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Longer range, faster charging, greater efficiency: These are the key challenges for all electric vehicle manufacturers as the electrification transition continues. Automotive is the clear frontrunner in this area, with range improvements coming from powertrain advances (page 10), enhanced converter power density (page 24) and greater SiC adoption within EV power electronics (page 40).
Lightweighting is also a crucial aspect of range enhancement, as detailed in our cover story (page 6) which unveils how powertrain development is delivering lighter, more compact engines for EVs. Giving thought to material selection and component design (page 28) is vital to enabling lighter vehicles, and this is true of the aviation sector too – see page 38 for more.
Naturally, advanced test systems and environments are vital to the development of new technologies and processes for EVs. This issue looks at a new purpose-built testing facility for EV charging infrastructure and batteries (page 30), the role advanced sensor technologies can play in vehicle safety testing (page 32) and how permanent bonding tapes are meeting demanding assembly challenges (page 36).
Electrification promises to be a key talking point at upcoming industry events IAA Transportation in Hannover, Germany, and Cenex Expo in Milton Keynes, UK, both taking place in September. If you’d like to extend your knowledge of the latest e-mobility trends beyond these pages, our show preview section will give you a run-down of what to expect from the events.
Hayley Everett Editor
– AUGUST 2024 –
COVER
6
WEIGHT-LOSS PLAN
Delivering lighter, more compact engines for EVs
POWER TRAIN
8
SIDESHAFT DURABILITY
Improving the durability of sideshafts in EVs
10
FLIPPING THE SCRIPT
Optimising driving range and charge times with EV powertrain advancements
MATERIALS
13 DRIVING CIRCULARITY
Testing re-refined transmission fluid for EV efficiency
E-MOBILITY
16 OVERMOULDED BUSBARS
How are overmoulded busbars powering modern electric transportation applications?
18 HYDROGEN POWER
Making a success of hydrogen-powered fleets
20 CHARGING CHALLENGES
Finding the right solutions to EV charging infrastructure challenges
22 SPEEDING TO MARKET
How traditional automotive technologies remain relevant to EV design
24 POWERING UP
Enhancing power density and flexibility for greater range and faster charging
27 NEED TO VENT
Preventing thermal runaway with fast and controlled venting solutions
28 LIGHTEN THE LOAD
Giving thought to material selection and component design for lighter vehicles
& SYSTEMS
30 TESTING TIMES
Providing a modular and flexible testing environment for EV technologies
32 SAFE SENSORS
How are sensor solutions being deployed for vehicle safety testing?
PUBLISHER
Jerry Ramsdale
EDITOR
Hayley Everett heverett@setform.com
DESIGN
Dan Bennett, Jill Harris
GROUP HEAD OF MARKETING
Shona Hayes shayes@setform.com
HEAD OF PRODUCTION
Christine Flaxman +44 (0)207 062 2573
BUSINESS MANAGER
John Abey +44 (0)207 062 2559
SALES MANAGER
Darren Ringer +44 (0)207 062 2566
ADVERTISEMENT EXECUTIVES
Paul Maher, Iain Fletcher, Peter King, Adam Croft, Marina Grant Setform Limited, 6, Brownlow Mews, London, WC1N 2LD, United Kingdom
+44 (0)207 253 2545
36 LASTING BONDS
Offering an efficient and reliable solution to demanding assembly challenges
ELECTRONICS
38 ELECTRIC TAKES FLIGHT
Simplifying the aviation industry’s transition to more electric aircraft
40 SIC SHIFT
Evaluating SiC adoption in EV power electronics
42 AUTOMOTIVE AMBIENCE
Introducing a new smart LED driver IC for ambient lighting SHOW PREVIEW
44 GEARING UP
What to expect at IAA Transportation 2024 in Hannover
46 FUTURE MOBILITY
Cenex Expo returns to UTAC Millbrook for its 2024 edition
Setform’s international magazine for transport is published twice quarterly and distributed to senior engineers throughout the world. Other titles in the company portfolio focus on Process, Design, Energy, Oil and Gas, Mining and Power.
EMR4 is a popular three-in-one drive platform, consisting of an electric machine, power electronics and a gearbox
WEIGHT-LOSS PLAN
How can technical advances on the powertrain side deliver lighter, more compact engines for electric vehicles? Louise Davis asks an electrification innovator how his team is tackling this task
Vitesco Technologies’ website proudly declares that the firm is “pioneering the powertrain electrification”. What it might also be doing is pioneering advances in lightweighting, as Gerd Rösel, the company’s Head of Innovation Electrification Solutions, explains. “The weight of a vehicle plays a crucial role in its efficiency. Less mass means less power is required to propel the vehicle,” begins Rösel. “This is especially important for battery electric vehicles (BEVS), where achieving a higher range necessitates larger batteries, which in turn increases weight. Our simulation indicates that for every 100kg of weight, an additional 2.3% of power is required for a D-segment vehicle,” he adds.
Rösel is keen to point out that the electrification expert’s focus isn’t just on making engines lighter: for Vitesco Technologies, the overarching aim is to enable cleaner, greener vehicles. “Our primary focus is on reducing CO2 emissions to minimise the environmental impact of individual mobility. But reduction of weight is very often a resulting effect,” Rösel notes. So, what sort of technologies and methodologies can be applied to achieve those dual goals of lighter and greener? “Achieving lower emissions often involves using new materials, innovative product designs and different electric motor topologies. Parallel to that, efficiency is another critical factor in reducing weight and costs,” states Rösel. “By improving the
efficiency of the electric motor and electronics, other components such as the battery can be reduced in size and weight while maintaining the same driving range. And as a third aspect, greater integration of components into complete systems can further reduce both weight and cost.”
COMPACT
COMPONENTS
Vitesco Technologies offers an array of powertrain solutions that are lighter and more compact than ever before, and Rösel reports that these end products are a direct result of continual R&D. He says: “Looking at our products, they have become increasingly compact with each successive generation. For instance, our integrated axle drive,
TRIPLE THREAT
As well as the axle drive product discussed in the main article, in June 2024, Vitesco Technologies announced another three-inone solution: its new Rotor Lock Actuator. The module for electric vehicles includes a park lock function, precise rotor position sensing and (optionally) the brush system for externally excited synchronous machines (EESM). This reduces complexity, packaging space on the e-axle and costs for customers.
To secure the parking position, the majority of EVs use a mechanical park lock in the reducer gearbox in addition to the park brakes at the wheels. This takes up considerable space in the vehicle. The rotor lock approach relocates this park lock functionality from the gearbox to the rotor shaft of the e-machine, creating a more streamlined and cost-effective system design.
The end-of-shaft position on the rotor enables a smaller actuator, which can be easily integrated into the vehicle’s drive. This high degree of mechatronic integration minimises the space required in the vehicle, leading to a more compact packaging. Furthermore, this new position facilitates the integration of further functions in the module, such as the brush system for EESM as well as the inductive Rotor Position Sensor, which eliminates the need for separate control units, sensors and harnesses.
The end-of-shaft position on the rotor enables a smaller actuator, which can be easily integrated into the vehicle’s drive
Electronics Motor and Reducer (EMR), saw a weight reduction of up to 25% from the third to the fourth generation. In absolute numbers, it is a doubledigit kg reduction in weight at only one component.” Although Rösel may make such reductions sound easy, it’s noteworthy that genuine improvements in lightweighting often come like this; incrementally, rather than in revolutionary leaps.
EMR4 is the fourth generation of this particular axle drive and it’s a highly integrated, three-in-one drive platform,
consisting of an electric machine, power electronics and a gearbox. The fourth version saw new technologies and comprehensive industrialisation knowhow applied to make the solution more efficient and powerful. The company says that due to its very compact dimensions, low weight, high efficiency and ease of vehicle integration, the EMR is one of the most successful Tier 1 axle drive systems on the market.
The product is certainly being embraced by those automakers searching for smarter, lighter powertrain
solutions. The EMR3 variant is powering the Honda CR-V e:FCEV, which is being marketed in the USA and Japan initially. This is the first time that one of the company’s drive systems will be integrated into a hydrogen fuel cell electric vehicle.
And the latest version is proving even more popular: Vitesco Technologies received a massive €2 billion order to produce around three million units of the EMR4 for a forthcoming EV from Hyundai. The order was so big that the company has recently opened a new, 2,800m2 manufacturing space at its Icheon, South Korea site to produce the units. The version produced for Hyundai will be a 400V system with a nominal power of 160kW.
The abovementioned size and weight reduction advances are undoubtedly impressive, and of course raise the question of ‘if such a reduction can be achieved with just one component, what else can be achieved via multiple other components?’ Naturally, this is an area that Rösel is also giving much thought to: “Yes, we have achieved excellent, tangible progress so far, but our development efforts do not stop there. Our ongoing goal is to make components even more compact in future generations.”
INDIVIDUAL MEASURES, OVERALL GAINS
To protect Vitesco Technologies’ IP, Rösel can’t share detailed news on exactly what he will be working on next. But he does offer a hint as to areas of interest for the firm’s R&D team: “As well as the bigger, full-component advances, individual small measures can also lead to weight loss in total.” Such as? “For example, new electrical/ electronic (E/E) architectures and the switch to a zonal structure of control units make it possible to reduce the amount of individual and distributed ECUs,” answers Rösel. “In addition, wireless technologies and functional integration of systems also lead to reduced complexity, which has a natural knock-on effect on weight,” he adds.
For more information visit: www.vitesco-technologies.com
Increasing the stiffness of an EV sideshaft can reduce wheel spin and extreme vibrations
TSIDESHAFT DURABILITY
Taking the latest developments in powertrain engineering, how can manufacturers improve the durability of sideshafts in electric vehicles?
he global transition to electrification has brought a shift in the technical requirements for hardware which has, historically, been engineered and optimised for conventional powertrains. Now, driveline components must withstand higher vehicle mass, greater acceleration torques, and up to 1,200Nm of braking force to enable key technologies like regenerative braking.
