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ROHM：The Industry's First* Speech Synthesis ICs Dedicated for AVAS (Acoustic Vehicle Alerting System) in x<span style='color:red'>EVs</span>

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ROHM：The Industry's First* Speech Synthesis ICs Dedicated for AVAS (Acoustic Vehicle Alerting System) in xEVs

　　The ROHM group company LAPIS Technology has developed the industry's first speech synthesis ICs - ML22120xx series (ML22120TB, ML22120GP) - designed for AVAS in xEVs (electric vehicles).　　In order to achieve a carbon neutral (decarbonized) society, the number of hybrid and electric vehicles that silently operate on motor power continues to increase - prompting AVAS regulations to be enacted requiring warning sound to be emitted to alert pedestrians of their approach. However, when generating warning sound using an MCU, the pitch and volume must be smoothly controlled and characteristics adjusted to match the vehicle geometry. This increases MCU software development load requiring verification with other software processes inside the MCU. In response, LAPIS Technology released new products that contribute to reducing the burden of AVAS development by leveraging experience and technology with speech synthesis ICs. The aim: achieving a high-fidelity sound using a novel hardware-based configuration.　　The ML22120TB and the ML22120GP integrate hardware functions that include a warning sound generator, fader, and equalizer. Unlike MCU-based designs, the hardware configuration eliminates the need for software validation - significantly reducing development time. At the same time, dedicated GUI software makes it easy to comply with regulations for volume and frequency characteristics required for AVAS.　　The system of new ICs can be controlled by simple commands, allowing warning sound to be started in less than one-tenth the time of conventional MCU-generated systems. An included fault detection function detects both erroneous communication with the main controller and erroneous oscillation caused by external components - contributing to vehicle reliability. Product Lineup　　Note: Please contact a sales representative or visit the Contact Us page on ROHM’s website for more information on AEC-Q100.　　Application ExamplesAcoustic Vehicle Alerting System (AVAS), external vehicle alert sounds (sliding door open/close, charging completion), etc.　　SupportClick on the link below for more information on the new speech synthesis ICs.　　https://www.rohm.com/lapis-tech/product/speech/ml22120　　Evaluation Board, GUI Software InformationAn evaluation board along with a Sound Device Control Kit [SDCK3] that includes dedicated GUI software are available, enabling easy evaluation of everything from sound generation to correction and trial listening of alert sounds.　　TerminologyGUI (Graphical User Interface)　　A function that displays graphics and images on the computer screen to enable easy operation using a mouse or touch panel.　　AVAS Regulation　　The mandatory implementation of Acoustic Vehicle Alerting System (AVAS) was adopted by the United Nations Economic Commission for Europe’s (UN/ECE) World Forum for Harmonization of Vehicle Regulations (WP29) under UN Regulation No. 138 on Quiet Road Transport Vehicles. This regulation stipulates the volume of warning sound for approaching vehicles and frequencies at certain vehicle speeds.

Key word：

ROHM

Release time：2024-01-18 13:35 reading：1508 Continue reading>>

Nidec Powertrain Systems Develops New Clutch Control Module for H<span style='color:red'>EVs</span>

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Nidec Powertrain Systems Develops New Clutch Control Module for HEVs

　　Nidec Powertrain Systems Corporation (“Nidec Powertrain Systems” or the “Company”), a wholly owned subsidiary of Nidec Corporation, announced today that it has developed a new clutch control module for hybrid electric vehicles (“HEVs”).　　Nidec Powertrain Systems’ Latest Clutch Control Module　　While the demand for battery electric vehicles (BEVs) is increasing amid the growingly strict environmental regulations, HEVs’ market share remains high due to battery recharging infrastructure, battery capacity, and other issues with BEVs. Nidec Powertrain Systems’ latest product is for the powertrain units of the strong hybrid system – whose power is supplied by a motor when a car is in a low-speed running or an accelerating mode, and by an engine when the vehicle is running at high speed – and switches clutches when power source is shifted from the motor to the engine.　　A company that has long been owning advanced technologies for linear solenoid valves for aluminum die-casting and hydraulic control, and on-off solenoid valves to switch hydraulic pressure, Nidec Powertrain System has been manufacturing, among others, control valves for Continuously Variable Transmission (CVT) and chasses for automotive components. With the use of resin solenoid, this newly developed clutch control unit is 35% lighter than the Company’s existing products. In addition, this module’s die-casting components can be designed flexibly based on customer-requested functions and layouts.　　As a member of the world’s leading comprehensive motor manufacturing group, Nidec Powertrain Systems stays committed to utilizing its world-leading component machining technology to develop products, and proposing, at an overwhelming speed, groundbreaking solutions that contribute to the evolution of automobiles.

