EV charger manufacturer Circontrol has unveiled a new generation of its Raption Series EV chargers. At the Power2Drive event in Munich in June, the company presented its new Raption Compact 160, which offers 160 kW of DC charging power. The Raption Compact 240 (with 240 kW) has now been added to the lineup. Circontrol plans to introduce another DC dual-charging product at the beginning of 2024.
Both of the new Raption chargers feature an enhanced user experience compared to the previous generation. Each has a larger touchscreen (up to 15 inches) featuring WLED technology that makes the screen easier to read in daylight (1800 nits brightness), and the new interface provides more data to users, including current charging power and voltage. Furthermore, the screen has been made more durable to prevent vandalism.
The Raption Compact 240 and 160 feature an optional assisted cable management system, and the holders have been repositioned to make it easier to plug and unplug cables.
Like the previous Raption Series generation, Circontrol’s new chargers offer multiple integrated contactless payment systems that allow users to pay for charging without previous registration.
The latest Raption Series comes equipped with a range of enhancements to meet the specific requirements set by various countries’ requirements. In conformance with European standards, the screen and holders have been placed in a lower position to ensure accessibility for handicapped individuals. Moreover, Circontrol’s chargers now offer an optional DC meter in markets where it is in demand.
In this white paper, we explore the importance of BMS simulation and specifically how hardware-in-the-loop offers a safe BMS testing environment, comprehensive testing capabilities, replication of real-world conditions including state-of-charge and state-of-health functional verification, flexibility, scalability, and time and cost savings.
Researchers from Tokyo University of Science (TUS) are developing high-capacity electrode materials for sodium-ion batteries (NIBs) and potassium-ion batteries (KIBs) to compete with lithium-ion batteries (LIBs).
In the study published in Advanced Energy Materials, the researchers reported a new synthesis strategy for nanostructured hard carbon (HC) electrodes. HC lacks a crystalline structure—unlike graphene or diamond—and it is also strong and resistant. Researchers examined zinc oxide (ZnO) and calcium carbonate (CaCO₃) HC samples and compared them to magnesium oxide (MgO) samples.
ZnO showed potential for negative electrodes in preliminary experiments. By optimizing ZnO concentration in the HC matrix during synthesis, researchers achieved a reversible capacity of 464 mAh g–1, high initial Coulombic efficiency of 91.7% and low average potential of 0.18 V vs Na+/Na. When integrated into a KIB, the ZnO-templated HC also showed a capacity of 381 mAh g–1, highlighting its potential.
“The NIB fabricated using the optimized ZnO-templated HC as the negative electrode exhibited an energy density of 312 Wh kg–1,” said Professor Komaba, research team leader. “This value is equivalent to the energy density of certain types of currently commercialized LIBs with LiFePO4 and graphite and is more than 1.6 times the energy density of the first NIBs (192 Wh kg–1), which our laboratory reported back in 2011.”
The automotive environment is one of the most severe environments for electronics. Today’s vehicle designs proliferate with sensitive electronics, including electronic controls, infotainment, sensing, battery packs, battery management, electric vehicle powertrains, and on-board chargers. In addition to the heat, voltage transients, and electromagnetic interference (EMI) in the automotive environment, the on-board charger must interface with the AC power grid, requiring protection from AC line disturbances for reliable operation.
Today’s component manufacturers offer multiple devices for safeguarding electronic circuits. Due to the connection to the grid, on-board charger protection from voltage surges using unique components is essential.
Littelfuse solutions focus on advanced overcurrent and overvoltage protection technologies, including MOV (Metal Oxide Varistor), TVS (Transient Voltage Suppressor), GDT (Gas Discharge Tube), and SIDACtor® protection thyristors. The challenge for design engineers? How to optimize the component selection and determine the best combination of technologies to reach the best performance and price.
A unique solution combines a SIDACtor and a Varistor (SMD or THT), reaching a low clamping voltage under a high surge pulse. The SIDACtor+MOV combination enables automotive engineers to optimize the selection and, therefore, the cost of the power semiconductors in the design. These parts are needed to convert the AC voltage into the DC voltage to charge the vehicle’s on-board battery.
Figure 1.On-board charger block diagram
The On-Board Charger (OBC) is at risk during EV charging due to exposure to overvoltage events that may occur on the power grid. The design must protect the power semiconductors from overvoltage transients because voltages above their maximum limits can damage them. To extend the EV’s reliability and lifetime, engineers must address increasing surge current requirements and lower maximum clamping voltage in their designs.
Figure 1 shows the circuits requiring protection components and blocks that can employ high-efficiency components. The table lists the recommended technologies.
The potential surge pulses for the OBC come from indirect lightning strikes, load switching, and failure in the system. Imagine the power of a direct lightning strike of 100kA; a high surge current requirement in the specification is understandable. Other possible root causes for a surge pulse are abrupt load switching and faults in the power system.
Example sources of transient voltage surges include the following:
Switching of capacitive loads
Switching of low voltage systems and resonant circuits
Short circuits resulting from construction, traffic accidents, or storms
Triggered fuses and overvoltage protection.
The coupling of the surge pulses is capacitive on parallel cables, inductive on conductor loops, and emission in the near field. The transient surge occurs over cable (on power, data, or signal lines), and it can be symmetrical (line-to-line) or asymmetrical (line-to-ground). It is crucial to know the coupling and propagation source to solve the application problem.
The IEC-61000-4-5 is the relevant standard for surge immunity. Table 1 lists maximum surge voltages up to 4kV. The 2Ω generator resistance results in a 2kA surge pulse (1a). The IEEE C62.41.2-2002 standard specifies a 6 kV/3 kA surge rating (1b). Today, most power grid-related AC power circuits are designed to resist the IEEE surge requirement.
