is safer than
a low-temperature battery, because if you
breach the case on a lead-acid battery, it will
just keep leaking. And if you break the case
on a lithium-ion battery, you have got a really
flammable liquid all over the place. However,
if you were to break the case of a liquid metal battery,

then everything inside of it will remain a solid.
Powering forward
The future for the technology, Sadoway believes, is

assured. The initial concept has been realized, to the
point that we feel we are on the right path, and that
success is imminent in terms of something that would
be scalable and economically viable, he explains. This
started with the idea that we wanted to develop security
for the grid, and that means, in the first world, giving us
a type of grid that is stable against rolling blackouts and
brownouts, and frequency fluctuations. For two out of
seven people on the planet, it would mean giving them
access to electricity through wind, solar and water. With
liquid metal batteries, wind and solar, they would have
sustainable power.
Sadoway says that, in computer software and app terms,
his team has now progressed to LMB 5.0, but that his own
recent research, as yet unpublished, has found a path to
new energy storage methods that are yielding three times
the energy density of anything they have done up to now
and which would enable them to cut pricing threefold.
The LMB research was supported by the US Department
of Energys Advanced Research Projects Agency and by
French energy company Total.
THE EXPO FOR ADVANCED BATTERIES

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OEM
OEM INTERVIEW:
INTERVIEW JAGUAR LAND ROVER
All shook up
A recent trip to Jaguar Land Rover confirmed that project
Ingenium is just the start of a leaner, more efficient engine
future for the British car maker, which will soon also
include a variety of all-new e-powertrain creations
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.
OEM INTERVIEW:
INTERVIEW JAGUAR LAND ROVER
JLRs all-new architecture will allow for

advanced hybrid powertrains to be rolled
out across Jaguar, Land Rover and
Range Rover model families, but surely
a plug-in F-Type is out the question?
OEM INTERVIEW: JAGUAR LAND ROVER
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
very core, the powertrain family has a design based around
a deep-skirt aluminum cylinder block featuring thin-wall,
press-fit, cast-iron liners. The lightweight blocks share the
same bore, stroke, cylinder spacing and a 500cc cylinder
capacity, allowing for a modular setup that guarantees
configurability and flexibility.
I feel PHEVs will be a key technology for us

and it will mean that in the future we will be
able to enjoy products such as the Range
Rover, as opposed to driving micro cars
Dr Wolfgang Ziebart, director of group engineering, Jaguar Land Rover
JAGUAR LAND ROVER IN NUMBERS
138kg
21%
23%
is the total weight of the XE AJ200D unit
reduction in JLRs operating CO2

emissions has been realized since
2007 per vehicle built
of the 425,006 JLR vehicles sold last

year were based in China
72,000
hours of dyno testing and 2 million of
real-world miles testing was undertaken
during Ingenium development
29,000+
JLR employees globally
3.5bn
(US$5.6bn) investment will result in
50 new models in five years
We looked 10 years into the future and asked ourselves

what are the things that might happen with this engine?
We then went to a number of the big consultancies
and asked them the same question independently
Ron Lee, powertrain engineering director, Jaguar Land Rover
Main image: The South

Staffordshire 100,000m2
engine manufacturing
center will be home to
1,400 personnel and is
JLRs first new plant
built from the ground up
Below: Work on Ingenium,
a flexible and modular
engine architecture,
started four years ago.
It wont be long before
new hybrid derivatives
are added to the family
Lee, who during his three decades at the company has

just about seen it all, sheds more light on the powertrain
strategy: In among all the other engineering challenges
and goals of this program, we needed the new engines
to fit seamlessly into our installations for both northsouth and east-west architectures. They also had to be
able to accommodate front-, four- and rear-wheel-drive
configurations, and deal with auto, manual and hybrid
transmissions. Finally, the new family has to be able to
cover smaller and larger displacements for the future.
Similar to what Volvo has undertaken with its VEA

investment, Ingeniums modular nature serves to reduce
complexity, raise quality and simplify manufacturing.
And like VEA and VWs MQB, JLRs architecture has
been designed with an eye on the future.
When we set out on the program, we looked 10 years
into the future so that we could look at all the technologies
that Ingenium may use moving forward, and we protected
the engine in terms of developments for fuel systems,
performance upgrades and electrification, so as these
technologies become ready and available, we can easily
introduce them, adds Lee.
That means options like three-cylinder designs and
cylinder deactivation have both been factored in, as well
as various forms of powertrain electrification.
We looked 10 years into the future and asked ourselves
what are the things that might happen with this engine?
We then went to a number of the big consultancies and
asked them the same question independently, so the likes
of Ricardo, AVL and FEV. They all submitted their findings;
we compared each one carefully and then went through
all the key technologies looking at how we would implement
each system. These are things that would fit with a design
change to the existing layout, and we know that each one
has a plausible way of being deployed.
E-powertrain plans
Ingenium is not just important to JLR in the immediate

future, powering the XE in 180ps/430Nm and 163ps/380Nm
in AJ200D form, with the latter becoming the most
efficient Jaguar ever, achieving 75mpg (3.7l/100km)
and 99g/km CO2; the new engine family will also act
as a catalyst for the car maker in order to fully embrace
powertrain electrification.
In this respect, Ziebart is a man with emissions on his
mind: The major challenge for all of us is CO2 reduction
and improving fuel economy. Governments have set tight
regulations on emissions, so going forward from 2020,
in the EU the average consumption of vehicles should
be below 100g of CO2 per kilometer, which is roughly
75mpg. These are very, very tight regulations.
According to the engineer who headed up the 3 Series
platform in a former BMW life, what this means for
JLR on a company-wide basis is that fuel consumption
between 2007 and 2020 needs to have been slashed by
45%. So, in 2007, our car fleet had an average of 242g
CO2, but by 2020 this needs to go down to 132g. Currently
were at 180g, so theres still a way to go for us to achieve
the remaining target. But Ingenium, insists Ziebart, will
play a starring role in getting JLR over that 2020 line.
I would say that 50% of future target achievements
when it comes to emissions will come from the powertrain.
This means the improvement of conventional engines and

transmissions, and adding electrification to the IC engine,
so everything from micro and mild hybrids, through to full
hybrids, plug-ins and battery electric vehicles.
Ziebart says that other areas for automotive engineers to
look to for emissions reduction include vehicle weight, as
well as coming up with new measures relating to parasitic
losses. But its the powertrain thats the biggest single
contributor to emissions, he warns.
The situation is such that we can leave no stone
unturned to squeeze out fuel economy improvement.
That means advanced hybrid powertrains based on
Ingenium architecture are not far off for JLR. Hybrids
are very important to the industry, but are also extremely
important to us in particular, confirms Ziebart. In spite
of the many improvements that we have achieved with
combustion engines, for vehicles like ours, such as the
Range Rover, there is currently no obvious route to arrive
at a double-digit CO2 per kilometer figure, except by using
hybrid powertrains.
So, we have introduced the Range Rover Hybrid and,
going forward, we assume that the electric part of the
powertrain, the e-motor, will become greater and more
powerful, whereas the combustion engine might get smaller.
Range Rover last year debuted the companys first
conventional hybrid production models, but plug-in
derivatives are on the agenda too: I believe that plug-in
hybrid technology will come close to full battery electric
systems, especially if you offer enough range during the
electric part of the operation. I feel PHEVs will be a key
technology for us and it will mean that in the future we
will be able to enjoy products such as the Range Rover,
as opposed to driving micro cars.
However, for now and until the new engine facility is
up to speed and fully ramps-up Ingenium production
SELF-DRIVING INGENIUM?
JLRs investment in Ingenium ensures that its new vehicles will
come equipped with efficient engines brimming with technology
that also provide power and performance. And on a companywide level, the new powertrain family also guarantees the car
makers future, bringing in-house all engine R&D expertise and
production capability, allowing it to react to changing market
demands, and implementing new technology. But what does
the long-term future look like for JLRs powertrain plans? And
might Ingenium one day even include self-driving aptitude?
Autonomous driving, from our point of view, is a
continuous journey that started in 1996, when
Jaguar was the first to bring ACC in the XK to the
market, says Wolfgang Epple, JLRs director
of research and technology.
Over time, various supporting
functions have been implemented,
such as emergency braking and subfunctions that help to make the car more
autonomous, taking more of the load
away from the driver. That is a continuous
journey, and from our perspective, it will
take another 5-10 years before we as an
industry can offer driving autonomy.
However, the former BMW, Lotus and
Proton chief engineer says that when discussing
autonomous driving, its important to think about the
enjoyment people get from behind the wheel. Basically, every
driver has two states. The first is commuting from A to B, a
tedious work /school journey that really nobody likes to do.
The other is the more emotive state, driving on country roads
and enjoying the fun of motion and mobility. For us, the tedious
one is where autonomous comes in, because there the driver
can do something else in the car, being more productive and
staying connected. The other, second state, is where we want
to maintain the joy of driving and being in control.
In 2007, our car fleet had an average

of 242g CO2, but by 2020 this needs
to go down to 132g. Currently were at
180g, so theres still a way to go for us
to achieve the remaining target
Dr Wolfgang Ziebart, director of group engineering,
Jaguar Land Rover
Range Rover was the first JLR

brand to launch a hybrid
powertrain, but soon Jaguar and
Land Rover models will follow
itll be business as usual for JLR as it continues to buy in

co-developed Ford/PSA Peugeot Citron motors, but
eventually the plan is for Ingenium family members to
replace such units across all ranges. However, this will
happen on a model-by-model, organic basis, says Ziebart.
In the past, engine technology was very much a stable
technology, so we carried over an engine at least for two
or three generations of vehicles and, in some cases such as
the V8, an engine can have a life of five decades! But now
going forward, with all the challenges we have, engine
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
for the company, and in particular for engineering. We
have the financial means, the engineering skills and the
ambition to be number one in automotive technology.
ELECTRIC MOTORCYCLES
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
drenaline junkies and cost-conscious

commuters alike not necessarily mutually
exclusive bedfellows are eyeing up the
growing number of electric motorcycles hitting
the market. And its not just about work-home
traveler scooters and e-motor-driven mopeds, or at the
other end of the spectrum, electric superbikes such as the
TTXGP and TT Zero competitors. New sports bikes and
rugged urban designs are bringing e-riding to a much
wider audience, and electric off-roaders such as the KTM
Freeride E one of the first electric offerings from an
established big-name brand are becoming available,
representing a new market shift for these well known
companies. Making things even more interesting are
numerous start-up organizations vying aggressively to
become the Tesla of two wheels.
Its really amazing what were seeing the level
of interest in some areas is four times the level we
measured last year, outlines Abe Askenazi, CTO of Zero
Motorcycles, a California-based company founded in
2006 and one of the highest volume e-bike makers yet.
But such momentum has come after a slow start, due,
Askenazi believes, in part to the market itself not being
ready for electric motorcycles: People were still not
convinced that this was technology that was here to
stay, something that was real. Another factor, he believes,
was that the bikes themselves did not offer range and
performance on par with comparable IC-engined models.
However, since various technical and engineering
upgrades, sales have taken off.
Last year, we moved around 1,000 vehicles, and were
looking to significantly increase that volume this year,
Askenazi says with enthusiasm. And we have seen a
definite pick-up in consumer interest in Europe too. Part
of that growth can be attributed to Zeros experience of
racing in the super-stock series of the US TTXGP which
it won last year marketing the brand further and informing
audiences about its product range: Weve learned a lot
about cooling; weve learned a lot about our battery
Left: Over 70,000 hours

of engineering, design
and development have
resulted in the creation
of the Saietta R, an
all-electric motorcycle
from Agility Motors
Right: A high-tech
electric powertrain
means the Saietta R can
combine a super quick
0-100km/h sprint time
of three seconds with an
emissions-free range
of 193km (120 miles)
Below right: At the heart
of the Agility Motors
electric motorbike is
an advanced axial flux
permanent magnet
electric motor with
72kW and 127Nm
torque and an 11kWh
lithium-ion battery
management; and weve learned a lot about

charging, because you have to charge very
quickly between warm-up and the different
heats throughout the day. And weve learned
a lot about the suspension and the braking
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
Project LiveWire is Harley-Davidsons first

attempt at an all-electric development as
the company looks to adapt in a changing
market, attracting new buyers to the
brand. The prototype has been designed
to offer a top speed of 148km/h (92mph)
and a 96km (60-mile) driving range
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.
any local incentives, such as exemption from

tolls or congestion charging. An add-on to
this is the continued increase of rail and bus
fares in most countries and cities around the
world, making some commuters think seriously
about switching away from public transport.
However, those that are opting for electric
motorbikes are generally going for relatively
low-powered models: Im sure theres a market
for a high-performance electric two-wheeler,
as there is a market for high-performance
electric cars; Tesla is a good example of this,
explains Neville Jackson, chief technology
and innovation officer at Ricardo, whose
motorcycles and personal transportation
division has been working on electric and
hybrid two-wheeler projects. But how big it
is, Im not sure. I think the really big market
is the smaller, lighter-weight, lower-cost vehicles.
Torque curves and learning curves
Project LiveWire is just one element in

our efforts to preserve and renew the
freedom to ride for generations to come
Matt Levatich, president and COO, Harley-Davidson
Harley-Davidson is giving
away little technical detail on
the bike as yet, but the basic
specifications of the prototype
include a 0-100km/h (0-60mph)
time of around four seconds, a
top speed of 148km/h (92mph),
a 96km (60-mile) driving range
and a 3.5-hour recharging time
on a Level 2 (240V ) charger. The
LiveWires lithium-ion batteries
are sourced from an as-yet
unnamed technical partner, and
its electric motor thought to
develop around 75ps and 70Nm
of torque has been developed
with input from San Franciscos
Mission Motors. This latter
nugget of supplier information is
particularly noteworthy because
Mission is bringing its own
electric superbikes to market
via its now-independent Mission
Motorcycles division. In addition,
the company is also evolving as a
product supplier and engineering/
technology consultancy, and its

recent CV namedrops support for
Team Mugen, one-two winner in
the latest TT Zero on the Isle of
Man earlier this year.
The LiveWires design and
chassis structure are the work
of Harley-Davidsons in-house
team, however, with care taken to
ensure that it is characteristically
a Harley despite its lack of a
throbbing petrol powerplant. Its
an expression of individuality and
iconic style that just happens to
be electric, states Mark-Hans
Richer, senior vice president, who
also points out that although the
traditional Harley exhaust note
may be gone, the bike makes its
own singular noise.
The sound is a distinct part of
the thrill, he adds. Think fighter
jet on an aircraft carrier. Project
LiveWires unique sound was
designed to differentiate it
from internal combustion and
From an ownership perspective, riders are

having to get to grips with a different
experience one with no engine noise, no
conventional engine braking, and no gears.
Electric motors make power very differently
to IC engines; they make most torque at low
rpm, whereas IC engines you have to rev up
and shift from one gear to the next to stay in
the sweet spot, Askenazi describes. The
beautiful thing about electric motors is that
the sweet spot is everywhere from 5mph
(3km/h) through to 80mph (49km/h) and
you dont have to be as good a rider and you
dont have to work as hard to get the power
that you want.
other electric motorcycles on

the market.
The riding experience is
claimed to be visceral but the
single-speed transmission should
make it easier for novice riders
to get to grips with, and suit the
day-to-day routines of urban
commuting, a key potential role
for all future electric motorcycles.
The test-bikes also feature
selectable riding modes, allowing
riders to choose between power
performance and energyconserving range settings.
While Harley-Davidson is
keen to emphasize that this bike
is still very much in concept
form, theres no doubting the
companys serious intent to
bring an electric model to
production some time soon. The
Project LiveWire experience
gives potential customers the
chance to take a test ride, with
the specific aim of collecting
feedback on their expectations

for a road-going electric machine,
and this will further inform the
bikes ongoing development.
Because electric vehicle
technology is evolving rapidly,
we are excited to learn more from
riders through Project LiveWire
to fully understand the definition
of success in this market as the
technology continues to evolve,
explains Richer.
Further signaling that this is
more than just market research or
a one-off show bike development,
Harley-Davidson has hired former
General Motors engineer Jim
Federico, leader of the Chevrolet
Volt and Spark projects, as
its new vice-president of
engineering, and the motorcycle
OEM is also advertising a number
of jobs for electrical engineers
to form an electric vehicles
engineering team at its facility in
Wauwatosa, Wisconsin.
DC/AC Converters
6KW continuous
Air or liquid cooled
CAN communication
Fully protected
EMC compliant
Group 31 size
6KW DCAC Inverter
12V Battery
4KW Bi-Directional
DCDC Converter
100KW
Traction Inverter
DC/DC Converters
4KW continuous
Bi-directional
Air or liquid cooled
CAN Communication
Fully protected
EMC compliant
Group 31 size
Traction Inverters
30KW-500KW
260-900VDC input
Compact design
IGBT based design
Group 31 size
100KW Traction Inverter, 360VDC Nominal

6KW DCAC Inverter,
360VDC In (Nominal) / 115VAC Out
Group 31 Battery
4KW Bi-Directional DCDC Converter,
360VDC In/Out (Nominal) / 13.8VDC Out/In (Nominal)
Power Distribution
Modules
High voltage version

750V, 750A
Medium voltage version

360V, 300A
3602 N Kennicott Ave | Arlington Heights, IL 60004-1467
Curtiss-Wright, Industrial Division

| Phone: 847.844.4700 | www.arens.com
The Zero DS features advanced cell

chemistry and battery management
systems to provide a 210km (130-mile)
driving range. Each cell in the DSs
power pack is individually controlled and
monitored to ensure maximum health
The Zero Motorcycles CTO also points to the ease

of riding and the purity of the noise-free experience as
factors in winning over consumers to the electric cause.
Once youve lived with an electric vehicle, its very
difficult to go back to an IC engine. It feels crude, it feels
like old technology.
The feel of engine braking on an e-bike can be replicated
through the regenerative braking system as well as KERS,
although Agilitys Marazzi notes, I havent been on a
single test ride where somebody has said to me, Itd
be really nice if I had another gear. He believes that
fixed-speed transmissions are particularly appropriate
in urban environments, as this is essentially one less
distraction for vulnerable riders. Yet through sophisticated
management software, he says, We can raise the intensity
of the emotions, the satisfaction and the enjoyment,
and we can also simplify the whole experience, making
the interaction much more intuitive and seamless.
Zero gives the rider the choice of three regen braking
modes: sport; eco, in which speed and torque are limited
and the energy capture is stepped up for maximum
efficiency; plus a further custom setting in which personal
preferences can be set. Riders can also set up their bikes
using a smartphone app. Askenazi, who formerly worked
at Buell, says that programming selectable settings is less
complicated in an electric motorcycle because there are no
complex fueling maps or effects on emissions to deal with.
Pondering packaging
When it comes to system integration and implementation,

theres always a battle for the OEs and their engineers.
Were always fighting for millimeters in terms of packaging,
confirms Askenazi. The heaviest part on the motorcycle
is the battery, so its the hardest thing to package because it
Once youve lived with an electric vehicle,

its very difficult to go back to an IC engine.
It feels crude, it feels like old technology
Abe Askenazi, CTO, Zero Motorcycles
is the largest. But when you put the battery

together with the motor and the controller as
a whole powertrain package, compare this to
an IC engine with an exhaust system, air box
and a gas system, and overall weight is lower,
not by a lot, but it is lower.
For Marazzi, starting with a clean-sheet
architecture purpose-built to accommodate
an electric powertrain is a brilliant advantage
for his engineers. He adds, Tell me something
that storing electrons has in common with
burning gasoline! In the case of the Saietta R,
combining this fresh factor approach with
a particularly short wheelbase allows for
heightened handling agility, he says. Where
you dont have exhausts hung out the back,
everything is really concentrated, and that
reduces our polar moment of inertia and
enables the bike to change direction that
much more quickly. And not only do electric
motorcycles not need exhaust systems, we
also dont have to have anything like the level
of cooling or wasted heat, and heat that we
have to dissipate, Marazzi continues.
The phenomenal difference in cooling
requirement, in ancillary equipment for the
cooling system and isolation from heat on a
normal IC motorcycle, accounts for a whole

lot of equipment you have to package. None
of that exists for us. And this benefits not
only the overall weight of the bike, but also
its aerodynamic design.
Technology transfer
Electric motorcycle-makers have been keen

to move into licensing and supplying their
proprietary technologies and expertise for
use in automotive applications as well in
machines built by companies in other sectors.
Zero, for example, has worked with a team
racing high-performance go-karts they
did exceedingly well last year in all the
competitions when they entered with our
powertrain and we learned a lot from that
collaboration, says Askenazi and the OE
has been in talks with further companies over
powertrain supply for street-legal vehicles.
Marazzi is confident that his organizations
licensed technology will definitely go into
four-wheeled vehicles, so its no secret that
Agility has been speaking with OEs in the
light commercial vehicle and marine sectors
to further extend its in-house powertrain
technology. He also points out that theres a
huge industry for industrial electric vehicles
if you even just count airports, or vehicles
for the movement of parts in a warehouse,
all of those applications represent a
big sector. And for him, the Saietta R
development is as much a showcase for the
companys technologies as it is a product in
itself, and opting to build a motorcycle as a
calling card rather than a car was a carefully
considered decision: We can do things much
more quickly, for a variety of reasons, and yet
the value for a brand is almost as significant,
because motorcycles are highly emotive
everybodys excited by them.
Such optimistic thinking serves to further
underline the idea that although electric
superbikes and the higher-performance
e-machines may account for only a small
premium-level proportion of total sales in
this growing space, the likes of the Saietta R
and other headline-grabbers, such as the
California-built Mission RS and Lightning
SuperBike, or the Venturi-developed
200ps/200Nm Voxan Wattman, all have
an important role to play as halo products
to raise the profile of electromobility on
two-wheels. And whats more, public
visibility of electric vehicles in fleet usage is
also thought to be significant in encouraging
mainstream consumers to consider
transportation thats driven by an electric
powertrain. The electric motorcycle-builders
are not an industry sector to be viewed in
isolation, but rather another vital piece of the
greater e-mobility jigsaw.
ON PATROL
Electric motorcycles are increasingly being
deployed by police and security forces
for their stealthiness as well as energy
efficiency and zero-emissions operation.
Oregon-based Brammo has moved into this
niche, and Californias Zero Motorcycles
has so far supplied 100 bikes to the
Colombian city of Bogota last year, 60 to
the Hong Kong police, plus further bikes
to various municipalities in the USA. We
have an expectation that fleet is going to
be a significant proportion of our business,
confirms CTO Askenazi.
Zero has also built prototypes for military
trials. One of the requirements for the US
Special Forces was 60-second charging,
and there is no technology right now that
will allow true 60-second charging to
A key growth
area for Zero
Motorcycles has
been the supply
of e-motorbikes
to police forces
around the world
happen, adds Askenazi. But you could

be charging a couple of modules at base,
you could be riding while those are being
charged, and then come back to base and
within 60 seconds put fresh batteries in and
be back out.
Zeros optional modular platform
enables the removal of battery modules for
charging, and sharing of interchangeable
modules between different bikes on the
same platform a highly useful function for
all fleets. The military also liked the appselectable settings, adds Askenazi: If they
want to limit the speed of the bike for base
operation, or limit the torque to ensure that
the guys are conserving energy, they can
do that, and actually thats something you
cant easily do with an IC engine.
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WAY BACK WHEN
ENFIELD
8000
created
Against an energy crisis backdrop, one company
s. So just
an all-electric urban runaround in the early 1970
lution?
why didnt the Enfield 8000 kick off the EV revo
WORDS: JOHN SIMISTER
WAY BACK WHEN
atteries. They represent the

overriding challenge for electr ic
vehicles today, and they were the
single biggest problem decades ago,
too. In the case of the Enfield 8000,
introduced in 1973, its eight 12V lead-acid
batter ies, at 309kg, accounted for nearly
one-third of the total weight of the compact
electr ic city car. That was a lot of mass for an
e-motor of just 8ps (hence the cars name) or
6kW to shift. Just imagine what an Enfield
would be like with modern lithium-ion
cells but well come to that later.
Somewhat ironically, the Enfield did briefly
look like it might make it as Britains first
viable electr ic car. Its styling was cute, it was
fun to drive, it was just about zippy enough
to cope, and it had extraordinar ily efficient
aerody namics, with a Cd of just 0.275, thank s
partly to the generously curved windscreen
and a lack of drag-inducing frontal air
intakes. As far as Britains Electr icity Council
The Enfield 8000 grew out

of a winning design in a
1966 Electricity Council
competition for a contract
to build a compact EV
(the body which oversaw power production) was

all
concerned, it was the future of urban mobility. And
before
way
ago,
es
decad
four
over
this was taking place
even GMs ill-fated EV1.
Energy crisis
a 1966
The Enfield 8000 grew out of a winning design in
a
Electr icity Council competition for a contract to build
the
on
based
name,
its
e
despit
d,
small electr ic car. Enfiel
the
Isle of Wight, had started its electr ic-car program with
it
before
made
were
these
of
three
465 in 1969, but just
lwas re-imagined as the fractionally more conventiona
year.
that
later
ed
looking 8000, reveal
It was in 1973 when Enfields moment of oppor tunity
first
really came. The Yom Kippur War had triggered the
r
energy crisis as oil supplies suddenly lost their forme
nly
sudde
power
ic
electr
and
nty,
taken-for-granted certai
if it
seemed to represent an energy-secure future even
still depended rather too much on coal-fired power
stations. Then Britain suffered its miners strikes, which
put paid to that. Never theless, between them, the
s up
Electr icity Council and various local electr icity board
WAY BACK WHEN
ENFIELD
8000
didnt
seconds from rest, but prov ided you
often,
too
s
eme
extr
visit these performance
full
one
from
s)
mile
(50
m
80k
get
t
you migh
battery charge.
at
That figure might have been somewh
tive
nera
rege
of
form
e
som
better had there been
the
off
foot
your
Lift
y.
bilit
capa
ing
brak
the same
accelerator and the car continues at
the
in
y
arth
McC
e
Mik
rved
obse
d,
spee
ly
week
of
on
editi
September 8, 1973,
of the
magazine Motor. It is an indication
any other
and
e
tanc
resis
extent to which rolling
inated.
elim
been
have
ions
frict
sary
unneces
arthy
McC
to
out
ted
poin
Eng ineer Adraktas
s, and
part
ing
mov
t
eigh
only
were
e
ther
that
perhaps
four of them were wheels. That was
0s
800
the
of
tion
lifica
simp
glib
ly
an over
its
ze
hasi
emp
does
it
system workings, but
used
enth
y
arth
McC
.
tion
plica
com
of
lack
The non-proprietary
ing
elds, typically using components of the 8000
about the smooth ride, the quiet runn
and dow n the country bought 65 Enfi
s, the
click
s
unit
er
rol
furth
a
cont
or
with
and
,
e
mot
ders
Greec
the
in
r-rea
from
made
t
were
apar
them to transpor t traveling mete
ing
turn
tiny
the
Isle
n
es,
the
to
uctio
brak
ted
expor
until prod
light and prog ressive
55 examples going to private owners
Any
ing:
of Wight for assem bly
hold
road
llent
exce
the
and
e,
circl
ended in May 1976.
twitch
ponents and
corner is taken flat-out, with just a
From 1973, the non-proprietary com
eld had
Enfi
the
And
and
el.
ce
whe
Gree
ing
in
e
steer
mad
of the
subsystems of the 8000 were
arch
Rese
stry
Indu
an
,
or
assembly
even passed the Mot
then exported to the Isle of Wight for
crash
-on
head
)
m/h
(48k
eld
ph
Enfi
30m
the
use
ons
ciati
beca
Asso
arrangement that came about
its
than
car
safer
ire
a
iona
ping mill
test; this was probably
company was owned by Greek ship
engineered by
most recent emulator, the G-Wiz.
Giannis Goulandris. The car itself was
e
worked
also
had
who
,
ktas
In 1969, Enfield took a pair of prototyp
Adra
tine
stan
Con
fellow Greek
posium
sym
d
worl
be
the
for
re-tu
ia
squa
forn
a
Cali
used
to
0s
and
800
on the Apollo space project,
t.
panels. The
of electric vehicles, the first such even
spaceframe structure clad in aluminum
h
muc
ered
trigg
USA
tic
the
plas
ss
lded
acro
e
-mo
driv
The
shor t-lived 465 had an injection
but
ers,
own
on
stati
opprobrium from gasmonocoque structure, incidentally.
Reagan
ng, rear-wheelthen-Governor of California Ronald
Proprietary parts included a coil-spru
(Los
idea
llent
els
whe
exce
an
d Bug; 10in
thought the Enfield
drive back axle designed for the Bon
and
lem)
le
prob
g
g-ax
smo
r
swin
t,
majo
pivo
a
lowhad
ed,
eles
Ang
from a Mini; and the wide-bas
a new
a Hillman Imp.
suggested building the little cars in
front suspension (and rear lights) from
, of
ened
i,
happ
r
Min
neve
inal
It
orig
ry.
an
facto
ia
than
forn
ter
Cali
The Enfield was 200mm shor
applied
sure
pres
and
of
s
use
seat
just two
course, possibly beca
its tiny size made possible by having
who
es
pani
red
com
cove
oil
net
the
bon
by
t
ris
shor
land
the
e
Gou
to
a stowage ledge behind, whil
ries, each of them
used his ships.
four of the eight motive-power batte
sat under the
The problems of restr icted range and
with a 110A h capacity. The other four
eld
s,
light
ered
ry pow
lengthy charging put paid to the Enfi
stowage ledge, while a separate batte
y
head
a
e
pric
of
the
h
touc
with
g
little
alon
se,
That
o.
rpri
ente
wipers and, indulgently, a radi
buy
ld
wou
h
whic
,
ty1975
spor
in
gly
risin
US$4,493 (2,808)
luxury blended well with a pair of surp
to
280)
ed
(US$
mm
180
er-ri
with
r
leath
d,
Rove
ishe
ge
ly-d
Ran
a
you
looking bucket seats and a deep
today
spare, or nearly four Mini 850s. But
steer ing wheel.
Enfields
few
a
keep
its
still
el,
car
tunn
the
ral
of
cent
sts
the
usia
er
enth
The motor sat snugly und
and
pace
r
s
bette
ng
serie
a
getti
es
l triggered
1973,
running, sometim
Mike McCarthy in the September 8,
demands met as the accelerator peda
motor
ern
mod
e
e
mor
a
mor
r
with
ively
Moto
ress
nces
zine
prog
dista
maga
se
ly
ter
grea
edition of week
of mechanical switches to relea
ing at a
selected by pressing
and enhanced, lighter batteries runn
power from the batteries. Reverse was
eld
Enfi
an
,
rity
ated
pola
upd
s
the
ch
Thu
swit
ge.
to
volta
d,
er
boar
high
a rocker switch on the dash
than
now
ant
site
relev
e
oppo
mor
te in the
could just be even
and make the motors armature rota
nd
arou
h
reac
.
d
1969
coul
in
eld
was
it
direction. Given time, the Enfi
(30mph) in nine
65km /h (40mph), having hit 48km/h
Lift your foot off

