CHARGED Electric Vehicles Magazine - Issue 44 JUL/AUG 2019

ELECTRIC VEHICLES MAGAZINE

ISSUE 44 | JULY/AUGUST 2019 | CHARGEDEVS.COM

An impressive electric compact suggests good things from future Kia EVs p. 54

2019 KIA NIRO EV

p. 34

PRE-SWITCH PROMISES UP TO 12% MORE RANGE

BY ELIMINATING SWITCHING LOSES

A CLOSER LOOK AT CURRENT SENSORS IN EVS

SPARKCHARGE LAUNCHES A PORTABLE AND SCALABLE CHARGING UNIT

AUTOMATIC AND CONDUCTIVE: EASELINK MATRIX CHARGING TECHNOLOGY

p. 28

p. 70

p. 76

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THE TECH CONTENTS

28 Current sensors in EVs 34

34 Eliminating switching loses Pre-Switch promises to add 5-12% more EV range

current events 12 Siemens sells electric aircraft propulsion business to Rolls-Royce

Fraunhofer and Hitachi Metals create ultra-compact on-board charger

13 Champlain launches high-voltage battery cable for EV market 14 Survey finds biggest concern in EV battery industry is time to market

20

Essex creates EnduroTemp high-temp winding insulation for EV motors

16

Miba battery cooler adjusts to the shape of battery cells Proterra works with Michelin to develop low rolling resistance tire for e-buses

17 NEVS/Evergrande acquires motor maker Protean Electric 18 MAHLE launches oil management module for EVs

22

Two Chinese firms launch production of single-wall carbon nanotube additive

20 Elaphe begins production of new in-wheel hub motor

Argonne’s new PEDOT cathode coating increases battery safety and stability

22 Fraunhofer’s dry coating process for electrodes 23 DOE holds lithium-ion battery recycling competition 24 BorgWarner unveils new onboard battery charger

Cree to invest $1 billion to expand silicon carbide capacity

25 GBatteries says its AI-powered protocol can charge an EV in 5 minutes 26 Wildcat receives second patent for silicon anode electrolytes

26

Imec doubles energy density of its Li-metal batteries to 400 Wh/liter

27 ROHM introduces 1,200 V automotive-grade IGBTs

THE VEHICLES CONTENTS

54 Kia Niro EV

An impressive electric compact suggests good things from future Kia EVs

54

current events 42 Nissan: LEAF batteries should last 22 years

Toyota accelerates its electrification plans

43 North Dakota deploys first electric school bus 44 Mack Trucks launches electric refuse vehicle

California’s largest airports to operate only zero-emission shuttles by 2035

46 AVID Technology and Caterpillar to develop electric construction machinery

44

Electric marine propulsion system can save $1.7 million in fuel costs annually

47 Toyota and Subaru to jointly develop EV platform and electric SUV 48 Hyundai Motor Group will invest $85.6 million in Rimac

Anaheim orders 40 BYD e-buses for area around Disneyland

49 Lightning Systems introduces new Ford Transit powertrain 50 Hyundai introduces electric double-decker bus

California utility offers $4,000 purchase incentive for used PHEVs

46

51 VW launches electric car share program WeShare in Berlin 52 Virginia governor pledges over $12 million for electric buses

Mayors from 127 cities commit to purchase over 2,100 EVs by 2020

53 BYD opens first electric bus assembly plant in Canada

IDENTIFICATION STATEMENT CHARGED Electric Vehicles Magazine (ISSN: 24742341) July/August 2019, Issue #44 is published bi-monthly by Electric Vehicles Magazine LLC, 2260 5th Ave S, STE 10, Saint Petersburg, FL 33712-1259. Periodicals Postage Paid at Saint Petersburg, FL and additional mailing offices. POSTMASTER: Send address changes to CHARGED Electric Vehicles Magazine, Electric Vehicles Magazine LLC at 2260 5th Ave S, STE 10, Saint Petersburg, FL 33712-1259.

50

Co-located with

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www.batterytechnologyshow.com @batterytechshow

2019

70 Fast charging on demand

70

Sparkcharge launches a portable and scalable charging unit to bring roadside assistance providers into the EV age

76 Automatic and conductive

Easelink wants to set a new standard for automatic charging where conductive efficiency meets inductive convenience

76

64 Electrify America and ChargePoint partner to expand charging access

Efacec launches second-gen DC fast charger

65 ClipperCreek retroactively extends warranty for all AmazingE chargers

VW to install 140 fast chargers at Berlin supermarkets

66 IONITY opens 100th high-power DC charging station

64

Natron Energy to add sodium-ion batteries to fast charging station

67 Spanish charger manufacturer Wallbox to enter US market

Hubject adds 35,000 chargers to its eRoaming network in China

68 Tesla releases CHAdeMO adapter for Model 3

The Mobility House to integrate vehicle batteries into power grids

69 EV Connect to build charging infrastructure for Michigan utility DTE Energy

Electrify America installs 120 fast charging stations at Walmart stores

68

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While China is going full speed ahead with pro-EV policies that many believe could make it the center of the automotive industry in a few short years, the US is entering a period of regulatory uncertainty that is sure to stifle long-term planning and local investment.

Two days after Trump’s election in 2016, the lobbyist group funded by the auto manufacturers sent him a letter asking for previously-agreed fuel economy standards to be watered down. The new administration enthusiastically agreed and began dismantling the policy.

Three years later, many automakers are saying, “Never mind!”

The administration’s new rules, which are expected to be made public within the next couple of months, would eliminate the previously-agreed mileage target of 54.5 mpg by 2025, and freeze fuel economy standards at about 37 mpg. California and 13 other states (and Canada), are expected to stick with the stricter standards, which is likely to lead to drawn-out litigation and uncertainty.

Over the past few months, as the New York Times reports, automakers have “grown alarmed at the expanding scope of the administration’s plan.” In June, 17 companies, including all the largest global automakers (with the exception of Fiat Chrysler), sent Trump another letter, this time warning that the regulatory rollback threatens their profits, and will produce “untenable” instability, and asking him to forge a compromise with California. The auto execs sent a similar letter to California Governor Gavin Newsom.

It’s not so much the lower emissions standards or the reduced fines for non-compliance the automakers object to - their big fear is that competing standards could create two parallel auto markets in the US. Automakers would have to demonstrate that the average mileage of cars sold in the 13 clean-air states is higher than in the other states. Dealers in different states could end up selling different mixes of vehicles at different prices. And a lively cross-border grey market for gas-guzzlers could quickly develop, creating more regulatory worries.

The automakers say they want a standard that is “midway” between the strict California-style rules and the laissez-faire Trump vision. “We strongly believe the best path to preserve good auto jobs and keep new vehicles affordable for more Americans is a final rule supported by all parties - including California,” they wrote.

However, Governor Newsom has said he’s not interested in any deal that would require California to water down its rules, and in February, the White House announced that it had ended talks with the state, all but guaranteeing a lengthy cycle of litigation.

One supporter of the tougher standards suggests how automakers could end the battle. “At this point, they need to state clearly and bravely what they’re going to do, and then they should cut a separate deal with California,” said Margo Oge, a consultant and former EPA official who wrote a book on fuel economy regulation. “I’ve told the companies that siding with California is the only thing that’s going to protect them from uncertainty.”

The results of this regulatory unrest, together with federal EV policies that are lagging behind those of other major global markets, can already be seen. Atlas Public Policy is tracking some $350 billion in private electrification investment, and only 10% of that is destined for the US. Also, Reuters reported in January that automakers were planning investments of $300 billion in electrification projects - only $34 billion of that will be spent in the US.

Christian Ruoff | Publisher

EVs are here. Try to keep up.

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Contributing Writers Paul Beck Jeffrey Jenkins Charles Morris John Voelcker

Publisher Christian Ruoff Associate Publisher Laurel Zimmer Senior Editor Charles Morris

For Letters to the Editor, Article Submissions, & Advertising Inquiries Contact: Info@ChargedEVs.com

Contributing Photographers Nicolas Raymond Christian Ruoff

Associate Editor Markkus Rovito

Cover Images Courtesy of KIA Pre-Switch

Account Executives Jeremy Ewald Technology Editor Jeffrey Jenkins Graphic Designers Tomislav Vrdoljak

Special Thanks to Kelly Ruoff Sebastien Bourgeois

ETHICS STATEMENT AND COVERAGE POLICY AS THE LEADING EV INDUSTRY PUBLICATION, CHARGED ELECTRIC VEHICLES MAGAZINE OFTEN COVERS, AND ACCEPTS CONTRIBUTIONS FROM, COMPANIES THAT ADVERTISE IN OUR MEDIA PORTFOLIO. HOWEVER, THE CONTENT WE CHOOSE TO PUBLISH PASSES ONLY TWO TESTS: (1) TO THE BEST OF OUR KNOWLEDGE THE INFORMATION IS ACCURATE, AND (2) IT MEETS THE INTERESTS OF OUR READERSHIP. WE DO NOT ACCEPT PAYMENT FOR EDITORIAL CONTENT, AND THE OPINIONS EXPRESSED BY OUR EDITORS AND WRITERS ARE IN NO WAY AFFECTED BY A COMPANY’S PAST, CURRENT, OR POTENTIAL ADVERTISEMENTS. FURTHERMORE, WE OFTEN ACCEPT ARTICLES AUTHORED BY “INDUSTRY INSIDERS,” IN WHICH CASE THE AUTHOR’S CURRENT EMPLOYMENT, OR RELATIONSHIP TO THE EV INDUSTRY, IS CLEARLY CITED. IF YOU DISAGREE WITH ANY OPINION EXPRESSED IN THE CHARGED MEDIA PORTFOLIO AND/OR WISH TO WRITE ABOUT YOUR PARTICULAR VIEW OF THE INDUSTRY, PLEASE CONTACT US AT CONTENT@CHARGEDEVS. COM. REPRINTING IN WHOLE OR PART IS FORBIDDEN EXPECT BY PERMISSION OF CHARGED ELECTRIC VEHICLES MAGAZINE.

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Siemens sells electric aircraft propulsion business to RollsRoyce Siemens is set to sell its eAircraft unit to Rolls-Royce – the companies expect the move to take place in late 2019.

Siemens eAircraft develops electric and hybrid-electric propulsion systems for the aerospace industry. At locations in Munich and Erlangen in Germany as well as Budapest, Hungary, it cooperates with partners such as Airbus to create prototypes for propulsion systems like Airbus’s CityAirbus, with power ratings ranging from less than 100 kW to several thousand kW. eAircraft entered a development partnership with Airbus in 2016, but Siemens has been researching and developing electric aircraft propulsion systems for about ten years.

“Our eAircraft team is a pioneer in electric and hybrid-electric systems for aircraft,” said Siemens CTO and COO Roland Busch. “With Rolls-Royce, we’ve found a perfect home for this business and have placed its expertise in the hands of one of Airbus’s close partners. We will continue to cooperate with Rolls-Royce, in particular by making our digital solutions portfolio available in order to facilitate this major step toward sustainable, lower-emission aviation.”

12

Fraunhofer and Hitachi Metals create on-board charger with 3.8 kW/l power density The Fraunhofer Institute and Hitachi Metals say they’ve produced an on-board charger (OBC) prototype that delivers both high power output and compactness. Hitachi says the technology enables the OBC prototype to generate a power density of 3.8 kW/l.

Hitachi explains that there is typically a trade-off between the high output EVs need to charge their batteries and the compactness designers need to keep interior spaces as large as possible, and achieving a good balance between the two has been a challenge.

The companies say their OBC prototype delivers both high power output and a compact body by combining soft magnetic materials developed by Hitachi Metals with Fraunhofer’s circuit technology. The designers utilized a nanocrystalline alloy called FINEMET FT-3K50T for the common-mode choke coils in the input/output noise filter and another choke coil made with an amorphous powder core HLM50 for rectification and power factor correction. In the DC/DC converter, designers used an isolation transformer with resonance inductors made of the low-loss soft ferrite core ML29D. Three of the OBCs connected in parallel can produce an 11 kW output and three-phase input. The parallel connection can cover both single- and three-phase AC input to produce a maximum output of 22 kW through six parallel connections. The researchers say this flexibility can significantly reduce OBC design time and costs.

Bernd Eckardt, Head of Automotive Electronics at Fraunhofer, said, “By using the advanced magnetic materials of GRIT we were able to realize an ultra-compact and modular OBC with high efficiency. The highly integrated mechatronic design allows an easy scale up in power from 3.6 kW up to 22 kW.”

Image courtesy of Hitachi Metals

Image courtesy of Siemens

THE TECH

Attractive Mobility.

Image courtesy of Champlain

Champlain launches highvoltage battery cable for EV market

Wire and cable company Champlain has launched a new high-voltage battery cable called the EXRAD ERGO FLEX-2. The cable features a Class D 150° C temperature rating, and 600 V or 1,000 V capability.

The EXRAD ERGO FLEX-2 is an irradiation cross-linked polyolefin designed to expand and contract through temperature excursions, while maintaining its connector seal.

Richard Antic, VP of Business Development at Champlain, said, “This product development was born from a large US automotive OEM who had a problem with operator ergonomics and repetitive motion concerns caused by a stiffer cable. All of our EXRAD battery cables are ‘flexible,’ but flexible is in the eye of the beholder. The industry needed something better and we designed this cable to meet that need.”

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Survey finds biggest concern in EV battery industry is time to market Voltaiq, a battery software platform company, has released an industry survey, Preparing for The Electrification Tsunami, that examines some of the challenges battery manufacturers, suppliers, and integrators currently face.

Conducted in Q1 2019, the survey polled battery cell producers, battery pack and component developers, academic and national labs, and companies involved in transportation, consumer electronics, and energy storage.

When asked to name the biggest concern regarding their most recent battery project, the number one answer – given by nearly 35% of respondents – was time to market. When asked to note the biggest bottlenecks in their workflow, respondents’ answers fell into three main categories: • Scarcity of expertise and resources: Nearly 40% of respondents cited a shortage of battery engineers as a constraint on their development work. More than 44% of respondents noted that there were insufficient resources for the number of battery projects underway.

• Time-consuming evaluations: Nearly 27% of respondents listed the amount of time required to estimate battery life as a key bottleneck. Nearly the same number – just over 25% – said there were too many battery vendors to evaluate, while more than 20% said there were too many battery materials to evaluate.

• Data challenges: Survey participants also highlighted their difficulties working with battery data.