Table 1.(1a) IEC 61000-4-5 peak voltage and peak current withstand ratings and (1b)
IEEE C62.41.2-2002 Standard 1.2/50 µs-8/20 µs, expected voltages and current surges.
According to the 6kV/3kA surge, many designers use 14mm MOVs in the AC primary side circuit.
Figure 2.Recommended circuit for differential and common mode transient voltage circuit protection using MOVs and a GDT.
A 20mm MOV is preferred for better reliability and protection. The 20mm MOV handles 45 pulses of 6kV/3kA surge current, which is much more robust than the 14mm MOV. The 14mm disc can only handle around 14 surges over its lifetime.
Voltage transient protection performance comparison
Compare an MOV’s transient voltage protection performance with a SIDACtor+MOV combination. Figure 3 shows the clamping performance of a 14mm MOV when struck with a 2kV and a 4kV surge. The MOV has a maximum operating voltage of 385VACRMS. The clamping voltages are more than 1000V, which puts a high stress level on the power semiconductors.
MOV transient voltage performance
Figure 3.Clamping performance of the Littelfuse V14P385AUTO MOV under 2kV and 4kV surges. The clamping voltage exceeds 1000V.
MOV Selection Parameters
Rated Operating Voltage—Maximum continuous voltage of the circuit to be protected.
Ambient Temperature—Temperature in the area surrounding the MOV, used to determine if thermal derating is needed.
Transient Voltage Waveform—Defines the transient pulse, including peak voltage, duration, and transient source impedance, typically provided in a Standard (e.g., IEC-61000-4-5).
Quantity of Transient Voltage Pulses—Defined by the Standard, this is the number of pulses that the components must survive, and that the MOV will need to absorb.
Peak Pulse Current–Transient voltage pulse and the generator’s internal resistance provide the peak current.
Mounting requirements of MOV (straight, bent leads or SMD).
Requirement to meet the 6kV/3kA waveform drives MOV selection. The typical lifetime requirement is 10 pulses.
Example selection determination
Level 1 Charger—120VAC, single-phase circuit: The expected ambient temperature is 100°C.
Step 1: Determine the minimum voltage rating of the MOV. The rule of thumb is to add 25% to the nominal AC line voltage to account for an imperfect power service: 120VAC x 1.25 = 150VAC. This is the minimum suggested voltage rating. The maximum peak surge current must be above 3kA.
Step 2: Repetitive Surge Capability must meet the standard requirements. The peak surge current and the energy rating must be reduced based on the temperature derating chart. The high potential capacity depends on the coating selection. Using a GDT helps the protection configuration achieve the leakage requirements of the High Potential test, which an MOV cannot meet alone.
SIDACtor+MOV transient voltage performance
Figure 4.SIDACtor+MOV protection from voltage transients between line and neutral
The SIDACtor+MOV approach has several advantages. The primary benefit is that for a 6KV/3KA surge, the clamping voltage is under 1000V as indicated in Table 2.
Figure 5 illustrates the voltage versus time response of the MOV and SIDACtor+MOV combination, again showing that the SIDACtor+MOV combination has a lower clamping voltage.
Table 2.Clamping voltage of a Littelfuse V14H385A MOV compared with P3800FNL SIDACtor and a V14H250A MOV under different surge voltage.
Figure 5. Response of the MOV and the SIDACtor+MOV combination to a 6kV surge
An MOV alone shows degeneration after multiple surges. The leakage current increases with the number of surges the MOV must absorb. Also, the breakdown voltage is expected to fall with an increasing number of surge strikes. The rising leakage and the clamping voltage change show the MOV parameters’ drift. Designer should select a larger disc size to avoid this situation with an MOV. This approach impacts the cost and consumes critical PCB space. However, their performance is more stable with a SIDACtor+MOV combination, and the SIDACtor extends the MOV lifetime.
SIDACtor+MOV: The superior solution for transient surge protection
While a designer will consider an MOV for voltage transient protection of downstream circuitry, Littelfuse can offer the designer a superior solution with its SIDACtor protection thyristor placed in series with an MOV. The SIDACtor+MOV combination has a lower clamping voltage to reduce semiconductor stress. In addition, the combination has a much lower leakage current and a breakdown voltage that degrades much less with increasing transient strikes. Using a SIDACtor+MOV combination for transient surge protection will result in a more reliable, robust on-board charger.
To learn more about using SIDACtor Protection Thyristors in electric vehicles, download the How to Select the Optimum Transient Surge Protection for EV On-Board Chargers application note, courtesy of Littelfuse, Inc.
Chemicals company LG Chem and technology manufacturer LX Hausys in South Korea have developed a material that can withstand a 1,500° C flame for over 20 minutes, delaying battery thermal runaway.
The Special Flame-Retardant Continuous Fiber Thermoplastic (CFT) can withstand strong flames and high pressure 14 times longer than other thermoplastics, according to the company. The 1.6 mm thin Special Flame Retardant CFT did not melt, run down, or develop holes after 20 minutes of LG Chem’s internal torch test at temperatures exceeding 1,500° C. It incorporates LG Chem’s flame barrier material and LX Hausys’s CFT manufacturing technology. Special Flame Retardant CFT is solid and rigid, so it can be used in the top and bottom covers of large battery packs and other EV battery components. The companies expect that it will delay the spread of flames in an EV fire, allowing more time for driver evacuation and fire suppression.
“We have been working closely with LX Hausys since we developed and announced a super flame barrier material last year,” said Tom Shin, Head of Marketing Department, Engineering Materials at LG Chem. “We will continue research and development to make the daily lives of EV drivers safer while addressing customer pain points.”
In this webinar at next week’s Virtual Conference on EV Infrastructure, presented by Terralink Communications, we’ll discuss how to avoid common EV charging site design problems, including:
Safety – Traffic flow pitfalls
Customer Education – Preparing property owners for costs and construction impacts
Scalability – Designing sites for future capacity needs
Broadcast live on December 4-6, 2023. This virtual event will span all things EV charging in two main tracks:
Track 1: Deploying EV Infrastructure & Fleets
Content for fleet/facility managers, charging network operators, public transport planners, etc.
