CHARGED Electric Vehicles Magazine - Issue 57 Sept/Oct 2021

ELECTRIC VEHICLES MAGAZINE

RIVIAN R1T

ISSUE 57 | SEPTEMBER/OCTOBER 2021 | CHARGEDEVS.COM

A real electric pickup truck makes an impressive debut

Could Rivian emerge as “the next Tesla?”

On the strength of its debut truck, that’s not an unreasonable question. p. 42

A closer look at minimizing AC charging losses

Rocsys robots make EV fleet charging more reliable

All about interoperability: Q&A with CharIN

p. 22

p. 62

p. 68

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THE TECH CONTENTS

22

22 Minimizing AC charging losses Part 1: From the breaker to the car

13

current events 10

SAE releases recommended practice for safe battery testing Stellantis and LG Energy to build battery factory for North American EV market

11 12

Toyota to invest $3.4 billion in US battery production Pickering Interfaces launches simulator for BMS validation Britishvolt plans to build a 60 GWh battery cell factory in Quebec

13 14

18

Infineon half-bridge power module can reach 50 kW and 230 A Dürr to supply Cellforce with specialized electrode coating process Amprius and US Army to develop silicon anode batteries for unmanned aircraft

15 16

GaN Systems and EPowerlab partner on new DC-DC converter Northvolt to invest $750 million to expand Swedish battery lab DOE awards $30 million to secure domestic supply chain of critical materials

17 18

TE Connectivity launches new connectors and charging inlets Solid Power tests show solid-state battery tech is safer than current chemistries NI and D&V Electronics partner to test EV traction inverters

20

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Nexperia’s new silicon carbide Schottky diodes have 650 V peak reverse voltage Silicon Mobility and G-Pulse design bidirectional DC-DC converter platform

21

New system tests high-voltage motors with partial discharge measurements

11/28/21 12:58 PM

THE VEHICLES CONTENTS

42 Rivian R1T Could Rivian emerge as “the next Tesla?”

On the strength of its debut truck, that’s not an unreasonable question.

42

current events 30 31 32

Hertz says it will place an initial order of 100,000 Teslas by the end of 2022 Proterra to supply battery tech for up to 10,000 Lightning commercial EVs Rimac and Bugatti officially tie the knot Lightning and Ricardo partner to provide commercial EVs to UK customers

33 34

30

Canadian fleet operator orders 1,000 Lion Electric school buses Austin transit agency orders 197 electric buses NADA partners with Chargeway to help dealers inform car buyers about EVs

35 36

Volvo CE introduces 3 new electric construction machines Jankel and Williams Advanced Engineering to electrify US military vehicles NYC announces $75-million investment for EVs and charging infrastructure

38

Buffalo, New York to order up to 150 New Flyer electric buses Indian EV startup BluSmart raises $25 million in Series A funding round

39 40

32

MAN Truck and Bus to transition to all-electric starting in 2024 Ford to invest £230 million in UK facility to build electric power units Proterra and Komatsu partner to electrify underground mining machines

41

Mitsubishi unveils new version of Outlander PHEV

IDENTIFICATION STATEMENT CHARGED Electric Vehicles Magazine (ISSN: 24742341) September/October 2021, Issue #57 is published bi-monthly by Electric Vehicles Magazine LLC, 2260 5th Ave S, STE 10, Saint Petersburg, FL 33712-1259. Periodicals Postage Paid at Saint Petersburg, FL and additional mailing offices. POSTMASTER: Send address changes to CHARGED Electric Vehicles Magazine, Electric Vehicles Magazine LLC at 2260 5th Ave S, STE 10, Saint Petersburg, FL 33712-1259.

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40 11/29/21 1:11 PM

THE INFRASTRUCTURE CONTENTS

62 Robotic fleet charging

62

Originally designed with autonomous vehicles in mind, Rocsys’s robotic charging arm has attracted interest from fleet operators.

68 Q&A with CharIN North America President 54

current events 54

Tesla expected to release a CCS adapter in the US Public chargers at California Taco Bell could be the first of many

56

Fluke adapter tests charging stations without an EV BYD and Levo collaborate to finance and deploy up to 5,000 V2G-equipped EVs

59

57 58

simpleSwitch makes it easy to install a Level 2 charger without panel upgrades Tesla’s first Megacharger deployed to charge Tesla Semi ABB to provide charging infrastructure for Lilium’s electric regional air network

59

V2G-equipped electric school bus delivers power to grid for 50 hours EVgo to provide a range of infrastructure solutions to Merchants Fleet

60

Ford sends out teams of Charge Angels to troubleshoot public chargers This company is earning money with second-life Nissan LEAF batteries

61

GM to deploy 40,000 Ultium-branded Level 2 chargers at community locations

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Publisher Associate Publisher Senior Editor Account Executive Technology Editor Graphic Designers

Christian Ruoff Laurel Zimmer Charles Morris Jeremy Ewald Jeffrey Jenkins Tomislav Vrdoljak

Contributing Writers Jeffrey Jenkins Charles Morris Christian Ruoff Tom Spendlove John Voelcker

For Letters to the Editor, Article Submissions, & Advertising Inquiries Contact: Info@ChargedEVs.com

