As electric vehicle (EV) battery manufacturing expands, so too does the demand for the materials that are essential to their production. Today’s EVs employ several battery technologies with different combinations of materials. Around the world, governments are developing policies to ensure that these materials are readily available and to mitigate supply chain disruption risks.In a <a href="https://www.nature.com/articles/s41467-024-46418-1.epdf?sharing_token=4_W4TX-XN5hf4pPgys28ENRgN0jAjWel9jnR3ZoTv0PnOf5EcsU7quxpqwJX9Xvx1Kknep4kdCq_oWx29xEFTtXCjwgDK1nPtYAm1mMCWM14HjSs6N-aU6tNprpaHHnVJjkVY3-GfWzbWhoDa3vv-COI28ukJIlSa6QTFEIpTSQ%3D" rel="noopener" target="_blank">recent publication in Nature Communications</a>, a team of researchers from the Department of Engineering and Public Policy at Carnegie Mellon University provides analysis of the relationship between electric vehicle battery chemistry and supply chain vulnerability for four critical minerals—lithium, cobalt, nickel, and manganese—across particular countries that are key contributors to production. The primary lithium ion battery chemistries used in EVs today are lithium iron phosphate (LFP), nickel manganese cobalt (NMC), and nickel cobalt aluminum (NCA), which each depend on varying amounts of these minerals. The authors, Anthony Cheng, <a href="https://engineering.cmu.edu/directory/bios/fuchs-erica.html" target="_blank">Erica Fuchs</a>, <a href="https://engineering.cmu.edu/directory/bios/karplus-valerie.html" target="_blank">Valerie Karplus</a>, and <a href="https://engineering.cmu.edu/directory/bios/michalek-jeremy.html" target="_blank">Jeremy Michalek</a>, find that effectively reducing vulnerabilities to disruption related to any particular country may require addressing multiple layers of upstream supply relationships.<blockquote>We need to anticipate new potential supply chain vulnerabilities so that we can act strategically to mitigate risk.<cite>Jeremy Michalek, Professor, Mechanical Engineering and Engineering and Public Policy</cite></blockquote>“In the 1970s, several global oil supply disruptions sent shock waves through the economy, with motorists waiting in long lines to fill up,” says Michalek, a professor of engineering and public policy and mechanical engineering and who also serves as director of <a href="https://www.cmu.edu/cit/veg/" rel="noopener" target="_blank">Carnegie Mellon’s Vehicle Electrification Group</a>. “As we shift away from gasoline toward electric vehicles, we need to anticipate new potential supply chain vulnerabilities so that we can act strategically to mitigate risk.”By mapping the supply chains of the four critical materials, calculating a vulnerability index, and using a network flow optimization to bound uncertainties, the study finds that production at multiple supply chain steps is highly concentrated in single countries. In particular, production at multiple stages of the supply chain across battery technologies occurs in China, primarily due to its role in materials refining and cathode production.“Our approach provides a new measure of energy security as we move beyond fossil fuels,” says Karplus, a professor of engineering and public policy and associate director of the <a href="https://www.cmu.edu/energy/" rel="noopener" target="_blank">Wilton E. Scott Institute for Energy Innovation</a>.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1712184833930-0319-em-ev-supply-chain.png" style="width: 100%px;" class="fr-fic fr-dib">A Sankey diagram for global flows of lithium that available data suggest are involved in battery material supply chains.&nbsp;Source:&nbsp;Nature CommunicationsA supply chain disruption centered in one country could occur for any number of reasons, ranging from geopolitical strategy to political or economic instability, a natural disaster, or another pandemic. Last year, China restricted exports of graphite, another key material used in batteries. Countries that make EVs, like the U.S., have an interest in diversifying supply chains to reduce disruption risks such as this.Additionally, the research finds that the levels of vulnerability vary based on the lithium-ion battery chemistry. For example, the LFP chemistry may currently be more vulnerable to supply disruptions in China, but NMC chemistries depend on more critical materials, resulting in more pathways for disruptions from other countries to affect the supply chain, such as the Democratic Republic of Congo or South Africa.As efforts are made to diversify the supply chain and incentivize domestic production, the authors note that a comprehensive approach must be considered beyond battery cell and pack production, including minerals extraction, processing, and component production.“The U.S. Inflation Reduction Act provides major incentives to diversify the supply chain and build more batteries in the U.S.,” says Michalek. “We’re actively working to analyze how this policy may incentivize changes in different parts of the supply chain and in battery technology.”The findings in this research can be useful to policymakers as they seek to identify specific bottlenecks, key relationships, and potential levers for reduction of supply chain vulnerabilities.

A recent study analyzes the relationship between electric vehicle battery chemistry and supply chain vulnerability for four critical minerals—lithium, cobalt, nickel, and manganese—across particular countries that are key contributors to production.

Anticipating and reducing EV battery supply disruptions

What’s the extent of impact of electric vehicle on drivetrain system? Electric Vehicle is driving significant change in drivetrain design for electric vehicles, with the use of different kinds of automatic transmissions and integrated units to optimize efficiency. Despite differences in operating principles, there are similarities. Explore the impact and challenges of drivetrain design and find how RPWORLD comes in to accelerate the design iteration.<h2 dir="ltr">What’s the Impact of EV on Drivetrain Design</h2>Electric Vehicle is driving significant change in the way manufacturers approach drivetrain design, as compared to the development process for traditional combustion engine vehicles. This change is reflected in the use of different kinds of automatic transmissions, such as 2-stage spur gear drives, integrated stepped planetary gear drives, or continuously variable transmissions (CVT), to optimize efficiency in state-of-the-art electric vehicles, whereas previously 6-speed manual or 8-speed automatic transmissions were standard in the automotive world.One notable difference is that electric motors, power electronics, and drivetrains can share a single housing, which reduces the overall number of components in the powertrain and lowers the system's weight. In battery electric vehicles (BEVs), this integrated unit may directly power a combined electric axle drive, while various transmission configurations are possible in hybrid vehicles, depending on how the manufacturer intends the electric motor and combustion engine to interact with each other.<h2 dir="ltr">Challenges in Component Design for Electric Vehicle Drivetrains</h2>Despite the differences in operating principles between electric vehicle drivetrains and their combustion engine counterparts, there are many similarities in the design and manufacturing processes required at the component level. Key components such as straight gears, helical gears, and housings are common to both types of drivetrains. However, specializing such components for electric vehicle drivetrains presents challenges in dealing with the higher torque and speed of rotations that can be achieved with electric motors.<ul><li><h3 dir="ltr">Special considerations for precision manufacturing</h3></li></ul>The precision manufacturing of transmission components like straight and helical gears or planetary gear drive systems requires tighter tolerances for electric vehicle components. The surface finish of gears also gains new importance as the noise emission of the drivetrain is critical in electric vehicles due to the silent electric motor.<ul><li dir="ltr"><h3>Shift in drivetrain design</h3></li></ul>Electric Vehicle is driving a significant shift in drivetrain design for state-of-the-art electric vehicles, leading to the use of different kinds of automatic transmissions and integrated units that reduce the overall number of components and weight of the system. Despite differences in operating principles, there are many similarities in the design and manufacturing processes required at the component level. Specializing components for electric vehicle drivetrains requires dealing with higher torque and speed of rotations and tighter tolerances, as well as placing greater importance on surface finish to reduce noise emission from the silent electric motor.<h2 dir="ltr">Customized Drivetrain Components to Meet Your Specific Needs</h2>At RPWORLD, we understand that every vehicle's drivetrain requirement is different, and that's why we offer customized drivetrain components with tight tolerance and high efficiency to meet your specific needs. Our 20-years’ experience in manufacturing allows you to turn your design into reality fast and accelerate your iteration and prototyping verification.RPWORLD is a customized manufacturing supplier, offering CNC Machining, Injection Molding, Sheet Metal Fabrication, Surface Treatment and more.

Photo by ThisisEngineering RAEng on Unsplash

Explore the impact and challenges of drivetrain design and find how RPWORLD comes in to accelerate the design iteration.

