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E-Mobility

ENGINEERINGT h e co m m u n i c aT i o n s h u b o f T h e e l ec T r i f i e d p ow e rT r a i n

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Silent Flight

48V Disruptor

Taking the Heat

Pipistrel Alpha Electro

Volabo’s ISCAD in detail

Thermal management

technology investigated

UK £18USA $30 EUropE €22

EME001_Cover.indd 2

10/10/2018 10:58

E-Mobility

ENGINEERINGT h e co m m u n i c aT i o n s h u b o f T h e e l ec T r i f i e d p ow e rT r a i n

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Model of

sustainability

Axial ambition

Focus On

Uniti’s bold EV concept

Phi-Power’s PHI 301 in detail

Battery management and test systems

UK £18USA $30 EUropE €22

EME002_Cover.indd 1

21/02/2019 09:50

E-Mobility

ENGINEERINGT h e co m m u n i c aT i o n s h u b o f T h e e l ec T r i f i e d p ow e rT r a i n

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Bulk production

Talk the torque

Direct action

Development details of the John Deere 944K Hybrid Wheel Loader

The advantages – and challenges –

of axial flux motor technology

Why Protean’s retrofit motor

could be a game-changer

UK £15USA $30 EUropE €22

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E-Mobility

ENGINEERINGT h e co m m u n i c aT i o n s h u b o f T h e e l ec T r i f i e d p ow e rT r a i n

ICE-breakerHow the Lightning Strike motorcycle competes

with the old guard on performance and cost

Current assets

Gas pipeline

Focus on inverters

Deep insight: hydrogen-powered vehicles

EME004_Cover.indd 1

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E-MOBILITY

ENGINEERINGT H E CO M M U N I C AT I O N S H U B O F T H E E L EC T R I F I E D P OW E RT R A I N

A fruitful

outcome Dynium Robot’s fresh take on an

autonomous electric tractor

Have a safe trip

Onboard chargers – the way to go?

How to use lightweight materials

to help extend the range of EVsStaying power

EME005_Cover.indd 1

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ENGINEERINGT h e co m m u n i c aT i o n s h u b o f T h e e l ec T r i f i e d p ow e rT r a i n

How to beat

the trafficThe technology behind the BB Green

electric ferry for commuters

Getting into gear

United they stand

E-axles now and in the future Insight into battery pack welding

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E-MOBILITY

ENGINEERINGT H E CO M M U N I C AT I O N S H U B O F T H E E L EC T R I F I E D P OW E RT R A I N

Wheels within

wheels Development details of

Elaphe’s latest in-wheel motor

Brainsurgery Stop interfering

The anatomy of the

modern ECU revealed

The sources of EMI and

how to mitigate it

EME007_Cover.indd 1

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THE CONTENT THE CIRCULATION

Launched in 2018, EME is the first publication to focus entirely on providing independent coverage of the engineering of electric vehicles. Published quarterly EME probes today’s cutting edge projects to provide in-depth research insights, rigorous investigation backed by professional peer review and critical analysis. As a leading content provider we understand that our readers need access to unbiased technical insight so all of the articles are available in our traditional print magazine, digital magazine and blog style articles so regardless of how the engineers prefer to read the articles we have the formats to suit their needs.

THE GRIDThe EME news section is focused on technological development. Business and politics are only covered in so far as they impact directly on engineering solutions. From the outset EME has established itself as a publication that deals in hard science.

DOSSIERSEME dossiers offer an incredibly detailed look at high profile E-Mobility projects, revealing many secrets of the technology that are simply not reported anywhere else. Our overall vehicle dossiers cover concepts from automotive, off-highway, aerospace and commercial applications. Each powerplant dossier explores in depth one of the diverse innovative power units at the forefront of today’s electric revolution. DEEP INSIGHTSE-Mobility Engineering’s ‘Insights’ drill down into specific technological topics, providing mission critical information for engineers working in the field. This may be a deep dive into high-power semi-conductor materials, through to an investigation into the challenges of hydrogen infrastructure. The running theme being unmatched insight and technical detail. FOCUSRevisited just once every 2-3 years the ‘Focus’ acts as an excellent source of reference on specific products and types of engineering service – topics covered include:

E-Mobility Engineering magazine is read by engineers in vehicle OEMs, Tier 1 & 2 suppliers around the world actively working on developing technological solutions for electric vehicles and the systems that support them. Written by engineers, for engineers.

individually mailed copies

(average 3 readers per copy)

READERS INCLUDE:

CORE CIRCULATION READERSHIP

6,000 18,000

GEOGRAPHICAL BREAKDOWN

In addition to the CEOs, COOs and Managing Directors of the global E-Mobility engineering community.

• USA• UK• Rest of Europe• Rest of World

• Composites• Cooling Systems• Motors• Cabling & Connectors• Additive Layer

Manufacturing• Control Systems• Inverters• Converters• Thermal Management• Batteries• Battery Monitoring/

Management• Infrastructure• Fuel Cells• Supercapacitors

• Superconducting Magnetic Energy Storage

• AC & DC Charging Systems• Power Electronics

Subsystems• Power Semiconductor

Devices & Highly Integrated Modules

• Wide Band Gap Devices & Related Issues

• Packaging, Cooling & Heat Transfer

• Magnetics, Capacitors, Bus Bar & 3D Integrations

• Sensors for Motors & Converters

• Harnesses, Connectors & Protection/Distribution Devices

• Wireless Power Transfer• Stationary Wireless Power

Transfer• Dynamic Wireless Power

Transfer• Wireless High Power Transfer• Electromagnetic

Compatibility• Modelling & Simulation• Measuring Methods &

Equipment• Materials• Test Systems

• Chief Engineer• CTO• E-Mobility Engineer• Modelling & Simulation

Engineer• Design Engineer• Electronic Design Engineer• Heads of Engineering• Heads of E-Mobility• R&D Engineer• Heads of R&D• Project Manager• Project Engineer

• PHEV Engineer• BEV Engineer• HEV Engineer• E-Drive Engineer• E-Propulsion Engineer• Powertrain Engineer• Drivetrain Engineer• Electronic Engineer• Senior Engineer• Hybrid Engineer• Technical Director• Engineering Director

www.eme-magazine.com

All-in one unit for electric drives

Three-phase SiC module cuts losses

FTCAP in Germany has developed

and manufactured a low-inductance

capacitor unit that, together with a heat

sink and housing, forms an integrated

electromechanical device for high-efficiency

electric drives (writes Nick Flaherty).

The development is part of the H3Top

project in collaboration with Robert Bosch,

Infineon Technologies, Daimler and Aachen

University to develop a DC-link capacitor

for next-generation EVs. The design uses

a narrow, zinc-plated polypropylene film

winding to minimise the internal resistance,

reducing power losses by 20% in EVs

operating at 800 V rather than today’s 400 V.

Cissoid in Belgium has launched a

three-phase water-cooled SiC MOSFET

intelligent power module (IPM) for

e-mobility (writes Nick Flaherty).

The 1200 V/450 A module has built-in

gate drivers, and is designed to optimise

the electrical, mechanical and thermal

design of the power module and control

for electric car OEMs and electric motor

manufacturers looking to adopt SiC-

based inverters.

The IPM has an RDS(on) resistance

of 3.25 mΩ with 8.3 mJ turn-on and

11.2 mJ turn-off energies at 600 V/300 A.

This reduces losses by at least a factor

of three compared with the latest silicon

IGBT modules.

The module is water-cooled through

a lightweight AlSiC pin-fin baseplate for

a junction-to-fluid thermal resistance

of 0.15 C/W. It is rated for junction

temperatures up to 175 C, and

withstands isolation voltages of up to

3600 V (50 Hz, 1 minute).

The gate drivers include three

onboard isolated power supplies (one

per phase) delivering up to 5 W each

to drive the power module at up to

25 kHz and at ambient temperatures of

up to 125 C. A peak gate current of up

to 10 A and immunity to the effects of

high-speed switching voltages of more

than 50 KV/µs enable fast switching of

the power module and low switching

losses.