Cover Image Courtesy of Rivian Special Thanks to Kelly Ruoff Sebastien Bourgeois STATEMENT OF OWNERSHIP, MANAGEMENT, AND CIRCULATION. 1. PUBLICATION TITLE: CHARGED ELECTRIC VEHICLES MAGAZINE. 2. PUBLICATION NUMBER: 18170. 3. FILING DATE: SEPTEMBER 29, 2021. 4. ISSUE FREQUENCY: BI-MONTHLY. 5. NUMBER OF ISSUES PUBLISHED ANNUALLY: 6. 6. ANNUAL SUBSCRIPTION PRICE (IF ANY). 7. COMPLETE MAILING ADDRESS OF KNOWN OFFICE OF PUBLICATION: CHARGED ELECTRIC VEHICLES MAGAZINE, 2260 5TH AVE SOUTH, #10, ST PETERSBURG, FL 33712. CONTACT PERSON: CHRISTIAN RUOFF. TELEPHONE: (727) 522-0039. 8. COMPLETE MAILING ADDRESS OF HEADQUARTERS OR GENERAL BUSINESS OFFICE OF PUBLISHER: CHARGED ELECTRIC VEHICLES MAGAZINE, 2260 5TH AVE SOUTH, #10, ST PETERSBURG, FL 33712. 9. FULL NAMES AND COMPLETE MAILING ADDRESSES OF PUBLISHER, EDITOR, AND MANAGING EDITOR: PUBLISHER, EDITOR, AND MANAGING EDITOR: CHRISTIAN RUOFF, 2260 5TH AVE SOUTH, #10, ST PETERSBURG, FL 33712. 10. OWNER. FULL NAME: CHRISTIAN RUOFF. COMPLETE MAILING ADDRESS: 2260 5TH AVE SOUTH, #10, ST PETERSBURG, FL 33712. 11. KNOWN BONDHOLDERS, MORTGAGEES, AND OTHER SECURITY HOLDERS OWNING OR HOLDING 1 PERCENT OR MORE OF TOTAL AMOUNT OF BONDS, MORTGAGES, OR OTHER SECURITIES: NONE. 13. PUBLICATION TITLE: CHARGED ELECTRIC VEHICLES MAGAZINE. 14. ISSUE DATE FOR CIRCULATION DATA BELOW: #56, JULY/AUGUST 2021. 15. EXTENT AND NATURE OF CIRCULATION. A. TOTAL NUMBER OF COPIES (NET PRESS RUN). AVERAGE NO. COPIES EACH ISSUE DURING PRECEDING 12 MONTHS: 10433; NO. COPIES OF SINGLE ISSUE PUBLISHED NEAREST TO FILING DATE: 10800. B. LEGITIMATE PAID AND/OR REQUESTED DISTRIBUTION (BY MAIL AND OUTSIDE THE MAIL): (1) OUTSIDE COUNTY PAID/REQUESTED MAIL SUBSCRIPTIONS STATED ON PS FORM 3541: 8925; 8920. (2) IN-COUNTY PAID/REQUESTED MAIL SUBSCRIPTIONS STATED ON PS FORM 3541: 0; 0. (3) SALES THROUGH DEALERS AND CARRIERS, STREET VENDORS, COUNTER SALES, AND OTHER PAID OR REQUESTED DISTRIBUTION OUTSIDE USPS: 0; 0. (4) REQUESTED COPIES DISTRIBUTED BY OTHER MAIL CLASSES THROUGH THE USPS: 0; 0. C. TOTAL PAID AND/OR REQUESTED CIRCULATION (SUM OF 15B (1), (2), (3), AND (4)): 8925; 8920. D. NON-REQUESTED DISTRIBUTION (BY MAIL AND OUTSIDE THE MAIL): (1) OUTSIDE COUNTY NONREQUESTED COPIES STATED ON PS FORM 3541: 0; 0. (2) IN-COUNTY NONREQUESTED COPIES STATED ON PS FORM 3541: 0; 0. (3) NONREQUESTED COPIES DISTRIBUTED THROUGH THE USPS BY OTHER CLASSES OF MAIL: 64; 50. (4) NONREQUESTED COPIES DISTRIBUTED OUTSIDE THE MAIL: 772; 864. E. TOTAL NONREQUESTED DISTRIBUTION [SUM OF 15D (1), (2), (3) AND (4)]: 836; 914. F. TOTAL DISTRIBUTION (SUM OF 15C AND E): 9761; 9834. G. COPIES NOT DISTRIBUTED: 672; 966. H. TOTAL (SUM OF 15F AND G): 10433; 10800. I. PERCENT PAID AND/OR REQUESTED CIRCULATION (15C DIVIDED BY 15F TIMES 100): .9143; .9070. I CERTIFY THAT 50% OF ALL MY DISTRIBUTED COPIES (ELECTRONIC AND PRINT) ARE LEGITIMATE REQUESTS OR PAID COPIES. 17. PUBLICATION OF STATEMENT OF OWNERSHIP FOR A REQUESTER PUBLICATION IS REQUIRED AND WILL BE PRINTED IN THE ISSUE OF THIS PUBLICATION: ISSUE 57, SEPTEMBER/OCTOBER 2021.

18. I CERTIFY THAT ALL INFORMATION FURNISHED ON THIS FORM IS TRUE AND COMPLETE. CHRISTIAN RUOFF, PUBLISHER, SEPTEMBER 29, 2021.

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Publisher’s Note Post-Tesla EV startups take the stage

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Electrifying the world’s transportation system will be a colossal task, and Tesla can’t fulfill the mission all by itself. Yes, the success of the California carmaker has finally prodded the Dinosaurs of Detroit (and Wolfsburg, Stuttgart et al) into charging up their electric efforts, but we strongly suspect not everyone has their hearts in it. It’s clear that the legacy automakers would like the financial community to view (and value) them as all-in on EVs, but at the moment these companies continue to crank out millions of fossil-burners every year. If the political or economic winds shift, many would likely scale back their electric programs, which still amount to a tiny fraction of their global investment.

Technological innovation always tends to center around new startup companies, which attract the best and brightest engineers and entrepreneurs, and don’t have legacy revenue streams or marketing structures to protect. One of the most important milestones of the EV revolution may be the arrival of two strong post-Tesla EV startups.

Of course, Rivian and Lucid are hardly the first electric OEMs to make their mark. On the commercial side, innovative companies such as Proterra, Lightning eMotors and Lion Electric are well on the way to establishing themselves, and Charged readers have been following their stories since the beginning. And we can’t ignore the Chinese—BYD, Xpeng, NIO and Polestar are shipping EVs to Europe and the US, or will be soon.

We can see the dynamic of small startup firms leading the way in the tech and infrastructure fields, too. Yes, industry giants such as ABB and Eaton are playing huge roles in scaling up charging infrastructure, but it’s young companies like Rocsys and IoTecha (both profiled in this issue) that are inventing new categories of products to meet emerging needs in the EV ecosystem. And tiny startups around the world are pioneering future technologies like solid-state batteries and innovative recycling processes.

As critical as the ongoing advances in infrastructure and tech are, what we really need at this point in time is more EV sales—a lot more. We need more butts in seats. The battle to electrify is a battle to win over consumers, and that’s why high-profile, inspiring companies like Rivian and Lucid are so important.

The latest stats from Europe show that the demand is getting there, but a major supply crunch is developing. Tesla can’t build Gigafactories fast enough, and most of the legacy brands, whatever they may say in press conferences for the financial journalists, will stretch out the process of electrification until they’ve wrung the last cent of profit from their gas-guzzlers. Rivian, Lucid and other startups are welcome, and we need more of them.

Lucid aims to follow the Tesla playbook—start with an expensive luxury model, then iterate down to the mass market. Rivian is following a different course, targeting a certain subset of truck and SUV buyers that the legacy brands have more or less passed over. Rivian is also building a delivery van for Amazon—which invested in the startup in 2019 when it announced plans to order 100,000 of the EVs by 2025. It’s a unique partnership with one of the world’s most innovative companies that makes it seem like success (on some level) could be the default outcome for Rivian.

In this issue, John Voelcker writes about his first-hand experience of the new R1T pickup, and considers its prospects in the market. And don’t miss our next issue, in which John will detail his tour of Lucid HQ and interviews with the executive team.

Christian Ruoff | Publisher EVs are here. Try to keep up.

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THE TECH

SAE releases recommended practice for safe battery testing SAE International has released SAE J2464: Electric and Hybrid Electric Vehicle Rechargeable Energy Storage System (RESS) Safety and Abuse Testing, a revised recommended practice for establishing safe battery systems. Originating in 1999 when the industry recognized the need for safety and abuse testing of battery systems in the mobility sector, the revised J2464 recommended practice expands to focus on electric and hybrid vehicles.

J2464 describes a body of tests that can be used for abuse testing of electric or hybrid electric vehicle RESS to determine the response of the storage and control systems to conditions or events which are beyond their normal operating range.

Abuse test procedures in the document are intended to cover a broad range of vehicle applications and storage devices, including individual RESS cells (batteries or capacitors), modules and packs. The document specifically applies to vehicles with RESS voltages above 60 volts.