Customized Drivetrain Components: Meeting the Challenges of EV Design

The automotive industry is undergoing a huge transformation. As the world moves towards more sustainable energy sources, electric vehicles (EVs) are becoming a driving force to transition from gas-powered cars. Just recently, <a href="https://www.gearpatrol.com/cars/g34452328/future-electric-cars/" target="_blank">Gear Patrol</a> and <a href="https://www.caranddriver.com/news/g29994375/future-electric-cars-trucks/" target="_blank">Car and Driver</a> have showcased future EVs from a wide range of automotive manufacturers, including Acura, Audi, Mercedes, Chevrolet, Ford, BMW, Polestar, Kia and Hyundai, just to name a few. Even luxury car brands, like Alfa Romeo, Maserati and Bentley, are jumping on the EV bandwagon.What’s more, <a href="https://www.cnbc.com/2023/06/16/converting-gas-powered-cars-to-evs-is-a-booming-business.html" target="_blank">shops and the aftermarket sector are noticing a substantial increase in demand for converting combustion vehicles to electric</a>, propelled by demand from DIYers and classic car collectors.But developing EVs or converting traditional cars to electric is not a mere battery-swapping game. It’s a complex process involving precision, detail, and innovative engineering. At the heart of this new approach to vehicle design is 3D scanning technology.We sat down with one of Creaform’s clients, <a href="https://www.phiaro.jp/en/" target="_blank">Phiaro</a>, to learn more about how the company is utilizing 3D scanners to convert conventional vehicles into EVs for its clients.Based in Japan and with <a href="https://phiaroinc.com/" target="_blank">offices in Irvine, California</a>, Phiaro is an industrial engineering company that offers research, design, and product development services to the automotive sector. In the business for over 80 years, the company has carved an enviable niche in the market for constantly pushing the technology envelope further.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1711016488267-photo_01-1536x864.webp" style="width: 100%px;" class="fr-fic fr-dib">Phiaro’s engineering managers see a promising future for Creaform’s 3D scanners in their EV design and inspection workflows<h2 id="isPasted">3D scanning: A pivotal technology for designing brand-new EVs</h2>When manufacturers embark on a new project to create an innovative EV model, metrology-grade 3D scanners allow engineers and industrial designers to accurately acquire 3D measurements of existing combustion-engine vehicles, which can then be used as the springboard for designing its EV counterpart.Traditional vehicle design methods, involving multiple physical prototypes and iterations, are both time-consuming and resource-intensive. Using 3D scanners can substantially reduce the costs associated with these EV development processes, making them more efficient and accelerating an automotive manufacturer’s time to market.The design teams at Phiaro use Creaform’s Go!SCAN SPARK to replace their conventional methods of taking photographs with a digital camera or using legacy equipment fixed to a jig to conduct tests on the vehicles they are designing. Both of these methods were cumbersome as not all the information was readily available to Phiaro’s development teams or did not offer the level of accuracy required for engineering and performance assessments. The Go!SCAN SPARK generates measurements without the use of positioning targets which saves a lot of time, and it captures precise texture info together with color.<iframe width="640" height="360" src="https://www.youtube.com/embed/56-pzC8vm_I?&amp;wmode=opaque&amp;rel=0&amp;enablejsapi=1&amp;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"></iframe><h3 id="isPasted">Combining the power of 3D scanning and mixed reality technologies</h3>Always ahead of the curve when it comes to adopting new technologies, Phiaro is also using the Go!SCAN SPARK, along with mixed reality (MR) technologies, to recreate accurate virtual models of vehicles. These models, when integrated with mixed reality tools, provide a virtual playground for engineers. They can “explore” the car, “see” the components in 3D space, and virtually confirm the design of EV engines, for example, when they are installed in the actual vehicle space.This virtual validation process drastically cuts down design and testing time. It also provides a tangible way for engineers across the globe to collaborate in real time. Imagine an engineer in Saitama working on a design and a colleague examining the outcomes in Tochigi, Japan, virtually walking around the same car model, providing instant feedback, and confirming changes.Phiaro’s engineering managers see a promising future for Creaform’s 3D scanners in their EV design workflows. As many in the automotive industry know, the sector is just getting started when it comes to innovations in EV design and performance.

Phiaro’s engineering managers see a promising future for Creaform’s 3D scanners in their EV design and inspection workflows

The automotive industry is undergoing a huge transformation. As the world moves towards more sustainable energy sources, electric vehicles (EVs) are becoming a driving force to transition from gas-powered cars.

3D scanning for gas-powered cars conversions of electrical vehicle design

<h3 id="isPasted">Who are we?&nbsp;</h3>Team Polar is an Eindhoven-based student team filled with students from different disciplines. Our mission is to facilitate and improve the research going on in Antarctica. We aim to achieve this by building an autonomous, affordable, and electric rover. The reason we go with Antarctica is that the current research going on is led by human-driven vehicles using fossil fuels. Building an autonomous vehicle means it is safer and less expensive since there is no&nbsp;driver to pay.&nbsp;&nbsp;<h3>The Ice Cube&nbsp;</h3>After working for more than a year, Team Polar came up with the&nbsp;Ice Cube. Ice Cube was just the first step towards our vision of building a sustainable and affordable research environment in Antarctica. Ice Cube has 2 square meters of&nbsp;solar panels&nbsp;which helps Ice Cube to go up to 65 kilometers (about half the distance from Washington, D.C. to New York City) per day. With its 28' wheels, the Ice Cube weighs around 350 kilograms (about 771.62 lb).&nbsp;&nbsp;<h3>Progress on Ice Cube&nbsp;</h3>Team Polar is&nbsp;in&nbsp;the second prototype's design process, and the Ice Cube is only used for testing.&nbsp;Since the Ice Cube was built in&nbsp;a short time, some features were missing, such as autonomy.&nbsp;Our software team is using&nbsp;the Ice Cube&nbsp;to test their software and the new sensors&nbsp;that&nbsp;we are aiming to implement on our second prototype.&nbsp;While these tests are&nbsp;being made, new structural components are also being tested. Such as gas springs, hinges, handles, etc.&nbsp;Meanwhile, we are developing a force balance that helps&nbsp;determine&nbsp;possible ranges&nbsp;of mass of the next vehicle. We&nbsp;are also looking into the location of research, which will help&nbsp;determine&nbsp;the&nbsp;driving range and strategy for the energy balance (which will&nbsp;probably be&nbsp;made next year).&nbsp;<h3>Processing REMA Image&nbsp;</h3>Under the “Autonomous Department”, our engineers successfully developed and implemented code to process &nbsp; Reference Elevation Model of Antarctica (REMA) images.&nbsp;REMA provides the first, high-resolution (2-meter) terrain map of&nbsp;nearly the&nbsp;entire continent. Since each REMA grid point has a timestamp, any past or future point observation of elevation provides a measurement of elevation change.&nbsp;REMA may provide corrections for a wide range of remote sensing processing activities, such as image orthorectification, and interferometry, and provide constraints for geodynamic and ice flow modeling, mapping of grounding lines, and surface processes. REMA also provides a powerful new resource for field logistics planning.&nbsp;This is an important step for the autonomy of the Ice Cube. The goal is to calculate the altitudes in Antarctica to find out the clearest and most optimized path for the rover.&nbsp;&nbsp;The next step for these images is to transform the processed REMA images into a format that is compatible with our A* algorithm.&nbsp;&nbsp;<h3>A* Algorithm&nbsp;</h3>The A* search algorithm is one of the best techniques used in path-finding and graph traversals. The path we derived will be the shortest of all the other options or the most efficient by all parameters considered. &nbsp;A* works by making a lowest-cost path&nbsp;<a href="https://brilliant.org/wiki/trees-basic/" target="_blank" rel="noreferrer noopener">tree</a>&nbsp;from the start node to the target node. What makes A* different and better for many searches is that for each node, A* uses a function f(n) that gives an estimate of the total cost of a path using that node.The environment of Antarctica and the conditions are the hardest part of our project. We need to come up with innovative and technical solutions. Understanding the altitudes and general geography of Antarctica is crucial.&nbsp;&nbsp;Furthermore, the design of the rover plays a huge role in our path to success. Our Dynamics Sub team is trying to come up with new ideas for the newest version of the Ice Cube.&nbsp;&nbsp;<h3>Suspension&nbsp;</h3>Unlike the Ice Cube, the new vehicle will use a suspension system. The test in Norway in 2022 showed that; the main purpose of having a suspension is important for keeping all wheels on the ground, for improved traction. Also, it will dampen vibrations to keep the vehicles' most important components as stable as possible.&nbsp;&nbsp;The suspension system the new vehicle will be using is a so-called double wishbone suspension. For this suspension, every wheel is connected to two-wishbone-shaped arms. Every wheel is independently controlled.&nbsp;&nbsp;The main advantage of the double-wishbone configuration is its good ratio of kinematic versatility vs. complexity, it being slightly more complex than other systems like the McPherson strut and slightly simpler than others like multi-link suspensions.&nbsp;&nbsp;<h3>Ground pressure&nbsp;</h3>Getting the right ground pressure is extremely crucial for the environment the vehicle will operate. A ground pressure that is too high will cause the vehicle to get stuck in the snow or even fall into crevasses. To prevent this, the ground pressure that will be aimed for in the new vehicle is 0.1 bar. This value is also used by Artic Trucks or other snow vehicles such as the tracked vehicles made by Mattracks. In comparison, the average human exerts a pressure of 0.17 bar on the ground.&nbsp;The low ground pressure is achieved by maximizing the contact area using large and not fully inflated&nbsp;tires.&nbsp;Next Steps?&nbsp;

Facilitating the human-led and autonomous research in the Antarctic continent.