Key word：

Nidec

Release time：2023-09-05 13:44 reading：3147 Continue reading>>

AMEYA360:Next-Gen <span style='color:red'>EVs</span> Need Battery and Powertrain Innovations

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AMEYA360:Next-Gen EVs Need Battery and Powertrain Innovations

　　At the recent Advanced Automotive Technology Forum 2023, from EE Times, industry experts discussed some of the battery and powertrain innovations needed for the next generation of electric vehicles (EVs), and challenges the industry faces to implement them.　　An all-electric vehicle. (Source: U.S. Department of Energy)　　EVs have been around for well over a decade. But while their adoption is growing, it will take some time before they capture a sizeable share of the market. For example, out of approximately 80.6 million new cars sold globally last year, less than 10% (7.8 million) were electric, according to a slide presented by Patrick Le Fèvre, chief marketing and communications officer at Powerbox.　　Meanwhile, sales of cars are increasing and the number of vehicles on the road is growing, too. If today there are around 1.6 billion vehicles worldwide, by 2035 that number will grow to nearly two billion, according to the slide from Powerbox. In the EU, 2035 will be the year when sales of new cars with internal combustion engines (ICEs) will be banned. So, by that time, most automakers will have introduced top-to-bottom EV lineups.　　There are many reasons why the adoption rate of EVs is relatively slow, and perhaps the best way to speed it up is to make EVs more attractive in general. There are several ways to do so, but many innovations are required.　　For example, batteries and power electronics are among the major challenges. Specifically, as EVs require up to 20× more power compared with traditional automobiles, they present a considerable challenge for power experts in terms of building energy-efficient power conversion solutions, powertrain development and battery technology.　　Converters and inverters need work　　Today, most hybrid/plug-in hybrid electric vehicles (HEV/PHEV), as well as EVs, use converters and DC-AC invertors that comprise of silicon-based insulated gate bipolar transistors (IGBTs). These components are, in many cases, not compact and are not very efficient, yet they are cheap as they have been around for decades, according to a slide demonstrated by Pietro Scalia, director of automotive traction solutions at Onsemi.　　For now, IGBTs may be good enough for most mass market applications. But the HEV/PHEV market will decrease as car manufacturers focus on battery-powered EVs (or BEVs), so higher-performance converters and inverters will get more widespread as EVs tend to feature higher performance traction motors.　　Furthermore, while sedans and crossover EVs will remain the most popular types of vehicles with the highest market shares, SUVs, trucks and sports cars will see increased demand after 2025, which will rise demand for >250kW electric drives, according to Onsemi’s slide. This will increase demand for higher performance, higher efficiency, and smaller converters and invertors.　　EV, HEV, and PHEV market trends and power class segmentation. (Source: Onsemi)　　Building compact and efficient power-conversion solutions requires using wide-bandgap (WBG) semiconductor materials, such as gallium nitride (GaN) and silicon carbide (SiC). When compared with silicon, they offer higher power density (high electron mobility and breakdown voltage allows to build smaller and lighter PSUs), high efficiency (less power loss and lower temperatures, which lead to reduced cooling requirements and lower costs), fast switching speeds (leads to improved power conversion efficiency and reduced electromagnetic interference), and wide temperature ranges (higher reliability and durability).　　While both GaN and SiC offer tangible advantages in power conversion applications, they are not interchangeable in all use cases, and the choice between the two depends on the specific requirements. For example, GaN has a higher electron mobility and can achieve higher power densities, which makes it more suitable for in-vehicle applications and chargers.　　Actually, usage of GaN for in-car electronics like LiDAR, infotainment and headlights has been increasing and will keep increasing in the future. Furthermore, some traction motors now also use GaN converters, said Alex Lidow, CEO and co-founder of EPC, a supplier of GaN-based devices.　　“Today, if you have a LiDAR system on a car, whether it be autonomous or just a level two or level three, that has GaN devices in it,” he said. “We have been on headlights with GaN for almost 10 years, infotainment systems, wireless charging, other than for the car, but wireless charging inside the car, and all sorts of advanced things like augmented reality heads up displays. These are all homes for GaN. As sure as the sun comes up in the morning, [GaN] will replace silicon, and everything that is in the 48-V range. We will see whether or not it moves to the traction [motors], and the onboard charging in the future, as well.”　　Uses of GaN in cards. (Source: EPC)　　On the other hand, SiC can handle higher voltages and offer better thermal performance, making it a suitable choice for high-power and high-temperature applications, such as traction inverters in EVs. Also, SiC technology is more mature and is sometimes cheaper to implement. Some SiC-based inverters may be cheaper than IGBT-based inverters.　　“Finding the sweet spot of the performance versus the cost of the material [is important], I had a sweet spot at 250kW, where I can easily demonstrate that SiC is cheaper than IGBT in terms of area given the delta cost, calculating the extra need the you have to put in place for dissipating, you can have a much cheaper solution with silicon carbide,” Onsemi’s Scalia said.　　It goes without saying that with higher efficiency comes miniaturization and weight loss on components levels, which in turn allows us to build more comfortable cars with longer range or make cheaper cars with sufficient range for everyday needs. Cost-efficient SiC MOSFETs along with innovative packaging opens doors to lower-cost EVs with decent motors.　　“One part of our strategy at Qorvo [is addressing the] explosion of lower powered cars that are going to come,” said Anup Bhalla, chief engineer of power devices at Qorvo.　　There is a persistent need in “getting the cost out of the solution for the people who want to build EV traction inverters and to make the [EV] technology more accessible,” he added.　　Finding the right balance between an inverter or converter cost, efficiency, and reliability is a challenge that makers of SiC and GaN components, as well as EVs, must address whenever they build a new car, converter or inverter.　　“When we tackle an inverter design with a customer, there is a lot of back and forth how they can extract the maximum benefit [as there are] regular tensions between efficiency they want to get the cost they are willing to pay,” Bhalla said. “This cost is always tied in with the reliability impact of trying to go too cheap. This system has to in the end be very reliable. And everybody has their own take on how they need to build the inverter to define their own advantage.”　　Bhalla demonstrated a compact dual side cooled 150kW (12ohm/1200V) inventor comprising of three SiC MOSFETs in a top cool discrete package, as well as another invertor solution featuring top-cooled SiC MOSFETs that could be used for such applications.　　“People will need to put traction inverters designed differently, maybe designed right around the motor, needing different form-factors,” he said. “Then they need different kinds of packaging solutions. The great thing is that these devices have become so efficient, that we can consider putting them into a top-cooled package getting a moderate amount of heat out and then build a traction inverter out of it.”　　Onsemi’s slide claimed that usage of its EliteSiC Powertrain extends range by 8 to 12% due to higher efficiency compared with IGBT-based solutions. Furthermore, for high performance inverters, SiC is preferrable for many reasons, so its adoption is set to grow.