“Developing and optimising fast-

switching SiC power modules and

driving them reliably remains a

challenge,” said Dave Hutton, CEO of

Cissoid. “This one is the outcome of

years of experience in developing power

modules and gate drivers for extreme

temperature and voltage environments,

and we are now delivering our first IPM

samples to early SiC adopters.”

Integrating the unit, and connecting the

capacitor directly to the heat sink, enables

a compact design measuring 29 x 21 cm.

The 18 mm-wide polypropylene film is

2.4 μm thick, and the wedge-shaped zinc

coating developed for the project has a

resistance that varies from 3 Ω to 37 Ω.

The design uses two capacitors

in series, each with a capacitance of

630 μF and a rated voltage of 450 V

DC. Other requirements included 12

connecting terminals for power modules,

direct connection of the heat sink, and

distribution of the DC voltage via internal

power rails.

“We developed different concepts in

coordination with the project partners

that fulfilled the various individual

requirements,” said Andre Tausche,

managing director of FTCAP.

“On the basis of different simulations

and load profiles, we finally chose a model

in which all the capacitor modules are

on the same level. That simplifies the

mechanical design and assembly.”

The integrated design means the DC

voltage distribution can be achieved

within the capacitor.

The DC power rails and

corresponding connections are

integrated in the capacitor and

protected by joint potting, so only

one external DC connection is

necessary.

The short electrical connections to

the power semiconductors enable

a low-inductance connection for

the high (100-plus kHz) switching

frequencies used by SiC devices.

The winding achieves a

capacitance of 78.75 µF in a single

unit. Two windings are connected

in parallel within one bank to give a

capacitance of 2 x 157.5 µF. For the

entire capacitor, which consists of

four parallel connected banks, the

capacitance is 2 x 630 µF.

Potting the heat sink with the

windings makes it possible to attach

the semiconductor modules directly

to the heat sink, but still in the vicinity

of the capacitor. In addition, the

connection and distribution of the DC

voltage was achieved for the first time

using flexible power rails that were

specially developed for this project.

POWER CONTROL

POWER CONTROL

Autumn 2020 | E-Mobility Engineering7

The Grid

The DC-link capacitor unit for 800 V drive systems

includes a heat sink for SiC transistors

EME007_The Grid.indd 714/08/2020 09:22

TheGrid

Long trip? Make the car longer Renault has developed a ‘shapeshifting’

electric car that becomes longer to

allow an additional battery pack to be

added (writes Nick Flaherty).

The 4.4 m-long ‘City’ version of the

Morphoz has a 40 kWh battery pack

that gives it a range of 400 km. This

would be suitable for 90% of local

journeys that drivers typically take,

Renault said.

For the 10% of longer journeys,

drivers would take the car to a special

‘travel station’ for it to be lengthened

to 4.8 m and an extra battery with a

capacity of 50 kWh inserted via a flap

in the floor, in a process that takes just

a few seconds. This extends the range

to 700 km, bearing in mind the vehicle

would then be heavier and travelling at

motorway speeds.

The concept design is possible

as a result of two main engineering

developments. The extension happens

at the front of the vehicle from the

A-pillar, ahead of the wheelbase, as

there is no longer a heavy engine in

the compartment and the batteries

are in the floor. This also gives more

room in the passenger compartment.

The weight of the extra battery over

the front axle helps to compensate

for the extra length. Being a concept

vehicle, however, this design would

still be subject to crash tests.

The second development is the

Common Module Family (CMF-EV)

modular electric platform, which will

be shared across Nissan, Renault and

Mitsubishi vehicles. This allows battery

packs of different heights to be used

across multiple vehicle designs.

The platform also allows two

successive generations of vehicle

to be created, making it key to new

models for at least a decade, said

Jean-Paul Drai, engineering director

of electric vehicle projects for Groupe

Renault.

“The platform is of course also

modular in its length, so we can

further tailor the battery to the type

of vehicle and the desired range,”

he said. “The CMF-EV can

thus be used in EVs designed

predominantly for everyday

suburban trips, as well as those

capable of making long journeys

without needing to recharge.

