This article was discussed in our <a data-saferedirecturl="https://www.google.com/url?q=https://www.wevolver.com/profile/the.next.byte&source=gmail&ust=1672821999265000&usg=AOvVaw3lLKdHdEN0YvCEsaHI7hx9" href="https://www.wevolver.com/profile/the.next.byte" rel="noopener noreferrer" target="_blank">Next Byte podcast</a>.&nbsp;<iframe height="200px" width="100%" frameborder="no" scrolling="no" seamless="" src="https://player.simplecast.com/5af262f5-0967-4c6a-8b58-6de660cf0e47?dark=false" class="fr-draggable" data-gtm-yt-inspected-6="true" data-lf-form-tracking-inspected-kn9eq4roawkarlvp="true" data-lf-yt-playback-inspected-kn9eq4roawkarlvp="true" data-lf-vimeo-playback-inspected-kn9eq4roawkarlvp="true"></iframe> The full article will continue below.<hr>While lightning rarely strikes the same place twice, the <a href="https://www.amzracing.ch/en/world-record" target="_blank" rel="noopener noreferrer">Academic Motorsports Club Zurich (AMZ)</a> has somehow made it strike thrice. As they clinch the EV world acceleration record for the third time since 2014, one has to wonder: is it the seasoned giants of the automobile world or passionate students who are setting the benchmark for speed?Having already painted their legacy on the canvas of speed by breaking the same record in 2014 and 2016, this quest wasn&rsquo;t merely to reclaim their title. It was about stretching the boundaries of innovation, transforming academic prowess into tangible, ground-shaking technological feats. As Yann Bernard, head of motor development at AMZ, <a href="https://ethz.ch/en/news-and-events/eth-news/news/2023/09/from-zero-to-one-hundred-in-0-956-seconds.html" target="_blank" rel="noopener noreferrer">articulated</a>, their venture marries dedication with the thrill of tackling real-world challenges. <iframe width="640" height="360" src="https://www.youtube.com/embed/mvoFemftA34?&wmode=opaque&rel=0&enablejsapi=1&origin=https://www.wevolver.com" frameborder="0" allowfullscreen="" class="fr-draggable" data-lf-form-tracking-inspected-kn9eq4roawkarlvp="true" data-lf-yt-playback-inspected-kn9eq4roawkarlvp="true" data-lf-vimeo-playback-inspected-kn9eq4roawkarlvp="true" data-gtm-yt-inspected-6="true" id="70611535" title="New World Record – from 0 to 100 km/h in 0.956 seconds">&nbsp;</iframe> <h3>A world record, obliterated</h3>The vanguard students from ETH Zurich and Lucerne University of Applied Sciences and Arts, forming the spirited team at AMZ, have proven that when innovation meets ambition, records are not just broken &ndash; but obliterated.Their latest electric vehicle masterpiece, <a href="https://www.amzracing.ch/en/cars/2023%20WR" target="_blank" rel="noopener noreferrer">Mythen</a>, has left the world astounded, achieving a meteoric 0-62mph (0-100 km/h) acceleration world record for EVs in a staggering 0.956 seconds. To put this performance in perspective, it <a href="https://ethz.ch/en/news-and-events/eth-news/news/2023/09/from-zero-to-one-hundred-in-0-956-seconds.html" target="_blank" rel="noopener noreferrer">shattered</a> the previous record of 1.461 seconds, which was achieved by a team from the University of Stuttgart in 2022.This is not only the world record, but also <a href="https://www.amzracing.ch/en/world-record" target="_blank" rel="noopener noreferrer">the first time</a> that an electric vehicle has accomplished the feat below the one-second barrier. It&#39;s also pertinent to note that it only took Mythen&nbsp;about 40 feet, or just over 12 meters, to break this record. The AMZ team executed their record attempt at a racetrack but astoundingly,&nbsp;would have only needed about half the length of a regulation tennis court to reach 62mph. <img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjk0NjI0MjYzMTY0LUVUSF9BTVoyM18zNi5qcGVnIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" style="width: 532px;" class="fr-fic fr-dib">Mythen in action (credit: ETH Zurich / Alessandro Della Bella)<h3>The secret sauce behind their success</h3>Some of the main technical factors driving <a href="https://www.amzracing.ch/en/cars/2023%20WR" target="_blank" rel="noopener noreferrer">Mythen</a>&#39;s immense success are outlined below:<ol><li>In-House Mastery: Mythen, a beacon of student innovation, was birthed entirely by the AMZ team &ndash; from the printed circuit boards to its chassis. This in-depth involvement at every stage ensured that each component was meticulously optimized for record-breaking performance. </li><li>Power to Weight Paradigm: At a mere 309 pounds (140 kilos), Mythen&#39;s lightweight carbon and aluminum honeycomb structure stands in stark contrast to its immense power. With its student-developed, four-wheel hub motors, it boasts a remarkable 326 horsepower (240 kW), giving it a power-to-weight ratio of over one horsepower per pound of weight. Juxtapose this with many supercars, which despite having more horsepower and added weight, don&#39;t come anywhere close to&nbsp;Mythen&#39;s 0-62mph time. </li><li>Aerodynamics &amp; Ground-Effect Synergy: Dario Messerli, head of aerodynamics at AMZ,&nbsp;<a href="https://ethz.ch/en/news-and-events/eth-news/news/2023/09/from-zero-to-one-hundred-in-0-956-seconds.html" target="_blank" rel="noopener noreferrer" id="isPasted">emphasized</a> the necessity of not just raw power, but its efficient transfer to the ground. One of the main technical challenges AMZ encountered is that during the 0-62mph speed window, a traditional wing (such as those often seen on high-speed vehicles like Formula One racecars) would not generate sufficient downforce to ensure efficient power transfer. The team&#39;s innovative solution? A vacuum mechanism, acting as a gargantuan suction pad, that ensures maximum traction, alongside an underbody that also leverages ground effects to maintain unparalleled stability during its explosive acceleration. </li><li>Battery Efficiency: Mythen&#39;s battery stands at roughly one-third the size of a standard Formula Student EV. This design choice is strategic, allowing unparalleled speed without the encumbrance of a bulky battery &ndash; further amplifying its acceleration prowess.</li></ol><h3> </h3><h3>Significance</h3>This isn&rsquo;t just a victory lap for the team at AMZ. Mythen&rsquo;s success is a herald of the boundless horizon of electric vehicles. As the world increasingly leans towards sustainable mobility, such feats highlight the untapped potential of EVs.Mythen&#39;s success also serves as a reminder to automobile giants: the next automotive marvel may not emerge from a sprawling corporate lab but from a buzzing university workshop, replete with passionate students and audacious dreams.