Key word：

AMEYA360

Release time：2023-04-23 10:42 reading：2680 Continue reading>>

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Ameya360:How EVs are Driving Us to an Eco-Friendly Future

　　One of the largest sustainability initiatives in the world is the push toward widespread adoption of electric vehicles (EVs). While there are still those who question the sustainability of EVs, they undoubtedly mark a positive change in the world.　　EV adoption is currently increasing in the United States for several reasons—EV’s not only utilize energy more efficiently, but they produce a much lower carbon footprint compared to traditional internal combustion engine vehicles (ICEV). According to Experian, battery EVs doubled their market share in the U.S. during the first six months of 2022.　　A more efficient use of energy　　Though most of the electricity for EVs may come from fossil fuels, many people overlook the fact that EVs still represent a more efficient use of this energy than the alternative.　　A standard power plant on the grid is significantly more efficient than a gasoline engine in a car. Natural-gas-fueled power plants can reach efficiencies as high as 60%, while the efficiency of an internal combustion engine in a vehicle can be as low as 20%, according to the National Academy of Sciences and the Environmental Protection Agency (EPA). Therefore, EVs make much more efficient use of fossil fuels by displacing the energy conversion from inside a gasoline engine to a more efficient power plant.　　The U.S. electrical grid receives about 40% of its energy from renewable sources, according to the U.S. Energy Information Administration (EIA). Forty percent of the electricity used by EVs is clean, compared to 0% of the energy from gasoline—a number which will never get any higher.　　All things considered, by switching from an ICEV to an EV, a driver can expect to reduce their carbon footprint from driving by 60% to 70%—even without being powered by clean, renewable electricity. Obviously, a customer whose electric car is completely powered by clean electricity would reduce their carbon footprint from driving by 100%.　　Image of eco-friendly EVs and other green energy alternatives　　Reducing and displacing air pollutants　　Beyond the efficiency benefits of eco-friendly EVs compared to ICEVs, EVs offer additional advantages in terms of improved air quality and public health.　　The six “criteria”, or common, air pollutants that can negatively impact human health are particulate matter, ground-level ozone, carbon monoxide, sulfur dioxide, nitrogen dioxide, and lead, according to the EPA. All these pollutants are produced by burning of fossil fuels, both in internal combustion engines and at power plants. EVs can make an impact here by changing where these fossil fuels are burned.　　With ICEVs, these criteria air pollutants are generated and emitted into the air in high concentrations and, more importantly, in locations and at times that are more likely to harm people. Consider the fact that the highest concentration of pollution-emitting vehicles will correlate directly to areas with the highest concentration of people—be it a crowded city street or residential area. Here, ICEVs are directly affecting public health, releasing the criteria air pollutants exactly where and when we don’t want them.　　By using EVs, which don’t emit air pollutants, we benefit by transferring these emissions away from the vehicle and to the power plant. The important point here is that power plants generally do not operate in highly concentrated residential areas, but instead normally operate in more remote locations and utilize emission-control technology. Unlike gasoline engines, power plants have the potential to be zero emission.　　In this way, the adoption of EVs significantly keeps toxic pollutants away from large concentrations of people, ensuring greater public safety and health.　　The fossil fuel supply chain　　Some may argue that the supply chains involved to produce EVs, and particularly their batteries, are not sustainable. It’s important to acknowledge, however, the impact of the existing supply chains for ICEVs and their fuel.　　These existing supply chains come with several environmental hazards: To produce the gasoline that we use to fuel our cars, we must explore for the crude oil, produce it, physically transport it, refine it, and then distribute it as gasoline. Throughout this entire process, we are consuming an enormous amount of energy just to get the fuel to our cars where they create even more waste.　　If we stopped turning crude oil into refined gasoline, we would be able to cut out unnecessary energy expenditure. Instead, we could utilize that energy to power our EVs, homes, and infrastructure. Even further, eradicating the gasoline supply chain would have the additional environmental benefit of eliminating unnecessary environmental hazards associated with gasoline production, such as oil spills.　　An evolving process for eco-friendly EVs　　When it comes to evaluating the environmental impact of EVs, we must keep in mind that we cannot expect the transition to EVs to be perfect. They are, like any other innovation, constantly evolving and will become ever more sustainable.　　At the end of the day, EVs represent a massive improvement to our environment through efficient energy use, reduction of air pollutants, and a more sustainable supply chain. By combining these improvements with increased awareness, education, policy change, and resources, our society can continue to reduce our carbon footprint and protect our planet.