However, fundamental differences in the hardware requirements for an electric vehicle (EV) can be accommodated by redefining certain driveline components, so that they are optimised for the electric era, serving to improve the overall performance and durability of our cars.
EVALUATING THE DIFFERENCES
The shift from front-wheel drive (FWD) to rear-wheel drive (RWD), favoured in EVs, and the increased weight of the battery packs have been two of the more significant differences we’ve seen in vehicle dynamics in recent years. Unlike ICE-powered vehicles, which typically carry the majority of their weight on the front axle, the mass and dimensions of the battery pack in an EV alter the load distribution. The central location means that EVs generally have a lower centre of gravity and are more often positioned towards the rear axle.
One of the major challenges of this extra weight, though, is that it
results in increased inertia of the vehicle and therefore higher torques both in acceleration and braking or in recuperation. This necessitates a shift in how suppliers develop, test and manufacture parts.
SIDESHAFT REQUIREMENTS
As a direct result of e-drive units being larger than conventional ICE gearboxes, EV sideshafts are significantly shorter than those in ICE vehicles, requiring different mounting points and larger installation angles. As a result, we’re seeing increased plunge distances as well as changes to some basic requirements for the constant velocity (CV) joints.
EV sideshafts must be stronger
and more
durable to withstand the vehicle’s increased torque demand
Despite their shorter length, EV sideshafts must be stronger and more durable to withstand the vehicle’s increased torque demand, while avoiding a significant increase in size to remain as efficient and costeffective as possible.
At the same time, suppliers must contend with differing dynamic characteristics, with electrified powertrains providing much higher torque and torque gradients than ICE-powered vehicles. Although the improved acceleration and nearinstant torque availability is part of the appeal, it relies on more robust sideshafts to manage the higher torque across a wider power band.
OPTIMISING FOR EVS
To navigate these changes, it’s vital that suppliers look to deliver solutions that have been optimised for EVs and their different hardware requirements.
This presents considerable opportunities to advance technologies that fulfil the new technical requirements for EV sideshafts.
To take an example, GKN Automotive’s Countertrack CV joints use opposed tracks that better balance the internal forces, resulting in efficiency improvements, while reducing friction and noise, vibration and harshness (NVH), to which EVs are particularly sensitive. The improved efficiency helps to increase the range of the vehicle, which presents a real advantage in the case of battery electric vehicles (BEVs).
By increasing the stiffness of an EV sideshaft, it is possible to reduce wheel spin and extreme vibrations, offering greater torque control in spite of the hard acceleration. In fact, there is great potential in this area, which is why GKN Automotive has developed a range of solutions with increased
stiffness for better oscillation control.
Forecasts indicate that future electric vehicles will have a longer lifetime than today’s ICE vehicles as a result of the improved efficiency of the whole system. Reducing wear and heat generation – without compromising the set of other parameters – will improve not only the longevity, but also performance, which is essential for electric applications. Therefore, a balanced and efficient system design, with the lowest possible material consumption, is vital to manufacturing driveline components that are fit for the future.
Christian Carlando is Director of Customer Engineering in Europe at GKN Automotive: www.gknautomotive.com
FLIPPING THE SCRIPT
Optimising the development of electric vehicle powertrains for improved driving range and battery charge times
Electric vehicle (EV) powertrains are complex systems comprised of core functional components including the battery, inverter, motor and transmission. The main objective in designing an EV powertrain is efficiency, as higher efficiency leads to better thermal management and range, whereas lower efficiency results in high power loss and extra heating, for which the size of an EV must be increased to enable adequate heat dissipation.
To achieve optimal efficiency, powertrain components must be designed and optimised as part of the system – not separately – with a system-level design approach crucial to increasing the range and efficiency of EVs while decreasing the cost.
INTRODUCING CONCEPTEV
This is exactly what software developer Ansys is offering with ConceptEV, a new software-as-aservice (SaaS) cloud-native software platform capable of linking component designs to system-level requirements. Tailor-made for the automotive
concept design stage, the platform delivers simultaneous optimisation of EV powertrain architectures and components, allowing component and system engineers to work together on EV powertrain concept designs through a model-based approach.
“ConceptEV is flipping the script on traditional EV powertrain workflows and enabling customers to pursue a more robust, data-driven result,” says Shane Emswiler, Senior Vice President of Products at Ansys. “The solution brings together cross-functional teams in an open environment that encourages collaboration and knowledge sharing to foster innovation. The powertrain is the heart of a vehicle’s performance, so having the right tools to optimise its design to make it lighter, more durable and more cost-effective is critical.”
FIRST-OF-A-KIND SOLUTION
By utilising ConceptEV, specification and component design changes are easily implemented and traceable, empowering users to rapidly evaluate and quantify system trade-offs for the optimal powertrain design. The
Simulated performance of a dual-motor EV powertrain across the WLTP drive cycle, showing predicted driving range and energy effi ciency
platform is built on a model-based approach to facilitate fast analysis of the complete system against requirements, reducing errors, saving time and costs, and informing smarter decisions earlier on in the design process.
Fundamentally, ConceptEV enables engineers to make early design choices for improved driving range and battery charge times, lower development costs, and faster time-to-market.
“Ansys ConceptEV promises to be a critical advancement for the electric powertrain industry,” adds John Reeve, Technical Director at FluxSys, a specialist in electric machines and drives design. “Focusing on optimising the complete powertrain rather than individual sub-systems will increase our productivity and accelerate innovation. ConceptEV is approachable, collaborative, scalable and will help us meet the growing demand for performant EV powertrain systems.”
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DRIVING CIRCULARITY
Motorsport has become a potent outlet for testing re-refined transmission fluids that support the future of EV efficiency – Siobhan Doyle speaks to one Formula E team at the forefront of this
The world of transport is going electric and EV fluids have a vital role to play in this transition. This is because the demands on electric vehicle (EV) transmissions are more acute than conventional transmissions, with maximum torque delivered at low speeds and the increasing integration of electric motors. Furthermore, EV transmissions are now evolving from a separate electric motor to a combined system.
As the market’s offering of EV technology evolves, so must the industry’s testing capabilities to help support it. In fact, racing series Formula E is a testbed for British oil company Castrol which works with Jaguar TCS Racing, using their competing car, the all-electric Jaguar I-TYPE 6, as a fast-paced laboratory to trial the comparable performance of a more circular transmission fluid.
Castrol has been the racing team’s official EV fluid partner since 2019, working with the team to co-engineer advanced EV fluids and lubricants to realise the performance and sustainable solutions that can propel
the efficiency of future EVs.
“The use of re-refined EV transmission fluid is a great demonstration of circularity in action on the racetrack and supports the wider company ambition to adopt circular economy principles so we can reduce the use of virgin materials,” says James Barclay, Team Principal of Jaguar TCS Racing and Managing Director of JLR Motorsport. “We have a clear aim to achieve carbon net zero by 2039 and embed sustainability into the JLR DNA.”
TESTING FLUIDS
Jack Lambert, Research and Innovation Manager at JLR Motorsport, provides further insight into the process. “Throughout Season 9 (2022-23), which was the first deployment of Formula E’s Gen3 car, we looked at this performance lubricant through a different lens to say, ‘can we do this in a more sustainable way?’,” he says. “Formula E has a tight-knit ecosystem – we [manufacturer teams] control our own cars, powertrains, our logistics, meaning everything is manageable
in this small space. This allows us to accelerate the process of exploring a more sustainable approach to managing fluid.”
He adds: “We first look at the waste fluids coming out of the car, or out of the powertrain, whether that’s from race activity, test activity, or from our rigs at our factory base in Kidlington, Oxfordshire. We view this waste product as feedstock rather than something that we need to dispose of. We then, with Castrol, looked at ways to get ‘the good stuff’ out of this waste that we can use again.”
Jaguar TCS Racing has developed a process, in collaboration with Castrol, to extract the base oils from fluids already used across the team’s operations. “We use the process of distillation to remove additives that are in the transmission fluids,” he explains. “After, we are left with base oil because it has a significantly higher cut point than a lot of the other additives in the mix.”
Waste transmission fluid taken from across the team’s test and development activity is collected and re-refined by Castrol to recover
Jaguar TCS Racing was the first Formula E team to introduce a more circular transmission fluid into its race cars
its main constituent base oil. This circular base oil is then blended with performance additives to make a fresh batch of the EV transmission fluid which is then added to the Jaguar I-TYPE 6’s gearbox in place of fluid containing virgin base oil.
This process comes with a circularity-mindset, but Lambert stresses that it is not yet 100% circular as the recovered base oil only counts for a certain proportion of the waste fluid. “We are able to recover a very significant percentage of the base fluid through the re-refining process, around 89%,” he says. “Then it’s about closing the loop – once we’ve got the waste, we’ve got be able to recover the useful base oil molecules, then turn them into a formulated product that is able to go into an application.”
EV FLUID BENEFITS
Castrol is partnered with many manufacturers to ensure its lubricants deliver what EV drivers want: to go further on a single charge, enable transmission and component parts to have a longer life, and ensure the health of the battery lasts longer. For example, EV transmission fluids help reduce energy losses and extend the life of an EV drivetrain system, and
help protect a vehicle’s gears. Castrol’s EV thermal fluids can also help reduce the maximum temperatures which the cell batteries reach during ultra-fast charging, indirectly cooling the system.
For Jaguar TCS Racing specifically, Lambert expresses how the team, and its partners, are always finding new ways to improve performance in their cars. “Being able to prove that you can take a performance technology in a high performance environment and pivot to a more sustainable approach without compromise, has been huge,” he says.
Jaguar TCS Racing’s partnership with Castrol has become a proof point for the wider business. “Here at JLR, we have signed with Castrol, and they will be utilising re-refined base oils, but on an industrial scale,” he adds. “We see racing at the heart of the technical development here at JLR. More of the work that we do in house and more of the work that we do with our partners, is reflected back into the business here.”
