Researchers improve load-bearing aircraft structures with integrated batteries

Industry News

The European research project SOLIFLY (Semi-SOlid-state LI-ion Batteries FunctionalLY Integrated in Composite Structures for Next Generation Hybrid Electric Airliners), led by the Austrian Institute of Technology (AIT), has successfully reached its final phase. The research institute reports that “significant progress has been made in the field of aviation electrification”, during the three years of development research. SOLIFLY focused on the development of special aircraft parts that perform two functions at once. Load-bearing structures in the aircraft are simultaneously capable of energy storage. The researchers explain, “the simultaneous storage of electrical energy and the preservation of mechanical strength contribute to a reduction in system weight.” The project can celebrate the development of an approach to integrate structural battery cells into aviation-grade, high-strength carbon composite components. The researchers say this is now possible without compromising their mechanical properties. The potential of this approach was demonstrated in the multifunctional project demonstrator, a high-strength, stiffened panel that the researchers chose as a representative standard component. According to the AIT, its findings proved that the integration of energy storage systems is compatible with the high mechanical requirements in aviation. The research teams involved have identified “load-bearing semi-solid-state electrochemistry” as a key element in the implementation of such multifunctional energy storage systems. The non-flammable, structural electrolyte plays a key role here. At the same time, the rest of the cell formulation must also be compatible with the structural materials and manufacturing processes recognised in aviation. Two concepts were developed as part of SOLIFLY. After the first development phase, the first concept has been created with a specific energy of 50 Wh/kg and a modulus of elasticity of 10 GPa. A series of larger, multi-layer structural battery cells were produced for the multifunctional project demonstrator. The second concept uses carbon fibres both as a structural element and as a current collector. The researchers say this variant is currently less mature, particularly in terms of electrical performance and scalability. “With SOLIFLY, we have demonstrated that integrating battery technology into structural components is possible without significantly compromising their mechanical properties,” says AIT researcher and SOLIFLY coordinator Helmut Kühnelt. “This is a crucial step for multifunctional energy storage as a key technology for future climate-neutral aviation. Through close collaboration between applied research and industry, we ensured that our developments are both pioneering and practical,” he summarised. The conclusion of SOLIFLY has informed the next focal points for continuing research work at AIT. In January this year, the follow-up project MATISSE started with a focus on developing multifunctional, structural components with an integrated semi-solid-state battery. To integrate the battery cells into the aircraft structure, the researchers want to investigate the suitability of solid laminate and sandwich structures, for example. In addition, sensors are to be built directly into the battery and the structure to measure safety and performance. ait.ac.at

Fisker wants to sell off remaining Ocean stock

Industry News

Fisker wants to sell up to 3,231 Ocean to the US leasing company American Lease – for a total price of 46.25 million dollars. That is just over 14,300 dollars per vehicle on average. According to the documents submitted by the insolvent company to the US bankruptcy court in Delaware, the cheapest but partially damaged examples are even expected to change hands for just 2,500 dollars. American Lease, based in New York, intends to lease the vehicles to drivers of chauffeur services. As reported, all ride-sharing services in New York must have switched to purely electric vehicles by 2030. For American Lease, the Fisker Ocean would be just the thing at a bargain price. Owning and operating vehicles from an insolvent company that may soon be wound up is not without its problems, such as the future supply of spare parts. In the case of modern, software-driven vehicles such as the Fisker Ocean, there is an additional factor: without access to software and important servers, there is a risk of restrictions on the use of the vehicles – for which new customers once paid up to 70,000 dollars. This is because the Ocean will probably not only require mechanical repairs, but also work on the software. One example: As InsideEVs reports, the Ocean will need to connect to the Fisker cloud in order to use some functions. This is not just about pure software features (which would be understandable), but also about opening and closing the sunroof or the “dog window”, i.e. the retractable rear window in the boot lid. In the USA, the ‘Fisker Owners Association’ (FOA) was therefore founded in June. The group has already grown to 2,000 members and hopes to keep their vehicles on the road for as long as possible. The FOA has commissioned a law firm to represent the Ocean owners in Fisker’s insolvency proceedings. Among other things, the aim is to gain access to Fisker’s own diagnostic tool. insideevs.com, yahoo.com (both lease deal), insideevs.com (FOA)