More than 22% cited the challenge presented by data silos: information they needed was out there, but not readily available to their team. Another 17% noted problems with data quality: the required data was often messy, inconsistent, or hard to use.

14

Image courtesy of Essex

THE TECH

Essex creates EnduroTemp high-temp winding insulation for EV motors Magnet wire manufacturer Essex, a supplier of motor wiring for EVs like the Nissan LEAF, has introduced a high-temperature insulation for the windings of traction motors used in hybrids, PHEVs, and EVs. Essex’s EnduroTemp 260+ is a thin-film insulation with a 265° C thermal endurance. It’s designed to extend the life of traction motors by, in part, protecting them from deterioration caused by modern power electronics.

The company explains that, as EV manufacturers continually seek to increase EV efficiency and the performance requirements of traction motors and generators, motor deterioration is increasing. The increasing standards force designers to use power electronic speed controls with higher voltages and faster switching frequencies, which puts stress on the windings of a motor.

EnduroTemp 260+ is meant to protect motor windings against this deterioration.

The insulation was developed at Essex’s MagForceX Innovation Center, where the company researches technologies that impact magnet wire, including thermosets, thermoplastics, and additives, as well as conductor processing and fabrication processes.

Essex VP Matthew Leach said the product is the latest in a line of development for the EV market. “EnduroTemp 260+ is the very type of disruptive technology that we are looking to develop to help the magnet wire industry continue to evolve,” he said. “Being able to increase the temperature threshold without sacrificing performance – in fact, helping to increase it – is something that is very exciting for our team.”

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Sensors

Image courtesy of Miba

Image courtesy of Michelin

THE TECH

Proterra works with Michelin to develop low-rollingresistance tire for e-buses Miba’s new battery cooler adjusts to the shape of battery cells Auto parts manufacturer Miba has released the FLEXcooler, a flexible battery cooling system that can adjust its shape to fit various batteries, including prismatic, cylindrical, and pouch cells. Miba says its adaptable cooling system attaches closely to battery cells, eliminating the need for gap fillers.

As part of the EU research project i-HeCoBatt (Intelligent Heating and Cooling Solution for Enhanced Range EV Battery Packs), Miba intends to equip its FLEXcooler system with sensors that will provide vehicle controls with data about the battery’s temperature distribution.

Miba also produces other e-mobility products such as high-power resistors, hairpin stators, and high-voltage batteries.

Miba CEO F. Peter Mitterbauer said, “E-mobility is a growth area for us. We see electrification as an opportunity to develop an additional business segment in close cooperation with our customers.”

16

Proterra, a manufacturer of heavy-duty EVs, is collaborating with Michelin to develop the X InCity Energy Z tire, a low-rolling-resistance tire designed and optimized for electric buses in urban environments. Proterra says the tire will be the standard tire offered for its Catalyst buses.

Michelin designed the X InCity Energy Z tire to help e-buses increase range by reducing rolling resistance and improve performance by increasing load-carrying capacity and integrating better traction.

The new tire incorporates Michelin Advanced Technology tread compounds to provide low rolling resistance, and uses 3D Matrix sipe technologies to provide biting edges for traction in wet and slippery conditions.

With this technology, the X InCity Energy Z is optimized for all-season weather and is certified 3PMSF (“threepeak mountain snowflake”) and M+S (“mud and snow”).

Proterra CEO Ryan Popple said, “We are a leader in the electric bus industry in battery technology, but we’re also innovating to improve the efficient use of that stored energy. We were proud to introduce the first purpose-built, lightweight bus chassis to this industry, and we’re similarly excited to partner with a global leader like Michelin to bring the X InCity Energy Z tire to this market.”

Evergrande Health subsidiary National Electric Vehicle Sweden (NEVS) has acquired in-wheel motor technology company Protean Electric.

Founded in 2008, Protean Electric prioritized the development of its ProteanDrive in-wheel motor technology, which combines power electronics and a direct-drive electric motor. The company holds over 160 patents on electric motors and power electronics design, control and production.

Protean Electric will operate independently under the Evergrande umbrella.

Protean CEO Ky Chan says, “This agreement will enable Protean Electric to fulfill its global potential and do so more rapidly. This acquisition will aid Protean Electric in establishing a strategic advantage in the new

Image courtesy of Protean

NEVS/Evergrande acquires motor maker Protean Electric

energy and mobility markets and bring in new expertise.

Evergrande is a well-established and ambitious business, determined to make a mark in the clean mobility arena across the world.”

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THE TECH

MAHLE launches oil management module for EVs Automotive supplier MAHLE has developed a new oil management module for EVs. The module includes a filter, electric oil pumps, and a thermostat.

MAHLE’s new module features a lightweight design, minimal pressure losses and low package constraints.

The pressure-side filtration concept offers flexibility in the type, size, and power rating of the pump, reducing the risk of foaming and cavitation on the oil pump’s suction side.

Jörg Stratmann, CEO of MAHLE, said, “The technologies we have used are proven and suitable for large-scale production. Our approach of bringing together all the functions in one component makes our oil management module exceptional. We allow for a lot of design flexibility and combine what is technically feasible with what makes economic sense.”

18

Two Chinese firms launch production of single-wall carbon nanotube battery additive Chinese chemical manufacturers Haiyi and East Chem are launching local production of OCSiAl’s TUBALL BATT, a single-wall carbon nanotube (SWCNT) additive for silicon anodes for EVs. SWCNTs are designed to improve battery performance and cycle life when added to a silicon anode. Haiyi and East Chem aim for a combined annual production volume of 7,000 metric tons of the TUBALL BATT. Zhijun Liu, General Manager of Haiyi, said, “With the guidance and support of the OCSiAl technical team over the past 3 years, we have now launched the production of TUBALL SWCNT dispersions in China. Local production allows Chinese battery manufacturers to greatly reduce the costs by using TUBALL BATT conductive additive. We have obtained certification from local battery manufacturers, and have now started to sell large batches. Haiyi will continue to expand its production capacity of SWCNT dispersions, and we welcome visits from colleagues from the industry to our production plant.”

Jian Lin, VP of R&D at BAK Power Battery, said, “SWCNTs are the best currently available solution on the market, with their excellent performance being far superior to that of other similar conductive additives. Due to their high aspect ratio and G/D ratio, dispersed SWCNTs are very effective in batteries. The addition of SWCNTs in anodes hugely reduces capacity loss with aging and improves cycle life.”

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Image courtesy of Elaphe

THE TECH

Elaphe begins production of new in-wheel hub motor In-wheel electric motor manufacturer Elaphe Propulsion Technologies will begin low-volume production of the L1500, a new gearless in-wheel powertrain system, in the fourth quarter of 2019. The system features high torque, low weight, and a compact packaging fitted around standard knuckles and friction braking systems.

The L1500 generates 1,500 Nm of torque and 110 kW of power output, while fitting inside wheels as small as 19 inches. The motor is compatible with rear-wheel-, frontwheel-, and four-wheel-drive vehicles.

In a recent track testing of the L1500 powertrain in a modified prototype EV, the car achieved 0-100 km/h in 3.5 seconds, which Elaphe claims is the fastest time recorded for an in-wheel motor.

“Our technology enables manufacturers to design and produce EVs rapidly and cost-effectively without compromise to their existing vehicle architectures or complex packaging,” said Elaphe CEO Gorazd Lampič.

“The technology also integrates seamlessly with autonomous driving applications, providing feedback data, unprecedented responsiveness, and enhanced vehicle controllability.”

20

Argonne’s new PEDOT cathode coating increases battery safety and stability

Scientists at the DOE’s Argonne National Lab have developed a new cathode coating by using an oxidative chemical vapor deposition technique that can help keep the cathode electrically and ionically conductive, ensure safety after many cycles, and help with other challenges as well. The findings are reported in the May online edition of Nature Energy.

“The coating we’ve discovered really hits five or six birds with one stone,” said report author and Argonne battery scientist Khalil Amine. Amine and his fellow researchers took particles of Argonne’s nickel-manganese-cobalt (NMC) cathode material and encapsulated them with a sulfur-containing polymer called PEDOT. This polymer provides the cathode with a layer of protection from the electrolyte as it charge and discharges.

Although PEDOT prevents the chemical interaction between the battery and the electrolyte, it still allows for the transport of lithium ions and electrons that the battery requires in order to function.

The coating also largely prevents the cathode material from converting to another form called spinel, which causes the battery’s cathode to deactivate. ​“The combination of almost no spinel formation with its other properties makes this coating a very exciting material,” Amine said.

The PEDOT material also demonstrated the ability to prevent oxygen release, a major factor for the degradation of NMC cathode materials at high voltage. ​“This PEDOT coating was also found to be able to suppress oxygen release during charging, which leads to better structural stability and also improves safety,” Amine said.

Amine indicated that battery scientists could likely scale up the coating for use in nickel-rich NMC-containing batteries. ​“This polymer has been around for a while, but we were still surprised to see that it has all of the encouraging effects that it does.”

With the coating applied, the researchers believe that the NMC-containing batteries could either run at higher voltages – thus increasing their energy output – or have longer lifetimes, or both.

THE TECH

Researchers at Germany’s Fraunhofer Institute for Material and Beam Technology IWS have developed a new battery cell production process that coats electrodes with a dry film instead of liquid chemicals. This simplified process saves energy and eliminates toxic solvents. The Fraunhofer researchers, with colleagues from Samsung, describe their findings in a new paper, “Overcoming binder limitations of sheet-type solid-state cathodes using a solvent-free dry-film approach,” published in Energy Storage Materials.

Maxwell Technologies, now a subsidiary of Tesla, is also working on a dry electrode tech that eliminates the need for toxic solvents. Once Tesla and partner Panasonic get Maxwell’s process up and running, it’s expected to save loads of money, time and factory space.

Reducing the costs of producing battery cells is a highly desirable end in itself, but the Fraunhofer engineers see the potential to change the global energy storage market. For years, Asian companies have dominated the battery cell market. German (and US) automakers currently get most of their cells from Korean and Japanese companies. As the proliferation of EVs and stationary storage applications increases demand for cells, this is becoming an increasingly intolerable situation. That’s why, last November, the German government announced that it would invest a billion euros to support local battery cell production (as reported by Reuters).

One reason the Asians dominate the cell market is a cost advantage - the current process for producing cells is very energy-intensive, and Germany has famously high electricity prices. A lower-cost production method could change the equation.

“Our dry transfer coating process aims to noticeably reduce the process costs in electrode coating,” said paper co-author Dr. Benjamin Schumm. “Manufacturers can eliminate toxic and expensive solvents and save energy costs during drying. Our technology also facilitates the use of electrode materials that are difficult or even impossible to process wet-chemically. For all these reasons, we think that our technology can help to achieve interna-

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Image courtesy of Fraunhofer

Fraunhofer’s dry coating process for electrodes could make cell production in Europe economical

tionally competitive battery cell production in Germany and Europe.”

The current wet-chemical process involves mixing the active battery materials with additives to create a paste, adding expensive organic solvents. Elaborate precautions are necessary to protect workers and the environment from the toxic solvents. Once the paste has been applied to thin metal foils, dozens of large heating elements are used to dry the coated films - this drying procedure is what racks up the high electricity costs.

The new film transfer technology eliminates these steps. The IWS engineers mix their active material with binding polymers, then process this dry mixture in a rolling mill, where shear forces tear molecular chains out of the binder polymers. These fibrils join with the electrode particles to form a web that provides the electrode material with stability. The result is a flexible dry electrode material layer. In the next step, the rolling mill laminates the 100-micrometer-thick film onto an aluminum foil to form the finished electrode.

The Finnish company BroadBit Batteries is working with Fraunhofer to commercialize the new process. The firm has commissioned a pilot plant in its Espoo factory, which will use the dry coating process to produce new types of sodium-ion batteries.

The US Department of Energy is sponsoring a competition to encourage the development of a process to recycle 90 percent of the content of lithium-ion batteries. The $5.5-million Lithium-Ion Battery Recycling Prize, which launched earlier this year, is split into three phases.

Phase I: Conceptual Development and Incubation – Applicants submit a plan to collect, sort, separate, store, and transport spent lithium-ion batteries while rendering the batteries safe or inert. Up to 25 winners will be selected to received cash awards of at least $40,000 and enter Phase II. Phase II: Prototyping and Partnering – Winners from Phase I will design, simulate, and prototype a proof-ofconcept solution. Up to 10 winners will be selected to receive at least $250,000 and enter Phase III. Phase III: Pilot Validation – Winners from Phase II

Serving Customers World-wide.

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Locations & Manufacturing in the USA & China

Image courtesy of Department of Energy

DOE holds lithium-ion battery recycling competition

will develop their proof of concept into a pilot technology. Up to four winners will be selected to receive at least $500,000.

ISO/IATF 16949 Registered

Image courtesy of BorgWarner

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BorgWarner unveils new onboard battery charger Automotive parts supplier BorgWarner has released a silicon carbide onboard battery charger that is compatible with 400, 600 and 800 V systems. It accepts AC inputs with 7.4 kW, 11 kW, and 22 kW power ratings. Optional DC-to-DC converter rating integration from 2.3 kW to 3.6 kW is available.

“Our technical center is dedicated to designing onboard battery chargers that are uncompromisingly suitable for the global electric and hybrid vehicle markets,” said BorgWarner President Joel Wiegert. “Our latest offering with its silicon carbide technology provides maximum power conversion efficiency, thus saving energy and delivering an extended range.”

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Cree to invest $1 billion to expand silicon carbide capacity LED and semiconductor manufacturer Cree will invest up to $1 billion to expand its silicon carbide materials capability and wafer fabrication capacity. Slated for completion in 2024, the expansion will entail the development of an automated 200 mm silicon carbide fabrication facility and a materials factory in Durham, North Carolina.

The plan includes the buildout of an existing structure into a 253,000-square-foot facility, which will offer the company 18 times more surface area. Cree will convert its existing fabrication facility into a materials factory.

Cree CEO Gregg Lowe said, “This investment in equipment, infrastructure, and our workforce is capable of increasing our silicon carbide wafer fabrication capacity up to 30-fold and our materials production by up to 30-fold compared to Q1 of fiscal year 2017, which is when we began the first phase of capacity expansion.”

He continued, “These silicon carbide manufacturing mega-hubs will accelerate the innovation of today’s fastest growing markets by producing solutions that help extend the range and reduce the charge times for electric vehicles, as well as support the rollout of 5G networks around the world. By using existing facilities and installing a majority of refurbished tools, we believe we will be able to deliver a state-of-the-art 200 mm capable fab at approximately one-third of the cost of a new fab.”