the accelerator
and the car
continues at the
same speed
TRANSMISSIONS
TRANSMISSIONS
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
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 [dualclutch 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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TRANSMISSIONS
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
transmissions] are making a comeback
against DCTs, thanks to the possibility of
using an electric motor to overcome their
traditional weakness: torque interruption
during shift events.
The Oerlikon Graziano OGeco automatedmanual development, optimized for a
high-performance hybrid application but
suitable for a variety of powertrain and
driveline architectures, provides the fastest
possible shift speed in maximum
performance mode, without compromising
shift comfort in low to medium performance
modes, says Mantelli. It matches the
refinement of a DCT by using torque infill
from the electric motor, but at lower cost,
higher efficiency and with less weight.
Oerlikon Grazianos DCT technology has
formed the basis of its 4SED powertrain: an
integrated twin-motor, four-speed setup, in
which the e-motors replace the original pair
of clutches and synchronizers.
CVT comeback
Having been maligned by many outside its

stronghold market in Japan during the past
few years, continuously variable transmission
(CVT)-based solutions for the EV movement
shouldnt be ruled out either. Bosch recently
claimed that within a few years, the market
share of CVTs will grow from 20% to 25% of
all automated transmissions fitted. The Tier 1
also points out that CVTs can save fuel in
hybrid powertrains because they enable the
IC unit to run at higher speeds closer to its
optimum operating point; more energy not
used for forward propulsion is then captured
in the battery, increasing electric range.
Meanwhile, FEV exhibited a two-speed
eCVT earlier this year, for use in an EV or
as part of an extended-range hybrid system,
and demonstrating suitability for packaging
within a downsized engine compartment; this
transmission, with no torque converter, is
said to be 10% lighter, shorter and less
costly to make than a comparable DCT.
Cost is less of an
obstacle than you might
think, because multispeed
solutions can use a
lower-cost motor for
the same installed
performance as a singlespeed transmission
Paolo Mantelli, head of performance automotive
engineering, Oerlikon Drive Systems
Number crunching
Top: Paolo Mantelli, head
of performance automotive
engineering at Oerlikon Drive
Systems, believes that there is
an industry-wide shift toward
automated transmissions
Right: Oerlikons eDCT system
provides EVs with greater
range, while reducing vehicle
weight and battery pack size
However, developing more advanced

transmission technologies for what is still a
very small market sector remains financially
challenging. Transmissions for EVs are still
a very niche part for us, admits Bernd
Vahlensieck, ZFs head of driveline technology,
advanced engineering and design, who thinks
that single-speed systems will remain the
norm in EVs for some time yet. There is
demand only for niche applications, he adds.
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TRANSMISSIONS
the motor for much of the time at around 90%

efficiency instead of 60-70%.
Interestingly, both engineers identify
particular issues, though not least the
expectations of the end user. The challenge
is to perfectly match a transmission shift
event with the electric motor controlling
torque management and speed, underlines
Merkel. The usual expectation for shift
changes with EVs is to be seamless, quiet and
undetectable by the driver.
Mantelli adds: You cannot separate satisfying
driver expectations from meeting the other
technical requirements. Ultimately, any solution
must be appealing to the consumer in terms of
cost, range, performance and driving comfort.
Yet, Cost is less of an obstacle than you

might think, counters Mantelli, because
multispeed solutions can use a lower-cost
motor for the same installed performance
as a single-speed transmission. However,
where lowest cost is the main priority, a
single-speed reduction transmission will
always have an advantage.
Cost aside, there are important technical
disadvantages to single-speed transmissions.
There is a fundamental mismatch between
the rotational speed of the road wheels and
the preferred operating speeds of an e-machine,
Mantelli points out. Although it is true that
an electric motor generates maximum torque
from zero rpm, the motor efficiency is poor at
Transmissions for EVs are still a very niche part

for us. There is demand only for niche applications
Bernd Vahlensieck, head of driveline technology, advanced engineering and design, ZF
such a low speed. For the lowest-cost

solution, a driveline with no reduction
gearbox is attractive, but performance,
efficiency and range will all be compromised.
Therefore choosing the right number of
ratios is necessary to provide the optimum
solution for a particular application. Modern
simulation techniques enable detailed
comparisons of vehicle efficiency and
performance attributes to be made at the
concept stage, while evaluating the alternatives,
adds the Oerlikon engineering head.
Despite this, the general consensus across
the industry is that multispeed transmissions
can play an important role in maximizing
energy efficiency levels and, in the case of
pure battery-electric vehicles, increase the
overall operating range.
Transmission efficiency is a key enabler
that can help optimize battery range and
cost, says BorgWarners Merkel. Multispeed
transmissions also give the OEM the
opportunity to operate the motor and the
generator in a more efficient range.
Indeed, according to Merkel, BorgWarners
three-speed version of its eGearDrive, in an
electric bus application, enables the 150kW
motor to operate within a 92-95% efficiency
range for both driven and regenerative
braking modes.
Mantelli concurs: There is a genuine
improvement in overall efficiency with a
multispeed transmission, typically of around
15%. This can be taken as a performance
increase or an extension in range, depending
on the control strategy required. The overall
efficiency improvement comes from operating
TECHNOLOGY TRANSFER
The move away from the traditional
engine-gearbox layout, combined with
increasing electrification in a diversity
of market segments, has opened up
opportunities for small start-ups as
well as the major suppliers and far
greater potential for technology transfer
between different industries and
sectors. One example of this comes from
London-based electric motorcycle maker
Agility Motors, which has won an award
from the UK governments Technology
Strategy Board for its multispeed
transmission for electric vehicles,
developed initially for a motorbike.
It literally has no clutch, says Agility
CEO Lawrence Marazzi. This means far
fewer components, much lower weight
and lower cost, and you can increase
the efficiency and change the way the
transmission interacts with the rider if
you control various elements.
Agilitys debut product, the Saietta
R sports bike, is single-speeder, but
the multispeed transmission has been
designed to be licensed for a wide
variety of uses.
When we developed it, we knew there
would be a great deal of interest in it for
light commercial vehicles. The system
can be scaled and changed for all sorts
of other applications, but is absolutely
applicable right now in its current design
for light commercial vehicles, says
Marazzi, describing the technologys
low cost, efficiency and tiny size, and
suggesting that it would also be suitable
for marine and industrial applications.
Top: Bernd Vahlensieck, head

of driveline technology at ZF,
says it will take a while before
EVs become mass market
Above: ZFs nine-speed
automatic transmission
combines economy and
performance benefits
Below: Agility Motors,
developers of the Saietta R
sports bike, has designed
a multispeed transmission
TRANSMISSIONS
Integrated innovations
For some applications, alternative products

are emerging that bridge the gap between the
more complex multispeed designs and
lower-cost single-speed simplicity including
those in which the transmission and motors
are integrated into a single module.
Oerlikon Grazianos 2SED technology, for
example, is a simpler option than the 4SED
and OGeco offerings, essentially being a
two-speed seamless-shifting transaxle
designed for passenger cars and light
commercial vehicles that can be coupled with
a transverse electric motor. It has been
defined as perfect for inner city transport, not
only for the reduction of CO2 emissions and
noise, but also for considerable cost savings,
enthuses Mantelli. The 2SED transmission
has been demonstrated in a Mercedes-Benz
eVito electric taxi. Depending on driving
style, compared with a single-speed it showed
improved acceleration, gradient climbing and
top speed, or reduced energy consumption.
Meanwhile, the MSYS multispeed traction
system developed by Drive System Design in
collaboration with Yasa Motors, MIRA and
Jaguar Land Rover integrates an axial flux
motor with a three-speed hydraulic
powershift transmission to give a 40% weight
Top: Oerlikon Grazianos OGeco
hybrid AMT with torque infill provides
very fast shifting, says the developer
Above: Production of ZFs hybrid
eight-speed automatic transmission
for passenger car applications at
the companys Saarbrcken plant
Left: ZFs dynamic driveline test rig
for passenger cars, which can be
used for EV and HEV optimization
saving and claimed efficiency improvements

of 10-15% in an EV compared with an
equivalent single-speeder, as well as drawing
less power for shifting than a DCT.
BorgWarners eAWD has hybridization and
powertrain combined into one compact, robust
package consisting of two electric motors as a
rear-axle module. Supplementing the enginedriven front axle, one motor provides
propulsion torque to the rear wheels and a
smaller second electric motor adjusts the
differential torque left to right between the rear
wheels on a balancer shaft to allow torque
vectoring. This nicely demonstrates how
electrification can complement handling and
stability control technologies, as well as enabling
all-wheel drive. Also suitable for all-electric
vehicles, eAWD eliminates the need for a
mechanical power transfer unit and propshafts.
ZF, too, has been working on an electric
axle drive system: Its an electric drive with
high power density that is centered on the
axle, with very good driving dynamics and a
better range, says Vahlensieck. The high-tech
system is especially, but not exclusively,
suited to subcompact and urban vehicles.
Going a stage further in weight and space
saving, ZFs Electric Twist Beam concept
(eTB) integrates the transmission and motors
into two separate drive units within a
semi-automatic suspension system, thus also
enabling torque-vectoring.
Direct-drive in-wheel drive systems are also
on the verge of coming to market. Protean
Electrics Protean Drive, which comprises
motors, inverters, control electronics and
software in a unit packaged behind a wheel,
went into production this year, and a drivetrain
is now under development for FAWVolkswagens Bora sedan in the Chinese market.
Multiple outcomes
Ultimately, however, it seems that the

development of transmissions for electric
and hybrid vehicles will be more about
appropriate solutions for different
applications, and different regions or markets,
rather than the emergence of any one
predominant and all-conquering technology.
ZFs Vahlensieck believes that, in the
foreseeable future, there will be mainstream
with a simple one-gear, probably two-step,
transmission and niche solutions for special
and maybe not so cost-sensitive applications.
Oerlikons Mantelli agrees: The preferred
technology depends upon the requirements
of the application. An urban delivery vehicle
with large payload variation, a range-sensitive
commuter vehicle and a hybrid luxury sports
car will each prioritize different aspects
of their performance. We would expect to
tailor a transmission solution individually
for each one.
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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?
COMMERCIAL VEHICLES
hile the light commercial vehicle sector

has been generally slow to adopt
electric powertrains, vans such as the
Nissan eNV200, Renault Kangoo ZE,
Mercedes-Benz Vito E-Cell and Iveco
Daily Electric are now rolling off production lines in
increasing numbers and appearing on delivery routes in
major cities, having undergone some extensive trial
programs. Yet significant barriers remain for fleets and
operators in going full battery-electric, and other
electrification options are being considered alongside the
purely plug-in preference.
The fleet market tends to be quite conservative, as fleet

managers thoroughly examine new technologies prior to
adoption, says Lisa Jerram, senior analyst at Navigant
Research, on the release of a hybrid and electric truck
report. The key to market sustainability will be to focus
only on those applications that provide the greatest
payback or other ancillary benefits, and to ensure that the
technology is sufficiently reliable for the fleet market. As a
result, Navigant forecasts very modest worldwide sales of
just 105,000 hybrid and electric trucks a year by 2020,
after a slowing of growth, which it puts down to analysis of
cost paybacks and dependency on governmental subsidies.
COMMERCIAL VEHICLES
This echoes feedback from customers.

All-electric vehicles come into their own for
urban operations and home deliveries, said
Jim York, vice president of GoGreen DHL
Supply Chain Europe, speaking at the
e-Mobility North Sea Region conference in
London earlier this year. As one of the worlds
largest freight and delivery services, DHL
operates 60,000 vans in Germany alone
where it incorporates Deutsche Post and
its in this market that the company has been
trialing the new generation of delivery
vehicles, including the Volkswagen e-Caddy.
However, while saying that driving range
itself is not necessarily an issue for inner-city
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
local infrastructures to
support a number of vehicles.
If thats not enough, DHL has
also found that on low-mileage
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.
than a system in which the motor works only to assist the

engine, with the latter demanding heavier, larger and
more expensive batteries.
On a smaller scale, the Fuso Canter Eco Hybrid truck
has recently been upgraded; other manufacturers
promising new developments in this arena include Iveco,
which showed a concept called Vision at the IAA show.
This features Ivecos Dual Energy powertrain integrating
kinetic energy recovery, an electric motor-generator and
transfer unit plus electric braking and steering into a
chassis driven by a 2.3-liter common-rail diesel. The
company says such a powertrain realizes a 25% reduction
in fuel consumption and CO2 emissions, along with an
electric-drive range sufficient for local or low-speed usage,
up to 50km/h (31mph).
We see the same technology trends as

we do in passenger cars, but slightly
later and at lower adoption rates
Paul Rivera, managing director, hybrid and electronic systems, Ricardo
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
rear wheels via a two-speed automatic
transmission, plus a Volkswagen V6 TDI
sourced engine acting as a range-extender
and generator but sees electric-only
operation as being technically more complex
The all-new Iveco

Vision, featuring the
manufacturers Dual
Energy powertrain,
was unveiled at the
2014 IAA Show
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Quick and cost-effective payback
But its not just the OEMs that have been busy
developing e-powertrains for van and truck
applications alike. Modular systems such as
the ZF TraXon Hybrid development offer
further possibilities. The German Tier 1s
module, mounted in the clutch bell housing,
integrates a 120kW e-motor and enables
low-speed all-electric driving, stop/start,
energy recuperation and boosting of the IC
engine, as well as the direction of otherwise
wasted energy for auxiliary power supply to
items such as cooler units or to facilitate
additional functions such as coasting (engine
switch-off at speed) and quiet, efficient
electric power take-offs, all to give a projected
fuel saving of around 5%. Bosch, meanwhile,
suggests fuel savings of up to 15% from its
parallel hybrid system, as tested in a 40
metric ton truck, which enables all-electric
start-up, a short electric-only range, stop/start
and electric powering of peripheral systems.
Boschs compact module slots between an
existing engine and gearbox, and can work in
combination with waste heat recovery for
energy saving at different points in its
operating cycle.
Paul Rivera, managing director for hybrid
and electronic systems at Ricardo, says that
1. The MAN Metropolis

prototype combines a
203kW motor driving the
rear wheels via a 2-speed
transmission, and a
Volkswagen V6 TDI engine
2. The Metropolis is a
range-extended waste
collection vehicle that
offers local authorities
a low emissions solution
Electrification is going to have

to apply to a lot more vehicles
than just that small niche
Jules Carter, engineering director, new product innovation, GKN
3. ZFs TraXon automatic

transmission system can
becoupled with five drive
modules (from left): a single
or twin plate clutch; a dualclutch module; a hybrid
module; an enginedependent PTO; and a
torque converter clutch
3
varying optimum technologies differ by sector: It

depends on the size of the vehicle and the typical overall
duty cycle. He adds, So the additional cost for a full
hybrid system can be very expensive, because of the
energy storage and the power electronics. In the smaller
vehicles, there is a good amount of work right now
investigating mild hybrid and 48V technologies even for
commercial vehicle applications. If you get into 3/4 tons,
then plug-in hybrids are a potential solution. As you get
into very large trucks, full hybrids, because of the mass of
that truck on very small grades, even on a 1% grade
they can pick up 100kW in energy recuperation.
Ricardos projections see PHEV and pure electric
commercial vehicles becoming more widely adopted from
around 2020, with full hybrids having a mainstream
presence in the heavy-duty sector from around 2025 and
beyond. Rivera describes plug-in hybrid applications as
being well-suited to smaller to mid-sized applications on a
predictable duty cycle, with the opportunities
to create export power ideal for utility
or telecommunications organizations
with the need for on-site power
but with low-cost micro-hybrid
and mild hybrid technologies as
a much nearer-term prospect.
Were seeing OEMs looking
at whether or not they can apply
48V mild hybrid system with a
10-15kW belt-starter generator
with the benefit of stop/start
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SPECIAL DELIVERY
technology, a smaller battery pack and a small

amount of regeneration, adds Rivera. In
addition, if you have the right-size battery
pack, you can run your air-conditioner or
your heater for a little time before the vehicle
has to restart, with the 48V bus able to take
on these and other power-hungry ancillary
demands. The Ricardo MD is also keen to
point out developments in the car market
that will start to deliver economies of scale,
noting, We see the same technology trends
as we do in passenger cars, but slightly later
and at lower adoption rates.
Similarly, the need for lower-cost solutions
is also driving the development of flywheeldrive technologies. In electric buses
particularly, you can be spending three or
four times more on a battery pack than what
our entire system costs, states Jules Carter,
engineering director for new product
innovation at GKN Land Systems, who also
points to the problem of battery charging
downtime. We dont use a battery, we use
quite a simple and straightforward flywheel
system, he says. GKNs electric-drive system,
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
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
Environment-impact Reduction)
showcases the benefits of a
purpose-built electric vehicle.
Produced as part of an ECfunded project, coordinated by
ika (Institut fr Kraftfahrzeuge)
at RWTH Aachen University
and involving partners including
Fiat, Volkswagen and Michelin,
it was created for tasks such
as postal and supermarket
deliveries or urban/suburban
city council usage. Besides its
flexible walk-through cabin
developed to prioritize driver
safety and stress-reduction, it
has a powertrain layout that
maximizes its capabilities. Its
rear-mounted pair of 57kW,
42Nm Michelin in-wheel motors
represent a very compact
drivetrain, explains ika project
coordinator Micha Lesemann.
As they only very slightly
increase the wheel arches, the
gained space can be used for

cargo volume; it resulted in a
flat and very wide cargo floor.
A 2-speed transmission is
accommodated, as well as an
80-cell Li-NMC battery pack,
and the prototype is capable of
a 100km driving range and a top
speed of 100km/h, with a 700kg
payload. Although a major
challenge remains with the low
energy density of the battery,
its high production cost and
performance degradation over
time, says Lesemann, many
parts of electric drivetrains have
a very mature level or are used
in series production already.
Findings from the DELIVER
program will inform the project
partners and the demonstrator
vehicle will remain available
for future research, not only
on electric drives, but also on
aspects such as ergonomics,
design and charging, he adds.
1. The MAN TGX hybrid

concept features a 440ps
diesel powertrain and
a 130kW electric motor
2. MAN believes that a
parallel hybrid setup, such
as the one in the TGX
concept, is the most
appropriate for longdistance heavy trucks
2
COMMERCIAL VEHICLES
1. DHL is actively looking to

reduce its carbon footprint
by using more vehicles
with state-of-the-art
efficient powertrains.
Pictured here is a DHL
delivery truck with a Volvo
FE Hybrid drivetrain
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
operating on a stop/start cycle, such as urban

delivery vans and refuse trucks. In fact, the
compact motor is apt for fitment in vehicles
from passenger cars through to 20-ton
trucks, as well as specialist construction or
agricultural vehicles, and can be used as a
motor or a generator in a range-extended
system. And if thats not impressive enough,
GKNs eAxle brings further gains, as Carter
explains: The benefit of the electric axle is
that it allows you to make the diesel engine
a lot smaller, particularly if you use the
flywheel as energy storage, because if you
need 200kW to drive your truck, you can
get 100kW out of the flywheel and 100kW
out of the engine, and then when youre not
accelerating, the engine will catch up and
recharge the flywheel.
Small is beautiful
The key to market sustainability will

be to focus only on those applications
that provide the greatest payback
Given the modest rate of development, speed

of adoption and market demand, it seems that
all-electric commercial vehicles are likely, in
the short to medium term at least, to remain a
minority compared with both mild and full
hybrid models although thats not to say
that the market is not developing. Zones
with noise or emissions legislation and
enforcement, and specific applications on
industrial sites or business parks, will all call
for electric-only running modes and there is
a lot of movement in very small commercial
vehicles, for campuses and for inner-city
kinds of driving applications, notes Ricardos
Rivera, citing the Renault Twizy as an
example of the sort of micro-EV under
consideration for urban operation. Such
low-cost electric quadricycle-type vehicles,
or even scooter-style three-wheelers like the
Toyota i-Road, are being marketed as last-km/
mile solutions for deliveries and personal
Lisa Jerram, senior analyst, Navigant Research
transportation, as well as having possibilities for full

on-demand hire and sharing schemes. Volkswagen is
expected to put its e-Load Up concept based on the
popular Up city car into production as a way of entering
this emerging market segment.
And while conversions of existing larger IC vans remain
predominant due to cost constraints, ground-up developments
and purpose-designed prototypes such as the DELIVER
development demonstrate some innovative thinking (see
Special delivery on page 111). Nonetheless, it looks as
though incremental degrees of hybridization will play a
greater role in the nearer-term process of a transition to
electromobility in the commercial vehicle sector, with
differing technologies in different types and sizes of
vehicle. Theres always going to be a real inner-city need
for zero-emissions electric vehicles, but electrification is
going to have to apply to a lot more vehicles than just that
small niche, sums up GKNs Carter.
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I-20144 Milano, ITALY
Tel: +39 02 4241471
Website: www.consystem.it
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
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.
LIQUID AIR ENGINE
The Dearman refrigeration unit is a major

advance because it produces both cooling
and shaft power from a single unit of fuel
Nick Owen, chief technology officer, Dearman
Combining cooling and power
The primary application for the Dearman engine is in

transport refrigeration, as Owen explains: A refrigerated
vehicle is cooled using a truck refrigeration unit (TRU),
which is powered by a secondary diesel engine, thereby
consuming up to 20% of the vehicles fuel. The TRU
engine is only compliant with off-highway regulations,
which are a light-touch for low-power units, so it can
emit up to six times the NOx and 29 times the particulate
matter of a modern Euro VI truck propulsion engine. The
Dearman refrigeration unit is a major advance because it
produces both cooling and shaft power from a single unit
of fuel essentially giving two bangs for one buck. Whats
more, it is zero emissions at its point of use, emitting only
cold air as exhaust.
In this particular application, the fuel is vaporized in a
heat exchanger inside the refrigerated compartment of the
engine, cooling it and using the expansion to drive the
unit. Shaft power can be used to power a conventional
refrigeration compressor, or for auxiliary power.
The impact of Dearmans vision could be considerable.
As well as being quieter, it reduces fuel consumption by
up to 25%, decreases CO2 emissions and is

cheaper to run. And due to the Dearman
TRU being zero emissions at its point of use,
it delivers huge improvements in air quality.
According to a recent report [Liquid Air on
the Highway, June 2014], introducing just
13,000 Dearman engines would reduce NOx
emissions by the same amount as removing
80,000 Euro VI vehicles from the road, or 1.2
million Euro VI diesel cars. And in terms of
particulate matter, it would be equivalent to
removing 367,000 such vehicles from service.
This application, which is partly funded
by a grant from Innovate UK, is gearing up
for on-vehicle demonstration at the Motor
Industry Research Association (MIRA).
Commercial field trials are planned for 2015,
in collaboration with Hubbard Products.
Recycling waste heat
1. The Dearman engine is a novel piston

engine powered by the phase-change
expansion of liquid air or liquid nitrogen
2. Peter Dearman, inventor of the Dearman
liquid air engine, was inspired by the idea
of cryogens being used as a source of fuel
3. The Dearman engine can be used either
as a prime mover (main engine) or as a
secondary unit to recover waste heat from
an IC engine in order to increase efficiency
Another use for the Dearman innovation is

as a waste-heat hybrid for heavy-duty urban
vehicles. The Dearman heat hybrid, Owen
claims, can solve an issue affecting IC engines
that around a third of the energy derived
from fuel is lost as low-grade waste heat. The
Dearman uses this waste heat to boil the liquid
air and warm the heat-exchange fluid. The
power produced is fed into the engine, enabling
it to be downsized and increasing its efficiency.
LIQUID AIR ENGINE
2
1
Heat exchanger (2) providing cooling to

goods compartment from refrigeration unit
Heat exchanger (1) providing cooling

to goods compartment from cryogen
Refrigeration unit and Dearman engine
Cryogenic storage vessel
A Dearman heat-hybrid system would be

cheap to build, costing much less than an
electric hybrid bus, and has the potential to
reduce the diesel consumption of a vehicle
by up to 25%, suggests Owen.
As well as reducing fuel consumption and
emissions, the heat-hybrid technology could
also be used to provide free cooling. In a bus
in a hot country, such as India or Tanzania,
where we have already conducted some
high-level market studies, this would mean
taking the air-conditioning load away from
the main drive engine.
There is also a proposed third application
in development a small, low-cost, zeroemissions unit.
Proving grounds
one located each side of the piston ring, tribology is an

area of ongoing development. That said, we are making
good progress.
Indeed, the Dearman engine also has the potential for
integration into existing engine architectures. It shares a
similar structure to current IC engines, thereby enabling
manufacturing infrastructure to be carried over easily.
In terms of putting one in the vehicle, its a straight
swap in truck refrigeration or a prime mover so the
challenge is packaging the tank, not the engine. In the
heat-hybrid it sits alongside the downsized main engine,
and we have a package solution that works on a bus.
But Owen admits that refrigeration is the easiest market.
Think of it as a way of harvesting waste power from a
liquid nitrogen cooling system. That being said, with the
next-generation engine that we are currently designing,
I think we can use almost half the liquid nitrogen of
a simple system that cools by evaporation only.
With such wide uses on the horizon, the

company is working hard to prove its concept.
We have two engines running: one in our
lab and another, integrated into a refrigeration
system, being fitted to the truck by MIRA,
adds Owen. It has made the heat exchangers
thoroughly cold on the laboratory floor, so I
cant wait to see the results in the truck. We
are also making great progress in the lab
we have already trebled the power output
and improved efficiency by as much as 30%
on the initial spec.
However, the development process has
encountered some challenges, including
achieving adequate efficiencies from the unit
and maintaining durability. The isothermal
process worked quite well out of the box,
efficiency gains have come from optimizing
all the variables and attacking parasitic losses,
and the next engine will be even better. The
basic unit is now durable, but with two fluids,
Following the successful completion of tests at MIRA, the

truck refrigeration engine is due to commence commercial
field trials with Hubbard and a logistics operator in 2015.
Low-volume manufacture is currently scheduled for 2016.
The heat-hybrid waste-heat recovery system will be on a
testbed in 2015.
The development program has already brought about
US$13.7m of investment to the UK, as well as sustaining
more than 40 jobs. The Centre for Low Carbon Futures
and the University of Birmingham both estimate that the
engine could, if it develops as expected, be worth at least
2,100 jobs to the UK by 2025.
Innovative clean technologies tend to come at a much
higher cost than incumbents, and this is often the reason
for slow adoption within industry, however the Dearman
engine breaks this orthodoxy, states Owen. It would be
economic without subsidy, and this is one reason why
liquid air is rapidly becoming recognized as a promising
energy vector in the transport industry.
1. Dearman is targeting commercial vehicle

fleets as its primary market, with a specific
focus on refrigerator trailers, as they have a
huge impact on air pollution but are likely to
remain untouched by new EU air pollution
legislation due to come into effect by 2020
2. In 2014, Dearman, Loughborough
University, MIRA and Air Products won
funding from the Technology Strategy
Board in order to build and test a liquid air
engine fitted in a commercial vehicle
3. The low-energy density of liquid air
storage means that it could rival electric
battery power in vehicle applications
Industry adoption
GKN BMW i8 E & H V Tech Intl ad.indd 3
05/11/2014 15:56
MAN AND EV MACHINE
Sixth
sense
As technology continues to advance, our reliance on and
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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
118// January 2015 // Electric & Hybrid Vehicle Technology International
MAN AND EV MACHINE
INFINITI DESIGN SAN DIEGO