A PROVING GROUND
Both Jaguar TCS Racing and Castrol will collect key data within the contained ecosystem to develop a technical and practical understanding
of the technology and processes surrounding more circular transmission fluid systems. The ultimate aim is to apply these learnings from the track to everyday road cars.
Barclay highlights how Jaguar TCS Racing is the first Formula E team to deploy this circular process and “set the standard for pioneering circularity within the paddock”. He also believes that this key discovery will help technical experts within the partnership to “learn what is possible when pushing the boundaries of EV fluids for the benefit of future road cars.”
Lambert agrees, stating that technological developments and learnings seen across the Jaguar TCS Racing team could help accelerate developments across the wider JLR business. “There are concepts that would normally live in a research space in an OEM that would take around four to five years to get to maturation ready for a road car application. We are trying to de-risk a lot of the early phases of development. The technology developments seen in Formula E, and the learnings around it, can help accelerate those early phases.”
With a circularity-first mindset, used Castrol ON EV Transmission Fluid is collected from the Jaguar I-Type 6 transmission, re-refined and blended to make a more circular EV transmission fluid
+ High cost e ciency through state of the art DFM
+ Full integration of customer specific requirements
+ Short leadtimes for samples and FOT-parts
Overmoulded busbars are made up of high-voltage components that combine plastic with copper alloys
TOVERMOULDED BUSBARS
How overmoulded busbars are powering the future in modern electric transportation applications
he integration of overmoulded busbars into modern electrical applications has revolutionised the way we approach electrical connectivity and power distribution in automotive and industrial applications. These components are now essential for connecting the battery to the inverter and into the motor. Here, we discuss the basics, benefits and production of overmoulded busbars.
ROLE AND CHALLENGES OF OVERMOULDED BUSBARS
From the beginning of e-mobility, overmoulded busbars have been indispensable in various electrical applications due to their ability to provide reliable and efficient connections. The constant aim to
increase efficiency of the drivetrain causes ever greater power density, which leads to higher requirements for the connections between batteries, DCto-AC power inverters and AC traction motors. This trend has a huge impact on the design of the connectors. With higher power density the form factors of the copper busbars and the conductive surface areas need to be increased without violating the limited installation space. Additionally, the reduction of air and creep phenomena is key to prevent breakdown of insulation and to limit loss in power. Increasing junction temperatures is also a challenge and must be considered in the design of the connectors, polymer selection and sealing technique. All these increased requirements must be met, without neglecting the weight, size, and the feasibility of the overmoulded busbars.
UNPACKING THE BENEFITS
The advantages of overmoulded busbars are numerous. Their design allows complex geometries that are crucial in today’s compact electronic devices. This capability ensures excellent form and positional accuracy, enabling precise and reliable connections. Additionally, the high energy densities achievable with overmoulded busbars make them ideal for applications where space is limited but power requirements are high. The evolution from traditional wound stators to hairpin technology has had a significant impact on busbar design. Hairpin stators, with their precise and compact shape, improve the overall efficiency and power density of electric motors. This evolution has led to improvements in busbar manufacturing and assembly
Overmoulded busbars requires several components and manufacturing processes
processes, allowing more efficient and streamlined production.
CONSTRUCTION AND MANUFACTURING
The construction of overmoulded busbars involves several components and manufacturing processes. Typically, the busbars are encapsulated in a protective material through an overmoulding process that provides insulation and protection from environmental factors. The process involves placing the busbar in a mould and injecting a thermoplastic material around it. This technique not only protects the busbar but also increases its mechanical strength and durability. Depending on the busbar application oil tightness is also crucial, which can be ensured with potting or seal-assembly processes.
Given the diversity of applications, manufacturing processes may vary. Common techniques include precision stamping, overmoulding, and various finishing processes to ensure optimum performance and reliability.
DESIGN FOR MANUFACTURING
As the demand for sophisticated electronic systems increases, the importance of Design for
Manufacturing (DFM) cannot be overstated. DFM principles ensure that products are designed with manufacturability in mind, reducing costs and improving efficiency. Wieland’s extensive experience in applications and manufacturing processes plays a critical role in optimising busbar designs for production. By incorporating DFM principles, Wieland is able to produce high-quality overmoulded busbars that meet the stringent requirements of modern electrical applications.
EXPERTISE IN ELECTRICAL SOLUTIONS
Wieland has a rich history in the field of components, starting with its expertise in bearings for the automotive sector. Over the years, the company has expanded its focus, leveraging its extensive knowledge to develop innovative solutions for e-mobility.
Today, Wieland is at the forefront of innovation with its overmoulded busbars, offering solutions that meet the highest standards of quality and performance. To reach this position, Wieland is continuously expanding its know-how and investing in machinery for automated manufacturing,
Design for Manufacturing is crucial to overmoulded busbar engineering
assembling, and EOL-testing of overmoulded busbars. The company’s capabilities in this area demonstrate its commitment to advancing technology and supporting the evolving needs of the electrical and automotive industries.
PIONEERING THE FUTURE OF E-MOBILITY
With their complex geometries, high energy densities, and robust construction, these components are integral to the efficiency and reliability of today’s electrical systems. Wieland’s history and ongoing commitment to innovation position the company as a leader in the field, continually advancing the capabilities of overmoulded busbars to support the future of e-mobility and beyond. By continuously pushing the boundaries of what’s possible, Wieland ensures that overmoulded busbars will remain a cornerstone of modern electrical applications, driving the next generation of technological and energy solutions.
Hans-Christian Hecht, Technical Marketing eMobility at Wieland. www.wieland.com
A render of the IMI VIVO electrolyser
HYDROGEN POWER
Making a success of hydrogen-powered fleets with a novel electrolyser solution
Try and cast your mind back to COP28’s agreed text published at the summit’s conclusion. It might be difficult to remember but there’s an important passage around point 39. Here, you will find reference to “lowcarbon hydrogen production” and its value for replacing “unabated fossil fuels in energy systems.”
While not referencing it directly, this is recognition of electrolysers and the role they will play in the world’s energy transition. It’s a technology that continues to embed itself across manufacturing, heavy industry and
Electrolysers will play a key role in the world’s energy transition
transport – with the latter being a particularly challenging environment, both practically and commercially.
IMI has directed considerable resource at this particular issue in recent years, culminating in the
Electrolysers running on renewable electricity offer one viable route for the acceleration of low-carbon transport
creation of its own electrolyser solution. With this technology, the company now has a stronger understanding of hydrogen powered fleets and what’s needed to make them a success. So, what are the learnings from this work?
DECENTRALISATION WILL BE CRITICAL
Centralised hydrogen production would look similar to the way grid electricity is generated and distributed today. In theory, each country would have one or a handful of large-scale facilities dedicated to making the fuel, which would then be transported via pipework or delivery vehicles. Basic economics tells us that production costs tend to decrease with scale and hydrogen is no exception to the rule. At first, this appears the best argument in favour of the centralised model, removing affordability as one of the major barriers to widespread adoption. Working this way, however, increases storage and transportation costs.
Decentralisation, on the other hand, would see a vast network of smaller-scale hydrogen production facilities aided by on-site electrolysers. Production costs would be higher in this scenario but the cost of storage and transportation would be lower. It’s not difficult to see the advantages this offers commercial transport, which relies on consistent supplies of fuel across large geographical areas to succeed. Electrolysers running on renewable electricity offer one viable route for the acceleration of low-carbon transport. New proton
exchange membrane (PEM) models, such as those developed by IMI, are capable of responding quickly to the changing profiles of available power, making them ideal partners for intermittent renewable energy sources. They also create relatively pure hydrogen, which is needed for both fuel cells and H2 combustion engines. These arguments seem convincing but there is still some way to go before they are undeniable. Renewable contributions to the grid continue to rise and both businesses and local authorities are beginning to understand the opportunities presented by distributed energy resources (DERs) and microgrids. Yes, capacity needs to increase substantially, but the direction of travel is promising for decentralised hydrogen production in service of lowcarbon commercial transport.
A DIVERSE VEHICLE MIX
Increasing the share of fuel cell vehicles would create knock-on benefits for existing infrastructure. Electrification driven by the growth of battery-powered transport will place beleaguered national grids under extra pressure. The UK’s grid, for instance, has been stretched to the point where it’s now having a measurable impact on economic development. Green hydrogen still requires renewable electricity and the wide-scale deployment of electrolysers would certainly contribute to increased demand. However, decentralised assets using solar power could be used
during the day when there is typically an excess of sunlight, idling at night when grid load can only be served by fossil fuels, nuclear and other sources of energy.
IEA estimates show the global energy use of heavy-duty vehicles is roughly three times the total global production of hydrogen. Clearly this imbalance needs addressing. Still, most planning scenarios have yet to fully recognise the potential impact and growth of on-site hydrogen production. This will change the game.
ON-SITE PRODUCTION
It’s important to point out that electrolyser technology is already having an impact at larger industrial facilities. However, the size of these solutions – operating at 10MW up to 1GW – mean they are only suitable to the biggest names in industry. As such, modularity, scalability and affordability will be key to ensuring clean hydrogen can be fully harnessed in the transport and logistics sector. This is why electrolysis, made possible with turnkey solutions, will be critical moving forward. Some PEM electrolysers, such as those from IMI, can be implemented in modular turnkey confi gurations with the addition of fuel cells and storage systems depending on customer specifi cations and local regulations. This is an advantage for fl eet operators in remote locations as it eliminates the need for fuelling infrastructure to develop before hydrogen can be used. It also helps in urban environments, where limited space, planning and major groundworks can all present a signifi cant challenge.
Storage of this kind can also make the hydrogen market more resilient to the kind of shocks seen throughout the energy market in 2022. Decentralising production lowers the supply chain’s exposure to unforeseen changes, giving businesses access and guarantee of a minimum service level even when market conditions are unfavourable.
