E-Mobility Engineering

Motor development and manufacturing Peter Donaldson details the many processes involved in creating new motor systems. As with any sophisticated industrial process, the development of motor systems for e-mobility is a complex and multi-stage endeavour, subject to rapid change under pressure, both to innovate and ramp up to high production volumes. The first stage is conceptualisation and definition, whereby key requirements are identified and the specifications of the motor are defined, based on the intended application, vehicle type, powertrain configuration and the regulatory standards that apply in the markets in which it will operate. Next comes design to flesh out the details of the motor geometry, including the stator, rotor, windings, housing and design software, and the subsequent electromagnetic and thermal simulations to optimise motor performance, efficiency and cooling requirements. Designs are then validated using finite element analysis (FEA) and computational fluid dynamics (CFD) simulations. Prototype development comes next, beginning with the fabrication of components such as stator and rotor assemblies, increasingly using rapid techniques such as 3D printing. Prototype motors are then assembled and put through initial bench testing to verify performance characteristics and validate simulation results. More comprehensive testing and validation follows, focused on the prototype’s performance, efficiency and durability, including dynamometer tests that evaluate torque, speed, power and efficiency under a range of operating conditions. Thermal performance testing assesses the new motor’s ability to operate reliably within the design temperature limits, while durability testing helps to evaluate its longevity and resistance to mechanical stress, vibrations and environmental factors. Click here to read the full article ⚡https://lnkd.in/esYeTn24 With a special thanks to: Dr. Jakob Jung at Additive Drives GmbH Rolf Blissenbach, Bernhard Schmitt at BorgWarner JAYDIP DAS at Carpenter Electrification Red Blaylock iNetic Ltd Barry Lee LH Carbide Adam N. Matrishvan Raval, Gary Stevens, at Turntide Technologies. James Byatt at TRAXIAL #motors #electricmotors #electricvehicles #powertrain #electrificaton #automotive

As we prepare to take some time out for holidays, we would like to use this opportunity to thank our clients, contributors and readers for helping to make 2024 another great success! Thanks to you all, we've been able to grow & use our platform to deliver cutting-edge investigations into the latest advancements in electrification and, with the industry progressing at such a fast past, we're excited to see what can be achieved in 2025! We wish you all a wonderful holiday season and a prosperous new year!

Cell ageing characteristics Modelling battery cells at end of life is becoming more popular for key reasons, as Nick Flaherty reports. Accurate prediction of battery lifespan is crucial for e-mobility and involves a variety of test approaches, from thermal measurements to transmission electron microscopes. Assessing how a cell delivers power when required and how it is charged provides insights into its lifetime. However, predicting battery lifespan accurately is challenging as the degradation in capacity is nonlinear, and it depends very much on the operating and charging conditions over the lifetime of the cell. This is leading to an increasing focus on the modelling of battery cells at end of life to reliably squeeze out the maximum energy, reducing the total cost of ownership of a battery pack. Features such as dormant capacity are being identified, leading to new techniques to boost the amount of energy available from all kinds of cell chemistries. Early models were developed by extensive testing of lithium-ion and lithium iron phosphate (LFP) cells with graphite anodes, and creating a model from that data, but performance can vary significantly between different batches of cells with the same chemistry on the same production line. Many more battery chemistries are also becoming available, from silicon anodes and lithium metal cathodes to sulfur and sodium chemistries. There are also solid state battery structures with varying lifetime performances. As a result, there is more interest in mathematical modelling of battery cells over their lifetime and analysis of patterns in the data. This is leading to the development of machine learning (ML) and deep-learning artificial intelligence (AI) models to evaluate and predict the performance of cells at end of life. Based on data from over 6000 EVs, spanning all the major makes and models, Geotab found EV batteries are exhibiting high levels of sustained health. Across all vehicles, on average, an EV battery degrades at 1.8% per year, with the best performing at 1% per year. This compares with 2.3% in 2019. “With these higher levels of sustained health, batteries in the latest EV models will comfortably outlast the usable life of the vehicle and will likely not need to be replaced,” says David Savage, vice-president for the UK and Ireland at Geotab. “The fact is that a 1.8% decline in battery health is unlikely to have a significant impact on most drivers’ daily vehicle needs, and this number will only come down further with new EV models and improved battery technology.” Click here to read the full article ▶https://lnkd.in/ehy8r4Ri #battery #batteries #batterycells #batterytechnology #emobility #ev