Key word：

EVs

Release time：2023-01-29 11:17 reading：2109 Continue reading>>

Lithium Batteries for <span style='color:red'>EVs</span>: NMC or LFP?

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Lithium Batteries for EVs: NMC or LFP?

　　Among the many commercial battery technologies, lithium-based batteries excel in the two primary energy-storage figures of merit, namely energy density by volume and weight. Of course, the term “lithium battery” really encompasses various chemistry and construction arrangements. Like all batteries, lithium-ion batteries have two electrodes: an anode and a cathode.　　NMC VS. LFP　　In electric vehicles (EVs), the dominant cathode chemistries are lithium nickel manganese cobalt (LiNixMnyCozO2, designated NMC) and lithium iron phosphate (LiFePO4 or LFP). Which is the better battery for EVs? As a general statement, NMC batteries offer higher energy capacity than LFP and so might seem to be preferred for EVs where range is a critical parameter, but they are also more expensive.　　Cost comparison　　How much more? That’s a difficult question to answer since the cost is highly dependent on the fluctuating prices of the underlying commodities which constitute the battery. (Note that “commodity” in this context does not mean “widely, easily available, with little price differentiation” such as light bulbs or even PCs; instead, it refers to a base material which rarely used in its raw form but which is used as a building block or key ingredient.) The iron-based battery cells cost less than the nickel-and-cobalt combination used widely in North America and Europe.　　Along with energy density figures, another critical figure of merit for batteries is the cost per stored kilowatt-hour ($/kWh). Although the numbers fluctuate with the changes in commodity pricing, rough estimates are that LFP cells are in the ~$70/kWh range, a significant 30% less than NMC cells at ~$100/kWh.　　As part of the effort to build a more affordable electric car, automakers are turning to that lower-cost battery type, but it also delivers less driving range, a major concern in some regions and a much smaller one in others. Several car companies plan to increasingly deploy LFP batteries in the U.S., and they are commonly used in China, the world’s largest market for electric cars.　　Market forecast for EV batteries　　LFP batteries already comprise 17% of the global EV market and represent a potential path for the mass market, according to the AlixPartners 2022 Global Automotive Outlook (Reference 1). Tesla announced in October 2021 that it was switching to LFP batteries for its standard-range models (Model 3 and Model Y), while retaining the NMC cells for longer-range models. Rivian Automotive, Inc., an emerging maker of smaller electric trucks that is getting lots of Wall Street and other attention will be using LFP batteries in their vehicles.　　The forecast for the various battery types is hazy, typical of all such predictions. The conventional thinking was that the “better” NMC batteries would dominate the EV market, but that wisdom may be somewhat incorrect. A report from ARK Investment Management LLC indicates that continued cost declines, nickel supply constraints, and improving EV efficiency should propel the market share of LFP cells from roughly 33% in 2021 to ~47% by 2026, Figure and Reference 2. (Of course, there are countless such forecasts out there and you can undoubtedly find one which provides the answer you are seeking if you have an agenda!)　　Among the many available forecasts, ARK Investment Management LLC projects that the market share of lower-cost LFP batteries will grow from roughly 33% in 2021 to about 47% by 2026.　　Of course, all these forecasts have to be taken with a huge grain of salt, as the cliché goes. For example, the equity analyst who leads global EV battery research at UBS Group AG, now expects EVs equipped with LFP batteries to account for 40% of the global market by 2030, up from a previous forecast of 15% (Reference 3). (Incidentally, this is an excellent example of forecasters saying, “oh well, never mind what we said then”!)　　If energy density and cost were the only issues, the decision of which battery chemistry to use in EVs or even non-vehicular situations would be tricky but have only a few variables. Reality is quite different, however, as there are many geopolitical, supply chain, and other technical factors that complicate the assessment:　　• The supply chain for LFP cells is heavily concentrated in China, leaving automakers more dependent on Chinese battery supplies at a time when the industry is trying to wean itself from dependence on China for EV technology.　　• Automakers are trying to limit the use of cobalt in response to environmental and human rights violations in cobalt mining in Congo, where the majority of the metal is produced.　　• Russia is a large supplier of high-grade nickel used in batteries.　　• LFP is well-suited to situations where the vehicle is frequently recharged and there is room for a physically larger pack; delivery vehicles are a good fit.　　• LFPs have lower manufacturing costs and are easier to produce.　　• LFPs can be charged to 100% without degrading battery life; in contrast, NMC cells should be limited to 80% to maximize life. This means that the actual effective range of an EV using LFP cells is close to one with NMC cells, but there’s greater weight penalty of the LFP negates that factor to a large extent. However, for applications such as tools or fixed-in-place machinery where weight is not as critical, LFPs can provide longer run time after a full charge.　　• LFPs can operate effectively over a wide temperature range, especially on the low end. On the other side, they are slower to charge at lower temperatures.　　• LFPs deliver nearly five times as many charge cycles as NMCs and suffer less degradation at higher temperatures and at faster charge/discharge rates, so they are better suited to handle high-performance driving and quick charging.　　No doubt of it: There are a lot of cross-currents here and the entire NMC-versus-LFP situation is fluid and dynamic, with dependencies on many non-engineering factors as well as purely technical ones. Further, battery pricing is driven by short-term commodity pricing bumping into long-term contracts between supplies and customers.　　Summary and conclusion　　How you assess and quantify the battery technology and market situation depends to a large extent on where you are coming from. The forecasts and numbers are all over the place, partially due to the fact that different market analyses use a variety of criteria and metrics for various reasons.　　Here’s what I wonder: given the uncertainties and importance of the battery pack to EV performance, perhaps in the near future manufacturers will list a suggested retail price for the EV itself without any battery at all, and then offer customers a choice between two or three battery-chemistries for a given vehicle – with the battery pack price being updated weekly or monthly. There is some historical precedent: back in the day, you could get some consumer products with lower-end carbon-zinc primary (non-rechargeable) battery packs or pay a modest premium for the better alkaline-battery packs.　　When it comes to batteries, there is only one thing we all know for sure (except for some politicians, apparently, who believe they can legislate battery progress): battery technology is not guided by anything like Moore’s law which has defined semiconductor technology for 50+ years.　　What’s your view on the mid- or long-term viability of LFP versus NMC-based batteries for EVs and even non-EV applications? Will the markets become highly fragmented, or will one type come to dominate?