This concept introduces a brand-new universal fuselage
pod that can transform into three vehicle types and will be
used for Infinitis unique triathlon competition, the ARC (Air,
Rally, Circuit) race. The first stretch of the race is a Formula 1
grand prix course from Los Angeles to Las Vegas. The second
portion is a desert race, which requires driving an off-road
buggy to the Grand Canyon. And the final leg of the race is a
gymkhana-style jet race through virtual pylons back to L A. The
ARC triathlon will also be the debut of Infinitis new futuristic
human-machine interface called Synaptiq, a system that will
make the driver and machine become one by connecting the
Synaptiq SUIT (Symbiotic User Interface Technology) through
spinal lock attachment. It will enhance the drivers passion
and performance for racing as well as influence the design of a
vehicle that will provoke imagination.
MAN AND EV MACHINE
QOROS DESIGN SHANGHAI

Underpinning the basis of the Qoros entry is a digital and
physical concept, codenamed Q: Qoros Qloud Qubed, where
the vehicle will become an intelligent, multi-dimensional
personal management assistant. Q learns from the user
over time through the five senses: sight, touch, smell, taste
and sound. Whats more, the dynamics of the relationship
between Q and the user is modeled on how human
relationships develop over time. Q learns the users tastes,
favorite restaurants, places regularly frequented, music
preferences, friends, family and much more during
the ownership period, and is designed to maximize safety
by identifying when the user is acting irresponsibly and
quickly switching to automated driving mode.
MAN AND EV MACHINE
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.
MAN AND EV MACHINE
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.
Honda Advanced Design Tokyo

The CARpet is a human-focused interior
consisting of two elements a carpet
and a ball. The former is a highly flexible
platform used to create a seamless and
uninterrupted space with the freedom to
change its shape to accommodate each user.
Whether alone or traveling with friends,
users can manipulate the cars interior and
make intuitive and natural forms for their
ride. The second element, the Honda ball,
allows drivers to interact with the vehicle
during their autonomous journey. Within its
closed shape, the Honda ball provides users
with a calm interface that responds to voice,
touch and gesture commands for human-tovehicle communication. In active mode, the
driver can use the ball to control the car; the
synergy between car and machine emulates
that between a rider and their horse. Via the
Honda ball, the car also interprets driver
commands to determine its optimum move.
TIRE RESEARCH
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
Parans Paranthaman
co-led the team of
scientists at Oak Ridge
National Laboratory
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
new mines come online or a suitable anode substitute
material is found.
TIRE RESEARCH
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TIRE RESEARCH
Left: A comparison of
the nitrogen absorption
and pore volume of
graphite powder, control
carbon and tailored carbon
Carbon black is the new gold
The man-made carbon black developed by the Oak Ridge

team is similar but superior to graphite in initial tests.
According to a paper published in the RSC Advances,
a small laboratory-scale battery was subjected to 100
charge cycles. The capacity then measured nearly
390mAh/g of carbon anode, which, according
to Oak Ridge exceeds the best properties of
commercial graphite.
This technology addresses the need to
develop an inexpensive, environmentally benign
carbon composite anode material with a highsurface area, higher-rate capability and long-term
stability, explains Naskar.
While the technology is still in its laboratory
infancy, some of the major steps in the eventual
manufacturing process are already part and parcel of
the tire recycling infrastructure. According to the teams
paper, the practice involves shredding waste tires and
removing all metallic substances. The micronized tire
rubber is then digested in a hot oleum bath based on a
sulfuric acid formula to yield a sulfonated rubber slurry
that is filtered, washed and compressed into a solid cake.
The carbon black is recovered from this material through
pyrolysis a procedure that heats the rubber without
burning in an oxygen-free atmosphere. In this process
the waste tires are basically distilled down into fuels,
gases and carbon.
Numerous tire recycling operations throughout the
world already have shredding or pulverizing capabilities,
and carbon black is being recovered from shredded tires
through many pyrolysis facilities. Much of that carbon
black, however, is suitable only for low-grade applications
such as hoses, toner or ink pigmentation. Even highquality carbon black manufactured from premium
feedstock is not suitable as an anode material.
However, the proprietary rubber pretreatment developed
by the Oak Ridge team, combined with pyrolysis, results
in a carbon monolith with a very different microstructure
that makes it suitable for manufacturing anodes.
The Oak Ridge research began when Naskar, a member
of the carbon group, teamed up with Paranthaman in the
battery group. He understood all the chemistry, says
Paranthaman. We were looking at low-cost batteries and
testing different sources of carbon when we zoomed in on
carbon black from tires.
According to Paranthamans estimates, the

current average figure of US$400 per kilowatt-hour
for automotive battery power will need to drop to less
than US$300 before electric vehicles become both
practical and affordable for mainstream consumers.
US$250 is really the level at which you can penetrate
the market, he adds.
The research team conducted tests using
250g batches of pulverized tire rubber. The
electromechanical studies were based on the
production of a CR2032 coin-sized (20mm) cell,
commonly used in calculators and small devices.
The anode material was constructed using 80%
recovered carbon and 5% commercial carbon. A
traditional binding material was used to adhere the
mixture onto copper foil in order to form the anode.
Charge/discharge cycling between 0V and 3.0V was
conducted at room temperature under different rates
on the test cells, and the results were compared with
graphite-based anodes.
This technology addresses the need to

develop an inexpensive, environmentally
benign carbon composite anode material
Amit Naskar, group leader, carbon and composites, Oak Ridge National Laboratory
Right: The process to turn

recycled tires into anode
material now needs to be
proved in larger batteries,
and on an industrial scale
TIRE RESEARCH
Now we need to demonstrate this on a large battery,

says Paranthaman. Were looking for companies to license
the technology and work with us in the next phase.
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
recovery rates could be as high as 50% of tire material.
There are numerous pyrolysis operations around
the world using recycled tires as feedstock especially
in India, China and Eastern Europe. Carbon black is
recovered along with fuel oil and gas which is often
used at the plant for heating operations. But recycledtire pyrolysis plants are often difficult to finance because
of the high tonnage of tires required for them to be cost
effective and the low value of recovered products. In the
USA, environmental issues can also be a barrier. For
example, the state of Texas recently filed a suit against
a large recycling plant near the Mexico border, which
it accused of engaging in hazardous and unauthorized
pyrolysis operations.
1. A transmission electron
microscopy image showing
control recovered carbon,
which has the morphology
of fused particles with
irregular shapes
2. Ground carbon produced
from the sulfonated tirerubber-derived monolith
has the morphology of a
uniaxial nanostructure
FRUGAL FORMULA
Motorsport has long served as a proving
ground for developing everyday tires. And in
this respect, Formula E, the worlds first fully
electric global racing series, has provided
the ideal opportunity for Michelin to further
improve the energy efficiency of its road
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
team to develop the Michelin Pilot Sport EV
according to the FIAs technical requirements.
At the time, the layout of the tracks was
unknown and a final specification for the car
had not been finalized, which presented an
interesting challenge to the development team.
That was one area where we had to work with
the organizer, says Michelins motorsport
director, Pascal Couasnon. At least we knew
what would be punishing for the tire either
full speed under loads or at low speed and full
According to the complaint, The [pyrolysis] process

turns a non-hazardous material scrap tire into a
hazardous substance, a low-grade oil that may be used as
fuel after additional refining. Tire pyrolysis facilities also
have an inherent risk of fire and explosion if not properly
designed, tested, operated and maintained.
However, there are tire pyrolysis locations that have the
blessing of local and federal agencies, and new-generation,
closed-loop plants coming through from the likes of
Pyrolyx. The technology and hardware are available for
clean, safe operations on a global scale. Tire pyrolysis
plants have even been listed on eBay. And if the Oak
Ridge research can be applied to an industrial scale, then
supplying the battery market offers the profit potential that
investors may need to launch new and larger facilities.
They had to develop the

batteries to run long enough for
us to test and compare the tires
Pascal Couasnon, motorsport director, Michelin
acceleration. We also didnt have a car, so we

had to try and simulate that.
To conserve battery power, the tires rolling
resistance has been optimized. In addition,
teams will have just one set of tires to last
them an entire race day. Our goal is to show
that we can produce a very fast tire that works
in both the wet and the dry. By doing that, we
can use what we learn on track in our road
tires. The tread pattern is also close to that of
the Pilot Sport Cup 2 road tire. This will enable
us to prepare for the evolution of the next
generation of Pilot Sport family tires. We have
used very sophisticated compounds that can
resist extreme conditions, Couasnon explains.
This also means a reduction in the number
of tires produced and transported to each
race (around 200 for 40 cars), which is more
environmentally friendly.
To further increase the transferability
of technology from the track to the road,
Michelin opted for an 18in tire: We had
the idea to use larger tires big wheels on
open-wheel cars. If you look at the tires on
most single-seaters now, they have a very tall
sidewall, which is something you dont see on
the street, says Couasnon.
Around 100 designs were analyzed virtually

using Michelins in-house developed software,
before the selection was narrowed down. We
built the tires and mechanically tested around
20 solutions in the lab for safety. Rig testing
also helped the team to optimize durability.
For track testing, a dummy vehicle was built
to mimic the load and weight distribution of
a Formula E car. They had to develop the
batteries to run long enough for us to test
and compare the tires, Couasnon adds.
Initially, test drivers chose a track layout
that focused on road-holding, with each
corner broken down into four zones: braking,
corner entry, apex and corner exit.
Once the production-spec race car became
available in 2014, track testing began at
Monteblanco, Spain; Clermont-Ferrand,
France; and Donington Park, UK.
By the beginning of April 2014, we had
narrowed the choice to four, Couasnon notes.
A test session at Frances Issoire Auverdrive
Circuit (with all the Formula E technical
partners) analyzed the four options before
a final selection was made.
The Pilot Sport EV is produced at Michelins
Cataroux factory in Clermont-Ferrand.
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HYBRID RACERS
Long-distance
The Toyota TS040 has consistently
been the fastest car in this years World
Endurance Championship. E&H got the
inside track on its digital development
runner
WORDS: BRIAN LABAN
HYBRID RACERS
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 safetyoriented 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
The future power of

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Call us to learn more about how we can help you
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HYBRID RACERS
that Audi and Porsche dont, namely chassis

and powertrain development taking place on
different continents. TMG (Toyota Motorsport)
physically tests individual chassis elements in
Cologne, with weekly video conferences on
the testing/design process of all powertrain
elements in Japan, using CAD models to
progress layout and installation work as well
as virtual development.
All virtual analysis is done on open
TMG-developed software, to plug-and-play
external data around the main parameters.
So a powertrain from Japan can be
plugged into a chassis from Cologne
without it ever being there, and its
compatibility and performance
assessed within the virtual car.
A key element in this phase is
hardware-in-the-loop simulation,
which simulates inputs such as
engine, gearbox, ECU, chassis
and even the driver more
dynamically than using recorded
track-session data. For example, HIL
recognizes that if the engine gives more
power, as well as the car going faster, the
suspension may endure greater forces,
whereas simply replaying speed-related
track data wouldnt change those forces.
TMG started what it describes as its
groundbreaking use of HIL a decade ago,
during Toyotas F1 period, and more than 10
man-years went into developing the system.
In 2011, TS030 became Toyotas first complete
car developed essentially from scratch using
HIL a far bigger and more complicated task
than the incremental F1 changes for which
the system had previously been used.
HILs connected approach makes the main
car functions modular in the virtual
environment, so any virtual data set can be
swapped for a real-life set at any given time.
Any improvement in simulation accuracy of
one module (such as the engine) has a direct
(positive) effect on the accuracy of all the
other modules. The key benefit of simulating
all parts in parallel is to remove the risk of
finding knock-on problems at roll-out. In
linear development, individual areas can
work perfectly in isolation, but many problems
emerge when parts come together. So, for
RACING RIVAL: PORSCHE 919 HYBRID

Porsche followed an essentially traditional
virtual and component-rig development
path, but initial track testing of the 919
Hybrid, from June 2013, highlighted that
pitfall identified by Toyota: the knock-on
effect of unforeseen problems with a key
component on other areas. In Porsches
case, a major vibration issue with the 2-liter
V4 only became evident at roll-out, but

was severe enough to cause suspension
breakages and even distort driver feedback,
as it blanketed crucial details of the
underlying chassis feel. It triggered a major
engine redesign, costing the program
valuable time and underlining the value of
a truly connected virtual regime.
example, a gearbox seizes beyond a rev limit,

but fixing that reveals the clutch overheats if
used for too long over that same limit. HILs
parallel approach eliminates the chain reaction.
More than a shell
VS
RACING RIVAL: AUDI R18 E-TRON QUATTRO

Data capture and analysis dont stop after the development phase. Audis 2014 R18 e-tron
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
individual elements lasting only milliseconds), or as needed, mainly in short data-bursts as
the car passes the pits. The on-car electronic architecture links multiple ECUs via a CANbus
network, and as well as familiar mechanical elements, now meters instantaneous and
cumulative fuel-flow, hybrid-energy deployment, cockpit temperature and GPS-generated
road speed and location information under caution periods for official monitoring.
With HIL, an overall shell model is developed

at concept stage, with individual component
models developed in parallel. Continuous
evaluation of component concepts is possible
on the shell, which in turn gradually becomes
more refined. The more data thats submitted,
the more accurate the simulation. Problems
caused by the interaction of components are
seen at an early stage and refined out. For
example, given 2014s new parameters, ECUs
were changed to simulate new fuel/energy
control systems.
Wind tunnel results are linked directly to
HIL and anything that reaches a physical
model has been pre-validated as a potential
improvement in CFD, minimizing cost,
saving time and setting challenging targets.
Continuously updated wind-tunnel results
(TMG has its own tunnel on-site) are returned
to the CFD simulations, not only to feed
information but also to improve correlation.
In this respect, Toyota cites very good
correlation between virtual and physical aero
data, but admits that empirical assessment on
track is difficult. Using Flow Vis is useful, but
the main correlation for model versus full-size
car is in the tunnel. Correlating any
discrepancy between 60% and the full-size
car is typically done once for each generation.
Knowing how the model behaves with
powertrain variations enables more confident
prediction of drag and downforce targets. For
TS040, that meant being able to quantify how
drag/downforce balance had shifted with the
fuel-saving regulations.
HIL draws from a seven-post rig for
assessing complete suspension/vertical
dynamics; MTS 329 rig-testing of complete
front and rear suspensions for performance
and reliability; a transmission lubrication rig
for functionality and oil system optimization
(such as reducing tank capacity); wheelbearing rigs; full powertrain testing on a
high-dynamic engine dynamometer and
driving simulator information.
HYBRID RACERS
1. A 60% model of TS030,
predecessor to Toyotas current
car, in one of TMGs two wind
tunnels. Both have continuous
steel-belt rolling roads with a
maximum speed of 70m/sec
2. A TS040 gearbox on the
transmission lubrication test
rig. By simulating the g-forces
and analyzing the oil flow, the
oil tank can be reduced in size
as less contingency is required
3. The Le Mans track, used
for the World Endurance
Championship, is available in
TMGs high-tech simulator
TMG says that the big question for driving

simulation is, Can we solve this using a
virtual driver or do we need a real one? With
real drivers, however good they might be,
each lap isnt 100% repeatable, so the data
is quite noisy. However, that said, in some
areas, real driver feedback is essential: the
drivers feel is subjective, so anything that
strongly affects balance benefits. Whats
more, the simulators digital driver accepts
an oversteering car without emotional issues
like loss of confidence, lap times or control.
But in the real world, driveability is vital in
delivering optimum times every lap. So,
theoretical performance is useless if the car
is so twitchy that the driver never has the
confidence to push hard.
A driver might say the car feels soft, or
disconnected in high-speed corners, but its
hard to know what that means mechanically.
Via the simulator, engineers can quickly and
safely recreate scenarios to define the physics
behind such descriptions, helping set up
the car on track. The software is a TMG
development, DynSim, which models engine,
gearbox and driver inputs, with XPI helping
with integration at the beginning, and
supplying visual displays and track scans.
Abstract developments can also be simulated.
For example, what happens with radically
different suspension pick-up points, or
physically impossible settings? This is
particularly valuable when it comes to major
changes in areas such as suspension geometry.
If an abstract change is judged to have worked,
then the engineers know what characteristics
have been generated, so even if the original
concept is physically impossible (or banned),
they can still search for practicable solutions
that create similar characteristics and fall in
line with the regs.
Early in the design process, digital tools

can also predict key driving characteristics,
energy management strategies and cockpit
ergonomics for alternative design directions,
allowing a driver to evaluate the most
appropriate, and then referring back to
the individual strengths and weaknesses
of the previous car.
Toyota carried out mandatory LMP1 crash
tests at TASS International Safety Center in
Helmond, Netherlands, (private dynamic
tests were conducted before at the FIAcertified tests), and says that providing greater
driver protection in the new car wasnt
especially difficult to achieve the challenge
was to do so without adding weight.
The company started track testing 18
days, over 25,000km (15,535 miles) at Paul
Ricard (France), Motorland Aragn and
Vallelunga (both Spain) later than LMP1
rivals partly because of the emphasis on
rig-testing individual components for
reliability and basic performance. When
TS040 hit the track, it was expected to run
without major problems thanks to HIL
so a potential showstopper on component A
doesnt affect the testing of components X, Y
or Z. With early lock-in of operating windows
for particular setup items (such as ride-height
and suspension travel), the problem should
end there, unless those windows prove
unsuitable. Only detailed setup remains.
Virtual and physical component testing can
massively reduce track testing (and therefore
cost), thanks to painting a more complete
picture of each components reliability and
interaction. And HIL is coming to the fore in
road-car development at TMG and elsewhere
as an efficient way to test high-value,
low-volume components and prototypes
bred by racing.
Its safer with OXIS

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Innovation by Tradition
SUPPLIER INTERVIEW: DRS
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
In the vehicle power market, customers look

on characteristics such as a lengthy product
life and extreme ruggedness as not only
desirable, but entirely fundamental. So when
a supplier of power electronics has a proven
track record with a client as demanding as
the US military, its no surprise to see such
a pedigree highlighted.
DRS Technologies a leading technology
supplier of products and support to militaries
and other contractors around the world has
no shortage of such experience. Our power
electronics capabilities were born on the
battlefield, says Matt Johnston, vice president
of business development. Were one of the
largest producers of power generation and
conversion products for the US military.
Besides being the largest producer of tactical
diesel generators on the battlefield, DRS has
supplied more than 50,000 UPS products,
and has them in service around the world.
We understand rugged power electronics,
and have done them for a long time. More
importantly, we understand reliability and
what it means to be mission ready.
DRS is certainly well established in the
defense industry, and has developed a line
of power products for military vehicles.
And in the past few years, the company has
begun a move into the commercial hybrid
sector. We saw a gap in the onboard vehicle
power (OBVP) and exportable vehicle power
(EVP) markets, Johnston states. We had
commercial customers come to us because
they needed rugged power electronics that
hold up in harsh environmental conditions, and
that met the demanding power requirements
of modern commercial vehicle applications.
Industry experience
It helps that many of the design principles

that govern power electronics in military
applications also hold true in the commercial
Above: The BDC-15

bidirectional charger
Right: DRS facilities in
Bridgeport, Connecticut
Were coming to the commercial market

and we understand that, bar none, the
biggest challenge is cost-competitiveness
Matt Johnston, vice president, business development, DRS
sector. We understand product life better

than many companies, adds Johnston.
Typically, you dont supply goods that dont
have a minimum of a 10-year life, and tens of
thousands, if not hundreds of thousands, of
MTBF hours. It has to be rugged and it has to
be reliable.
The two markets are different, however,
and expanding the companys purview into
the commercial sector required a level of
adaptation and the ability to address the
primary concerns of commercial customers:
cost and value. Weve had to modify some
of our design aspects and manufacturing
approaches to be more cost-competitive,
Johnston explains. There are differences
in specification requirements between
military and commercial uses. In terms of
shock and vibration resistance, for example,
we dont have to worry about things like
SUPPLIER INTERVIEW: DRS
We had commercial customers come to

us because they needed rugged power
electronics that hold up in harsh conditions,
and that met the demanding requirements of
modern commercial vehicle applications
Matt Johnston, vice president, business development, DRS
explosive blasts. Also, temperature and

cooling requirements on the commercial
side are rising to levels similar to military
specification and weve already solved
those. Maintaining product
performance across a range of
applications is key. DRSs onboard
and exportable power portfolio ranges
from 2-100kW (with plans to expand
up to 200kW in the future) and offers
solutions for customers wanting
everything from cost-effective
work-site export power and bidirectional
V2G charging to generator replacement
applications all providing the same
ruggedness and durability that has made
DRS so well known in the defense sector.
But, as Johnston is keen to stress, DRS isnt
feeling its way blindly into a new market. We
have a core competency, and a great product
performance legacy. Were coming to the
commercial market and we understand that,
bar none, the biggest challenge is costcompetitiveness. Thats not new to us. Were
not some big, dumb DoD contractor saying,
My stuff lasts a really long time, so Im going
to come to your market and sell it at three
times the commercial price. That isnt going
to happen. We understand cost and value
very well and have shown our ability to win
in the commercial markets.
DRS also did plenty of homework before
setting out its portfolio. We got in front of
our commercial customers and asked what
it was they wanted, Johnston says. We
interviewed dozens of customers when we
were shaping the product line. We started
with our core competency, incorporated
direct input from the market, and yielded
a product line.
1. DRSs 100kW export

power vehicle inverter.
The company plans to
expand its portfolio up
to 200kW in the future
2. A 4kW inverter. DRS
conducted extensive
customer research before
finalizing its portfolio
3. Products such as the
DRS 2kW inverter meet
customer requirements
for low-power solutions
technologies are getting very widely adapted

and we have great relationships with some
major OEMs. This trend and market focus
is growing throughout DRS and its parent
company, Italian industrial powerhouse
Finmeccanica. Some of our best technologies
are starting to make their way very nicely
over to the commercial space, Johnston
confirms. My intention, my hope and my
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
technologies to the commercial market, were
also looking at commercial technologies to
bring to the defense market, Johnston
continues. Because of cost sensitivities,
most defense contractors, including us, are
aggressively looking outside the company
for technologies that would fulfill the
requirements in our space. Were reaching
out and bringing in COTS solutions and
ruggedizing them. I think youre looking at
a new way of DoD guys doing business.
Johnston cites lithium batteries as an
example of a product that, following
increasing testing and uptake in the
commercial and passenger electric and hybrid
markets, is now being considered for use in
military applications. For years, the defense
industry looked at lithium and said, No way.
We like to blow things up on purpose. We
dont like to have things blow up by accident.
We go to great pains to make sure that never
happens. Lithium batteries were taboo for a
long, long time. But thats starting to change
now. I sit in a lot of meetings and a lot of
conferences where the benchmark for lithium
technology being adopted in the defense
industry is the hybrid vehicle market.
The commercial and military markets for
vehicle power electronics are converging. And
rather than merely hopping on the
bandwagon, DRS is committing substantial
expertise and resources to leveraging its
experience and skill set in this new sector.
Were going to get out there and establish our
brand in the commercial space as well, as weve
done in the defense space, Johnston states.
Thats our challenge. When people think
about vehicle power, they should think
about DRS.
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
COOLiRIGBT
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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
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
provider is advanced technology that focuses
on innovation in the area of alternative power
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
disconnected. Meanwhile the companys
eTransmission technology has been developed
to manage the torque on the primary axle of
fully electrified vehicles.
The eAxles concept, implemented in
projects such as the pioneering Porsche
Spyder 918 and groundbreaking BMW i8,
provides electric drive, parallel hybrid
function and all-wheel drive in one
configuration, maximizing the benefits for the
end user by offering improved performance
and reduced fuel consumption and emissions.
In this area, the suppliers newly developed
AF125 eMotor an axial flux machine has
already got many talking within the industry,
with its high torque density of 11Nm/kg and
compact size of 258 x 110mm.
Dr Rainer Link, managing director of the
eDrive business unit, says that further
advances in eMotor technology, such as the
AF125 development, are crucial for the EV
movement. Axial flux machines, which are
ideally suited for applications where high
power and torque need to be balanced against
low weight and volume, are better choices
The worlds first multimode

transmission debuted in
the acclaimed Mitsubishi
Outlander plug-in hybrid
The multimode transmission enables

a car to be run in pure electric drive
and serial and parallel hybrid modes
Dr Rainer Link, MD, GKN eDrive business unit
than conventional radial flux machines. They

offer higher torque and power densities due
to better utilization of the electromagnetically
active material.
Outlander project
As such, GKN Drivelines electric drive

transmissions are designed for vehicles
ranging from small city cars through to
high-performance electric vehicles. Whats
more, the company was responsible for
developing the worlds first multimode
transmission, which can be found in
Mitsubishis current Outlander PHEV.
The multimode transmission enables a car
to be run in pure electric drive and serial and
parallel hybrid modes that is, with or
without the IC engine enabling the car
to be run in the optimum mode depending
on the traffic situation, says the mechanical
engineer Link.
SUPPLIER INTERVIEW: GKN DRIVELINE
A challenge in developing this technology

included the extremely tight packaging space
we had to work in, because theres the IC
engine, the transmission and the electric
machine to pack in the front of the vehicle
in an east-west configuration. Other related
challenges included efficiency goals, low track
losses, smooth engagement and seamless,
smooth shifting.
But in a development project that spanned
only three years, Links engineering team
with the lead of Theo Gassmann, GKNs
eDrive engineering VP, overcame such
hurdles. Now successfully launched, the
Mitsubishi Outlander (as previewed in the
January 2014 issue) features two electric
motors, one in the front and one in the rear,
both of which deliver an output of 60kW,
helping the environmentally friendly SUV
reach a top speed of 140km/h (87mph)
without the aid of the IC engine. The Outlander
PHEVs all-electric driving range is rated at
an impressive 52km. When in parallel hybrid
mode the vehicles 2-liter gasoline engine
kicks into life at 60km/h (37mph) to support
the eMotors. At lower speeds the powertrain
can support the battery by charging or
providing additional power in serial mode.
But the Outlander is not the only vehicle
thats benefitting from advanced GKN Driveline
technology. A range of eTransmissions is also
supplied for battery electric vehicles including
Fiats 500e as well as the Citron Berlingo EV.
For the Fiat 500 fully electric car, we needed
to use the transmission to reduce the RPM
of the electric machine to the axle, explains
Link. Here, the main challenge was in the
technology. Because theres high RPM, we
had to ensure efficiency was maintained. In
addition, we had to optimize NVH handling.
The eTransmission can deliver up to
2,800Nm peak output torque and accepts
motor input speeds of up to 16,000rpm.
In order to serve a highly dynamic and
complex market, we have developed families
For the Fiat 500

fully electric car, we
needed to use the
transmission to reduce
the RPM of the electric
machine to the axle
Dr Rainer Link, MD, GKN eDrive business unit
1. GKNs eDrive business
segment has become a
leader in developing electric
machines based on axial flux
motor technology for use in
hybrid and electric vehicles
2. GKN engineering
know-how ensured that the
Fiat 500es transmission
operates to reduce the RPM
of the e-machine on the axle
of transmissions with flexible interfaces that

can be matched with eMotors from various
automotive companies such as Bosch,
Siemens, Mitsubishi and BMW.
Looking ahead, Link believes the further
growth of the GKN eDrive business unit will
be rapid over the coming decade, because in
the future, most cars will be hybrid or fully
electric vehicles. As soon as we move toward
mass production, costs will come down. And
when cost comes down, more cars will be
bought by consumers.
The MD also argues that there will be a
reduction in the number of gears used when
powertrains are electrified or hybridized:
Hybrid transmissions will have fewer speeds,
be less complex, and will use the electric
machine to provide efficiency and driving
performance.
And in a bid to stay one step ahead of the
stiff automotive e-powertrain competition,
GKN Driveline is already focusing on
providing technical solutions to enable it to
integrate the whole system gearbox, eMotor
and power electronics in order to reduce all
system interfaces, which in turn realizes
further optimization while minimizing
overall weight.
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02.10.2014 15:28:23
ELECTRIC MOBILITY
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IGBT gate drivers
The availability of digital gate drivers offers a new realm of efficient