Littelfuse launches RCMP20 Residual Current Monitor Littelfuse has unveiled the RCMP20 Residual Current Monitor Series for Mode 2 and Mode 3 EV charging stations. The RCMP20 Series offers the largest current transformer aperture available, supporting higher AC charging currents, which is critical for modern EV chargers that demand high-performance capabilities. It also offers reliable ground-fault detection, improving charger performance and safety. Integrated conductors with higher cross-sectional areas provide better thermal management, reducing printed circuit-board (PCB) temperature rise and allowing for a more compact design without compromising performance. The modules are designed to resist electromagnetic interference (EMI), minimising false circuit trips and improving charging station reliability. With vertical and horizontal mounting options, and two to four integrated conductors, the RCMP20 Series allows design engineers to optimise space utilisation and adapt to various charger configurations. The reduced footprint within the EV chargers allows for smaller, more compact designs, while still meeting safety code requirements. The integrated PCB with optional conductors streamlines installation, reduces component count and simplifies assembly. Click here to access more news articles & deeper technical investigations into e-mobility ▶ https://lnkd.in/exVm22ce #powerelectronics #emobility #electricvehicles #thermalmanagement #charging #chargers

ICEBreaker hydrogen HGV Two companies have teamed up to build a hydrogen-powered HGV using a fuel-cell powerplant, as Peter Donaldson reports. Spearheaded by powertrain energy-management specialist VIRITECH, Project ICEBreaker has built a hydrogen-powered heavy goods vehicle (HGV) using a fuel-cell power plant, focusing on minimising the weight penalty compared with internal combustion engine (ICE) vehicles. With a focus on demonstrating the capability of hydrogen fuel-cell power in an economically vital transport sector, the project brings together HORIBA MIRA, a leading provider of mobility engineering, testing and verification services, and fuel-cell systems manufacturer Intelligent Energy (IE), which is collaborating on the development of the powertrain, the fuel cell and associated components. Click here to read the full article ▶ https://lnkd.in/eBENV5JZ #hydrogen #fuelcell #automotive #transportation #electricvehicles #fuelcelltechnology

Hercules to be the biggest electrified aircraft Wright Electric is developing the powertrain for a hybrid version of the C-130 transport aircraft, the Hercules, writes Nick Flaherty. It would use two conventional turbines and two electric propulsors, with the batteries held in the cargo area, making it the largest aircraft to be electrified. The project would use the second-generation, MW-class motor, the WM2500, built with support from the US ARPA-E programme and NASA space agency, which is nearly complete. The stator is wound, the rotor is complete and all of the mechanical components are finished. Final assembly will begin later this year. The WM2500 is a 2.5 MW electric propulsion unit, designed for ducted fan and propeller-based applications. It fits into the existing engine nacelle, says Colin Tschida, CTO of Wright Electric. The 2×2 approach allows all four engines to be used for takeoff, and the two electric motors can be used for quieter, more stealthy flight at altitude. The hybrid design would be able to carry six pallets, each with a volume of 463 L, although the payload will be reduced from 40,000 lb to 25,000 lb. Hybridisation can also save between 27% and 44% of the fuel used. The project needs improvements in the power distribution systems. NASA is working on lightweight, high-conductivity cables and advanced circuit breakers able to handle high voltages of 800 V and 1200 V safely at high altitudes. Wright Electric is also developing a lightweight battery pack with an energy density of 1000 Wh/kg at pack level. “We have experience of building lightweight, thermally managed, electric propulsion systems, and we see a way to apply that knowledge to the design of large, molten battery packs,” said Tschida. Initial packs will be released for lab testing in 2025, with the first rollout to early adopters targeted for 2027. Click here to access more news articles & deeper technical investigations into e-mobility ▶ https://lnkd.in/exVm22ce #electricaircraft #electricflight #electricaviation #aviation #aircraft #electrification