GBatteries says its AI-powered protocol can charge an EV in 5 minutes GBatteries has launched an AI-powered charging protocol designed to charge conventional Li-ion batteries as quickly as a car can be filled with gasoline.

The company says its system can charge a 60 kWh EV pack to 119 miles of range in 5 minutes.

Operating at the intersection of artificial intelligence, electrochemistry, signal processing, and high-power electronics, GBatteries claims that this is the only demonstrated technology that can ultra-fast charge Li-ion batteries without compromising battery life or changing the battery’s chemistry.

GBatteries has developed and tested the charging algorithm over the past six years The protocol also includes control methodologies and hardware.

Beginning this summer, GBatteries and Ravens Racing, a Carleton University club that builds and races Formula SAE vehicles, are partnering to develop a new electric race car.

GBatteries’ specialized technology will be integrated into Ravens Racing’s new vehicle, making it the first scaled-up application of the charging protocol.

Imec doubles energy density of its Li-metal batteries to 400 Wh/liter

Wildcat Discovery Technologies receives second patent for silicon anode electrolytes Wildcat Discovery Technologies, a company that uses high-throughput methods to develop next-generation battery materials, has received a second patent on its development of electrolytes for silicon anode batteries.

Wildcat’s first patent for this work was awarded in late 2018, and covered the use of sulfolane-based electrolytes.

This new patent covers acrylate-based additives, which can be used with more conventional solvents.

Wildcat developed the electrolytes under a grant from the DOE’s Office of Energy Efficiency and Renewable Energy. The company’s goal was to develop new non-carbonate-based electrolytes for silicon anodes. It used an accelerated development method to prepare and evaluate several thousand electrolyte formulas.

Wildcat CEO Mark Gresser commented, “DOE funding and guidance made these discoveries possible, and we look forward to commercializing this patented technology to improve EV battery performance with a future license partner.”

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Imec, a Belgian research firm focused on nanoelectronics, has unveiled a solid-state Li-metal battery cell with an energy density of 400 Wh/liter at a charging speed of 0.5C (2 hours). As part of a larger engineering roadmap for solid-state batteries, imec aims to surpass wet Li-ion battery performance and reach 1,000 Wh/L at 2-3C by 2024.

The solid nanocomposite electrolyte that imec’s R&D center has developed has a conductivity of up to 10 mS/ cm, with a potential for even higher conductivities, says the company. The new material is applied as a liquid via wet chemical coating and is converted into a solid only after it is in place in the electrodes. In this way, it can be cast into dense powder electrodes, where it fills all cavities and makes maximum contact, similar to liquid electrolytes.

Using this solid nanocomposite electrolyte in combination with a standard lithium iron phosphate (LFP) cathode and lithium metal anode, imec was able to fabricate the 400 Wh/liter battery, which imec says is twice as good as its results from last year.

The company also announced that it has started upscaling the materials and processes in a pilot line for fabrication of solid-state pouch cells at its EnergyVille Campus in Genk, Belgium. The 300-square-meter battery assembly pilot line includes a dry room of 100 square meters, and allows manufacturing of prototype pouch cells of up to 5 Ah capacities.

Imec says a conventional A4 sheet-to-sheet wet coating-based line is well suited for processing its solid electrolyte and as such, assembly of the new cells could be done with a slight modification of existing Li-ion manufacturing lines.

Philippe Vereecken, Scientific Director at imec/EnergyVille, said, “The new battery demonstrates that our breakthrough electrolyte can be integrated in performant batteries.”

Image courtesy of Imec

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ROHM introduces 1,200 V automotive-grade IGBTs for compressors and heater circuits Electronic parts maker ROHM has announced four new automotive-grade 1,200 V-rated insulated-gate bipolar transistors (IGBTs) for inverters used in electronics compressors and for switching circuits used in positive temperature coefficient (PTC) heaters.

The IGBTs feature a short-circuit resistance of 10 μsec (Tj=25° C). ROHM says the devices’ unique structure reduces VCE(sat) to 1.70 V, which leads to a 10% to 15% reduction in conduction losses compared to conventional products.

As more drivers turn to EVs, ROHM believes the need for electric compressors driven with IGBTs will also

increase. ICE vehicles use the heat dissipated from the engine itself as a heat source for the cabin, but ROHM says demand is increasing for systems that use circulating warm water with a PTC heater as a heat source.

IGBTs that operate at low frequency are commonly used in inverters and switches for these applications.

The company also points to the ever-increasing battery capacity of EVs as a driver of more demand for IGBTs. Higher-voltage batteries (800 V) require low-loss power devices that can withstand higher voltages, which increases the demand for both 650 V-rated and 1,200 V-rated IGBTs.

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A CLOSER LOOK AT

CURRENT SENSORS IN EVS

retty much every electronic circuit that handles significant power utilizes some means of measuring current, whether to simply protect against overload or because it is a basic functional requirement. In this article we’ll cover some of the more common devices and circuit techniques for measuring current in the major subsystems of an EV, including when to choose one over the others.

Current can be sensed or measured in one of two ways, really: via the voltage drop across a resistor of some sort, otherwise known as a shunt, or via the intensity of the magnetic field which radiates from any current-carrying conductor. In the former case, the shunt can be an actual resistor made expressly for the

P

By Jeffrey Jenkins

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V(vshunt)

99.6µs

99.7µs

99.8µs

99.9µs

V(vo)

100.0µs

100.1µs

100.2µs

100.3µs

100.4µs

100.5µs

100.6µs

100.7µs

Compensated Shunt Amplifier R1 * C1 = L2 / R2 R3

Vshunt

1

R1 10k

R2

10p

10m

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LT1007 PULSE(0 20 0.1m 20n 20n 0.1m)

L2 1n

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10k

10k

Current can be sensed or measured via the voltage drop across a resistor or via the intensity of the magnetic field which radiates from any currentcarrying conductor purpose, or it could be a creative use of circuit/component parasitics, such as the on-resistance of a MOSFET, the winding resistance of an inductor, or even a trace on a printed-circuit board. Despite the differences in form, all shunts perform the same function, which is to drop a predictable amount of voltage vs current, but don’t let that apparent simplicity fool you into thinking shunts are foolproof.

R8

100.8µs

100.9µs

LTSpice simulation of a shunt with parasitic inductance included

1Meg

There is an even more diverse array of current sensors which output a signal in proportion to a magnetic field, from the mundane current transformer to the truly exotic fiber-optic interferometer (sadly, not used in any EVs I’m aware of, but see ABB’s catalog if you need to measure 600 kA). Which type of current sensor to choose depends on several factors, such as whether DC must be measured, AC frequency range, current range, overload capability (or tolerance, at least), linearity, accuracy and, of course, budget. Note that all magnetic-type current sensors automatically isolate the circuit being monitored from the circuit doing the monitoring, and this benefit alone is often the deciding factor in choosing one of them over a shunt.

As hinted at above, the simple shunt resistor can hide some unpleasant surprises, but some of the most vexing are the spikes produced by their usually tiny, yet not insignificant, stray inductance. A very common application for a shunt is to monitor the current of a switch or bridge leg by placing it between the switch and the negative rail, where it will be hammered with rectangular pulses of current. Unless (quasi-) resonant switching is used, these pulses will have extremely fast rise and fall times (that is, a high dI / dt), which can provoke nasty little thin spikes from any stray induc-

JUL/AUG 2019

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Shunts tend to be very robust and can usually withstand enormous overloads. tance in the way. For a concrete, yet realistic, example, if a shunt has a mere 1 nH of stray inductance, then it will generate a short spike at every transition of 1 V if 20 A is switched in 20 ns (V = L * [dI / dt]). Given that many PWM controller ICs have an overcurrent trip at 1 V, it’s clear that spikes like this can cause all sorts of trouble. The usual solutions are to integrate the spikes away with an RC filter that has the same time constant as that of the shunt (that is, R * C = L / R), or else ignore, or blank out, the leading edge of the current sense signal (or both). An RC integrator slows down the transient response of the shunt, however, while leading-edge blanking disables overcurrent protection for the time it is in effect (and also enforces a minimum switch on time in current mode control).

Increasing the resistance of the shunt while somehow maintaining the same inductance will help, but at the expense of generating more heat (and therefore lower efficiency) from increased I2R losses.

Two other potential issues with shunts are interrelated: the signal they produce is obviously not isolated, which means that they are not intrinsically safe; and also, they are exposed to any “common mode” voltage, which can produce huge errors in the signal conditioning circuit. Common mode voltage is basically that which is the same at two different nodes in a circuit, as referred to circuit ground. A classic example of where this is a problem is in the case of monitoring the phase current from an inverter. In this position the current sensor is in between the inverter supplying a chopped voltage and the motor load it drives, so neither end is grounded, and since a shunt will have a negligibly low resistance, practically the same magnitude of chopped voltage will be present at both ends of it; that is, in common mode. Reading a 100 mV to 1 V signal from the shunt in the presence of what is effectively the traction battery voltage requires a differential amplifier to (theoretically) ignore the common mode voltage

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and only amplify the difference voltage, but in the real world this doesn’t happen because of imperfect common mode rejection ratio (usually given in dB). The simplest one op-amp, unity-gain differential amplifier circuit can only suppress common mode voltage by 66 dB if 0.1% resistors are used, which means 300 V in common mode will result in 150 mV of error at the output! Of course, there are other differential amplifier circuits with higher intrinsic CMRR (e.g. the instrumentation amplifier) but they cost more money (and board area) and still don’t isolate the signal, so the “cheap and cheerful” shunt might not be either of those things!

It’s not all bad news for shunts, however. They tend to be very robust and can usually withstand enormous overloads (the signal conditioning circuit might “hit the stops” - that is, run out of supply voltage, however). Also, if a zero temperature coefficient metal is used (e.g. Manganin), then stability over time and temperature will be unparalleled. Finally, shunts have an almost unlimited dynamic range - limited only by the signal-conditioning circuit, really. When you need to accurately measure over a span of several decades (for example, to keep track of traction battery state of charge) then only a shunt will do.

Conversely, if you can tolerate poorer absolute accuracy and/or drift over time/temperature, but really need isolation, then a magnetic current sensor will likely prove superior. The first of these we’ll cover is the Hall effect type, which relies on an effect discovered by Edwin Hall all the way back in 1879. Basically, whenever an external magnetic field is applied perpendicular to the flow of current in a conductor, it will bend

The Hall effect occurs in all conductors, but the voltage produced is downright minuscule, even in special semiconductors made for the job, so follow-on amplification is de rigueur.

the path the current takes, and this sets up a slight charge imbalance across the width of the conductor. The Hall effect occurs in all conductors, but the voltage produced is downright minuscule, even in special semiconductors made for the job: we’re talking a few microvolts to millivolts of voltage difference per milliTesla of magnetic field intensity, so follow-on amplification is de rigueur.

The output of the Hall sensor can be amplified directly for use by external circuits - which is called open-loop operation - and while the accuracy and linearity of this approach is poor, it is capable of a higher bandwidth for a given peak current. Alternatively, the Hall sensor can be used to drive a counteracting current through a coil wound on the same core to cancel out the field from the monitored conductor, and the output made proportional to the control current, which is called closedloop operation. The advantage of the latter approach is that any non-linearity caused by the core material is nulled out. Also, because the net field in the core is close to zero, a closed-loop sensor can generally handle a higher current for a given core area (at least until the nulling circuit runs out of headroom). Still, accuracy and linearity aren’t on par with a good shunt-based design: one popular manufacturer quotes an accuracy of 1%, a temperature coefficient of +/- 0.1% / K, and initial and hysteresis offsets (which

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Ip

effectively set the minimum resolvable current) of +/- 20 mV out of a full scale value of +/- 4 V. Consequently, a 500 A full scale model will be unable to resolve differences of less than 2.5 A accurately. Another downside is the result of the magnetic core, which puts a hard upper limit on the overload rating because once the nulling circuit runs out of current to counteract the field from the conductor the core will quickly saturate. The aforementioned 500 A full scale model has an overload rating of 900 A, which might seem impressive until you consider that most shunts can easily tolerate brief overloads of 10x or more (though, again, whether a useful signal is still obtainable depends on the signal conditioning circuit).

A similar type of sensor - especially in physical form factor and typical output scaling - uses the Giant MagnetoResistance effect, or GMR, in which the bulk resistance of alternating layers of magnetic and nonmagnetic materials changes in proportion to magnetic field intensity. The main advantage of GMR over Hall effect is higher sensitivity - so it is capable of measuring lower currents accurately - but one major downside for OEMs is that relatively few manufacturers offer current sensors based on GMR at this time (it first found wide application in hard disk drive read heads).

The last commonly used type of current sensor is the current transformer, which comes in two very different flavors: conventional and Rogowski. The

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Np : Ns

The last commonly used type of current sensor in EV systems is the current transformer, which comes in two very different flavors: conventional and Rogowski.

Ip

Is

Burden

Ideal Current Transformer

Rogowski Coil conventional current transformer usually consists of a single-turn primary and a 10- to 1,000-turn secondary wound on a magnetic core material appropriate for the frequency range. Since transformers conserve amp * turns, the current in the secondary will be reduced by the turns ratio, and only a load, or burden, resistor is then needed to scale the output voltage. For example, to generate a 1 V signal at 10 A with a shunt requires a resistance of 0.1 Ί which will have a peak loss of 10 W (I2R again), but with a 1:100 current transformer the secondary current will be 100 mA, requiring a 10 Ί burden resistor to develop the same 1 V while reducing the loss to 100 mW. Current transformers are also highly linear and can achieve nearly as wide a dynamic range as shunts, with isolation thrown in for free. The

main downside is the practical lower limit on frequency (core area required is inversely proportional to frequency), so these can’t really be used for current feedback on a traction inverter’s outputs (which deliver a very low AC frequency at low RPM).

The other type of current transformer is the Rogowski coil, which is simply an air-core solenoid bent into a nearly-closed circle around the conductor to be monitored.

The lack of a magnetic core implies an ability to read very high frequency and amplitude currents, because air doesn’t suffer from non-linearity or saturation, unlike all ferromagnetic materials. However, the output of a Rogowski coil is proportional to the rate of change in current (i.e. dI / dt), rather than just the magnitude of current itself, so its output has to be integrated, first, and the integrator inevitably limits the frequency and amplitude range that can be covered.