“As the electrification era is in full swing, SAE J2464 serves as an important anchor for establishing safe and effective battery systems, even when abused,” said Bob Galyen, Chair of the SAE Vehicle Battery Standards Steering Committee. “The revised version of this document will bring it up to present technology standards to serve the mobility sector and advancements in the years ahead.”

Stellantis and LG Energy Solution to build battery factory for North American EV market Stellantis and LG Energy Solution have agreed to form a joint venture that will produce battery cells and modules for North America at a new production facility.

The companies are obviously fans of EV journalist John Voelcker, who praised Ford and GM for announcing new battery facilities in a recent Car and Driver article, and challenged Stellantis to do the same.

“The location of the new facility is currently under review and further details will be shared at a later date,” said Stellantis. Oddly, the companies didn’t specifically state that the new plant will be located in North America, but corporate press releases are often ambiguous, so let’s assume that that’s what they mean. “The batteries produced at the new facility will be supplied to Stellantis assembly plants throughout the US, Canada, and Mexico for installation in next-generation electric vehicles ranging from plug-in hybrids to full battery electric vehicles that will be sold under the Stellantis family of brands.”

Groundbreaking is expected to take place in the second quarter of 2022, and production should start by the first quarter of 2024. Annual production capacity is expected to be 40 GWh. For comparison, Tesla’s Nevada Gigafactory had an initial annual capacity of 35 GWh. “Today’s announcement is further proof that we are deploying our aggressive electrification road map and are following through on the commitments we made during our EV Day event in July,” said Carlos Tavares, CEO of Stellantis. “We have now determined the next gigafactory coming to the Stellantis portfolio to help us achieve a total minimum of 260 gigawatt-hours of capacity by 2030.”

“Establishing a joint venture with Stellantis will be a monumental milestone in our long-standing partnership,” said Jong-hyun Kim, CEO of LG Energy Solution. “LGES will position itself as a provider of battery solutions to our prospective customers in the region by utilizing our collective, unique technical skills and mass-producing capabilities.”

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@l>CSM Power analysis on the electric powertrain

For the last decade, the policy of most legacy automakers has been to talk big about EVs, while doing little or nothing to sell any. Now, ironically, Toyota may be turning this time-honored formula backwards. The company broadcasts anti-EV misinformation in TV ads and executive speeches, and lobbies governments to water down support for EV adoption, but meanwhile it hedges its bets, developing new EVs for the Chinese market and doing battery research with partners such as Panasonic and BYD. Now Toyota has announced that it will invest some $3.4 billion through 2030 to develop and localize production of automotive batteries in the US. This is part of a total global investment of around $13.5 billion for battery development and production that the company announced last month.

Toyota will establish a new company and build an automotive battery plant together with Toyota Tsusho in the US. The project includes an investment of approximately $1.29 billion between now and 2031, which includes funds to develop land and build facilities. The goal is to start production in 2025.

The new company will also work to develop Toyota’s local supply chain for automotive batteries. The venture will first focus on producing batteries for hybrid vehicles, but the announcement did include a brief mention of battery EVs. Toyota says electrified vehicles (hybrids, PHEVs and fuel cell vehicles) account for nearly 25 percent of its US sales volume, and that it expects that figure to rise to nearly 70 percent by 2030. Toyota plans to expand its lineup of electrified vehicles from 55 models today to about 70 models by 2025, of which 15 will be battery EVs. “Toyota’s commitment to electrification is about achieving long-term sustainability for the environment, American jobs and consumers,” said Toyota Motor North America CEO Ted Ogawa. “This investment will help usher in more affordable electrified vehicles for US consumers, significantly reduce carbon emissions, and importantly, create even more American jobs tied to the future of mobility.”

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THE TECH

Britishvolt plans to build a 60 Pickering Interfaces launches GWh battery cell factory in simulator for BMS validation Quebec Britishvolt, a UK-based manufacturing firm that also Image courtesy of Pickering Interfaces

Signal switching and simulation company Pickering Interfaces has launched a new family of battery simulator modules for EV battery stack emulation in battery management system test applications.

The 41-752A (PXI) and 43-752A (PXIe) modules enable direct voltage and current readback either through programming or using Pickering’s soft panel control. Accuracy of each cell simulator is specified at ±5 mV from 1 V to 7 V. Each of the battery simulator modules occupies a single PXI slot. They are available with two, four or six cell simulators per module. The simulators are fully isolated from ground and from each other, facilitating series connection to simulate batteries in a stacked architecture. The 750 V isolation barrier allows the modules to be used to simulate lower-power battery stacks that are commonly used for vehicle propulsion. Battery charging emulation is available up to 100 mA. Each cell provides independent power and sense connections, allowing the simulator to sense a remote load and correct for wiring losses. The battery simulator is designed to respond to dynamic loads, minimizing the need for local decoupling capacitors at the load. The module can also independently read the voltage at the load via sense lines and output current for each cell.

When supplied with I/V readback, the driver can automatically adjust the module’s output voltage through a feedback system, allowing higher accuracy.

Pickering’s Simulation Product Manager Paul Bovingdon said, “Previously, test engineers had to link simulation modules to a separate DMM to achieve voltage and current readback. Our new modules eliminate this requirement, making them simpler to use and more accurate.”

has a strong presence in Canada, will soon be building battery cells in Quebec to serve the North American EV industry. Electric Autonomy Canada reports that Britishvolt is close to finalizing plans to build a 60 GWh battery cell factory, an R&D center, and an anode and cathode processing facility.

“I got in touch with Britishvolt when the government of Quebec issued their international request for interest to set up a battery ecosystem in Quebec and called for companies all around the world who were interested in being part of that,” Britishvolt Canada President Philippe Couillard told Electric Autonomy. “Britishvolt is an innovative tech company, which was born out of the fantastic UK [battery] ecosystem with the desire to repatriate the supply chain to the UK and surrounding European countries.”

“The core component of this mission is to assist the race to lower the carbon footprint. How do we do that?

Basically, by creating an ecosystem,” Anna Vujovic, Britishvolt’s Head of Business Development in North America, told Electric Autonomy. “Our initiative from day one was to build this gigafactory and manufacture these battery cells in Quebec…and have these battery cells assembled in Ontario because we have easy access to local OEMs. Both provinces are collaborating, working strongly towards this with the support of the federal government.”

The company says it is evaluating a “strategic location” in Quebec with access to a deepwater port, railway connections to North America and renewable energy sources. Britishvolt says the facility will be powered by hydroelectricity, and will have a low carbon footprint and minimal non-recyclable waste.

The company is interested in making more than cells.

“We want to be as vertically integrated as we can, and also include the cathode and anode manufacturing in the business model,” says Couillard. “We’ve got all the raw materials necessary here in the country, but there’s the link between the raw material and the battery material that needs to be developed.”

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Infineon has released the EasyPACK 2B EDT2, a flexible and scalable half-bridge power module. The 750 V device can reach a maximum power of up to 50 kW and current of 230 A rms. The module is optimized for inverter applications in hybrid and electric vehicles.

The main feature of the EDT2 technology is higher efficiency at low-load conditions. The EDT2 chip ensures lower losses than current products, and outperforms Infineon’s previous chip generation by 20 percent.