Stark Future unveils world’s most powerful Enduro motorcycle Stark Future SL has launched a road-legal motorcycle, the VARG EX, with the aim of revolutionising the Enduro world. The drivetrain delivers 80 hbp, making it the most powerful Enduro bike on the market, Stark said. Riders can customise its performance with options for power delivery, engine braking and regenerative curves, all adjustable via the five-mode handlebar control switch. Whether mimicking the nimbleness of a 125 cc two-stroke or the brute power of a 450 cc four-stroke, the VARG EX offers unparalleled adaptability. The 7.2 kWh honeycomb magnesium battery not only powers the bike, but also serves as a structural component, contributing to a lightweight and centralised design. The battery delivers a 20% longer range than the VARG MX and it can be fully recharged in just two hours using the included charging stand. Riders can take it on the streets in countries across Europe, Australia, New Zealand and parts of the US. It has A1 licence compatibility, and even car-licence accessibility in Southern Europe. The VARG EX’s chassis is crafted from high-strength steel, ensuring optimal vertical and horizontal flex for superior cornering grip and control. The 4000-lumen headlamp is three times brighter than any competitor’s, Stark said. The lightweight carbon-fibre subframe doubles as a cooling funnel for the drivetrain, while the KYB-tuned suspension provides flawless balance and adaptability for both traditional Enduro and extreme riding conditions. The VARG EX features the Stark Arkenstone navigation and control system, which enables GPS trail recording and turn-by-turn navigation, and community sharing options. Its efficient electric drivetrain eliminates the need for traditional components such as pistons, clutches and oil changes, reducing maintenance costs. Click here to access more news articles & deeper technical investigations into e-mobility ▶ https://lnkd.in/exVm22ce #electricvehicles #ebikes #electricmotorcycle#bev #battery #automotive

In conversation: Dr Keon Woo Lee, PhD, eMBA Peter Donaldson chats to a leading battery expert, who says innovation is all about winning against the things you can trade off. In a rapidly evolving EV landscape, the quest for advanced battery technologies remains at the forefront. Dr Keon Woo Lee leads Henkel’s Fuel the Future Team and Engineering and Advanced Testing Team at the newly opened Battery Engineering Center (BEC) within the Inspiration Center Düsseldorf, Germany. Here, they collaborate with battery manufacturers and automotive OEMs to tailor materials, and even formulate new ones to meet increasingly stringent demands for performance, safety, service life and sustainability. Keon categorises the materials his team focuses on into three key areas. “The first one is conductive coatings,” he says. “These are coating materials used inside the battery cell, primarily for the dry electrode process.” The conductive coating plays a crucial role in the sustainable manufacture of battery cells without using hazardous solvent. This technology made lithium iron phosphate batteries practical; a chemistry gaining traction in EV applications as the emphasis on stability and safety grows. It now opens up another level of battery manufacturing technology – dry coating. The second category is safety materials, which includes coatings and potting materials with properties such as dielectric protection, thermal management (conductivity and insulation) and structural integrity. Thirdly, he emphasises the importance of rapidly emerging debonding technologies. “Debonding is connected with the sustainability of batteries,” he says. Aiding the development of these materials, Keon’s team at the BEC is heavily invested in digital technologies, including simulation and machine learning. “We are working on modelling our materials and validating them through real-world tests.” The team collaborates with battery and EV manufacturers to customise materials for their specific needs. “We were already well-equipped with materials and formulations, and with component-level testing, and we’ve also invested in a full-scale test facility – our BEC,” he explains. This facility allows Henkel to model, simulate and validate new materials and designs with real batteries. “Partners visit our facility more frequently because we can give them what they want,” and manufacturers work directly with the Henkel team at the BEC, Keon says. “We show them how to apply and test our materials, creating a collaborative environment.” Click here to read the full article ▶ https://lnkd.in/e7g9ZcZR #batteries #evbatteries #batterytechnology #batterymaterials #thermalmanagement #batterytesting