Pioneering Autonomous Antarctic Research

The global transition to&nbsp;electrified personal transport is gaining momentum, with consumer electric vehicles (EVs) leading the way. According to the International Energy Agency (IEA), EV sales exceeded 10 million units in 2022.That total made up 14 percent of all new cars sold - up from less than 5 percent in 2020[1]. This shift is being driven by a combination of financial incentives and regulations, as governments across the globe commit to an EV future as part of a drive toward “net zero” carbon emissions.&nbsp;But there’s a danger that growth could be stifled by a significant issue: across the globe, EV charging stations lag vehicle sales.&nbsp;<h2>The need for accessible EV charging</h2>In countries where EVs are already popular, there tends to be well developed infrastructure; for example, Norway (where 86 percent of new cars are EVs) and Iceland (72 percent) have widespread charging networks. In contrast, the U.S. is falling behind in EV adoption—with the cars making up only five percent of new sales—removing the commercial incentive for companies to build charging infrastructure.&nbsp;Currently, the number of U.S. EV charging stations falls well below the availability of traditional gas stations, even when considering the size EV fleets compared to gas-powered vehicles. According to&nbsp;Motor.com, the U.S. averages about 104 gas pumps per 1,600 road kilometers, compared to just 22 EV charging ports[2]. The problem is made worse because it takes just minutes to fill a car from a gas pump—making it quickly accessible to the next vehicle in the line—while EV charging is much slower even with the latest generation of fast chargers. &nbsp;&nbsp;<h2>Avoiding flat batteries</h2>The limited availability of charging stations means that the last thing any EV driver needs is poor equipment reliability. Because EV drivers tend to plan road trips around the relatively few available charging stations when the roll up at one, they need it to work. And it’s not just consumers, governments too expect well maintained networks. For example, a new UK law, the&nbsp;Public Charge Point Regulation 2023, requires each charging point to be 99 percent reliable.&nbsp;&nbsp;To keep public charging points functioning that dependably, they need to be continuously monitored so that any problems can be quickly identified and fixed. Better yet, the monitoring could be used to address problems well before they result in equipment failure.&nbsp;&nbsp;Such monitoring requires robust, country-wide, and long-range wireless connectivity to collect data on the availability and condition of charging stations. And the only standards-based technology that can do this is&nbsp;<a href="https://www.nordicsemi.com/Products/Wireless/Low-power-cellular-IoT" target="_blank">Cellular IoT</a>. The technology enables companies to send EV charger data to a Cloud platform for remote analysis and to determine if the charger needs a visit for a service.&nbsp;<h2>Wireless connectivity for home charging</h2>The year-on-year increase in range of EVs promises to make home charging just as significant as public charging because it means that for all but the longest journeys, consumers can top up batteries in their own garage. This private market is made up of a range of individual suppliers, with two main types of home chargers. One type is low-cost and without Internet connectivity; despite the price advantage, this type may become less popular in the future due to inconveniences such as not being able to take advantage of flexible tariffs.&nbsp;The other popular type of home EV charger can access the Internet. The charger can be directly connected using Cellular IoT; alternatively, the charger can access the Internet via home Wi-Fi. With the introduction of the latest version of the wireless tech, Wi-Fi 6, the chargers can be easily integrated into the smart home ecosystem. This is because Wi-Fi is a key constituent of Matter, a smart home standard backed by companies such as Apple, Google, Samsung, and Nordic Semiconductor.&nbsp;&nbsp;As an integral part of the smart home, the domestic EV charger can, for example, ask the owner if a full charge is necessary for tomorrow because on that day of the week the car is usually only driven on short journeys. If a full top-up is asked for, connectivity allows the charger to determine precisely when to switch on charging to take advantage of the cheapest tariff. &nbsp; &nbsp;&nbsp;<h2>EV charging is set to become big business</h2>While public charging infrastructure remains relatively scarce, as EV ownership grows, so will the supporting network. And that will mean hundreds of thousands of chargers spread across entire countries. Cellular IoT is the only LPWAN capable of the coverage and reliability demanded by such huge charging networks. But more than that, cellular IoT brings other benefits.&nbsp;&nbsp;According to report published by telecoms services and equipment provider, Ericsson, connectivity brings significant business opportunities for EV charging companies and the related ecosystem. By connecting charging stations with cellular IoT, EV charging companies are better positioned to effectively manage their orchestration, administration, and maintenance. That in turn keeps the complex ecosystem of stakeholders—including drivers, hardware and connectivity providers, utility companies, automotive OEMs, and asset owners like parking operators, city authorities, and homeowners—satisfied.&nbsp;&nbsp;EV’s promise a greener future. But each driver wants reassurance that when they need to recharge their vehicle’s batteries, a fully functioning charger will only be a short hop away. Wireless technologies like cellular IoT and Wi-Fi will not only make it simple for service providers to keep their chargers in good order but will also help them efficiently and remotely manage huge charger networks. &nbsp;&nbsp;<hr><h3>References</h3>1. Global EV Outlook 2023;&nbsp;<a href="https://www.iea.org/reports/global-ev-outlook-2023/executive-summary" target="_blank">www.iea.org/reports/global-ev-outlook-2023/executive-summary#</a>&nbsp;2. Study explores EV charging vs gas station density in the U.S.;&nbsp;<a href="https://www.motor.com/2023/08/study-explores-ev-charging-station-vs-gas-station-density-in-the-u-s" target="_blank">www.motor.com/2023/08/study-explores-ev-charging-station-vs-gas-station-density-in-the-u-s</a>&nbsp;

The global transition to electrified personal transport is gaining momentum, with consumer electric vehicles (EVs) leading the way. According to the International Energy Agency (IEA), EV sales exceeded 10 million units in 2022.

Improving EV charging networks with cellular IoT

With the U.S. government’s goal to reduce emissions from transportation as part of a net-zero climate goal by 2050, efficient and reliable batteries are a necessity. A collaborative team of researchers led by the McKelvey School of Engineering at Washington University in St. Louis is working toward that goal by developing an energy storage system that would have a much higher energy density than existing systems.With $1.5 million from the U.S. Department of Energy’s Advanced Research Projects Agency-Energy (ARPA-E), Xianglin Li, associate professor of mechanical engineering &amp; materials science, will lead a multi-institutional team to develop a lithium-air (Li-air) battery with ionic liquids to deliver efficient, reliable and durable performance for high-energy and high-power applications. The Phase I, 18-month funding is part of $15 million ARPA-E awarded to 12 projects across 11 states to advance next-generation, high-energy storage solutions to speed electrifying the aviation, railroad and maritime transportation sectors.Funded through the Pioneering Railroad, Oceanic and Plane ELectrification with 1K energy storage systems (<a href="https://arpa-e.energy.gov/technologies/programs/propel-1k" target="_blank">PROPEL-1K</a>) program, projects aim to develop emission-free energy storage systems with “1K” technologies capable of achieving or exceeding 1,000-Watt-hour per kilogram (Wh/kg) and 1,000 Watt-hour per liter (Wh/L).“The current commercially available lithium-ion batteries have the specific energy of around 200 watt-hour per kilogram, and those would not work because 1,000 watt-hour per kilogram is beyond their thermodynamic limit,” Li said. “We need to increase that specific energy density by four to five times, so this is a very aggressive goal.”If successful, PROPEL-1K technologies would electrify regional flights traveling as far as 1,000 miles with up to 100 people, all North American railroads, and all vessels operating exclusively in U.S. territorial waters, the agency said.&nbsp;Li’s team’s concept would use pure lithium in the anode because it has the highest energy density. They will use a very thin separator with unique properties to transfer the lithium ion back and forth. The cathode must contain catalysts that make the electrochemical reaction of oxygen reduction and evolution reactions happen quickly and efficiently.“All of these components must be put together almost perfectly, because that 1,000 watt-hour per kilogram is near the limit of any energy storage technology,” Li said. “That's why we have a large team with complementary experts on different parts of this whole system. My team will lead the overall design of the system and focus on the cathode where the oxygen reaction would occur.”For the proposed Li-air flow battery, the team will use a unique electrolyte: ionic liquids with high oxygen solubility, low viscosity, ultra-low volatility and high ionic conductivity. The team will also customize catalysts and lithium metal protection membranes to enhance battery performance while reducing power consumption during electrolyte circulation. Preliminary experimental results have shown a tenfold increase in capacity by using a circulating electrolyte.“Commercial batteries use organic electrolytes, but because our Li-air cell is an open system, that electrolyte would evaporate over time,” Li said. “Ionic liquid is a salt that acts like a liquid but does not evaporate and can flow at room temperature.”Co-principal investigators on the project include Peng Bai, associate professor, and Vijay Ramani, the Roma B. &amp; Raymond H. Wittcoff Distinguished University Professor, both in the Department of Energy, Environmental &amp; Chemical Engineering in McKelvey Engineering; Mark Shiflett, Foundation Distinguished Professor at the University of Kansas; Ivan Vlassiouk, senior research staff at the Oak Ridge National Laboratory; James Saraidaridis, principal research engineer at Raytheon Technologies Research Center; and Sherry Quinn, electrochemist at Powerit. Together, they will work to develop a prototype that may be further developed and taken to market.The team also will conduct an economic analysis of its Li-air flow battery systems to the aviation, railroad and maritime transportation sectors to highlight the importance of advancing energy storage technologies beyond the current Li-ion battery technology.

With $1.5 million from the U.S. Department of Energy’s Advanced Research Projects Agency-Energy (ARPA-E), Xianglin Li, associate professor of mechanical engineering & materials science, will lead a multi-institutional team to develop a lithium-air (Li-Air) battery with ionic liquids to deliver efficient, reliable and durable performance for high-energy and high-power applications. (Credit: iStock photo)

With the U.S. government’s goal to reduce emissions from transportation as part of a net-zero climate goal by 2050, efficient and reliable batteries are a necessity.

Efficient lithium-air battery under development to speed electrification of vehicles

According to the Global EV Outlook from IEA, the EV stock reaches 145 million in 2030, accounting for 7% of the road vehicle fleet. However, one of the main challenges facing EVs is the battery, which determines the performance, range, safety, and cost of the vehicle. The battery enclosure is the protective structure that houses the battery cells and modules. The article explores different materials and design considerations for enclosures to optimize and supercharge EV performance. &nbsp;<h2 dir="ltr">Steel vs. Aluminium vs. Carbon Fiber</h2>Steel is a traditional material that offers high strength and durability. However, steel is heavy and prone to corrosion, which can reduce the energy efficiency and lifespan of the battery. In addition, steel has high thermal conductivity, which affects the battery performance and safety. Aluminum, in contrast, is preferred due to its lightweight and high strength-to-weight ratio. It is also more resistant to corrosion than steel.Sounds like aluminum wins in every way, no material is without its challenges, however. There is also the poor impact performance of metal materials. Carbon fiber reinforced polymer (CFRP), a newer and more innovative composite material, offers lightweight, anti-impact, durable and flexible performance. However, it is also more expansive. Moreover,<a href="https://www.sae.org/news/2021/01/novel-materials-approach-to-ev-battery-box-design" target="_blank">&nbsp;its thermal expansion mismatch with the battery cells</a>, which makes it still a cautious choice.<h2 dir="ltr">Design to Improve Cooling Efficiency</h2>Other than material selection, the factors such as structure optimization, thermal management system, etc., are also crucial. The modular design with multiple cooling channels and the use of cooling fins and heat sinks can enhance the cooling efficiency of the battery pack. Therefore, the surface area for heat transfer increased, allowing air or liquid to flow through the channels. If the heat, generated by battery cells during operation, is not dissipated properly, can reduce the lifespan of the battery, and even cause safety hazards.<h2 dir="ltr">Multi-layered Housing Structure</h2>Another important aspect of the battery pack housing design is the protection against mechanical and thermal shocks. A multi-layered housing structure consisting of an outer layer of aluminum or steel, a middle layer of insulation material, and an inner layer of polymer film can balance the pros and cons of different materials.This structure protects against physical damage to the battery cells from external impacts or vibrations, and protects against thermal runaway, which can occur when the battery overheats and triggers a chain reaction leading to a fire or explosion. The insulation layer prevents heat from spreading to adjacent cells and absorbs impact energy, while the polymer film acts as a barrier to prevent oxygen from entering the battery and fueling the combustion.<h2 dir="ltr">On-demand Manufacturing Accelerates Your Enclosure Development</h2>Before launching battery packs to the market, you need to conduct many prototyping verifications. RPWORLD is happy to support alongside your auto part development with 20-years’ experience and expertise. Choose RPWORLD, you will get:<ul><li dir="ltr">Fast delivery in as little as 7 days to help you ahead of competitions.</li><li dir="ltr">One-stop manufacturing including CNC machining, injection molding and more to bring your design to life under one roof.</li><li dir="ltr">Design optimization and manufacturability advice to mitigate production risks.</li><li>00+ high-performance engineering materials to suite your different needs.</li></ul>

According to the Global EV Outlook from IEA, the EV stock reaches 145 million in 2030, accounting for 7% of the road vehicle fleet. However, one of the main challenges facing EVs is the battery, which determines the performance, range, safety, and cost of the vehicle.