Suzuki electrifies model range in the UK

Industry News

The Swace, Swift Sport, Ignis and Jimny models are affected by the measure, and no new combustion vehicles will be introduced. As a result of this decision, the entire Suzuki range in the UK will be electrified by 2025 – the exact timing will depend on how quickly dealers can sell the stock of vehicles with combustion engines. After the end of pure combustion engines, Suzuki will still sell the full hybrid versions of the Swift small car and the Vitara and S-Cross crossovers – as well as the Across PHEV. In Germany, the Swace mid-size estate is also offered as a full hybrid, but this model is not mentioned in the British media reports. What is clear, however, is that Suzuki UK also intends to offer the brand’s first electric model in the future, which is due to be launched in 2025. The eVX concept car from 2023 provided a preview. As reported, half of Suzuki’s development budget is to be channelled into electric cars by 2030. “The departure of these models will make room for EV and enable us to compete during a period where our sales ratio of hybrid versus EV products will drive our business,” says Dale Wyatt, Director of Suzuki UK & Ireland. “We’re exiting the ICE era with a focus on SUV’s and new Swift, then starting in the second half of 2025 we’ll begin a period of EV growth.” suzuki.co.uk, gbnews.com

CTEK and APCOA join forces on electric car charging in UK car parks

Industry News

CTEK will be installing an undisclosed number of Chargestorm Connected 3 (CC3) charging stations in APCOA car parks. The CC3 chargers are ready for bidirectional charging in line with the ISO 15118 standard, which also enables drivers to feed energy back into the grid for load balancing if suitable technology is installed in the vehicle and the grid utility is similarly technologically prepared. CTEK specialises in load-balancing capabilities for grids and is ensuring that the technology it installs is future-proof. The chargers are also similarly Plug&Charge ready, ensuring interoperability and secure transactions between the vehicle and the charger. The charging power of the stations is not enormous, delivering up to 22kW, as is suitable for charging while the car is parked anyway. The CTEK CC3 charging stations support the latest Open Charge Point Protocol, ensuring interoperability with various systems. The initial implementation phase in this new cooperation includes installations in car parks managed by Hillingdon Council in West London and 37 railway station car parks operated by APCOA for Govia Thameslink Railway (GTR). This will mark a continuation of APCOA’s focus on electric car charging in UK car parks. Currently, APCOA car parks in the UK already feature over 1000 EV charge points, with an additional 300+ installations planned for this year. The company says that existing charge points serve important destinations, which include rail stations, hospitals, educational institutions, hospitality venues, retail centres, local government sites, and airports. Just over a year ago, the company gave the green light for 500 chargers in UK car parks. Both companies are proactively embracing the latest technologies to reduce emissions as well as city traffic. APCOA points out that it decreases the volume of logistics traffic and vehicles searching for parking for which it also utilises its digital services and intelligent Traffic Management System. Via its open digital platform, APCOA Connect, the company also connects on-street and off-street car parks with owners, partners, customers and their vehicles. APCOA is using this technology to transform its car parks into urban hubs that create the physical and digital infrastructure for mobility, logistics and EV charging. CTEK offers electric vehicle solutions range from individual chargers, to larger corporate and commercial installations with multiple charging stations that require grid load balancing (hence the bidirectional charging capability) and integrate with monitoring and payment equipment. In 2020, CTEK and Brighton-based EVC announced a new partnership for CTEK to supply 100,000 chargers. ctek.com

Hyundai Motor Group to launch BaaS in South Korea this year

Industry News

The Hyundai Motor Group aims to launch a battery subscription service in South Korea in the second half of this year. According to a company official, it is currently in the service demonstration stage and will roll out utilisation plans upon completion. Additionally, the company faces a legal hurdle in introducing BaaS in the home market. The current ‘Automobile Management Act’ in South Korea bars companies from launching a battery subscription service. It states the battery is a product linked to the car and doesn’t allow automakers to separate its ownership. The government is already working on an amendment to give interested companies like HMG the green signal to launch BaaS. HMG will offer BaaS in commercially available vehicles like the Kia Niro Plus. The Purpose-Built Vehicle (PBV) based on the first-gen Kia Niro Electric uses a 150 kW/395 Nm motor and a 64 kWh battery pack and can travel 392 km on a full charge. It costs KRW 46 million (approx. €31,000) onwards and its price includes a 10-year/200,000 km warranty for the high-voltage battery pack. The traction battery pack is the most valuable single component of an EV. In South Korea, it accounts for about 40% of the cost of an electric car worth KRW 50 million (approx. €33,500). Excluding the battery’s full cost can lead to a significantly lower upfront retail price, making them significantly more affordable. Battery swapping will give customers more flexibility, as they can upgrade to a more advanced battery pack when they need more range or downgrade when they don’t need as much range and want to save more. businesspost.co.kr (in Korea), bloomberg.com (paywall)