Key word：

EVs,Ameya360

Release time：2023-01-18 11:32 reading：1951 Continue reading>>

Ameya360:Lithium Batteries for <span style='color:red'>EVs</span>: NMC or LFP?

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Ameya360:Lithium Batteries for EVs: NMC or LFP?

　　Among the many commercial battery technologies, lithium-based batteries excel in the two primary energy-storage figures of merit, namely energy density by volume and weight. Of course, the term “lithium battery” really encompasses various chemistry and construction arrangements. Like all batteries, lithium-ion batteries have two electrodes: an anode and a cathode.　　NMC VS. LFP　　In electric vehicles (EVs), the dominant cathode chemistries are lithium nickel manganese cobalt (LiNixMnyCozO2, designated NMC) and lithium iron phosphate (LiFePO4 or LFP). Which is the better battery for EVs? As a general statement, NMC batteries offer higher energy capacity than LFP and so might seem to be preferred for EVs where range is a critical parameter, but they are also more expensive.　　Cost comparison　　How much more? That’s a difficult question to answer since the cost is highly dependent on the fluctuating prices of the underlying commodities which constitute the battery. (Note that “commodity” in this context does not mean “widely, easily available, with little price differentiation” such as light bulbs or even PCs; instead, it refers to a base material which rarely used in its raw form but which is used as a building block or key ingredient.) The iron-based battery cells cost less than the nickel-and-cobalt combination used widely in North America and Europe.　　Along with energy density figures, another critical figure of merit for batteries is the cost per stored kilowatt-hour ($/kWh). Although the numbers fluctuate with the changes in commodity pricing, rough estimates are that LFP cells are in the ~$70/kWh range, a significant 30% less than NMC cells at ~$100/kWh.　　As part of the effort to build a more affordable electric car, automakers are turning to that lower-cost battery type, but it also delivers less driving range, a major concern in some regions and a much smaller one in others. Several car companies plan to increasingly deploy LFP batteries in the U.S., and they are commonly used in China, the world’s largest market for electric cars.　　MARKET FORECAST FOR EV BATTERIES　　LFP batteries already comprise 17% of the global EV market and represent a potential path for the mass market, according to the AlixPartners 2022 Global Automotive Outlook (Reference 1). Tesla announced in October 2021 that it was switching to LFP batteries for its standard-range models (Model 3 and Model Y), while retaining the NMC cells for longer-range models. Rivian Automotive, Inc., an emerging maker of smaller electric trucks that is getting lots of Wall Street and other attention will be using LFP batteries in their vehicles.　　The forecast for the various battery types is hazy, typical of all such predictions. The conventional thinking was that the “better” NMC batteries would dominate the EV market, but that wisdom may be somewhat incorrect. A report from ARK Investment Management LLC indicates that continued cost declines, nickel supply constraints, and improving EV efficiency should propel the market share of LFP cells from roughly 33% in 2021 to ~47% by 2026, Figure and Reference 2. (Of course, there are countless such forecasts out there and you can undoubtedly find one which provides the answer you are seeking if you have an agenda!)　　Among the many available forecasts, ARK Investment Management LLC projects that the market share of lower-cost LFP batteries will grow from roughly 33% in 2021 to about 47% by 2026.　　Among the many available forecasts, ARK Investment Management LLC projects that the market share of lower-cost LFP batteries will grow from roughly 33% in 2021 to about 47% by 2026.　　Of course, all these forecasts have to be taken with a huge grain of salt, as the cliché goes. For example, the equity analyst who leads global EV battery research at UBS Group AG, now expects EVs equipped with LFP batteries to account for 40% of the global market by 2030, up from a previous forecast of 15% (Reference 3). (Incidentally, this is an excellent example of forecasters saying, “oh well, never mind what we said then”!)