EasyPACK uses a plug-and-play approach to simplify module integration, and its PressFIT contact technology eliminates soldering of the pins required by through-hole discrete packages and Infineon’s HybridPACK 1. A reduction in package size allows three EasyPACK 2Bs to take up 30 percent less surface area than a HybridPACK 1. EasyPACK 2B EDT2 is also qualified to the AQG324 standard.

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Image courtesy of Infineon

Infineon half-bridge power module can reach 50 kW and 230 A

11/27/21 9:56 PM

Image courtesy of Dürr Group

Image courtesy of Amprius

THE TECH

Dürr to supply Cellforce with specialized electrode coating process The Dürr Group will supply German battery manufacturer Cellforce Group, a joint venture between Porsche and battery company Customcells, with electrode coating for high-performance battery cells.

Dürr says its process for coating electrodes is unique, because the two sides are not coated one after the other, but simultaneously. This accelerates the process, increases precision and quality, and makes better use of the raw material. Dürr also supplies equipment for exhaust air purification, and claims a solvent recovery rate of more than 99%.

“We have highly efficient technology at our disposal and, as a system provider, we can implement complete coating lines. We will provide Cellforce with optimum support in the development and production of high-performance cells with high energy density,” said Dr. Jochen Weyrauch, Chairman of Dürr.

Amprius partners with US Army to develop silicon-anode batteries for unmanned aircraft Amprius Technologies has been awarded a contract with the US Army’s Rapid Capabilities and Critical Technologies Office. The 18-month rapid prototyping contract includes the design, development, and validation of high-energy-density silicon-anode lithium-ion batteries to be used in unmanned aircraft system (UAS) applications.

Amprius offers a silicon-anode battery with high energy density in commercially available cells. The company’s Si-Nanowire platform will be used in UAS, UAM and eVTOL applications. Based on an Armstrong & Associates market study, Amprius estimates the total battery market for UAS to be over $10 billion, increasing to over $30 billion by 2024.

“Amprius’s proven superiority in specific energy and energy density with Si-Nanowire allows us to enable unprecedented performance in drones, effectively doubling the operational endurance of UAS,” said Ionel Stefan, Amprius Chief Technology Officer.

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11/27/21 9:54 PM

GaN Systems and engineering services firm EPowerlabs have partnered to develop a high-density DC-DC power converter (DDC48-1K) for a wide range of 48 V mobility applications for consumer, industrial and automotive customers. The companies say the new GaN converter is smaller and lighter than standard converters.

The converter’s input range is 24-60 VDC, and the system is rated at up to 1 kW continuous power. Overall efficiency is 97.5% at full load. The power density is 28 W per cubic inch, and the design without the case weighs only 345 grams.

“Creating a more sustainable world through e-mobility is at the heart of our mission, and leveraging technologies like GaN are vital in accelerating this move,” said Mikel Parel, CEO of EPowerlabs. “This is demonstrated by our GaN Systems-based converter, which reduc-

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Image courtesy of GaN Systems

GaN Systems and EPowerlab collaborate on new DC-DC converter

es power losses by more than 50% compared to silicon-based designs in the market, and is one-third the size of legacy converters.”

11/27/21 9:55 PM

Image courtesy of Northvolt

THE TECH

Northvolt to invest $750 million to expand Swedish battery lab

DOE awards $30 million to secure domestic supply chain of critical materials

Battery manufacturer Northvolt plans to invest $750 million to expand its laboratory facility in Sweden in order to meet soaring demand for lithium-ion batteries.

Northvolt says it plans to set up “the first R&D campus covering the entire battery ecosystem.”

The order of the day in Europe is to quickly expand domestic battery capacity to try to wrest at least part of the market from giant Asian players such as CATL, LG Chem and Panasonic. Northvolt has set a target of a 25% market share in Europe by 2030.

Northvolt plans to start production this year at its gigafactory in Skelleftea, Sweden. It will also build a new office in Vasteras, increase headcount there from 400 to 1,000, and create a center for customers to experiment with battery technologies and electrification. Northvolt Chief Executive Peter Carlsson told Reuters that the company’s growth plans call for it to hire around 5,000 engineers within the next 5 years.

Backed by European carmakers, including Volkswagen and Scania, as well as the European Commission, Northvolt has raised funding of more than $6.5 billion, and says it has booked nearly $20 billion in orders from major OEMs. A source told Reuters in June that the latest round of fundraising had valued the company at $11.75 billion.

The DOE has announced $30 million in new funding for 13 national lab- and university-led research projects to develop new technologies to help secure the supply of critical clean tech materials, including cobalt, neodymium and platinum.

Research funded in this announcement is intended to advance the understanding of how rare-earth elements and platinum group elements give each material or molecule its unique properties. This research could enable new approaches to the atomic-level design of key materials, and potentially reduce or even eliminate the need for these critical elements in clean energy applications.

It’s also intended to widen the range of sources of these elements by identifying new mineral sources or facilitating reuse and recycling of existing materials.

“Expanding electric vehicle infrastructure, hardening our nation’s electrical grid, and powering our economy with millions of clean energy jobs all rely on securing supply chains of critical materials like cobalt and platinum,” said Secretary of Energy Jennifer Granholm.

“The key to our carbon-free future lies in ramping up clean industries, building strong supply chain systems of American-made critical materials, and aggressively deploying the resulting climate technologies here and abroad.”

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Image courtesy of TE Connectivity

TE Connectivity launches new connectors and charging inlets

TE Connectivity has launched three new products for the hybrid and electric commercial transportation Revolutionary XLPO market. The new IPT-HD power bolt connector performs in temperatures ranging from -40 to +125 degrees Celsius and, thanks to its low-contact-resistance design, can withstand excessively high engine-level vibrations. The IPT-HD connector features new shielding that complies with ISO and LV standards, as well as thicker options for conductor cross-sections used in MCU (Motor Control Unit), e-axle and e-motor applications. The power bolt series can support up to 3 positions, as well as 50 mm² and 70 mm² conductor cross-sections. A 95 mm² option will be available soon.

TE’s new ICT charging inlets are modular and customizable with various design options, including cable exits to the left or right side. Capable of 10,000 mating cycles and charging at 250 VAC at 32 A and 1,000 VDC at 200 A, these charging inlets feature larger cable sizes than what is used in the automotive market—DC 70 mm² / PE 25 mm² / AC 6 mm². Safety features include an integrated actuator for end position sensing, integrated PT1000 temperature sensors for enhanced temperature monitoring, and optional protective flaps to help keep out dust and moisture. With the available LED charging indicator option, users can distinguish when the vehicle is actively charging. Kits and pigtail cable assemblies in 1.5 or 3 m lengths are available to help ease supply chain and manufacturing concerns.

The HVA HD400 high-voltage accessories connector is TE’s new solution for high-voltage accessory applications. This connectivity system is designed for use in applications such as HVAC, heaters, hydraulic pumps and electronic power steering. The compact and adaptable design allows for either 2 or 3 conductors in the same interface, handling 2.5, 4 and 6 mm² LV216 conductor cross-section single-core cabling. The HVA HD400 connector can perform in extreme environments, and can handle up to 1,000 VDC and 60 A at +80 degrees Celsius. Other features include an operating temperature of -40 to +140 degrees Celsius, dust and water ingress protection rating of IP68 and IP6K9K, contact position assurance, and the ability to withstand transmission-level vibrations.