Supercharge EV's Performance with Optimized Battery Enclosures

Q: What is driving market growth for Wide Bandgap (WBG) devices?&nbsp;With gallium nitride (GaN), efficiency is the key driver which impacts everything else, resulting in less heat, smaller size and lower cost. The fundamental market drivers within the power field are efficiency and cost. Efficiency has been driven by regulatory requirements, but also by market requirements for power supplies to be smaller and lighter. Looking at cost, Power Integrations is finding is that for higher-end power supplies with a higher spec, GaN is the lowest cost approach because it saves heat sinking and the extra switches necessary for complex topologies.&nbsp;But optimizing the potential of GaN requires new system-level thinking. The old topologies that were invented to compensate for the challenges of using silicon are not required, because GaN is much closer to being an ideal switch. By that I mean that GaN devices switches very, very fast, they have a very low gate capacitance, and very low output capacitance COSS. But that brings with it a different set of design challenges. Power Integrations has found that the best way to work with GaN is to build a system around it. So we create sub-systems in GaN, such as our InnoSwitch™ flyback power supply ICs, our power factor correction HiperPFS-5™ parts and our LytSwitch-6™ LED drivers. We have brought to market GaN devices that benefit notebook adapters, cell phone adapters, small power supplies, LED lighting, etc, and there is much more to come.Power Integrations is following the same system-level strategy for silicon carbide, and we're seeing the same system-level benefits. When it comes to picking which WBG technology to use, the differentiation in our minds is voltage level: we're using silicon carbide in 1700 volt products which are targeting 800 volt automotive applications, but for 400 volt automotive applications, we think GaN is the ideal solution.&nbsp;<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1708323818106-ezgif-2-d7c996fa21.jpg" style="width: 766px;" class="fr-fic fr-dib">Q: What are the trade-offs between using a wide bandgap semiconductor device and a traditional silicon-based device?It's a complicated answer, but I think that the enclosure size target is the determining factor. From the enclosure, the available heat budget - in order to fit a suitable power system into that enclosure - can be calculated. From this, designers can evaluate whether they are able to use silicon with a simple topology, &nbsp;or whether they need to use silicon with a complex topology &nbsp;or GaN with a simple topology. The benefit of GaN lies in its low cost of switching which means that it can be switched without having to use a resonant topology…which is how you achieve similar results with silicon. The moment you go with resonant (LLC), you have to add more switches – hence more cost. And you lose a dynamic range of operation so you've triggered problems with constraints on your input or output voltage.So the trade-off is whether the constraints of complex silicon outweigh any perceived risks associated with using the new technology. Power Integrations believes that that new technology is proven, reliable and rugged…and also that it delivers the lowest system cost. So we would suggest the GaN solution rather than an LLC, even though we have LLC ICs in our toolbox too. We recommend a simple GaN flyback over a more complex resonant supply simply because of the flexibility that the flyback provides.Q: What are the key packaging considerations wide bandgap semiconductors, and how can they be addressed?Power Integrations is a sub-systems company, not a GaN transistor company: we integrate the switch, GaN, SiC or silicon, into a package along with other functions to deliver an integrated power solution. We're not trying to make the best package to address the needs of a power FET, we're creating the best package for a multi chip sub-system for a small flyback power supply, a PFC device or an LED driver. As such, our packaging challenge is unique. But a founding principle of Power Integrations was to minimize the number of pins and the size of the package, bearing in mind constraints about creepage, so WBG has not changed our approach in this respect.With this in mind, Power Integrations produces custom packages that are most suitable for power at an electrical and thermal and mechanical level. When we design a package, we consider:&nbsp;“Is it going to be isolated?”“Will it conduct the heat away properly?”&nbsp;“Is it strong enough to resist moisture?”&nbsp;“Will it pass the usual basket of JEDEC and automotive tests?”Power Integrations is continually innovating in packaging. As an example, a few years ago, we introduced Fluxlink™, a communication technology that enables feedback to be delivered across an isolation barrier without the use of any magnetic materials or an optocoupler. FluxLink delivers a very high communication bandwidth which enables a much faster load-transient response. But because FluxLink is a leadframe-based approach, we use standard stamping tools and standard transfer-molding technology. Therefore, we don't we don't incur any cost penalty, despite using a multichip module approach.&nbsp;<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1708323841620-ezgif-2-7cf67576ee.jpg" style="width: 766px;" class="fr-fic fr-dib">Q: How can thermal management be optimized in a high-power wide bandgap semiconductor device to ensure reliable operation?A general comment concerning thermal management is that Power Integrations has found that more GaN is cheaper than more aluminum. In other words, it's better to increase the size of the GaN transistor and generate less heat in the first place than to attempt a mechanical thermal heatsink-plus-fan solution afterwards. Milligrams of GaN is cheaper than kilograms of aluminum.&nbsp;Specifically, one of the most important design considerations is to ensure that the heat sink is at source - i.e. it's grounded. So Power Integrations makes sure that its devices have a large amount of metal from the lead frame of the package exposed and available to be soldered down. Sometimes we have a pad on the back of the part, sometimes we have a tab on one side. Our devices feature a grounded tab, so there is no hot, high voltage heat sink that is switching up and down at high frequency, radiating on a broad spectrum of frequencies causing EMI problems. &nbsp;Q: How will the use of wide bandgap semiconductor devices develop in the power electronics industry?Because GaN approaches the ideal switch, my view is that when GaN can, GaN should. I see GaN basically taking over at the lower voltages - mains through to 1200 volts; essentially GaN will become ubiquitous up to a certain power level, especially for applications that need to be efficient across the load range. It's dependent on the technical development of GaN: as the voltage of GaN increases it will replace silicon carbide, and as its current carrying capacity increases, GaN will replace IGBTs.

In the in-depth interview, PI Vice President of Marketing Doug Bailey explains GaN technology and the new possibilities it brings to the power conversion industry.

