Vehicle electrification

Editor's Notes

1. Some argue by saying that the biggest contributor of greenhouse gasses are the ocean and trees. Volume wise, that is true. However, it is also true that they are big contributors in terms of absorbing the gasses. As a matter of fact, the nature’s absorption and dispersion of greenhouse gasses (carbon cycle) were in balance back in 1750.
2. The CO2 emission is zero only when you look at the vehicle itself (Tank-to-Wheel). But electricity charging these vehicles needs to come from somewhere. That “somewhere” may generate CO2. You need to look at the entire cycle from extraction to consumption.
3. Not that simple. If the market is saturated and hitting the plateau, new vehicles are to replace the old. In such cases, sure, EV is a good option. However, each region is different and has their own set of problems such as pollution (PM2.5), energy mix, (updating and maintaining) infrastructure, etc. For EV charging stations, which plug type to choose, and why?
4. Many countries have their own set of CO2 emission goals set in the future. Each OEMs need to meet these standards in order to be successful (or at least to run a business) in the territory.
5. You must need to understand that this is based on the European CAFE standard. That means that the result is also based on what these brands sell in the region. OEMs need to execute this type of evaluation per every region that they sell…if the region has CAFE standards,
6. This is the latest data taken by the UK’s AIR on NOx emissions of small commercial vans sold in the UK.
7. Trasportation sector is to blame but not all.
8. For vehicle applications, OEMs started with NiMH and gradually shifted to LiB. However, NiMH is still being used among some OEMs, with its proven safety and cost. What is shown on the right of LiB is the future technologies and what is on the left is the old or current technology.
9. For vehicle applications, OEMs started with NiMH and gradually shifted to LiB. However, NiMH is still being used among some OEMs, with its proven safety and cost.
10. Depending on the vehicle’s requirement, the design team would arrange the battery cells in serial and parallel connections to achieve whatever the voltage and amperage they are requested.
11. The word “module” does not mean electrical grouping. It is more limited to physical grouping. If you look at the picture here, it shows 36 modules, each containing 12 cells. However, electronically, 12 modules are connected in serial, bringing the voltage to 388.8V. The Jaguar i-Pace cost around USD 70,000 but, of that amount, 40% or 28,000 goes to the battery.
12. PCs, phones, e-cigarettes, hoverboards, Boeing 787, toys…anything that uses LiB experienced some kind of accidents…explosions.
13. Hyundai Kona EV battery pack exploded in a garage in Canada, blowing the door across the street. A fire started in a Tesla Model S out of the blue, in the traffic on Santa Monica Boulevard in Los Angeles. I’m sure you’ve heard about mobile phones catching fire. Lithium ion batteries are known for its high energy density. But when something goes wrong, this high energy density could cause fatal damage to the properties or people near by. pack fires occurred 6
14. You are talking about chemical reaction here. It may happen immediately after the impact, but that’s not always the case. Sometimes, it takes days for that reaction to take place. Never underestimate the energy stored in a battery. A failure in a single cell could trigger a chain reaction to nearby cells. Remember, each pack contains 100s if not 1000s of cells.
15. There are many standards already published to cover all kinds of battery types and its applications.
16. There are many standards already published to cover all kinds of battery types and its applications.
17. There are many standards already published to cover all kinds of battery types and its applications.
18. This is a list of test mentioned in ISO 12405-2. The green showing performance/electrical, orange is ageing, and red showing safety/abuse test.
19. There are many test that requires temperature (humidity) conditions.
20. The Fire/explosion of a cell could trigger a chain reaction in nearby cells. With more than a few hundred cells in a pack, one faulty cell could cause dangerous circumstances.
21. EUCAR Hazard Level is to categorize the behavior of a cell under a wrong usage. This is NOT a guideline to tell you what you’d need to have on your test equipment.