Rogowski coils are rarely used as current sensors in equipment below 1 kA or so, but they do find widespread use as current probes for meters and oscilloscopes. The very simplicity of their design and consequent cheapness to manufacture - strongly suggests they will be used more in the future, especially in OEM EVs that are already produced in the kind of volumes that most power supply and motor drive manufacturers could only dream about.

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PRE-SWITCH PROMISES TO ADD 5-12% MORE EV RANGE

BY ELIMINATING SWITCHING LOSES

By Paul Beck

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H

ow would you like it if your EV could go ten percent farther with the same size battery?

You’d love it, of course, and so would every EV manufacturer out there. Range is one of the most important parameters in the EV industry, as many potential EV drivers are apprehensive about lower range ratings.

Manufacturers can always add more battery capacity to increase range, but that adds weight and, more importantly, increases cost. A better solution would involve fixing inefficiencies in the EV powertrain, which would result in more bang for your battery buck.

Bruce Renouard, CEO of power electronics start-up Pre-Switch, can attest to that. His company has developed a method to dramatically improve the efficiency of power converters, a crucial element in the EV powertrain. Power converters usually lose a lot of energy as heat - Pre-Switch cites an estimate that 20 percent of the planet’s electrical power is wasted in power converters. Though power converters are used in all sorts of electronics and electrical equipment, EVs are positioned to be one of the biggest beneficiaries of Pre-Switch’s technology.

Soft-switching uses an auxiliary circuit to control the timing of the switches in such a way as to eliminate power losses.

“The EV guys, they’ve got a big problem,” said Renouard. “They’ve got this big, heavy battery they’ve got to carry around. Anything that makes that system more efficient is paramount to them.”

The switching problem Power converters take in one form of electricity and convert it from AC to DC or vice versa, change the voltage or frequency, or some combination of these. When the change is from DC to AC, as is needed between an EV’s battery and its motor, the converter is called an inverter.

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THE TECH

With AI algorithms, pre-switching promises to virtually eliminate switching losses while remaining adaptable to a wide variety of inputs.

Most convertors suffer from a problem called switching loss. To convert from DC to AC, an invertor uses switches - transistors - that turn on and off frequently. However, every time a switch opens or closes, some power is dissipated as heat. This results in lost energy that can no longer be used for driving an electric motor.

A solution to switching losses exists, and it’s called soft-switching. Compared to the most straightforward method of building inverters (called hard-switching), soft-switching uses an auxiliary circuit to control the timing of the switches in such a way as to eliminate power losses. However, soft-switching techniques are difficult to implement, and typically work within a limited range of power inputs and outputs. Thus, softswitching hasn’t proven effective in real-world applications like EVs. Now, Renouard’s company has looked at the softswitching technique and reworked it to come up with a new solution: pre-switching. Using an auxiliary circuit along with artificial intelligence (AI) algorithms, preswitching promises to virtually eliminate switching losses while remaining adaptable to a wide variety of inputs.

Pre-switching Pre-Switch is a solution that augments an existing inverter with a few additions: some passive components, an active switch, and an integrated circuit that Pre-Switch calls the Pre-Flex IC. This IC contains

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Pre-Switch augments an existing inverter with some passive components, an active switch, and an integrated circuit that PreSwitch calls the Pre-Flex IC. Pre-Switch’s AI algorithms, which are implemented on a field programmable gate array (FPGA). The IC monitors information about the inverter and uses it to control the timing of its switches.

“We listen to about twenty different parts of the system,” explained Renouard. “We do a very fast analog to digital conversion, and then we pump that digital information into our algorithm.” The algorithm’s output is simple: it controls the timing of the aux-

iliary resonant switches and the main working switches for each phase leg. Adjustments are made on a cycle-by-cycle basis.

When a switch turns from on to off, it changes from having a low voltage and high current to having no current and high voltage (and vice versa when the switch turns on). In hard-switching, there’s always a brief overlap in voltage and current waveforms that occurs when one is rising and the other falling. This overlap is the cause of switching losses. With its AI algorithms, Pre-Switch offsets the voltage and current transitions to eliminate the overlap, and thus eliminate the switching losses. By adjusting the timing of the auxiliary resonant switches in this manner, Pre-Switch’s solution eliminates up to 95 percent of all switching losses.

Though originally designed for insulated-gate bipolar transistors (IGBTs), Pre-Switch can be implemented no matter the underlying switch technology. “We’re device-agnostic,” Renouard said. “We have a different algorithm for silicon carbide and a different algorithm for IGBTs.”

Improving motor efficiency By reducing switching losses as drastically as it does, Pre-Switch enables inverters to operate at a higher switching frequency.

With hard-switching, the more often you switch, the more power you lose to switching losses. But with that concern eliminated, pre-switched invert-

Autonomous vehicles require batteries with lasting power.

Visualization of the temperature profile in a liquidcooled Li-ion battery pack.

The stage of the load cycle, potential, local concentration, temperature, and direction of the current all affect the aging and degradation of a battery cell. This is important to consider when developing autonomous vehicles (AVs), which rely on a large number of electronic components to function.

When designing long-lasting batteries that are powerful enough to keep up with energy demands, engineers can turn to simulation.

The COMSOL Multiphysics® software is used for simulating designs, devices, and processes in all fields of engineering, manufacturing, and scientific research. See how you can apply it to optimizing battery designs for self-driving cars. comsol.blog/autonomous-vehicle-batteries

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ers can operate 5-20 times faster, depending on the inverter switch type.

Faster inverter switching speeds have two main benefits. The first is that faster speeds allow a reduction in the size of DC link capacitors, which are expensive and heavy parts of an EV powertrain inverter. Though they’re still necessary, they can be much smaller, which saves space, weight, and about $50 to $100. The second benefit is that higher switching speeds produce cleaner AC outputs. The faster the switching, the closer the output wave is to a pure sine wave.

“Nothing’s more efficient than a pure sine wave,” Renouard said. “But to develop the pure sine wave is very expensive. You can do it today, but it requires huge output filters that are heavy and very expensive. With our way, by switching very fast, we can now make the output so clean that you don’t really need an output filter, and if you do, it will be very small and low-cost.”

The higher-quality sine wave produced by the fasterswitching inverter ultimately translates to a more efficient electric motor. And a more efficient motor gets you what every EV manufacturer strives for: more miles to a

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By switching very fast, we can now make the output so clean that you don’t really need an output filter, and if you do, it will be very small and low-cost.

charge. Pre-Switch says its technology can enable EVs to obtain five to twelve percent more range.

The Holy Grail for power electronics The technology behind Pre-Switch began its life in the hands of an audiophile robotics engineer who was

Keeping it Cool In an Era of e-Mobility trying to build a high-quality audio amplifier. To produce the best sound, you need quick switching, and the engineer soon found he was limited by the familiar problem of switching loss. Lacking the domain knowledge of soft-switching, he began tackling it from an outsider perspective. That’s how, decades after soft-switching was determined to be impractical for real-world applications, it made an unexpected comeback. “[Soft-switching] was the Holy Grail for power electronics,” Renouard reflected. “But by the late 1990s people had given up on it because they couldn’t control it. And it wasn’t until we came along that we controlled it.

People are really flabbergasted that we’ve resurrected what’s considered old technology.”

The company of the robotics engineer who initially developed the technology sold it to Renouard, who started Pre-Switch with the engineer as CTO. The company has been developing the technology and building products ever since. In total, about five million dollars and six years of development effort have been invested in developing Pre-Switch technology.

That effort is starting to pay off, as last year Pre-Switch closed a deal with an unnamed Tier 1 automotive manufacturer for one of its EV programs. Over the summer, that manufacturer will test Pre-Switch in one of its EVs to validate its performance.

It will be the first field test of the technology in an EV, though it has undergone weeks of reli-

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There are going to be a whole lot of ways we can get more efficiency out of this system, and PreSwitch is going to be just one of many ways. ability testing in Pre-Switch’s lab. A successful field test, of which Renouard is confident, will see the mystery manufacturer implement Pre-Switch across its EV lineup, and possibly even invest in the startup.

A hundred years of EV innovation In Renouard’s mind, Pre-Switch is a significant advance in power converter technology, one which stands to increase the efficiency and range of EVs today. But Pre-Switch is one company working on one type of inefficiency - as EVs grow into maturity, Renouard is

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confident that many efficiency improvements will follow Pre-Switch’s lead.

“For a hundred years people have been working on improving the efficiencies of the internal combustion engine. We’re just now starting this EV revolution.

There are going to be a whole lot of ways we can get more efficiency out of this system, and Pre-Switch is going to be just one of many ways,” he predicted.

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Data collected by Nissan indicates that a LEAF battery should last as long as 22 years, according to Francisco Carranza, Managing Director of Renault-Nissan Energy Services. Nissan monitors various parameters, including charging patterns and battery degradation, on the over 400,000 LEAFs it has sold in Europe since 2011.

Carranza did not discuss the issue of capacity loss, nor did he say how long the batteries would be suitable for use in a vehicle, but he did imply that Nissan sees second-life batteries as a way to boost revenue, as electrification is expected to cut into some of automakers’ traditional revenue streams.

“We are going to have to recover those batteries,” Carranza told journalists at the recent Automotive News Europe Congress. “Aftersales revenue will massively suffer from electrification,” Carranza said.

Nissan has a number of second-life battery projects underway. Last year a three-megawatt storage system using the equivalent of 148 LEAF batteries went into service at Amsterdam’s ArenA soccer stadium. Nissan also offers solar panels and battery storage for homes (a la Tesla) under the Nissan Energy Solar brand. “We are stepping away from the garage and closer to the living room,” Carranza said.

Nissan is also exploring ways to use EVs to balance supply and demand on the electrical grid. The company recently participated in a cross-brand V2G demonstration in Denmark. The LEAF is certified as an “energy plant” in Germany, Denmark and the UK, allowing it to be connected to the grid. “It’s working even better than we anticipated, selling back to grid,” Carranza said. “The more you dig, the more you find gold. The amount of revenue and profit by using vehicles to provide services to the grid is big.”

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Image courtesy of Nissan

Toyota accelerates its plans Nissan: LEAF batteries should electrification EV advocates have long been puzzled by Toyota’s last 22 years public dismissal of pure

EVs - the company has long insisted that hybrids are superior, and diverted resources to fuel cell vehicles.

However, Reuters reports that Toyota seems to be accelerating its electrification plans, projecting that electrified vehicles will account for half of global sales by 2025, five years ahead of previous forecasts.

Toyota says it aims to have at least 10 electrified models by 2020, covering vehicle categories from compacts to medium-sized crossovers and sedans to SUVs and minivans. The company released images showing six possible new models, although it didn’t indicate which ones might be pure EVs and which hybrids. The company also isn’t saying when, or whether, any of the new models will make it to the US (other automakers have recently been teasing new EVs aimed at the Chinese market).

The increasing pace of electrification is causing Toyota to broaden its list of battery suppliers. Toyota is facing higher-than-expected demand for batteries – perhaps a 20-fold increase by 2025.

“We consider ourselves as a maker of electric vehicle batteries, going back to when we developed the battery for the Prius, but there may be a gap between the amount of batteries we can produce, and the amount of batteries we may need,” Executive Vice President Shigeki Terashi told journalists recently.

Toyota has been developing its own battery technology for decades, and has also partnered with Panasonic to develop prismatic cells. Now it plans to add two Chinese battery suppliers to the mix: BYD, one of China’s biggest EV makers, and Contemporary Amperex Technology (CATL), which already sells batteries to Honda, Nissan, BMW and Volvo.

As several other global auto execs have, Terashi conceded that EVs are likely to be money-losers in the medium term, as it will take years to generate the necessary economies of scale. The key to profits in the BEV business may lie in developing new mobility models such as on-demand ride-sharing services, he said.

Image courtesy of Toyota

THE VEHICLES

North Dakota’s West Fargo Public Schools has taken delivery of the state’s first electric school bus, a Blue Bird Vision with the Cummins PowerDrive system. The electric bus has a range of 120 miles and can operate in temperatures as low as negative 20 degrees.

Funding for the bus was provided by the North Dakota Department of Commerce, the Coalition for a Secure Energy Future, and Cass County Electric. The school district has 54 buses in its fleet and intends to add more EVs if it receives more grant money.

Brad Redmond, West Fargo Public Schools’ Transportation Director, said, “We’re estimating that we will save

Image courtesy of Blue Bird

North Dakota deploys first electric school bus

approximately 70 percent in energy costs and 70 to 80 percent in maintenance costs. By reducing costs and the impact on air quality, our Blue Bird electric bus benefits our community greatly.”

Image courtesy of Mack Trucks

THE VEHICLES

Mack Trucks launches electric refuse vehicle Mack Trucks has unveiled a demonstration model of an electrified version of the company’s refuse truck. The Mack LR EV is powered by two 130 kW motors that produce a combined 370 kW of total peak power, 260 kW of continuous power, and 4,051 lb-ft of torque.

The electric Mack LR is equipped with four Li-ion batteries charged through a 150 kW system. All of the vehicle’s accessories are electrically driven through 12, 24 and 600 V circuits.

The demo model will begin real-world testing in 2020 with the New York City Department of Sanitation.

Mack Senior VP Jonathan Randall said, “Built on our decades of experience in powertrain innovation, the electric LR delivers a powerful yet quiet, zero-emission solution designed to tackle one of the most demanding applications in one of the largest cities in the world.”

44

California’s largest airports to operate only zero-emission shuttles by 2035 The California Air Resources Board (CARB) has approved a rule requiring airport shuttles at the state’s 13 largest airports to transition entirely to ZEVs by 2035.

The regulation applies to both public and private fleets, including those from parking facilities, rental car agencies, and hotels.

Six California airports and private fleets serving nine airports have already purchased ZEV shuttles, according to CARB. There are currently 48 ZEV shuttles in operation and almost 100 more have been ordered, representing 15 percent of all airport shuttles in the state.

The new rule will roll out in phases. Beginning in 2022, shuttle fleets will be required to report the details of their vehicles. Starting in 2023, if fleets are replacing a ZEV shuttle, the replacement vehicle must also be a ZEV. The schedule is intended to allow fleets to retain eligibility for incentive funding during most of the transition period, as well as allowing fleets to use their current shuttles for the remainder of their useful lives.

The regulation is expected to impact almost 1,000 shuttles and reduce greenhouse gas emissions by at least 500,000 metric tons. Shuttle fleet owners will save $30 million in fuel and maintenance costs from 2020 to 2040, according to CARB’s estimates.