How a hand-built electric race car from Swiss university students shattered the 0-62mph (0-100km/h) acceleration record in a mere 0.956 seconds, outpacing the giants of the automotive world.

Student-Built EV Shatters 0-62mph Record, Leaving Supercars in the Rearview

<h2 id="isPasted">Introduction</h2>Modern hardware engineering teams are facing a productivity crisis. Research commissioned by Dassault Syst&egrave;mes shows that, on average, engineers spend just 51%[1]<a href="https://www.getanneal.com/engineering-productivity.html#ref" target="_blank"></a> of their time on innovation and design work. It also shows that they are typically working with outdated information 20% <a href="https://www.getanneal.com/engineering-productivity.html#ref" target="_blank"></a>[1] of the time, meaning that engineers are able to dedicate just 41% of their time to innovative, productive work with up-to-date input data.<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjk0MDg5NjQ5NzI2LUVuZ2luZWVyVGltZVV0aWxpc2F0aW9uLnBuZyIsImVkaXRzIjp7InJlc2l6ZSI6eyJ3aWR0aCI6OTUwLCJmaXQiOiJjb3ZlciJ9fX0=" style="width: 302px;" class="fr-fic fr-dib">Derived from [1]. Drawing office challenges of this nature are adversely affecting both product quality and time-to-market for product businesses, with Autodesk research indicating that 35%[2]<a href="https://www.getanneal.com/engineering-productivity.html#ref" target="_blank"></a> of engineers report missing due dates during the design process. These challenges are also recognised by engineering leaders, with more than 94% [3] of engineering executives shown to recognise the need for improved mechanical engineering productivity.<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjk0MDg5NjgwOTgxLURlc2lyZWRJbXByb3ZlbWVudC5wbmciLCJlZGl0cyI6eyJyZXNpemUiOnsid2lkdGgiOjk1MCwiZml0IjoiY292ZXIifX19" style="width: 300px;" class="fr-fic fr-dib">Reproduced from [3]. <hr><h2 id="isPasted">The Cause</h2><h3>A Fragmented Approach to Information Management</h3>Dassault&#39;s research[1]<a href="https://www.getanneal.com/engineering-productivity.html#ref" target="_blank"></a> permits further breakdown of engineer time demands. It shows that 25% of all &#39;non-value-added&#39; engineer time is consumed by simply searching for information, with significant time also spent collecting data for other stakeholders, and repeating work when information could not be found.Considering why this may be the case, an engineering practices and procedures survey[4]<a href="https://www.getanneal.com/engineering-productivity.html#ref" target="_blank"></a> provides some indication, with results demonstrating that e-mail, meetings, and telephone remain the dominant mechanisms for communication and collaboration in contemporary engineering teams. These channels are private by design, with participants having to take active, post-hoc steps to share outcomes with team members. Important technical information shared via these routes is also frequently rendered undiscoverable; hidden from other team members, exempted from version control, and put beyond the ready reach of any new hire.<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjk0MDg5NzE0NDY1LUNvbGxhYm9yYXRpb25Ub29sLnBuZyIsImVkaXRzIjp7InJlc2l6ZSI6eyJ3aWR0aCI6OTUwLCJmaXQiOiJjb3ZlciJ9fX0=" style="width: 300px;" class="fr-fic fr-dib">Drawn from the results of [4]. &#39;Issue Tracking System&#39; refers to software development-focused products: JIRA, GitHub, GitLab etc. <h3 id="isPasted">Design Review Procedures: A Persistent Threat</h3>Checking and approval procedures are a key component of engineering best practice. Many organisations run a stage-gate process, typically with at least two review stages, but often with more. In general, there are two broad categories of review and approval procedures involved in physical system design and development:<ol><li>A high-level concept review, typically completed earlier in the design process. This review assesses the design concept against broad objectives, and does not address minor design or manufacturing details.</li><li>A detailed checking and approval procedure for finalised drawings, completed prior to system components being formally released via an ECN or ECO procedure.</li></ol>The results of <a href="https://www.getanneal.com/engineering-productivity.html#ref" target="_blank">[4]</a> tell a story of inadequate tooling, with in-person meetings and e-mailed screenshots dominating the approaches taken by modern engineering teams. In both cases, these methods offer very poor visibility&mdash;typically failing to capture topics discussed, decisions taken, and action items agreed.However, the latter approach is considered particularly pernicious: it places vast time demands on the engineer requesting review. They are obligated to manually select and annotate salient views of their design, then distribute these to a wider set of stakeholders. This set of stakeholders then returns the documents with their own annotations, and the engineer initiating the review must collate and address multiple possibly conflicting comments from disparate sources.&dagger; <img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjk0MDg5NzQ1OTQ2LVJldmlld01ldGhvZG9sb2d5LnBuZyIsImVkaXRzIjp7InJlc2l6ZSI6eyJ3aWR0aCI6OTUwLCJmaXQiOiJjb3ZlciJ9fX0=" style="width: 300px;" class="fr-fic fr-dib">Drawn from the results of [4].&dagger;Though Anneal currently has no robust data to support a quantitative assessment of the impact of the screenshot and e-mail based design review process, it is a topic frequently encountered during customer conversations, with the typical procedure involving the assembly of a multiple page PowerPoint presentation of salient views which is then e-mailed to a number of reviewers for comment.<hr><h2 id="isPasted">The Cost</h2>The damaging consequences of poor visibility and discoverability of technical information are clear to see: engineers must spend more time looking for information, they must repeat previously completed tasks, and they must complete remedial rework in the wake of design progressing with out-of-date values. Dassault&#39;s research[1] provides values for the most frequently reported consequences of bottlenecks in collaboration and shortcomings in information discoverability that result in outdated information feeding into the design process.<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjk0MDg5ODAyMzQ4LUNvc3QucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" style="width: 300px;" class="fr-fic fr-dib">Recreated from [1]. Further considering the impact of outdated information in design, survey results indicate that more than half of engineering organisations[4]<a href="https://www.getanneal.com/engineering-productivity.html#ref" target="_blank"></a> have encountered problems arising from out-of-date values persisting through design iterations, with these ranging from time-pressured and costly late-stage rework of a given design, through to catastrophic failure of a large-scale product prototype.All considered, the prevailing approach to managing the design and development of complex hardware systems appears to be failing for many teams. Engineers are bogged down in non-technical workload, and their tools are not providing adequate support. With engineers spending just 41% of their time&mdash;two days per week&mdash;on productive, innovative work, individual companies are spending hundreds of thousands of dollars on misdirected engineering resource, and could be losing millions in the marketplace through degraded product quality, stretched development cycles, and delayed product introductions.<hr><h2 id="isPasted">The Solution</h2>For most teams, the best mitigation for this productivity crisis will require two things: modified behaviour, and modified tools.On behaviour, engineering teams must adopt more open, collaboration-centric mechanisms for communication. They should consider reducing task scope, mixing disciplines, and assigning ownership to all work. More importantly, they should prioritise seeding a writing culture, take steps to make engineering decision making readily interrogable, and champion visibility and transparency amongst their team.On tools, software should be sought or developed to support the behavioural change. Engineering teams should seek access to software that enables both real-time and asynchronous peer review of drawings, CAD files, and technical reports. They should seek software that allows engineering topics to be discussed in context, that allows them to view task progression and workload distribution across a project, and that allows them to leverage modern web application technology to accelerate product development and improve product quality&mdash;wherever the team is.<hr><ul><li>[1]: Reduce Non Value Added Work, Dassault Syst&egrave;mes &amp; Tech Clarity&nbsp;</li><li>[2]: Extending PDM Beyond Design Data Management, Autodesk &amp; Tech Clarity&nbsp;</li><li>[3]: The CAD Productivity Research Report, Siemens &amp; Lifecycle Insights&nbsp;</li><li>[4]: Engineering Practices &amp; Procedures Survey, Anneal</li></ul>

The average engineer spends just 41% of their time on productive, innovative work⏱️