Track 2: Design & Manufacturing of Charging Systems
Content for engineers who are building, testing, and manufacturing charging systems.
The free-to-attend conference will feature live presentations, interactive Q&As, on-demand webinars, and whitepaper downloads. All live webcast sessions are free to attend and will be recorded and available to watch on-demand after the event. Register to reserve your spot to watch it live or on-demand.
As electrification takes hold in all the legacy automakers, the topic of upgrading existing powertrain test facilities is a high priority. Whether it is converting traditional Internal Combustion Engine testbeds to support E-Powertrains or upgrading older battery lab cyclers to support higher voltages and powers, fitting in new test equipment, and supporting the new energy demand, is a tremendous challenge.
To achieve the upgrades needed to fulfill the testing requirements for the E-Powertrains of today, and tomorrow, three things must be considered:
Available power
Available space
Available budget
These are probably no surprise to anybody that has been challenged with this task, but the traditional approach to solve this problem might not be achieving the best possible solution. Here’s why.
The traditional approach is to:
Define the test cell upgrade need (i.e. add a battery emulator to a dyno testbed)
Generate the equipment specification (i.e. 1200VDC, 330kW, 600A)
Generate a RFQ (Request For Quote)
Send the RFQ out to the top 10-20 suppliers
After several rounds of clarifications and negotiations, pick the best one and proceed with the upgrade.
When this is then done with the 3 constraints listed above and with a myopic view of this single piece of equipment, a solution can be found, but it is not optimized from a facility or lab perspective. All of these individual systems added to the facility need floorspace and power, which are quite significant.
With the advances in power electronics with technologies like Silicon Carbide, options for energy management inside the equipment when combining AC and DC solutions into a single system offer solutions with reduced footprint and energy needs. SiC based resonant converters incorporated inside battery cyclers can offer true multi-channel battery testing with a single grid connection. Both of these benefits are enhanced even further when true energy needs are honestly considered. However, this requires a non-traditional approach to the upgrade process. Additional possibilities of adding Battery Energy Storage Systems (BESS) and renewable energy generation to the test systems for energy management can even allow Net Zero operation.
Unico has the building blocks needed for optimized lab solutions which can combine AC and DC applications into single systems which can recirculate energy to reduce the load on the facility as well as the number of new, high-power runs that need to be added . These systems also have a reduced footprint and cost which can utilize a combination of IGBT and SiC technologies as necessary to reduce costs for applications that don’t require the benefits of SiC power modules. The same systems can be multi-configurable to allow flexibility to test multiple powertrain configurations with a single system maximizing the utilization of the purchased power. Standard and custom solutions with switching frequencies up to 100kHz, parallel and serial DC operation for multi-megawatt powers and voltages of 1500VDC or more.
Unico has the perfect solutions for lab upgrades including:
ICE dyno testbed to E-Motor testbed
ICE powertrain to E-Powertrain
400VDC battery cycling to 1200VDC+ battery cycling
1-channel battery cycling to 2, 4, 6, or 8 channel battery cycling
EOL multi-channel inverter testing with multiple active loads in a single system
SAE International’s Wireless Power Transfer & Alignment Taskforce has been working on a new wireless EV charging standard for some time. Now, following a “lengthy consensus process,” the group has decided upon Differential Inductive Positioning System (DIPS) as the technology alignment methodology for the SAE J2954 standard, Wireless Power Transfer (WPT) for Light-Duty Plug-in/Electric Vehicles and Alignment Methodology.
The taskforce, which includes automakers (OEMs), Tier 1 suppliers and wireless charging suppliers, were surveyed to determine minimum common methods for alignment (fine alignment, pairing and alignment check) to be standardized, and agreed upon DIPS as the alignment technology for the upcoming revision of SAE J2954.
Wireless Power Transfer (WPT) following SAE J2954 enables automatic wireless charging for EVs and promises highly efficient charging (up to 93%). The missing piece of the standardization puzzle has been finding an alignment methodology that works in all weather conditions and is interoperable between many different types of applications.
DIPS is described as a low-frequency, low-intensity magnetic field generated from the ground assembly with multiple coils that can evaluated by the vehicle assembly for positioning. A conformance test is done to ensure interoperability between vehicle and charging pad. Ground and Vehicle WPT assembly manufacturers can develop and test their systems according to this interoperability specification.
The updated SAE J2954 standard is expected to be published in the first quarter of 2024 with a detailed specification.
“EV charging should be as simple as parking in the right spot and walking away, [and the] SAE J2954 Standard enables this,” said Wireless Power Transfer Taskforce Chair Jesse Schneider. “The taskforce decided on the alignment method DIPS, [and] with this, the team has solved the missing link for wireless charging commercialization for EVs.”
“With this update to the standard, wireless automatic charging will become available to public infrastructure,” said WiTricity Fellow Ky Sealy, who is the Co-chair of the SAE J2954 Alignment and Controls sub-team.
Li-Metal, a developer of lithium metal anode and lithium metal production technologies, has demonstrated an electrolyte reconditioning process that it calls “a pivotal component supporting Li-Metal’s patented and modular carbonate-to-metal (C2M) technology for lithium metal production.”
The electrolyte reconditioning process plays a crucial role in the closed-loop operation of Li-Metal’s C2M technology, by facilitating the conversion of excess anolyte into catholyte. This closed-loop operation enhances operational efficiencies and minimizes waste.
Li-Metal says the successful completion of testing underscores the viability of its C2M technology, a key enabler and differentiator for the company’s ultra-thin lithium metal anode business. Li-Metal plans to demonstrate its C2M and electrolyte reconditioning technology at scale in Q1 2024, and expects to integrate its reconditioning process into its existing C2M pilot in Markham, Ontario.