Making powertrains faster with the aid of AI Monumo has used two forms of artificial intelligence (AI) to speed the development of powertrain systems for e-mobility, writes Nick Flaherty. Time pressures often limit collaboration between sub-system teams in the early stages of design, which means genuine system-level optimisation is limited, said Simon Shepherd, head of hardware development at Monumo. Its Anser AI engine allows exploration of design parameters to provide greater coverage. It can run hundreds of thousands of simulations in a single day, and generate detailed design concepts within days, once the key requirements and design criteria are defined. In the concept phase of powertrain development, many decisions are made that lock significant engineering resources into a design. Reversing or refining it then becomes risky and costly. For instance, choosing axle gear ratios influences torque and speed demands on an electric motor – key factors in power density and overall system performance. Evaluating these factors in detail is often too time-consuming for designers. The number of design iterations is typically limited by the time required to run complex, multi-physics simulations, often involving various software and specialists and OEMs have tight deadlines. So, existing templates are often adapted, hindering the ability to fully optimise designs for new uses. Simulation data produced by the Anser AI engine can feed machine-learning (ML) algorithms, which Monumo calls engineering models, and these can predict the performance of a wide range of powertrain design possibilities. Once trained on a specific operational or parametric domain, these models could soon be queried by engineers using algorithms similar to search engines, where simple input design rules yield refined implementations. “This will fundamentally change how powertrain designs are conceived,” said Shepherd. “The Anser engine will be able to propose alternative parametric design solutions, based on performance requirements, with simulations backing each proposed concept. Because of the depth embedded in the training data, each query can generate highly refined designs in a few days. “In future, we estimate that up to 80% of design time can be removed from the A-phase concept design stage.” Click here to access more news articles & deeper technical investigations into e-mobility ▶ https://lnkd.in/exVm22ce #emobility #powertrain #electricvehicles #automotive #ai #electrification

ML enables early detection in EOL tests Machine learning (ML) with ultrasonic sensors is enabling early error detection during end-of-line (EOL) testing, writes Nick Flaherty. AITAD GmbH in Germany has developed an embedded, AI ultrasonic sensor system that can detect significantly more faults in an e-mobility platform at an early stage of the production cycle. During EOL testing of subcomponents in the automotive industry, various tests are carried out to prevent a faulty component being installed. For example, tests are carried out for production errors and completeness, from the tight fit of screws to the correct adjustment of a motor. Classic EOL test procedures already use sensors, such as temperature, angle, vibration and pressure sensors for cold (externally moved), hot (self-moving) and performance tests in order to detect deviations from the ideal state of the component or subsystem. Acoustic sensors are also used to search for deviating spectrum weightings in the data. After final assembly in the end system, there is often a person who listens for component failures in the test operation, based on their years of experience. This is where the development of embedded AI sensors comes into play. With the AI and sensor fused together on one circuit board, data can be evaluated in real time in greater depth. For example, an ultrasonic sensor that records signals at a sampling rate of hundreds of kilohertz and a vertical resolution of 32 bits generates several terabytes of raw data per day, even in small quantities. This volume of data could not practicably be transmitted via conventional network connections. The embedded AI can assess the raw sensor data byte by byte to find anomalies. After evaluation, the data is deleted and the embedded AI module only passes on the information obtained from it. This makes the system more secure against data manipulation or theft. To do this, the data must first be collected at the various test stations using acquisition hardware equipped with various types of sensor, correlated with the faults found by conventional means and transferred to a database. A ML model is trained on this data to detect anomalies in the first step, but can later be adjusted more finely with different error types and localisation through classification. “We were able to achieve a detection rate of over 95% early on in the EOL testing chain with a specially developed ultrasonic sensor solution at an automotive manufacturer, which in turn contributed to high savings,” said Viacheslav Gromov, founder and CEO of AITAD. Click here to read the full article ▶ https://lnkd.in/eyqgv7sw #emobility #electricvehicles #automotive #ev #testing #electrification