possibilities to meet the high safety targets of future inverter systems
E-mobility is becoming reality

and EVs and HEVs are now
being produced and commercialized
on a large scale. This has a
tremendous effect on all electrical
systems in a car, presenting new
efficiency, size, safety and cost
challenges. This means that new
concepts have to be developed at
both component (microscopic) and
architectural (macroscopic) levels.
Infineons broad portfolio of
complementary components for
e-mobility applications, including
microcontrollers, gate drivers and
IGBT power modules, supports the
development of optimized system
solutions for EVs and HEVs.
Typically, an inverter consists
of a high-power IGBT module,
controlled by a logic device
operating in the low-voltage (12V)
battery domain (Figure 1). Today,
one single device manages the
very specific demands of highly
integrated logic technology and
high power technology: this is the
gate driver IC.
The primary function of the gate
driver is to provide the necessary
voltage and current signals to turn
the IGBT on and off efficiently.
Output current limitations of driver
ICs are usually overcome with an
external post-driver (or booster)
stage. Infineons automotive
EiceDRIVER family (1ED020I12FA2,
1ED020I12FTA and 2ED020I12FA),
for instance, can source or sink up
to 2A, which means it can already
drive MOSFET and smaller IGBT
power modules.
Additionally, the low- and
high-voltage domains need to be
electrically isolated, and for this
purpose Infineon developed a
coreless transformer technology
(CLT). This integrates the two coils
of a transformer into one integrated
circuit. Inductive-based data
Figure 1 (above): A detailed graphic outlining an inverter consisting of a high-power IGBT module that in turn is
controlled by a logic device, which operates in the low-voltage (12V) battery domain. Figure 2 (below): The I/O monitor
of Infineons new AURIX microcontroller family compares the IGBT state with the original PWM command in real time
transfer is enabled bidirectionally:

the PWM control signal from the
microcontroller can be sent across
the galvanic isolation barrier to the
IGBT, and feedback signals can be
sent back to the LV side of the
device. The CLT offers multiple
advantages over other isolation

technologies: it does not show the
degradation over lifetime that is
typically seen with optocouplers;
it shows high immunity to
electromagnetic interferences
and transients; and it can be
easily implemented within standard

chip production processes, which
leads to significantly lower system
costs than for discrete solutions.
A monolithic process also supports
integration of additional functions
on the device.
PRODUCTS & SERVICES
Introduction of the ISO 26262

standard means that future traction
inverters will have to meet the
highest safety standards up to ASIL
C or D. One of the main safety
requirements stipulates that in the
event of failure, the system shall
prevent or limit the generation of
unwanted torque at the wheel. This
top-level requirement has a direct
impact on the components used.
To meet these evolving needs,
Infineon has developed a new
generation of gate drivers and
boosters: EiceDRIVER SIL
(1EDI2001AS, 1EDI2002AS); and
EiceDRIVER Boost (1EBN1001AE).
The EiceDRIVER SIL marks
another significant step toward
functional integration. It includes
a standard middle speed (2Msps)
serial peripheral interface (SPI) bus.
This link to the LV main logic block
is used to configure the device
during system power-up and
provide status information during
runtime. The SPI does not have to
control the switching behavior of the
IGBT directly; it is a parallel channel
to the regular PWM command.
Part digitization of the gate driver
enables the designer to implement
several layers of diagnostic
functions. At the lowest level, all
internal key functions are monitored,
such as oscillators, power supplies
and internal data integrity. The
second level is related to the
interconnection of the device. Here,
signal consistency can be checked
by reading the levels of the signals
sent, and received by the device
over the SPI. One level higher, the
device supports the injection of
dummy failures (e.g. false DESAT
event). In this way, latent sleeping
failures can be detected. Correct
failure responses of the system can
therefore be guaranteed over the
complete vehicle lifetime.
Figure 3: The above detailed information graphic showcases a prime example of an optimized inverter architecture
The next level involves ensuring

that the PWM command is correctly
received by the IGBT. The extended
DESAT function supports
continuous monitoring of the IGBT
VCE voltage. The result of the
comparator is sent continuously to
the LV side, and the information is
available in the form of a digital
signal. The I/O monitor of Infineons
new AURIX microcontroller family
can then compare the IGBT state
with the original PWM command in
real time (Figure 2). Programmable
delays compensate for the latency
time introduced by the galvanic
isolation barrier and the physical
IGBT switching time.
A commonly used approach is to
delocalize a dedicated function over
several components in order to
achieve a cost-optimized solution.
This is especially beneficial when
implementing active short circuit
(ASC) strategies. For a permanent
magnet synchronous machine,
such strategies may be complex to

implement. The IGBT is a normallyoff device, so the natural default
state of the inverter is all switches
open. However, at high rpm, the
magnet excitation may lead to
over-voltage, which could result
in the destruction of the inverter.
Therefore, the safe state of the
inverter is, with some exceptions,
the 0-vector, or ASC. Figure 3
shows an example of an optimized
inverter architecture.
The EiceDRIVER Boost is an
advanced and thermally optimized
post-driver stage. It has a dedicated
input, which means the IGBT can
be turned on directly whenever a
PWM command signal is sent by
the gate driver. The control signal
activating this pin comes from a
watchdog IC and is transferred
through the galvanic isolation
barriers via the low-latency digital
channel of the EiceDRIVER SIL.
Several monitoring functions, such
as the gate monitor and the output

stage monitor, guarantee reliable
activation of the safety path.
Over the years, automotive
systems have become increasingly
integrated. The exponential rise in
microcontroller computational
power is leading to the gradual
shift of hardware functions into
software; similarly, digitalization is
increasing functional integration
and enhancing diagnostic
capabilities. The availability of
digital gate drivers offers a new
realm of efficient possibilities to
meet the safety targets of future
inverter systems. This is the first
milestone on the journey toward
smart actuation in automotive
inverter systems.
FREE READER INQUIRY SERVICE
To learn more about Infineon
Technologies, visit:
INQUIRY NO. 501
INTEGRATED POWERTRAIN COMPONENTS, SYSTEMS AND SOLUTIONS

Couplings
Clutches
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Brakes
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From
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Power Applied
GKN Land Systems is a global leading supplier of technology

differentiated power management solutions and services.
As off highway vehicle manufacturers continue to search for technologies that can bring greater fuel savings and
reduced CO2 emissions, innovation, electrification and hybrid technologies are emerging as a global trend. GKN Land
Systems, a leading supplier of technology differentiated power management solutions and services, has a number
of new technologies in this arena.
NEW eDrive CONCEPTS FOR THE OFF-HIGHWAY SECTOR:
GKN Hub DrivE
The GKN Hub DrivE is an in-hub electric motor drive system with reduction gear and brake.
With an electric motor mounted at the heart of a wheel hub, electric motors are ideally
suited to in-hub off-highway electric applications. It is a compact unit, delivering optimum
efficiency and performance.
The AF-130/140/230 and 240 electric motors are three-phase permanent magnet motors
AF-electric motor
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.
Further information on the new products can be found

on the internet at www.gkn.com/landsystems/
GKN_IVT_Anzeige_215x275mm nov.indd 1
21.10.14 12:23
WHY CHOOSE AN INDUCTION MOTOR WITH A FAVI DIE-CAST COPPER

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without compromising its sturdiness.
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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
Until now, the main rotor
technology found inside
TM4s electric motors was based
on surface-mounted outer rotor
topology in which the magnets are
glued directly to a rigid carbon steel
rotor. However, in recent years,
uncertainty and higher prices of rare
earth magnetic materials, in
combination with the demand for
wider torque-speed operation
ranges, have resulted in a drive to
look for possible improvements in
existing technology.
It is well documented that the
reluctance torque in permanent
magnet machines can be used to
gain better performance. However,
introducing this concept in TM4s
outer rotor topology is a challenging
task, due to the thin rotor structure
found in the external rotor approach.
After a thorough development
process, TM4 overcame these
challenges and will introduce this
technology in 2015 as part of new
products offered in both its Motive
(light-duty vehicles) and Sumo
(commercial vehicles) electric
powertrain systems. Particularly of
note is the design procedure used
for the reluctance-assisted outer
rotor permanent magnet machine,
and a comparison of the new
machines performance against
a surface-mounted permanent
magnet machine of the same
dimensions.
Normally, the advantage of an
external rotor machine is its higher
air-gap radius, which leads to a
higher torque for the same magnetic
force. This technological choice was
made by TM4 when it first started
working on the in-wheel motor
technology developments that
ultimately led to the companys
creation, and was kept and
improved in subsequent products.
To maintain this advantage, the
thickness of the rotor should be
Reluctance-assisted external rotor permanent magnet machines can offer a greatly improved torque-speed range
kept as thin as possible. However,

in order to create the reluctance
torque, significant anisotropy
(saliency) should be created in the
rotor magnetic circuit, which is a
demanding task due to the limited
available space. In addition, there
will be higher eddy current losses
because of the introduced

anisotropy. Therefore it is not
practical to use carbon steel
materials to achieve this goal. On
the other hand, a thin rotor made
of lamination cannot support the
centrifugal forces imposed at high
speeds. Thus a strip of lamination is
added to the rigid carbon still rotor

(Figure 1 on the next page) to
achieve both the required saliency
and the rigidity requirements.
The dimensions of the magnets
and the rotor lamination strip have
been optimized by using a
stochastic optimization algorithm,
PRODUCTS & SERVICES
Figure 2: A performance
comparison of the
permanent magnet motor
using the new reluctanceassisted outer rotor
technology, and the original
surface-mounted machine
Figure 1: A strip of lamination added to the rigid carbon still rotor satisfies saliency and rigidity requirements
and by considering the design

constraints typically found in
automotive applications. A
stochastic optimization algorithm,
such as a genetic algorithm (GA),
is used in combination with finite
element analysis-based software
to find the optimum dimensions of
the rotor lamination and the
magnets. The same stator
dimensions of a reference SPM
machine currently produced by
TM4 are used in the proposed
reluctance-assisted machine.
Like any other optimization
problem, the first step is to define
an objective function. Here, the goal
is to minimize the quantity of the
rare earth magnetic materials while
satisfying all other constraints
such as ease of manufacturing, use
of the same external envelope,
lower cost, and equal or better
performance. Minimizing
dependency of the generated
torque to the rare earth magnets
indirectly leads to higher torque-toback EMF ratio, which is an

important factor in having a wide
torque-speed range.
The final solution after optimization
had considerably less rare earth
metal in comparison with the
reference surface-mounted
permanent magnet machine (SPM)
machine with the same dimensions
up to 60% in some scenarios.
By comparing the performances
of the permanent magnet (PM)
motor using the new reluctanceassisted outer rotor technology
with the original surface-mounted
machine, several improvements
have been observed. As described
previously, for a fair comparison
the same stator assembly has
been used in both machines for
simulations. The comparison has
been made for two different
scenarios. In the first scenario, the
maximum required torque of the
new machine at low-speed
condition is assumed to be the

same as the SPM machine. In the
second one, the maximum speed
of the machine has been kept
equal to the maximum speed of
the SPM machine.
The results of the aforementioned
comparisons, as seen in Figure 2,
enable us to make a number of
important conclusions.
In the first scenario, a 30%
maximum speed increase has been
achieved in comparison with the
reference SPM machine, with
around 35% less rare earth metal.
In the second scenario, maximum
torque has been increased by 20%
with around 15% less rare earth
metal. The percentage of the torque
increase in Scenario 2 is lower than
the speed increase percentage in
Scenario 1. This is due to the core
saturation as well as contribution of
the reluctance torque.
In addition to these facts,
higher D-axis inductance of the
reluctance-assisted machine leads

to easier field weakening, lower
short-circuit current and, thus, the
capability to tolerate short-circuit
current continuously. This means it
is easier to design a fault-tolerant
machine with the reluctanceassisted concept.
Finally, higher inductance means
lower eddy current losses due to
the PWM switching, which is a very
important factor in determining the
high-speed continuous power of
the machine.
Approaches to tackling the
problem of torque ripple and
cogging torque reductions have
been discussed. Nonetheless,
the obtained results showed a
significant improvement in torquespeed characteristics with a
significantly lower quantity of
magnetic materials. Further
development of methods to
increase the attainable saliency
ratio is ongoing.
The first prototypes of these
motors were tested by TM4 in the
autumn of 2014, and commercially
available versions will be integrated
within TM4s existing product line
from January 2015. TM4 is currently
supplying its powertrains to several
OEMs and technical centers in
North America, Europe and Asia in
order to drive several type of electric
and hybrids vehicles. Production
takes place at TM4s Canadian
facilities in Boucherville and at its
Chinese joint venture Prestolite
E-Propulsion Systems in Beijing.
Both are equipped with highvolume, flexible and automated
production lines, and a large range
of dynamometers and test cells,
making it possible to conduct full
validation and certification of electric
and hybrid powertrains.
To learn more about TM4, visit:
INQUIRY NO. 502
EXCEPTIONAL POWER DENSITY
ELECTRIC DRIVE SYSTEMS

Our electric motor and power electronics feature
in the McLaren P1 hybrid road car and all cars in the
Formula E electric racing series.
We are now developing and supplying systems
that utilise the latest Si-C switching technology to
provide class leading efficiency and minimise heat
dissipation.
Small & lightweight systems to suit a wide variety of
vehicle applications, particularly those where space is at
a premium.
Specialist in-house Hybrid / EV team to rapidly develop
application specific systems to suit individual customer
requirements.
Full systems integration service to help streamline your
development programme.
MOTOR / GENERATOR UNIT

SPM type
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17,000 rpm
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Inverter:
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420 to 800V input
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DC/DC converter:
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3.5kW
PRODUCTION ELECTRONICS
TEST & DEVELOPMENT
Our automotive control units are used for safety critical

vehicle and powertrain control functions.
Engineers are increasingly leveraging the power and

versatility of our motorsport derived control & data
systems during vehicle development.
Designed and developed in-house

Suitable for safety critical ISO 26262 ASIL-C
applications
Control applications written in Mathworks Simulink/
Stateflow and ASCET are supported
Fully automotive qualified
Cost competitive in volumes up to 20,000 UPA
McLaren Applied Technologies Ltd, Woking, ENGLAND
Multiple CAN buses and FlexRay support

Analogue input sampling up to 400kHz
Applications written in Mathworks Simulink /
Stateflow are supported
Compact and robust electronic hardware
Powerful data viewing and analysis software
www.mclaren.com/appliedtechnologies
PRODUCTS & SERVICES
Simulating BMS strategies

Innovative rapid prototyping solutions are reducing the time required to refine the
measurement, control and communication functions of battery management systems
The battery management
system (BMS) of a battery
designed for a hybrid or electric
vehicle performs a thankless yet
important task. It ensures the best
possible management of a batterys
small cells in accordance with the
instructions sent by the vehicles
control unit. Its design and
development are complex and can
require long, iterative processes.
D2T, however, offers a simpler, more
effective alternative.
The BMS consists of both
hardware and software. Its role is
to communicate information
concerning the state-of-charge and
state-of-health of the control unit,
which calls on the battery, via the
BMS, to provide the necessary
energy required by the driver and
their vehicle. The task is complex:
battery cells are chemical
components that do not display
a linear behavior with a single
variable, but instead display
behavior with several dimensions,
including time, which is the most
complex dimension to integrate.
Managing these dimensions
involves the use of complex
algorithms and models. These
models will also not be the same for
a lithium-ion battery and a lithium
polymer battery, or for different
lithium-ion cells.
Naturally, the BMS design phase,
and definition of the best model for
a given battery intended for a
specific vehicle, becomes equally
complex. It is not an exact science,
but a process of refinement by
iterations between the design of the
model and its validation on the test
bench. And it is here that surprises
can occur.
The first function of the BMS
is to fully measure and control the
voltage, current and temperatures
of each cell. Depending on these
measurements, it performs safety-
xxxx
related tasks (passive and active

protection) in relation to the vehicles
control unit. It is also responsible for
balancing the voltage of the cells
while monitoring their state of
health. Finally, it informs the
vehicles computer of the maximum
power available and the remaining
autonomy, according to an estimate
based on advanced algorithms.
At its test center in Trappes,

France, D2T proposes innovative,
rapid prototyping solutions to
reduce the time required to refine
these different functions in the BMS.
The central element is Morphee,
a real-time test bench automation
system launched by D2T almost
25 years ago, and a reference point
for the market in this sphere.
With 2,500 licenses, 10,000

users, and 12 million testing-rotation
hours per year, Morphee is a
worldwide standard. Its new version
works in Windows 7 and offers
unequaled component testbed
performance. It allows for
integration of MATLAB Simulink
simulation models on the testbed
and can rotate in real time at
PRODUCTS & SERVICES
An illustration of the advantages of using Morphee to develop and refine a BMS
D2Ts test center in Trappes, where the company works to refine BMS functions
frequencies up to 10kHz. This

functionality, along with its usual
characteristics, makes Morphee an
ideal system for new applications
such as battery testbeds. Currently,
a battery testbed often performs
relatively simple operations such
as charge/discharge testing,
capacity testing and resistance
measurements. However, these
testbeds will be used more and

more to fine-tune the BMS. For this
reason, they integrate advanced
simulation functionalities. Morphees
characteristics enable this type of
testbed to evolve easily toward
simulation. And this can be done
painlessly for the user, as there is no
need to be a computer expert to
use the system.
The main advantage of Morphee

is the interconnectivity it offers
between all constituent elements
of a battery test bench, irrespective
of the connection type (CAN,
EtherCAT and Profibus), including
the power cabinet, climatic chamber,
battery cooling system, domestic
charger, the BMS (one or more), and
any system specific to the battery
manufacturer. This means these
elements can interact and the
tests can be targeted intelligently
according to the batterys behavior.
Another advantage of Morphee
concerns its capacity to incorporate
real-time simulation models into the
test bench. An HIL (hardware-in-theloop) structure can be implemented
quickly between Morphee and the
xMOD multimodel platform, which
can execute a wide range of models,
including AMESim, GT-Suite,
MATLAB/Simulink and Flowmaster.
xMOD is an application software
that facilitates standalone and toolcoupling co-simulation between
several simulation tools. With
xMOD, models from different tools
can interact in a single environment,
and can even be used with HIL test
benches, which can save a great
deal of time in increasingly complex

powertrain development. The
integration process does not
impose the tools. xMOD does
not intend to replace the original
modeling and simulation tools, but
aims to promote their coexistence.
Thus, the advantages of using
Morphee to develop and refine the
BMS directly on the test bench are
obvious. It centralizes all procedures
and collects all information, just as
the BMS does, but with added
flexibility. The models and strategies
of the BMS change as the tests are
conducted there is no need to
develop specific equipment. As a
result, gone are the days of costly
to-ing and fro-ing between the
design and test phases. The design
engineer can now become a test
engineer, and vice versa. Whats
more, once the model has been
validated in a simulation, the BMS
hardware and software can be
implemented with the certainty of
a suitable strategy.
To learn more about D2T,
visit www.ukipme.com/info/ev
INQUIRY NO. 503
PRODUCTS & SERVICES
Heavy-duty mild hybrids

Mild hybrid systems in commercial vehicle applications can offer great
fuel savings, without the associated costs of full hybrid implementation
In the commercial vehicle
sector, hybrid system
technologies offer the greatest
potential to reduce CO2 emissions
and improve fuel efficiency. A major
challenge of such hybrid technology
concepts, however, is the cost
and an unacceptably long returnon-investment period.
Full hybrid systems for long-haul
trucks would offer attractive fuel
saving figures of 7-8%. However,
the ROI is still very poor due to
larger sized and costly hybrid
components. From this perspective,
mild hybrid systems offer a more
attractive ROI.
Mild hybrid systems for heavyduty commercial vehicle applications,
operating at a moderate voltage
level of 48V, are intended to drive
mainly the engine auxiliaries when
the need arises.
Usually in a commercial vehicle
mild hybrid system, the coolant
pump is already variably driven
(switchable in several steps), the
fan can be activated on demand,
and the air compressor can be
decoupled via a clutch to avoid
unnecessary idling losses. The
potential for further savings with
these components is rather limited.
Another opportunity in a mild
hybrid system is e-charging used
to electrically assist the turbo during
load steps and reduce the response
time of the engine. E-charging
offers the possibility of further
downspeeding of the combustion
engine without compromising
vehicle dynamics. Another key
benefit is the potential to lower
soot emissions during load steps,
resulting in a reduced need for
active regenerations of the diesel
particulate filter.
During combustion engine
motoring, the energy is recuperated
via a starter-generator and stored
and reused on demand to operate
Implementing a mild hybrid system in truck applications offers potential fuel savings, but with far lower associated expense
the engine auxiliaries. In addition,

an electrically coupled waste-heat
recovery (WHR) system can be
integrated into a mild hybrid system.
This provides electrical energy,
which can be used specifically in
the e-motor.
In order to limit the system cost,
the existing 12V (US) and 24V (EU)
board nets are served in addition
to the 48V board net. With this
approach, existing standard (lowcost) components can be applied.
A battery system is used at each
voltage level to stabilize the net and
buffer the recuperated energy.
Due to the application of relatively
simple components, the additional
product cost for such a mild hybrid
system for a heavy-duty truck is low
compared with a full hybrid system.
Last but not least, the safety
requirements are much lower with
a mild hybrid system operated at

a nominal voltage level of 48V than
with a high-voltage, full hybrid
system operated at 400V or above.
A fuel saving potential of 2-4%
depending on the individual
application can be expected with
mild hybrid systems, especially if
the operating strategy is integrated
into advanced and predictive
vehicle energy management
control strategies.
AVL believes the potential for
these systems is such that there will
be a move toward mass production
by 2020. The company has been
analyzing the potential, as well as
the operating strategy, of mild
hybrid systems for commercial
vehicles in detail. To use their full
potential, AVL offers a unique
system simulation approach:
models of vehicles, real-time-
capable engines, vehicle cooling

circuits, transmissions and
drivelines as well as models of
the electrical components and
board nets are seamlessly
integrated on one platform. Due to
the use of real-time-capable engine
and after-treatment models, the
detailed impact of the mild hybrid
system on engine performance
during real-world driving cycles
can be analyzed from a very early
stage of development. With this
approach AVL can reliably predict
system performance with a virtual
vehicle demonstrator. This
approach saves both development
time and cost.
To learn more about AVL,
visit: www.ukipme.com/info/ev
INQUIRY NO. 504
PRODUCTS & SERVICES
CAE driving models

The ability to simply and rapidly create virtual prototypes based on CAE
data gives engineers the tools to monitor and refine NVH characteristics
The advanced software
tools for perfecting NVH are
proliferating. Nowadays, before
development even begins on new
vehicles, non-experts can help set
sound targets by driving
benchmark vehicles in a simulator
that captures their subjective
opinions. Then, during development
of the new vehicle, engineers can
deconstruct the noise and vibration
experienced in an existing vehicle,
to detect and quantify the sources
of very specific sound features such
as boom and rumble. The software
that does this source path
contribution (SPC) can also isolate
the paths that the sound energy
takes through the vehicle and the air
to get to the observer, quantifying
the sensitivity of those paths as
transfer functions.
Using Brel & Kjrs high-tech
NVH simulator, engineers can create
and drive a virtual vehicle based on
such data. By combining measured
data from SPC, and predictions from
CAE modeling, they can experience
the sound of new designs. Then
anyone can evaluate these designs
relative to the targets in the context
of a dynamic, interactive driving
experience where evaluation is more
authentic. The sound can even be
manipulated for further refinement.
Until now, though, incorporating
CAE design data has been limited to
individual components, such as an
engine mount source strength, from
individual files. And creating new
models has been laborious enough
for NVH simulation to have been
largely restricted to the initial setting
of targets, rather than helping with
their realization throughout the
development process.
Thats all set to change now that
the NVH simulator can easily and
directly incorporate large CAE
models. This new important
capability automatically converts
The simulation of vehicle sound based purely on CAE models helps set development targets by enabling designers
and engineers to experience the NVH consequences of model updates on virtual vehicles in a free-driving scenario
standard CAE response data from

all common CAE codes into readyto-run NVH simulator models.
Careful testing has ensured that the
simulator is able to recognize the
file types and knows how to read
them seamlessly.
The fact that the simulator
processes large CAE models
quickly in seconds rather than
minutes means it is helpful to
the highly iterative design process.
CAE designers and engineers alike
can create a new NVH simulator
model every time there is a design
update. Minutes later, they can
be sitting behind a steering wheel,
experiencing in full the NVH
consequences of that update while

accelerating on a virtual road.
And because it can now fully
incorporate whole vehicle models of
purely CAE data, the simulator can
be used even earlier in the design
process sound modeling can
begin based solely on CAE models,
before the benchmarking of existing
vehicles has even begun. In
addition, as CAE models tend to be
well refined by the end-of-life of a
vehicle model, the development of
its successor models sound can
begin on a solid foundation.
There are situations where CAE
models are unable to predict the
absolute sound energy levels
resulting from a design change, but

where they are very effective at
quantifying the change in response
between the old CAE model and the
new one. For these cases, changemodeling tools in the NVH simulator
can calculate the ratio between the
two CAE models and apply filters to
a validated baseline model. Using
this approach, the NVH simulator
can provide a meaningful way of
evaluating CAE design changes
early in the vehicle program.
To learn more about Brel & Kjr,
INQUIRY NO. 505
SIMULATING SYSTEMS
FLOW THERMAL STRESS EMAG ELECTROCHEMISTRY CASTING OPTIMIZATION
REACTING CHEMISTRY VIBRO-ACOUSTICS MULTIDISCIPLINARY CO-SIMULATION
FLOW, THERMAL &

ELECTROMAGNETIC ANALYSIS OF
AN INDUCTION MACHINE
info@cd-adapco.com
www.cd-adapco.com
Electric and Hybrid advert Nov 2014.indd 2
FLOW, THERMAL & ELECTROCHEMISTRY

ANALYSIS OF A HYBRID BATTERY PACK,
COURTESY OF ASCS, STUTTGART
06/11/2014 10:51
PRODUCTS & SERVICES
BMS safety standards

Proper implementation of relevant safety standards in the development of
battery management systems requires investment but is also hugely beneficial
Standards for functional
safety are an important trend
within the domain of battery
management systems for large
format lithium-ion batteries.
Increasing safety awareness,
customer safety anxiety, and focus
on full-scale volume production of
electric vehicles, are factors that
encourage manufacturers and their
suppliers to adopt standardized
methods of formally verifiable
functional safety. At Lithium
Balance, the implementation of the
ISO 26262 standard Functional
Safety in Road Vehicles is
therefore a strategically important
choice in order to stay at the
forefront of battery management
system development.
When the battery management
system is developed as a standalone
product, certain assumptions must
be made on both the vehicle and
battery pack level. In addition, a
level of tailoring must be made to
the safety activities specified. Both
the process of describing the
assumptions and performing the
tailoring of safety activities are
described in ISO 26262-10:9
Safety Device out of Context. In
order to educate those assumptions,
the supplier is encouraged to
perform certain parts of the vehiclelevel safety analysis work as a
reference implementation that can
be used to facilitate the vehicle
integration process.
Levels of investment in ISO 26262
High-voltage
interlock loop
High voltage
to drivetrain
High voltage to charger
Charge proximity detection

CANbus to charger
CANbus to VCU
12V (ignition control)

12V (constant)
Mechanical
interface
Protection
ground
interface
A virtual rechargeable energy storage system upon which all safety analysis for the safety device out of context is performed
At Lithium Balance, the process

has entailed the development of an
item definition, a hazard analysis, a
risk assessment, and a functional
safety concept as well as a
technical safety concept for a
virtual rechargeable energy storage
system (RESS). All these documents
will be fully disclosed to the system
integrator, which could be either
a vehicle manufacturer or a Tier 1
battery pack integrator. These
documents specify a safety
architecture that can be used in
conjunction with a safety rated
battery management system from
Lithium Balance, to achieve
functional safety in a RESS for a
hybrid, plug-in hybrid, or a pure
electric vehicle intended for public
road traffic.
The safety architecture specifies
a number of requirements. Some
of these requirements are allocated
to the battery management system,
while others are allocated to other
design parts of the virtual RESS.
Each safety requirement has an
associated Automotive Safety
Integrity Level (ASIL), which is
derived from the hazard analysis
and risk assessment. The standard

deals with the concept of redundancy
by means of safety requirement
decomposition, a process used
to split a safety requirement of a
given ASIL into two or more safety
requirements of a lower ASIL (for
example, splitting ASIL D into ASIL
C and ASIL A) allocated to
redundant safety systems. ISO
26262 requires full independence
and different implementation of the
two safety systems to avoid both
random and systematic errors
furthermore, the use of two identical
systems in parallel is not permitted.
Software and hardware
development are both strictly
regulated by ISO 26262, with
requirements being imposed
on development procedures,
verification procedures and tools.
The stringency of the requirements
depends on the highest ASIL level
allocated to the software function
or hardware part. In all cases,
simplicity, robust design patterns
and usage of highly reliable
components and subsystems are
advocated for high ASIL levels,
these recommendations are
functionally mandated by the

reliability metric targets specified
by the standard.
The safety activities generate
a lot of technical documentation
and require iterative safety analysis
reports to be generated. In order
to facilitate the development and
maintenance of this documentation,
a strong supporting tool is highly
recommended. The Lithium
Balance implementation was
carried out with the assistance
of Medini Analyze from IKV.
The implementation of ISO
26262 for battery management
system development requires
a significant investment in
requirement specification, design,
implementation, documentation
and verification. The benefit of this
investment, however, is a system
that is robust, safe and reliable,
and one that can be efficiently
adapted to fit vehicle manufacturer
specific safety requirements.
To learn more about Lithium Balance,
INQUIRY NO. 506
SKAI IGBT POWER
Most Compact Power