“Li-Metal is excited to achieve another key technological milestone as we scale up our environmentally friendly C2M technology to support the production of high-performance, ultra-thin lithium metal anodes,” said Srini Godavarthy, CEO of Li-Metal. “Aligning with our mission to optimize resource utilization, our commitment to sustainability is highlighted through the demonstration of electrolyte reconditioning, enabling a closed-loop operation for our metal production process.”
Daimler Truck North America has delivered 20 electric Freightliner eCascadia Class 8 tractors to Reyes Coca-Cola Bottling (RCCB). These are the first electric tractors to be added to the Downey, California, fleet of the West Coast and Midwest bottler and distributor of Coca-Cola brands. (Meanwhile, competitor Pepsico is going with the Tesla Semi.)
To ensure optimal site design and integration of the eCascadias into its fleet, RCCB has collaborated with Detroit eConsulting, a DTNA service, to install 20 Detroit eFill commercial charging stations at the Downey facility and to deploy the Detroit Charger Management System, a software program for efficient energy management.
The eCascadia is offered in multiple configurations with various battery and drive axle options. It is designed to deliver typical ranges of 155, 220 or 230 miles and is intended for short and regional haul routes with depot-based charging.
“We’re excited to roll out these zero-emission heavy duty tractors as we strive toward our goal of reducing carbon emissions in our operations by 30% by 2030,” said Tim Heinen, VP, Strategic Infrastructure and Development, RCCB.
In a globe-spanning partnership, Dutch EVSE company EVBox has announced that its latest-generation charging stations, EVBox Livo and EVBox Liviqo, now integrate with the EV charging-management platform of Bulgarian software company AMPECO via OCPP 2.0.1, the most recent version of the Open Charge Point Protocol.
OCPP 2.0.1-compliant EV chargers and EV charging management software offer more convenient configuration of tariffs, implementation of unique payment methods, display of real-time cost and rate information for drivers, and improved security and station monitoring. OCPP 2.0.1 also enables ISO 15118 for implementation of secure communication, smart charging and the Plug & Charge feature.
“As a member of the Open Charge Alliance we not only want to have the most secure and technologically innovative protocol integrated into our EV charging stations, but also invite other backends to jump on board with the OCPP 2.0.1 protocol to offer a flexible network to all EV drivers,” said Natasa Jovanovic, Senior Director of Software Solutions at EVBox.
The relationship between labor unions and e-mobility is a complex one. In Germany, fears that the transition to EVs would result in job losses contributed to the fall of VW CEO Herbert Diess. Here in the US, EVs were a major issue in the recent United Auto Workers strike—autoworkers feared that the Big Three would use electrification as an excuse to transfer production to non-union shops. GM and Ford agreed to allow battery plants to be unionized, but spitefully announced a lose/lose strategy of cutting back on their electrification plans.
Against this backdrop, President Biden doubled down on his pro-union policy by endorsing the UAW’s efforts to unionize Tesla and Toyota. Biden recently spoke to UAW workers in Belvidere, Illinois, hailing the tentative agreements that ended the 45-day strike. “I want this type of contract for all autoworkers,” Biden said. The president told reporters that he “absolutely” supports the UAW’s efforts to unionize Tesla and Toyota workers.
In response to Biden’s remarks, Toyota said, “The decision to unionize is ultimately made by our team members.” Tesla, of course, did not comment (although its CEO may yet make an obscene remark on the platform formerly known as Twitter).
Union workers now represent only 10% of the US workforce, but they represent a key constituency for the Democratic president, particularly in states such as Michigan. Biden’s support of the UAW during the strike is widely expected to result in an endorsement from the union.
The Big Three, having been forced to agree to wage hikes to settle the strike, fear being at a competitive disadvantage against other automakers with plants in Southern “right to work” states. However, those (mostly foreign-owned) carmakers are now in the union’s sights. Shawn Fain, the UAW’s aggressive president, has previously said the union would continue trying to organize workforces at nonunion US plants. Some expect Toyota’s Georgetown, Kentucky plant to be a focal point.
Another target is Tesla, which has long taken a firmly anti-union stance. Recently, the UAW tried and failed to convince workers at Tesla’s Fremont, California factory to hold a vote on organizing.
Delivering Innovtion, Expertise and Reliability For Battery Manufacturers Globally
After decades building a reputation for performance and reliability among global OEMs and component suppliers, Henkel has expanded its broad portfolio of adhesives, sealants, and functional coatings to serve EV manufacturers with innovative solutions across the EV segment. When it comes to ensuring the safety and durability of EV batteries, proper sealing is one of the most critical performance factors. Henkel is a global leader in the battery sealing category, delivering high-quality products, offering extensive manufacturing expertise, and collaborating with customers and partners to solve the industry‘s most pressing challenges. OEMs and battery manufacturers appreciate the products and services Henkel offers as they push their EVs to achieve ever-increasing standards for range, reliability, cost efficiency, safety, and circularity. Effective battery sealing is the foundation for best-in-class battery performance. Without a reliable seal, all of the technology and range advancements a manufacturer can marshal will ultimately fail. Henkel has the practical know-how and the capable portfolio to help make the next generation of EV batteries succeed.
Battery Sealing Matters
Henkel offers a wide range of solutions for EV battery systems
Battery pack perimeter sealing applications are just one element in a wider group of advanced materials, such as adhesives, thermal interface materials, and battery safety materials that work in concert to shield and protect the entire symphony of vital EV components. While thermal and electrically conductive materials often get the limelight, battery pack seals do the heavy work of protecting the battery components from intrusion by moisture, dust, and other debris. Without adequate sealing, EV batteries are prone to premature failure, short circuiting, and even thermal runaway, all of which introduce safety concerns for customers and manufacturers alike. Battery sealing and battery safety go hand in hand.