GaN set to become ubiquitous in power electronics

Governments around the world and companies in all industries and businesses are coming together to engage in efforts to achieve carbon neutrality (Fig. 1). Every conceivable multifaceted decarbonization measure is being taken. This includes, for instance, the utilization of renewable energies such as solar power, the electrification of equipment that was previously used by burning fossil fuels, and the reduction in power consumption of existing devices like home appliances, IT equipment, and industrial motors.Various countries and regions have introduced carbon pricing mechanisms as systems to shift greenhouse gas emissions from business activities to costs. As a result, in addition to being meaningful as social contribution, carbonization initiatives now have a clear numerical impact on the financial statements that serve as a report card for corporate management.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1707718138849-power-semicon-img0001.jpg" style="width: 766px;" class="fr-fic fr-dib">Fig. 1: Acceleration in the pace of efforts for electrification and a reduction in power consumption to achieve carbon neutrality<h2 id="isPasted">Full Model Change in Semiconductor Materials for the First Time in 50 Years</h2>There has been an increase in activity for decarbonization efforts. Against this background, there is a field in semiconductors where the pace of the movement in technological innovation is rapidly accelerating. This is the power semiconductor field.Power semiconductors are semiconductor devices that play the role of managing, controlling, and converting the power necessary to operate electrical and electronic equipment. These devices are built into so-called power electronics circuits. These circuits include power circuits that stably supply drive power to home appliances and IT equipment, power conversion circuits to transmit and distribute power without waste, and circuits that drive motors with high efficiency at a torque and rotational speed that can be controlled freely. These power semiconductors, which are key devices to realize a sustainable society, have now started to undergo a once-in-50-years full model change.Power semiconductors have various device structures including MOSFET*1, IGBT*2, and diodes. They are used differently according to the purpose. Nevertheless, although the structure differs, silicon (Si) has consistently been used for more than 50 years as the device material. That is because Si has good electrical characteristics and has the property of being easy to process into various device structures at the same time.*1: A Metal Oxide Semiconductor Field Effect Transistor (MOSFET) is a type of Field Effect Transistor. It functions as an electrical switch. These transistors consist of three layers: a metal, oxide, and semiconductor. The current is turned on and off by applying a voltage to the electrode called a gate.*2: An Insulated Gate Bipolar Transistor (IGBT) is a transistor with a structure that combines a MOSFET and bipolar transistor. It is characterized by combining the high-speed operation of the MOSFET with the high withstand voltage and low resistance of the bipolar transistor. &nbsp;However, Si-based power semiconductors are no longer able to clear the high level of technical requirements to further reduce the power consumption of various electrical and electronic equipment. To overcome this situation, progress is underway on the utilization of new materials such as silicon carbide (SiC) and gallium nitride (GaN), which are more suitable than Si as materials for power semiconductors. SiC and GaN have multiple physical properties and characteristics suitable for power semiconductors. These include their dielectric breakdown field strength (affects the withstand voltage), mobility (affects the operating speed), and thermal conductivity (affects reliability). If we can develop a device that brings out those excellent characteristics, we can realize power semiconductors with even higher performance.SiC-based MOSFETs and diodes have already been commercialized. They are being used in electric vehicle (EV) motor drive inverters, DC/AC converters in solar power generation power conditioners, and other equipment. GaN-based HEMT*3 have also already been commercialized. They are now being used in AC converters for ultra-small PCs, chargers for smartphones, and other equipment.*3: A High Electron Mobility Transistor (HEMT) is a Field Effect Transistor that enables high-speed switching by joining semiconductors with differing properties to induce electrons with high mobility.<h2>Evolution of Capacitors, Inductors, and Other Equipment Is Essential to Draw out the Potential of SiC and GaN</h2>It is not possible to draw out the full outstanding potential of power semiconductors made based on new materials simply by replacing the Si-based devices in existing power electronics circuits. This is because the other semiconductor ICs, passive components, and even the control software that comprise power electronics circuits have been developed and selected on the assumption they would be used in Si-based power semiconductors. It is necessary to newly re-develop and re-select these peripheral components as well to effectively utilize new material-based power semiconductors.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1707718176002-power-semicon-img0002_en.png" style="width: 766px;" class="fr-fic fr-dib">Fig. 2: Example of an AC/DC converter circuit utilizing a GaN-based power semiconductor used in data center servers and other technologiesFor example, numerous GaN HEMTs are being used in AC/DC converter circuits that have adopted GaN HEMTs recently introduced to lower power consumption in the power supplies of data center servers (Fig. 2). It is possible to improve the switching frequency (operating frequency) of power electronics circuits by utilizing the features of GaN HEMTs in that they enable high-speed switching at high voltages. The reactance value of capacitors embedded into circuits and inductors in reactor signal processing circuits can be lower in circuits with a high operating frequency. In general, low reactance components have a small size. Therefore, it is possible to downsize the circuit board and to improve the power density. Similarly, introducing SiC MOSFETs even in inverter circuits which drive EV motors and other components enables the downsizing of peripheral components and also allows the overall inverter circuits to be made smaller and more lightweight.On the other hand, a high level of noise may arise from high-voltage and high-speed switching power supplies. There is a possibility that noise may then adversely affect the operation of the peripheral equipment. Power supplies comprising power semiconductors made with SiC and GaN switch at an even higher frequency. Therefore, the risk of noise occurring further increases. Accordingly, stricter noise suppression is required than when using existing power electronics circuits. At that time, there is a need to use noise suppression components designed to be applied to high-voltage, large-current, and high-frequency circuits rather than those for conventional circuits.In addition, there is also a need for small transformers that operate at even higher frequencies for transformers that are particularly heavy components even among passive components. Low profile planar transformers and other components have already been developed and launched onto the market under the assumption that they will be used in SiC- and GaN-based power semiconductors.<h2>Attention Focusing on the Evolution of Peripheral Components in Addition to Power Semiconductors</h2>Various types of semiconductors, not limited to power semiconductors, have been made based on Si up to now. Therefore, many existing electronic components have been developed under the implicit assumption that they will be used by being combined with Si-based semiconductors. It may become necessary to develop new products to suit the new technical requirements instead of simply searching for even better products among existing components to maximize the effect of introducing power semiconductors made with new materials.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1707718216959-power-semicon-img0003_en.png" style="width: 766px;" class="fr-fic fr-dib">Fig. 3: Distribution of power semiconductors by device material and structureIn general, Si-based power semiconductors tend to operate at lower speeds the greater the voltage and current they can handle (Fig. 3). That is the reason why there are not enough small capacitors and reactors that can handle high voltages and large currents. Moreover, there is a trend to simplify the heat dissipation system and to reduce the size, weight, and cost for SiC-based power semiconductors that can operate stably under high temperatures. In these cases, the passive components also need to have a guaranteed high reliability under a high-temperature environment.The introduction of new materials in the power semiconductor field is a major move to update the electrical and electronic ecosystem that has been optimized to Si materials for more than 50 years. Therefore, we also want to pay a great deal of attention to the evolution of peripheral electronic components optimized for new materials.<hr id="isPasted"><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1707718258902-1707718258901.png" class="fr-fic fr-dii">If you have any questions based on this article that you would like to discuss with an expert at Murata, don't hesitate to reach out. There's an entire team ready to support you with your question.<a href="https://www.murata.com/en-eu/contactform?&Detail=Wevolver%20request" target="_blank" rel="nofollow" class="button-main-action">GET IN TOUCH</a>

Governments around the world and companies in all industries and businesses are coming together to engage in efforts to achieve carbon neutrality. Every conceivable multifaceted decarbonization measure is being taken.

What Are the Conditions for Increasing the Efficiency of Power Conversion and Motor Drives and for Expanding the Use of SiC and GaN Power Semiconductors?

At recent 2023 Consumer Electronics Show (CES), Sony and Honda revealed their first electric vehicle prototype, which is equipped with 45 cameras and sensors, as well as Electric Rearview Mirrors. Electronic rearview mirrors have already made an appearance on roads in many countries. A question has been raised: will traditional rearview mirrors eventually become obsolete in smart cars? In this article, we will delve into this inquiry.<h2 dir="ltr">Transform from Light to Electronics</h2>The rearview mirror was invented in 1911 by Elmer Berger, providing drivers with an easier way to view what was behind them while driving. Modifications have been made over the years, including the “day/night” switchable mirror and the “automatic dimming” mirror, making driving safer and more comfortable.Electronic rearview mirrors have emerged in recent years in both commercial and passenger vehicles. However, it should be noted that they have not yet been widely adopted in automobile, let alone replacing traditional rearview mirrors.<h2 dir="ltr">No Wonder It’s Getting Popular</h2>Electronic Rearview Mirror is a new type of “indirect vision device”, also known as the Camera-Monitor System (CMS).The electronic rearview mirror consists of two parts: the “electronic internal rearview mirror” (also known as “streaming media rearview mirror”) is a display screen installed inside the car, and the “electronic external rearview mirror” corresponds to the traditional external rearview mirror on cars. Compared to traditional rearview mirrors, electronic rearview mirrors have three advantages.1. &nbsp; &nbsp; &nbsp;Smaller structure and lower air resistanceIn August 2022, Elon Musk stated on social media that electronic side mirrors on electric cars can reduce energy consumption by about 5%. Since an electronic side mirror is just a camera, its size can be reduced to one-third of a traditional side mirror, or even smaller. From a professional aerodynamics perspective, a smaller structure means a smaller frontal area of the vehicle, which reduces air resistance, reduces wind noise, and to some extent, decreases fuel consumption for combustion engine vehicles and increases the driving range for electric vehicles.2. &nbsp; &nbsp; &nbsp;Less affected by natural factorsWith advancements in camera display and artificial intelligence technology, the solution of “external camera + internal display” can significantly improve the adverse effects of natural conditions, such as rainwater covering side mirrors, fogging, insufficient night lighting, and other problems that plague drivers. In front of electronic side mirrors, these are “child’s play”.3. &nbsp; &nbsp; &nbsp;Smaller blind spotThis is the most intuitive advantage of electronic side mirrors. The curvature, shape, and size of traditional optical reflective mirrors are fixed, resulting in a limited field of view. Electronic side mirrors can use cameras at different angles, providing drivers with a wider field of view. Especially for large commercial vehicles, blind spots are often a fatal area.Electronic rearview mirrors also provide assistance for promotion of car intelligence. Firstly, electronic side mirrors enrich the content of intelligent cockpits. Secondly, it serves as sensors for future autonomous driving systems.<h2 dir="ltr">Not Easy to Get On Board</h2>Although electronic rearview mirrors have many advantages, they also have some limitations. The high cost is a significant drawback, and the stability requirement is high for driving safety. Furthermore, drivers may have difficulty adjusting to the new display screen after using traditional rearview mirrors for over 100 years.But the industry is optimistic that with the decrease in cost and improvement in stability of electronic rearview mirrors, more car companies will embrace electronic rearview mirrors to enhance the differentiation of their models in the process of intelligentization. Though, consumers’ attitudes remain to be seen.<h2 dir="ltr">Order the Parts that Drive Smart Cars Go Faster</h2>“Mirror, mirror on the car, who's the most reliable of them all - traditional or electronic rearview mirrors?” Although there is no definite answer to this question yet, the ongoing process of intelligentization traditional gas-powered vehicles and electric cars is transforming the automotive industry.At RPWORLD, we provide manufacturing services that include CNC machining, injection molding, sheet metal fabrication, and finishing options to help you accelerate your smart drive, faster and more cost-effectively. We have extensive experience in manufacturing a wide range of auto parts for various automotive clients, including:·&nbsp; &nbsp;&nbsp;Exterior parts: head lamp, bumper, radiator, grilles·&nbsp; &nbsp;&nbsp;Interiors parts: EPB, door panels, instrument panels· &nbsp; &nbsp;Electronic parts: battery packs, charging stations, voltage motor

At recent 2023 Consumer Electronics Show (CES), Sony and Honda revealed their first electric vehicle prototype, which is equipped with 45 cameras and sensors, as well as Electric Rearview Mirrors.

Mirror, Mirror on the Car, Who's the Most Reliable of Them All?