“Compared to a traditional

platform, there is more space with

regards to the size of the motor

compartment, plus the parts for

an electric motor are also more

compact than those in a diesel- or

gas-powered car.

“Alongside the platform, we

have created an innovative heat

management system for the

battery. The difference in range

and charging time between

summer and winter temperatures,

which we noticed on previous

generations of EVs, is now

drastically reduced.

A new family of Renault electric

models based on the CMF-EV

platform will be launched next

year.

ELECTRIC CARS

6Autumn 2020 | E-Mobility Engineering

The Morphoz concept design can be extended at the front to add an extra battery pack

EME007_The Grid.indd 614/08/2020 09:22

systems (of which a range exists), including standardised brake rotors, calipers and electronic parking brakes.The described assembly of rotor, stator, brakes and bearing transfers loads from the road (which will vary depending on vehicle weight, braking dynamics, cornering and ground roughness) directly to the vehicle knuckle via the bearing, protecting the electric motor components from such impact loads.

As a result, each customer’s motor can be customised to a degree to modify the rotor and stator interfaces to accommodate their preferences in peripheral components such as the brakes, bearings and other internal parts. Those parts are also kept as accessible as they would be in conventional road vehicles (and thus easily serviceable) thanks to the company’s approach to integration, in which the motor is mounted over the brake assembly, similarly to the rim and tyre.

“The L1500 motors are therefore simply inserted between the electric [or hybrid] vehicle’s hubs and rims, which makes use of the existing space within the wheel without needing to alter any suspension or steering packaging on the platform,” explains Elaphe’s CTO Gorazd Gotovac.Within 5 minutes the L1500 can be integrated into or removed from a car wheel for routine maintenance, such as brake inspections and replacements.In addition to being able to customise the in-wheel electric motor for carmakers’ preferred brake

developed in-house, and it attaches directly to the vehicle knuckle. A traditional friction brake, with a disc rotor and caliper, fits inside the stator ring and attaches to the hub, as in all cars these days.Ease of integration and component logistics have also been strongly prioritised by Elaphe during its design of the L1500. As a result, all wheel integrations using the motor will also incorporate standard, off-the-shelf automotive bearings and braking

Elaphe integrates (from left to right) standard-issue tyres with 19 in rims, the L1500 housing (and rotor), its stator, standard automotive brakes and a standard bearing, to mount to the vehicle knuckle

Autumn 2020 | E-Mobility Engineering

21EME007_Dossier Elaphe.indd 21

17/08/2020 14:01

The L1500 has been designed to enable it to be used in a wide range of OEM EVs and HEVs. Rory Jackson reports on how it was developed

Fit for duty

S lovenian company Elaphe is known in the e-mobility industry for its in-wheel propulsion technology, which is used in a range of automotive applications around the world. Established in 2006 by theoretical physicists Andrej Detela and Gorazd Lampic (now the CEO), its systems incorporate a host of patented and proprietary technologies across mechanics, electromagnetics and other disciplines.

At the top of Elaphe’s in-wheel propulsion product range is the

L1500, a radial flux, three-phase AC synchronous motor weighing 33.3 kg, with a radius of 23.2 cm (and therefore fitting a standard 19 in rim) and an axial length of 14.22 cm. At a nominal voltage input of 370 V, its maximum power output is 113.6 kW (at a speed of 1480 rpm), as well as a maximum tested torque of 1500 Nm. Unveiled in 2019, the L1500’s design was based in the early stages of its development on the M700. The M700 was the first motor Elaphe fully validated according to existing automotive standards, and both

motors have some architectural similarities.Wherever possible, Elaphe has sought to minimise the L1500’s weight. As a result, the ‘active part’ of the motor – the electric machine with windings and magnets – takes up just 30% of the overall weight, giving it a torque density of 460 Nm/litre, compared with what the company cites as its nearest competitor at 390 Nm/litre. It also has a torque-to-weight ratio of 100 Nm/kg; its competitors go up to 65 Nm/kg, Elaphe says.