Andrea Pusceddu is Business Development Director at IMI www.imi-critical.com
Electrolysers are beneficial for fleet operators in remote locations
CHARGING CHALLENGES
Implementing EV charging infrastructure presents numerous challenges. Here’s how finding the right solutions can ensure successful return on investment
In 2024, the UK electric vehicle (EV) charging market has continued to experience growth in line with the developments achieved in previous years. Since March 2023, another 19,096 public charge points were added to the UK network – a 47% increase. More and more businesses are now looking to reap the benefits of adding EV charging infrastructure, a strategic investment allowing them to cater to growing demand.
The process of implementing EV charging infrastructure does present some challenges, however, and finding the right solutions is key to ensuring a successful return on investment (ROI).
BALANCING UPFRONT COSTS WITH ROI
There are many factors to consider before making a commitment, and this is to ensure success in the long term. First off, the upfront cost of procuring and installing EV charging stations may seem daunting for many businesses. There are also ongoing operational expenses such as electricity consumption, maintenance and potential subscription fees for network services.
However, this shouldn’t be a deterrent. The ROI in the long-term is undeniable, both in terms of savings and potential extra revenue from charging services. There are also other benefits that can, and should, be an incentive for businesses, despite these being less tangible, such as attracting new customers, increasing employee retention and enhancing brand image.
EVALUATING LOGISTICS
Space constraints may also become an issue, making optimising the use of available space instrumental. Where business owners are planning to utilise
existing parking facilities, they should consider specific factors carefully, such as the quantity, type of charging point and accessibility.
It is vital that fair access is ensured for all users, making optimising the layout of parking facilities instrumental, such as providing offsite charging points where possible.
ELECTRICAL INFRASTRUCTURE UPGRADES
Upgrading existing electrical infrastructure to accommodate EV charging can prove to be challenging for some businesses. This is particularly the case for those operating in older buildings or with limited electrical capacity, leading to the need for significant updates.
This may entail electrical panel upgrades to support increased power demand, wiring upgrades to accommodate the new charging stations, installation of additional electrical circuits for each charging station, and potentially upgrading transformers. It is vital that bespoke solutions are implemented, which makes partnering with the right electrical engineering professionals instrumental. By conducting assessments of existing electrical infrastructure to identify necessary upgrades, determining capacity requirements, and recommending the most budget-appropriate infrastructure upgrades, these experts can advise on the best ways to optimise existing infrastructure.
WHAT ABOUT PERMITTING AND REGULATORY COMPLIANCE?
When it comes to compliance, there is an intricate web of regulations and
requirements, both at a local and national level, making acquiring the necessary permits and approvals for installation a time-consuming and complex process. Business owners would have to consider elements such as zoning ordinances, building codes, environmental regulations and utility interconnection agreements.
It is vital that business owners stay informed about any updates or changes to regulations that may impact EV charger installations. In doing so, they may also benefit from finding new incentives or grants for EV charger installations.
INVESTING IN THE FUTURE
Businesses stand to reap numerous benefits from investing in EV charging infrastructure, including attracting new customers and employees, bolstering sustainability credentials, and contributing to the transition towards cleaner transportation alternatives. Though there are some hurdles involved in the process, business owners can benefit from a thorough strategy for scalability prior to investment.
Demand will continue to grow and being prepared with adaptable and scalable charging solutions is an important part of the process. When thinking about how to be prepared for the future, business owners should consider integrating smart charging technology to optimise charging schedules and manage load demand, helping avoid future retrofits.
Robert Byrne is Operations Director at adi Vehicle Charging Solutions www.adiltd.co.uk
SPEEDING TO MARKET
Aerodynamic optimisation of electric vehicles
How are traditional automotive technologies in body structures and chassis staying relevant in the EV revolution?
As more and more OEMs pivot towards electric vehicle (EV) product lines, design and engineering service providers must also adapt their offerings to meet the new EV demands on traditional automotive technologies, such as body structures and chassis.
Vehicle range, speed to market, packaging, safety, architecture and manufacturing costs are all key considerations for EV design that require significant preparation. One automotive design and engineering service provider, Contechs, is ready to meet these requirements head-on.
CHALLENGES FACING EV DESIGN
“The EV market is still very turbulent, with sales numbers going through peaks and troughs, according to published statistics,” says Iain Trueman, Electrical and Electrification Director at Contechs.
“One area that’s really key is to have quick turnaround, and this is where we see many of our
customers will have to be flexible to change. Programmes can’t have the traditional timeline of four years. So, companies need to be flexible with their development and build this in early on. This also leads into speedto-market, which is really crucial.”
Unsurprisingly, range remains a crucial challenge for OEMs within their EV development journey, from light electric vehicles (LEVs) all the way up to heavy-duty HGVs.
“Range is very much a customerdriven requirement, and OEMs must look at the key considerations they need to take into account in order to improve this, such as how range differs between vehicle types,” Trueman continues. “Companies have tried to fall back on traditional methods used in internal combustion engine (ICE) vehicles, where saving weight was the primary target. But designing for an EV is completely different, and sometimes it can be difficult to get people to think differently and be open to new technologies that are out of their comfort zone. You need to be able
to change your strategy for developing these types of vehicles to keep up with the rapid pace of development.”
IMPROVING RANGE
Whilst the development of battery density has played a significant part in increasing EV range thus far, the importance of vehicle efficiency remains a critical area of vehicle development. Contechs has therefore identified three primary areas affecting EV efficiency: powertrain efficiency, aerodynamic drag and vehicle mass.
“Contechs started looking at powertrain efficiency,” explains Trueman. “We looked at rolling resistance and internal resistance of the motors, but also the aerodynamics of the vehicle, which is one of those ‘wins’ that you can get a huge amount of benefit from, for very little. This approach needs to be instigated from the very early beginnings of the development phase, not included as an afterthought at the end of the process.”
Due to the efficiency of EV motors and regenerative braking, aerodynamic performance becomes a more significant factor than mass in EVs, if range is the primary consideration. Based on Contechs’ internal vehicle simulations for an EV SUV, a reduction of 0.1Cd (a measurement of aerodynamic drag) resulted in the same range improvement as a mass reduction of 560kg.
“Boat tailing, wheel and braking geometry, panel sealing and powertrain cooling are all key areas where aerodynamic drag can be reduced,” Trueman says. “We can engineer really small, thin structural areas to bleed pressure and control vortices, design alternative load paths and closed wheels to support aerodynamic optimisation in the early phases that can make huge differences and increase range.”
INTEGRATING COMPOSITES
The advantages of composite materials are being increasingly leveraged to enhance aerodynamics through thin structures, deep draw geometry and optimised stiffness.
“Composites can be used for a lot more than just saving weight,” Trueman offers. “Because they have a fundamentally different structure, you can get composites to do things that your traditional metals and polymers can’t, while being a lot stiffer. However, it’s about understanding the right place and application on the vehicle to use composites, and where they can be used in combination with materials like
advanced aluminium alloys and highstrength steels to make big differences. These applications might not always be the ‘sexy’ things everyone likes to shout about – take a wing mirror for instance – but these are often the areas that make the big difference.”
SPEED TO MARKET WITH SIMULATION
Compressed OEM timing plans mean speed to market is crucial, however traditional methods in body and chassis design and manufacture involve long lead-time CAE simulation and physical prototypes. To bypass this challenge, Contechs is researching and deploying topology simulations and deep generative models driven by Large Language Models (LLM) that allow body and chassis engineers to generate over 100 iterations per minute.
“These technologies allow us and our customers to work through design
The advantages of composite materials are being increasingly leveraged to enhance aerodynamics
changes much quicker and reduce the back-and-forth of numerous iterations and changes,” Trueman says. “All of these prediction tools allow greater visibility so you can make more informed design decisions earlier on in the process.”
Contechs foresees machine learning algorithms will play a pivotal role in optimising EV designs, and is now working towards implementing these technologies on future projects. These algorithms can analyse vast datasets to consider factors such as material properties, package, crash, and structural performance, and identify patterns and correlations within previous body and chassis data to generate optimised designs. In addition to minimising cost and material usage, this approach could also reduce the number of engineering iterations required to deliver a vehicle programme.
CFD simulation of electric vehicles
AI generated vehicle engineering
POWERING UP
Electric vehicles have a weight problem. Here’s how enhancing converter power density and flexibility can deliver more range and faster charging
Based in Andover, Massachusetts, Vicor has been developing and manufacturing high performance power modules for crucial industries since 1981, from communications and computing to defence and robotics. Over the last six years, the company has branched into the transport industry as it undergoes an era of electrification to deliver compact, power-dense DC-DC power conversion devices to aid the transition to electric vehicles (EVs).
“If you’ve been following automotive, you will know that EVs have a weight
problem,” explains Greg Green, Director of Automotive Marketing at Vicor. “They’re heavier than standard vehicles by 15-33%, which causes a number of issues. So, there is a lot of work ongoing in the automotive segment to lighten the cars. The other thing is that adoption has plateaued for several reasons. One of these reasons is that consumers looking to adopt EVs are really looking for about a 540km range, and the average right now is around 100km or so short of that. So, that’s causing people to second guess whether they are ready to switch to an EV or not.”
However, reducing the weight of an EV is not an easy thing, as Green concedes. “There are several approaches to taking the weight out of a vehicle: Downsizing or lightweighting the battery pack, eliminating low voltage batteries and downsizing DCDC converters. Since the mid-sixties, the automotive world has been a 12V world. However, 48V is of interest because electrically you have to get under 60V to be considered safe, but it also gives you room to go over or under voltage. The Tesla Cybertruck was rolled out as the first to have a large amount of 48V power systems
The high-performance power modules
in it, which got everyone excited, and since then we have seen a lot of movement in this area.”