MIT’s Electric Vehicle Team, which has a long record of building and racing innovative electric vehicles, including cars and motorcycles, in international professional-level competitions, is trying something very different this year: The team is building a hydrogen-powered electric motorcycle, using a fuel cell system, as a testbed for new hydrogen-based transportation.The motorcycle successfully underwent its first full test-track demonstration in October. It is designed as an open-source platform that should make it possible to swap out and test a variety of different components, and for others to try their own versions based on plans the team is making freely available online.Aditya Mehrotra, who is spearheading the project, is a graduate student working with mechanical engineering professor Alex Slocum, the Walter M. May &nbsp;and A. Hazel May Chair in Emerging Technologies. Mehrotra was studying energy systems and happened to also really like motorcycles, he says, “so we came up with the idea of a hydrogen-powered bike. We did an evaluation study, and we thought that this could actually work. We [decided to] try to build it.”Team members say that while battery-powered cars are a boon for the environment, they still face limitations in range and have issues associated with the mining of lithium and resulting emissions. So, the team was interested in exploring hydrogen-powered vehicles as a clean alternative, allowing for vehicles that could be quickly refilled just like gasoline-powered vehicles.Unlike past projects by the team, which has been part of MIT since 2005, this vehicle will not be entering races or competitions but will be presented at a variety of conferences. The team, consisting of about a dozen students, has been working on building the prototype since January 2023. In October they presented the bike at the Hydrogen Americas Summit, and in May they will travel to the Netherlands to present it at the World Hydrogen Summit. In addition to the two hydrogen summits, the team plans to show its bike at the Consumer Electronics Show in Las Vegas this month.“We’re hoping to use this project as a chance to start conversations around ‘small hydrogen’ systems that could increase demand, which could lead to the development of more infrastructure," Mehrotra says. "We hope the project can help find new and creative applications for hydrogen.” In addition to these demonstrations and the online information the team will provide, he adds, they are also working toward publishing papers in academic journals describing their project and lessons learned from it, in hopes of making “an impact on the energy industry.”<iframe width="640" height="360" src="https://www.youtube.com/embed/yUj7Hy7yq-0?&amp;wmode=opaque&amp;rel=0&amp;enablejsapi=1&amp;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">&nbsp;&nbsp;</iframe>For the love of speed: Building a hydrogen-powered motorcycleThe motorcycle took shape over the course of the year piece by piece. “We got a couple of industry sponsors to donate components like the fuel cell and a lot of the major components of the system,” he says. They also received support from the MIT Energy Initiative, the departments of Mechanical Engineering and Electrical Engineering and Computer Science, and the MIT Edgerton Center.Initial tests were conducted on a dynamometer, a kind of instrumented treadmill Mehrotra describes as “basically a mock road.” The vehicle used battery power during its development, until the fuel cell, provided by South Korean company Doosan, could be delivered and installed. The space the group has used to design and build the prototype, the home of the Electric Vehicle Team, is in MIT’s Building N51 and is well set up to do detailed testing of each of the bike’s components as it is developed and integrated.Elizabeth Brennan, a senior in mechanical engineering, says she joined the team in January 2023 because she wanted to gain more electrical engineering experience, “and I really fell in love with it.” She says group members “really care and are very excited to be here and work on this bike and believe in the project.”Brennan, who is the team’s safety lead, has been learning about the safe handling methods required for the bike’s hydrogen fuel, including the special tanks and connectors needed. The team initially used a commercially available electric motor for the prototype but is now working on an improved version, designed from scratch, she says, “which gives us a lot more flexibility.”As part of the project, team members are developing a kind of textbook describing what they did and how they carried out each step in the process of designing and fabricating this hydrogen electric fuel-cell bike. No such motorcycle yet exists as a commercial product, though a few prototypes have been built.That kind of guidebook to the process “just doesn’t exist,” Brennan says. She adds that “a lot of the technology development for hydrogen is either done in simulation or is still in the prototype stages, because developing it is expensive, and it’s difficult to test these kinds of systems.” One of the team’s goals for the project is to make everything available as an open-source design, and “we want to provide this bike as a platform for researchers and for education, where researchers can test ideas in both space- and funding-constrained environments.”Unlike a design built as a commercial product, Mehrotra says, “our vehicle is fully designed for research, so you can swap components in and out, and get real hardware data on how good your designs are.” That can help people work on implementing their new design ideas and help push the industry forward, he says.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1705050467068-I_102223-AG-MIT-Motorcycle-0027.jpg" style="width: 300px;" class="fr-fic fr-dib">Using an on-board logging computer, Electric Vehicle Team members (from left to right:) Anand John, Rachel Mohammed, and Aditya Mehrotra check data on the bike’s performance, battery levels, and hydrogen tank levels to calculate the range of the vehicle. Photo: Adam GlanzmanThe few prototypes developed previously by some companies were inefficient and expensive, he says. “So far as we know, we are the first fully open-source, rigorously documented, tested and released-as-a-platform, [fuel cell] motorcycle in the world. No one else has made a motorcycle and tested it to the level that we have, and documented to the point that someone might actually be able to take this and scale it in the future, or use it in research.”He adds that “at the moment, this vehicle is affordable for research, but it’s not affordable yet for commercial production because the fuel cell is a very big, expensive component.” Doosan Fuel Cell, which provided the fuel cell for the prototype bike, produces relatively small and lightweight fuel cells mostly for use in drones. The company also produces hydrogen storage and delivery systems.The project will continue to evolve, says team member Annika Marschner, a sophomore in mechanical engineering. “It’s sort of an ongoing thing, and as we develop it and make changes, make it a stronger, better bike, it will just continue to grow over the years, hopefully,” she says.While the Electric Vehicle Team has until now focused on battery-powered vehicles, Marschner says, “Right now we’re looking at hydrogen because it seems like something that’s been less explored than other technologies for making sustainable transportation. So, it seemed like an exciting thing for us to offer our time and effort to.”Making it all work has been a long process. The team is using a frame from a 1999 motorcycle, with many custom-made parts added to support the electric motor, the hydrogen tank, the fuel cell, and the drive train. “Making everything fit in the frame of the bike is definitely something we’ve had to think about a lot because there’s such limited space there. So, it required trying to figure out how to mount things in clever ways so that there are not conflicts,” she says.Marschner says, “A lot of people don’t really imagine hydrogen energy being something that’s out there being used on the roads, but the technology does exist.” She points out that Toyota and Hyundai have hydrogen-fueled vehicles on the market, and that some hydrogen fuel stations exist, mostly in California, Japan, and some European countries. But getting access to hydrogen, “for your average consumer on the East Coast, is a huge, huge challenge. Infrastructure is definitely the biggest challenge right now to hydrogen vehicles,” she says.She sees a bright future for hydrogen as a clean fuel to replace fossil fuels over time. “I think it has a huge amount of potential,” she says. “I think one of the biggest challenges with moving hydrogen energy forward is getting these demonstration projects actually developed and showing that these things can work and that they can work well. So, we’re really excited to bring it along further.”

Aditya Mehrotra performs a “shakedown” test — running the hydrogen-powered electric motorcycle at high speeds to ensure that the mechanical and electrical systems hold up. Photo: Adam Glanzman

MIT Electric Vehicle Team builds a unique hydrogen fuel cell–powered electric motorcycle.

The future of motorcycles could be hydrogen

Researchers from the Harvard John A. Paulson School of Engineering and Applied Sciences (SEAS) have developed a new lithium metal battery that can be charged and discharged at least 6,000 times — more than any other pouch battery cell — and can be recharged in a matter of minutes.The research not only describes a new way to make solid state batteries with a lithium metal anode but also offers new understanding into the materials used for these potentially revolutionary batteries.&nbsp;The research is published in&nbsp;<a href="https://www.nature.com/articles/s41563-023-01722-x" target="_blank">Nature Materials</a>.&nbsp;“Lithium metal anode batteries are considered the holy grail of batteries because they have ten times the capacity of commercial graphite anodes and could drastically increase the driving distance of electric vehicles,” said&nbsp;<a href="https://seas.harvard.edu/person/xin-li" target="_blank">Xin Li</a>, Associate Professor of Materials Science at SEAS and senior author of the paper. “Our research is an important step toward more practical solid state batteries for industrial and commercial applications.”&nbsp;One of the biggest challenges in the design of these batteries is the formation of dendrites on the surface of the anode. These structures grow like roots into the electrolyte and pierce the barrier separating the anode and cathode, causing the battery to short or even catch fire.&nbsp;These dendrites form when lithium ions move from the cathode to the anode during charging, attaching to the surface of the anode in a process called plating. Plating on the anode creates an uneven, non-homogeneous surface, like plaque on teeth, and allows dendrites to take root. When discharged, that plaque-like coating needs to be stripped from the anode and when plating is uneven, the stripping process can be slow and result in potholes that induce even more uneven plating in the next charge.In 2021, Li and his team<a href="https://seas.harvard.edu/news/2021/05/long-lasting-stable-solid-state-lithium-battery" target="_blank">&nbsp;offered one way to deal with dendrites&nbsp;</a>by designing a multilayer battery that sandwiched different materials of varying stabilities between the anode and cathode. This multilayer, multi-material design prevented the penetration of lithium dendrites not by stopping them altogether, but rather by controlling and containing them.&nbsp;In this new research, Li and his team stop dendrites from forming by using micron-sized silicon particles in the anode to constrict the lithiation reaction and facilitate homogeneous plating of a thick layer of lithium metal.&nbsp;In this design, when lithium ions move from the cathode to the anode during charging, the lithiation reaction is constricted at the shallow surface and the ions attach to the surface of the silicon particle but don’t penetrate further. This is markedly different from the chemistry of liquid lithium ion batteries in which the lithium ions penetrate through deep lithiation reaction and ultimately destroy silicon particles in the anode.&nbsp;But, in a solid state battery, the ions on the surface of the silicon are constricted and undergo the dynamic process of lithiation to form lithium metal plating around the core of silicon. &nbsp;&nbsp;“In our design, lithium metal gets wrapped around the silicon particle, like a hard chocolate shell around a hazelnut core in a chocolate truffle,” said Li.&nbsp;These coated particles create a homogenous surface across which the current density is evenly distributed, preventing the growth of dendrites. And, because plating and stripping can happen quickly on an even surface, the battery can recharge in only about 10 minutes.&nbsp;The researchers built a postage stamp-sized pouch cell version of the battery, which is 10 to 20 times larger than the coin cell made in most university labs. The battery retained 80% of its capacity after 6,000 cycles, outperforming other pouch cell batteries on the market today.&nbsp;The technology has been licensed through&nbsp;<a href="https://otd.harvard.edu/" target="_blank">Harvard Office of Technology Development</a> to Adden Energy, a Harvard spinoff company cofounded by Li and three Harvard alumni. The company has scaled up the technology to build a smart phone-sized pouch cell battery.&nbsp;Li and his team also characterized the properties that allow silicon to constrict the diffusion of lithium to facilitate the dynamic process favoring homogeneous plating of thick lithium. They then defined a unique property descriptor to describe such a process and computed it for all known inorganic materials. In doing so, the team revealed dozens of other materials that could potentially yield similar performance.&nbsp;“Previous research had found that other materials, including silver, could serve as good materials at the anode for solid state batteries,” said Li. “Our research explains one possible underlying mechanism of the process and provides a pathway to identify new materials for battery design.”&nbsp;The research is co-authored by Luhan Ye, Yang Lu, Yichao Wang, and Jianyuan Li. It was supported by the Department of Energy Vehicle Technology Office, the Harvard Climate Change Solutions Fund, and Harvard Data Science Initiative Fund.