Sealer Reliability Matters
Henkel’s high-performance sealers guard the battery pack interior by working in conjunction with – or in place of – conventional fasteners to create a continuous, robust barrier against contamination. When accurately spec’d and properly applied, Henkel’s sealer portfolio is second to none when it comes to durability, reliability, and battery component protection. Henkel puts each of its sealing solutions through rigorous long-term and short-term tests for strength, environmental resistance, corrosion performance, and much more. EV component manufacturers that use Henkel products consistently realize exceptional results in both testing and practical customer experience. Reliable EV manufacturers deliver reliable batteries, and the most reliable batteries use reliable sealers from Henkel.
Sealer variety Matters
When it comes to battery sealers, one size does not fit all. Henkel partners with OEMs and battery manufacturers early on in the design phase to select the most suitable formulation for the job. With a broad global portfolio of sealers readily available, Henkel’s engineering team can often find an off-the-shelf solution to solve design challenges quickly. Whether the situation demands silicone, non-silicone, foam, solid, permanent, semipermanent, or even fully removable solutions, Henkel has the product portfolio to prevent potential problems or correct existing production concerns.
Formed-In-Place-Foam Gasket (FIPFG) Technology — One particularly effective offering in Henkel’s gasketing portfolio is their Sonderhoff formed-in-place foam gasket technology. Already approved for use by one of the world’s largest EV manufacturers, this resealable high-performance gasketing solution supports high production throughput, accommodates ongoing maintenance needs and meets extremely demanding sealing requirements.
Sonderhoff FIPFG technology provides efficient, process-stable application with short tack-free and assembly times for quick processing. In service, the foam gasket’s resetting ability and multiple compression/decompression capabilities allow the battery pack to be easily opened for maintenance and simply reclosed afterward. With outstanding sealing IP classes up to IP 68 or NEMA 4 to 6 and NEMA 12, Henkel’s Sonderhoff gasketing solutions ensure reliable protection from temperature extremes as well as moisture, dust, and other contaminants.
Engineering Know-How Matters
Leveraging their extensive material science expertise, refined over a long and varied testing and implementation history, Henkel engineers continually innovate, record results, and expand on earlier successes. With an impressive line of EV battery sealing, battery protection and battery safety solutions, Henkel is supporting the latest EV design developments and staying at the forefront of the automotive industry’s shift to e-mobility.
Material Data Cards — Not content with simply responding to manufacturer-specified material and performance specifications, Henkel goes above and beyond to collaborate and advise on specific material properties or in-service performance targets. To help streamline customers’ design and engineering efforts, Henkel goes beyond expectations by providing material data cards for CAE simulations.
Flange Design Guidelines and Solutions Plus Expansive Network Support — An ever-growing team of battery development and materials experts at Henkel constantly innovate to create new products and formulations. They also respond quickly to time-sensitive in-production requests with flange design guidelines as well as solutions from a broad, current portfolio. Further strengthening this capability, the global Henkel footprint fortifies its teams with an expansive network of key facilities, academic expertise and firmly established raw material suppliers to capably take on virtually every EV battery challenge.
Partnership Matters
With its global reach, Henkel offers readily available local, regional, and global expertise extending far beyond simple product selection and delivery. Recognizing that electrification requires its own set of design and engineering requirements distinct from internal combustion engine vehicles, Henkel has assembled its own team of e-mobility experts to help battery manufacturers ensure their design and execution is the best it can be, right from the start. Collaborating early in the battery design process can save time, expense, and headaches later – and keep the manufacturer’s reputation intact. Through cost-saving simulations, the team can quickly test a variety of materials, flow properties, temperature ranges, bead thicknesses, and more to identify optimum materials for specific battery box perimeter seal applications.
New Battery Engineering Center — Henkel takes its e-mobility partnership support role seriously by investing in the launch of new Battery Engineering Centers in key regions around the world. The Battery Engineering Centers reassure and inspire EV manufacturers, allowing them to see Henkel’s products tested on their very own batteries. By partnering with Henkel’s highly capable, available staff around the globe, customers can approach their launch knowing they have a fully vetted solution at the ready.
Profiles in performance
LOCTITE ESB 5100 Elastomer Sealant
Approved by a major OEM to meet serviceability requirements for its EV battery pack lid seal
Offers immediate handling after automated warm-applied dispensing, stays soft and is easily removable for battery serviceability
Easy access to the battery pack promotes battery second life- and recycling circularity
Silicone-free, corrosion-resistant and self-healing formulation offers excellent adhesion to plastics
and aluminum
Suited for high-volume production of more than 100,000 battery packs annually
LOCTITE®5970Silicone Sealant
Approved by a major OEM for battery pack lid sealing
Proven, single-component RTV-cure silicone formulation with a broad adhesion spectrum
Semi-permanent sealer withstands high joint movement
Innovative Foam Sealant Technology
Highly serviceable — allows multiple reopening/closing cycles of the battery pack lid for repairs or recycling
Short assembly and cure times
Expandable by up to 300 percent and compressible by 30 to 60 percent
We Make Future E-Mobility Happen
Though its current portfolio of proven and leading-edge e-mobility sealing, and adhesive materials are readily helping major manufacturers achieve their EV aspirations, Henkel is already targeting bigger accomplishments. Research teams are setting new performance standards through enhanced product temperature and vibration resistance, simple and fast serviceability, responsible sourcing, sustainable manufacturing, and heightened battery circularity. New materials, new approaches and new formulations are under way to help contain manufacturer costs, speed production, reduce or eliminate curing times and temperatures, and eliminate toxicity and flammability in their makeup. When it comes to reaching further on behalf of their EV partners, Henkel makes it happen.
Daimler Truck, which launched electric truck brand RIZON in May, says its Class 4 and 5 medium-duty models have received full US homologation, which is the process of certifying that a vehicle complies with the technical and legal requirements to be deemed roadworthy and safe for public use.