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THE VEHICLES

AVID Technology and Caterpillar receive $42 million from UK to develop electric construction machinery The UK government has awarded EV component manufacturer AVID Technology and construction machinery giant Caterpillar €33 million (about $41.7 million) to develop fully electric construction machinery.

The funding, which is made possible by the UK’s Advanced Propulsion Centre, will benefit 32 companies and create 2,230 jobs, according to a government statement.

Ian Constance, Chief Executive of the Advanced Propulsion Centre, said, “Supporting the development of cutting-edge low-carbon vehicle technology is crucial to ensuring we have a robust supply chain that enables the future of the UK automotive industry. We must continue to collaborate across sectors in order to boost innovation in many aspects of the industry so we can take advantage of export opportunities to other markets.”

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An independent study for ABB by marine consultancy Deltamarin has found that the ABB Azipod electric propulsion system for ferries could save up to $1.7 million in annual fuel costs per vessel.

By simulating a transit on seven existing ferry routes, researchers found that a ferry equipped with twin 10 MW mid-power-range Azipod units consumed less fuel compared to a similar vessel powered by a traditional shaftline propulsion system.

Thanks to this lower fuel consumption, ABB says an Azipod-powered ferry could reduce CO2 emissions by approximately 10,000 tons per year, equivalent to about 2,200 passenger cars per year.

ABB says the global ferry industry is facing increased pressure to meet the International Maritime Organization’s target of reducing annual emissions by 30 percent by 2025.

To help ferries improve energy efficiency and lower emissions, the company is launching a new series of midpower-range Azipod propulsion systems in June 2019.

The latest series will be available in the 7.5 to 14.5 MW power range and will fill the gap between the low-power and high-power ranges of Azipod propulsors already on the market. With this expansion, the Azipod propulsion family now covers the power range of 1-22 MW. In the Azipod propulsion system, the electric drive motor is in a submerged pod outside the ship’s hull. It can rotate 360 degrees to increase maneuverability and operating efficiency. According to ABB, the system is proven to cut fuel consumption by up to 20% compared to traditional shaftline propulsion systems.

Image courtesy of ABB

Image courtesy of AVID Technology

Electric marine propulsion system can save $1.7 million in fuel costs annually

Image courtesy of Toyota

Toyota and Subaru to jointly develop EV platform and electric SUV

Toyota and Subaru have agreed to jointly develop an EV platform for midsize and large passenger vehicles, as well as a C-segment-class electric SUV for sale under each company’s own brand. The companies hope to combine their respective strengths, including Subaru’s much-lauded AWD system and Toyota’s electrification technology.

The dedicated EV platform will be developed in a way that will make it broadly applicable to multiple vehicle types, including C-segment-class and D-segment-class sedans and SUVs, as well as to efficient development of derivative vehicle models.

This isn’t the first time the automakers have worked together.

In 2012, Toyota and Subaru co-developed the Toyota 86 and Subaru BRZ, as well as Subaru’s Crosstrek Hybrid.

It may be the quietest revolution in history.

You barely hear it coming, and it leaves virtually nothing behind.

The electric vehicle may just change everything – bringing with it the promise of smart, economical transportation while leaving virtually no impact on our environment. At BorgWarner, we’re proud to be part of this exciting movement, developing new technologies for electric vehicles along with other innovative automotive propulsion systems. And leading the way to a cleaner, more energy-efficient world.

Image courtesy of Hyundai Motor Group

Image courtesy of BYD

THE VEHICLES

Hyundai will invest $85.6 million in Rimac Hyundai has announced a partnership with Croatian car manufacturer Rimac to develop a prototype of an electrified Hyundai N-brand concept car and high-performance EV. The partnership will entail a combined $85.6-million investment from Hyundai and Kia. Euisun Chung, Hyundai Executive Vice Chairman, said, “Rimac is an innovative company with outstanding capabilities in high-performance electric vehicles.

Its startup roots and abundant experience collaborating with automakers combined with technological prowess makes Rimac the ideal partner for us.”

Mate Rimac, Rimac founder and CEO, said, “We believe this technology partnership will create maximum value for our companies and their customers. We see a strong investor and technology partner in Hyundai Motor Group and believe this collaboration will charge our position as a Tier 1 electrification components supplier to the industry.”

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Anaheim Transportation Network orders 40 BYD e-buses for area around Disneyland Anaheim Transportation Network, a non-profit that operates shuttles around Disneyland and other local tourist sites in Anaheim, has ordered 40 additional e-buses from BYD, which has a manufacturing facility in Los Angeles.

Half of the order will be for 40-foot BYD K9M buses.

The remainder of the buses will range in size from 30 feet to the 60-foot articulated K11M. ATN says the variety of bus sizes will allow it to efficiently serve a range of routes in the Anaheim Resort District, which includes Disneyland, Angel Stadium, and the Honda Center hockey arena.

ATN received a grant from the Transit and Intercity Capital Program, which awards funding from the state-sponsored Greenhouse Gas Reduction Fund.

ATN also received funding from the state’s Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project, which provides point-of-sale discounts when organizations purchase electric fleets.

“We’ve been operating four of BYD’s 40-foot K9Ms on our routes over the past two years, and based on their performance, we are confident in BYD’s quality product and their support of our efforts to electrify our fleet,” ATN Executive Director Diana Kotler said. “These new buses will provide ATN with a 57% zero-emission fleet by 2020.”

from

Concept to Reality

Lightning Systems, a Colorado-based developer of electric drivetrains for commercial fleets, has introduced a Generation 2 model of its Lightning Electric system for the Ford Transit, which offers greater range and a higher top speed than its predecessor.

The Lightning Electric Ford Transit is a battery-electric drivetrain for the Ford Transit 350HD. Thanks to a new thermally-managed lithium nickel manganese cobalt oxide (NMC) battery chemistry, Lightning says the Generation 2 powertrain has 20% more range than the Gen 1. The company offers battery configuration options for 60- and 120-mile ranges. Unlike the Gen 1 model, these new batteries are all housed under the floor of the vehicle, with no impact on ground clearance.

The new powertrain offers peak power of 160 kW, a torque rating of 994 Nm (733 lb-ft), and a computer-limited top speed of 65 MPH. The system is available for the Ford Transit Passenger van, Cargo van, Cutaway and Chassis Cab models. The Gen 2 product achieves 61 MPGe on certified dyno testing, compared to 13 MPG for the gasoline version of the same vehicle.

With the DC fast charger, the Lightning Electric can be fully charged in 1 hour with the 60-mile battery option and 1.5 hours with the 120mile option. Depending on the battery option and drive cycle, the vehicles can offer a payload capacity of up to 4,200 pounds.

“Our Generation 1 customers loved the smooth and quiet ride, excellent power, and fit and finish of our Gen 1 Ford Transit all-electric platform,” said Lightning Systems CEO Tim Reeser. “We now have built on that foundation and added more range, moved all the batteries under the vehicle, and given it a higher top speed. With the latest certified dynamometer testing, we remain the leaders in tested and certified commercial EV efficiency – no other Class 3 vehicle has certified to 61 MPGe (1.8 miles/kWh).”

Image courtesy of Lightning Systems

Lightning Systems introduces new Ford Transit powertrain with 20% more range

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THE VEHICLES

Hyundai introduces electric double-decker bus Hyundai has unveiled an electric double-decker bus. It has space for up to 70 passengers, with 11 seats on the first floor and 59 seats on the second floor.

The e-bus features a 384 kWh water-cooled polymer battery and has a maximum driving range of 300 km.

Hyundai says a full charge can be completed in 72 minutes.

The bus, which is 12.9 m long and 3.9 m high, has an independent suspension on the first driving axle.

The second axle includes a 240 kW wheel motor axle combined with a motor to minimize electricity loss. To optimize steering, a rear-wheel steering system works in collaboration with the steering system of the first axle.

The e-bus comes with advanced safety features like Vehicle Dynamic Control, Forward Collision-Avoidance Assist, and Lane Keeping Assist.

Hyundai worked for 18 months on the project, which was supported by the Korean Ministry of Land, Infrastructure and Tourism.

“The double-decker electric bus is an environmentally friendly vehicle optimized for global eco-friendly trends,” said ByoungWoo Hwang, head of the Commercial Vehicle Advanced Engineering team at Hyundai.

“This will not only ultimately improve the air quality, but also contribute greatly to easing commuting hour traffic congestion by accommodating more passengers.”

50

California utility offers $4,000 purchase incentive for used PHEVs Peninsula Clean Energy (PCE), which serves approximately 290,000 accounts in California’s San Mateo County, is offering a $4,000 incentive toward the purchase of a used PHEV for lower-income customers.

PCE is offering the DriveForward Electric incentive in partnership with the nonprofit Peninsula Family Service (PFS), whose DriveForward program offers affordable interest rates on vehicle loans for qualifying buyers.

Eligibility for the program is based on total household income, ranging from up to $48,560 for one person to up to $169,520 for a family of eight.

Participants must live or work in San Mateo County, have a valid driver’s license, and have the income to cover the vehicle loan and maintenance and fueling expenses. They must also be able to plug in the vehicle at their residence or workplace.

“Used plug-in hybrid electric vehicles can provide affordable and reliable transportation for all members of our community who need a car to access better jobs or opportunities,” said Jan Pepper, Peninsula Clean Energy CEO. “Electric cars deliver additional savings to drivers by reducing maintenance and fuel costs compared to a gas-powered car.”

Images courtesy of Volkswagen

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VW launches electric car sharing program WeShare in Berlin Volkswagen has launched WeShare, its 100% electric car sharing program, in Berlin. The fleet will initially consist of 1,500 e-Golf vehicles, and 500 e-up! vehicles will be added at the beginning of 2020. In mid-2020, the first model based on the new MEB platform, the ID.3, is scheduled to join the fleet. VW eventually plans to expand WeShare to more cities in Germany and to other countries. A partnership with Škoda is planned for 2020 in Prague.

WeShare is a “free-floating” system, without rental stations, and is operated via an app. Initially, WeShare’s service area will cover about 150 square kilometers around Berlin’s city center. VW will extend the area in line with the expansion of the fleet. At launch, customers will pay a discounted tariff of $0.19 per minute. From September onwards, VW plans to offer three categories of tariffs, at an average price of $0.29 per minute.

WeShare will recharge its fleet using Berlin’s public charging network in, including newly built charging points at 70 supermarkets around the city (see page 65).

Currently, service employees will collect and charge vehicles, but in the future VW says users will receive incentives for recharging vehicles themselves.

WeShare is part of VW’s larger Volkswagen We ecosystem, a pool of smartphone-based services for personal vehicles. VW has already launched several We services, including parking service We Park, We Experience for personalized recommendations for services near the user, and We Deliver, which allows users to use their car trunks for delivery services.

“With WeShare, we have tailored car sharing to meet the needs of users: easy to use with 100% electric operation on green power,” said Volkswagen Board Member Christian Senger. “With such a consistent, broad offering, we stand out from the competition.”

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THE VEHICLES

Mayors from 127 cities commit to purchase over 2,100 EVs by Virginia governor pledges over 2020 from 127 cities $12 million for electric buses Mayors joined the Climate Virginia Governor Ralph Northam has pledged more than $12 million towards the deployment of electric buses in the cities of Alexandria, Blacksburg, and Hampton Roads. The funding will cover a total of 17 electric buses and charging stations, eliminating the need for an estimated two million gallons of diesel fuel and offsetting 612,000 tons of carbon emissions and 129,000 pounds of nitrogen oxide emissions, according to the Governor’s office.

The funding amount includes nearly $9 million from the Volkswagen Environmental Mitigation Trust, and $3.5 million from a statewide transit capital program.

The funds will be allocated approximately as follows: • $5.1 million to Alexandria (DASH) for six battery-electric transit buses and fast chargers • $3.3 million to Blacksburg Transit for five buses and chargers • $3.9 million to Hampton Roads Transit for six buses and chargers In August, Virginia awarded about $14 million to EVgo to develop a statewide public EV charging network.

“Electric buses are a key component of Virginia’s strategy to address the climate crisis, reduce air pollution in our communities, and drive innovation across the Commonwealth,” said Governor Northam.

“This investment in high-efficiency vehicles raises the profile of transit as a smart, environmentally sustainable travel choice, and helps power a 21st-century multimodal transportation system that is the platform for Virginia’s economy,” said Virginia Secretary of Transportation Shannon Valentine.

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Mayors EV Purchasing Collaborative during the recent Climate Mayors Summit in Honolulu, and committed to purchasing more than 2,100 EVs by 2020. To assist in the transition towards electric school buses, the Collaborative announced it will make a competitive bid on electric school buses by the end of 2019, enabling public school systems with smaller budgets to procure e-buses at competitive prices.

The Collaborative, which was launched in 2018, is a partnership between Climate Mayors, the Electrification Coalition, and Sourcewell. Its mission is to give cities access to competitively-priced EVs and charging infrastructure, as well as reduced-cost leasing options through state and federal tax credits.

“The clean transportation revolution is not a distant vision for the far-off future,” said current Los Angeles Mayor and Climate Mayors Co-Chair Eric Garcetti.

“It’s a reality hitting the streets of Los Angeles and cities around the world. By pooling our purchasing power, Climate Mayors are sending a powerful message to the global car market: if you build electric vehicles, we will buy them.”

“Cities across the country are demonstrating critical leadership by committing to transition their fleets to electrification, reducing our dependence on oil, while improving our nation’s health, and our economic and national security,” said Electrification Coalition VP Ben Prochazka. “We hope other mayors around the country will see this as a call to action and plug their fleets into the Climate Mayors EV Purchasing Collaborative.”

BYD opens first electric bus assembly plant in Canada BYD has opened its first electric bus assembly plant in Canada. The 45,000-square-foot facility in Newmarket, Ontario will focus on assembling buses for the Toronto Transit Commission, Canada’s largest transit operator.

BYD currently has buses on order or in operation throughout Canada, including in Montreal and neighboring Longueuil, where the company sold nine buses last year.

Ted Dowling, VP of BYD Canada, said, “BYD is well-positioned to replicate in Canada the kind of rapid growth we’ve seen in places like Lancaster, California, a plant which started with about 100 workers in 2013 and

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THE VEHICLES

Image courtesy of KIA

54

2019

KIA NIRO EV An impressive electric compact suggests good things from future Kia EVs

JUL/AUG 2019

55

THE VEHICLES

By John Voelcker

K

ia may be the auto brand with the biggest disconnect between perception and reality in the US today. It makes stylish, modern vehicles - passenger cars plus a growing range of crossover utilities - packed with advanced features. It’s a legitimate competitor to Toyota, Honda, and others.