EU Commission slightly adjusts China vehicle tariffs

Industry News

With the provisional special duties that have now been imposed, the actual duty rates differ slightly from those announced by the EU Commission in mid-June. According to the latest announcement from Brussels, 19.9 per cent special duty will be imposed on imports of electric Geely models, whereas 20.0 per cent had been announced. SAIC’s rate remains the highest but has been reduced by 0.5 percentage points to 37.6 per cent. There is no change at BYD with 17.4 per cent. Electric cars from other Chinese manufacturers that cooperated with the EU in the investigation will be subject to a special duty of 20.8 per cent. For companies that have not cooperated, the rate will be corrected to 37.6 per cent, similar to SAIC. The special duties – whether manufacturer-specific or in one of the two groups – are calculated in addition to the ten per cent import duty that applies anyway. The actual customs duty is therefore ten percentage points higher and thus amounts to a maximum of 47.6 per cent. ‘Provisional’ in the context of the special duties means that the duties are calculated but not yet collected for the time being. The provisional special duties will apply from 5 July for a maximum of four months until 5 November. By then at the latest, the EU member states must have adopted a decision on the definitive duties. If this decision is adopted, the special duties will apply for five years. And the amounts calculated since 5 July will then be collected retroactively. However, security deposits for the provisional duties must be lodged immediately. Final decision by 5 November It remains to be seen whether this will happen. On the one hand, German Chancellor Olaf Scholz recently intervened in the proceedings with his own proposal, while on the other, negotiations between Brussels and Beijing are once again underway. “Consultations with the Chinese government have intensified in recent weeks, following an exchange of views between Executive Vice-President Valdis Dombrovskis and Chinese Trade Minister Wang Wentao. Contacts continue at technical level with a view to reaching a WTO-compatible solution, which adequately addresses the concerns raised by the European Union,” the Commission announced. It also reiterates its own position: “Any negotiated outcome to the investigation must be effective in addressing the injurious forms of subsidisation identified.” The EU Commission presented the plans for the special tariffs in mid-June following a month-long anti-subsidy investigation. The investigation is said to have revealed that Chinese electric car manufacturers have unacceptable competitive advantages thanks to high subsidies from the government in Beijing and can therefore offer their electric cars in Europe more cheaply than domestic manufacturers. For this reason, the special duties were not levied across the board, but rather on a manufacturer-specific basis according to the subsidies identified in the investigation. This includes not only Chinese brands but pertains to all electric cars built in China. This means that non-Chinese manufacturers who produce electric cars there and sell them in Europe must also bear the special tariffs. These include Tesla with the Model 3 from Shanghai, BMW with the iX3 from Shenyang and Cupra with the Tavascan from Anhui. If the companies have cooperated, they will have to pay 20.8 per cent special duty. cnevpost.com, ec.europa.eu

Ferrari plans battery swap programme for plug-in hybrids

Industry News

Vehicles from Ferraris are not just cars, but also financial investments on wheels. And even if plug-in hybrids largely run on their combustion engine, the battery is an expensive and important component. Due to its performance decreases over time, not only does the electric range of the vehicle decrease, but the vehicle may also no longer be able to achieve the specified drive power – if the ageing battery can no longer supply enough energy to the electric motor: Not exactly a good prospect for the residual value of such an expensive car. With the new battery replacement programme, Ferrari is now offering a kind of warranty extension that regulates the replacement of the batteries at fixed intervals. The “Warranty Extension Hybrid Programme” officially extends the current five-year warranty to eight years. In the event of a problem, Ferrari will replace the battery at no extra cost. The additional “Power Hybrid Programme” extends the warranty on all important drive components (including the battery) to a total of 16 years after these eight years of the first warranty extension. This m The two programmes include the SF90 Stradale models, the associated SF90 Spider convertible, the two sports versions SD90 XX Stadale and SF90 XX Spider as well as the 296 GTB and 296 GTS, which are built in significantly larger numbers. It is not yet known whether Ferrari will also extend the range to its first electric model, which is due to be launched next year. Incidentally, the battery cells for the plug-in hybrids and the electric Ferrari come from SK On. autonews.com, wardsauto.com