RIZON has received certification from the EPA and California Air Resource Board (CARB) Executive Orders. The first deliveries, through Velocity EV dealer networks in California, are slated to begin by the end of 2023. Velocity EV plans to appoint additional dealers across the US.
RIZON offers four model variants of the truck: the e18L, e18M, e16L and e16M. These have GVWs of from 15,995 to 17,995 pounds and are intended for urban and last-mile deliveries and routes of up to 150 miles per day. They support a variety of configurations, including box trucks, flatbeds, stake beds and refrigerated.
“RIZON trucks are capable of being charged by two types of battery charging systems: DC fast charging (via CCS1 connector), and less expensive Level 2 AC Charging (via J1772 connector), which makes the transition to e-mobility even easier,” Daimler said.
New York-headquartered vehicle financing company Tenet Energy has closed a funding round of more than $30 million.
The financing includes more than $10 million in Series A investment, led by venture capital firm Nyca Partners, as well as a $20-million warehouse debt facility provided by Silicon Valley Bank. Other investors participating in the round include Assurant Ventures and Giant Ventures. Tenet will use the new funding to increase its capacity to fund consumer and business EV loans and to scale its smart charging platform TenetConnect, which is designed to lower owners’ charging costs.
Tenet financing leverages EV attributes to encompass government tax credits, residual value data and home charger installation. Future plans call for adding financing for solar panels, home batteries and other energy-efficiency products to its EV loans to create an integrated platform for home electrification.
“Charging costs remain one of the most complex aspects of EV ownership,” said Tenet CEO Alex Liegl. “Electricity rates vary widely across states and utilities, with higher peak pricing that can impact charging expenses.”
Truck OEM Scania has joined with digital road freight forwarder sennder Technologies to form a joint venture called JUNA, to advance electric truck adoption and promote electric solutions in road freight logistics across Europe.
Berlin-based JUNA is introducing an innovative pay-per-use model for electric trucks. The upfront cost of an electric truck is far higher than that of a legacy diesel model, so fleet buyers need a way to leverage the TCO savings. By offering access to guaranteed loads on sennder’s digital platform, JUNA is designed to mitigate the financial challenges of electrification by providing transport companies with commercial predictability through guaranteed incomes.
sennder Technologies offers shippers access to a connected fleet of thousands of trucks on its digital logistics platform. sennder deploys over 40,000 trucks across Europe, offers access to more than 120,000 vehicles, and has a team of over 1,000. By combining Scania’s electric trucks and tailored services with sennder’s technology for connecting small and medium carriers with big-name shippers, JUNA aims to leverage the strength of both companies.
JUNA’s model offers a turnkey package, including vehicles, repair, maintenance, insurance and analytics services. In addition to usage-based fees and guaranteed utilization, JUNA offers data analysis to optimize electrification strategies and simulate routes for electric truck suitability.
The JV has recently launched a pilot project. The first customer (“a well-known FMCG shipper in the region of Stuttgart”) is using an electric truck supplied by JUNA, and performing up to ten lanes per week—the same as its diesel predecessor. The pilot’s scope will be expanded to include long-distance routes during 2024. The project relies on existing public charging infrastructure, and JUNA says per-kilometer energy costs are comparable to current diesel charges.
David Nothacker, CEO of sennder, says: “Given that e-trucks cost two to three times more than diesel trucks and that 70 percent of all trucks in Europe are owned by small carriers with fewer than 10 trucks, the combination of JUNA’s pay-per-use offering and sennder’s capacity utilisation will effectively remove the barriers to adopting e-trucks.”
UK-headquartered engineering consulting company Ricardo has announced its role in the launch of the US-made Winnebago eRV2 prototype.
According to Ricardo, Winnebago selected the company for its track record in diverse product development cycles, launch management and expertise in electric vehicle integration.
Ricardo was responsible for delivery of the project, from clean sheet design to vehicle launch in a one-year time frame. Project support included engineering, manufacturing, quality, procurement and supply chain management. Ricardo was also responsible for integration of a 48-volt electrical system, including electrical engineering architecture and wire harness.
“The project enabled the Ricardo team to demonstrate our expertise in the design and integration of software and electrical engineering solutions within a challenging time frame,” said Scott St. Clair, VP of Ricardo’s Strategic Consulting team.
The global supply of graphite, a critical component of Li-ion battery anodes, could soon represent a major bottleneck for EV production.
Supply chain experts have been sounding alarms about graphite for some time. Some months ago, Benchmark Mineral Intelligence was already reporting that “the potential graphite supply crunch is arguably one of the most acute and underappreciated across all battery raw materials.”
Then came China’s surprise announcement that it would impose new export controls on graphite. The country could use the new rules, which take effect on December 1, to reduce exports of graphite, or to prioritize exports to Chinese-owned companies.
How big a deal is this? Charged reached out to John DeMaio, CEO of Graphex, a volume producer of spherical graphite for Li-ion battery anodes (we published a feature interview with Mr. DeMaio in February). He confirmed that “this restriction is a very big deal.”
According to Benchmark Mineral Intelligence, China controls 75% of the supply chain for natural graphite and 74% of the chain for synthetic graphite (battery-makers blend natural and synthetic graphite in various formulations). However, as DeMaio explains, “That number belies even greater control at certain points within that chain. While China mines ‘only’ 67% of the world’s natural graphite, and produces 79% of the world’s anode material, it controls a whopping 99% of spherical graphite production, meaning it has a virtual chokehold on that key midstream processing step.”
How dire is the threat to US battery makers? “So far, the major threat to supply chains is not acute shortage but fear of shortage—and uncertainty that makes it difficult to plan,” DeMaio told Charged. “As with germanium and gallium, which saw export permit mandates earlier this year, China is requiring export permits but not (yet) explicitly restricting the number of permits available. Whether the move is geopolitically motivated, as some Americans suspect, or simply out of concern for preserving sufficient domestic supply, as China claims, the fact that China could severely tighten global graphite supply at any moment creates a dangerous market uncertainty.”