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11/27/21 9:57 PM

Image courtesy of Solid Power

THE TECH

Solid Power says safety tests show its solid-state battery tech is safer than current chemistries Colorado-based Solid Power, a solid-state battery specialist that has backing from Ford and BMW, says recent third-party safety tests demonstrate that its battery cells, which use a sulfide-based solid electrolyte, are safer than current lithium-ion cells, which use a liquid or gel electrolyte.

The tests aimed to simulate abuse and damage to Solid Power’s prototype solid-state battery cells. Testers punctured fully-charged test cells with a conductive nail, and the only change was a slight increase in temperature— none of the flames or venting of gases that we’re used to seeing in a nail-penetration test.

In other tests, cells were overcharged to 200%, and were subjected to short circuits, also with no seriously dangerous results.

Solid Power says its cells can deliver stack-level specific energy of 350 Wh/kg, and can undergo 750 charge/ discharge cycles with 80% capacity retention. So far, the company has produced small pouch cells, and its next step will be to scale up to larger-format pouch cells.

Solid Power plans to provide cells to Ford and BMW for testing in 2022. BMW aims to have a prototype solid-state battery by 2025, and a production-ready version by 2030.

NI and D&V Electronics partner to test EV traction inverters NI, formerly National Instruments, has announced two new projects for EV traction inverter validation: a new Inverter Test System (ITS) and a collaboration agreement with D&V Electronics for power-level inverter testing.

Both projects are designed to accelerate innovation for EVs by integrating tests earlier in the product development lifecycle. By simulating EV powertrains to perform hardware-in-the-loop tests of inverter electronic control units (ECUs), the ITS allows test engineers to create more life-like scenarios that are not easy to reproduce accurately on the road.

Electric motors and DC power emulators can be inserted into the test workflow to enable durability and thermal testing of the inverter component at full power in a safe environment. Adding more simulation fidelity and capabilities speeds up the entire development process at a lower overall cost than field tests.

Automotive engineers are constantly modifying simulation models based on evolving electric vehicle performance and test requirements,” said Noah Reding, Director at NI. “Advancements such as these speed up EV adoption and production innovations by eliminating inefficiencies in the testing process.”

“Traction inverters are the heart of the powertrain, and inverter design technology is changing rapidly,” said Uday Deshpande, CTO of D&V Electronics. “D&Vs innovative power emulators, combined with NI’s highspeed test platforms, will offer customers future-ready capabilities that enable coverage from component- to system-level testing in a controlled environment.”

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Now Offering ECUs for Rapid Prototyping and Production

Dana’s OpenECUTM family of embedded controllers support a wide range of vehicle electrification applications. These include but are not limited to communication and I/O gateways, vehicle control, battery management, charge control, and generic system control.

Visit Dana.com/e-mobility to learn more about how Dana is leading the charge in electrification. © 2021 Dana Limited. All rights reserved.

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THE TECH

Nexperia’s new silicon carbide Schottky diodes offer 650 V peak reverse voltage Nexperia has released its first SiC Schottky diode, which boasts a 650 V repetitive peak reverse voltage and 10 A continuous forward current . Nexperia plans to expand its portfolio of SiC diodes, leading to a total of 72 products operating at voltage levels of 650 V and 1,200 V, with currents in the range of 6-20 A. The company is targeting industrial applications including Switch Mode Power Supplies (SMPS), AC-DC and DC-DC converters, battery charging infrastructure, Uninterruptible Power Supplies (UPS), and photovoltaic inverters. Automotive applications include on-board chargers, inverters and high-voltage DC-DC converters.

“Wide-bandgap semiconductors like gallium nitride and silicon carbide are now well placed to meet the stringent needs of high-volume applications, bringing the promise of higher efficiency, greater power density, lower system cost and reduced operating costs for original equipment manufacturers,” said Mark Roeloffzen, General Manager at Nexperia.

Silicon Mobility and controls supplier G-Pulse are collaborating to design a high-power multiphase interleaving bidirectional DC-DC converter platform for electrified vehicles. The platform is based on Silicon Mobility’s OLEA control technology, together with a SiC power module, and benefits from G-Pulse’s engineering experience with automotive systems.

Powertrain system elements in electrified vehicle applications may require a wide range of DC-link voltage adaptation between the DC-link and the battery pack or fuel cell, with a dynamic and fast response to varying power demand. The platform system is a SiC-based, 4-phase interleaving, bidirectional DC-DC converter that allows automatic boost and buck control through current sensing. It supports input voltages from 250 V to 450 V, and a typical output voltage of 750 V. This converter enables the modularization of the inverter and e-motor design, and improves system performance and efficiency.

The platform integrates Silicon Mobility’s OLEA FPCU chip and control application, which was developed with the OLEA COMPOSER model-based design framework using the OLEA LIB DC-DC functions library. The parallel-processing capability of the OLEA chip hosts current/voltage double closed-loop control with 4 independent current loops.

Combined with SiC power devices, which reduce the switching and conductive losses of the power module, high frequency control enables the downsizing of the passive elements, increasing power density, reducing voltage/current ripple, and improving stability margin.

The platform is compliant with the ISO 26262 standard, and includes all required safety protection functions, including overvoltage, overcurrent, overheating and short circuit detection.

Image courtesy of G-Pulse

Image courtesy of Nexperia

Silicon Mobility and G-Pulse design bidirectional DC-DC converter platform

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Marposs’s new LT400 test system is designed to perform partial discharge measurements on coils, motors and generators. With the LT400, companies can perform standard high-voltage tests with partial discharge measurements, allowing the discovery of defects not detectable with the standard tests.

The LT400 integrates numerous tests, including EN60270 High-Voltage Tests, EN60034-18-41 Pulse Partial Discharge Tests, partial discharge inception voltage tests, surge tests with partial discharge, insulation resistance tests, and dielectric strength tests.

Issue 57.indd 21

Image courtesy of Marposs

Marposs’s LT400 system performs high-voltage tests with partial discharge measurements

The company says its EDC partial discharge technology, which is based on capacitor coupling technology, is less sensitive to external noise and more suitable for production applications. The system uses the same software as end-of-line testing, making it easier to correlate the laboratory results with those from production.

11/27/21 10:01 PM

THE TECH

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A CLOSER LOOK AT

MINIMIZING AC CHARGING LOSSES

PART 1: FROM THE BREAKER TO THE CAR

By Jeffrey Jenkins t’s fairly well known by now that EVs cost far less per mile to drive than their closest ICE counterparts, and the main reason is simply that the EV drivetrain is far more efficient at converting its stored form of energy into motion. In the quest to improve efficiency even more, the focus tends to be on the flashier parts of the drivetrain, like the motor (which certainly deserves it) and inverter (which arguably doesn’t, since efficiency is typically already ~99 %), while scant attention is paid to relatively unsexy things like charging cables and auxiliary/parasitic loads. In this article we’ll be taking a closer look at ways to minimize charging losses that are under the control of either the manufacturer or the owner of the EV (in other words, excluding things like changing the electrical generation source from coal to nuclear or solar, as helpful as that would be).