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For electric and hybrid drive trains
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Sintered chips
Utility
Vehicles
Urban Transport
Equipment
www.semikron.com/contact
PRODUCTS & SERVICES
Correct voltage conversions

Hybrid and electric vehicles deal with new voltages in the areas of storage and generation
and should be converted to the right voltage level for every specific electrical application
The challenge to improve the

overall system efficiency of
new hybrid and electric vehicles
requires different working voltages
in systems such as storage,
generation and different main
vehicle power networks. The energy
generated in the electrical machine
on voltage (AC), once rectified, is
stored in the high-voltage battery
(DC). The energy then flows to the
various vehicle applications, which
work at different and optimum
voltages, to maximize efficiencies.
This system evolution requires
a variety of DC/DC converters to
supply the right voltage for each
specific work voltage for these new
types of vehicles. Currently, Lear
is working in the main DC/DC
converter areas under discussion
by the automotive community,
including from high voltage to main
network voltage (future 48V or
current 12V and 24V); from 48V to
the most common 12V and 24V;
and from multiple voltage sources
to main network voltage.
Depending on the type of vehicle,
there could be a high voltage
(300-425V DC) converted (Figure 1)
Figure 1: Lears 400V-12V DC/DC

converter meets the requirements of
the main vehicle voltage network
to the main vehicle voltage network,

which, since the 1950s, has been
set at 12V, and supplies all the
traditional electrical and electronic
vehicle devices.
In recent years, and especially in
Europe, 48V (Figure 2) has emerged
as the third voltage in vehicles
to support the improvement of
energy generation, key functional
performance and robustness (such
as stop and start for micro hybrids).
The introduction of new power
functionality at higher voltages also
adds more complexity, including
increased safety concerns.
Figure 2: Lears 48V-12V

DC/DC converter supports the
third voltage that has emerged
in vehicles throughout Europe
Also under discussion is the

possibility that energy can be
recovered from any energy source
the vehicle encounters (thermal,
vibration, solar, etc) to help
complete vehicle energy balance.
As such, Lear has created a multiple
voltage input DC/DC converter,
dubbed the Smart Energy Gateway
(Figure 3), which is necessary to
recover this energy and convert it
to the main voltage network.
In response to these issues, Lear
is able to propose standalone
solutions or components that can
be integrated with other power
electronics devices to assure
flexibility in meeting customer
needs, depending on the technical
and economic challenges of
different OEMs.
Considering these challenges,
there is no de facto standard yet,
and the automotive community is
looking for the best trade-off
between technical performance
(efficiency, power density, thermal
management, etc) and cost. The
efficiency of these power devices is
needed due to the goal of reducing
any wasted energy, which directly
impacts on vehicle consumption
and range of autonomy.
Greater device efficiency can

be obtained through the right
topology selection, along with other
technical parameters such as
switching frequency and key power
switch technology. The thermal
management of these devices also
factors into this goal of efficiency
depending on the final power loss
and whether the cooling system
uses an air- or water-cooling
technology, which itself has a big
impact on the final mechanical
concept and cost.
In line with the pursuit of these
objectives, Lear can also deliver the
best power density proposal,
obtained through the right balance
from the standpoints of power,
size and weight, considering the
high impact these
factors have in
complete vehicle
assembly.
Figure 3: Lears multiple

voltage input DC/DC converter,
the Smart Energy Gateway

To learn more about Lear,
INQUIRY NO. 507
GROUP
THE ART OF CHARGING
EDN GROUP has continually made

significant contributions to the art of battery charging
since its founding in 1993.
Its DC/DC converters and battery charging products range
from the hybrid resonant launched in 1994
to the newest generation of on-board chargers (EVO)
to be used in heavy duty and rugged
electrically powered applications.
EVO 11kW
Our INNOVATION ATTITUDE strives to provide on time,

error-free competitive products and services to our
customers, which meet or exceed their needs in
technology, quality and value for industrial,
commercial and military applications.
EDN GROUP S.r.l.
Via Mazzini 10/12, 20032 - CORMANO (MI) ITALY

tel.: +39 02 66305120, e.mail: sales@edngroup.com
PRODUCTS & SERVICES
Electric powertrain testing

Industry experience and an understanding of how testing equipment is used are
vital in the development of accurate, flexible test systems for electric powertrains
With its EPT line of electric
powertrain test systems, D&V
Electronics continues to break
new ground. As a company, D&V
Electronics is focused on providing
the absolute best in e-motor and
drive testing equipment. The
understanding that is required to
build such equipment is the result
of more than 17 years of not only
developing leading-edge measuring
and analytical equipment for the
automotive industry, but also of
attention to detail and a deep and
extensive understanding of how the
equipment will be used, and how to
make the user experience better.
D&V has been developing and
building production test equipment
for electric motors for more than
eight years, since the first BAS
motors went into production.
These attributes are no more
evident than in D&Vs latest end-ofline electric-motor test system the
EPT-100. Starting with the most
basic of requirements, the
dynamometer platform, D&V uses
a state-of-the-art load motor from
Germany, with high-speed and
low-inertia characteristics. The
production tester is coupled with
D&Vs battery simulator, providing
accurate fast transition times, as
well as bidirectional regenerative
power capabilities.
D&V has developed a system
that will automatically engage and
disengage the device under test
(DUT) from the load motor. This
innovation allows for reduced cycle
times, because it eliminates the
need for the operator to align the
splined shafts. This is achieved with
a driving shaft that not only extends
and retracts, but also rotates until it
detects a positive engagement.
The tester has both a
pneumatically assisted parts
transfer system and an
automatically locating and lock
D&Vs EPT line of electric powertrain test systems
system with horizontal to vertical

movement. The tooling is built for
the ruggedness of the production
line, as well as being easily
changeable for different motors.
The ability of the system to offer
unparalleled levels of performance
and measuring accuracy are the
reasons that D&V is a global leader
in electric motor testing technology.
Besides the precision high-speed
drivelines and dynamic response
capabilities of the dynamometer
system, the purposely designed
data acquisition electronics, along
with the high level of software
integration to tie it all together,
allows for a great deal of flexibility
in providing real-time, highly

accurate results for engineers.
The internal tester components
and controller from the PC are
linked via a network connection,
which enables high-speed data
transfer. This architecture provides
expandability and high electrical
noise immunity because of the
excellent electrical insulation.
D&V is able to provide production
testing in less than two minutes,
including BEMF and performance
tests, with an easy user interface,
while offering a software platform
that can provide complex, fullfeatured analysis for engineering
studies. Production testing results
include full resolver position

measurement and the ability to
automatically correct the angle
to the drive to ensure that every
motor is tested to the same level
and characteristics.
D&V Electronics is leading the
industry in end-of-line testing
equipment for electric motors, belt
starter generators and integrated
starter generators, with production
test systems in operation in Europe,
North America and Asia.
To learn more about D&V Electronics,
INQUIRY NO. 508
PRODUCTS & SERVICES
Ultracapacitor storage
Efficient and suited to multiple applications, ultracapacitors can
be used to store energy captured during regenerative braking
During conventional braking,
kinetic energy from a cars
momentum is dissipated as heat.
Regenerative braking involves the
capture of this wasted energy. In
regenerative braking, the vehicle
system is designed to capture
braking (kinetic) energy by
regenerating it into electricity. This
electricity is then used to charge an
onboard energy system such as a
battery or an ultracapacitor. The
stored energy is used for vehicle
acceleration, thus reducing engine
load and increasing fuel economy.
Hybrid and electric vehicles
present an excellent example of the
use of regenerative braking. In these
systems, the electric motor is used
as both a motor and generator.
During propulsion, the electric
motor converts electrical energy to
mechanical. During regenerative
braking, the motor functions as a
generator, converting mechanical
energy into electrical, which charges
onboard ultracapacitors.
Regenerative energy capture is
growing in popularity. With todays
rising fuel prices and increasing
carbon emissions, all sectors of
transportation are searching for
ways to improve fuel efficiency.
The automotive, rail, bus and heavy
machinery industries are showing
significant improvements in fuel
economy with the introduction of
regenerative energy capture. Fuel
economy gains are much higher for
vehicles that make frequent stops
and starts, such as in-city driving.
Maxwell Technologies has been
collaborating with transportation
engineers and integrators to provide
ultracapacitor solutions for energy
capture. Although batteries have
been a traditional storage system
of choice, ultracapacitors are
gaining market share.
The biggest advantage of using
ultracapacitors for regenerative
American Maglev utilized Maxwell ultracapacitors for TriMet, resulting in reduced operating costs and energy consumption
braking applications is the ability

to efficiently capture energy and
deliver power with greater than
95% charge/discharge efficiency
over a wide temperature range,
thus maintaining the efficiency
of the overall system. Field data
for hybrid buses with Maxwell
ultracapacitors has demonstrated
greater than 25% improvements in
fuel efficiency due to exceptional
power performance, high cycling
and operational life.
The use of advanced Maxwell
ultracapacitors for regenerative
energy capture continues to grow
for example, for onboard energy
storage in light rail vehicles.
American Maglev Technology
implemented the Maxwell
ultracapacitors with 750V Energy
Storage Units, for Tri-County
Metropolitan Transportation
Portland (TriMet).
By using Maxwell ultracapacitors,
TriMet saves thousands of dollars
per month in operating costs and
enjoys considerably reduced energy
consumption. The storage system
Energy storage at a station stop
also ensures voltage stabilization,

catenary-free operation, and
reduced load on the power
substation, while traffic is increased
with no additional substations.
Maxwell is actively expanding its
ultracapacitor footprint, transforming
propulsion systems across all
transportation platforms.
The new DuraBlue Advanced
Shock and Vibration Technology
combines Maxwells unique and
patented dry electrode formation
and manufacturing process with
a robust proprietary cell structure
design to exceed the most
demanding shock and vibration
requirements of the growing
number of power-hungry
applications in todays global
transportation markets.
Unlike batteries, Maxwell
ultracapacitor products store energy
in an electrical field. This enables
ultracapacitors to charge and
discharge in fractions of a second,
perform normally over a broad
temperature range (-40C to +65C),
operate reliably over hundreds of
thousands (or more) duty cycles,
and resist shock and vibration.
Maxwell offers ultracapacitor
cells ranging in capacitance from
1F to 3,400F, and modules ranging
from 16V to 160V, which have been
proven to deliver high power,
whether used alone or paired with
batteries, in a variety of applications
from automotive and transportation
to renewable energy or power
industrial electronics.
To learn more about
Maxwell Technologies,
INQUIRY NO. 509
PRODUCTS & SERVICES
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
The new PMH-D and PLU
precision performance foil
resistors from Isabellenhtte are
a new type of resistor, featuring a
gold-plated surface. The VMx-A,
a member of the VMx precision
resistor family, has gold-plated
contacts. The PMH-D and PLU
bondable resistors are produced
using the Isa-Plan process, in which
layers of manganin foil, copper
substrate and an adhesive with
good thermal conductivity (ceramic
filled) are pressure bonded. This
highly temperature-resistant
bonded combination of substrate
and resistant foil ensures optimal
dissipation of heat. A small increase
in the temperature level of the
component has a positive effect on
stability and long-term drift.
Isabellenhttes all-new gold-plated
resistors can be mounted with
conductive adhesive, making all of
these resistor families well suited to
applications in the automotive
sector which involves high
temperature and load requirements.
They are certified according to the
AEC-Q200 quality standard for
electrical components.
The PMH-D (which measures 6.7
x 3.4 x 0.7mm) and the PLU (10.4 x
6.4 x 0.6mm) are designed for
hybrid mounting with bonding
technology. The bonding pads and
the back side of the component are
plated with a 0.1m layer of gold,
which makes soldering and
mounting with conductive adhesive
possible. The result is an ideal
thermal coupling that makes best
use of the available component
surface. The resistors are designed
to handle a constant load of up to
5W at 150C and a constant current
of up to 50A (PMH-D/size 2512) and
70A (PLU/size 3924). The PMH-D is
currently available as a 2m resistor
and the PLU as a 1m resistor.
Both resistors have been designed
Isabellenhttes gold-plated resistors can be mounted with conductive adhesive and are well suited to automotive applications
as four-wire measurement resistors

(Kelvin connection) and fulfill the
requirements of RoHS guideline
RoHS 2011/65/EU.
As mentioned previously, the
VMx-A versions of the VMx precision
resistor family can be mounted with
conductive adhesive as opposed
to merely being suitable for
component mounting by means
of reflow and IR soldering. Thanks
to its small size (the type 2010
measures 5.08 x 2.54 x 0.4mm),
high load capacity and precision,
the VMP-A is a popular choice for

automobile engine and transmission
modules. The VMP-A resistor is also
suited for application in power
hybrids and power modules (DCB
ceramic) in frequency converters.
The gold-plated VMP-A resistor has
a constant load capacity of up to
2W at 110C and can handle a
constant current of up to 20A.
The resistors temperature range
is -55C to 170C.
Isabellenhtte has embarked on
a partnership with the Power and
Signal Group, which is based in

Ratingen, Germany. The agreement
means that, within the European
region, Power and Signal is now
responsible for the distribution of
Isabellenhtte products. Power
and Signal also forms part of a
new distribution network within
the company.
To learn more about Power and Signal
Group, visit: www.ukipme.com/info/ev
INQUIRY NO. 510
PRODUCTS & SERVICES
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
The growth of e-commerce
has increased the need for
fleets of delivery vehicles.
These vehicles, when powered
by combustion engines, operate
inefficiently in stop-and-start, innercity duty cycles. Local governments,
therefore, are encouraging the move
to electric delivery vehicles in most
inner cities.
When fleet managers are willing
to invest in an electric vehicle, they
are faced with the issue of total cost
of ownership despite incentives
that are available to offset the cost.
Typically, battery costs are high,
and anything that can be done to
optimize the size of the battery pack
according to the vehicles duty cycle,
or to extend the vehicles range, will
help accelerate the adoption of
cleaner, more sustainable
alternative transportation.
Actia Automotive has evaluated
the impact of the control strategy of
a permanent magnet motor on a
vehicles energy consumption
when used on these types of daily
routes. Specific control strategies,
optimized for an urban cycle, can
improve the battery pack autonomy
enabling downsizing of the
battery, increased operation range,
or prolonged battery life.
Modern magnet motors controls
are usually based on a vector PWM
approach using a space vector

modulation (SVM) algorithm.
This approach offers a variety of
possibilities (involving two, four, or
six pulses per switching period),
each of which has
advantages and
drawbacks depending
on vehicle usage.
As an example,
when considering the
urban daily route of a
3.5-ton electric delivery
vehicle, the optimum solution is
to combine SVM2 and SVM4
approaches, while setting up
acceleration pedal cartography to
optimize vehicle performance to
the routes. This approach is less
beneficial when the vehicle is used
on a highway. However, there are
huge advantages for commercial
fleet vehicles operating in the city
intra-city buses, shuttles and
Combining SVM2 and SVM4 strategies
Adopting a flexible SVM strategy can reduce overall electric drivetrain losses
Optimized drivetrain control strategies can encourage electric vehicle uptake
e-commerce delivery vehicles, for

example which experience many
starts and stops.
The SVM strategy is adjusted to
the vehicle speed. At low to medium
speeds, two types of SVM are most
efficient SVM4 and SVM2 AC.
In SVM4, which uses four pulses
per switching period, one phase leg
is not switched during the period.
SVM4 offers the best energy
efficiency, thus reducing inverter
switching losses and providing full
use of battery voltage range to the
motor windings.
In SVM2 AC, which features SVM
with amplitude control and two
pulses per switching period, only
one phase leg is switched: the other
two are not. SVM2 AC offers better
energy efficiency than SVM4 by
reducing inverter switching losses
and allowing the motor windings the
use of the full voltage range.
However, motor losses slightly
increase and the motor torque ripple
generates mechanical stress and
undesired vibrations. A balance
between and SVM4 and SVM2 AC
provides the best compromise.
In applications involving medium
to high speeds, there are also two
types of SVM that are most efficient
SVM2 PC (SVM with phase control
and two pulses per switching

period) and Full Wave control, which
involves no switching period.
Full Wave is used in most
brushless DC applications, and
offers the best energy efficiency for
the inverter. However, losses and
motor torque ripple increase.
SVM2 PC and Full Wave provide
the best use of battery voltage
range even more so when the
motor needs to be flux-weakened,
which is often required as soon as
the motor reaches medium speed.
A balance between SMV2 PC and
Full Wave, again, provides the best
compromise for these applications.
A flexible Space Vector
Modulation strategy to control the
drivetrain of an electric vehicle can
significantly improve the autonomy
and life duration of a battery in an
inner-city duty cycle. It also
contributes to the optimization of
the total cost of ownership, which
is a major concern for vehicle fleet
owners and a key issue in
increasing the usage of electric
delivery vehicles in cities.
To learn more about Actia Automotive,
INQUIRY NO. 511
Electrical
Architecture
Expertise
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&
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Systems
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ACTIA ELECTRIC DRIVE SYSTEMS

30 years of Automotive industry experience
An international group in 15 countries.
The partner of passenger, commercial and
industrial vehicle manufacturers.
Intelligent solutions tailored to specic applications.
High-end Automotive quality in all stages
of development and manufacturing.
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PRODUCTS & SERVICES
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
Electric vehicles cars driven
by one or more electric
motors powered by batteries
recharged from an external
electricity supply now have a
global showcase. The official
Fdration Internationale de
lAutomobile single-seater Formula
E championship commenced in
September 2014 in Beijing, and
continues until June 2015. The
series will travel to 10 of the worlds
best-known cities (including
London, Miami, Buenos Aires,
Berlin and Monte Carlo) and
features 10 teams, each with two
drivers. Teams will compete using
the high-performance SparkRenault SRT_01E, with each driver
having two cars.
But Formula E is not just about
glamorizing EVs. Alejandro Agag,
CEO of Formula E Holdings, says
that the championship will become
the framework for research and
development around the electric
car, a key element for the future of
our cities. Just as other technologies
have been either invented or
perfected in motorsports and later
trickled down into conventional
vehicles, Formula E hopes to do the
same for EVs. To that end, leading
electronics distributor Mouser
Electronics is sponsoring the China
Racing Formula E Team. Joining the
sponsorship of China Racing are
electronic component companies
Vishay, a leading global supplier
of semiconductor and passive
components; and Molex, a leading
technology provider with a product
portfolio ranging from connectors to
cable assemblies.
Although the history of electric
vehicles can be traced back to at
least the 1830s, it is only in the past
20 years or so that leading global
manufacturers have directed proper
resources into intensive research
and development. And EVs are
China Racings Formula E racecar sponsored by technology suppliers Mouser, Vishay and Molex accelerates hard at the
inaugural championship event, which took place in September 2014 at the Beijing Olympic Green Circuit (Photo: Formula E)
catching up fast. A gasoline engine

produces little torque and power
at low revolutions, so it must work
through a series of gears to enable
the engine to build up revs quickly
for acceptable acceleration. But the
powertrain for an EV delivers all its
torque immediately and smoothly,
only tailing off marginally in the
upper rev range. Power from an
electric motor also builds smoothly
across the entire rev range and
hardly tails off even toward the units
upper limit.
Although most modern electric
vehicles use Li-ion power packs
whose volumetric energy density
of around 700Wh/l is well below that
of gasoline (10kWh/l), the vehicles
have much in their favor, including
the efficiency of an electric motor
compared with a gasoline engine

75-85% against 25-30% for
conversion of electrical/chemical
energy into mechanical energy.
An EV electric motor is also more
compact than a gasoline engine,
freeing up space for more batteries
and greater energy capacity. The
inaugural Formula E cars can reach
100km/h (60mph) from a standing
start in three seconds, and realize
a maximum speed of 225km/h
(140mph). But the cars feature some
performance restrictions. For
example, during races, both the
maximum power (150kW) and
battery energy (28kWh) are limited,
and drivers have to swap vehicles
halfway through the race. The cars
also have limited use of an additional
30kW for overtaking.
Further improvements in battery

energy density, motor efficiency,
speed and range are inevitable.
Formula E was merely a concept
three years ago, but technology is
forged in the heat of competition.
While Formula E was born out of the
desire to promote clean energy,
mobility and sustainability, perhaps
the most tangible benefit will be its
role as a testbed for EV technology
that will stimulate further battery,
drivetrain, motor and engine
management. For more information,
see advertisement on facing page.
To learn more about
Mouser Electronics, visit:
INQUIRY NO. 512
mouser.com
The Newest Products for Your Newest Designs
Automotive Applications
Learn more about electric and hybrid automotive developments at

mouser.com/automotive-applications
FORMULA E CHARGES AHEAD WITH
ZERO-EMISSION MOTORING
Sponsors of Formula E Team China
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PRODUCTS & SERVICES
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
Having recently started
passenger-carrying trials with
operators, Torotraks Flybrid kinetic
energy recovery system (KERS)
aims to be the most cost-efficient
hybrid system for bus applications
on the market.
The innovative flywheel-based
unit is completely mechanical and,
due to its relatively common
components and materials,
promises to be considerably less
expensive than hybrid electric
options on the market. At around
one-third of the weight, a quarter of
the cost and with only a five-year
payback period, this newcomer
offers an affordable hybridization
alternative to the incumbent electric
solutions. Initially aimed at singledeck buses, the system is also
suitable for application in other
commercial vehicles.
The Flybrid KERS unit connects
to the rear axle of the single-deck
StreetLite midibus via a power takeoff (PTO) arrangement; this enables
it to transfer kinetic energy directly
away from the driveline to spin up
the flywheel and slow down the
bus. At only about 8kg, the flywheel
itself is the key ingredient of the
system spinning exceptionally fast
in a specially designed containment
housing, it can deliver up to 120kW
and 5,000Nm, on demand, to the
driveline of the bus. The specially
designed mechanical transmission
between the PTO and the flywheel
ensures that torque is delivered
smoothly during the storage and
release of energy, and provides
driveability and driver control
virtually identical to that of a
conventional diesel bus.
The Flybrid bus KERS unit is
the result of a two-year project in
partnership with bus manufacturer
Wrightbus, and while the prototype
units currently on fleet trial with
customers such as Arriva are
A KERS-equipped Wrightbus
StreetLite midibus at Cenex LCV 2014
the result of a two-year project
exclusively fitted to Wrightbus

StreetLite midibuses, there is the
opportunity to use this technology
across a wider range of vehicles in
the near future. Torotrak firmly
believes the same specification of
unit could save fuel in a variety of
bus models, including doubledeckers and coaches, and indeed
across other varieties of commercial
vehicle such as delivery trucks,
refuse vehicles and HGVs.
Further backing the viability of
Flybrid KERS for commercial
vehicle applications is its long
design life currently being proven
through an extensive design
verification plan and testing regime
that runs thousands of kilometers
ahead of the buses on the road it
is expected to reach 1,000,000km
of service with only basic
maintenance. Throughout this
lifespan, the vehicle drives like a
normal bus, can be serviced much
like a transmission with no highvoltage components, and will see
more than three million charge and
Installation of the KERS unit does not

affect the buss passenger capacity
discharge cycles without storage

capacity depletion.
The technology is being further
developed to offer an affordable
way to try out hybridization,
particularly on routes, duty cycles
or vehicle types where it might
usually not be cost-effective.
Further pre-production prototype
trials are scheduled for 2015. The
computer simulation tools that
Torotrak has developed as part of

this project allow specific vehicle
applications of the KERS to be
simulated for fuel economy and
energy storage, and are capable of
including subtleties such as vehicle
payload, drive cycle and even
altitude enabling the customer to
virtually try before they buy.
To learn more about Flybrid,
INQUIRY NO. 513
PRODUCTS & SERVICES
Vehicle safety processors

In order to keep up with increasing demands from image recognition-based advanced
driver assistance technologies, an all-new family of multi-engine processors is needed
Improved car safety has been
the biggest contributor to a
reduction in the number of road
deaths in Europe over the past
decade, according to Euro NCAP
the European New Car Assessment
Program. Increasing use of various
autonomous systems with visualrecognition capabilities is expected
to help further increase road safety
in the coming years.
Euro NCAP has been establishing
numerous test protocols for various
autonomous safety systems for
some time now. Forward collision
warning (FCW) and autonomous
emergency braking (AEB) systems
have been included in the overall
Euro NCAP safety rating for the first
time in 2014.
The program will add traffic sign
recognition (TSR) and AEB with
daytime pedestrian detection (PD) in
2016. AEB with both daytime and
night-time PD will be added by
2018. More advanced features
include 3D object detection, as well
as driver monitoring to check for
visual signs of tiredness and
authenticate the drivers identity.
Systems that can see hazards
and warn drivers of upcoming
obstacles are heavily reliant upon
high-performance image recognition
processing technologies.
Image recognition is extensively
software-based. In an automotive
ADAS application, however, the
power dissipated by a highperformance CPU or DSP running
at high-megahertz frequencies
would present unacceptable
thermal challenges. The effects of a
high-performance software-based
approach are unacceptable, and
contribute to the demand for costeffective, low-power solutions.
Performing complex or frequently
used processing functions (such as
transforms, filters, histograms and
pyramid matching) in dedicated
Multi-engine processors are required to meet the new and high demands of image recognition-based advanced driver systems
hardware, rather than software, can

accelerate algorithm execution to
assist real-time performance, and
can also maximize energy-efficient
operation. However, a suitable
processor must also be able to run
multiple driver-assistance
applications simultaneously. For
cars that need to see, a multiengine processor with an array of
multichannel dedicated hardware
accelerators is the ideal platform.
As the total number of driverassistance systems requiring image
recognition has increased, Toshiba
has evolved its automotive imagerecognition processor family with
its latest processor family the
fourth-generation TMPV760, which
features up to eight media-processing
engines (MPE) units, eight camera
inputs and multiple hardware
accelerators. These include pixel
calculation and filtering, an enhanced
affine transform for distortion

reduction and image sizing, and
accelerators for histogram
manipulation and matching.
Toshibas co-occurrence
histograms of oriented gradients
(CoHOG), enhanced CoHOG and
structure from motion (SfM)
functions are also implemented in
the fourth-generation processor,
which delivers performance levels
up to 10 times those of the previousgeneration quad-MPE device.
Toshiba has also developed an
enhanced CoHOG accelerator,
which provides extremely high
pedestrian-recognition accuracy
even when utilized at night by
analyzing color-based gradients
of images from multiple, full-highdefinition cameras.
The SfM accelerator enables
support for driver assistance that
can accurately identify unknown
obstacles that are not included

in the image library, such as
guardrails, curbs or small objects on
the road surface. Unknown obstacle
detection differs from conventional
pattern recognition by using 3D
reconstruction technology, taking
advantage of the SfM accelerator to
analyze images at high speed.
The image-recognition
processors have been developed
using Toshibas ISO 26262 process
flow. As a component designed for
use in safety-related vehicle
systems, it is designed to achieve
the necessary Automotive Safety
Integrity Level (ASIL), ensuring the
highest level of robustness against
safety risks.
To learn more about Toshiba,
INQUIRY NO. 514
PRODUCTS & SERVICES
Fuel cell power box