HOLISTIC APPROACH TO ARCHITECTURE
To address these challenges, Vicor has identified several key areas where its technology can have a significant impact. Through its highly power-dense conversion devices, the company is working to enable downsizing of the battery pack, eliminating low voltage batteries, downsizing the DC-DC converters, integrating smaller DC-DC into the battery housing, and introducing 48V zonal architecture.
“We use a process of power conversion called zero voltage switching, which is very fast,” Green explains. “This means we can go from zero power to full power at a rate of eight million A/s, taking power from the high voltage battery and converting it to 48V and running it to a load faster than if you had a standard 48V or 12V battery feeding that load. This is important because there’s no lag, which allows you to get rid of the low voltage battery or drastically downsize it, and this can take about 10kg of weight out of a vehicle.”
The other aspect Vicor focuses on is downsizing the DC-DC converter. “We take 3-5l systems and downsize them to 1-1.5l of space,” Green adds. “In passenger cars in particular, space is critical, but even with larger vehicles, using less space gives you more flexibility in the layout design of the vehicle and can bring other efficiencies. As a demonstration, we looked at the Tesla Model X, which has one of the best power-to-weight and power-to-volume ratios, and Vitesco’s new fourth generation system. We found that our system would be two to three times better than both of those in terms of its efficiency and its power-to-weight and power-todensity. Our system brings the DCDC converter down to a size that an engineer can comfortably imagine putting inside a battery housing.”
Essentially, Vicor’s approach enables the DC-DC converter to be downsized and tucked away in one of the corners of the battery housing, which saves weight through removing the need for a metal housing around it and makes
use of the existing cooling system in the housing to cool the electronics. From a safety perspective, the approach also reduces the number of high-voltage power cables coming out of the battery housing.
We use a process of power conversion called zero voltage switching, which is very fast
48V ZONAL ARCHITECTURE
As Green explains, 48V zonal architecture was first discussed in the late 1990s with the emergence of the first hybrid EVs as a potential path to maximising thermal efficiency. However, the technology had not seen much development until Tesla brought out the Cybertruck last October.
“The reason for this is that the majority of alternators are 12V or 24V,” says Green. “The engineering and testing costs to change those
48V zonal architecture
efficiently with a 48V design
alternators was quite steep, and so there was resistance to it. But, if you go to plug in an EV or hybrid vehicle, you automatically have a high voltage battery. When you think of it from a system perspective, it’s easier to conceive that we should be running 48V coming off the high voltage. 48V wires are about 10% of the diameter and weight of a 12V wire, and voltage kind of equates to pressure: low pressure means you need bigger pipes, high pressure means you can use smaller pipes. So, 48V is higher voltage, and higher pressure. You can use smaller wires which weigh less, and which also use far less copper than a 12V wire. And then, thermal losses are also dealt with more efficiently with a 48V design as you’re able to run the 48V to multiple points in the vehicle and locally convert it to 12V power needed across the vehicle. This drives benefits for weight and cooling complexity throughout the whole EV.”
SMALL DEVICES DELIVER HUGE IMPROVEMENTS
When you add all these elements together – removing the low voltage battery, downsizing the DC-DC converter and introducing 48V zonal architecture in the wiring – Vicor calculated engineers could save around 18kg of weight per vehicle.
“That is a really substantial saving in an industry that generally fights over single grams,” Green says. “But what does this really mean for people who operate the vehicle? Well, we figured out that if you reduce the weight of a vehicle by 18kg, you can add 1-2.5km of range, which doesn’t seem like a lot. But, if you could then add 18kg of battery cells due to that saving, you would increase the range by 5%. This lifts us much closer to that sweet spot that consumers are looking for to make the leap to adopting EVs at passenger car level. The same thing
would be true for larger vehicles, in fact the argument may even be stronger in commercial vehicles where saving 18kg could mean you can haul 18kg more in cargo or passengers.”
With this in mind, it’s clear that Vicor’s higher power density DCDC converter modules have the potential to provide both flexibility and efficiency into the power delivery network, supporting integration into the battery due to their smaller size and reduced heat emissions.
“EV manufacturers can take advantage of these benefits to reduce vehicle weight and move closer to the 540km range sweet spot that will ultimately help to speed up EV adoption,” Green concludes.
Thermal losses are dealt with more
Adequate venting solutions are crucial in avoiding thermal runaway
NEED TO VENT ?
Fast and controlled venting enables effective protection of the housing, the battery, and the vehicle in case of a thermal event
A‘thermal event’ or ‘thermal runaway’ are interchangeable terms commonly used to describe the sudden and rapid heating of battery cells due to a defect such as mechanical damage, an electrical short circuit, or overload. This can occur especially in the powerful batteries that supply the propulsion energy in electric vehicles (EVs).
Thermal runaway causes large amounts of gas to form inside the battery housing which leads to an uncontrolled and rapid rise in pressure with serious consequences, such as the complete destruction of the traction battery and even the entire vehicle. Minor pressure differences between the interior of the housing and the environment can also pose a threat to the battery’s integrity and performance.
As a result, adequate venting is crucial to ensuring the protection of EVs, their components, and their passengers.
NEW VENTING SOLUTION
To help avoid instances of thermal runaway, the Prädifa Technology Division of motion and control technology developer Parker Hannifin has introduced CliPHvent, a new generation of vent valves for EV battery housings. In the event of pressure differences between the interior of a housing and its environment, as well as when sudden overpressure occurs inside the housing, CliPHvent ensures controlled pressure compensation, or fast venting. This is particularly important in case of a thermal event in the traction batteries of EVs.
CliPHvent vent valves enable fast venting via an integrated seal in order to protect the battery housing and increase the safety of the traction battery. In the case of thermal runaway in a single battery cell, the valves can prevent the dreaded ‘domino effect’ of the event spreading to adjacent cells followed by rapid propagation across
the entire traction battery, leading to its complete destruction.
COMPENSATING FOR MINOR PRESSURE DIFFERENCES
Minor pressure differences between the interior of the battery housing and the environment due to air pressure or temperature changes can be compensated for via a speciallydesigned membrane. Parker’s Aspire membranes are water and oil-repellent – meeting IP6XK, IPX6K, IPX9K, IPX7 and IPXXB requirements – in order to provide reliable protection against the ingress of external liquids and dirt.
Meanwhile, the compact design of the vent valves enables easy snap installation without the use of tools on the battery housing or inside a bore.
LIGHTEN THE LOAD
Thought given to material selection and component design has kept weight down on this new electric vehicle. Jon Lawson finds out how it was done
If you were tasked with designing a small autonomous vehicle perfectly suited to urban mobility, what material would you opt for to ensure its lightness? Aluminium? Composite? How about steel?
That’s the main construction material of choice for the appropriately entitled Steel E-Motive autonomous ride-sharing concept electric vehicles (EVs) created by WorldAutoSteel, a consortium consisting of 18 industry firms. Intended to offer mobility as a service for four passengers in the short wheelbase version, or up to six
with the larger version, the machine is a response to increasing urbanisation and a desire to reduce pollution and save commuters money.
George Coates, Technical Director at WorldAutoSteel says, “Because steel has been around for so long in the auto industry some may feel it’s old-fashioned. Nothing could be further from the truth, we speak to OEMs and universities all the time and because the material now offers so many properties there is a resurgent interest.”
So exactly how has the use of steel contributed to making this vehicle
light? Coates explains, “We have access to a portfolio of 64 different grades of advanced high-strength steel (AHSS) and we were able to use 12 different thicknesses of material for the vehicle. For some sections where we wanted extreme lightweighting we were able to go as thin as 0.5mm because of the very high strength properties. We are also using a variety of different fabrication processes, other than conventional stamping, so we are using roll forming, roll stamping, hydroforming and hot stamping, these processes allow the metal to be thinly produced very
The battery carrier unit is 37% lighter than an equivalent benchmarked unit
uniformly offering greater ductility and design flexibility.”
The battery carrier structure is a good example of this philosophy, being 37% lighter than an equivalent benchmarked unit with only three quarters of the manufacturing cost. Coates explains, “It’s lighter because of a combination of material choice and design. Rather than just make a box, the upper part of it is actually the floorpan and the lower part is a frame assembly made of crossmembers, longitudinals and a 3-piece bottom plate. What this does is eliminate several different parts in the structure. We’ve used these techniques in the design of the doors, by eliminating the B pillars and replacing them with tubes inside the door, creating a mass saving. Because of the scissor design of the doors, we were able to eliminate the entire body-side outers.”
Another aspect of the vehicle’s design concerned the roof, where the consortium also managed to shave
off a few pounds. “Glazing isn’t light,” confirms Coates. “However, we looked closely at the roof design and came up with what we call the ‘Union Jack’ where design and styling worked together to create an exoskeleton look, and by selecting the right grades of steel we managed to save mass, use less steel overall and create an open, airy cabin atmosphere.”
It was in keeping with the original design brief that passengers didn’t feel claustrophobic in what is ultimately a relatively small vehicle.
Speaking of passenger comfort, thought has been given to acceleration and deceleration characteristics, what Coates refers to as “drive-cycle smoothing.” What’s more, the simulations which have been performed based on the vehicle having connectivity to other vehicles and infrastructure (such as traffic lights) show a 15% reduction in emissions.
MAKE THE GRADE
Coates observes, “When it comes to lightweighting the philosophy was simply to use smart applications of the different steel grades available. Given the strength levels we had access to, we’ve certainly been able to take mass out of the structure. Also, with the optimisation routines available via CAD, CAE and simulation tools like AutoForm, we relied on all the typical engineering tools to keep the weight down. On this project we didn’t spend a lot of time with artificial intelligence, but this is going to become a major element in the design of future vehicles, as it matures and becomes more efficient it will help us make better decisions about where mass is located on-board. Also less waste at the production stage reduces the vehicle’s overall carbon dioxide footprint, which is becoming much more important with OEMs today, who are beginning to account for and report life-cycle emissions. This is where steel applications win, because we produce between one seventh and one twentieth fewer emissions during production compared to alternative structural materials.”