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SEP/OCT 2021

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THE TECH First, in the interest of clarity, let’s define some terms that we’ll use in this article.

EVSE: The electric vehicle supply equipment, also known as a Level 1 or Level 2 charging station or charger. These include portable charging cord sets (aka trunk chargers), and larger wall-mounted or pedestal-mounted units.

The basic function of the EVSE is to provide redundant safety features to protect the user from electrical hazards while connecting and disconnecting the plug to the vehicle.

OBC: The onboard charger, a piece of power electronics equipment that converts the AC power from the grid to a DC voltage that is used to charge the battery (technically, it would make more sense to call this the charger). The OBC is usually a metal box hidden somewhere on the vehicle, which EV owners never see.

To summarize, while charging, current flows through various wires, cables, and connectors from the grid → circuit breaker → EVSE → OBC → EV battery.

The first part of the charging pathway to consider while attempting to minimizing loses—and one which is entirely under the control of the EV owner—is the size of the wire from the circuit breaker in the load center (aka the breaker box) to either the receptacle which an EVSE plugs into, or to a hard-wired EVSE. OBCs will be considered in more detail in the second part of this article, but suffice it to say that many of the OBCs for EVs in the North American market are equipped to accept either 120 VAC or 240 VAC, and a variety of ampacities.

While charging at 120 VAC might get you out of a jam when away from home, it should otherwise be avoided, both because of the fixed auxiliary and parasitic loads in the EV that can divert an alarmingly high percentage of the OBC’s power output away from actually recharging the battery pack (said loads will be discussed below), and because a 120 VAC circuit is usually supplied by a 20 A breaker, of which only 16 A is “legally” available, for a rather meager 1,920 W. The aforementioned “legal” restriction is due to a rule found in the electrical subsection of most building codes (e.g. the NEC in the US; the IEC in most other places), which restricts the maximum continuous load on a breaker to 80% of its ampacity—EV charging

The electric vehicle supply equipment (EVSE), aka charging station, is primarily a safety device.

The onboard charger (OBC) is a piece of power electronics equipment hidden somewhere in an EV.

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THE TECH

Over a 100-foot run, using #4 wire for both current-carrying conductors will only cost $22 more, but will reduce resistance by 29.3 mΩ, shaving off 47 W of loss at 40 A.

definitely qualifies as a continuous load. Thus, for a 50 A breaker—as is commonly specified for ovens/ranges and, of course, EVSE outlets—a maximum of 40 A continuous is allowed. The electrical code also dictates the minimum size of the wire (aka its gauge) that must be used between the circuit breaker and the outlet, and this minimum is based primarily on the breaker’s ampacity (and not, as a layperson often assumes, for the stated ampacity of the outlet, though it’s certainly best if the two match!), and on ensuring that the total voltage drop stays under a certain amount (typically 3% maximum).

For example, the branch circuit for a 20 A breaker must use 12-gauge wire, minimum, while a circuit supplied by a 50 A breaker must use 6-gauge wire, minimum.

Less well appreciated—and even sometimes overlooked by both electricians and building inspectors—is that secondary factor of keeping the voltage drop under 3%, as this effectively requires an increase in wire size over a certain distance. For example, 6-gauge wire might be acceptable to supply a 50 A outlet that is a few meters or tens of feet away from its breaker, but 4-gauge might be needed if the outlet is dozens of meters or more than 100 feet away.

Any competent electrician should be able to size the wire for a Level 2 EVSE in a manner which complies with

code, but mere compliance is not necessarily ideal here, particularly if the EVSE or outlet is far away from the breaker, as any losses in the wiring are directly added to the cost of recharging the EV battery. For example, that allowed 3% voltage drop on a 240 VAC nominal circuit is 7.2 VAC, and at 40 A that works out to a loss of 288 W. Given that electricity costs 11-30 cents per kWh across the US (typically around 13 cents/kWh here in central Florida), that 288 W loss will incur an additional cost of 3-9 cents per hour of charging. Of course, the larger wire costs more, and currently a single #6 wire is $1.27 / foot at a major big box retailer, and has a resistance of 0.3951 mΩ / foot, whereas the next larger-size wire, #4, is $1.38 / foot, and has a resistance of 0.2485 mΩ / foot. The additional $0.11 / foot for #4 cuts resistance by 0.1466 mΩ / foot, or about 37%. Over, say, a 100-foot run, using #4 wire for both current-carrying conductors (the neutral, if used, and grounding wire, can be the same size in both cases, so not a factor here) will only cost $22 more, but will reduce resistance by 29.3 mΩ, shaving off 47 W of loss at 40 A. At $0.13/kWh that will take around 3,600 hours to pay back at $0.13 / kWh, which would make no sense for an intermittent load like a dryer or range, but for a Level 2 EVSE (or OBC) used several hours per day the case for the upgrade is compelling.

And what about a Level 1 EVSE or OBC maxing out at 16 A on a 120 VAC circuit? Here the minimum gauge wire required by code is #12, but for an outlet 100 feet away, that technically won’t suffice, because the total loop resistance will then be 0.318 Ω (1.588 mΩ / foot * 2 * 100 feet), resulting in about 5 VAC of drop (~4%) at 16 A, and 81 W of loss. Upsizing to #10 wire would cut the

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loop resistance to 0.2 Ω, and the loss to 51 W (so less compelling than the Level 2 case), but the big obstacle here is that most 120 VAC receptacles can only accept #12 or #14 wire gauges; #10 or larger simply won’t fit.

A similar rationale applies to the EVSE’s charging cable, except that in this case there is little the owner can do to improve the situation except to locate the outlet (or charger) as close to the charging port on the EV as possible, so that the shortest possible cable can be used (if there is a choice of cable length—often there isn’t).

Perhaps the single biggest contributors to charging losses are the various auxiliary and parasitic loads in the EV, especially for heating or cooling the battery.

Li-ion batteries tend to tolerate charging while hot reasonably well, so cooling the pack usually just requires running a coolant circulation pump and a fan on a heat exchanger, which costs a few hundred watts, worst-case. Charging while cold can be downright catastrophic, however, because it can result in a failure referred to colloquially—but accurately—as “lithium plate-out.” This occurs when the lithium ions that are part of the electrolyte salt (the “ion” in Li-ion) come out of solution as a metal by plating onto the anode. When this occurs, battery capacity is permanently reduced, at best, and in severe cases it will short out the cell internally (possibly leading to a fire that only a truckload of sand can extinguish). The rate at which plate-out occurs accelerates rapidly as temperature drops below 5° C

Issue 57.indd 27

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11/29/21 1:07 PM

THE TECH

Hyperboloid contacts require relatively low insertion force and ensure there are multiple points of contact, resulting in reduced wear and contact resistance.

or so (depending on the exact solvent mix used for the electrolyte), especially at high charging rates, so heating the battery to keep it above this temperature, at least, is a far more pressing objective (see, for example, the battery problems in cold weather suffered by the first-generation Nissan Leaf, which did not have a pack heater).

Unfortunately, heating a relatively large mass that is also poorly insulated—such as an EV battery pack—can end up consuming far more power than all the other losses in the charging process combined, so it behooves the OEM to strike a careful balance, in order to run the heater only as long as necessary to prevent plate-out and not, say, in some misguided attempt to improve discharge performance as well (ahem…).