The Engineering Productivity Crisis

<a href="https://www.aicenter.eu/" target="_blank">AIC-Automotive Intelligence Center</a>, based in Amorebieta-Etxano, Bizkaia, is a European center for the generation of value for the automotive industry based on a concept of open innovation where companies improve their positioning through cooperation. Using a market approach, AIC offers services that improve the capacity of the automotive industry globally, integrating training, research, industrial development, and new businesses under a single structure. Its facilities are currently home to 30 organizations from nine different nationalities, and over 950 professionals.All of their projects are part of a training program known as the <a href="https://www.aicenter.eu/activity/program/extreme-automotive-program/" target="_blank">Extreme Automotive Program (EAP)</a>, in which future professionals are trained by carrying out real projects in a company scenario. For AIC, it is important that they acquire skills in digitalization, quality control and component analysis.<h2 id="isPasted">Using 3D scanners for training</h2>In the training program for automotive industry professionals, AIC teaches trainees how to make CAD designs of components. For this purpose, it is very important to have a measuring system that enables reverse engineering and measurement of parts.It was essential for this system to be able to digitize individual components as well as a complete car, due to the platform vehicle in which to incorporate the new designed parts.<a href="https://www.creaform3d.com/en/metrology-solutions/creaform-product-overview" target="_blank">Creaform&rsquo;s measurement technologies</a> were convincing, as they could perform accurate scans very fast, and the scanned file could be post-processed to obtain CADs of the parts. It also allowed for the production of color maps and reports of how the parts compared to the original CAD.&ldquo;In order to incorporate Creaform&rsquo;s measurement solution into our projects, several professionals from the group were trained in the use and calibration of the equipment, as well as the software. In this way, we were able to carry out several projects at the same time, each working autonomously. We also gave internal training to the new people so that they can use this tool in their projects,&rdquo; says Hector Martinez, Extreme Automotive Program Tutor at AIC.<h3>Project 1: Manufacture of a windshield for</h3><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1691668605738-2023-07-28-10_07_25-2023_07_Case-Study-AIC_final_EN_rev.docx-Word-1024x387.webp" style="width: 766px;" class="fr-fic fr-dib">As part of the ObenCar training program, a vehicle platform was designed, and a bespoke windshield manufactured. In order to make the design, the chassis structure of the vehicle was digitized using MetraSCAN 3D. With the dimensions obtained, the CAD design was generated. The chassis structure consisted mainly of welded tubes, so it was easy to process the measurement to obtain the geometries of the tubes. Then, a structure was designed to support the windshield, consisting of additively manufactured metal parts, together with curved profiles. All of this was screwed to the tubes of the ObenCar chassis. Finally, once the windshield structure was installed, we used the measuring equipment to check the assembly deviations, with respect to accuracy, before the final installation of the windshield.<h3>Project 2: Design and installation of a sunroof</h3><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1691668639487-techo-1024x658.webp" style="width: 766px;" class="fr-fic fr-dib">Another project carried out on the ObenCar vehicle was the design and installation of a sunroof. To obtain the dimensions of the chassis, the chassis tubes were digitized. These results were used to measure the sunroof in order to make the structural parts used to fix the sunroof to the chassis.<h2>Advantages of the MetraSCAN 3D</h2>The main&nbsp;<a href="https://www.creaform3d.com/en/optical-3d-scanner-metrascan" target="_blank">advantages of the MetraSCAN 3D</a> are undoubtedly the time saved and the accuracy of the results obtained. The 3D scanner can scan an area or part required for assembly or manufacture within an accuracy of 0.025 mm; it makes measurement easy and facilitates decision-making. After such accurate, easy, and fast scanning, all that remains is to process the data in the software and choose which component of the part needs to be exported and in which format. Finally, it is also very helpful to visualize parts in CAD without having to draw them from scratch.&ldquo;It would not have been possible to carry out that many projects without the Creaform tool, as it has enabled us to obtain the necessary information together with a high level of accuracy. We are working on more component projects to add to the ObenCar vehicle. We also often reverse engineer existing parts, from which we need to obtain the CAD file. Creaform&rsquo;s 3D tools will be very helpful for the design and improvement of parts. We also enjoyed working with Creaform&rsquo;s staff, as they provided us with solutions when we needed their help,&rdquo; says Hector Martinez.

AIC-Automotive Intelligence Center, based in Amorebieta-Etxano, Bizkaia, is a European center for the generation of value for the automotive industry based on a concept of open innovation where companies improve their positioning through cooperation.

Automotive Intelligence Center: 3D scanners - a key aid when training for a career in the automotive industry

Learn how EV charger manufacturers can bring connected products to market faster, adhere to strict security standards that meet regulatory requirements, future-proof their designs, and win over skeptical consumers.

How EV Charger Manufacturers Can Build Secure, Reliable Connected Products

In this episode, we discuss a joint effort between the Laboratory for Information and Decisions Systems and the Institute for Data, Systems, and Society at MIT to tackle the trust issue with autonomous vehicles.

Podcast: Can We Trust Self-Driving Cars?