The project has moved beyond the modelling stage, and a quarter and one third scale mock-ups have been 3D printed to tour the world’s engineering shows. Coates reports lots of interest from manufacturers keen to enter the robo-taxi market. “Because the thing is fully developed at a concept level,” he notes, “Companies can pick and choose the bits they want. This is especially important for start-ups who can save months in design time. We have come together to produce a detailed 500-page engineering report so interested parties can download it free-of-charge to assist with their manufacturing processes. It’s proving popular with hundreds of downloads.”
Looking ahead, the consortium envisions many thousands of these types of vehicles on the road by 2030.
TESTING TIMES
A new energy storage development centre is providing an innovative modular and flexible testing environment for electric vehicle technologies
Energy storage systems are playing an increasingly crucial role in ensuring grid stability and reliability as the uptake of renewable energy sources increases, with REPowerEU foreseeing 72% of power generation coming from renewables by 2030. Energy storage solutions manufacturer Socomec is aiming to support this transition with its new multimillion-euro energy storage development centre near Strasbourg in France.
The Energy Storage System (ESS) Grid Lab will not only develop novel technologies for grid security,
resilience and reliability, but will also provide a fully equipped testing environment for electric vehicle (EV) charging infrastructure and battery performance.
“The platform is dedicated to energy storage system developments, and is open to our customers for training,” says Flavien Martos, Product Development Manager – Energy Storage Solutions at Socomec. “EV chargers are a booming application, and so we have implemented a dedicated Electric Vehicle Charging Infrastructure (EVCI) platform on-site with the capacity to work both on and
off-grid. The idea is to welcome major players in the EVCI industry to plug their chargers into our system and test them to gather information, provide analysis and deliver crucial insights such as what level of power is needed, or the level of autonomy needed in order to allocate the charger with a battery energy storage system.”
AN ON-SITE MICROGRID
The new 500m2 facility has been built to test the capabilities of a whole range of energy storage projects for customers that would be otherwise unfeasible to safely achieve on real-
EVCI render
world networks. On-site generators allow Socomec to simulate grids from across the globe, including different local voltage and frequency types, helping to ensure that the projects its customers are testing will be successful before they are installed in the real world.
The grid lab provides testing through its own microgrid of up to 3MW utilising the company’s scalable energy storage systems, SUNSYS HES XXL and SUNSYS HES L. The dedicated EVCI platform provides real EVs and DC fastcharging infrastructure to replicate real-world scenarios.
“Through the EVCI, we can measure whether the technology is compatible with the grid in terms of infrastructure, energy loss and whether it disturbs the system,” Martos says. “We also focus on performance through maximising capacity and power of the EV chargers. Battery energy storage systems are made up of a lot of different components that must all be
TEST, SAFETY & SYSTEMS
compatible with each other and the grid. Then, when you add renewable energies, there are a whole lot of other components to take into consideration when adding in EV chargers and EVs. Our customers need to verify that all these components can work together.”
Many of Socomec’s customers who are using the EVCI platform are software developers looking to optimise their charging points and charging stations. “For these customers, one of the most common tests we do on the platform is checking the compatibility of their software with our system, the grid, and renewable energies, to be sure that the energy is used at its maximum every time, and at the cheapest price,” Martos adds. “So, we need to check that batteries can charge with solar panels when there is a lot of sun, we need to check batteries can charge at night when electricity is less expensive than during the day or peak hours. And, we need to check that the EV can be charged at full power at anytime.”
ANALYSING BATTERY PERFORMANCE
Another important aspect of Socomec’s EVCI grid is battery analysis, to give customers a deeper insight into the performance of their product. “Battery technologies is a continuing activity undertaken by our research and
development team,” Martos says. “We analyse various values, temperature, cell voltage – all of the technical details required to maximise the energy the battery delivers. Currently, we are doing this for LFP batteries but in the future we plan to innovate with new battery technologies for greater efficiency and resiliency.”
The company is working hard on developing its artificial intelligence (AI) capabilities in order to provide more predictive analyses for battery systems, such as potential failures, ageing issues and return on investment (ROI).
“Our goal is to become more and more specialist in our applications, from on and off-grid modes, back-up systems, storage systems and so on,” Martos adds. “We will also continue to test new technologies, and we believe sodium batteries, for instance, will be one of these. We are also planning to integrate more intelligence and AI into the testing process. More than 1MW will be the next big market for battery energy storage systems and for EVs, so mega charging stations for buses and trucks will also become a big area of focus for us over the next year.”
The SUNSYS HES L energy storage system
SAFE SENSORS
How are sensor solutions being deployed for vehicle safety testing?
For over 60 years, the German safety testing provider
IABG has been carrying out simulations to monitor, analyse and secure the safe and smooth operation of vehicles, critical infrastructure and other assets. In 2011, the company began integrating specially adapted ASC accelerometers, which are primarily used in vehicle test benches and safety tests of components for energy production.
POWERING TEST RIGS
“We decided to use capacitive sensors from ASC after discovering that the piezo-electric sensors initially selected were unable to deliver the desired quality,” says Arbo Simon, Team Leader Vibration tests and Earthquake
IABG runs a state-of-the-art simulation centre near Munich to evaluate and ensure functional safety
Simulation at IABG. “We then looked for a specialist who was willing and able to support us with the right technical expertise and an ‘open mind’.”
Both companies have been partnering with the automotive industry for many years. As a leading provider of vehicle testing facilities, IABG runs a state-of-theart simulation centre near Munich to evaluate and ensure functional safety.
“This incudes vehicles and transport systems, as well as newly developed hitech components, systems and materials used in them,” Simon explains. “The technical quality and diverse range of ASC sensors, as well as the company’s great flexibility, allow them to explore new avenues with us and tailor solutions for our innovative test benches.”
The ASC 5711LN accelerometer
Setting the standard for precision and quality
Thompson friction welding machines set standards in terms of precision, dynamics, process control, and manufacturing productivity for the transport industry.
KUKA, as the OEM of Thompson friction welding machines, has the largest subcontract friction welding facility in the UK. Offering in-house testing and on-site metallurgical services with a fully equipped laboratory.
To discuss your requirements, please call 0121 585 0800 or email: frictionwelding. uk@kuka.com thompsonfrictionwelding.co.uk
TEST, SAFETY & SYSTEMS
AUTOMOTIVE SAFETY EVALUATION
IABG’s test rigs involved in automotive safety testing include the HyMAS (Heavy Multi-Axial Shaker), a multiaxis vibration rig for earthquake simulation and fatigue strength evaluation of heavy objects weighing up to 14 tonnes. In contrast, the LiMAS (Light Multi-Axial Shaker) is a multi-axis vibration test bench with combined environmental simulation for specimens up to 1,000kg, used in evaluating the environmental impact of objects or wind gusts.
IABG’s single-axis vertical vibration test bench SILAS-V (Single-Axis Shaker Vertical) helps verify the fatigue strength of mass-excited parts and components of up to 500kg under vibration loads up to 80m/s2, in a 0.5-200Hz frequency range, at temperatures from -40°C to 120°C. Finally, the vertical dynamic structural test bench VESPA is used in the comprehensive, combined testing and analysis of overall vehicle safety and reliability.
LOW-NOISE DENSITY FOR SEISMIC ACCURACY
“Across our test rigs, we analyse the impact of acceleration forces from less than 1m/s2 continuous vibration load all the way up to 2,000m/s2 peak acceleration,” Simon says. “These highprecision sensors register dynamic (AC) and constant, static accelerations (DC) and thus operate from nearly 0Hz.”
The triaxial capacitive low-noise (LN) accelerometers of the ASC 5711LN series, which are specially configured to meet the needs of the various applications at IABG, have very low noise density even in high measuring ranges of +/-200g. In combination with the MEMS-based sensors’ excellent response behaviour, this leads to feasible resolutions of only a few millionths of gravity (µg).
COMPLEX VEHICLE TESTS
In difficult off-road conditions on test tracks, for example, truck or commercial vehicle brakes can be
subjected to up to 90 times the acceleration of gravity. Using ASC sensors, the SILAS-V test bench can simulate similarly extreme loads. The test is carried out using purely vertical accelerations of a maximum of 600m/s2 to precisely analyse components weighing up to 40kg.
In the context of modern mobility concepts, design requirements for vehicles are becoming increasingly demanding. Reliability and safety are crucial for increasingly complex vehicles and their growing range of functions. IABG’s VESPA test bench evaluates and ensures these parameters for vehicles of all kinds of drives.
The VESPA combines test types of operational stability, fatigue, vibration and noise analyses of vehicles with conventional and electric drives. Customers can choose from a wide range of services to be individually tailored, from fatigue strength tests on car bodies and motorcycles to the monitoring of electric vehicle behaviours, noise interference analyses and the simulation of ageing processes for vehicle components under harsh climatic conditions, as well as solar simulation or the impact of simultaneous exposure to vertical vehicle excitation.
STABILITY AND LONGEVITY
“Most of our applications are in the range up to 200Hz. For this, we use a sampling rate of over 2kHz to be able to record all relevant data,” Simon explains. The sensitivity of the sensors used played a major role here. “The DKD calibration capability of ASC’s sensors is also critically important for us as an accredited laboratory.”
This also applies to the operational stability of the sensor technology in use. “ASC sensors’ easy handling and installation, their lightweight but robust housing, flexible usage between our test benches and DKD calibration are decisive advantages. As we aim for good availability of our test rigs, sensors of high accuracy with a long, stable service life are of the essence,” Simon concludes.
The LiMAS multi-axis vibration test bench
LASTING BONDS
Permanent bonding tapes offer an efficient and reliable solution to demanding assembly challenges in transportation applications
Constant vibration; shock loads; wide temperature fluctuations; exposure to strong sunlight, water and contaminants: component bonding in transportation applications is always challenging. In addition to these demanding performance criteria, engineering teams must address a wide range of stakeholder requirements. Design teams and customers want fastening solutions that are aesthetically pleasing and maintenance-free. Manufacturing engineers want solutions that are fast and reliable in production.