A new device that combines the functionalities of high-power DC conversion and turbo
compressor motor control is set to lower the cost and complexity of mobile fuel cell systems
Brusa Elektronik, a Swiss
supplier of automotive power
electronics and electric propulsion
systems, has enjoyed a long history
developing and producing the
technology required within mobile
fuel cell systems (FCS) for use as
range-extender power supplies.
Currently, the company is
developing an innovation that is set
to take high-power conversion for
fuel cell applications to a new level:
the fuel cell power box (FCPB).
According to Brusa, the FCPB will
be tailored to the requirements of a
competitive mobile FCS.
To understand how the FCPB
works, it is important to understand
the different systems underpinning
this innovation.
One crucial technology is the
DC-to-DC power converter, which
converts direct current from one
potentially fluctuating voltage
level to another, to provide a
stabilized output. Within a FCS, the
DC converter safely connects the
fuel cell or battery to the DC link.
Brusa has worked closely with
several car and bus manufacturers
to deliver DC converter solutions
for virtually all possible FCS
architectures. Of Brusas entire
converter portfolio, the BDC546 is
probably the best-known product.
This automotive-grade device is
used in fuel cell bus fleet services
all over Europe.
With the industry on the brink of
mass-marketing fuel cell electric
vehicles, along with the constant
aim of reducing the size and cost of
components being realized, Brusa
is currently developing the latest
generation of its DC converters, the
GIC246. This compact converter,
suitable for FCS operating at up to
750V, is also the first converter to
feature an AC-bridge between
both DC sides, thus applying the
principle of galvanic insulation for
A schematic of Brusas fuel cell

power box, a product the company
will implement for high-power
conversion in fuel cell applications
The Brusa fuel cell power box concept
maximum safety. Also, the fuel cell

and traction sides are separated at
all times.
Brusa has also gained highly
comprehensive experience in the
development of its four-quadrant
power inverters (controllers) for
electric traction motors. Recently,
this expertise was adapted while
creating controllers for high-speed
motors that propel the turbocompressors and supply air for the
chemical reaction within the fuel
cell. The performance of these
controllers has a crucial impact on
the efficiency of the FCS.
The latest evolution is the
DMC714, which masters sensorless
motor control at rotational speeds
of 180,000rpm and more, and
features a full set of proven Brusa
Elektronik technologies, such as
the SoftSwing topology, which
ensures minimal switching losses
and optimal EMC features, liquidpin cooling technology and
automotive-compliant molded
semiconductor modules.
With the GIC246 converter and

DMC714 controller being made
available in early 2015, Brusa plans
to present the FCPB shortly after.
The FCPB will integrate both
functionalities of DC conversion and
turbo-compressor motor control
within one device. There is obvious
potential for synergy because the
number of internal components,
interfaces and required build space
can be significantly reduced,
simplifying the integration work
undertaken by the vehicle system
architect and ultimately reducing the
cost of the entire FCS.
Three decades after the company
was founded, and representing the
logical continuation of Brusas
tradition of innovation, the FCPB
marks an important milestone on
the path to the affordable massmarket fuel cell electric vehicle.
To learn more about Brusa Elektronik,
INQUIRY NO. 515
PRODUCTS & SERVICES
Performance Li-ion cells

Used in the Formula E championship, lithium-ion power cells have potential
applications beyond racing, and could be implemented in a wide range of industries
In late 2013, the Dow Kokam
joint venture came to an end,
but in its wake Xalt Energy emerged
a new company with a new
leadership team and a stronger
focus on product and growing
partner relationships. With a proven
product, a world-class USA-based
lithium-ion manufacturing facility
providing over 700MWh capacity,
and innovative, experienced
engineers, the company had a
great starting point.
One of Xalt Energys most
recent partnerships is with Williams
Advanced Engineering the
engineering services and
technology business of the Williams
Group and is focused on the
development of lithium-ion batteries
for the new Formula E races. Xalt
Energy and Williams Advanced
Engineering have worked closely
together since June 2013, when
Williams was awarded the contract
to produce the batteries that power
all 40 cars competing in Formula E,
the worlds first fully electric racing
series. Xalt Energy supplies the
lithium-ion cells for each battery and
the companys experts have been
integrated into the Williams team
to ensure that the batteries meet
stringent performance, reliability
and safety criteria. This new
partnership will also see the two
companies collaborate on future
projects involving lithium-ion
battery technology for a range of
applications beyond motorsport.
The key to the success of the
Xalt cells is evident as soon as
you walk into the manufacturing
facility. Precise and flexible cell
manufacturing processes are
managed with a fanatical zeal,
which leads to one of the highest
quality, most consistent and best
performing cells in the world. From
mixing to the final formation, the
entire process is automated and
Xalt Energy NMC

lithium-ion cells
The Xalt Energy manufacturing plant in Midland, Michigan
done almost entirely in clean room

environments where temperature,
humidity and air particles are closely
managed. The high level of
manufacturing automation drove
the need to install advanced vision
systems, multiple coating thickness
and dimensional verification, to
ensure that the cells meet Xalts high
quality standards. This, in addition to
extensive raw material acceptance
testing and full product traceability,
ongoing continuous improvement
practices and lean manufacturing,
have enabled Xalt to develop a one
of a kind, large format lithium-ion
cell. And due to the high level of
automation used in the facility, the
A Williams Advanced Engineering (WAE) pack with Xalt cells
cells can be cost competitive with

any other lithium-ion cell in the world.
The Xalt Energy product portfolio
includes multiple-size cell capacities
from as small as 8Ah, with the
majority of the companys products
ranging from 25Ah up to 75Ah.
Additionally, all the cells can be
made in high-energy (180Wh/kg
and 8C power pulse), high-power
(160Wh/kg and 12C power pulse)
or ultra-high-power (110Wh/kg and
40C power pulse) variations all
using NMC/graphite chemistry.
In applications, Xalt Energy cells
demonstrate their value with the
ability to achieve high cycle life
(>4,500 cycles at 1C/1C rates).
This translates into value that

customers are seeing in a wide
variety of applications, including
multi-megawatt hour systems
for powering marine propulsion
systems, hybrid and electric
bus and heavy-duty commercial
vehicles, grid and stationary
systems used for renewable
integration, and, of course, in
high-performance automotive
applications such as the Williams
Formula E packs.
To learn more about Xalt Energy,
INQUIRY NO. 516
PRODUCTS & SERVICES
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
Much has been written about
lithium-sulfur (Li-S) in the last
couple of years, but it can be useful
to go back to basics and explain
this new battery technology.
At its heart, an Li-S pouch cell
comprises various layers of
materials, including a lithium metal
anode, a sulfur-based cathode
that includes carbon and a polymer
binder, and an electrolyte that
renders the cell safe.
This chemistry has several
important advantages over existing
technologies such as lithium-ion
(Li-ion), including addressing the
two largest challenges to the mass
adoption of electric vehicles: range
anxiety and safety.
Systems using metallic lithium are
known to offer the highest specific
energy and, coupled with sulfur,
offer an extremely high theoretical
specific energy five times that of
Li-ion. Readings in excess of
300Wh/kg have already been
demonstrated within commercialsize pouch cells. So for the same
energy stored, the battery will be
considerably lighter than Li-ion
(or indeed any battery chemistry
available). This means more
batteries of higher energy density
can be added to a vehicle,
increasing the distance it can travel.
With the improvements being made
to Li-S over time, vehicle journeys of
600-800km should be possible on
one charge.
Safety and reliability are both
guaranteed by the specific choice
of Li-S chemistry. Inherent in the
technology are two key mechanisms
that protect the cells a ceramic
lithium sulfide passivation layer and
a high-flashpoint electrolyte. This
means that the cell can survive a
barrage of electrical and physical
abuse, including puncture, without
any adverse reaction. Safety is seen
to be the major problem with Li-ion
Li-S cells are much

lighter than competing
technologies
The Navya autonomous vehicle is powered by advanced lithium-sulfur cells
battery technology one only

has to look at any of a number of
high-profile incidents in the last
couple of years.
Li-S has a complete 100% depth
of discharge, and remains safe during
over-discharge compared with other
technologies, which are susceptible
to damage. Li-S cells also have an
indefinite shelf life, with no charging
required when left for extended

periods to prevent damage.
The chemistry is considered to
have less environmental impact
than other technologies such as
Li-ion. The Li-S cell uses sulfur in
place of heavy metals such as
nickel and cobalt, which have a
substantial environmental impact
whereas the sulfur used in Li-S
cell manufacture is a recycled

by-product of the oil industry.
As a new technology develops,
it often splits into more than one
product. This is indeed the case
with Li-S, with choices in cell
materials proving an important
factor in a cells performance
to the extent that products are
entering the market designed for
particular applications. In some
applications, such as batteries
carried by individuals, weight is
the absolute priority. EVs, on the
other hand, must balance weight
reduction with ensuring sufficient
power and cycle life therefore
cells with these particular
characteristics are also being
designed and introduced for
this market.
Using these various cell formats,
a range of Li-S batteries are now
being developed and are expected
to be in production by the middle of
2015. This includes a battery for the
Navya autonomous vehicle, which
is the worlds first electric vehicle
powered by Li-S. Looking further
ahead, Innovate UK (previously
known as the UKs Technology
Strategy Board) is funding a
program with Oxis Energy, Lotus
Engineering, Imperial College and
Cranfield University to develop an
enhanced Li-S vehicle battery and
energy system controller. This
Revolutionary Electric Vehicle
Battery (REVB) project began in
November 2013, runs until late
2016, and will provide breakthrough
improvements in energy density
(400Wh/kg), which will result in a
major increase in the performance
and safety of the next-generation
electric vehicle.
To learn more about Oxis Energy,
INQUIRY NO. 517
PRODUCTS & SERVICES
Advanced inverter cooling

Improving cooling technology within the traction inverters of electric vehicles can
increase component reliability and lifespan, while reducing the cost of materials
The traction inverter of an
electric vehicle is the second
most expensive component after
the battery pack. Within this inverter,
the semiconductor power modules
account for up to 30% of the total
cost of the unit. More efficient
cooling at the semiconductor die
level could help significantly reduce
inverter cost and complexity,
allowing for more affordable EVs.
The cooling of power electronics
is critical for reliability. Sustained
operation at high temperatures
reduces the overall lifetime of
semiconductor devices, while
exceeding the maximum die
temperature specified by the
manufacturer can quickly destroy
the device.
In a typical inverter module, the
main power switches are Insulated
Gate Bipolar Transistor (IGBT) dies
attached directly to a Direct Bonded
Copper (DBC) substrate with
soldered or sintered-metal
connections to the bottom
terminals. Connections to the
topside terminals are made using
wirebonds. The DBC substrate is
attached to a thermal baseplate,
which acts as a heat sink and may
also incorporate direct liquid cooling

(DLC). Only the bottom connections
are used to conduct heat from the
die into the heat sink or coolant.
The wirebond connections to the
top side have no significant role
in removing heat from the die.
This single-sided cooling is
inadequate to allow the devices
switching capabilities to be fully
utilized. In order to carry the
maximum inverter current,
designers connect multiple devices
in parallel, which increases the
overall cost of the inverter.
To improve heat transfer, and so
help reduce inverter cost while also
boosting reliability, International
Rectifier has developed an
innovative packaging concept
that enables heat to be removed
through both sides of the
semiconductor die. The basic
building block of this package is
IRs COOLiR2Die surface-mount
power switch, which comprises an
IGBT die and a matching diode
mounted on a thermally efficient
ceramic substrate.
The COOLiR2Die switches are
produced in die-up and flipped-die
configurations. In the die-up
Figure 2: The COOLiR 2Die

switches in a half-bridge module
Figure 1: The flipped-die and die-up switches simplify inter-device connections
configuration, the IGBT emitter,

labeled E in Figure 1, and the diode
anode, labeled A, are attached to
the substrate. In the flipped-die, the
IGBT collector (C) and the diode
cathode (K) are attached to the
substrate. This helps to simplify
assembly when interconnecting
devices in a half-bridge, H-bridge
or custom power circuit.
A half-bridge module is assembled
as outlined in Figure 2, using
flipped-die and die-up devices. The
exposed pads of the COOLiR2Die
are attached directly to the DBC
substrate of the module using
solder or sintered metal. A heat
sink can be attached to the topside
of the COOLiR2Die to maximize
cooling efficiency.
By allowing both topside and
bottom-side cooling, COOLiR2Die
significantly reduces thermal
resistance from the die to coolant
(RTHj-coolant) compared with a
conventional module containing
wirebond connections. Depending
on the type and thickness of the
substrate, junction-to-case thermal
resistances of approximately
0.0024m k/W are easily achievable
for both the bottom and the topside
of the package. Further improvement
is possible by using thinner
substrates, or substrates with higher

thermal conductivity.
Lowering the overall thermal
resistance from junction to coolant
allows for better utilization of the
semiconductor die area. This
reduces the total die area needed
to achieve a given current rating,
resulting in lower materials costs. In
addition, the improved heat transfer
increases reliability and lifetime of
the power module. The dual-side
cooled module also benefits from
increased power-cycling ability.
Alternatively, the same die area
can support up to 61% higher RMS
current rating, allowing for increased
power-handling capability without
increasing cost. COOLiR2Die
switches have been produced with a
voltage rating of 680V and current
rating of 300A in a 29 x 13 x 1mm
assembly. In addition, increased heat
transfer ability enables the use of
higher PWM switching frequencies,
meaning smaller and lower-cost
passive components can be used to
complete the inverter design.
To learn more about International
Rectifier, visit:
INQUIRY NO. 518
PRODUCTS & SERVICES
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

Huber+Suhner are already
used in a variety of vehicles,
including cars, trucks, electric
bicycles and electric boats.
And now they are also being
increasingly implemented in electric
motorcycles. Brammo, Lito Green
Motion and other manufacturers
rely on Radox automotive cables
for the drive systems of their
electric motorcycles.
The Brammo Empulse motorcycle
reaches a top speed of 177km/h
(110mph) and has a range of
90-200km (56-124 miles). The
Brammo racing team uses this
model to successfully compete in
events. Apart from high-speed
riding, the motorcycle is also suitable
for calm and relaxing journeys. Lito
Green Motions Sora motorcycle
has the same range and reaches a
top speed of 190km/h. It has an
electrically controlled seat that can
be adjusted while riding, converting
the vehicle from a low rider to

a racing machine. As a result, the
Sora is suitable for use during both
relaxed cruising and high-speed
journeys. Both models share
common features, including zero
emissions and little noise due to
the electric motor.
Cables from Huber+Suhner
are used within the drive system
to transmit power between the
battery and the electric motor.
The Radox insulations used in the
cables offer excellent resistance to
thermal, chemical, electrical and
mechanical loads. At the same
time, the cables have excellent
mechanical (pinch, abrasion,
bending radius) and electrical
properties. They can also be
installed in the chassis in a spacesaving way. It was these cable
characteristics, coupled with
Huber+Suhners previous
successes in the electric vehicle
market, that led to the company
being selected as the supplier for

these motorcycles.
In addition to Brammo and Lito
Green Motion, Huber+Suhner is
collaborating with other electric
motorcycle manufacturers. Both
Brammo and Lito Green Motion are
also planning to ramp up production
of their vehicles, and have
requested additional cables. As
a result, more electric motorcycles
with cables from Huber+Suhner
will soon be hitting the roads.
To meet the requirements of
its customers in the automotive
market, Huber+Suhner has recently
expanded its product range of
shielded Radox power and battery
cables. In compliance with ISO
6722, the company now offers
intermediate cross-sections of
8, 12, 20, 30, 40 and 60mm2
in addition to the standard sizes.
Shielded Radox power cables from
Huber+Suhner are ideal for highvoltage applications in hybrid and
electric vehicles where particularly

high currents are used. The cable
shielding prevents interference
with the sensors and electronics
in the vehicle space. The entire
product family is also available in
unshielded versions.
Following this product range
expansion, Huber+Suhner is one
of the first manufacturers to offer
cross-sections across the entire
range from 1.5mm2 up to
150mm2. Previously, customers
had to opt for thicker cables with
larger cross-sections if the
appropriate intermediate crosssection was not available. The
company now offers a suitable
cross-section for every application.
This offers auto makers crucial
space, weight and cost savings.
To learn more about Huber+Suhner,
INQUIRY NO. 519
PRODUCTS & SERVICES
Multi-physics simulation
High-fidelity, multi-physics engineering simulations are advancing
the design and development of key hybrid components and systems
The changing engineering
simulation requirements
brought about by electric and hybrid
powertrain designs, as opposed to
conventional IC engines, have
provided a growth opportunity for
simulation companies. One of the
first to respond to such changing
needs was CD-adapco, an early
leader in engineering simulation
methods. The company launched
an ambitious extension of its
computational fluid dynamicscentric tool, STAR-CCM+, to add
multi-physics capability necessary
for the modeling of certain hybrid
system components.
First to be added was an
electrochemistry analysis device
that enabled design engineers to
understand the effect temperature
can have on installed battery pack
performance, as well as the effect
an electrical load can have on the
temperature of cells within such
packs. This coupled approach
has led to a flow, thermal and
electrochemistry solver being
developed, with notable projects
along the way, including those with
the Department of Energy (DoE) in
the USA and a consortium of
German car manufacturers. An
example of the possible results was
recently published at a DoE event,
which showed a simulation of a
Johnson Controls 12-cell model
during a PHEV drive cycle. The
simulation predicts temperature
fields as well as battery-specific
values such as cell voltage and
pack state-of-charge.
More recently, this technology has
been used in with other simulation
tools to highlight how critical cell
properties can be managed by
differing control strategies within
an overall vehicle or powertrain.
Another key component that
benefits from multi-physics
simulation is the traction motor.
A detailed cross-section showing temperature levels through a JCI 12-cell module during a PHEV drive cycle discharge
Here the electromagnetic system,

which produces the motion, also
produces heat that needs to be
dealt with by the cooling system.
Conversely, the temperature of
the components within the
electromagnetic system will affect
the efficiency of the overall
system. This highlights the need for
easy exchange of data to converge
on the correct answer for a given
set of operating conditions.
CD-adapco has enabled its flow
and thermal simulation tool to
accept electromagnetic losses for
all major codes, thereby enabling
such convergence. Moreover,
STAR-CCM+ now has its own
electromagnetic solver, which can
be used alongside the flow and

thermal solver to simulate the entire
electric machine in a single
simulation tool. Finally, CD-adapco
can read data from its own upfront
electric machine design tool,
automatically setting up a case and
running the solution.
A complete multi-physics view of
the electric and hybrid powertrain
system also involves investigating
the cooling performance of the
power electronics and control
electronics. STAR-CCM+ is used to
simulate in detail the heat sources
(which can exceed 5kW in the
IGBTs), thermal management
components and even the printed
circuit board with traces, giving
accurate temperature predictions

throughout the full drive cycle.
Multiple cooling approaches can be
simulated, including air cooling,
liquid cooling and even spray
cooling. This ultimately enables the
component and system designers
to explore the design options and
make well-informed choices.
Having achieved such simulation
fidelity, CD-adapco shows no sign
of slowing down with customerfocused developments in the field of
electric and hybrid engineering.
To learn more about CD-adapco,
INQUIRY NO. 520
PRODUCTS & SERVICES
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
In todays highly innovative
and technological world, cars
have been designed with features
from high-tech navigational systems
to mood lighting. You can easily find
your location and even park
effortlessly using park-assist. But
what happens if you break down
on the way?
With so many of a vehicles
operations being driven by
electronics, manufacturers are
required to adhere to more and
more safety standards (ASIL and
ISO 26262, for example). Meeting
these criteria requires increased
failure mode analysis and
documentation during the design
process, and the implementation of
additional fault detection circuits on
all safety-critical designs. The goal
of this added complexity is to
diagnose a given problem before
it significantly affects the driver.
Lets consider the main vehicle
systems of a car. Whether its an
internal combustion engine or a
hybrid powertrain, there are
electronic sensors continually
monitoring the system during
vehicle operation. If a failure occurs
and operation is affected, a sensor
reports the problem to a control

unit, and mitigating action is taken.
This action may be to modify the
engine control for non-optimal, but
sufficient operation, or just to
activate an indicator light. In more
extreme cases, the operator may
need to seek roadside assistance.
This is the calamitous ending that
has driven the high-tech world of
sensors to the conclusion that the
industry may not be doing enough.
Vehicle failures such as the
one mentioned above could be
attributed to a malfunction of the
system. But theres also a chance
that it could have been caused by
a malfunction at the component
level. One common sensing
technology is the magnetic sensor
these can now be equipped with
state-of-the-art diagnostics to
address these safety concerns.
Such sensors operate on magnetic
fields contiguous to the sensing
elements. A change in the system,
such as the distance between the
applied field and the sensor, can be
detected and a warning signal sent
to indicate that the system has
changed (as shown in Figure 1)
or been damaged (Figure 2).
Figure 1: A
magnetic gear
tooth sensors
magnetic
profile has
an amplitude
deviation due to
signal wobble
on a target
Figure 2: A differential gear tooth sensor detects magnetic signal disturbance

(a bent tooth, for example) and feeds the information back to the interface
system. The interface system can then determine the appropriate action needed
Figure 3: An on-chip coil excites the magnetic signal path and then provides a code
on the output pin indicating whether the chip operation has either passed or failed
Figure 3 illustrates the case where

the sensor is failing, and an onboard
coil (such as Allegro MicroSystems
A1160 sensor IC) acts as the
magnetic input to the sensor,
narrowing the failure down to the
component level. Fault detection
allows time for the operator to
schedule an appointment at the
dealer before getting stranded.
These state-of-the-art integrated
circuits have built-in self-test
capabilities, which allow a sensor
to monitor its own function and
indicate whether it is operating as
expected. This check can be done
at every power-on event, continually
during sensor operation, or when

pinged by the control module.
Controller-initiated communication
can be periodic or prompted by a
fault code generated by the system.
The implementation of electronic
systems means imperceptible
failures. Implementation of
diagnostics is neither simple nor
free, but the benefits outweigh the
cost and complexity.
To learn more about Allegro
MicroSystems, visit:
INQUIRY NO. 521
PRODUCTS & SERVICES
Optimized electric drives

Detailed testing, measurement and analysis are fundamental in the optimization
of electric drivetrains, in turn increasing efficiency in truck and bus applications
In a market that is traditionally
dominated by large, inefficient
direct drive motors coupled to
industrial gearboxes or expensive
dual electric motor systems,
Kinetics NexDrive solutions offer
a superior technical alternative.
NexDrive electric drives operate
in a variety of truck and bus
applications, demonstrating the
benefits of a light, reliable and highperformance solution. Kinetics
flagship technology, the NexDrive
EV3-850, is a 3-speed, dry dualclutch transmission designed and
developed specifically for electric
bus applications.
To enable its customers to quickly
and cost effectively bring solutions
to the market place, Kinetics has
been collaborating with leading
motor suppliers to provide
complete, fully integrated and
optimized drive systems. Kinetics
engineering team has developed
extensive experience in combining
a variety of engines and motors
with its ultra-efficient transmission
solutions. The major goals for all
integration projects include
maximizing combined drive system
efficiency to decrease energy
consumption, and extending
engine and motor life. Reducing
the real-world kWh/km electrical
consumption decreases the
required battery size, reducing
cost and vehicle mass.
To optimize the EV3-850
integrated drivetrain, Kinetics first
identifies windage and gear mesh
losses for each transmission ratio.
Testing is carried out at Kinetics
facility, using VFD motor
dynamometers and high-accuracy
torque sensors to test and verify
efficiency, performance and
reliability. Test results are combined
with manufacturers measured
motor efficiency to generate an
efficiency map for each gear, based
The 3-speed, dry dual-clutch NexDrive EV3-850 transmission undergoing efficiency testing at Kinetics Drive Solutions facility
on speed and load. Using efficiency

map analysis, Kinetics engineers
calibrate the Transmission Control
Modules (TCM) shift selection
algorithm. The TCM continuously
optimizes gear selection during
normal driving, on acceleration
or deceleration and during
regenerative braking. The TCM
also manages communications
between the motor controller and
the vehicle control system.
To further increase efficiency,
the algorithm is optimized to avoid
disrupting dynamic vehicle braking
and to increase energy capture
during a brake event. Algorithm
optimization results in greater overall
efficiency in a much lighter package
when compared to traditional direct
drive solutions.
Although Kinetics performs a

significant amount of integration and
optimization in-house at its testing
facility, the company also works
closely with customers. Working
at customer sites enables
manufacturers to more easily and
effectively integrate drive solutions
into their platforms. Kinetics works
with vehicle manufacturers and
integrators to fully configure the
vehicle controls (VCU) and battery
management system (BMS) to
operate seamlessly. The integration
and calibration of powertrain control
algorithms such as drivetrain lash,
shift control and regenerative
braking is coordinated between
the VCU, TCM, BMS and motor
controller. This is critical work, as
the TCM on the EV3-850 manages
the driveline based on driving

conditions, driver demand, load
and speed. Finally, to empower
customers and technicians, Kinetics
provides a fully capable diagnostic
toolset for the purpose of
integration, commissioning and
in-field troubleshooting.
Kinetics is currently working with
a Chinese manufacturer to offer its
reliable and efficient drive solutions
to Chinas transit bus market, which
is striving to reduce transportation
emissions for better air quality and
a healthier environment.
To learn more about Kinetics Drive
Solutions, visit:
INQUIRY NO. 522
PRODUCTS & SERVICES
Sensor bearing technology

Innovations in bearing and sensing technologies are helping to
drive the development and widespread adoption of electric vehicles
The adoption of electric and
hybrid vehicles continues to
be fast and widespread. EVs and
HEVs could account for more than
10% of global car purchases within
the next five years, according to
industry analysts Frost & Sullivan.
Todays EV market is highly
competitive, with the technology
having considerable impact on
traditional transportation systems
and demand for performance and
reliability driving innovation.
At the forefront are those
transportation companies that have
worked on early-stage R&D with
specialist technology providers. The
Bollor Group, for example, is using
advanced engineering solutions
from SKF to develop its line of EVs,
including the popular Bluecar and,
more recently, buses. The cars in
particular have been a success,
thanks largely to their performance
and inventive methods of adoption.
The success of EV car-sharing
program Autolib in Paris has
provoked interest in similar projects
for major cities around the globe.
The e-powertrain is a key focus
for innovation in components and
assemblies. Complex, compact,
highly efficient and precise solutions
are pushing the boundaries of
performance and reliability. This is
enabling the weight, size and
frictional losses within components,
such as bearings, to be reduced,
Pariss Autolib EV-sharing program
Cutaway of SKFs eDrive Ball Bearing
The SKF Rotor Positioning Sensor Bearing Unit has embedded sensor technology
while simultaneously improving their

ability to perform reliably at rotational
speeds in excess of 12,000rpm, and
at extreme temperatures. A new
generation of components is
emerging with built-in sensors and
onboard intelligence, which interface
with increasingly sophisticated
vehicle management systems.
As examples, the SKF Rotor
Positioning Sensor Bearing Unit
and SKF Motor Encoder Sensor
Bearing Unit are designed for use
respectively with permanent magnet
or induction traction motors in EVs
and HEVs to determine accurate
rotor angular position (with two sine
wave output for precise sinusoidal
and vector control) or real-time
electric motor speed, direction and
incremental position (by means of
precise encoder pulses).
The complete unit is compact
and lightweight, with an accurate
and repeatable sensor incorporated
into the bearing envelope making
its performance independent of

customer assembly process and
tolerances. This device gives a zerospeed true power for absolute rotor
position angle, with accuracy below
1 and repeatability below 0.1,
thanks to extremely accurate
management of the sensor bearing
unit air gap, enabling a reduction in
electric motor torque ripple and
noise. The bearing unit can
withstand continuous temperatures
up to 150C, unaffected by severe
magnetic field disturbances and
high levels of vibration.
With its exceptional levels of
signal accuracy and repeatability,
SKF sensor bearing technology
contributes to improved e-powertrain
efficiency, providing greater system
control and increased battery life. A
specific design methodology, based
on the Six Sigma approach, is able
to precisely predict and customize
sensor performance according to
the electric motor application
requirements, correlating the

harmonics with the sensor bearing
design parameters.
Sensor technology is enhanced
still further by the adoption of hybrid
bearings, which use rings made
from advanced bearing steels, with
rolling elements engineered from
bearing grade silicon nitride. This
construction can substantially
improve reliability in EVs, especially
where bearings are exposed to
potentially damaging abrasive
particles, inadequate lubrication,
vibration or stray electric currents.
Hybrid bearings prevent the
passage of electric current, can run
at high speeds, extend bearing and
grease service life and maintenance
intervals, and resist false brinelling.
EV manufacturers must partner
with experienced suppliers in the
early stages of projects to ensure
the potential of new component
solutions is commercialized as
efficiently as possible. The expertise
of companies such as SKF can
deliver the advantage required to
capitalize on the projected growth
in this rapidly emerging sector.
To learn more about SKF, visit:
INQUIRY NO. 523
PRODUCTS & SERVICES
Simulating thermal design