Research paves the way for better lithium metal batteries

Solid state battery design charges in minutes, lasts for thousands of cycles

From powering electronic devices, to electric vehicles and renewable energy systems, the use of batteries as an energy storage solution has been prevalent. However, batteries have limitations like slow charging, limited lifespan, and restricted power output. This is where supercapacitors, also known as ultracapacitors or electric double-layer capacitors (EDLCs), step in.Supercapacitor CharacteristicsTo understand how supercapacitors can enhance batteries, it helps to understand what they do and how they work. There are several factors that need to be taken into consideration, including the application requirements.&nbsp;<h4>Considerations Based on Application Requirements</h4>First, determine the required capacitance for the application. The capacitance of the supercapacitors needed to complement the batteries will depend on the specific application requirements, such as the required power output, charge/discharge times, and energy density. This can be calculated using the formula:C = (I x t) / ΔVWhere C is the capacitance in Farads, I is the current in amps, t is the time in seconds, and ΔV is the voltage drop during discharge.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1703774887395-Screenshot%2B2023-11-06%2B151847.png" style="width: 300px;" class="fr-fic fr-dib"> Then, choose the appropriate supercapacitor voltage rating. The voltage rating of the supercapacitor should be chosen to be at least as high as the maximum battery voltage. This must be done to avoid overvoltage conditions that can damage the supercapacitor.&nbsp;Finally, consider the equivalent series resistance (ESR). The ESR of the supercapacitor can affect the overall system efficiency and power delivery. Lower ESR values generally provide better performance, but at a higher cost.&nbsp;<h4>External Component Considerations</h4>It is necessary to include high power balancing circuits. Balancing circuits can be added to ensure that each supercapacitor is charged and discharged evenly, preventing overvoltage or undervoltage conditions that can damage the supercapacitor or decrease its performance. Since supercapacitors operate at high current levels compared to batteries, it is important the balancing system can operate (correct voltage imbalances) at high current levels too.&nbsp;It is important to note that the electrical sizing and connection of supercapacitors and batteries will vary depending on the specific application and system requirements. It is recommended to consult with an expert or refer to the manufacturer's guidelines to ensure the best performance and safety of the system.<h4>Why Can Supercapacitors Complement Batteries?</h4>Supercapacitors can supply or absorb high current peaks. This allows the supercapacitor to take some of the load off the battery, improving its performance and reducing its wear and tear.Supercapacitors can also store and release energy much faster than conventional batteries. They function by storing electrical charge on the surface of specialized electrodes, typically made of materials like activated carbon. This design enables supercapacitors to deliver rapid bursts of high-power output, making them well-suited for applications requiring quick energy delivery, like regenerative braking in electric vehicles.This is a key advantage of supercapacitors. While batteries can take hours to charge fully, supercapacitors can achieve this in just seconds to minutes. This swift charging ability enables supercapacitors to provide a rapid energy boost to batteries, reducing overall charging time. &nbsp;Moreover, supercapacitors can extend the lifespan of batteries. Since batteries have a finite number of charge-discharge cycles before deterioration, supercapacitors can absorb some excess energy during high-power cycles. This reduces stress on the battery, prolonging its lifespan and reducing the need for frequent replacements.While not every application requires the use of supercapacitors they can be a valuable addition, particularly in scenarios where battery system performance needs optimization. This includes a variety of applications include e-mobility (bikes, cars, trucks, boats, and planes), renewable energy, telecom, and robotics.<h4>Renewable Application: Microgrids</h4><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1703774927601-microgrid%2Bgraphic%2B-%2BAdobeStock_540991784.jpeg" style="width: 300px;" class="fr-fic fr-dib"><div data-block-type="2" id="isPasted">Renewable energy microgrids have rapidly gained interest as the demand for resilient energy systems have increased. These microgrids have typically included battery energy storage systems which are great for long duration storage, but they have a difficult time with dynamic situations. For example, the transient inrush currents from connecting a transformer, which could cause circuit breakers or protection circuits to trip. Another example is the instantaneous power draw of many electric vehicles plugging into the microgrid at once may be more power than a battery system alone can handle, potentially causing a brownout. What these microgrids need is a hybrid system, where long duration is handled by batteries, and short bursts of power are provided by power dense technologies, like supercapacitors.A supercapacitor’s ability to rapidly charge and discharge is beneficial in instances where renewables on the microgrid experience short fluctuations due to weather conditions (clouds passing over solar panels, for example). &nbsp;By having the supercapacitor provide the short bursts of power necessary to ride through these fluctuations, the batteries are protected from unnecessary cycling. This not only enhances the lifespan of the battery, but also contributes to long-term cost savings by minimizing the need for frequent battery replacements.&nbsp;</div><div data-block-type="2"><h4>Conclusion</h4></div><div data-block-type="2">Supercapacitors are a valuable complement to batteries, enhancing their performance by providing high-power output, rapid charging, and extended lifespan, making them particularly useful in applications like renewable energy systems. In applications with dynamic power fluctuations, a battery-supercapacitor hybrid energy storage system is recommended to optimize performance and efficiency.&nbsp;</div>

Batteries have limitations like slow charging, limited lifespan, and restricted power output. This is where supercapacitors, also known as ultracapacitors or electric double-layer capacitors (EDLCs), step in.

Unleashing the Potential of Supercapacitors in Hybrid Systems

<section id="isPasted">With the growing and obvious concerns about climate change, the transition from fossil to renewable energy is accelerating. The need for an accelerating transition also applies to the mobility sector where vehicles with internal combustion engines are being replaced by electric vehicles. However, charging these electric vehicles introduces several challenges for the electricity network in terms of capacity and power quality. For his PhD research, Tim Slangen studied one of the challenges relating to electric vehicle charging and how best to instigate the smooth integration of electric vehicles into the electricity system by preventing power quality disturbances.</section><section tabindex="-1">The internal combustion engine (ICE) has been the mainstay in the motor industry for more than 100 years. A host of everyday transportation vehicles in the mobility sector rely on ICEs such as cars, buses, trucks, and construction equipment. Their use leads to pollution such as excess CO2 emissions, which contributes to climate change.“We must take significant actions to reduce greenhouse gas emissions, and one way to do this is via electric vehicles,” says <a href="https://research.tue.nl/nl/persons/tim-mh-slangen" target="_blank" rel="noreferrer">Tim Slangen</a>, PhD researcher at the Department of Electrical Engineering.Moving to electric vehicles comes with issues though, as Slangen points out. “New technologies are needed for the batteries, and there’s the need for proper charging infrastructure. Technical support for the user is also critical. And charging the batteries of an electric vehicle in an efficient manner by connecting the vehicle to the grid leads to challenges for the electricity network.”Electric vehicles convert AC voltage from the electrical grid to DC voltage to charge the batteries of vehicles using a rectifier. “However, this charging if not done correctly can lead to power quality disturbances, one of which is known as supraharmonics,” says Slangen.<section tabindex="-1" id="isPasted"><h3>Supraharmonic disturbances&nbsp;</h3>But what are supraharmonics? Slangen explains: “Supraharmonics are waveform distortions in voltage and current with a frequency between 2 and 150 kHz. ‘Supra’ means above or beyond, and refers to the disturbances being at a higher frequency than traditional harmonics.”It’s a topic that has gained a lot of interest over the last decade due to the increase in unwanted interference effects on the electrical network, such as audible noise, failure of consumer electronics, failing of cable terminations, and problems with residual current protection devices. “The phenomenon is not new, but in the recent years, due to the increasing number of large devices, like electric vehicle chargers, the interference has become more prominent, ” adds Slangen.With all of these issues at play with supraharmonics, a standard solution is required to prevent more interference in the future, particularly as more and more large devices like electrical vehicles are connected to the electricity network.</section><section tabindex="-1"><h3>Rectifying the rectifier</h3>Nowadays, rectifiers are commonplace in our daily lives such as in the charger for a mobile phone or in LED lamps. “Even these small devices create supraharmonic disturbances that should and need to be addressed,” says Slangen.While the charging of these small devices can lead to supraharmonic disturbances for the electricity network, they are incomparable to the disturbances created by larger devices, such as electric vehicle chargers. “There is a drive to switch to electric vehicles, which is beneficial for the environment. But all of these vehicles plugged into the electricity network create new challenges, of which those related to supraharmonics.”<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1703351865762-csm_Slangen+Titel+slide+thesis_ec4d748395.jpg" style="width: 300px;" class="fr-fic fr-dib"><h3 id="isPasted">Several chargers</h3>For his PhD research, Tim Slangen explored in detail the phenomenon of supraharmonic disturbances, with a particular focus on electric vehicle charging using a combination of laboratory and field experiments.As part of his research, Slangen performed measurements at different locations throughout the Netherlands to determine the effects in several grids with multiple electric vehicle chargers. Data from these experiments helped provide insight into the nature of the disturbances in practice.Then in the laboratory, Slangen tested several chargers, with these chargers subject to varying disturbances, different network configurations, and tested for all their operating conditions to obtain a “fingerprint” of their disturbances.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1703351879863-csm_Slangen+Charging+stations_14f478fb60.jpg" style="width: 300px;" class="fr-fic fr-dib">Photo: ElaadNL<h3 id="isPasted">High frequency considerations</h3>“Supraharmonic distortions are inherently high frequency, and this can affect electrical devices in many ways. For example, devices can heat up quite a lot, which is not usually experienced with traditional disturbances such as harmonics,” says Slangen. “This all means reduced lifetime and failure of components.”Slangen’s work has identified several parameters that affect supraharmonics. “We found that the disturbances depend on the state-of-charge of the battery connected to the charger.”All of this should be taken into account in future testing and certification of chargers, for instance by the ElaadNL test lab. From Slangen’s work, these findings are used to test all chargers and electric vehicles, even for issues that are not standardized yet.<h3>Future ambition</h3>Slangen’s future ambition is to work on the energy transition challenges and contribute to a better climate.As of November 2023, Slangen is working as Grid Strategist Power Quality &amp; Protection at Stedin, which is one of the three major distribution network operators in the Netherlands.<h3>Further information</h3>The research was in cooperation with the ElaadNL Testlab. Knowledge and innovation center&nbsp;<a href="https://elaad.nl/" target="_blank" rel="noreferrer">ElaadNL</a> research and test smart and sustainable charging of electric vehicles. ElaadNL is an initiative of the joint Dutch Grid Operators.Tim Slangen defended his PhD thesis at the Department of Electrical Engineering on December 18th.You can read more about Tim Slangen's work with ElaadNL&nbsp;<a href="https://elaad.nl/en/preventing-power-quality-issues-caused-by-electric-vehicle-charging/" target="_blank" rel="noreferrer">in this article</a> on the ElaadNL website.&nbsp;Title of PhD thesis:&nbsp;<a href="https://research.tue.nl/nl/publications/supraharmonics-and-electric-vehicle-charging-study-on-emission-su" target="_blank" rel="noreferrer">Supraharmonics and Electric Vehicle Charging: Study on Emission, Summation and Propagation of Conducted Disturbances in the Frequency Range 2-150 kHz</a>. Supervisors: J.F.G. Cobben and V. Cuk.</section></section>