MAN presents electric truck portfolio

Industry News

At the pre-event in Saalfelden, Austria, MAN presented vehicles with all the drive types that the Traton (subsequently, Volkswagen) subsidiary intends to rely on in the immediate future. In addition to “optimized” diesel engines, this also includes a new hydrogen combustion engine and the battery-electric truck. MAN is remaining true to its previous line by relinquishing focus on hydrogen fuel cell electric trucks but now maintains that these are still in development. The highlight of the battery-electric trucks at the 2024 trade fair remains the MAN eTruck, which is offered in the eTGX and eTGS variants. According to MAN, there are already over 2,000 orders or order inquiries for both variants, with a major order from France for 100 units recently added. With the eTGS, which was presented at IFAT in April, and the previously offered variants of wheelbases and equipment, the company insists that the number of configurable variants has risen to over one million. It is precisely this diversity with its modular battery concept, numerous wheelbases, cabs, auxiliary drives and sector-specific equipment that MAN sees as making the new eTruck “fit for the needs of all relevant sectors, body solutions and transport tasks”. This is because the heavy-duty electric truck can be used for more than just regional routes, with a range of up to 800 kilometres per day possible with a charging stop. As the eTruck is also prepared for the upcoming MCS megawatt charging standard with up to 1000 kW, such a charging process can take place during the driver’s prescribed break. “Even though the transition to CO2-free freight transport is characterised by several drive technologies, our focus is clearly on electromobility as the main drive technology,” says Alexander Vlaskamp, CEO of MAN Truck & Bus. “The hydrogen combustion engine can be a useful addition for special applications, as can the fuel cell drive, which is currently still under development.” The news about the development of hydrogen fuel cell drives will be well received by the German government which granted MAN and Shell 8 million euros for this purpose in 2020. The MAN CEO continued to reiterate the company’s continued focus on diesel engines to the end. “In addition, the diesel drive will continue to play an important role throughout the entire transformation until it is completely replaced,” assures Vlaskamp. MAN has long since set itself the goal that by 2030, every second MAN truck registered in Europe should be battery-electric. As part of the Traton Group, MAN is working with Daimler Truck and the Volvo Group via the Milence joint venture on the appropriate truck charging infrastructure. At the same time, the course is being set internally to electrify the company’s own service network. This electrification course is hardly ambitious. At least not from the company’s own volition. The targets set barely cover the stipulations of the EU Commission for the reduction of emissions from the sector. On 14 May this year, the Commission conclusively voted what has long been in the pipeline: that manufacturers must reduce the average emissions of trucks weighing 7.5 tonnes or more and coaches by 45% from 2030, 65% from 2035 and 90% from 2040. The CO2 emissions from 2019 will serve as a reference, and from 2035, the new regulations must also be complied with by “professional” vehicles such as refuse collection and construction vehicles. Truck trailer manufacturers must also improve the emission values of trailers by 10 per cent by 2030, while 90 per cent of new city buses must be emission-free by 2030 and 100 per cent by 2035. In presenting the lineup, Vlaskamp explained how MAN will focus on electric trucks without at all inhibiting its production of fossil-fuelled models: “In future, we will be producing combustion engine and electric trucks on the same production line in order to be able to react flexibly to the shift in demand towards electric trucks,” says the MAN CEO. For the transition to electric trucks to succeed, however, “the expansion of the charging infrastructure must be an absolute priority for politicians, infrastructure operators and manufacturers”. The hydrogen combustion engine should only serve as a supplementary solution for special applications such as heavy-duty transport or for areas where charging infrastructure is difficult to implement – and not as an alternative to electric trucks. While other Volkswagen subsidiaries such as Volkswagen Truck and Bus as well as Volkswagen company Navistar, the number of electric vehicle sales has increased. In the same period, MAN has suffered poor performance with declining sales. Here it might be noted that overall, of the Volkswagen truck companies, MAN is also used to enjoying higher sales than its fellow Volkswagen subsidiaries in general. To keep its position in a rapidly electrifying world, MAN may have to be even more proactive about its commitment to electrification. Late last year the legacy truck maker revealed it is strengthening its cooperation with surrounding scientific institutions at its Nuremberg site in Germany. The company’s researchers there want to further work on “fossil-free, future-proof drives” and create synergies between science and industry. mantruckandbus.com