One of Apex Race Parts&rsquo; lines of business is designing chassis-optimized wheels for all types of vehicle brands, like Aston Martin, Audi, BMW, Honda, Ford, Porsche and Tesla. David Liu, Engineering Project Manager at APEX Race Sports, explained the inherent challenges regarding development: &ldquo;Our primary issue was the lack of documentation regarding OEM brake components. While aftermarket brake system manufacturers will generally provide technical information which allows for well-optimized designs, carmakers do not divulge information for their factory components, which means this data had to be gathered by tedious manual measurements.&rdquo;<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1691056444642-tesla-3d-scanning-handyscan-3d-scaled.webp" style="width: 766px;" class="fr-fic fr-dib">As David pointed out, manual measurements were much more time-consuming and provided less complete data. The APEX Race Parts team decided to look for an alternative method to accelerate the process of acquiring <a href="https://www.creaform3d.com/en/metrology-solutions/creaform-product-overview" target="_blank" id="isPasted">3D measurements</a>. And that method involved 3D scanners.<h2 id="isPasted">3D scanners: A proven track record in the automotive industry</h2>For years, companies in the auto industry have been leveraging 3D scanners for&nbsp;<a href="https://www.creaform3d.com/en/applications" target="_blank">many different applications</a>, including design, quality control, reverse engineering, tuning, and retrofitting.&ldquo;We were looking for a handheld solution that was highly accurate,&rdquo; David said. &ldquo;As we often are working with cars &ldquo;in the field&rdquo; at racetracks or garages, it was imperative that we find a solution that depended on a minimum amount of existing infrastructure. The physical size was also a concern, as we often scan components with limited mobility and clearance, such as in the wheel well of a car.&rdquo;That&rsquo;s when the team started trialing several 3D scanners on the market to test-drive how they stacked up to the requirements with outsourced services.<h2>APEX Race Parts choose Creaform 3D scanners</h2>APEX Race Parts settled on Creaform&rsquo;s HandySCAN 3D from the SILVER Series after observing favorable results with the scans. The team greatly appreciated the scanner&rsquo;s compact size and ease of use when 3D scanning in the field as well as how seamless the integrated 3D scanning software could work with APEX Race Parts&rsquo; existing software solutions.&ldquo;With the training provided by Creaform and its partners, we were able to implement the 3D measurement workflow as part of our standard data collection process very quickly,&rdquo; David added.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1691056476237-vxelements-3d-data-acquisition-platform-scan-apex-race-parts-1024x576.webp" style="width: 766px;" class="fr-fic fr-dib"><h2 id="isPasted">APEX Race Parts&rsquo; aha! moment with 3D scanning</h2>According to David, making a spur-of-the-moment decision during the test fit of a sample wheel to scan a particular car was eye-opening for the team. Previously, it would have been necessary to block out significantly more time to measure components manually or to arrange 3D imaging with an outside supplier&mdash;both of which would have taken much longer with no guarantees of availability.The ability to set up the 3D scanner and almost instantly gather data allowed the business&rsquo; experts to enjoy more flexibility in the number of cars selected for data collection.<h2>Immediate gains in efficiency and inspection integrity thanks to 3D scanners</h2>The APEX Race Parts pros were impressed with the net effects of using&nbsp;<a href="https://www.creaform3d.com/en/portable-3d-scanners" target="_blank">Creaform 3D scanners</a> versus manual measuring&mdash;starting with time savings.&ldquo;3D measurements provide the ability to gather a huge amount of information very quickly. The ability to accurately replicate all of a vehicle&rsquo;s suspension components is useful in identifying potential conflict points that may not have been detected in a visual inspection,&rdquo; said David.&ldquo;The incremental cost of data collection has been reduced, which allows APEX to optimize application-specific wheels with tighter margins. This leads to lighter, stronger, and more aesthetically pleasing wheel designs.&rdquo;In addition to elevating APEX Race Cars&rsquo; engineering and R&amp;D processes, Creaform&rsquo;s 3D scanning technology has allowed it to put out supplementary educational material, which has been well-received by the car racing community.&ldquo;APEX has always acted as an educator and a trustworthy repository of information for the various communities we serve. The additional data collection made possible by Creaform&rsquo;s technologies has allowed us to respond more quickly and with more in-depth analyses,&rdquo; David pointed out.

Based in California but servicing the entire United States, APEX Race Parts brings the latest wheel and tire technology to the automotive racing industry. The business employs dozens of car racing experts that are driven by the need for speed and performance.