Along with ElaadNL, PhD researcher Tim Slangen studied the phenomenon known as supraharmonic disturbances, which can adversely affect the operation and efficiency of electrical appliances.

Preventing power quality issues caused by electric vehicle charging

Based on the latest International Energy Agency (IEA) projections (featured in the newest edition of the <a href="https://www.iea.org/reports/global-ev-outlook-2023" target="_blank" id="isPasted">Global EV Outlook</a>), the share of electric vehicles (EVs) in the overall car market has risen from around 4% in 2020 to 14% in 2022 and is set to increase further to 18% in 2023. There is no doubt that demand for EVs is booming, and sales are set to surge to another record total this year.Government incentives, consumer behavior, and improvements in EV technology have all driven this significant growth. Governments around the world have introduced policies to encourage EV adoption. Consumer awareness has evolved, with increased demand for greener technologies and sustainable mobility modes. Battery technology also continues to improve, leading to longer driving ranges on a single charge. Finally, charging infrastructure is expanding rapidly to support the growing number of EVs on the road.New Parts but the Same Need for Quality ControlOEMs and part manufacturers who were used to producing traditional internal combustion engine (ICE) vehicles must now adapt to this sea change. The pivot from ICE to EV will disrupt the entire supply chain. As new parts must be developed and produced, the process of electrification will create a significant shift in market size for automotive components.Throughout all these changes, part quality must remain impeccable. Each part must comply with the highest quality standards and meet the tightest tolerances while also meeting the production throughput specifically required by the automotive industry.<h2>Some Challenges Awaiting EV Part Manufacturers</h2>Measuring Reflective MaterialsThe parts used in making EVs, such as the battery tray, are typically made from lightweight and durable materials like aluminum, steel, or composite materials, which are mostly reflective. Any measurement technology involving white or blue light is sensitive to surface finishes and may require surface preparation (in the form of powder application) to perform inspections properly. Such treatment means one more step in the inspection process, which means more time to manufacture and deliver the parts.Inspecting EV Parts While Increasing ThroughputTraditional inspection methods usually take time. Coordinate measuring machines (CMMs) are located in dedicated metrology labs, necessitating a lot of programming, setup, and back-and-forth with the production line. CMMs are not the fastest inspection tools and require metrology experts to operate them. In addition, they are often in high demand, busy with all types of inspections. All these extra steps congest and slow the inspection process, impairing the production throughput.Controlling Large and Complex PartsThe battery tray is the EV’s main structural part. Therefore, the trays are&nbsp;<a href="https://www.creaform3d.com/en/handyscan-3d-max-series-for-large-objects" target="_blank">large in size</a>, and a single person cannot move them easily. Moreover, they are produced in harsh environments with ubiquitous oscillations, vibrations, and thermal variations—not ideal for performing highly accurate measurements. On top of that, they also feature extrusions that can be laborious to measure with traditional tools.Solution: Accuracy on the Shop FloorIdeally, auto part manufacturers need to be able to inspect their large and complex parts directly on the shop floor without compromising on accuracy or requiring surface preparation. Their metrology instrument must measure more quickly and require less training, handling, and programming time than CMMs, which will help accelerate inspection time and increase production throughput.<h2>Why Dura Automotive Systems Chose Creaform</h2>DURA Automotive Systems is a global automotive supplier specializing in the design, engineering, and manufacturing of solutions that drive the evolution of mobility. Fond of state-of-the-art technology and cutting-edge manufacturing processes, the company is known for its support of a well-known luxury automotive brand in joining the EV revolution.In its quest for the most advanced technology to meet its precision measurement needs, DURA Auto has chosen Creaform for its additional measuring capacity, portability, and flexibility. Armed with the MetraSCAN 3D and HandyPROBE (paired with Polyworks), the engineers can achieve precision tolerances for the most demanding product specifications.<iframe width="640" height="360" src="https://www.youtube.com/embed/uwaPeHpu-NA?&amp;wmode=opaque&amp;enablejsapi=1&amp;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"></iframe>In addition, the unmatched speed and portability of the measuring instruments contributed to reducing the inspection time, which impacted the overall efficiency of the manufacturing process and the production throughput.&nbsp;We use the Creaform MetraSCAN 3D and HandyPROBE as portable measurement stations to measure incoming extrusions and get quick scans of the product before it moves forward to a mill to ensure the mill will accept the part. Thanks to Creaform, we have increased our capacity by 75%.-Branden Head, Metrology Supervisor at Dura AutomotiveThe distinct performance obtained with Creaform and Polyworks has confirmed their strong reputation in the 3D measurement industry. “Creaform and its 3D measurement solutions were pivotal for the measurement capability in our facility,” adds Mr. Head. “Our project would have struggled with capacity and mobility without Creaform’s and Polyworks’s technology.”&nbsp;&nbsp;Solution: Automated Quality ControlAutomated quality control (AQC) systems are becoming a key strategy for increasing inspection efficiency and production throughput without sacrificing measurement accuracy. No matter the production type—high mix/low volume or low mix/high volume—AQC solutions can be integrated within a production line quickly and without any lengthy training or significant downtimes. They will automatically slash data acquisition times from hours to mere minutes, all while ensuring manufacturers feel confident that the EV parts are approved according to tight tolerances and industry regulations.<a href="https://www.creaform3d.com/en/solutions/automated-quality-control-key-strategy-e-car-manufacturers-speed-their-throughput" target="_blank">Why Walter Automobiltechnik Turned to Creaform</a>Walter Automobiltechnik GmbH is a renowned German part and accessory supplier for big OEMs in the automotive and motorcycle industries. Over the past few years, skyrocketing demand from OEMs for new EV parts drove the company to look for an alternative inspection approach to improve its part quality and productivity. In particular, Walter Automobiltechnik wanted a solution to replace its manual methods and traditional CMM in producing an EV engine mount for BMW’s new fully electric Mini Cooper SE.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1702552632466-000035.webp" style="width: 300px;" class="fr-fic fr-dib">Looking to assess the quality of its EV engine mounts and maintain a short cycle time, Walter Automobiltechnik turned to Creaform’s R-Series. The metrology team implemented the MetraSCAN 3D-R, a powerful robot-mounted optical scanner, into two custom, automated industrial measuring cells at the end of the production line. VXelements, Creaform’s fully integrated 3D software platform, was also chosen to conduct the inspections.With the MetraSCAN 3D-R’s high measurement rate, Walter Automobiltechnik drastically reduced its inspection time from one hour and 30 minutes to just eight minutes per mount—all with an accuracy of 0.05 mm. Undoubtedly, Walter Automobiltechnik could not have achieved that level of throughput with a traditional CMM. “In the future, we think this system is a must-have in the automotive industry,” said Tommy Laukdrej, Head of Quality Management at Walter Automobiltechnik.Faster Inspection Time for Higher Production ThroughputAny proven and trusted method that accelerates inspection time will lead to higher production throughput. Whether automotive parts manufacturers are performing inspections directly on the shop floor or automating the inspection process without compromising on accuracy, they have everything to gain from considering portable or automated 3D scanning solutions. On top of that, their increased efficiency will greatly please their customers.

Based on the latest International Energy Agency (IEA) projections (featured in the newest edition of the Global EV Outlook), the share of electric vehicles (EVs) in the overall car market has risen from around 4% in 2020 to 14% in 2022 and is set to increase further to 18% in 2023.

electric vehicles (EVs)

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