Key word：

Ameya360,Battey

Release time：2023-01-13 14:47 reading：1850 Continue reading>>

VinFast and NXP Collaborating on Next-gen Smart <span style='color:red'>EVs</span>

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VinFast and NXP Collaborating on Next-gen Smart EVs

　　VinFast and NXP Semiconductors announced their collaboration on VinFast’s next-generation of automotive applications at this year’s Consumer Electronics Show (CES). The collaboration supports VinFast’s goal in developing smarter, cleaner and connected electric vehicles.　　Under the collaboration, VinFast seeks to leverage NXP’s processors, semiconductors and sensors. VinFast and NXP will engage in the early development phases of new VinFast automotive projects, leveraging NXP’s rich portfolio of system solutions for innovative applications.　　Additionally, NXP will share its robust partner ecosystem with VinFast, bringing its top-notch solutions to accelerate time-to market. Together the companies will establish a joint, expert collaboration dedicated to developing solutions based on NXP’s renowned reference evaluation platforms and software layers with the purpose of designing and building leading-edge electric vehicles.　　As a member company of Vingroup, the largest conglomerate in Vietnam, the collaboration between VinFast and NXP will realize the group’s ecosystem of product and services to leverage cross-over group connected benefits for its customers. As such, other companies in the group will also be able to leverage NXP’s smart solutions to advance their Smart City applications.　　“Our collaboration with NXP will help streamline our next-generation designs, technology, and manufacturing. Our future all-electric vehicle fleet will leverage NXP’s innovative, high quality semiconductor solutions to enable safe, secure and electric mobility as well as IoT solutions that remove barriers for the citizens of today’s smart cities,” said Le Thi Thu Thuy, Vingroup Vice Chairwoman and CEO of VinFast Holdings.　　“We are excited to collaborate with VinFast, a company that is well positioned to identify and take advantage of the opportunities at the crossroads of automotive and Smart Cities,” said Lars Reger, CTO, NXP Semiconductors. “We look forward to bringing our strong portfolio, expertise and ecosystem to a relationship based on inspiring and shared future vision.”　　With the aim of expansive and rapid global market rollout and a vision for next-generation cities, this collaboration marks an important milestone in the journey of developing a smarter, cleaner and connected world for all.

Key word：

NXP

Release time：2023-01-12 10:44 reading：2041 Continue reading>>

A Look at ST's Plans for <span style='color:red'>EVs</span>, ADAS and China

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A Look at ST's Plans for EVs, ADAS and China

A new report from International Data Corporation (IDC) presents IDC's inaugural forecast for the worldwide 5G network infrastructure market for the period 2018–2022. It follows the release of IDC's initial forecasts for Telecom Virtual Network Functions (VNF) and Network Functions Virtualization Infrastructure (NFVI) in September and August 2018, respectively.With the first instances of 5G services rolling out in the fourth quarter of 2018, 2019 is set to be a seminal year in the mobile industry. 5G handsets will begin to hit the market and end-users will be able to experience 5G technology firsthand.From an infrastructure standpoint, the mobile industry continues to trial innovative solutions that leverage new spectrum, network virtualization, and machine learning and artificial intelligence (ML/AI) to create new value from existing network services. While these and other enhancements will play a critical role, 5G NR represents a key milestone in the next mobile generation, enabling faster speeds and enhanced capacity at lower cost per bit. Even as select cities begin to experience 5G NR today, the full breadth of 5G's potential will take several years to arrive, which will require additional standards work and trials, particularly related to a 5G NG core.In addition to 5G NR and 5G NG core, procurement patterns indicate communications service providers (SPs) will need to invest in adjacent domains, including backhaul and NFVI, to support the continued push to cloud-native, software-led architectures.Combined, IDC expects the total 5G and 5G-related network infrastructure market (5G RAN, 5G NG core, NFVI, routing and optical backhaul) to grow from approximately $528 million in 2018 to $26 billion in 2022 at a compound annual growth rate (CAGR) of 118%. IDC expects 5G RAN to be the largest market sub-segment through the forecast period, in line with prior mobile generations."Early 5G adopters are laying the groundwork for long-term success by investing in 5G RAN, NFVI, optical underlays, and next-generation routers and switches. Many are also in the process of experimenting with the 5G NG core. The long-term benefit of making these investments now will be when the standards-compliant SA 5G core is combined with a fully virtualized, cloud-ready RAN in the early 2020s. This development will enable many communications SPs to expand their value proposition and offer customized services across a diverse set of enterprise verticals through the use of network slicing," says Patrick Filkins, senior research analyst, IoT and Mobile Network Infrastructure.The report, Worldwide 5G Network Infrastructure Forecast, 2018-2022 (IDC #US44392218), presents IDC's inaugural forecast for the 5G network infrastructure market. Revenue is forecast for both the 5G RAN and 5G NG Core segments and each of the three related sub-segments (NFVI, Routing Backhaul, and Optical Backhaul). The report also provides a market overview, including drivers and challenges for communications service providers and advice for technology suppliers.