Powertrain cooling simulations can provide engineers with vital data and
insight, enabling optimization of electric and hybrid system components
Hybrid vehicles pose
additional challenges to
engineers particularly when it
comes to fluid systems such as
the ambient airside flow, cooling,
lubrication, air-conditioning, exhaust
and fuel systems. New thermal
loads on the system mean new
thermal management tactics have
to be used. Components unique
to electric and hybrid systems
represent additional heat loads
that need to be accounted for
when examining the overall thermal
behavior of a given system.
Rich Hoyle, principal engineer
at Aligned CAE a company which
specializes in 1D fluid-flow CFD
design and consulting uses the
Mentor Graphics Flowmaster 1D
system simulator software to
analyze electric and hybrid vehicle
thermal management systems.
Major components, such as
the electric compressor, battery
blower, electric water pumps,
coolant valves, heaters, and
refrigerant shut-off valves, are all
controlled by an algorithm in the
vehicle. Vehicle designers have a
lot of control, and a lot of different
variables to play with, which is
important when trying to balance
energy consumption.
Flowmaster can be used to run
a powertrain cooling simulation,
enabling the optimization of the cost
and mass of each component and
ensuring correct sizing of elements
such as the radiator, cooling fan
and pump, as well as ensuring
optimum thermostat settings.
Because all these controls are
available for individual components
in hybrid and electric vehicles,
algorithm development is
increasingly important.
Energy consumption is a critical
consideration when developing
control algorithms. Passenger
comfort is another area of concern.
Flowmaster enables network simulation

and analysis that can play a vital role in
answering design questions, assisting in
the optimization of system components
for electric and hybrid powertrains
Flowmaster can be used to simulate

how the additional cooling
requirements for the batteries
affect passenger comfort.
A network can be simulated
with Flowmaster by introducing
controller logic into a network.
Controllers allow an engineer to
alter a specified data field of a
component. This can be done
using a simple data table, master
controllers that declare global
variables, gauges that draw results
from other points in the network,
an output transform that takes the
input of the controller and passes
it through a 2D or 3D transform
before outputting a value, or a
customized script that can do a
combination of any of these
methods. Flowmaster can translate
script from C#, VB.NET and Java.
Simulating and analyzing with
Flowmaster helps to answer other
crucial design questions. For
example, when the system is at
idle, should fan or compressor
RPM be increased in order to
maintain cooling performance? Will
the system have enough heat to
satisfy federal de-ice requirements?
Under what conditions is humidity
management needed? How much
energy is consumed by the thermal
management system during a
typical drive cycle?
Simulation provides the ability to
gain answers and insight, enabling
engineers to come up with the best
design decisions for modern hybrid
and electric vehicles. Flowmaster

has the ability to meet additional
demands in both cooling and airconditioning systems whether
by implementing additional
components to account for
additional thermal loads, modeling
and analyzing interactions between
networks, incorporating more
robust controller logic, or even by

using co-simulation to create a
larger picture of the systems
overall behavior.
To learn more about Mentor Graphics,
INQUIRY NO. 524
PRODUCTS & SERVICES
Modular energy storage

Collaboration was fundamental to a project tasked with developing an energystorage system based on lithium-ion cells, for potential use in hybrid drive systems
Figure 3: An advanced battery

management system with a highvoltage connection for a battery bank
MTU Friedrichshafen
Potential use in a diesel-hybrid rail system
MTU Friedrichshafen
Hybrid drives offer great

potential for reducing fuel
consumption and emissions in offhighway applications thanks to the
recovery and storage of kinetic or
potential energy. One of the key
components in this is the energystorage system (ESS), which stores
the resulting energy for use when it
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
German Federal Parliament, project
partners MTU Friedrichshafen,
Akasol and Sensor-Technik
Wiedemann (STW) joined forces
with the University of Rostock and
the ZSW research center in the city
of Ulm to develop an ESS based on
lithium-ion cells.
In total, Akasol tested
nine different cells for
prototype development,
before attention was focused
on a 46Ah cell, as simulations
indicated the prospect of a
promising solution.
The modular Akasol solution is
optimized to offer the best cooling
properties and high continuous
power with long life. Each module
includes 12 lithium-ion cells and
ensures their thermal and electrical
connection. Fifteen modules are
Figure 2: The cell supervision

circuit from one storage module
grouped together as a battery pack,

creating the nominal voltage of
666V. The LiANA+ project then
connected three of these packs in
parallel (Figure 1) to produce a total
energy content of about 92kWh and
a peak output of 552kW.
Lithium-ion harbors an intrinsic
hazard potential that needs to be
managed by a combination of
design and electronic measures.
The electronic measures are a key
element of the battery management
system (BMS). Their implementation
is subject to the applicable rules
and regulations for functionally safe
systems, which are defined in
IEC 61508 and other applicationspecific standards.
The risk assessment produced
in the LiANA+ asked for safety
functions to be
implemented in
levels up to SIL 2,
and defined the
shutdown of a battery pack
as a safe state. The BMS from
STW realizes these functions and
the company is able to provide
verification in accordance with the
applicable standards.
Each of the modules installed
in the battery includes a cell
supervision circuit (Figure 2).
Each pack is assigned two
contactors, which enable two-pole
switching of the respective battery
pack. These are supplemented by a
highly accurate, shunt-based
current measurement and insulation
monitoring, as well as a pre-charging
unit that enables controlled charging
of circuit capacitance.
In the case of parallel operation,
one BMS (as shown in Figure 3) is
assigned a master function. This
BMS assumes the coordination
role and makes the ESS appear
to be an individual battery with
correspondingly higher capability.
Testing and validation of the
functions of the ESS in interaction
Thermal insulation
Module
Hydraulic
Power connectors
Battery management
incl. main contactors
Figure 1: The energy storage system

devised for the LiANA+ project
with the other hybrid drive parts and

components were performed on a
hybrid test bench at MTU. The tests
confirmed the functions of the
system and were followed by an
endurance run to gain long-term
experience with lithium-ion energy
storage systems of this size.
In investigating the potential fuel
saving for a diesel-hybrid rail
vehicle, implementing the system,
compared with conventional
railcars, an optimum operating
strategy was calculated at the
University of Rostock.
The result of the simulation was
a fuel saving of 18.1% compared
with the conventional diesel
vehicle. It also displays a maximum
charge stroke of 4%. Life
simulations give reason to expect
that about 125,000 of these load
cycles are possible so an
operating time of more than
10 years can be expected.
To learn more about Sensor-Technik
Wiedemann,
INQUIRY NO. 525
PRODUCTS & SERVICES
Advanced power analysis

Standardized power analysis in the EV industry has limitations. But a new approach to
power measurement makes it possible to increase the quantity and quality of data captured
Power analysis in electric and
hybrid cars has developed in
keeping with certain standardized
processes. Knowing the limitations
of traditional power analyzers (which
were developed for white goods
products, such as washing
machines), electrical motor and
inverter manufacturers adapted to
these defined limits low channel
counts, voltage and current signals
only, a lack of raw data for analysis
or verification, and full static
measurements. These limits no
longer apply, thanks to Hottinger
Baldwin Messtechniks eDrive.
This fundamentally new approach
merges a scalable data acquisition
system with the real-time calculation
capabilities of a power analyzer. The
HBM eDrive system can stream raw
data with a high sample rate to hard
disk. Doing so (and, in the process,
potentially creating large quantities
of data) is the only way to verify
power calculations. The backbone
of the eDrive testing system is the
GEN DAQ high-end data acquisition
system, a modular card, scalable
device achieving the highest
streaming rates up to 350MBps
continuously to hard disk. With
HBMs T12 torque transducer, this
system is the foundation of a new
class of power analyzers, designed
for use in variable frequency,
inverter-driven electrical motors.
Beyond the storage capabilities,
the scalability of the modular board
system allows for a nearly unlimited
channel count to be acquired
simultaneously in more complex
setups (such as those involving
5-, 6- or 12-phase motors, or a
complete four-wheel-drive test with
multiple inverters, motors and
torque transducers) the user can
simply add more boards to get to
the channel count that is required.
As these varying tests become
increasingly complex (beyond the
The eDrive delivers live calculations
The eDrive allows users to analyze data in order to better understand the results
Space vector or dq0
transformations of
raw data enables
deeper insights
into inverter and
motor matching
initial electrical parameters), the

limitation on voltage and current
channels is also removed. With
more than 20 different input boards
for the DAQ portion, it is simple for
users to collect data on winding
temperatures, motor vibration, strain
or any other mechanical signal as
well. And this can be done while still
maintaining simultaneous sampling,
and with the base voltage and
current boards allowing 1,000V
signals to be connected directly.
Analysis is also key. While power
analyzers might provide data on
system efficiency, they cant help

users understand where this figure
comes from, or how to improve it.
Based on the stored raw data, and
a powerful formula database, the
eDrive system enables users to
analyze the data and understand
it. Its possible to test the control
algorithms of an inverter, and
integrate the current to study the
magnetic flux or air gap torque. Due
to the presence of the raw data, the
sky is the limit in terms of the insights
that can be gained when users study
their motors and inverters.
HBMs eDrive offers far higher

functionality than a power analyzer
The HBMs eDrive solution does

all of the above, on top of what
a power analyzer does. But, of
course, it starts with the basics.
So from the inverter voltages and
currents, to the motors torque and
speed, all relevant power entities
are computed and displayed in real
time. True power, apparent power,
efficiency, power factor, fundamental
power, THD and so on.
As lots of these tests are
automated, the eDrive package
offers various hardware and
software interfaces for seamless
integration into automated test
stand environments.
HBMs eDrive package does the
job of a power analyzer, but also
enables the user to do much more
at a price comparable to a plain
power analyzer.
To learn more about Hottinger Baldwin
Messtechnik, visit:
INQUIRY NO. 526
PRODUCTS & SERVICES
High rate discharge testing

An optimal cold crank testing platform has been developed to safely assess the reliability
of powerful shallow cell batteries for vehicles that operate in harsh weather conditions
Powerful shallow cell batteries
are the heart of a global
transportation industry, and one
thing unites them all: these batteries
are designed to perform in the
harshest of conditions. Cold
cranking tests are critical to
determining how a battery will
behave in worst-case scenarios.
A battery that cannot, for example,
reliably supply the massive amounts
of energy required to start a
locomotive diesel engine in the
depths of winter is useless to train
companies, who lose money every
minute a train is delayed. When
batteries are poorly tested, trains
arent just delayed. Aircraft are left
stranded and diesel trucks wont
turn over.
Knowledge of the maximum
discharge characteristics that a
battery can provide is essential
information for customers who want
to choose the correct battery for
their applications. A well-designed
testing platform for shallow cell
batteries is the key to providing
customers with confidence in a
companys product.
Arbin has developed a new line
of products called the High Rate
Discharge Tester (HRDT) series
to help its customers meet the
demand for safe and reliable
energy-dense storage solutions by
providing an optimal cold crank
testing platform. This series of
testing equipment provides users
with a cost-effective approach to
simulating the all-important cold
cranking and high drain loading
that assesses a batterys reliability.
The HRDT series may also aid
users in testing batteries with
compliance to US Department
of Energy technical guidelines.
Using Arbins intuitive MITS Pro
software, users can define custom
discharge profiles and full test
schedules such as starter, lights
Arbin Instrumentss
HRDT 30V-2, 500A
discharge system
and ignition
simulations. While
other systems may
use a water-cooled
testing solution that
requires auxiliary
facilities, the aircooled design of
the HRDT allows
for compact floor
space and does
not require a
separate cooling
system. Each
machine is modular
and customizable
with current ranging
up to 3,000A and
power rating up to
120kW. The photo
shows an example of
a 2,500A discharge, 1,000A
charge, 30V system. Each channel
on the cold crank testing device
comes with a variety of auxiliary
inputs to offer the user optional
features, such as monitoring cell
voltages, monitoring temperature,
CANbus communication and more.
The HRDT products also
contain multiple layers of fusing
and safety parameters to protect
the device under test and
hardware, such as Arbins
signature voltage clamp circuitry,
which helps to prevent dangerous
overcharging and discharging.
The HRDT series provides

customers with the powerful
circuitry needed for high rate
discharge testing, without
sacrificing the accuracy and
precision required to capture
meaningful data. The HRDT series
is built on Arbins experience in
providing, for more than 20 years,
industry-leading testing equipment
in an industry that constantly

demands cutting-edge innovation.
Therefore, all of Arbins products
provide a safe, reliable and powerful
testing platform.
To learn more about Arbin Instruments,
INQUIRY NO. 527
PRODUCTS & SERVICES
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
Since 1993, EDN has been

designing power converters
for a variety of industries, including
the likes of military, marine, industrial,
electro-medical, broadcasting,
telecommunication and automotive.
The experience and knowledge
gained in designing customized
systems in several niche areas has
enabled EDN to develop a very
effective design process and
customer-oriented approach, as
well as an aptitude for innovation.
The production of battery
chargers for heavy-duty and rugged
electrical transportation applications,
which began in 2004, has evolved
to meet customers needs,
providing increasing levels of value
and quality. Today EDN has a wide
range of converters and thousands
of installed devices in Europe and
North America. The company is
able to successfully serve the

electric and hybrid vehicle sector
thanks to its substantial technical
expertise and experience.
Based on this capability and
range of products, EDN has
developed a new series of battery
chargers, dubbed EVO, which
exceeds customer requirements
and expectations. The series was
developed to meet the industrys
demands to improve upon price,
delivery time, power density,
efficiency, reliability, compliance
with international standards,
communication protocols and
performance. EDN wants to see
EVO become a new benchmark
in the market.
A highly innovative conversion
technology combined with new
advanced engineering processes
The EVO22KL 22kW charger is fully compliant with international standards
has made it possible

to double the power density of
the EVO series, improving the
overall performance of the chargers.
The EVO series has been designed
for use in off-highway, marine,
mining and automotive applications
and can withstand harsh
environments (vibration, thermal
shock and extreme temperature
ranges). Many validation tests have
been carried out to ensure the
chargers compliance with
environmental and safety standards
for all applications, in particular
those with an E/E architecture.
The EVO series is characterized
by 11kW and 22kW power levels
and comes available air cooled
(EVO11KA) or liquid cooled
(EVO11KL and EVO22KL) and with
a high degree of environmental
protection, such as IP67 and
IP6K9K (pressure wash), and with
four output voltage ranges from
100VDC to 840VDC with constant
power operation. The EVOs
universal AC input means the
chargers can be connected to any
and all single- and three-phase
grids (100, 120, 208, 203, 240, 380,
400, 415, 420VAC) around the
EDNs EVO11KA air-cooled, 11kW

charger is equipped with a universal
AC input
world and in complete compliance

with international standards such as
SAE J1772 and EN 61851. This
flexibility allows for connection with
every type of main power lines with
a single charger.
The chargers modular design
allows for an optimized production
process and extremely rapid
delivery times, no matter the
volume, and at very competitive
prices. EDN CEO, Marco Cereda,
further explains: The EVO series
documentation is now available for
customer review and the products
are going to be delivered in
February 2015. The EVO series has
been designed to innovate both the
product and production process,
producing a high-performance
charger that is prepared for volume.
EDN is positioned to support the
growing industry with advanced and
flexible products, experience and
unprecedented value.
To learn more about EDN,
INQUIRY NO. 528
PRODUCTS & SERVICES
Extended battery lifetime

Lift-truck batteries with a square tube plate design and an electrolyte with enhanced
specific gravity provide more power over longer periods and higher voltages under load
The heavy-duty Ironclad range
of motive power batteries
from EnerSys offers more power,
extended running times and longer
life than comparable designs,
to support intensive lift-truck
operations and other demanding
materials-handling applications.
The range is particularly suited to
situations where longer truck run
times are needed to minimize the
use of spare batteries. Models rated
from 276Ah to 1,380Ah are available
in standard sizes for small pallet
trucks, up to large reach and
counterbalance trucks. The
batteries were introduced into the
European market during 2014 but
have been extensively used in the
USA, where they have proven to be
reliable and rugged performers in
tens of thousands of applications,
for many years.
Based on more than 100 years of
extensive manufacturing experience
at EnerSys, the Ironclad batteries
have a number of features to deliver
significant performance advantages
over conventional lead-acid designs.
The positive electrodes in the
batterys cells incorporate unique
square Cladex tube technology that
The Hawker LifeTech battery charger
results in around 18% more surface

area than the round tubes or flat
plates used in conventional leadacid batteries. This maximizes the
contact area between the
electrodes active material and the
electrolyte, which enables higher
sustained voltages throughout the
discharge cycle. The batteries are
also used with an electrolyte with a
higher than average specific gravity.
These features deliver more power
and increased capacity for work.
The batteries have the highest
ampere-hour capacity ratings,
outperforming conventional designs
with up to 15% more power, which
is ideal for the higher discharge
rates demanded by modern
AC-drive lift-trucks.
To maintain a lift-trucks constant
drive and lift performance levels
throughout a shift, the motor must
offset a batterys normal voltage
drop during discharge by drawing
more and more amps. The Ironclad
batterys ability to sustain higher
voltages, combined with industryleading capacity ratings, extends its
run time when compared with
conventional lead-acid models.
Materials-handling equipment will
run for up to one hour longer on
each charge, reducing the need for
time-consuming battery changes
and maximizing productivity in even
the heaviest duty applications,
including busy distribution centers
and other 24/7 operations such as
airports and transport hubs.
In addition to increased power
and longer run times, the greater
surface area of square tube
technology and electrolytes with
higher specific gravities also help the
battery achieve a longer service life.
This is because the batteries
experience active mass stress levels
around 10% lower than conventional
designs. Reliability and service life is
further enhanced by the use of
Ironclad batteries include an electrolyte with higher than average specific gravity
sleeved electrode separators, which

prevent misalignment and shorting.
Fully insulated flexible inter-cell
connectors add extra protection and
the dust-proof, single-point filling
system reduces topping-up time
and cuts down on battery
maintenance. All of these features
combine to ensure the Ironclad
batteries have a design life of 1,800
cycles, which equates to an extra
year in many applications. This is
ideal for intensive long-term rental
operations where customers
demand longer contracts.
Ironclad batteries are available in
eight different configurations in a
choice of two cell heights (600mm
and 750mm) and eight cell sizes
(with two, three, four, five, six, seven,
eight and ten positive plates) with
ratings from 276Ah to 1,380Ah in

standard sizes to fit vehicles from
small pallet trucks to large forklift
trucks. When supplied with the
EnerSys BFS (battery filling system)
and the Hawker Wi-IQ battery
charging monitor, the batteries have
a two-year plus two pro-rata
warranty. This can be extended to
three years plus three pro-rata if the
batteries are used in conjunction
with a high-performance, high
frequency charger such as the
Hawker LifeTech Modular or Hawker
Life IQ Modular models from the
extensive EnerSys range.
To learn more about EnerSys,
INQUIRY NO. 529
PRODUCTS & SERVICES
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
Skeleton Technologies SkelCap

ultracapacitors cover a capacitance
range of 250F to 3,500F, making them
suitable for a variety of applications
The market for cleaner and

more powerful, compact and
dependable energy products is
growing exponentially. Energy
efficiency is also at the forefront of
the automotive industry, thanks to
increasing electrification of the
drivetrain. Many car manufacturers
have been testing different levels of
electrified drivetrain systems in
motorsport, and in many respects,
motorsport serves as a testbed for
the new technologies and innovative
solutions that find their way into the
cars on the street.
A good example is the capture of
braking energy with a kinetic energy
recovery system (KERS) which
then releases this energy during
acceleration, instead of allowing it
to dissipate as heat. In addition,
KERS provides extra power during
acceleration when an internal
combustion engine operates at its
lowest efficiency.
These advanced electrified
drivetrain systems have largely
been powered by electrochemical
batteries. Batteries are good for
energy storage, but they utilize

chemical processes that have
inherent limitations in power output,
recharge times and discharge
cycles. These limitations result in
low proportions of braking energy
used, costly battery replacements,
and over-dimensioning of the
battery pack to handle high
currents during acceleration.
Ultracapacitors operate entirely
on an electrostatic level. Compared
with batteries, the levels of power
which can be drawn are greater by
orders of magnitude. They can be
charged and discharged in only a
few seconds without compromising
the integrity of the ultracapacitor,
and with low heat losses, up to a
million times. The characteristics of
ultracapacitors make them perfect
for applications that require high
bursts of power such as in a
KERS. By combining batteries and
ultracapacitors, one can get the
best of both worlds: high power
during acceleration, and high
energy for extended range in hybrid
and full-electric vehicles.
The key to SkelCap ultracapacitors

is the nanoporous carbide-derived
carbon (CDC) with compactly
packed curved graphene layers
used for the electrodes. Featuring
finely engineered, consistent
pore size, this patented material
guarantees a very large accessible
surface area, and a perfect match
for the electrolyte ions facilitating
twice as high capacitance and up to
five times higher power performance
than other ultracapacitors. The high
degree of purity of curved graphene
also ensures up to two times higher
current tolerance, and four times
lower resistance, compared with
other ultracapacitors.
Skeleton Technologies has two
SkelCap product families, with
capacitance ranges from 250F to
up to 3,500F. The first is the HighPower product family (250F to
2,100F, with specific power up to
60kW/kg), which is tailored for burst
power needs with short application
times. The second is the HighEnergy product family (320F to
3,500F, with a specific energy level
up to 10Wh/kg), which is suited

for high energy density over longer
application times.
All Skeleton Technologies devices
feature very low ESR for higher
efficiency. This high efficiency
results in lower heat dissipation,
which translates to less heat being
rejected into the environment.
SkelCap is the only ultracapacitor
manufactured in Europe. By
controlling every step of the
manufacturing process, Skeleton
Technologies is able to work with
customers on specialized
engineering solutions as well as on
customized ultracapacitors
according to particular requirements.
SkelCap ultracapacitors, when
used in hybrid and electric drivetrain
systems, offer the automotive
industry improved levels of safety,
increased lifetime, high efficiency and
lower maintenance expenses.
To learn more about Skeleton
Technologies, visit:
INQUIRY NO. 530
PRODUCTS & SERVICES
FPGAs in EV drive systems

Implementing FPGA-based power systems in electric vehicle traction controls
delivers improved performance, efficiency and accuracy, and can reduce costs
Analog control has given way
to digital methods that have
improved the performance and
quality of power converters. Today,
most power electronics are
controlled by microcontroller units
(MCUs) mainly due to the low-cost
nature of these devices and the high
level of integration of peripherals
such as analog-to-digital converters
(ADC). MCUs, typically programmed
in C or Assembly languages, are well
suited to algorithms that are
executed sequentially with a rate
within the MCU processors
capability. However, the need for
faster sample rates and the use of
more complex algorithms are
challenging this traditional approach.
Field programmable gate arrays
(FPGAs) are gaining acceptance in
high-performance power electronics
control systems due to their speed,
flexibility and integrated design tools
and are suited for EV drive systems
such as variable-voltage control
(VVC) and motor control due to their
parallel architecture and ability to
handle multiple algorithms
simultaneously in hardware.
FPGAs can use algorithms to
accelerate and parallelize programs,
greatly improving processing speed.
With their flexible design interfaces,
such as parallel ADC interfaces and
PWM, outputs can be added as
necessary to support new inverter
topologies. FPGAs also offer ease of
integration, enabling interfaces for
devices such as encoders, resolvers
and sigma-delta ADCs to be built
into the FPGA fabric as necessary.
Figure 1 shows common hybrid
EV architecture, utilizing two
independent motors or generators
(MG) connected electrically through
a DC link. The DC link is also
connected to a 250V battery though
a VVC or bidirectional DC/DC
converter comprised of an IGBT
half-bridge and boost inductor.
Figure 1: The
standard hybrid
EV power
and control
architecture
Figure 2: The
simplified hybrid
EV power control
architecture with
a single FPGA
The VVC converter provides

bidirectional power flow between
the battery and the MG inverters. A
standard design uses an IGBT halfbridge with a 200H inductor, where
the lower transistor is switched to
boost the voltage from the battery
to the motor inverter. Conversely,
to charge the battery, the upper
transistor is switched to buck the
voltage from the motor inverter to
the battery. The battery is 250V and
the VVC can provide up to 650V at
50kW peak. Each function (MG and
VVC) requires sophisticated control
circuits that are presently
implemented with separate MCUs.
A trend in the power electronics
industry is faster switching, which
enables reduction of inductance and
capacitance values to achieve
equivalent voltage and current
ripple. One barrier to faster switching
is increased transistor switching
losses. Application of IGBTs
optimized for lower switching losses
or MOSFETs can mitigate these
losses, but the result will usually be

some increase in transistor losses.
SiC MOSFETs, with dramatically
reduced switching losses, are
becoming available and will remove
this barrier. While price is still an
issue for SiC, the trend of cost
reductions is expected to continue
to a point where SiC devices will
compete with standard silicon.
Another barrier to higher
frequency switching is the higher
bandwidth needed for acceptable
current control. This increased
bandwidth is a challenge for MCUbased solutions, especially if multiple
functions are to be implemented
with one processor. FPGA control
can easily provide the bandwidth
required for this application, even
if multiple control functions are
implemented on one device. With,
for example, a five-fold increase in

switching frequency, this results in a
proportional reduction in inductance
and capacitance values to get the
same ripple current and voltage.
Figure 2 showcases a new
architecture that integrates MG and
VVC (DC/DC) control functions into
a single FPGA. The FPGAs
hardware-based parallel processing
capability would enable five times
faster switching of SiC MOSFETs,
while reducing overall transistor
switching losses by 50% enabling
significant reductions in system size
and weight, better power efficiency
and lower system cost.
Using FPGA-based power control
systems in EVs helps reduce overall
system costs, improves performance,
and increases efficiency of the
power conversion process.
To learn more about Altera,
INQUIRY NO. 531
LEONI Hivocar
Get
More.
product design for advertising only
LEONI cables more than standard
P OW E R D E N S I T Y
DESIGN FLEXIBILITY
C O N TA C T R E L I A B I L I T Y
Bal Seal Canted Coil Springelectrical

contacts help you get more performance
and efficiency out of the equipment you
make for the automotive industry.
High voltage cables and

electrical vehicle charging
cables.
The Quality Connection

+31 20 638 6523
sales@balseal.com
w w w. b a l s e a l . c o m
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Hivocar_2014_88x115_Electric_Hybrid_EN.indd 1
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eCarTec Munich 2015

Worlds biggest B2B Trade Fair for Electric & Hybrid Mobility
October 20 - 22, 2015, Messe Mnchen
Apply for
eCarTec Award
2015
Fact & Figures 2014
11.864
Visitors from 56 Countries
463
www.ecartec.com
Exhibitors
82%
Trade Visitor
71%
Decision
Makers
51%
Engineering
Visitors
PRODUCTS & SERVICES
Conductive fastening in advanced EV and HEV designs

In their drive to advance
technology, a growing number of
electric and hybrid vehicle designers
are discovering ways in which a
simple spring can be used to make
and maintain critical mechanical
and electrical connections.
The Bal Seal Canted Coil Spring,
offered by Bal Seal Engineering,
presents the dual benefits of
latching, locking or holding system
components together; and efficiently
managing high-current flow in tight
spaces with minimal heat rise. The
Canted Coil Springs independent
coils provide multipoint contact,
ensuring consistent transmission
of electricity to and from the
lithium-ion battery array and
other vehicle systems. The spring
also conducts power to the motor
during low-speed operation and
ensures reliable recharging through
regenerative braking. Depending on
its placement, the spring can also
shield connectors and couplings
from the harmful effects of

electromagnetic interference.
In external charging, the Bal
Seal Canted Coil Spring conducts
electricity from a wall or base unit
to the battery array. The spring
automatically compensates
for misalignment and surface
irregularities that may otherwise
compromise charging efficiency.
It can also be employed to provide
positive-latching feedback, which
indicates proper charger connection.
With over 50 years of application
experience and certification
to ISO/TS 16949, Bal Seal
Engineering specializes in helping
OEMs to develop performance
breakthroughs. The companys
products employ unique Bal Seal
Canted Coil Spring technology.
To learn more about Bal Seal Engineering,
INQUIRY NO. 532
Next-generation bonding and joining technology
High-powered laboratory testing system