APEX Race Parts uses 3D scanner to stay at the wheel of impressive race car innovation

According to a recent research report, the global automotive lightweight materials market is expected to grow 7.3% CAGR from 2023 to 2029. It is expected to reach above $1331.41 Billion by 2029 from $74.79 Billion in 2022. Lightweighting materials play a crucial role in offering the potential for improved fuel efficiency, enhanced performance, and reduced emissions in the automotive industry. It is anticipated that the lighter and more efficient automotive materials and components will revolutionize the industry in the coming years.<h2 dir="ltr">5 Types of Lightweight Materials for Automotive Applications</h2>By exploring the various types of lightweight materials used in the automotive sector and their applications, we can uncover their significant contributions to achieving the goals of weight reduction and overall vehicle efficiency.<h3 dir="ltr">1. &nbsp; &nbsp; &nbsp;High-Strength Steel</h3>High-strength steel is produced by adding a small amount of alloying elements to ordinary carbon steel. The higher the strength of the steel, the better the weight reduction effect. Although the production cost of this steel is similar to that of ordinary carbon steel, the strengthening effect of the alloying elements significantly increases its tensile strength compared to regular steel. Currently, high-strength steel is mainly used in automotive safety components, chassis, and body structures.<h3 dir="ltr">2. &nbsp; &nbsp; &nbsp;Aluminum Alloy</h3>Aluminum is the primary competitor to steel in the automotive body application. The major advantage of aluminum alloy over steel lies in its superior extrusion forming capability, allowing for a weight reduction of approximately 50% when substituting aluminum alloy body panels for steel ones. Currently, numerous automobile manufacturers are demonstrating the potential application of aluminum alloy in automotive lightweighting through the development of aluminum-intensive concept cars. In the automotive industry, around 80% of aluminum alloy is utilized for die-cast components, primarily in areas such as engines, wheels, and other parts.<h3 dir="ltr">3. &nbsp; &nbsp; &nbsp;Magnesium Alloy</h3>Magnesium is lighter than aluminum, with a density of only 2/3 of aluminum. Magnesium alloy materials used in automobiles are mainly cast magnesium alloys, accounting for over 90% of the magnesium used in automobiles. Although the proportion of magnesium alloys in current automotive materials is less than 1%, the application of magnesium alloys is receiving attention from major automotive manufacturers worldwide, driven by lightweighting efforts. Taking the United States as an example, the amount of magnesium alloy used in some vehicle models ranges from 5.8 to 26.3 kg per vehicle. In Europe, the amount of magnesium alloy used is second only to North America, with some vehicle models using 9.3 to 20.3 kg of magnesium alloy per vehicle.<h3 dir="ltr">4. &nbsp; &nbsp; &nbsp;Carbon Fiber</h3>Carbon fiber is a fibrous composite material with a carbon content exceeding 90%. It possesses the inherent characteristics of carbon materials while also exhibiting the softness and processability of textile fibers. It is a new generation of reinforced fiber. It has higher strength than steel and lower density than titanium, making it excellent in electrical, thermal, and mechanical properties. Carbon fiber reinforced composites have sufficient strength and stiffness, making them the lightest materials for manufacturing major structural components of automobiles, such as car bodies and chassis. It is estimated that the application of carbon fiber composite materials can reduce the weight of automobile bodies and chassis by 40% to 60%.<h3 dir="ltr">5. &nbsp; &nbsp; &nbsp;Modified Plastics</h3>Through methods such as filling, blending, and reinforcement to improve the flame retardancy, strength, impact resistance, toughness, and other performance, based on general plastics and engineering plastics, we got modified plastics. Currently, they are mainly used in exterior trim parts, interior trim parts, and functional and structural components in the automotive industry.&nbsp;<h2 dir="ltr">At a Glance: The Comparison of Lightweight Materials</h2>In terms of weight reduction, the materials currently used for automotive lightweighting show an increasing trend in effectiveness: high-strength steel, aluminum alloy, magnesium alloy, and carbon fiber. However, from a cost perspective, these materials exhibit an increasing trend in terms of cost: high-strength steel, aluminum alloy, magnesium alloy, and carbon fiber.Of course, there are indeed many ways to move to the lighter weight automotive components and products. The good news is that RPWORLD can offer rapid prototyping and low-volume production services, along with in-house expertise and different materials. You have a wide variety of resources at RPWORLD to help you in reducing the weight of car components.