Key word：

Instant news

Release time：2018-11-15 00:00 reading：1169 Continue reading>>

Trade news

Motor Maker Revs Up for IoT

　　A startup designing a new kind of smart, networked motor provides a view into the state of the Internet of Things. So far, Software Motor Company (SMC) has found that lowering costs through integrated designs may be one key to success in an IoT market that has not yet lived up to its hype.　　SMC makes switch magnetic reluctance motors that it claims are more efficient and reliable than traditional inductance motors. It currently sells a 5-horsepower motor for five- to 15-ton HVAC systems that draw nearly half a building’s energy use. Test customers include national retail grocery and restaurant chains and biomedical and professional offices.　　“We have seen energy reductions of 50% and more in HVAC systems with our motors … we also are working with a number of OEMs to eliminate gearboxes and replace mechanical complexity with our advanced software-controlled motors,” said Ryan Morris, SMC’s executive chairman.　　The key to the new motor is a custom inverter. It adjusts current about 20,000 times per second to generate the three-phase magnetic field that drives the motor.　　“What’s really tricky is determining the position of the rotors in flight relative to the coils … You need to know where the rotor is to within half a mechanical degree of rotation,” said Trevor Creary, SMC’s chief technologist and a veteran designer of computer chips for Broadcom and the former Sun Microsystems.　　A 200-MHz TI Delfino C2000 DSP does the heavy lifting, running algorithms and firmware that SMC’s engineers spent 18 months developing. The work required collaboration from specialists in motor control, magnetics, finite-element analysis, and power electronics. The design also uses a custom power module from Semikron.　　One of the DSP’s two cores handles external communications over Modbus or other protocols to a separate SMC industrial controller. The controller uses an embedded TI ARM Cortex-A8 processor to track sensor data from the motor and the HVAC system.　　SMC struck a deal with Tridium to embed its Niagara management software in the controller to monitor and control the motor and HVAC. “You shouldn’t have to be a firmware programmer to write flow-control programs,” said Creary.　　Customers like the dashboard that the controller provides, but they chafe at the costs of a separate industrial controller. In addition, the controller talks over wired or Wi-Fi links to a third-party LTE gateway, typically sourced from carriers, that comes with a data plan.text　　The magnetic reluctance motor uses six coil windings to define its three phases.　　SMC is about to deploy a version of its inverter that can manage the sensor data, eliminating the need for a separate controller for some users. It also plans to embed an M.2 LTE module in a future controller to save the $300 cost of the industrial-grade cellular hub.　　Creary said that he is evaluating modules from Quectel and Sierra Wireless that seem to provide the ruggedness, Linux drivers, and low cost that he needs. He sees 4G as overkill, given that the controllers send, at most, a few 255-byte packets per second when they are diagnosing a complex fault.　　So far, SMC has not explored its cellular options, but it is focused on cost and “whatever the module vendor’s volume point is,” he said.　　A report out this week said that the emerging narrowband-IoT (NB-IoT) version of LTE will represent half of the 1.3 billion low-power, wide-area (LPWA) connections worldwide by 2025.　　NB-IoT made up less than 5% of all LPWA links last year but is rapidly catching up to alternatives such as LoRa and Sigfox. Most of the U.S., Europe, and Asia Pacific will be covered by at least one NB-IoT network by the end of the year, said the report from market watcher On World.　　Overall, “customers demand run-time status and availability of their systems and early warnings of failures … Their price sensitivity comes up mainly at the cost of removing old motors and putting in new ones — that’s the dominant cost; the IoT connectivity is a value they never had,” said Creary.　　SMC is also at work on 10- to 50-horsepower motors to serve compressors and other uses over the next two years. Engineers will need to enhance the control electronics and optimize magnetic structures to minimize audible noise at those levels, said Creary.　　The company, formed in 2013 on internal seed funds, started field-testing systems a year ago. It raised $15 million in a series A round last summer and plans another round next year to fuel its growth.　　Meanwhile, it hired a software team that developed its own cloud service, analytics, and simulations running on AWS. Just what part of its systems, software, and services leads it to profitability in the IoT remains to be seen.