Bitrode, one of the industrys
leading battery charging and
testing companies, is expanding
its product line to include a new
high-powered laboratory testing
system: the FTF-HP.
With charge or discharge cycles
up to 500kW, the FTF-HP is well
suited for high-power applications
where precise control of current
and voltage is required. Parallel
functionality enables the system
to operate at an impressive 2MW
power level. This capability is
particularly useful when testing
batteries for electric buses, rail
and Formula 1 cars.
Discharge power recycling to
the AC line makes the FTF-HP
more energy-efficient to operate.
Additionally, the battery simulation

function can program constant
voltage, maximum current and
internal impedance for motor
testing applications.
The unit is able to produce
accurate simulations of rapidly
changing power demands in
electric and hybrid vehicle systems.
With two separate circuits and
bidirectional capability, the FTF-HP
can provide unique support for
large battery-based energy storage
systems when battery optimization
and longevity is critical.
Bitrode recognized the need for
a reliable high-powered laboratory
tester, so we worked tirelessly
with R&D to develop a system that
would raise the bar in the battery
testing industry, says David Rice,
general manager of Bitrode. Its
exciting to support customers who
push our equipment to its limit!
This motivates us to develop new
products that can meet the most
demanding needs in the market.
To learn more about Bitrode,
INQUIRY NO. 533
Well-reputed power module and

cooling specialist Danfoss Silicon
Power presents its new generation
of bonding and joining technology
to an audience of automotive
engineers. With its extra-high
melting point, the pressure-sintered
die-attach of IGBTs and diodes is
now able to overcome the lifetimelimiting degradation associated
with traditional solder. New copper
wire topside contacts attached
to Danfosss Bond Buffer help to
extend the module lifetime by a
factor of 20 with more than a
year of power cycling tests, equating
to hundreds of millions of cycles,
providing evidence of new levels
of robustness.
This feature provides essential
benefits to automotive traction
applications, including a solid
margin between real-world
load-profile and robustness of the
power module assembly, which
is mandatory to achieve low
ppm failure rates; more powercycling headroom, which can be
used to tolerate higher junction
temperatures and to increase power
density and current capability
from the same volume; and higher
junction temperatures of advanced
generations of semiconductors
can now be used without facing
the restrictions that are typical of
traditional soldering and aluminum
wire bonding.
This new bonding and joining
technology provides customers with
a previously unavailable opportunity
to choose between cost-efficiency,
compactness and current capability,
depending on application and
preferences. Danfoss Silicon Power
is currently ready for volumeproduction of this next generation of
power modules.
To learn more about Danfoss Silicon Power,
INQUIRY NO. 534
PRODUCTS & SERVICES
Electric vehicle data measurement
Air supply for fuel cell applications

Vehicles with fuel cells are
become increasingly important,
with a number of OEMs
announcing plans to introduce
them into the market, starting in
2015. Fuel cell electric vehicles
are seen as a solution to combining
emission-free driving with a
satisfactory driving range. Similar
to a combustion engine, a fuel cell
needs compressed air to provide a
high-power density. BorgWarner
has collaborated with different
OEMs and has developed the Fuel
Cell Air Supply (FCAS) charging
system, which is scalable to
support various applications.
The FCAS consists of a radial
compressor; an optional turbine
with variable turbine geometry; an
airfoil bearing system comprising
journal bearings and thrust
bearings; a 10-20kW electric drive
with stator and rotor; and water

cooling. A highly advanced
electrical inverter is included in
the FCAS, which controls the
electric drive.
In comparison with supercharger
technology, the turbocharger
(FCAS) with radial compressor
and turbine achieves higher
system efficiency, but not only
because the turbine recovers the
exhaust gas enthalpy of the fuel
cell. There are other reasons to
substitute the supercharger in the
fuel cell system for a turbocharger,
including considerably better NVH
behavior, and the lower packaging
space needed.
To learn more about BorgWarner,
INQUIRY NO. 535
Thanks to onboard computers,

everyone can now find out how
much gasoline or diesel, on average,
a car requires. Electric vehicles
also provide information about their
energy consumption, but these
figures are only averages. Those
who want to know more about
how consumption varies according
to weather, route, driving style and
other parameters, and in which
components of the vehicle any
losses occur must conduct the
measurements themselves.
For that purpose, Dewetron has
developed the DEWE-510-E-Mobile
a mobile measuring system that
detects the necessary physical data
in order to determine the energy
balance. It simultaneously measures
the DC power of the battery
and the power of the frequency
converter fed synchronous motor,
so energy consumption and
efficiency while driving can
be immediately determined.
To obtain measurements of
energy consumption under different
conditions (such as varying speeds
or gradients), a GPS sensor also
logs the vehicle position, noting
altitude, speed and acceleration of
the electric car using the same
measuring system as, and recording
synchronously with, the energy
consumption data. In parallel, a
video camera connected to the
measuring system films the test.
The architecture of Dewetron
systems records data synchronously
from many sources and stores it
together. The data analysis and
processing is faster and easier than
other approaches, since all data is
automatically correlated. This offers
new possibilities for comparing
results and understanding test data.
To learn more about Dewetron,
INQUIRY NO. 536
Bidirectional high dynamic test bench energy system

Reliable and powerful test equipment along
the whole supply chain, from R&D to end-of-line
testing, is mandatory for todays automotive
industry. In particular, verification tests for EV
and HEV drivetrain applications require test
equipment that is safe to operate, and which
offers high reproducibility over a wide range.
The Heinzinger ERS is a high dynamic,
bidirectional system with active energy
recovery to the grid, designed for such needs.
With its unique features, the Heinzinger Test
Bench Energy System perfectly supports battery
simulation for power electronic and electric motor
tests, as well as tests for lithium-ion batteries.
With a voltage range up to 1,000V DC and power
stages of 50kW, 80kW, 120kW, 160kW and
250kW, nearly every electric powertrain and
fuel cell application can be supported.
The standard ERS is available in one- or

two-channel versions. An upgrade from a onechannel version to a two-channel version is
also possible. To increase the maximum output
current, it is possible to connect the two output
channels in parallel. The safe and efficient
operation of the regenerative power supply is
guaranteed by electrical isolation between the
mains grid and the DC side, via bidirectional
switch mode power stages and HF transformers.
A broad range of options, in combination with
Heinzinger engineering and aftersales support,
completes the service.
To learn more about Heinzinger,
INQUIRY NO. 537
PRODUCTS & SERVICES
Advanced inverter design

John Deere Electronic Solutions
will reveal a breakthrough inverter
product design at Intermat Paris
in April 2015. The PD400 is a
modular approach that allows
drive systems engineers to build a
configuration that closely matches
their electrification needs. The
PD400 is ideal for high-voltage,
high-power applications where
multiple power electronics
components can be combined
in a single package, utilizing an
internal bus structure that eliminates
cabling and connections. Optional
modules include DC/DC converters,
brake choppers and an integrated
isolation-monitoring feature.
The PD400 has a common

control module combined with
either a single- or a dual-inverter
power stage. Within the power
stage, multiple power levels can
be chosen with a maximum peak
current of 550A rms and 400A rms
continuous from each inverter in a
dual configuration. Optional DC/DC
converters and brake choppers can
be added for either configuration.
The bus capacitor is modular and
available in different sizes.
The PD400 common control card
architecture supports the full suite of
Power Drives software functionality.
The PD400 is designed for
maximum efficiency with complete
monitoring capabilities to ensure
control under all conditions. The
thermal management system is
liquid-cooled for reliability over the
life of the system.
To learn more about John Deere
Electronic Solutions, visit:
INQUIRY NO. 538
Modular power electronics

for commercial vehicles
Lenze Schmidhauser, a leading
manufacturer of drive solutions for
mobile use, showcased its solutions
for commercial vehicles and mobile
working machines at the 2014 IAA
Commercial Vehicles trade fair. The
companys booth focused on its
Mobile product system. This system
comprises double inverters specially
designed for use in commercial
vehicles, DC/DC converters and
various combination modules.
Manufacturers can quickly and
easily customize a solution for the
drive control of electric auxiliary
equipment and the power supply of
the onboard electrical system, all
from one catalog. Users can then
cover a wide range of applications
economically and efficiently, and
react flexibly to new requirements.
The modular system of products
allows high-volume production,
as well as customized solutions.
Each of the double inverters has
two motor or generator outputs in
the power range of 7.5-60kWp. The
inverters can be used to control

synchronous and asynchronous
motors. They are therefore suitable
for the control and operation
of auxiliary equipment, such as
compressors, pumps and smaller
traction drives.
DC/DC converters with an output
voltage of 14V DC or 28V DC, and
current up to 200A, make it possible
to create a highly efficient and
effective onboard power supply
system. All modules of the product
platform will be certified to ECE
R10 and housed in uniform casings
(IP6K9K) with an identical structure.
To learn more about Lenze Schmidhauser,
INQUIRY NO. 539
Intelligent charging cable

Leoni has developed a new charging cable
concept involving a status-indicating light
function. Not only does this cable make
charging easier for the user, it also provides
greater safety. The illuminated Electrical
Vehicle charging cable (iEVC) was unveiled
at eCarTec Munich 2014.
The iEVC visibly tracks the progress of
charging a vehicle with color change in the
cable jacket. By having this illumination unit
integrated along the charging cable, the driver
can see the charge status of their electric car
or plug-in hybrid, even from a greater distance
and without the use of any additional devices.
Furthermore, optical signals provide additional
information, such as a trouble-free connection
or malfunction. The consistent illumination of

the cable across its entire length also averts
the threat of tripping over it in dark or poorly lit
areas. The cable can display any color and is
continuously dimmable.
With its intelligent charging cable, Leoni
provides both flexibility and mechanical
resilience. The iEVC system can be universally
deployed from home applications to
supercharging, regardless of the vehicle and
the charging mode. As the illuminated charging
cable does not contain any electronics or active
lamps (which would compromise the mechanical
properties), it is just as robust as conventional
charging cables. Thanks to the use of LED
technology, it is especially energy efficient.
The cable weight also remains the same due to

the intelligent use of materials.
To learn more about Leoni
INQUIRY NO. 540
PRODUCTS & SERVICES
High-voltage battery stack monitor
Battery diagnostic system
A single gallon of gasoline

contains more than 36kWh of
energy. A typical battery pack in
an electric or hybrid electric
automobile contains between
16kWh and 60kWh. Clearly, for
a battery system to be competitive
against gasoline, it must be able to
extract as much energy as
possible from each and every cell.
This requires careful battery
management the most difficult
requirement of which is the precise
measurement of every cells
voltage, as each is positioned at
different points along a highvoltage string that is subject to
electrical spikes and EMI.
Linear Technologys LTC6804
high-voltage battery stack monitor
addresses this challenge with
industry-leading measurement
accuracy. An LTC6804 can
measure up to 12 series connected
battery cells with 16bit resolution
and better than 0.04% accuracy.
Each LTC6804 can be connected
in a daisy chain, allowing
many of them to be combined
to measure all cells in a long,
high-voltage battery pack. Very
Introduced in June 2014, the

Midtronics DSS-7000 battery
diagnostic service system
offers complete battery system
management enterprise-wide
battery management reporting
and analysis is enabled with
database-driven testing, VIN-based
vehicle service records and wi-fi
networking to BMIS and network
printers. Wi-fi also enables easy
software updates.
The system also features
advanced system diagnostics,
and supports advanced
battery and electrical
system testing for
conventional ICE, stop/start,
hybrid and electric vehicles. The
DSS can also identify batteries with
low reserve capacity a key feature
given the number of accessory
systems requiring battery support
in todays cars.
The Midtronics DSS-7000 battery
diagnostic service system also
offers a dynamic service experience
connect the CVG to the OBD port,
the clamps to the battery, and use
the touchscreen tablet with preprogrammed service apps to launch
high measurement accuracy is

guaranteed over time, temperature
and operating conditions by the
inclusion of a precision subsurface Zener voltage reference.
Furthermore, the LTC6804
includes a built-in third-order noise
filter to eliminate the electrical
noise from inverters, actuators,
switches and relays. As part of
a battery management system,
the accuracy and stability of the
LTC6804 enables the maximum
extraction of energy from an
automobiles battery pack.
To learn more about Linear Technology,
INQUIRY NO. 541
automated testing specific to that

vehicle. Technicians can also use
the removable, full-color tablet to
help customers understand their
test results and any associated
service recommendations.

To learn more about Midtronics,
INQUIRY NO. 542
International environmental cooperation event

The eighth edition of the Macao
International Environmental
Cooperation Forum & Exhibition
(MIECF) will be held on March
26-28, 2015. It will continue to
serve as a high-powered platform
to promote solutions for a lowcarbon future and sustainable city
development. Initiated and actively
led by the government of the Macao
Special Administrative Region
(Macao SAR), MIECF is strategically
positioned to nurture business,
technology and information
exchange and cooperation between

the Pan-Pearl River Delta (PPRD)
region in southern China and the
international markets.
Through a range of activities,
such as an international conference,
exhibition, business matching and
networking activities, the event
facilitates business exchange among
southern China and international
industry players.
The event will also feature green
solutions from the region, including
electric, hybrid and fuel cell
vehicles, charging stations, battery,

storage solutions, and more these
are hot topics in the PPRD area and
many companies attend MIECF in
search of these kinds of products.

To learn more about MIECF,
INQUIRY NO. 543
The worlds biggest EV database!

www.ev-info.com
PRODUCTS & SERVICES
Conformal coatings
For over 40 years, Parylene conformal
coatings have provided automotive electronics
and components with a level of protection that,
even today, remains unmatched by most coating
materials. Parylenes offer excellent moisture,
chemical and dielectric barrier capabilities,
superior thermal and UV stability, and a low
coefficient of friction.
Parylene coatings are applied in a vapor
deposition polymerization process. Because
there is no liquid phase in this process, there
are no subsequent meniscus, pooling or
bridging effects, thus dielectric properties are
never compromised. The molecular growth of
Parylene coatings also ensures not only an even,
conformal coating at the thickness specified by
the manufacturer, but because Parylene is formed
from a gas, it also penetrates into every crevice,

regardless of how seemingly inaccessible. This
ensures complete encapsulation of the substrate
without blocking small openings. Parylenes
are typically applied in thicknesses ranging
from 500 to 75m, and thus are extremely
lightweight, offering excellent barrier properties
without adding perceptible dimension or mass to
delicate components.
Parylene coatings are RoHS and REACH
compliant, and have been proven to provide
metallic whisker mitigation in lead-free solder
applications. Parylenes are ideal for protecting
circuit boards, sensors, MEMS, LEDs, elastomers
and other surfaces and components that
need reliable, long-life performance in harsh
automotive environments.
Li-ion in material handling
Advanced diesel electric powertrain project
Material-handling vehicles running off 24-80V

lead batteries do not, unlike automotive applications,
generally need to be adapted to Li-ion battery
technology. However, with Li-ion power dropping in
price, the situation has started to change.
The capacity of a lead battery from 25kWh up
to 60kWh for larger vehicles restricts the available
power. Electric vehicles are limited in terms of power
consumption, saving energy at the expense of
performance. With Li-ion technology, existing vehicle
types can be upgraded in power, and more powerful
vehicle types can be considered, equipped with
stronger electric drives that match the performance
of combustion engines. As a result, peak and average
power, current and voltage ratings increase for existing
and new vehicle classes at the upper end of the
material handling fleet. Vehicles fitted with 10-20kW
motors may, in future, be upgraded to 20-40kW.
This increase creates many challenges for
drivetrain designers, including the voltage level
of the battery. To minimize safety requirements
and maintain cost constraints, staying within the
established 48-80V range is preferable. But the
higher currents and output power must be addressed
in terms of lifetime requirements and overall system
ruggedness. SKAI 2 LV inverters allow sufficient
increase of the phase currents due to excellent
thermal resistances and a
combination of the
latest power MOSFET
technologies Rdson =
0.3m (typical) per
switch at 48V;
Rdson = 0.8m
(typical) per
switch at 80V.
Engine downsizing
through charge boosting is
a well-understood means of
improving ICE fuel efficiency
by increasing the proportion
of the drive cycle at which the
powertrain operates within
or close to the region of peak
fuel efficiency of its operating
map. The limitations of
downsizing, however, include
the delivery of acceptable
driveability characteristics
and launch performance.
Full hybridization provides
a means of energy
management that mitigates
such shortcomings, but at a
considerable cost premium
associated with the electrified
powertrain architecture,
including the high-capacity
battery and electric motors.
For the Advanced Diesel
Electric Powertrain (ADEPT)
project, Ricardo is leading
a six-partner consortium
which also includes Ford
Motor Company, Control
Power Technologies (CPT),
European Advanced Lead
Acid Battery Consortium
(EALABC), Faurecia
Emissions Control
Technologies UK and the
University of Nottingham
to reapply the intelligent
electrification concept
theme to a diesel vehicle (a
Ford Focus estate) for the
first time. The project will
evaluate benefits derived

To learn more about Semikron,
INQUIRY NO. 546

To learn more about
Specialty Coating Systems,
from the use of a 48V

architecture incorporating
high carbon advanced leadacid battery technology,
48V electrical ancillaries,
advanced thermal systems
and waste heat recovery
technologies. Vehicle
driveability and performance
attributes will be optimized
through effective application
of a belt starter generator
capable of providing torque
assist to augment engine
performance. The overall
aim of this project is to
demonstrate emissions
of 75g/km (NEDC) in a
demonstration vehicle, along
with technology studies to
achieve 70g/km, without
compromising performance
or driveability. Crucially, the
ADEPT project will address
INQUIRY NO. 544
the issues of high production

costs associated with
hybridization by using lower
cost components, particularly
the application of advanced
lead-acid battery technology,
instead of the lithium-based
technologies utilized in
todays hybrids.
An ADEPT system has
been built and is being
installed in a demonstration
vehicle ready for vehicle
test activities starting in
January 2015. Ricardo will
publish further test results
and achievements over the
coming months.
FREE READER
INQUIRY SERVICE
To learn more about Ricardo, visit:
INQUIRY NO. 545
Batteries for electric buses

The concept of carrying a
huge, heavy battery around
all day doesnt always make
sense. For vehicles with
predictable routes a city bus,
for example the option of
rapid charging can leverage
small, high-power batteries
to optimize performance, life,
weight, size, safety and system
cost. Trineuron, a Belgiumbased battery manufacturer,
uses lithium-titanate-oxide (LTO)
technology to make this possible.
A smaller battery means
less capacity thus less range
per battery cycle. But the main
advantage of this technology is
the possibility to recharge the

battery in less than nine minutes.
This creates a virtually unlimited
range for a city bus with a fixed
route. Trineurons LTO batteries
usually have the same lifetime
as the bus, so replacing the
battery is not necessary. LTO
technology is also a safe
technology. Another advantage
is the additional available
space and weight capacity for
passengers due to the compact
and light battery. These
advantages result in a strong total
cost of ownership proposition that
even beats conventional diesel
on cost per kilometer.
Trineuron is a fast-growing
division of Emrol, a well-known
Belgian battery specialist
that was founded in 1981. The
company supports applications
requiring electric energy storage,
energy conversion and energy
management, working with a
range of customers on projects
around the world.
To learn more about Trineuron,
INQUIRY NO. 547
Electrification innovation in China

In 2009, the Chinese
government announced a drastic
expansion of its EV, e-motor and
HEV industry in an effort to take
a global leadership position.
To support this, companies
such as Sierra-CP have gained
a reputation for working with
Chinese clients to develop custom
products, as well as complete
turnkey solutions.
Beijing-based Foton was
seeking a partner to help build
its new e-motor development
facility. After an exhaustive
search, Sierra-CP (which has
facilities in Shanghai) was
selected. The challenge was to
assure high quality and flexibility
in the construction of one of
the most advanced facilities of
its kind in China. Fotons new

facility includes test stands within
climatic chambers, and is able to
simulate and test battery packs,
battery management systems
and motor control systems.
Shanghai-based Protean
Electric, a leading global clean
technology company, is another
example. After considering the
clients requirements, Sierra-CP
proposed a system that could
accept full vehicle installation
by connecting to the test
vehicles wheel hubs. Four fully
independent AC dynamometers
were incorporated to provide
individual control of each wheel
hub, accommodating two- and
four-wheel-drive vehicles, from
compact to light-duty trucks.
The overall system is controlled

by Sierra-CPs CADET V14
test-automation software, which
provides the platform for system
control, test scheduling, safety
protection and data acquisition.
This system is capable of steadystate operation for durability and
key life evaluation.
To learn more about Sierra-CP,
INQUIRY NO. 548
Customizable electrification distribution platform

The quest for better energy
management within hybrid
buses has received a significant
boost with Vanners Increased
Accessory Power (IAP II) platform.
Working in collaboration with
Allison Transmission in Indiana,
Vanners IAP II is a customizable
electric distribution platform
that delivers hybrid-generated
power to accessory components,
such as electric air conditioning,
electric air compressors and
power steering systems, enabling
accessories to operate more
efficiently and reduce parasitic
loads. Faster air brake pressure
and faster cabin cooling is
possible with an IAP II-enabled
bus, reducing engine strain and

high idle time.
IAP II includes a water-cooled
Vanner Exportable Power Inverter,
which produces 230V AC threephase for full bus electrification.
IAP II utilizes Vanners Hybrid
Beltless Alternator (HBA) in
single or dual HBA configuration,
providing up to 600A at idle,
24V DC charging. A High Voltage
Distribution Module acts as a
smart electrical grid on an Allison
H 40/50 EP hybrid bus working
at 99.9% energy efficiency.
Vanners 80-Series Equalizer
with Model Based Battery
Monitoring is integrated into
the IAP II for dynamic charging.
All components will be

delivered on a pre-assembled
and pre-wired rack. The racked
solution enables OEMs to specify
only components they need, and
offers better troubleshooting and
easier maintenance than a boxed
or individually sourced solution.
To learn more about Vanner,
INQUIRY NO. 549
INDEX TO ADVERTISERS
INDUSTRY FOCUSED
SERVICE-MINDED
Innovation n0033
EM I SSI O N
EF F I C I E N CY
EMPOS
ROTOR POSITION
SENSOR FOR EV
AND HEV APPLICATIONS
This embedded
smart sensor is
based on Eddy
curent technology
ACTIA ................................................ 169
Huber & Suhner .............................. 143
Advanced Automotive Batteries . 126
Infineon ..................................................2
Allegro MicroSystems.................... 113
International Rectifier .................... 139
Altera ................................................ 123
Intertek..................... inside front cover
Arbin Instruments..............................15
Isabellenhtte ................................. 136
AVL ........................................................ 5
John Deere ....................................... 110
Bal Seal Engineering ...................... 191
Kinetics Drive Solutions..................85
Bergquist ............................................65
Kolektor ..............................................40
Bitrode ................................................ 24
Lear Corporation...............................43
BorgWarner .......................................33
Lenze / Schmidhauser ....................62
Brel & Kjr ......................................56
Leoni .................................................. 191
Brusa Elektronik ............................. 144
Linear Technology.. inside back cover
Cars 21 .............................................. 148
Lithium Balance ...............................28
CD-adapco ........................................157
Maccor ................................................49
Controlled Power
Maxwell Technologies ....................93
Technologies ................................... 129

Curtiss-Wright Industrial
Division ...............................................90
D&V Electronics ................................46
D2T ....................................................... 17
Dana .......................outside back cover
Danfoss Silicon Power .................. 132
GREEN
DESIGNED
Dewetron.......................................... 163
by
DRS Technologies .......................... 105
This EMPOS embedded smart sensor optimizes the efficiency of electric motors and
GREEN
hybrid
engine management.
DESIGNED
by
EMPOS is not affected by the harsh magnetic environment of hybrid drives and
electric vehicles.
eCarTec .............................................. 191

EDN Group ........................................ 161
Technology Expo............................ 199
McLaren Applied Technologies .....151

Mentor Graphics ............................. 167
Midtronics ........................................ 100
MIECF ............................................... 140
Momentum Dynamics .....................62
Mouser ................................................171
Netzsch ...............................................13
Newtons4th (N4L) ........................... 27
OXiS Energy .................................... 135
Power & Signal ............................... 102
Ricardo ............................................. 144
SAE Hybrid & EV
Technologies Symposium ............ 100
EMPOS measures angular positions at very

high speed with a high degree of accuracy.
Technology International.................31
SAE World Congress ..................... 102
EFi Automotive ............................... 198
Schaeffler........................................... 97
EMPOS sensor benefits
EnerSys .............................................. 73
Semikron .......................................... 159
Engine Expo Europe ............19, 21, 22
Sensor-Technik .................................40
EV-Info.com ..................................... 195
Skeleton Technologies .................. 140
EVS28 .............................................. 165
SKF .................................................... 132
EV Taiwan ........................................ 155
Specialty Coating Systems ............ 24
EVWorld.com.................................. 194
The Battery Show ............................79
FAVI ................................................... 148
TM4 ......................................................10
EFI Automotive
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Toshiba ...............................................29
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LAST WORD
Tesla is doing so well because people

like new. They like the idea of being
the first, the ones who changed the
world even the ones who saved it
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
are worried about Tesla not because its likely to hurt their sales,
but because it may force them to change faster than they want to.
Most automotive R&D is necessarily focused on incremental
improvements that grant an advantage over competitors, but stops
short of fundamentally changing the business model. After all, why
change a model that works, when doing so can cost millions? Truly
paradigm-changing research tends to be looked upon, in most
cases, as insurance against a competitor making a move before
everyone else. Of course, there are exceptions to this rule look at
Toyota and the Prius, which in 1997 was a halo project with little
economic rationale but one that has paid off big time. Other more
recent examples include Nissans all-electric Leaf, GMs Volt and
BMWs i series. And Toyota is going to do it with fuel cells next year.
It will be interesting to see which of these gambles pays off.
Tesla, however, is new in town, and thats what has really put the
cat among the pigeons. It doesnt have the baggage of having to do
things a certain way it can be faster and more agile, and the automotive
industry seems a little scared of the change that it might trigger.
The Californian company has been so successful thus far because,
primarily, its not selling a technology but a product. Few people
want to be sold a technology they are normally referred to as early
adopters, and sales saturate quickly. The average customer will buy a
product based on key features or unique selling points. Tesla cars are
heavily marketed as electric vehicles, but that is backed up by reasons
why EVs are better: cheaper running costs (although Tesla prices are
GREG OFFER
The rapid rise of Tesla

may force equally rapid
changes within the
automotive industry
Dr Gregory Offer is a research fellow at Imperial College London,

based in the department of earth science and engineering.
His pioneering research focuses on sustainable transportation
aspects such as fuel cell, battery and supercapacitor technologies
clearly for customers who dont need to worry too much

about money evidently even rich people dont like
waste!), and the vehicles environmental impact are
important selling points. Tesla vehicles are silent, but
then youd expect quiet inside any premium car, and for
some this silence is actually a negative. Tesla has also
mitigated the disadvantages of the technology with large
battery packs, fast charging and battery swapping
silencing electric vehicle critics. And by anticipating
inevitable incidents, Tesla has also handled battery fires
adroitly, if anything strengthening its reputation.
Tesla is doing so well because people like new. They
like the idea of being the first, the ones who changed
the world even the ones who saved it. Flatscreen
televisions came along and within five years cathode ray
tubes were dead, even though they were cheaper. Within
five years of the launch of the iPhone, smartphones had
become the norm, despite costing considerably more.
This is why the automotive industry should be
scared. Most people are economically irrational, and
change has value and if thats not enough, a Tesla is
cooler than just about any other car on the road.
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Electric &amp; Hybrid Vehicle Technology International - January 2015

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Electric &amp; Hybrid Vehicle Technology International - January 2015

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How Elon Musk and other tech giants are

RAGING ELECTRIC BULL

WHAT LIES BENEATH

electric & hybrid

06. Charging bull

UKIP Media & Events

How Elon Musk

WHAT LIES BENEAT

Why arent buses

Co ver illu str at

11. Money talks

18. Charging forward

25. An American tale

Electric & Hybrid Vehicle Technology International // January 2015 // 01

The New EiceDRIVER SIL & Boost

86. Biker gang

94. Electric ancestor

106. Urban outfitters

124. Turning rubber

130. Go the distance

74. Heady metal

118. Personal touch

137. Transferable skills

Electric & Hybrid Vehicle Technology International // January 2015 // 03

175. Performance Li-ion cells

187. Flexible chargers (EDN)

The rationale is that with clean architectures, innovative

04 // January 2015 // Electric & Hybrid Vehicle Technology International

The word wizards

UKIP Media & Events Ltd

AVL 48V Mild Hybrids for

WHATS NEW? LPI 910-4

The Asterion is not just the most powerful

06 // January 2015 // Electric & Hybrid Vehicle Technology International

WHATS NEW? LPI 910-4

WORDS: DEAN SLAVNICH

he finer technical details remain scarce

Electric & Hybrid Vehicle Technology International // January 2015 // 07

WHATS NEW? LPI 910-4

anybody to either downsize displacement or

But what makes Asterion so significant is that

08 // January 2015 // Electric & Hybrid Vehicle Technology International

WHATS NEW? LPI 910-4

ALL IN THE NAME

youll-miss-it 0-100km/h sprint time of just 3.0 seconds. Top

The Asterions architecture sees one of the

Electric & Hybrid Vehicle Technology International // January 2015 // 09

The TM4 MOTIVE systems

Up to 100 kW / 255 Nm / 10,000 RPM

The TM4 SUMO systems

TM4 Pub 2015.3.indd 1

WHATS NEW? HYUNDAI-KIA DIESEL-HYBRID

Those car companies that are not committing

Everything has a price

Currently, Hyundai-Kia offers various markets

vehicle powertrain with our system that improves

Lead not lithium

The cost issue is also one of the main reasons

Electric & Hybrid Vehicle Technology International // January 2015 // 11

WHATS NEW? HYUNDAI-KIA DIESEL-HYBRID

12 // January 2015 // Electric & Hybrid Vehicle Technology International

prototype unit does at take-off stage: With most

Advanced Battery Testing

Electric & Hybrid Vehicle Technology International - January 2015

Electric & Hybrid Vehicle Technology International - January 2015