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Lightweighting materials play a crucial role in offering the potential for improved fuel efficiency, enhanced performance, and reduced emissions in the automotive industry. It is anticipated that the lighter and more efficient automotive materials and components will revolutionize the industry in the coming years.

Driving Efficiency: Exploring Lightweight Materials in Automotive Applications

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This is the fourth article in a <a href="https://www.wevolver.com/article/software-control-as-a-differentiator-in-the-automotive-industry-" rel="noopener noreferrer" target="_blank">5-part series</a> exploring the future of mobility. The series looks into which technologies enable rapid advancements in the efficiency, safety, and power of the vehicles of tomorrow.&nbsp;The series looks into which technologies are enabling the necessary rapid advancements in efficiency, safety, and power. This series is sponsored by <a href="https://www.wevolver.com/profile/mouser.electronics" target="_blank">Mouser Electronics</a>, an online distributor of electronic components. Through their sponsorship, Mouser Electronics is dedicated to supporting a future of connected and efficient mobility.<h2 dir="ltr" id="isPasted" data-element-id="headingsMap-4-0">Introduction</h2>Automotive motor control is a principal concern in electric vehicles due to its potential to provide more services with reduced size motors and minimize energy consumption. At present, premium segment Electric Vehicles (EVs) are fitted with more than 60 motors, which continues to grow. The movement toward electric cars creates a myriad of opportunities for innovation as components, and parts can be updated and optimized for every new generation of vehicles. As manufacturers aim to quench the consumers’ constant thirst for connectivity, the higher amounts of functionality and automated features generate the need for an elegant and comprehensive control solution. The enhancements introduced with the 48V bus highlight the motor control challenges and the broad expertise needed to control vehicle motor types.&nbsp;<h2 dir="ltr" id="isPasted" data-element-id="headingsMap-5-0">Types and Applications of Electric Motors</h2><a href="https://www.microchip.com/design-centers/home-appliance/motor-control" target="_blank">Electric motors</a> have several relevant types. Each has its own set of applications within the vehicle. Table 1 shows four different types of motors and the vehicle application in which the motor can be found: &nbsp;<div class="fr-img-space-wrap"><img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjI2NDIzMjEwNzA0LXRhYmxlIHdlZWsgNC5wbmciLCJlZGl0cyI6eyJyZXNpemUiOnsid2lkdGgiOjk1MCwiZml0IjoiY292ZXIifX19" style="width: 788px;" class="fr-fic fr-dib">Table 1: Electric motor types and vehicular applications.</div><ul><li dir="ltr">Brushed DC (BDC): With speed and torque proportional to the applied voltage and current, brushed DC motors are a straightforward control solution. As a result, engineers select BDC for diverse applications within the vehicle.</li></ul><div class="fr-img-space-wrap"><img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjI2MjU2MzM0NDA1LUZVRUxBQi1CcnVzaGVkLU1vdG9yLWZvci1GdWVsLVB1bXAtTm90LVVzZWQuanBnIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" style="width: 788px;" class="fr-fic fr-dib">Figure 1: Brushed DC Motor [1]</div><ul id="isPasted"><li dir="ltr">Brushless DC (BLDC): Like BDC in torque and speed performance, the brushless form offers a high power-to-size ratio. This property lends the BLDC to applications with distinct load conditions that are far apart. As an example, ABS engages only when the brake is depressed hard. Throttling and pumping applications rapidly change pressure from high to low. The high power-to-size ratio also improves BLDC’s efficiency.</li></ul><div class="fr-img-space-wrap"><div class="fr-img-space-wrap"><img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjI2MjU2Mzc4MTM2LWltYWdlIDIuanBnIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" style="width: 788px;" class="fr-fic fr-dib">Figure 2: Brushless DC Motor [1]</div></div>Stepper: While brushed and brushless DC motors focus on macro functions such as stopping the vehicle and operating pumps, stepper motors focus on precision applications such as mirror position, opening or closing the EGR valve, or regulating speed during idling. Due to requiring near-infinite control within the range, stepper motor control is defined by the motor’s construction, aiming to provide near-infinite steps for use as set points.<div class="fr-img-space-wrap"><img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjI2MjU3NTg3OTQ4LTMucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" style="width: 788px;" class="fr-fic fr-dib">Figure 3 Stepper Motor for automobile applications (2) </div><ul id="isPasted"><li dir="ltr">Switched Reluctance (SR): Like brushless DC, SR motor applications are high-speed and power-dense. Because they do not contain permanent magnets, SR motors provide efficient, high-speed action at a reduced packaging size.