Efforts to build domestic graphite supply chains are already underway, but much more needs to be done. “This announcement is a loud wakeup call and a national security issue for the US and Canada,” says DeMaio. “Many graphite miners and processors were already looking to North America to expand and diversify their capacity to mine and process graphite outside China. But this announcement highlights the need for North America to have a graphite supply chain independent of China in a way that’s clear even to people not in the graphite trenches.”
“For automakers, their response to this announcement will come down to identifying new mines already online, then partnering with midstream processors that have the technical know-how to transform raw flake graphite into anode material,” says DeMaio. “What would really spur commitment, to support domestic supply chain buildout on the automaker side, would be the combination of this China threat with stable, committed growth in EV demand. Concern isn’t yet at a fever pitch, partially because a cooling economy has lessened demand for new electric cars. The China announcement is just one more uncertainty for many automakers as they consider how to scale their EV business. But take a step back, and the direction towards vehicle electrification is clear—as is the concomitant need for stable, abundant, domestic capacity to mine and process graphite. I think this announcement will absolutely help North America to kickstart their mineral onshoring plans.”
As regular Charged readers know, the US Inflation Reduction Act has spurred a tidal wave of investment in battery plants, as well as mines and processing facilities for critical battery minerals.
EVSE manufacturers have also been joining the party (or “lining up at the trough,” as a fiscal conservative might put it). The DOE’s Vehicle Technologies Office reports that manufacturers have announced investments of over $500 million in more than 40 plants to make Buy American-compliant EV chargers and related equipment. (This figure refers to investments announced since 2021, so some of the projects may predate the IRA, and of course some are dependent on financing, funding, site approvals, etc.)
Companies will be manufacturing Level 2 AC chargers, DC fast chargers, and wireless charging hardware at the new plants. The DOE estimates that these investments will create more than 3,000 new jobs.
A map provided by the DOE reveals that the new plants are located all over the country, many of them in red states—five in Texas, five in North Carolina, and one each in South Carolina, Tennessee and Alabama. Siemens, SK Signet and Wallbox are among the EVSE manufacturers that have already set up shop in Texas. (California is also getting its share, with at least eight new plants operating or planned.)
Electrical equipment manufacturer Leviton may be best known for its lighting control devices, but the company has been making EV charging hardware for a decade. Leviton has now announced a partnership with charging management company AmpUp.
Leviton’s new EV Series Pro charging stations include 48- and 80-amp level 2 stations, available with or without LCD screens. They integrate AmpUp’s charging management software, enabling site owners and fleets to access real-time analytics, set pricing groups and collect revenue, use smart scheduling, manage power loads, automate reporting, and more. The software also gives EV drivers the ability to locate charging stations, reserve spots and initiate sessions through the AmpUp—EV Charging mobile app.
“The new charging stations provide EV drivers, site owners, and fleets with the ability to charge stress-free,” said Andrew Taddoni, Leviton’s Director of Product Management and Business Development for EV charging solutions. “By integrating the AmpUp software, businesses and fleets have the ability to efficiently manage multiple charging stations and locations in one easy-to-access platform.”
Like Leviton’s entire EV charging portfolio, the new stations with AmpUp software are Energy Star Certified. The enclosures are rated NEMA Type 3R, allowing them to be installed both indoors and outdoors.
Earlier this year, Leviton announced the launch of its residential EV Series Charging Stations with My Leviton app compatibility, which allows users to schedule, stop, start and monitor charging sessions from the My Leviton app.
UK EV charging network InstaVolt is collaborating with UK corporate fleet EV charging network Paua to provide Paua’s fleets and drivers with seamless charging when using InstaVolt’s network.
InstaVolt reports that it has expanded its network by 45% over the last year. It activated more than 150 chargers during the summer, and recently announced plans for its first Super Hub to be opened near Winchester.
Paua users currently have access to more than 20 charging networks with 32,000 charge point connectors at more than 11,000 locations. They will now also have access to InstaVolt’s 1,200+ chargers at 530+ locations.
Ascend Performance Materials, a US-based materials manufacturer, has received approval of a new electrolyte additive for lithium-ion batteries to increase its imports into the EU.
Trinohex Ultra is approved for import into the EU in quantities up to 100 metric tons annually under REACH, the regulation for registration, evaluation and authorization of chemicals in the region. Trinohex Ultra is a high-purity 1,3,6-hexanetricarbonitrile designed to increase the cycle life and improve the safety of high-voltage lithium-ion EV batteries, said the company. It forms a protective film around the cathode, which prevents metal ion dissolution and decomposition of the electrolyte. In third-party testing, Trinohex Ultra has demonstrated cathode protection across cathode and electrolyte chemistries.
“The expanded import volumes will allow us to support the production of more than 200,000 new EVs each year,” said Dave McNeece, Business Director at Ascend.
Since Orange EV produced its first electric terminal truck in 2015, we’ve seen many a commercial EV manufacturer boom and bust, as Orange quietly went about its business. Now the company is celebrating the production of its 1,000th electric terminal truck. (Terminal trucks, also known as drayage trucks or yard goats, shuttle cargo around ports and logistics facilities, and represent an excellent use case for EVs.)
The historic EV will join the Southern California fleet of Lazer Logistics, which has operations in nearly 600 locations, and claims to be North America’s largest provider of outsourced yard management, trailer spotting and shuttling services. Lazer is one of Orange EV’s 230 fleet customers.
“Lazer provides end-to-end solutions in all aspects of yard operations. We are always proactively looking for ways to drive more value to our customers,” said Lazer Logistics CEO Adam Newsome. “Six years ago, one of our clients asked if we could help them meet their sustainability goals to electrify their yard. After doing some research we chose to partner with Orange EV. We have a long, successful relationship with Orange EV, having purchased both their 200th truck and now their 1,000th.”