The L1500 has 83 components, nearly 60% of which are standard supplier parts and the rest mostly casting or customised supplier solutions.The system is configured as a direct-drive outrunner (meaning it has an external rotor and an internal stator). The motor’s aluminium rotor case contains the yoke and permanent magnets, the case wraps around the stator, and is connected to the vehicle knuckle by a conventional automotive wheel hub bearing.The stator ring is made from magnetic steel laminations. Its poles use a patented winding method

Applications for the L1500 in-wheel motor include Sportscars (above), pick-up trucks, SUVs and

urban vehicles (right), among others (Images courtesy of Elaphe Propulsion Technologies)

20

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E-MOBILITY

ENGINEERINGT H E CO M M U N I C AT I O N S H U B O F T H E E L EC T R I F I E D P OW E RT R A I N

Wheels within wheels Development details of

Elaphe’s latest in-wheel motor

Brainsurgery Stop interferingThe anatomy of the modern ECU revealed

The sources of EMI and how to mitigate it

EME007_Cover.indd 1

14/08/2020 09:24

IN PRINT, ONLINE AND IN PERSON

SCHEDULE & CONTENTS

ADVERTISING RATES MECHANICAL DATA

Issue Copy Deadline Publication Date Product Focus Tech Focus Deep Insight Bonus Distribution

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E-Mobility

ENGINEERINGT h e co m m u n i c aT i o n s h u b o f T h e e l ec T r i f i e d p ow e rT r a i n

VOLU

ME 0

01 | W

INTE

R 201

8

Silent Flight

48V Disruptor

Taking the Heat

Pipistrel Alpha Electro

Volabo’s ISCAD in detail

Thermal management

technology investigated

UK £18USA $30 EUropE €22

EME001_Cover.indd 2

10/10/2018 10:58

ENGINEERINGi o n s h u b o f

Silent FlightE-MobilityENGINEERINGT h e co m m u n i c aT i o n s h u b o f T h e e l ec T r i f i e d p ow e rT r a i n

VOLU

ME 0

02 | S

PRIN

G 20

19

Model of sustainability

Axial ambition

Focus On

Uniti’s bold EV concept

Phi-Power’s PHI 301 in detail

Battery management and test systems

UK £18USA $30 EUropE €22

EME002_Cover.indd 1

21/02/2019 09:50

ENGINEERINGENGINEERING

E-MobilityENGINEERINGT h e co m m u n i c aT i o n s h u b o f

VOLU

ME 0

02

sustainability

Battery management and test systems

E-MobilityENGINEERINGT h e co m m u n i c aT i o n s h u b o f T h e e l ec T r i f i e d p ow e rT r a i n

ISSUE

003

| SUM

MER 2

019

Bulk production

Talk the torque Direct action

Development details of the John Deere 944K Hybrid Wheel Loader

The advantages – and challenges – of axial flux motor technology

Why Protean’s retrofit motor could be a game-changer

UK £15USA $30 EUropE €22

E-MobilityENGINEERINGi o n s h u b o f T h e e l ec

ISSUE

003

Bulk productionDevelopment details of the John Deere 944K Hybrid Wheel Loader

ISSUE

004

| AUT

UMN

2019

UK £15USA $30 EUropE €22

E-Mobility

ENGINEERINGT h e co m m u n i c aT i o n s h u b o f T h e e l ec T r i f i e d p ow e rT r a i n

ICE-breakerHow the Lightning Strike motorcycle competes

with the old guard on performance and cost

Current assets

Gas pipeline

Focus on inverters

Deep insight: hydrogen-powered vehicles

EME004_Cover.indd 1

20/09/2019 14:02

ISSUE

004

ISSUE

004

| | AUT AU

TUUMN

2019

MN 20

19

UK £15USA $30EUropE €22

E-Mobility

ENGINEERINGh e e l ec T r i f i e d p ow e rT r a i n

ICE-breakerHow the Lightning Strike motorcycle competes

Current assets

Focus on inverters

Deep insight: hydrogen-powered vehicles

ISSUE

005

| WIN

TER 2

019

UK £15USA $30 EUropE €22

E-MobilityENGINEERINGT h e co m m u n i c aT i o n s h u b o f T h e e l ec T r i f i e d p ow e rT r a i n

A fruitful outcome Dynium Robot’s fresh take on an autonomous electric tractor

Have a safe trip

Staying power

Onboard chargers – the way to go?