Finally, let’s consider the contact resistances of the various interconnects and terminations in the charging system. The most obvious of these are the charging port plug and receptacle (removable). The less obvious—simply because they are usually hidden from view—are bus bar and high-current cable connections (fixed). Minimizing losses in the fixed interconnects between bus bars and/ or terminals is almost entirely the province of the OEM, whereas for the charging ports, the main issues are corrosion from exposure to humidity, salt, etc, and a loss of contact pressure, either due to wear between the sliding

When minimizing losses in the charging port interconnects the main issues are corrosion from exposure to humidity, salt, etc, and a loss of contact pressure, either due to wear between the sliding contact surfaces, or metal fatigue, from repeated use. contact surfaces, or metal fatigue from repeated use.

Corrosion is best prevented at the design stage by selecting sufficiently noble metals for the contacts in the first place (e.g. brass, nickel or nickel-plating, stainless steel, etc), but can be prevented with varying degrees of success by applying a protective coating such as dielectric grease to the receptacle contacts. Metal fatigue—in which springiness is lost over time from repeated flexing—is also best

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simulation case study

addressed at the design stage by selecting round pins for the plug and so-called “hyperboloid” (more colorfully known as “Chinese finger trap”) contacts for the receptacle, as this combination requires relatively low insertion force, and ensures that there are multiple points of contact, resulting in reduced wear and contact resistance.

If a bladed pin and receptacle— such as the NEMA 14-50 “range” outlet mentioned earlier—is being used for charging, just keep in mind that it will wear out much more rapidly—perhaps in as few as 100 insertion/removal cycles— so the pair should be changed on a regular basis to avoid too high an increase in contact resistance over time (all the more reason to go with J1772, CCS, CHAdeMO, etc).

Two things conspicuously absent from the discussion so far are inefficiencies in the OBC and the battery itself. The battery won’t really be covered at all, since most of the Li-ion chemistries already have close to 100% coulometric efficiency, which is the fancy-pants term for the ratio of charge in vs charge out in an electrochemical cell (compared to 50-70% for older chemistries such as lead-acid and Ni-Cd).

Consequently, research in battery technology is mainly focused on improving energy density and cycle life, rather than coulometric efficiency per se. OBCs, however, are ripe for more innovation, and due to their much higher complexity relative to the other parts of the charging pathway, they will be the sole focus of part two in this article series.

Issue 57.indd 29

Make informed design decisions with EM simulation In cable design, it’s important to account for capacitive, inductive, and thermal effects in the cable parts. For example, different bonding types result in different current buildup and losses. Similarly, phase conductor and armor twist affect current distribution in the cable. Knowing this up front will help you make informed design decisions. This is where electromagnetics simulation comes in. learn more comsol.blog/cable-tutorials

The COMSOL Multiphysics® software is used for simulating designs, devices, and processes in all fields of engineering, manufacturing, and scientific research.

11/27/21 10:03 PM

Image courtesy of Hertz

THE VEHICLES

Why is Hertz deploying a huge fleet of Teslas? Hint: it has little to do with emissions.

Are rental car customers ready for EVs? We’re going to find out. Rental giant Hertz theoretically began introducing EVs to its fleet in 2011, and competitors soon followed. However, they were offered only in select markets, sometimes at super-premium prices. Meanwhile, Teslas became popular on the peer-to-peer rental network Turo.

Now Florida-based Hertz, which rents cars at some 12,000 locations in 160 countries, says it will place “an initial order of 100,000 Teslas by the end of 2022,” and will install “thousands of chargers throughout its location network.” Naturally, Hertz customers will also have access to Tesla’s Supercharger network.

“EVs will comprise more than 20 percent of Hertz’s global fleet and [are] expected to be supported by a combination of Level 2 and DC fast charging in approximately 65 markets by the end of 2022, and more than 100 markets by the end of 2023,” says the company. “Beginning in [late 2022], customers will be able to rent a Tesla Model 3 at Hertz airport and neighborhood locations in US major markets and select cities in Europe.”

Bloomberg reported that Tesla is expected to earn around $4.2 billion of revenue from the deal. Doing the math implies that Hertz is paying something near the list price for the cars, which would be highly unusual for an order of this size—rental agencies and other fleet buyers usually secure substantial discounts from automakers.

We know that Tesla is allergic to discounts of any kind, but why did Hertz opt to lay out such a large sum on pricey Teslas, instead of buying a much cheaper American-made EV such as the Chevy Bolt? One obvious reason is that Tesla’s prestige, in addition to allowing Hertz to charge a premium price, may mitigate customers’ reluctance to try driving electric. Another sweetener is the Supercharger network, a superior charging experience that no other automaker can offer. In the words of EV journalist John Voelcker, “the Tesla Supercharger network made the sale.”

However, there’s another big reason that a Tesla is superior to any other EV for rental applications. One of the reasons the legacy rental agencies have been losing business to Turo is the latter’s far more convenient user

experience. Depending on the airport, renting a car the old-fashioned way can involve waiting for a shuttle bus to an off-site lot, filling out paper forms and waiting in line to pick up your keys. When you rent a Tesla on Turo, you go directly to the airport parking garage, open the car with an app, get in and go—and all this is enabled by Tesla’s unique connectivity features.

For years, car rental firms have been working to streamline the pick-up and drop-off experience, but their efforts are often constrained by the logistics at America’s aging airports. If Hertz can take full advantage of Tesla’s features, it could offer superlatively seamless service.

Theoretically, a Tesla could drive itself directly to baggage claim, with the AC already on and the seats already adjusted to your personal preferences. (Unfortunately, the obligatory sales pitch for expensive, unwanted insurance products is sure to remain part of the rental experience.)

It sounds like Hertz does indeed plan to take full advantage of Tesla’s autonomy and connectivity features.

It will offer “a premium and differentiated rental experience for the Tesla EVs. This includes digitized guidance to educate customers about the electric vehicle to get them on their way quickly, and coming soon, an expedited EV rental booking process through the Hertz mobile app.” However, you can bet that, like the vehicles themselves, this service will not be cheap.

Will Tesla be able to deliver all these cars in a timely manner? Hertz says they will be delivered by the end of 2023. Tesla is already dealing with a supply crunch—it’s been raising prices on a regular basis, there’s a monthslong waiting list, and used Teslas are selling for more than new ones. The Austin and Berlin Gigafactories are supposed to start production soon, so we’ll see.

“Electric vehicles are now mainstream, and we’ve only just begun to see rising global demand and interest,” said Hertz Interim CEO Mark Fields (who, ironically, stepped down as CEO of Ford in 2017 amid accusations that he wasn’t taking EVs seriously enough).

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Proterra to supply battery tech for up to 10,000 Lightning eMotors commercial EVs Proterra (NASDAQ: PTRA) will expand its partnership with Lightning eMotors (NYSE: ZEV) to power its Class 4 and 5 commercial EVs with Proterra’s battery technology. Under a new multi-year supply agreement, Proterra will supply battery systems totaling more than 900 MWh in storage capacity to Lightning eMotors to power up to 10,000 vehicles between 2022 and 2025.