These competing demands can be difficult to balance with traditional fastening techniques. For example, screws, rivets, and other mechanical fasteners can be visually obtrusive. And every extra hole is another place for leaks, corrosion spots or cracks to develop over the life of a vehicle, for example. Liquid adhesives can be messy to apply, and slow cure times can cause unwanted delays or added complexity in production.
ALL ON TAPE
For OEMs and suppliers in the transportation industry, the tesa
ACXplus line of permanent adhesive tapes offers a solution for a wide range of demanding assembly applications. Tape can be applied quickly and cleanly, and its immediate handling strength enables short cycle times and straightforward production sequences. Tape bonding creates strong and reliable sealing against dust and moisture in a single operation. The unique construction of tesa ACXplus offers several additional benefits appreciated by users in the transportation industry and proven in application. ACXplus tapes have a core of durable acrylic foam, up to 4mm
The tapes provide strong bonds to withstand vibration, shock loads, temperature fluctuations and environmental exposure
ACXplus tapes ensure durable, waterproof and visually appealing bonds
thick as standard and available to order in larger thicknesses. The high density of this foam, compared to polyethylene foams and similar materials, gives ACXplus its superior strength. The foam also has viscoelastic properties that allow the tape to conform to variations in the shape of the bonded components, ensuring a secure, sealing bond even over long splices and large components.
In service, the viscoelastic properties of acrylic foam allow tesa ACXplus tapes to accommodate movement due to differential thermal expansion. This helps maintain joint integrity during rapid temperature changes, even when the bonded components are different materials with different expansion characteristics. In addition, the foam layer provides excellent vibration absorption. This reduces sound transmission and helps protect components from the long-term effects of continuous vibration.
ROLL RANGES
The tesa ACXplus line has been designed to meet a wide range of bonding applications across a variety of industries. Tapes are available in black, grey, or white as standard colours, as well as a highly transparent
variant for glazing applications. Halogen-free tesa flameXtinct 4506x is a white tape with proven flameretardant properties. Tesa ACXplus products are weather, temperature and UV resistant, making them suitable for a wide range of industrial applications.
Tape solutions also offer a high degree of flexibility in production. They can be applied from rolls or spools up to 800m long, ideal for large parts such as interior trim or truck roof installations, or they can be diecut for precision applications such as emblem mounting.
Based on decades of experience in tape application, tesa has developed a comprehensive range of specialised tools and production equipment designed to maximise the reliability and productivity of operations. The company’s solutions range from simple hand tools to equipment for fully automated application in highvolume production environments. The firm’s application engineers work with customers to determine the optimal system of tapes, tools, and operator training to meet their unique product and production requirements.
The tesa ACXplus line of permanent
adhesive tapes provides a versatile and efficient solution to the complex demands of transportation applications. By meeting the challenges of vibration, shock loads, temperature fluctuations and environmental exposure, these tapes provide strong and reliable bonds that enhance the overall integrity and aesthetics of vehicles. Their ease of application, immediate bonding strength and compatibility with various manufacturing processes offer significant advantages over traditional fastening techniques.
With the added benefits of viscoelastic properties and excellent vibration absorption, tesa ACXplus tapes ensure durable, waterproof and visually appealing bonds. Backed by tesa’s extensive experience and special tooling solutions, ACXplus is designed to meet the diverse needs of transportation OEMs and also their suppliers.
Semjon Schluger is Regional Market Manager at tesa. www.tesa.com
ACXplus tapes enable strong and reliable sealing against dust and moisture in a single operation
ELECTRIC TAKES FLIGHT
This integrated actuation power solution aims to simplify the aviation industry’s transition to more electric aircraft
The integrated actuation power solution
As the aviation industry continues to pursue ever more ambitious sustainability and decarbonisation goals, the requirements for the latest, most efficient and lowest-emission aircraft are becoming more demanding. As the trend towards More Electric Aircraft (MEA) continues to grow, aviation power system developers are making the transition to electric actuation systems.
One company leading the way in this field is Microchip Technology, which recently announced its new integrated actuation power solution designed to provide a plug-and-play all-in-one option for aircraft electrification. The solution combines companion gate
driver boards with the company’s expansive Hybrid Power Drive (HPD) modules in silicon carbide (SiC) or silicon technology with a power range of 5kVA to 20kVA.
“The plug-and-play solution reduces the design time that would otherwise get spent on development of the drive board, testing, and engineering effort in matching the power module to the driver,” says Amit Gole, Product Marketing Manager for Microchip Technology’s integrated power solutions. “Microchip’s integrated solution encompasses the SP6HPD power module that comprises the three-phase inverter, solenoid driver, brake switch and inrush current
for actuator applications for flight controls and a companion gate driver to drive the power module with required protection features.”
PLUG-AND-PLAY
Microchip has amassed years of experience in understanding aviation actuation applications to provide both customised and standard solutions. The company’s new all-in-one motor drive solution is suitable for the electrification of systems such as flight controls, braking and landing gear. The solution is designed to scale based on the requirements of the end application, from smaller actuation systems for drones to high-
Microchip has amassed years of experience in understanding aviation actuation applications
power actuation systems for Electric Vertical Take-Off and Landing (eVTOL) aircraft, MEA and allelectric aircraft.
“The integrated solution comes in different variants to suit the needs of the customer from 5kVA to 20kVA with the same footprint and reliability required for aviation, such as high thermal performance, low-weight and low-profile design, and cost efficiency,” Gole explains. “For further customisation the power solution is available in IGBT and SiC.”
Essentially, the solution removes the need for customers to design and develop their own drive circuitry,
which can reduce design time, resources and cost. The gate driver boards are driven with external PWN signals based on Low Voltage Differential Signalling (LVDS) compliant with TIA/EIA-644 for low Electromagnetic Interference (EMI) and good noise immunity. The boards provide differential outputs for telemetry signals like DC bus current, phase current and solenoid current by taking feedback from shunts present in Microchip’s HPD module and DC bus voltage. The solution also provides direct output of two PT1000 temperature sensors available in the HPD power module.
Designed to optimise the size and power efficiency of actuation systems, the gate drivers can operate effectively at temperatures between -55°C and 110°C, which is critical for aviation applications that are often exposed to harsh environments. The isolated companion gate driver boards only require a single 15V DC input for the control and drive circuit; additional voltages needed are generated on the card. This significantly reduces the number of system components and simplifies system cabling.
OVERCOMING CHALLENGES
“While there are many semiconductor companies that provide solutions for commercial and industrial markets, the aviation sector needs highly durable and reliable products with unprecedented design excellence, but also at a cost-optimised price point,” says Gole. “The reliability standards for aviation are challenging, including but not limited to 50,000 feet altitude, -55°C, stringent vibration, humidity and shock test requirements. Few suppliers can meet these standards.”
Microchip’s new actuation power solution is tested to conditions outlined in DO-160, “Environmental Conditions and Test Procedures for Airbourne Equipment”, featuring multiple protection features such as shoot-through detection, short circuit protection, desaturation protection, Under Voltage Lock Out (UVLO) and active miller clamping.
“The aviation sector also needs the ability to provide both standard and customised solutions,” Gole adds. “This is a rarity and one of the gaps that many system providers lack to scale their operation. Microchip is uniquely placed to provide standard, modified and customised solutions. The company provides customers with added flexibility to either use only power modules or fully integrated solutions based on where they are in their development roadmap. Having this design freedom will help the aviation sector to truly scale.”
The value proposition of the actuation power solution
The actuation power solution is designed to provide a plug-and-play option for MEA
SIC SHIFT
IDTechX evaluates thermal material trends driven by SiC adoption in electric vehicle power electronics
The move towards 800V and above in electric vehicles (EVs) is well underway, with automotive OEMs such as General Motors, Hyundai and Volkswagen leading the way in this area. Facilitated largely by advancement in silicon carbide (SiC) MOSFETS, these platforms enhance efficiency by minimising joule losses and allowing for the downsizing of high-voltage cabling, thereby reducing weight. SiC MOSFETs possess an improved ability to support highfrequency switching at higher voltages and, in comparison to Si IGBTs, offer smaller die areas and higher junction temperatures which require more effective thermal management.
Observing this challenge, IDTechX Senior Technology Analyst Yulin Wang has produced a report on the adoption of SiC MOSFETs in EV power electronics, including various emerging thermal management strategies. These include transitioning to direct liquid cooling employing a pin-fin structure, using doublesided cooling, replacing solder alloys with silver or copper sintered paste, employing thermal interface materials with high thermal conductivity, and replacing aluminium wire bonds with copper alternatives.
THERMAL MANAGEMENT
New methods of thermal management are currently emerging, ranging from altering thermal architecture to utilising different die-attach materials and thermal interface materials (TIMs). According to Wang, this shift is likely to present significant opportunities in the thermal management market, propelling the annual market value of TIMs to surpass $900 million by 2034. TIMs are commonly applied between the baseplate and the heatsink. IDTechX’s report anticipates a surge in demand for TIMs with higher thermal conductivity due to the escalating heat flux of SiC MOSFETs. As of 2024, the typical thermal conductivity of such a TIM ranges from 2.5-3W/mK, with expectations for this to exceed 5 or 6W/mK in some cases by 2034. As a result, we could see a proportional rise in unit price alongside an increase in the market value of these types of TIMs.
DIE-ATTACH AND SUBSTRATE-ATTACH MATERIALS
Conventional die-attach and substrate-attach materials typically consist of solder alloys featuring
bondline thicknesses ranging from 50-100µm for the former and 100150µm for the latter. Despite their satisfactory performance, IDTechX has observed a growing preference for Ag sintering, led by major automotive OEMs such as Tesla. Ag sintering, in comparison to traditional solder alloys, offers superior thermal and electrical conductivity and enhanced bond strength among other benefits. However, due to its higher costs and processing times, Ag sintering is likely to see primary adoption in applications that really require its benefits, such as wide bandgap-based inverters.