Key word：

Motor

Release time：2018-03-19 00:00 reading：1245 Continue reading>>

Electronic Road Charging For <span style='color:red'>EVs</span> Moves Forward

Trade news

Electronic Road Charging For EVs Moves Forward

　　Speakers from Renault detailed the French automakers' progress in developing with partners a dynamic electric vehicle charging (DEVC) technology during the keynote address at the PCIM Europe conference here last week.　　The partners, which also include Qualcomm and Vedecom, a public-private R&D institute based in France, have been demonstrating their DEVC technology—sometimes referred to as “electronic road”— on a specially built test track as part of the FABRIC project in Versailles, France. The demo, which is based on Qualcomm’s HALO technology, showed that vehicle batteries can be charged at up to 20kW while travelling at up to 100km/h down the track.　　Speakers Robert Lassartesses and Antoine Caillierez of Renault explained that the issues with current electric vehicle charging technologies mean they could never meet users’ expectations in terms of speed and convenience.　　“If you compare [today’s] fast charging with gasoline, it’s not equivalent,” said Lassartesses. “Even in our best dreams [EV charging] is 300kW. We are 20 times below what you can do with gasoline and it’s important to keep this in mind. Equivalent service between electricity and [traditional] fuel cannot be expected.”　　Renault’s figures showed that with current 400V batteries the typical charging power is around 140kW. Using an 800V battery makes 300kW charging possible, Lassartesses said, but that battery would be very heavy. To meet European drivers’ requirements of a two hour, 250km range at 140km/h from a single 15-minute charge would require a battery weighing 700kg, obviously unsuitable for the majority of the market in Europe, which is for small to medium sized BEVs (battery electric vehicles).　　Earlier charging alternatives put forward by Renault have had mixed success. QuickDrop, proposed in 2009, involves pulling in at a service station where a machine removes the battery from the car and physically swaps it with a fully charged one. While this process takes only a few minutes, the idea was abandoned due to business model issues. More successful was hydrogen fuel cell range extender technology, which is on the market today in some of Renault’s Kangoo vans.　　The technology Renault is currently backing for the future of BEVs is the electric road, whereby vehicles are charged as they move along the road by mains-connected infrastructure buried in the tarmac, with either a conductive (wired) or wireless connection to the vehicle. Crucially, this allows small vehicles to run for long distances at high speed with only small, lightweight batteries.　　The test track built by Vedecom, Renault and Qualcomm as part of the EU-funded FABRIC project has demonstrated DEVC under real-world highway conditions. Qualcomm’s HALO system uses 50cm coils of wire buried in the road which are inductively coupled to similar coils in the vehicles as they pass overhead.　　Since the vehicle coils pass over the ground coils at speed, and there is a significant air gap, coupling efficiency is relatively low, meaning a resonant power supply topology must be used to compensate. Underground coils either side of the one actively charging a vehicle at any moment in time must be held at short circuit to ensure only one coil charges each BEV at a time. These coils can currently be switched on and off within 4ms, though Renault’s Caillierez insisted that this could be improved. There is still also optimization to be done in terms of the magnetics and packaging of the coils in the roadway, Caillierez said.　　Regarding the economic challenges of installing this infrastructure on a country-wide scale, Lassartesses presented the findings of a study carried out by Renault alongside French electricity supplier EDF and French highway operator SANEF. This study put the cost of installing wireless dynamic electric vehicle charging at around 4 million euros per km of highway (for both directions of travel). This cost breaks down to 35 percent for works to the national grid, 55 percent for the electronics and coils and 15 percent for roadworks.　　The total cost to install the system across all French toll highways (9000km) is around 40 billion euro, or 2 billion euro a year spread across 20 years. Even with increased highway tolls to cover some of this investment, the study showed that the cost per kilometer of highway driving was cheaper for small battery (50kWh) BEVs using wireless dynamic charging compared to driving large battery (130kWh) BEVs with existing charging methods.　　Lassartesses also highlighted the potential for substantial reductions in CO2 emissions as a result of wireless direct charging.　　Lassartesses’ closing remarks highlighted Renault’s view that electric road technology is currently the leading solution for the future of BEV charging. However, he pointed out that while dynamic wireless charging has now been proven on a full scale test track, there is still a lot of work to do before it can be deployed in real roads.　　“Industry partners need to organize themselves to focus on the best technology, conductive or wireless, for all users. We need a solution for everybody: trucks, coaches and cars,” he said. “Due to the huge investment required for highway deployment – at 40 billion euro for only one country – the European Commission and member states need to secure the business model in order to extend the experimentation with industrial partners to a larger scale.”

Key word：

Electronic Road

Release time：2017-05-23 00:00 reading：1180 Continue reading>>

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