How to use lightweight materials to help extend the range of EVs

For further information on E-Mobility Engineeringor High Power Media please contact:

Chris Perry, High Power Media Ltd, Whitfield House, Cheddar Road, Wedmore, Somerset, BS28 4EJ, England.

EME QP 12/19.indd 1 12/12/2019 14:33

EME007 Adverts.indd 14 17/08/2020 14:50

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CONTACTS

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Nick Ancell – Publisher nick@highpowermedia.com

Nick Flaherty – Technology Editor nick.flaherty@eme-magazine.com

Peter Donaldson – Technology Contributor peter.donaldson@eme-magazine.com

Rory Jackson – Technology Reporter rory.jackson@eme-magazine.com

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AUTOMOTIVE OEMAcuraArielAston MartinAudiBaojunBMWBugattiBuickBYDBytonCadillacChevroletCorvetteDaciaDaihatsuDodgeFCA GroupFaraday FutureFerrariFiatFiskerFordGeelyGMGreat WallGroupe PSAHoldenHondaHummerHyundaiInfinitiInvictaJaguar Land RoverJeepKiaKTMLexusLit MotorsLucid MotorsMazdaMcLarenMercedes-BenzMiniMitsubishiNIOOpel / VauxhallPolarisPorsche

ProtonRenaultRimacSEATSF MotorsSkodaSmartSsangYongSubaruSuzukiTeslaToyotaVolkswagenVolvoWuling

COMMERCIAL VEHICLE OEMSEDIAnhui Ankai Automobile CoAshok LeylandBeiqi FotonBMCBYDChina National Heavy Duty Truck GroupCumminsDAC TrucksDAF TrucksDaimler FusoDongfeng Motor GroupE-Force OneFirst Automotive WorksFordFreightlinerGAZGilligHino MotorsIVECO BusIsuzuIVECOKAMAZKenworthMackMAN Truck & BusMarcopoloMitsubishiNavistar InternationalNikolaOaccar

Orange EVPeterbiltRenault & Groupe DelanchyScaniaSolaris Bus & CoachTata MotorsTeslaThorUD TrucksVolkswagen VehiclesVolvo Trucks & BusesXiamen Golden Dragon Bus CoZhengzhou Yutong Bus Co

OFF HIGHWAY OEMSAichiAmmannAstec IndustriesAtlas Copco Construction TechniqueBauerBell EquipmentBEMLBoart LongyearCaterpillarCNH IndustrialDoosan InfracoreFayat GroupFurukawaHaulotte groupHiabHidromekHitachi Construction EquipmentHyundai Heavy IndustriesJCBJohn DeereKato WorksKobelco Construction MachineryKomatsuKubotaLiebherrLiugongLonkingManitouManitowoc Crane GroupMerloMetsoOshkosh Access EquipmentPalfinger

Sakai Heavy IndustriesSandvik ConstructionSandvik Mining & Rock TechnologySanySennebogenShantuiSkyjackSumitomo Heavy IndustriesSunwardTadanoTakeuchiTerexVolvo Construction EquipmentWacker NeusonWirtgen GroupXCMGXMGAZoomlion

AEROSPACE OEMSAirbusBellBoeingBombardierCessnaDassault FalconEmbraerGulfstreamHawker BeechcraftJoy AviationKitt HawkLiliumPiaggio AerospacePilatus Business AircraftPipistrelSikorskyVolocopter

MARINE OEMSDaewoo ShipbuildingHyundai Heavy IndustryHyundai Mipo DockyardHyundai SamhoImabari ShipbuildingMitsubishi Heavy IndustriesOshima ShipbuildingSamsung Heavy IndustriesShanghai WaigaoqiaoTsuneishi Shipbuilding

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