But ask the average buyer if he or she has considered a Kia, and you may still get a puzzled look.

“Don’t they make cheap little economy cars?” is the implied question.

Kia’s doing its best to overcome this hurdle, and part of its strategy is to zig where its corporate sibling Hyundai zags. One example is the Kia Niro, a compact hybrid that shares underpinnings with the Hyundai Ioniq. Whereas the Hyundai is a low hatchback with a high tail - think of it as a better-looking Prius - Kia chose to make its Niro a long-roofed wagon, just tall enough to look like a crossover.

The tactic worked. Hybrid and plug-in hybrid Kia Niro models outsold their Hyundai Ioniq counterparts in the US last year, 28,232 to 15,076. That Hyundai total also included the Ioniq Electric, which

56

We spent five days and 385 miles testing the Niro EV. We came away mightily impressed. launched with a 124-mile range. Although Hyundai’s EV had the highest efficiency rating of any electric car on arrival, the Chevy Bolt, which went on sale later the same year, offered double the range (238 miles).

Kia took extra time to bring its all-electric Niro to market, allowing the company to fit a 64 kWh battery. The 2019 Kia Niro EV is EPA-rated at 239 miles of range, right on top of the Bolt EV, and competitive with the Nissan LEAF Plus (215 or 226 miles), and Hyundai’s newer Kona Electric (258 miles).

We spent five days and 385 miles with a Niro EV

Images courtesy of KIA

last spring, and tested it in conditions ranging from stop-and-go Manhattan traffic to the mountains of upstate New York. We came away mightily impressed.

As with all our electric test cars, we used the Niro EV the same way we’d use any other vehicle. We drove it wherever needed, at prevailing speeds, and charged at home when possible and, when necessary, at public sites. Temperatures during our test ranged from 40 to 60 degrees F.

The pros The Kia Niro EV is not only a viable competitor to the Bolt, Kona Electric, and LEAF Plus, it’s better than each of them in different ways. It’s less upright and

econocar-looking than the Bolt, with an interior that’s not so Space Agey. The same comment on looks applies to the LEAF Plus.

Unlike the smaller Kona Electric, the Niro has a rear seat that’s usable by adults. Four people roughly 6 feet tall could travel in the Kia, though rear-seat riders may find the floor high (no footwells, since there’s a battery underneath) and the seat back more reclined than usual. Still, they’d have adequate legroom.

The basic shape of the Kia Niro is smoother, sleeker, and more adult than that of its counterpart the Kona Electric. The grille of the gasoline versions has been replaced by a blanking panel, but otherwise only a handful of blue accents and minor details distinguish

JUL/AUG 2019

57

THE VEHICLES Images courtesy of KIA

239 miles of EPA-rated range

it from a conventional Niro. In our eyes, that’s a good thing.

Another difference from the electric Hyundai is that Kia has sourced its battery cells from SK Innovation, a smaller Korean maker than LG Chem. The company has also chosen to fit a battery heater to the Niro EV’s pack, a huge boon to buyers in areas with actual winter weather. This was underscored by the auto reviewer for The Detroit News, who noted that his Tesla Model 3 lost far more range in the winter than did a test Niro EV. The Niro EV offers Normal, Eco, and Sport modes, though the range differences among them seem more incremental than we’d expected. We should note that it has conventional idle creep unless you pull the left steering-wheel paddle three times.

We appreciated the ability to set the Niro EV for maximum regeneration and leave it there. It doesn’t have a single button to do that - like the “e-Pedal” of the new LEAF - but pulling back three times on the left steering-wheel paddle sets the regen to max, and lasts until the car is powered down. That contrasts,

58

It’s a smart, attractive, practical, long-range compact electric hatchback. And it has just enough crossover design cues that your neighbors won’t think it’s a nerdy eco-car. incidentally, with the Kona Electric, which has a more complicated system that requires the paddle to be used every time.

Finally, we’re big fans of Kia’s legible, intuitive, easy-to-understand infotainment interface and its dashboard design in general. It has the buttons you’d expect, including knobs for audio and climate controls,

and in general it’s easy to get in and figure out. Both the LEAF and the Bolt take a bit more time to get used to, while the Niro EV works like any other Kia: predictably and well.

The Kia Niro EV is no Tesla. But it’s not meant to be.

It’s a smart, attractive, practical, long-range compact electric hatchback. And it has just enough crossover design cues that your neighbors won’t think it’s a nerdy eco-car.

The cons We found a few minor quirks with the electric Niro. All are peculiarities that can easily be learned by owners, but are different from other vehicles.

One issue was the need to make sure the car was switched off completely, or “asleep,” before hitting the unlock button on the key fob to release the charging cable. Want to power up the car and get in, then remove your cable? No such luck, as far as we could tell.

JUL/AUG 2019

59

THE VEHICLES

60

Images courtesy of KIA

While the Kia Niro lineup outsold the Hyundai Ioniq, its sales of 28,000 are still low for a dedicated model. We suspect the Niro EV won’t make an enormous impact on those numbers.

The key fob has a graphic showing a button to raise the tailgate remotely, but it didn’t do so - it only unlocked it. That’s fine, since we’ll happily take an extra mile or two of range for the added weight of the selfopening liftback hardware. But the fob icon was perplexing.

The charging cable is stored under the cargo bay floor.

If you need to plug in overnight on the road, you’ll have to unload your luggage to get to it (or remember to take it out beforehand). Chevrolet solved that problem with its second-generation (2016-2019) Volt, which has a separate compartment in the side of the load area just for the charging cable.

As noted above, we’d still like a way to set one-pedal driving as a permanent default. We adapted to the need for three pulls on the left paddle every time we powered up, but we did occasionally forget - meaning the car behaved differently than expected coming up to that first stoplight. A solution may be buried deep in the menus, but we didn’t find it, and our test car had no owner’s manual.

Still, these are pretty minor complaints. We found no major drawbacks to the Niro EV, and a lot to like.

How will it sell?

While the Niro lineup outsold the Ioniq in 2018, its sales of 28,000 are still low for a dedicated model. We suspect the Niro EV won’t make an enormous impact on those numbers, simply because it will be limited in availability.

As we suggested earlier in regards to the Kona Electric, the big question is one that applies to many plugin models: To what extent Kia will make it possible to

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THE VEHICLES

If you’re in a state where they’re sold, we have to suggest taking a test drive in a Niro EV if you’re in the market for a non-Tesla electric car.

We liked it a lot. order the car outside California and a small number of other states?

We don’t know if Kia makes money on each Niro EV it sells, but we doubt it. It uses a large battery in a small car priced below $40,000, and that’s not a profitable combination in 2019. But the Niro EV suggests good things for future Kia electric cars.

Meanwhile, if you’re in a state where they’re sold California, Connecticut, Georgia, Hawaii, Maryland, Massachusetts, Rhode Island, New Jersey, New York, Oregon, Texas, and Washington - we have to suggest taking a test drive in a Niro EV if you’re in the market for a non-Tesla electric car.

We liked it a lot. In fact, if we had to buy a compact EV today, this might well be our choice.

The specs The motor driving the front wheels of the Niro EV produces 150 kW (201 hp) at peak power. Despite the vaguely crossover-utility looks, all-wheel drive is not available. The electric Niro can fast-charge at “up to 100 kW,” though few CCS stations capable of delivering that rate exist in the US today.

At 112 MPGe, the Niro EV is marginally less efficient than the Kona Electric (120 MPGe) and the Bolt (119 MPGe), but better than the LEAF Plus (104 or 108 MPGe).

Over our 385 miles, about two-thirds of it highway travel and one-third city and suburban lower-speed use, we logged 3.6 miles per kWh. That’s slightly better than the LEAF Plus we tested a few weeks later over roughly the same routes.

The 2019 Kia Niro EV starts at $39,495 in the EX

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Images courtesy of KIA

trim, including a mandatory delivery fee of $995, and at $44,495 in the EX Premium trim. It is eligible for a $7,500 federal income-tax credit, a $2,500 California purchase rebate, and various other state, local and corporate incentives.

The EX trim level includes a full suite of active safety systems, including adaptive cruise control, active lane control, blind-spot monitoring, and automatic emergency braking. There’s also driver monitoring, which flags you if your attention wanders or your inputs are late and sudden.

For the extra $5,000, the EX Premium trims adds navigation to an upgraded 8-inch touchscreen display, heated and cooled leather front seats with driver’s side power adjustment, a moonroof, wireless mobile-phone charging, and a premium Harman Kardon audio system.

Our test car had the Premium Launch Edition package, a further $1,000 upgrade, which included a heated steering wheel, front and rear parking sensors, and a cargo cover, among other features.

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Image courtesy of Electrify America

Image courtesy of Efacec

THE INFRASTRUCTURE

Electrify America and ChargePoint partner to expand public charging access Electrify America and ChargePoint have partnered to enable drivers to use public chargers operated by either network without incurring additional fees. Beginning later this year, the partnership will connect over 30,000 Level 2 and DC fast chargers from the two companies.

Giovanni Palazzo, CEO of Electrify America, said, “We can help expedite electric vehicle adoption by creating a seamless and reliable charging experience for consumers.

By connecting our public charging networks, we increase the convenience and accessibility EV drivers need to travel where they want, when they want.”

Pasquale Romano, CEO of ChargePoint, said, “This roaming agreement further accelerates the seamless integration of individual EV fueling networks and brings us even closer to the day when the movement of all goods and people will be powered by electricity.

Our agreement is another example of cross-industry collaboration and underscores the importance of working together to support this transformation of mobility.”

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Efacec launches second-gen DC fast charger Portuguese energy company Efacec has launched a new fast charger called QC45 Generation 2, improving on the company’s first-generation QC45.

Features of the QC45 Generation 2 include: • Compatibility with all brands of EVs • Zero to 80 percent charge in under 30 minutes • Plug and play installation • 50 kW DC power • 22 kVA AC power • Multiple standards, including CHAdeMO, CCS, and AC • Simultaneous DC and AC charging • TFT color display with an optional touch screen • Network integration with OCPP or proprietary protocol • Built-in communications (4G, LAN, Wi-Fi) Efacec says it has deployed nearly 4,000 fast chargers in five countries.

ClipperCreek has retroactively extended the warranty on its AmazingE brand of residential charging stations. The AmazingE Level 2, 3.8 kW home charging station will now be covered for three years from the date of purchase regardless of whether it was purchased before or after this announcement.

Clipper Creek President Jason France said, “This product is in line with ClipperCreek’s durability and quality standards and the warranty should reflect that.”

“We stand behind our product regardless of who installs it,” said Amanda Lance, Inside Sales Manager for ClipperCreek and AmazingE. “Our charging stations are made to be simple to use and easy to install. It is the most affordable safety-certified charging station on the market. The fact that it is UL Listed and comes with a no-strings-attached ClipperCreek three-year warranty makes the value even greater for our customers.”

Image courtesy of ClipperCreek

ClipperCreek retroactively extends warranty for all AmazingE chargers

Volkswagen has partnered with the Lidl and Kaufland supermarket chains to install 140 public charging stations at 60 Lidl and 10 Kaufland locations around Berlin. VW says these 140 chargers will expand the public charging infrastructure in the city by almost 20%.

VW is launching an electric car sharing service called WeShare (see related article above), and the new chargers will be exclusively available to the WeShare vehicle fleet outside the supermarkets’ opening hours.

Volkswagen’s charging strategy is based on its assumption that future EV drivers will do about 50% of their charging at home, 20% at work, 5% along highways, and no less than 25% in public spaces. VW is working on home charging via its subsidiary Elli, and is working towards the development of a fast charging network on major European highways under the IONITY umbrella.

VW plans to install 70 charging stations in Berlin by 2020. Each will have one DC fast charger with a power rating of 50 kW, and one AC charger.

VW Board Member Christian Senger, said, “Supermarkets are the filling stations of the future. Charging while you shop is an ideal solution. On average, just 45 minutes at a fast charging station is sufficient for an e-Golf. This is the next consistent step by Volkswagen in its efforts to provide area-wide coverage with charging points in public spaces via partnership arrangements.”

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Image courtesy of Volkswagen

VW to install 140 fast chargers at Berlin supermarkets

IONITY opens 100th highpower DC charging station IONITY, a joint venture of several automakers that’s building a fast charging network in Europe, has opened its 100th high-power charging site. Located in Rygge, Norway and operated by Circle K, the site has six 350 kW IONITY charging points, and has the space to add up to six more.

“Rygge is an ideal stop-off and charging location for those traveling from Oslo to Gothenburg, Malmø, Copenhagen, and Hamburg,” said IONITY COO Marcus Groll. “The latest generation of ultra-fast charging stations delivering 350 kW is currently the last word in high-power charging. We have secured agreements with renewable energy suppliers in nine countries and are able to offer our customers green energy.”

He added, “There are a further 51 sites under construction and our first stations in the United Kingdom, Ireland, Holland, Italy are now open for business. For about 95 percent of the planned stations, the contracts with the respective site owners have already been signed.”

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Image courtesy of Natron Energy

Image courtesy of IONITY

THE INFRASTRUCTURE

Natron Energy to add sodiumion batteries to fast charging station at UC San Diego Natron Energy, a developer of sodium-ion batteries, has received a $3-million grant from the California Energy Commission (CEC) to manufacture and install an energy storage system at a fast charging station on the University of California San Diego’s campus.

Natron says the project will result in a cost-competitive, at-scale alternative to Li-ion batteries and offer superior performance for the high-power/short-duration dispatch and long cycle life requirements of the fast charging market.

Natron’s battery technology uses Prussian blue pigment, which stores and releases energy in the form of sodium ions. Unlike electrode materials found in most lithium-ion batteries, Natron says Prussian blue enjoys widespread availability and low cost.

“The Energy Commission’s EPIC research program accelerates innovative technologies to drive the scale of change needed to address the serious impacts of climate change,” said CEC Vice Chair Janea Scott. “Projects like Natron Energy’s sodium-ion battery system, which pairs energy storage with electric vehicle infrastructure, can help smartly integrate vehicles with no tailpipe pollution into the electric grid.”

Image courtesy of Wallbox

Spanish charger manufacturer Wallbox to enter US market Wallbox, a Barcelona-based charging station manufacturer, has announced it will enter the US market. The company has already installed over 20,000 charging units across Europe, New Zealand, and China.