Orange EV offers “turnkey, cost-saving solutions,” and says that, compared to legacy diesel trucks, its EVs offer increased power, better efficiency and significantly reduced environmental impact. They also boast average uptime of over 98%.
“One thousand heavy-duty EV trucks is a testament to the growing demand for sustainable transportation solutions and the impact we can make by electrifying the terminal truck industry,” said Kurt Neutgens, President and CTO of Orange EV.
The growth of the EV market is driving an increase in the demand for public fast charging station infrastructure. However, the uptime reliability of these charging stations remains a problem for EV drivers and Charge Point Operators (CPOs).
Join this session on December 4th at the Virtual Conference on EV Infrastructure, where Franklin Electric will explore some of the uptime challenges faced by CPOs and the emerging strategies to enhance DC fast charger station uptime.
Broadcast live on December 4-6, 2023. This virtual event will span all things EV charging in two main tracks:
Track 1: Deploying EV Infrastructure & Fleets
Content for fleet/facility managers, charging network operators, public transport planners, etc.
Track 2: Design & Manufacturing of Charging Systems
Content for engineers who are building, testing, and manufacturing charging systems.
The free-to-attend conference will feature live presentations, interactive Q&As, on-demand webinars, and whitepaper downloads. All live webcast sessions are free to attend and will be recorded and available to watch on-demand after the event. Register to reserve your spot to watch it live or on-demand.
Omni Powertrain Technologies provides electrical, hydrostatic and mechanical powertrain solutions to on- and off-highway markets, including agricultural and construction equipment and commercial vehicles. Omni products include enclosed transmissions, planetary drives, PTO shafts, electric motors and power electronics. The firm has operations in the US, China and Italy.
Now Omni has developed a new electric powertrain designed for the propulsion of skid steers (compact loaders used for a variety of loading, digging and grading operations). The new product features a robust Omni gearbox paired with a Magelec Propulsion axial flux motor.
The SP4000 gearbox offers peak efficiency of 97% and 4,000 Nm of peak torque (2,500 Nm continuous). Maximum input speed is 7,000 rpm.
The MP21 electric motor is a liquid-cooled axial flux motor that’s designed to offer high torque and power density in a compact package. It supports battery voltages between 200 to 800 VDC, and has an IP67/IP6K9K enclosure rating for reliability. It boasts efficiency greater than 95% across the operating range. Motor operation is optimized using Magelec inverters.
The new powertrain offers a flexible motor design that offers positional choices for mounting inverters, HV cabling and cooling ports. Motor and gearbox combinations can be tailored to meet the needs of individual OEMs.
Hyundai and Kia have entered a supply agreement with semiconductor manufacturer Infineon Technologies to secure power semiconductors for EVs.
Hyundai and Kia will buy automotive power semiconductors such as diodes, insulated-gate bipolar transistors (IGBTs) and silicon carbide (SiC) power modules for their electric, hybrid and plug-in hybrid models. Infineon will supply the companies with power semiconductors until 2030.
Hyundai and Kia increased their 2030 EV sales targets to 2 million and 1.6 million vehicles, respectively, earlier this year.
“The future car will be clean, safe and smart, and semiconductors are at the heart of this transformation,” said Peter Schiefer, Division President Automotive of Infineon. “We contribute products of high quality, system knowledge and application understanding combined with continued investments in manufacturing capacity to address the increasing demand for automotive power electronics.”
Mercedes-Benz has big plans for its own US charging network, and it aims to deliver a premium charging experience commensurate with the Mercedes brand. Mercedes-Benz HPC North America, a joint venture between Mercedes-Benz and MN8 Energy (an energy provider that operates 900 renewable energy projects in 28 states), will “set a new standard for fast, convenient, clean and reliable EV charging.”
The companies plan to invest over $1 billion to deploy some 2,500 chargers at 400 charging hubs across North America by the end of the decade.
The JV recently inaugurated its first charging hub, at the headquarters of Mercedes-Benz USA in Sandy Springs, Georgia. The hub features 400 kW DC fast chargers with both CCS1 and NACS connectors, provided by ChargePoint. It uses renewable energy and the company says it will be carbon-neutral.
Mercedes HPC has clearly paid close attention to EV driver complaints about the lack of amenities at most existing public charging stations. The new charging hub features a lounge complete with couches, vending machines, refreshments and restrooms. A solar canopy provides weather cover for customers, overhead LED lighting for safety, and solar panels on top. A sign on a 15-foot pylon, visible from the street, indicates the status of the charging stall: in use, free or reserved.
The closest charging spot to the lounge is designed especially for handicap-accessible vehicles, and there’s also one uncovered, drive-through charging spot that’s designed for electric vans or EVs with trailers up to 26 feet in length.
Mercedes’s charging network is open to drivers of EVs from all brands, but there are a few exclusive benefits for Mercedes drivers, including automatic charger reservations enabled by the native navigation on Mercedes-EQ models, and the Plug & Charge feature for users of the Mercedes me Charge app.
“Our strategy is clear: focusing on where EV drivers are and where they are going to enhance the North American EV charging map while setting new standards for quality and customer experience,” said Franz Reiner, Chairman of the Board of Mercedes-Benz Mobility.
Mercedes recently announced agreements to locate charging hubs at Simon retail outlets located in areas of EV saturation (“where customers are”) and Buc-ee’s travel centers located along key travel corridors in the South (“where customers are going”).
The network will open hubs at Buc-ee’s travel centers in Texas, Florida, Alabama and Georgia by the end of 2023, and plans to open about 30 by the end of 2024. Charging hubs at Simon Mall locations are planned to launch in the first half of 2024.
Silicone Sealant 