22. EUCAR Hazard Level is to categorize the behavior of a cell under a wrong usage. This is NOT a guideline to tell you what you’d need to have on your test equipment. Level 4 is often considered as a “safe” behavior of the battery, particularly in the automotive application
23. The Fire/explosion of a cell could trigger a chain reaction in nearby cells. With more than a few hundred cells in a pack, one faulty cell could cause dangerous circumstances. That is why every cell comes with vents and other safety functions, in addition to safe chemistry, and module comes with additional features, and for a pack, BMS to cover the entire system.
24. The Fire/explosion of a cell could trigger a chain reaction in nearby cells. With more than a few hundred cells in a pack, one faulty cell could cause dangerous circumstances.
25. The Fire/explosion of a cell could trigger a chain reaction in nearby cells. With more than a few hundred cells in a pack, one faulty cell could cause dangerous circumstances.
26. Can we be like insects, fish, or birds? No traffic, no accidents?
27. There are many electronics being used in a vehicle, and this trend will continue on. However, priority is there and everything related to improving efficiency and safety is at the top.
28. Road deaths, global warming are the global issues and OEMs must try to reduce the road deaths, mostly pedestrians, riders, and people not in the car. Up until the 90s, it was common to see so-called “trickle down effect” in car features. The OEMs sold two or three generation old cars to developing countries, while selling the latest and best in the developed countries. Now the consumers are much smarter. They have to sell the latest to wherever they are selling but with the price matching the market.
29. Low amperage means thinner cables, smaller connectors, and smaller motors = Weigh less. Lowering amperage meaning generating less heat. Less use of converters = less power loss = better overall efficiency
30. Electronics cost as a percentage of total car cost are likely to increase, reaching 50% by 2030. You are talking about new players looking for an opportunity. If a part-manufacturer’s technologies or products are accepted by an OEM, the parts maker is likely to be selling the same to other OEMs as well.
31. Electronics cost as a percentage of total car cost are likely to increase, reaching 50% by 2030. You are talking about new players looking for an opportunity. If a part-manufacturer’s technologies or products are accepted by an OEM, the parts maker is likely to be selling the same to other OEMs as well.
32. OEMs now are in pursuit of new and latest technology to achieve autonomous driving. But if that is achieved, no one needs to “own” a vehicle, a hail-ride service like Uber and Lyft will do the job. That means OEMs will be selling less cars.
33. The electrification trend would open the door of opportunity to many non-automotive electronics manufacturers. But that only comes with the expense of many traditional parts/components manufacturers.
34. The electrification trend would open the door of opportunity to many non-automotive electronics manufacturers. But that only comes with the expense of many traditional parts/components manufacturers.
35. Now the fight is on. All players look for new customers, suppliers or partners. If you are a supplier, your business is not secured by any means. You’d always need to look for new opportunities, a new customer, beyond the current boundary.
36. Now the fight is on. All players look for new customers, suppliers or partners. If you are a supplier, your business is not secured by any means. You’d always need to look for new opportunities, a new customer, beyond the current boundary.
37. In general, -40C is more severe than -30C. The ECU should work with no problem at -30C. However, providing proof of that is, is the supplier’s job, not OEMs’.
38. If you are a Tier 1 or Tier 2 supplier and looking to do some business with the German BIG3, your products must pass LV124. But once they pass the test, you are eligible to supply to all three OEMs.
39. There is an electrical portion in the standard, and is called “Electrical Test (E)”
40. They are simply asking for liquid to liquid thermal shock, but using the actual fluid that the sample will be immersed in, during the actual application as a medium.
41. They are simply asking for liquid to liquid thermal shock, but using the actual fluid that the sample will be immersed in, during the actual application as a medium.
42. They are simply asking for liquid to liquid thermal shock, but using the actual fluid that the sample will be immersed in, during the actual application as a medium.
43. We have options available to meet K-15 test with the Platinous J Series. The chamber can be used as a standard T/H chamber as well.
44. The Fire/explosion of a cell could trigger a chain reaction in nearby cells. With more than a few hundred cells in a pack, one faulty cell could cause dangerous circumstances.