Along with its car-agnostic charging solutions, Wallbox also offers its myWallbox cloud-based management platform, which gives customers access to real-time updates and remote programming. Its chargers are also equipped with technology like facial recognition, smart sensors, and secure access control.

Wallbox Director Douglas Alfaro said, “Customer understanding and innovation are fundamental to our approach. We have to remember that when people buy a plug-in vehicle, they are taking control and owning their mobility energy for the first time. This is a big and very liberating change.”

Hubject partners with four Chinese network operators, adding 35,000 chargers to its eRoaming network Hubject, a Berlin-based company that has developed an interoperability platform for EV chargers, has signed agreements with Chinese charging network operators CarEnergyNet, YKCharge, EVCDX, and Kakuka, adding more than 35,000 chargers to its eRoaming network.

Based in southern China’s Shenzhen, CarEnergyNet operates nearly 10,000 charging points. YKCharge, headquartered in central China, has deployed more than 2,000 charging points itself, and also operates more than 25,000 charging points as a platform provider. EVCDX, located in Beijing, currently offers more than 250 charging points. Shanghai’s Kakuka has deployed more than 100 charging points in the city and provides hardware and charging solutions to third-party vendors.

Hubject CEO Christian Hahn said, “Both in scale and speed, China is electrifying the transport sector faster than anywhere else in the world. Therefore, China is very important for offering our eRoaming platform and services on a global scale. Hubject has the experience and market knowledge to develop and support conditions for interoperability between charging networks in China, and also to offer our services anywhere that electric vehicles will be.”

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Tesla releases CHAdeMO adapter for Model 3 Image courtesy of Tesla

Tesla owners are fortunate to have their own network of DC fast chargers – the Superchargers – which are sufficient for many drivers’ long-distance travel needs.

However, more charging choices are always better, so several years ago, Tesla introduced an adapter to allow Model S and X drivers to use CHAdeMO fast charging stations.

Since the latest vehicle software update, the CHAdeMO adapter will now work with Model 3. As CleanTechnica reports, the adapter itself has not changed. The software update means that existing Tesla-to-CHAdeMO charging adapters sold for Models S and X will now work with Model 3. The adapter, which sells for $450, allows CHAdeMO charging at power levels of up to 50 kW. It’s designed to work only with North American Teslas.

Many owners may balk at buying this at such a steep price, as 50 kW is lower than the power levels available on Tesla’s Supercharger network (which range from 72 kW to 250 kW). However, there are currently over 3,200 CHAdeMO charging points in North America, and the Electrify America network plans to add many more, so for some drivers, the additional charging options may be worth it.

What about a CCS adapter? Well, it’s complicated.

There is a CCS adapter for Models S and X, but as Electrek reports, only the newest vehicles have the necessary hardware – others will have to be retrofitted – and it doesn’t seem to be on sale in the US yet.

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Image courtesy of Alliance Ventures

THE INFRASTRUCTURE

Alliance Ventures invests in The Mobility House to integrate vehicle batteries into power grids Alliance Ventures, the venture capital arm of Renault-Nissan-Mitsubishi, has invested an undisclosed amount in The Mobility House, a technology company that provides a platform for integrating vehicle batteries into power grids using intelligent charging and energy storage.

Several Alliance member companies have worked previously with The Mobility House. Renault is partnering with the company on a stationary energy storage system made with EV batteries in the European market.

“Alliance Ventures aims to provide the right ecosystem of open innovation to ensure Alliance member companies deliver mobility for tomorrow,” said Alliance VP François Dossa. “The Mobility House’s expertise in e-mobility and energy transition will contribute to the Alliance commitment to zero-emission vehicles and to the achievement of our vision: shaping the future of mobility.”

Image courtesy of Electrify America

EV Connect to build charging infrastructure for Michigan utility DTE Energy EV Connect is now a qualified EV charging infrastructure provider under the Charging Forward program from Michigan-based utility DTE Energy. As part of the program, EV Connect will offer chargers to DTE customers and help integrate EV charging loads with DTE’s distribution system.

DTE’s Charging Forward program sets aside $10 million to build out approximately 1,000 charge ports around the state of Michigan. The program will also assist transit agencies, school districts, and other fleet operators in the transition to EVs, and provide technical expertise around EV network management and fleet deployment.

EV Connect produces an open-standards-based charging platform for managing networks of charging stations and their interaction with utilities. EV Connect offers its network and site-owner customers the option to choose from a large selection of charging stations through the company’s certification program. EV drivers enjoy real-time access to station status through the EV Connect driver app, and utilities can manage demand response to ensure maximum control over EV charging loads.

“Charging Forward will continue to accelerate DTE’s engagement in the EV market to further understand EV drivers, EV loads and their relationship to overall system load, and the associated impacts on the distribution system,” said Jordan Ramer, CEO of EV Connect. “EV Connect is building a centralized infrastructure for a future in which everyone from EV drivers to utilities can maximize the benefits and opportunities presented by the large-scale electrification of transportation.”

Electrify America installs 120 ultra-fast charging stations at Walmart stores, with plans for more Charging network operator Electrify America has installed more than 120 ultra-fast charging stations at Walmart stores across 34 states. The company plans to continue installing charging stations at Walmart locations in urban areas in 46 states across the US. The charging stations feature 150 kW and 350 kW DC fast chargers. Most of the stations are strategically located at Walmart stores off major highways, with dozens more planned for major metro areas.

Electrify America is investing $2 billion over the next ten years in EV infrastructure and education. In total, it plans to deploy more than 2,000 chargers across 484 sites on highways and 17 metropolitan areas.

“This milestone marks an important moment in the expansion of our charging station network,” said Brendan Jones, COO at Electrify America. “We look forward to continuing our work with Walmart to make electric vehicle charging faster and more convenient for consumers across the country, and in turn, encourage more adoption of zero-emission vehicles.”

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THE INFRASTRUCTURE

FAST CHARGING

Images courtesy of Sparkcharge

ON DEMAND

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SPARKCHARGE LAUNCHES A

PORTABLE AND SCALABLE CHARGING UNIT TO BRING ROADSIDE ASSISTANCE PROVIDERS INTO THE EV AGE

By Charles Morris

T

he all-electric transport system of the future is a work in progress, to say the least.

In fact, at the moment we stand near the beginning of the transition, and many aspects of the charged world to come are not yet clear. It may be that the EV ecosystem that we now foresee will prove to be just a transitional phase, analogous to the bandwidth-constrained internet of the early 2000s.

Be that as it may, some of the major infrastructure components of the near-future EV ecosystem are now taking shape: Level 2 charging at home and in workplaces; DC fast charging along highways; and destination charging at places like airports, hotels and supermarkets. However, there are notable pieces missing from the puzzle, and these unfilled niches in the ecosystem present opportunities for firms that can identify needs and devise solutions.

SparkCharge is based on the idea that there will be a need for portable anytime/anyplace charging on demand, and it has developed a portable, modular hardware solution.

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THE INFRASTRUCTURE Images courtesy of Sparkcharge

A stirring startup story SparkCharge’s CEO, 27-year-old Joshua Aviv, graduated from Syracuse University with a Master’s degree in Information Management and Data Science. Like the internet pioneers of the 1990s, he started a company in his dorm room, which he has now brought to the point of releasing a product. The seed that grew into SparkCharge was planted by one of Aviv’s professors, who said, “If you guys want to really change the world, you should solve the problem of electric vehicles and the need that they’re going to have for a better infrastructure. If you’re interested in learning about this, meet with me after class.”

Aviv took him up on his offer, and the two were soon spending hours talking about the nascent EV industry.

“After about a month and a half of that, I put together a plan to install charging stations along the New York State Thruway,” Aviv told Charged. “While looking to do that, we realized that there were other use cases than the typical situation where an EV owner has to wait at a charging station to charge. So, I started developing portable charging stations that could essentially be delivered to an electric vehicle owner anytime and anywhere they wanted; whenever and wherever they wanted.”

In 2017, Aviv met the co-founders of SparkCharge, Christopher Ellis and Richard Whitney, and that’s

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when the company began to take off. “We really started developing this technology that allows an EV owner to get level 3 charging delivered to them, essentially at the push of a button anywhere.”

Charge, don’t tow A great use case for SparkCharge’s system is emergency road service. Contrary to what many non-EV-aware consumers seem to believe, “running out of charge” is not a frequent occurrence, but it will surely happen, just as ICE drivers occasionally run out of gas or find that they have a dead battery.

Emergency roadside services represent “a huge market that’s now going to be completely overhauled for how you should service electric vehicles.” In fact, when Aviv spoke with Charged, he was standing inside of a towing shop looking at three tow trucks (the company is one of SparkCharge’s first customers). “If you’re a towing company, you no longer have to worry about towing an electric vehicle, which means you can now make more money and provide a better service for that EV owner.”

Instead of towing an EV with a dead battery, a service provider can use SparkCharge’s system to charge it up wherever it is. “It saves time, money and manpower,” says Aviv. It’s also a much better solution for the EV driver, for whom getting towed is probably far

fast, and then you can go about your day and either make it back home or make it to the destination where you were originally planning to go,” Aviv explains.

“So, you provide a better service, a better experience for an electric vehicle owner when they run out of charge. The service also saves money by not having to send a big tow truck out there. They can send vans or even cars. These chargers are modular and portable, so it completely changes the dynamic of what a tow service is to an EV owner.”

Each battery module can deliver somewhere between 14 or 15 miles of range per module, depending on the vehicle. “Most companies that we’re beginning to roll these services out with are doing somewhere between three to four modules for each deployment,” says Aviv.

“So they’re deploying somewhere between 30 to 50 miles [worth of charging] on each truck in their fleet.”

If you’re a towing company, you no longer have to worry about towing an electric vehicle, which means you can now make more money and provide a better service for that EV owner. from convenient. “You’re really dreading that, because it’s like, ‘I’ve got to get towed, but they’re just going tow me to the nearest charging station. That’s most likely a Level 2 charging station, and I’m going to have to sit there and wait to charge my car before I can continue my journey.’”

Using SparkCharge’s portable charging unit, a service provider can charge an EV at a rate of one mile per minute of charging. “So they can be there for 10 or 20 minutes, they can charge your electric vehicle very

Charge anytime, anywhere Aviv believes that there are numerous other situations in which anytime/anyplace charging could be necessary, or at least convenient. “An EV owner can be anywhere. It could be outside of Starbucks, or while they are grocery shopping. They take their phone out, and at the push of a button, a service comes and charges their car on the spot. It doesn’t have to be planned. It doesn’t have to be an emergency. This is essentially on-demand convenience charging where the EV owner gets range delivered wherever they want it.”

The service could also work with personal assistants such as Amazon, Alexa, and Google Home. “An EV owner is sitting on the couch, and they can say, ‘Okay, Google. Bring me 100 miles of range.’ Any service that’s hooked up to that command is going to bring them range right away.”

One of the thorniest problems in the infrastructure world today is the challenge of providing charging for apartment residents and others who don’t have the option of installing chargers at their homes. For some, SparkCharge could be a solution. “You can simply have [charging] delivered to an apartment complex while sitting on the couch,” says Aviv. “You can order a charge for your car the same way that you would order a pizza to your front door.”

“There’s also a service that we call concierge charging,” says Aviv. “Let’s say we’re driving from LA to San Francisco. Instead of [charging at a highway rest stop] I can have a service meet me along my journey. I don’t have to worry about finding my next charging station,

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THE INFRASTRUCTURE

because they’re going to be waiting for me 100 miles down the road. They charge my car, and we both go our separate ways. Now I don’t have to worry about the planning and logistics of [charging]. I can stay on my direct path and have that service meet me where I need to be or where I’m driving.”

“Those are just a couple of cool new ideas that we’re starting to see pop up,” says Aviv. “The use cases for the product just keep growing, because there’s a limitless number of ways that you can now charge an EV, and a limitless number of places that the EV can be charged. I think the product has the potential to change the way that people perceive EVs and charging.

It’s going to tear down a lot of the limitations of owning an electric vehicle.”

After a couple of years of development, SparkCharge has just launched its first product commercially. “We’re working with some of the largest OEMs in the country, and some of the largest utilities in the world,” says Aviv. “We’re getting overwhelming response to the product. A lot of EV owners are hitting us on our Facebook page and our website and asking, ‘Where can we get this service, or where can we get this unit?’” ` Putting the pieces together “The hardware is essentially a powerful, yet compact Level 3 charger that is modular,” Aviv explains. “So, if one EV owner says they want 20 miles, and another EV owner says they want 30 miles, then essentially the service provider that is bringing it out decides how much range they’re going to bring to the EV owner. They do this by connecting to modular battery packs. Think of them as little blocks of range if you will. Simply connect as many of the modules as you need together to get the desired range that you want delivered.”

The top block includes the power electronics.

“They’re surprisingly light-weight. The top half is only around 20 pounds, and the bottom half is only around 45 to 50,” says Aviv.

Cable lengths and other parameters are completely customizable. “Most customers only need about six feet of cord, because they’re essentially setting the unit on the ground, or on the curb, or on the sidewalk right next to the car. Some customers need a longer cable so they can run it directly from a truck or a car into the EV. We work with them to give them the length of cord that they need.”

The unit can be recharged overnight, or whenever

Think of them as little blocks of range if you will.

Simply connect as many of the modules as you need together to get the desired range that you want delivered.

Images courtesy of Sparkcharge

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there’s downtime. “You can plug it into a regular wall outlet,” says Aviv. “That’s the easiest way to do it, and we provide that recharger to the company.”

SparkCharge is currently offering CHAdeMO-compatible units, and will have SAE Combo units available “in the next couple of months.”

Aviv’s plan is for SparkCharge to work with partners who will use its system to provide services to EV drivers. “Our business model right now is B2B,” he says. “We provide the hardware, the software, and the maintenance for the unit - we provide that to companies that want to go out and service electric vehicle owners.”

Some of these partners are existing companies.

“We have some of the largest OEMs in the world that are starting to incorporate this into the services that they’re going to be offering to EV owners. We’re launching now in California, and we’ll be rolling out nationwide with our partners this year.” Aviv expects to begin showcasing its partnerships soon.

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THE INFRASTRUCTURE

AUTOMATIC AND CONDUCTIVE

Images courtesy of Easelink

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Easelink wants to set a new standard for automatic charging where conductive efficiency meets inductive convenience

By Paul Beck n average, you park your EV once every nine miles. Imagine if every one of those times, your car could quickly recharge without any intervention on your part.