</li></ul><div class="fr-img-space-wrap"><img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjI2MjU2NDU5MDk1LVJpY2FyZG8tUmFwaWRTUi1lbGVjdHJpYy1tb3Rvcl8yNTAuanBnIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" style="width: 788px;" class="fr-fic fr-dib">Figure 4: Recharged Switched Reluctance Motor&nbsp;[3]</div><h2 dir="ltr" id="isPasted" data-element-id="headingsMap-6-0">Spotlight Application: 48V Bus</h2>Current EVs are 12V systems, and they reduce carbon dioxide, carbon monoxide, nitric oxide, and particulate matter exhaust emissions substantially[4]. Engine-driven functions must convert to electric motor control to achieve this emissions improvement. Compared to the traditional 12V, the 48V architecture was developed to achieve emission criteria. Besides this property, 48V takes higher loads, especially when energy consumption features such as air conditioning are activated (see Figure 5).<div class="fr-img-space-wrap"><img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjI2MjU2NTU1Mjg1LUlNQUdFIDctMDEuanBnIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" style="width: 788px;" class="fr-fic fr-dib"></div>By Ohm’s Law, 48V <a href="https://www.mouser.com/applications/adding-48V-to-12V-means-major-benefits/" target="_blank">enables higher currents</a> for the same resistance, providing more power for additional features. Power loss is proportional to the square of current in Joule’s Law, meaning that the 48V battery reduces resistive losses over the 12V system. This result increases the number of motor-control features engineers can include on the same bus, improving the user experience. The success of installing a 48V battery that enables higher power density cand provides efficient power, smoother acceleration, &nbsp;increased capacity for electrically powered motors, and protects packaging space for additional system controls and features.<div class="fr-img-space-wrap"><img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjI2MjU2NTkwNzM0LUlNQUdFIDgtMDEuanBnIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" style="width: 788px;" class="fr-fic fr-dib"></div>DC motor speed is directly related to voltage and inversely proportional to current. Because 12V motors run at higher current because of Ohm’s Law, they operate at higher speeds than 48V. The higher current of 12V typically results in design engineers rating them for lighter-duty applications than 48V. A great feature about 48V batteries is that the 12V Battery does not need to be removed. &nbsp;To prevent overloading the motor, a 48V system can be connected to the 12V system. It will just operate at a slower speed. This can be possibly done via DC-DC converter (Figure 6).<h2 dir="ltr" id="isPasted" data-element-id="headingsMap-7-0">Control Methods</h2>Motor control has some fundamental differences between electric and internal combustion vehicles. Unlike the combustion engine, which provides a constant load to the system, electric motors give only on-demand power. This difference enables electric motors to avoid introducing constant load into the system. Electric motors control speed and performance by varying the applied voltage and current, though the inefficiency associated with this approach often cannot deliver enough torque. Torque and speed control are fundamental to ensure the motor performs long enough without incurring damages and increase reliability [7].&nbsp;&nbsp;<iframe id="656732253b52c76369b88999" width="250" class="specs-iframe" height="440" src="https://wevolver.com/iframe/specs/microchip-technology-ev12f76a-dspic33cj-motor-control-starter-kit?iframe=true" frameborder="0" scrolling="no" data-lf-form-tracking-inspected-kn9eq4roawkarlvp="true" data-lf-yt-playback-inspected-kn9eq4roawkarlvp="true" data-lf-vimeo-playback-inspected-kn9eq4roawkarlvp="true"></iframe>Some standard control opportunities include driver communication features, diagnostics, regenerative braking, and power management. These use cases encourage the control strategy to promote customization for the user by tailoring the experience to his personal preference and improving the motor’s efficiency by recovering energy from braking and managing power.To improve control, design engineers use electronic switches to reduce voltage and current instantly. This approach still carries static resistive (IR) losses and dynamic (transition) losses through on-off cycles. The design objective for these switches is to minimize these loss mechanisms. As with the <a href="https://www.wevolver.com/article/the-electrified-car-s-powertrain-explained" target="_blank">48V bus</a>, increasing voltage (and current in turn) can reduce loss. But total control can become a challenge considering that EV applications are built to operate in high-performance circumstances in which the motor should receive the expected transient response&nbsp;[7].Either silicon carbide (SiC) or gallium nitride (GaN), higher-voltage switches are more complex to design, but they provide an opportunity for innovation. &nbsp;Both options are a compelling solution to offset the physical limits imposed by complex EVs on devices such as silicon-based power metal-oxide semiconductors field-effect transistors (MOSFETs) and silicon insulated gate bipolar transistors (IGBT). This chemistry offers higher critical breakdown voltage, thermal conductivity, and melting point than its silicon-based predecessor, making SiC better for high-temperature applications and 3 to 4 times more capacity for thermal conductivity than GaN. These improvements enable thinner material and a broader band gap to be used, reducing conductive resistance and leakage losses. Higher temperature operation also reduces the need for cooling throughout the system, reducing overall complexity and cost [8].