Atlante establishes JV to build 500 HPC stations in France

Industry News

Atlante and Banque des Territoires intend to provide the joint venture, named Alpis, with 40 million euros in equity. The ownership ratio is to be 51 to 49 per cent. Atlante will therefore become a narrow majority shareholder. The deal brings together a charging service provider and a financial specialist. The partners have not yet provided much information about the planned charging network itself. Thanks to battery-buffered fast chargers, coverage is expected to be high and the tariff favourable – “even in areas with limited energy availability and grid limits”, according to an accompanying press release. Both partners are already quite familiar. Banque des Territoires recently served the EU as a realisation partner for a funding round of the Alternative Fuels Infrastructure Facility (AFIF). It provided Atlante with 49.9 million euros for the construction of fast-charging stations in Italy, France, Spain and Portugal. In total, Atlante plans to build 5,000 fast-charging points in these countries by 2025 and over 35,000 by 2030. The AFIR stipulates that a charging station must be installed at least every 60 kilometres on the European Union’s core road network and every 100 kilometres on the trans-European network. In addition, Atlante wants to install charging stations in car parks and in strategic urban areas. Jacques Galvani, CEO of Atlante France, comments: “This collaboration with Banque des Territoires fits perfectly with Atlante’s DNA and objectives: to make 100% green electric mobility accessible to all, across the whole territory. We hope that the technological innovations that Atlante is pioneering in Europe, particularly in terms of the synergy between fast charging, energy storage and solar energy production, will benefit all drivers of electric vehicles and facilitate the transition to decarbonised mobility.” “We are very proud to contribute, through our investment and our role as an implementation partner of the European CEF-T-AFIF mechanism, to the emergence of a leader in electric charging in France and, more broadly, in Southern Europe,” said Pierre Aubouin, Director of Infrastructure and Mobility at the Investment Directorate of Banque des Territoires. “By partnering with Atlante, a qualified, innovative, and committed partner in various market segments across the territory, we are strengthening our support for decarbonized mobility and reaffirming our commitment to ecological transformation.” Atlante has recently signed several deals to develop charging infrastructure, for example with Vinci Autoroutes, Groupe Duval, Autostrade per l’Italia and Emil Frey. In the context of the cooperation with Vinci Autoroutes, the company is now also reporting initial results: According to the company, 25 fast charging stations have been inaugurated at the Saint-Léger Ouest service area on the A10 motorway. Another new development is that Atlante has joined the Plugsurfing network. This gives customers of the network roaming access to Atlante charging stations via the e-clearing.net platform. atlante.energy (PDF), businesswire.com (Saint-Léger), x.com (Plugsurfing)

Stellantis develops battery cells for cheaper electric cars with CEA

Industry News

The CEA is France’s commissioner for nuclear energy and alternative energies. Stellantis is drawing on the expertise of the research institute to develop cells for “affordable next-generation electric vehicles”. The technology is to be provided to its “gigafactories, which will be operated in joint ventures”. This is the decisive hint in the car manufacturer’s announcement that the cooperation is related to the recently announced stops at ACC. The battery cell joint venture between Stellantis, Mercedes-Benz and TotalEnergies – the full name is Automotive Cells Company – is currently pausing construction work on its battery cell plants in Kaiserslautern and Termoli, Italy. This is in order to switch from its nickel-based cell chemistry to more cost-effective battery technologies. At the beginning of June, the declining demand for electric vehicles was cited as the reason for the cutback. The company therefore apparently wants to research and develop more cost-effective batteries in order to supply cheaper electric vehicles. Exactly what will happen in Kaiserslautern and Termoli will be specified at the end of 2024 or the beginning of 2025. It is not yet known to what extent the reorientation phase at ACC will also affect the third factory in France. The first production block with 13.4 GWh is currently being ramped up there. A further two blocks were previously planned in order to reach 40 GWh. The joint venture is currently focussing solely on NMC battery cells (nickel-manganese-cobalt). Competitor Renault has also pursued an NMC-only strategy to date, but according to the latest information is now also opening up to the more favourable LFP technology. The cell chemistry at the centre of the Stellantis-CEA cooperation is not mentioned. There is only talk of “disruptive cell chemistries”, which does not necessarily speak in favour of LFP technology, which is already quite common. The joint research programme includes the development of “advanced technology cells with higher performance, a longer lifespan and a lower carbon footprint at competitive costs”, according to the Stellantis press release. The programme will also focus on life cycle assessment and the development and validation of battery cells. “We know that battery technology is poised for change. While we don’t know exactly how it will change, we are committed to be at the forefront of this transformation. Internally, we are working around the clock placing multiple bets and exploring various technologies,” says Ned Curic, Stellantis Chief Engineering and Technology Officer. At the same time, the company is working closely with tech start-ups, laboratories, universities and the world’s most renowned research institutions such as the CEA. “We believe that this collaboration will accelerate the arrival of disruptive battery cell technology, supporting our mission to offer clean, safe and affordable mobility to our customers.” Philippe Stohr, Head of Energy at CEA, speaks of an ambitious, multi-year R&D programme for battery cells. “This exciting project makes the best use of more than 25 years of expertise in the field of Li-ion batteries at CEA to the benefit of one of the major automotive actors in the competitive race for electrical mobility. Our challenge is to speed up design and fabrication and to allow deep understanding of the most advanced cells technologies by sharing our expertise, skills and vision.” media.stellantis.com