This is the vision of Easelink, an EV charging company based in Graz, Austria. Easelink wants to put its Matrix Charging technology in parking spots far and wide to make EV charging as effortless as possible.

Hands-free like wireless inductive charging but with the efficiency of conductive chargers, Matrix Charging technology was designed to be the standard in automatic EV charging.

O

With or without wires In 2015, Hermann Stockinger was contemplating the state of EV charging. He found that there are two main

approaches to charging an EV battery: conductive charging, the familiar plug-in method that involves battery and power source making physical contact; and inductive charging, more commonly referred to as wireless charging.

Wireless charging is convenient and intuitive. A driver positions his or her vehicle above a wireless charging pad and lets electromagnetism take care of the rest.

It’s the same way many smartphone users can set their phone on a charging cradle and watch the charge meter climb. However, unlike smartphone charging, wireless EV charging is still in its early stages. Easelink argues that wireless costs and efficiency are far from ready for widespread commercial adoption.

Conductive charging, on the other hand, is the standard way most drivers charge their vehicles today. They

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THE INFRASTRUCTURE

The Connector magnetically aligns to the closest contacts on the Pad and commences charging. Even though there are hundreds of contact points on the Pad, only those contained within the Connector tube are activated.

find a power station, grab the plug, and stick it in their EV’s socket as if pumping gas.

With conductive charging, the driver doesn’t technically have to be involved. Demonstration projects exist with robotic arms that can automatically insert the plug into the EV, such as the Tesla charging snake that was revealed back in 2015 (but has yet to be implemented at any of Tesla’s public Supercharger stations). Though this eliminates driver involvement, it can’t help but feel clunky. It’s like replacing your remote control with a robot that physically presses the buttons on your TV. Stockinger wanted to come up with a way to charge EVs that retained the efficiency of conductive charging without sacrificing the easy automation of wireless charging. He came up with a solution called Matrix Charging, and he founded Easelink to develop and commercialize the technology.

Matrix Charging There are two components to Matrix Charging: the Matrix Charging Pad, a slim rectangular prism dotted with an array of metal contact points, and the Matrix Charging Connector, an extending rubber tube that’s positioned on the underside of an EV. The Matrix Charging Pad is installed on the surface of a parking space. It’s connected to a power source, and when an EV with a Matrix Charging Connector parks over the Pad, the Connector automatically extends

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down until it makes contact with the Pad. The Connector magnetically aligns to the closest contacts on the Pad and commences charging. Even though there are hundreds of contact points on the Pad, only those contained within the Connector tube are activated. The rest of the Pad remains electrically neutral.

The first and current generation of Matrix Charging provides AC charging with up to 22 kW of power.

Transfer efficiency is over 99 percent, the same as for a plug-and-socket connection. Easelink is developing a second generation of Matrix Charging that will provide 22 kW AC charging and 50 kW DC charging. The company also has plans for a third generation that will provide more than 100 kW of power.

Easelink considered various design options when developing Matrix Charging. The first big question was whether to use conductive or inductive charging. Having found a solution that could readily be automated, Easelink chose conductive charging for its low cost and high power transfer.

The second question was where to place the charger.

Should it be above the vehicle, under the vehicle, or off to the side? Easelink chose to put the Matrix Charging Pad under the vehicle.

“The only two parallel surfaces that are always available are under the vehicle. That’s the underbody of the vehicle and the parking ground itself,” Easelink’s Sebastian Demuth told Charged. “You don’t need a wall to mount a wall port, you don’t need a pole to mount the charging device, so the ground is the easiest way to integrate such a technology.”

The third design dilemma was the choice of where to put the charger’s moving parts. Easelink decided to keep the moving parts of the Matrix Charging Connector on the EV itself, keeping the Charging Pads static and resilient. Even so, the vertical movement of the Connector’s rubber tube is delivered through a single actuator, keeping the number of moving parts to a minimum.

Finally, Easelink needed to determine the nature of the conductive contact. Should there be a socket in the ground and a plug extending from the EV, or vice versa?

Easelink went with neither option, instead opting for a planar geometry for the contact surface.

“It has to be a planar surface,” Demuth said. “That’s easiest to clean. It’s traversable, and has no obstacles. So it’s barrier-free, and can be integrated seamlessly into the ground. And that’s how the product was designed.”

Images courtesy of Easelink

The merits of Matrix Charging Easelink believes that manual EV charging will give way to automatic charging, both for user convenience and to facilitate the future of vehicle technology. Because it’s hands-free, Matrix Charging is well-suited to automation. Autonomous vehicles could easily be powered by Matrix Charging technology, and for much less cost than competing inductive technology.

“Wireless charging is a nice technology, but it only works in the premium class because it’s so expensive,” Demuth said. “Our goal was to have an automatic charging technology that also fits the middle class and mass production class.”

Demuth points to an inductive charging system that’s currently on the market, which offers 3.2 kW of charging power and sells for around 3,200 euros (roughly $3,600). Easelink’s system, Demuth claims, is more efficient and “much, much cheaper.” Though the final cost of charging will fall to EV manufacturers and infrastructure providers, Easelink developed Matrix Charging to be widely accessible.

“Matrix Charging has been designed with the goal of maximal cost efficiency and mass production, and this is in the interest of the end customer,” Demuth said.

Easelink also designed Matrix Charging to be suitable for all use cases: home, workplace, and public charging.

Earlier this year, the company announced a successful trial of Matrix in the workplace, having tested the system in the employee parking lot of Austrian energy supply company Energie Steiermark. Easelink is also partnering with several customers to test Matrix Charging as a solution for EV fleets. Eventually, the company hopes to offer its solution to EV owners for personal charging as well.

“The target is that the private customer will be able to choose between a wall box or Matrix Charging for the garage, and the price will be the same,” Demuth said.

For EVs lacking a Matrix Connector, Easelink, together with its partners plans to enter the retrofit market for selected vehicles by 2021.

Matrix charging has been designed with the goal of maximal cost efficiency and mass production, and this is in the interest of the end customer.

Easing into an EV future Along with its partners, Easelink offers a functional sample of Matrix Charging technology that potential customers such as OEMs, Tier 1 suppliers, fleet operators and charging infrastructure companies can use for validation projects. Easelink is also participating in standardization activities, including the Charging Interface Initiative (CharIN), national standardization bodies and the IEC. Ultimately, the company wants to use its technology to further EV adoption and accessibility.

“The goal should be to facilitate e-mobility,” Demuth stated. “We need charging infrastructure, and in order to roll out the large-scale infrastructure, we need a cheap, simple charging unit. In my opinion, that’s not a robotic arm on every parking spot. It has to be a flat pad that is integrated into the ground and cost-efficient, easy to install, traversable, space saving and ready for outdoor use.”

JUL/AUG 2019

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Don’t miss the new webinar August 13, 2019 Improving Energy Density and Performance of EV Battery Packs with Thermal Management and Coatings Tune into the upcoming webinar featuring guest speaker Nick Cupelli, Field Applications Engineer at LORD to learn more about: • How thermal management materials address EV limitations in range, reliability and cost • Benefits of using a cure-in-place liquid-dispense gap filler over a pre-cured thermal pad (also called gap pad) • Data from internal testing, as well as third-party testing on significant performance differences between fillers and pads • Flame-resistant coatings which can help mitigate damage in case of a fire event, and their applications • Recommendations that include tradeoffs on cost, manufacturability and performance Hosted by:

To register visit: www.ChargedEVs.com/August-13-Webinar

Advertiser Index ABB ....................................................... 2 abb.com/evcharging

Chen Tech ........................................... 15 chentech.com.tw/eindex

Epic Resins .......................................... 17 epicresins.com

Pi Innovo ............................................. 63 pi-innovo.com

A.J. Rose Manufacturing .................... 10 ajrose.com

ClipperCreek ....................................... 41 Clippercreek.com

EV Tech Expo ........................................ 7 Evtechexpo.com

Rubadue wire ..................................... 11 rubadue.com

Arnold Magnetics .............................. 45 arnoldmagnetics.com

COMSOL .............................................. 37 comsol.blog/autonomous-vehicle-batteries

Hesse Mechatronics ............................. 8 hesse-mechatronics.com

Schaltbau ............................................ 51 schaltbau-na.com

Battery Technology Show .................... 5 batterytechnologyshow.com

Curtiss-Wright ..................................... 15 cw-ig.com/wti

Hongfa ................................................ 31 hongfa.com

Seal Methods ...................................... 23 sealmethodsinc.com

Bitrode ................................................ 53 Bitrode.com

CWIEME Americas ............................... 83 coilwindingexpo.com

Intertek ............................................... 19 intertek.com/energy-storage

Sensata Gigavac ................................. 41 gigavac.com

BorgWarner ........................................ 47 borgwarner.com

Dana .................................................... 39 dana.com/electrified

KOA Speer .......................................... 49 koaspeerauto.com

Schunk Sonosystems .......................... 84 staplaultrasonics.com

Calex ................................................... 63 calex.com

Eaton ................................................... 33 eaton.com/emobility

LORD ................................................... 19 lord.com/coltherm

TDK ..................................................... 13 Product.tdk.com

Champlain Cable ................................. 61 chamcable.com

Efacec ................................................. 43 electricmobility.efacec.com

New Eagle ........................................... 21 neweagle.net

UQM .................................................... 21 uqm.com

Charge Expo ....................................... 81 chargeexpo.com

Electro-Automatik .............................. 45 elektroautomatik.com/cevm

Odawara ............................................. 27 Odawara.com

Wacker .................................................. 9 wacker.com/emobility

Chroma ............................................... 25 chromausa.com

For more info about advertising visit: www.ChargedEVs.com/Advertise

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By Charles Morris

Image courtesy of Maher Chevrolet

EV outliers

Oslo, San Francisco...and St Petersburg? any readers are surprised to learn that Charged is headquartered not in California, but in St Petersburg, Florida. Once a sleepy retirement center nicknamed “God’s Waiting Room,” nowadays “The Burg” is a hipster hotspot, replete with art galleries, craft breweries and vegan eateries.

Another distinction that places St Pete in the avant-garde: it’s an EV hotspot. For example, it’s the #1 city in Florida for Chevrolet EV sales (and Florida is the #2 state after California). Almost one out of three Chevy EVs sold in the state are driving the palm-shaded streets of St Pete. According to GM, Chevrolet sold 235 plug-in vehicles (195 Volts and 40 Bolts) in St Petersburg in 2018, far ahead of second-place Orlando (60 plug-ins) and running neighbor and friendly rival Tampa (28 units) off the road.

It isn’t just the city’s hipster vibe that’s at work here. All these EV sales were closed at Chevy’s sole St Pete dealer, Maher Chevrolet. Maher Executive Manager Greg Soulliere told us that GM’s sales figures are actually short - in 2018, Maher sold 145 new Volts and 101 Bolts, plus a substantial number of pre-owned vehicles. Maher claims to be not only the biggest seller of Chevy EVs in Florida, but the top seller of Volts outside of California. GM itself has done nothing in particular to push its EVs in Florida. “The success of Bolt EV in Tampa/St Pete is owed to our incredible local dealers,” Chevrolet spokesperson Katie Minter told Charged.

Maher is an exception among auto dealers around the country, to say the least. As Charged and others have documented, most dealerships have little or no interest in selling EVs. Consumer surveys and “secret shopper” projects organized by the Sierra Club, Plug In America and other advocacy groups have found that most dealers keep few or no EVs in inventory, and that sales personnel are unable to answer basic questions about EVs, and tend to steer customers to ICE models.

At Maher, buyers looking for a plug-in vehicle will encounter quite a different attitude. Sales and Lease Consultant Zach Bacon is an EV expert, and he told Charged that pretty much all the salespeople at Maher are knowledgeable enough to educate customers about EVs. About 20 of the company’s employees own Volts. The dealer has 27 charging stations on its lot, and solar panels on its roof. Maher keeps plenty of plug-ins in inventory (on a recent visit to the company’s web site, there were 61 Bolts and 22 Volts for sale) and it features Volts and Bolts in its daily full-page ads in the Tampa Bay Times.

However, the main reason Maher’s plug-in sales are in high gear is that the company leverages the federal EV tax credit to bring down the up-front cost of an EV. For many buyers, the federal tax credit of up to $7,500 (recently reduced to $3,750 for GM) isn’t that great a deal. The credit can only be used to offset federal income tax, and it can’t be

M

St Pete dealer Maher Chevrolet claims the federal tax credit itself, uses the car as a courtesy vehicle for three months, then sells it as a pre-owned vehicle and passes the incentives to buyers at the point of purchase. carried over to a future tax year, so unless you have a sizable tax bill for the year you buy your vehicle, you can’t take full advantage of it. A cash discount on the price of the car would be much more valuable, and Maher has found a way to make that happen.

Maher claims the federal EV tax credit on each car, then uses it as a courtesy vehicle for three months. The company sells the car as a pre-owned vehicle, and is able to pass on the full amount of the tax credit, plus other incentives, to buyers, resulting in a discount of as much as $10,000 to $18,000 off MSRP. It’s not just the savings that drive sales - having Bolts and Volts in the loaner fleet lets prospective customers experience plug-in vehicles on the roads.

Frank Jackalone, Director of the Sierra Club’s Florida Chapter, recounts his personal experience: “I purchased a 2015 Volt with 2,000 miles on it from Maher for $21,823 ($24,475 out the door). The MSRP for that car was $37,460.

I surveyed more than 20 dealers in South Florida for lease and purchase prices on their Volts and determined that Maher had the best deal if you are willing to purchase a slightly used demo.” Jackalone has a wide network of ecoconscious friends and acquaintances, and word of mouth has surely resulted in a few more sales.

In some cases, Maher has been able to offer a Volt for around the same price as its gas-powered cousin the Cruze.

When the price premium is eliminated, and a salesperson can explain the advantages of driving electric, the EV sells itself, Zach Bacon told us.

Of course, a little perspective is in order. Plug-in vehicles continue to be more of an R&D project than a profit center for GM, which sold almost 3 million vehicles in the US in 2018. And this doesn’t seem likely to change any time soon - GM has discontinued the Volt, and has not yet announced firm plans for any new plug-in models. Even at Maher, while you’ll see a Bolt or two charging on the lot, the valuable “shop window” frontage along US Highway 19 is reserved for the “lifted trucks” that make up the bulk of the company’s sales.

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