As Wang states, the cost of Ag sintering can vary significantly due to a number of factors, with the cost of Ag sintered paste easily being five to ten times higher than that of solder alloys. Despite this, the report reveals a discernible trend towards replacing solder alloys with Ag sintering pastes from automotive manufacturers. To address the cost factor, Cu sintering is proposed as an alternative approach, Wang says.
Compared to Ag sintering, Cu sintering aims to offer similar performance but at a lower cost. However, IDTechX has not observed widespread commercialisation of Cu sintering technology in EV power modules as of yet. This could be due to the fact that, as a result of limited volume and technical challenges, the cost of Cu sintering currently often surpasses that of Ag sintering.
For further information, read the full report: ‘Thermal Management for EV Power electronics 2024-25: Forecasts, Technologies, Markets and Trends.’ www.idtechx.com
• Advanced Driver Assistance Systems (ADAS) and Autonomous Vehicles (AVs)
• Electric Vehicles (EVs)
• Hybrid Electric Vehicles (HEVs) and Plug-in Hybrid Electric Vehicles (PHEVs) • Infotainment
• Body Electronics
• Charging Stations
PLUG & PLAY HIGH POWER RMD series (150 - 1000W)
▪ Connect each train battery power system
▪ Verification reference test report with EN50155 approval available
▪ Full power from -40°C up to +85°C without derating. Cold start at -50°C!
efficiency up to 96,7% for highest lifetime and lowest power loss
mount
to handle with Cage Clamp Connectors
▪ Reduced weight and no encapsulation for vehicles with limited axle load
▪ Fully equipped without need of external parts
› Inrush Current Limitation, Input Reverse Polarity Protection & 10ms Hold Up Time on board, Remote Control & DC oK-Signal
› Powering sub-networks in parallel or n+1 redundancy with active current sharing
AUTOMOTIVE AMBIENCE
Introducing a new smart LED driver IC for ambient lighting in passenger vehicles
With enhancing the end-user experience becoming an ever more important focus for automotive manufacturers, ambient LED lighting has become a key design feature. Well-known OEMs now utilise ambient lighting extensively across their latest models to provide striking visual distinction, and maintaining a reliable supply chain is paramount.
LED driver manufacturer Melexis has extended its LIN RGB family with a new third-generation smart LED driver IC, the MLX81123. Built on the success of its predecessor, the MLX81113, the controller is designed to deliver cost-effective performance and reliability in small package.
“Ambient lighting has transitioned from an aesthetic option in high-end vehicles to a fundamental automotive feature, providing a new landscape for customisation and visual differentiation,” says Michael Bender, Product Line Manager of Embedded Lighting at Melexis. “This creates additional demand for automotive LED controllers. Our second-generation LIN RGB IC controllers have seen incredible success. The thirdgeneration MLX81123 takes existing strengths, miniaturises the solution and adds production capabilities. We deliver an unrivalled feature set at a price point that enables a roll-out across vehicle ranges from luxury to entry-level models.”
KEY FEATURES
The new MLX81123 features a small outline integrated circuit (SOIC8) and a small DFN-8 3x3mm packaging to enable the use of light in any location of the car, whereas before there were limitations due to space constraints.
Manufactured using cutting-edge silicon-on-insulator (SOI) technology, the controller’s miniaturisation allows for an increased number of ICs per wafer, delivering not only one of the smallest RGB LIN IC controllers on the
The MLX81123’s miniaturisation enables the use of light in any location within a vehicle
market but also a significant increase in production output volume – ready to fulfil the demands of the growing automotive ambient lighting market.
With common software design and pin-to-pin compatibility with the MLX81113, the MLX81123 can be easily integrated into existing designs, and replacement of current chips with the new controller is often possible without a full development cycle. The controller delivers RGB according to LIN 2.x and SAE J2602. For safety applications, it supports integration up to ASIL B under ISO 26262.
The controller’s advanced 16bit microcontroller unit (MCU) is equipped with 2KB RAM, 32KB of application-usable flash, and a system ROM with a bootloader and LIN driver. A built-in 512 B EEPROM allows for effective configuration, such as LED calibration coefficients, which are needed to ensure uniform cabin brightness and colour representation.
The MLX81123’s LIN system includes a transceiver and protocol handler, which facilitate the seamless connection between RGB ambient modules and the pre-existing network of the vehicle. Featuring four highvoltage I/O with free configurable current sources up to 60mA, the controller can support RGB and white LEDs from a wide range
provides precise colour and brightness control of any connected LEDs, meeting the demands of a variety of vehicle ambient applications such as door trim, accent, and interior cabin lights.
In sleep mode, the MLX81123 exhibits a typical standby current consumption of just 25µA and features a 28V jump start, as well as battery monitoring with over and under-voltage detection. The operating temperature is a wide -40°C to 125°C with a built-in temperature sensor for thermal monitoring, ideal for even the most demanding automotive environments.
ANALOG • DIGITAL • SMART
The evolution in sensor technology
Testing of cars, trucks, utility vehicles and motorcycles requires inertial sensors with high resolution as well as a robust and compact design. In addition to the capability of measuring very low frequencies and amplitudes, they must be resistant to vibrations and shocks, while taking up small installation space. Both accelerometers and gyroscopes, as well as inertial measurement units (IMUs) from ASC perfectly fulfil these demanding requirements.
asc-sensors.de
Fatigue Strength Test & Test Drives
E-Mobility and HV-Batteries
ADAS
Road Load Data Analysis Drive Comfort & Dynamics
SUCCESSFUL WORLDWIDE. AT HOME IN GERMANY.
MEMS accelerometers IMUs Gyroscopes
GEARING UP
This year’s IAA Transportation is set to welcome many new exhibitors to Hannover between 17-22 September, offering attendees the opportunity to experience first-hand the latest sustainable solutions in the road to a carbon-neutral transportation and logistics industry.
Deeming itself the leading platform for buses, logistics, commercial vehicles and the transport sector, the event enables visitors to test out the latest innovations, vehicles and usecases all in one place.
“IAA Transportation 2024 in Hannover is gearing up,” says Jürgen Mindel, Managing Director responsible for IAA at the VDA. “We are excited to showcase the industry’s innovative power to our visitors. The global interest from exhibitors in climateneutral mobility and sustainable commercial vehicles is evidently very high, indicating that the industry is fully committed to transformation. I am confident that in September in Hannover, companies will once again demonstrate impressively how their innovations are driving the industry and society forward.”
THE NUMBERS
With only a couple of months to go before the show kicks off, there are already 13% more exhibitor registrations compared to the same period in 2022. The 2024 edition will have a significantly increased international presence, with the proportion of international exhibitors rising to 70% led by China, Turkey and Italy.
Additionally, more than a quarter of exhibitors are showcasing their products and technologies at the show for the first time, including Tesla which will be displaying its Semi Truck from its headquarters in Austin, Texas. Returning exhibitors such as Mercedes-Benz Trucks and MAN will also be unveiling their latest innovations in Hannover.
“We are really looking forward to this year’s IAA Transportation in Hannover and the exchange with customers and partners,” says Karin Rådström, CEO of Mercedes-Benz Trucks. “Our highlight is the Mercedes-Benz eActros 600, which will go into series production at the end of the year. Before that, we send it on a journey of over 13,000km through more than 20 countries. E-services and e-consulting will also play an important role at IAA.”
COMMERCIAL VEHICLES
In addition to Mercedes-Benz Trucks, names such as BMC, BYD, B-ON, DAF, Ford, Ford Trucks, Iveco, Kia, Maxus, Piaggio, Renault, Scania, Toyota, Volvo and VW Commercial Vehicles will also present their latest innovations in the commercial vehicle segment. The event will feature prominent topics such as infrastructure, battery technology, software-defined vehicles and autonomous driving.
“For climate-neutral mobility in the transport sector, the innovative products of established manufacturers must be complemented by the expertise of software and battery producers,” adds Mindel. “It is clear that we are in a crucial phase of transformation, requiring collaboration among all stakeholders. IAA Transportation provides the ideal platform for this exchange on both national and international levels.”
Carbon-neutral transportation will be under the spotlight
Demand for more complex, customized parts is rising fast. Product cycles are shortening, traditional supply chains are evolving, and the importance of sustainability continues to grow.
Honorary sponsor
THE AM CAPITAL
Formnext, Europe’s largest additive manufacturing (AM) trade show, will once again return to the halls of Messe Frankfurt this November. During 19-22 November, the trade show will bring together all corners of the additive manufacturing industry under its overarching theme: The growing adoption of AM in an industrial context.
This year’s event will provide a platform for over 850 exhibitors to showcase their latest products, technologies, materials and software platforms to more than 32,000 visitors across four days. In addition to additive production systems, users from all relevant application industries will also find technologies along the entire process chain at Formnext, from automation solutions and novel materials to post-processing technologies and software that supports the design, planning and
production process of AM projects.
Alongside the exhibition, the event’s comprehensive conference programme will also take centre stage this year, giving attendees and visitors alike the opportunity for peer-topeer interaction to solve the biggest challenges facing AM adoption.
New for this edition, the Formnext Awards will recognise excellence in six key topics: Start-up award, Design award, Rookie award, R(E) volution award, Ambassador award and Sustainability award. The finalists will be selected by a panel of judges, and the overall winners will be chosen at Formnext with the help of a public vote. The winners will be presented at the award ceremony on the evening of Thursday 21 November.
“It’s not just start-ups and new companies who benefit from exchanging ideas, showcasing their businesses and networking with potential customers, partners, and
investors,” says Sascha Wenzler, Vice President Formnext. “Therefore, we now want to reach out to the growing diversity of the AM industry through our Formnext Awards as well and recognise the achievements of an even broader range of disciplines.”