<div class="fr-img-space-wrap"><img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjI2MjU2OTQwNzk3LW1pY3JvY2hpcC1hdXRvLWVib29rLWFydDQtZmlnMi53ZWJwIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" style="width: 788px;" class="fr-fic fr-dib">Figure 7: Microchip Silicon Carbide (SiC) Schottky Barrier Diodes (Source: Microchip).&nbsp;</div><h2 dir="ltr" id="isPasted" data-element-id="headingsMap-9-0">Conclusion</h2>As evidenced in the 48V bus application, adopting a control strategy for higher-voltage operation improves performance, wastes less energy, and creates a better user experience overall. 48V can work as an extension of 12V and is the future of EVs. Overall, SiC MOSFETs are a perfect match for EVs in regular operability conditions as well as on rides where extensive use of components is required. High critical field and thermal conductivity make the SiC an attractive solution that is partly offered by its increased monotonic performance.&nbsp;This article was initially published by Mouser and Microchip in an <a href="https://www.mouser.com/ebooks/microchip-future-mobility" target="_blank">e-magazine</a>. It has been substantially edited by the Wevolver team and sustainability engineer Nicolas Sarmiento Sierra. It's the fourth article of a 5-part series exploring the future of mobility. Future articles will examine the cybersecurity concerns in connected vehicles, discuss solutions for fast charging, and dive into how ethernet can deliver optimum data networks.The&nbsp;<a href="https://www.wevolver.com/article/software-control-as-a-differentiator-in-the-automotive-industry-" rel="noopener noreferrer" target="_blank">first article</a>&nbsp;looked at software control.The&nbsp;<a href="https://www.wevolver.com/article/the-rise-in-automotive-electronic-controls-prompts-cybersecurity-concerns" rel="noopener noreferrer" target="_blank">second article</a>&nbsp;examined cybersecurity concerns in connected vehiclesThe&nbsp;<a href="https://www.wevolver.com/article/automotive-ethernet-provides-an-optimum-data-network" rel="noopener noreferrer" target="_blank">third article</a>&nbsp;surveyed the potential of automotive ethernet<h2 dir="ltr" id="isPasted" data-element-id="headingsMap-10-0">About the sponsor: Mouser Electronics</h2><a href="https://eu.mouser.com/" target="_blank">Mouser Electronics</a> is a worldwide leading authorized distributor of semiconductors and electronic components for over 1,100 manufacturer brands. They specialize in the rapid introduction of new products and technologies for design engineers and buyers. Their extensive product offering includes semiconductors, interconnects, passives, and electromechanical components.<h2 dir="ltr" data-element-id="headingsMap-11-0">References</h2>1. &nbsp; &nbsp; David Fuller. Fuel Pump Tech: Brushed vs. Brushless DC Motors [Internet]. 2016 [cited 2021 Jun 16]. Available from: https://www.onallcylinders.com/2016/08/11/fuel-pump-tech-brushed-vs-brushless-dc-motors/2. &nbsp; &nbsp; Corporation NT. Automotive Motors [Internet]. 2021 [cited 2021 Jun 16]. Available from: https://nmbtc.com/automotive-motors/3. &nbsp; &nbsp; Morris C. Next-generation switched reluctance motor uses no rare earth elements [Internet]. Charged Electric Vehicles Magazine. 2015 [cited 2021 Jun 16]. Available from: https://chargedevs.com/newswire/next-generation-switched-reluctance-motor-uses-no-rare-earth-elements/4. &nbsp; &nbsp; Bai S, Liu C. Overview of energy harvesting and emission reduction technologies in hybrid electric vehicles. Renew Sustain Energy Rev [Internet]. 2021;147(October 2020):111188. Available from: https://doi.org/10.1016/j.rser.2021.1111885. &nbsp; &nbsp; Bill Schweber. Motor Control [Internet]. Mouser Applications and Technologies. [cited 2021 Jun 16]. Available from: https://www.mouser.de/applications/adding-48V-to-12V-means-major-benefits/6. &nbsp; &nbsp; Kumawat AK, Thakur AK. A Comprehensive Study of Automotive 48-Volt Technology. Int J Mech Eng. 2017;4(5):13–20.&nbsp;7. &nbsp; &nbsp; Quintero-Manríquez E, Sanchez EN, Antonio-Toledo ME, Muñoz F. Neural control of an induction motor with regenerative braking as electric vehicle architecture. Eng Appl Artif Intell [Internet]. 2021;104(July 2020):104275. Available from: https://doi.org/10.1016/j.engappai.2021.1042758. &nbsp; &nbsp; Ngwashi DK, Phung LV. Recent review on failures in silicon carbide power MOSFETs. Microelectron Reliab. 2021;123(February):114169.&nbsp;

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