Proterra is already collaborating with Lightning to power the Class 3 Lightning Electric Transit commercial van. Proterra will now also supply its battery tech for the Lightning Electric E-450 and F-550 commercial vehicles. This includes supplying Lightning with Proterra H Series battery systems for its strategic partnership with Forest River to co-produce and deploy Class 4 and 5 electric shuttle buses.

The Lightning Electric Transit van is a purpose-built Class 3 commercial EV that is available in several configurations, including last-mile cargo vans, passenger vans, ambulances, school buses and work vans.

The Lightning Electric E-450 and F-550 EVs are available in a shuttle bus configuration using the various Forest River bus body options, and as delivery trucks, ambulances and work trucks. Both platforms are planned to have 80-160 kWh worth of Proterra battery packs.

www.RhombusEnergy.com

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11/27/21 10:09 PM

Image courtesy of Bugatti Rimac

Image courtesy of Lightning eMotors

THE VEHICLES

Lightning eMotors and Ricardo Rimac and Bugatti officially tie partner to provide commercial the knot EVs to UK customers It’s an interesting pairing—an iconic luxury and racing brand that was founded in 1909, and an EV startup that was founded in a garage and invented the Croatian auto industry in 2009.

Rimac Automobili has officially combined with Bugatti Automobiles to form a new company called Bugatti Rimac. The two will continue to operate as separate brands, retaining their individual production facilities and distribution channels.

The Rimac Group, of which founder Mate Rimac retains a large ownership stake, will be the majority shareholder in Bugatti Rimac, with a 55% stake. Porsche will own 22%, and Hyundai Motor Group will own 11%.

Rimac’s business supplying battery systems, drivetrains and other EV components to other automakers will be separated into a new entity, Rimac Technology, which will be 100% owned by the Rimac Group.

Porsche will “play a strong role in the joint company as a strategic partner,” and will appoint two managers and two Supervisory Board members. As CEO of Rimac Group, Mate Rimac will run both Bugatti Rimac and Rimac Technology. Rimac has begun construction of a new 200,000-square-meter production facility near Zagreb, which is due to open in 2023. The Rimac Group has some 1,300 employees across its various locations.

“It’s difficult to find a better match than Rimac and Bugatti. What each party brings to the table in terms of technical expertise, know-how and automotive history makes for an electrifying recipe,” said Mate Rimac.

Commercial EV manufacturer Lightning eMotors has partnered with Tier 1 supplier Ricardo to assemble commercial EVs for the UK market.

Lightning will build fully electric powertrains at its plant in Loveland, Colorado, and ship them to the UK, where Ricardo will assemble and integrate those powertrains into medium-duty commercial fleet vehicles.

Ricardo will also source key components for the EV assembly from UK manufacturers.

The powertrains will feature battery configurations from 80 kWh to more than 600 kWh, and will use liquid thermal management systems. The vehicles will have ranges between 60 and 200 miles, and will use Lightning’s DC fast charging infrastructure, which features integrated vehicle-to-grid (V2G) capabilities. Other features include a modern digital-dash display, hill-hold functionality, telematics, analytics, and a mobile app for drivers and fleet managers.

“The UK market is especially well-suited for commercial vehicle electrification because the return on investment for fleets is so fast,” said Tim Reeser, CEO of Lightning eMotors. “With fuel prices that are more than double that of the US, and Zero Emission Zones in London and other cities that charge a daily fee to non-zero-emission vehicles, this market will be one of the fastest-growing commercial ZEV markets in the world. With Ricardo’s automotive expertise and facilities, we will have electric commercial vehicles assembled and running in UK fleets in 2022.”

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The Lion Electric Company has received a conditional purchase order for 1,000 all-electric LionC school buses from fleet operator Student Transportation of Canada (a subsidiary of Student Transportation of America).

The purchase order is conditioned on STC receiving a grant from Infrastructure Canada’s Zero-Emission Transit Fund. Through the ZETF program, the government of Canada aims to invest $2.75 billion over five years to support public transit and school bus operators in the transition to electrification.

The new electric buses, which would replace existing ai163277740911_ChargedEVs-GMW-Advert-HalfPage-Sept2021.pdf

HIGH ACCURACY

1

9/27/2021

DC/AC ZER0-FLUX CURRENT TRANSDUCERS

diesel vehicles in STC’s Canadian fleet, are to be delivered between 2022 and 2026. Lion estimates that the deployment of 1,000 electric buses would displace some 23,000 tons of greenhouse gas emissions per year.

“This large-scale deployment would position Canada as a clear leader in the electrification of school transportation, in great part due to innovative programs like the ZETF,” said Marc Bedard, founder and CEO of Lion Electric.

Image courtesy of Lion Electric

Canadian fleet operator orders 1,000 Lion Electric school buses

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THE VEHICLES

Capital Metro, the transit agency serving Austin, Texas, has approved the purchase of 197 new electric buses, which will expand its zero-emission bus fleet to more than 200 units. The agency’s eventual goal is to convert its entire fleet of more than 400 buses to zero-emission.

The new buses, from Proterra and New Flyer, support both plug-in and overhead charging, and come with modern features such as USB charging ports and digital displays for passengers. They will replace legacy diesel buses and expand the fleet for the new Expo Center and Pleasant Valley MetroRapid lines.

Austin’s first shipment of e-buses is scheduled to arrive by the end of 2022.

The order includes 26 Proterra ZX5 Max 40-foot buses, each with 675 kWh of energy storage and up to 329 miles of range. This procurement is Capital Metro’s third and largest from Proterra. The agency currently operates 6 Proterra e-buses, and its North Operations electric bus yard uses Proterra Energy’s interoperable charging infrastructure.

“Proterra is proud to deliver our fifth-generation electric bus technology to help Austin realize its goal of 100% zero-emission transportation,” said Josh Ensign, President of Proterra Transit. “Through its embrace of next-generation electric bus technology and charging infrastructure, CapMetro is setting a model for others to follow in the transition to clean, quiet transportation for all.”

New Flyer’s newest electric buses offer “lighter weight, longer range, and better energy recovery than ever before,” said New Flyer President Chris Stoddart.

“Using zero-emissions buses adds to the quality of life of the Austin community,” said District 3 Council Member Pio Renteria. “Once these buses are in service, they will be used for new bus routes in underserved areas of East Austin.”

EV Charging can be a confusing topic, but it’s invariably the first thing a potential EV buyer asks about, and most probably don’t get the answers they need at a dealership. As John Voelcker wrote in our September/ October 2020 issue, a pilot program in Oregon demonstrated that educating both salespeople and shoppers about charging boosts sales of EVs. Chargeway has introduced several products and services to educate both shoppers and sales staff, including a set of standardized symbols for EV charging, kiosks to showcase EV charging options, and a charging education platform for dealers’ web sites.

Now Voelcker reports in Car and Driver that the National Auto Dealers Association (NADA) will work with Chargeway to teach EV sales techniques to its member dealers, and to help them get up to speed on charging, available incentives for EV purchases, and other important topics.

Dealers won’t have the option of ignoring EVs for much longer. Every automaker in the US market will be offering at least one EV within the next few years, and their lineups of fossil-burners are expected to dwindle between now and 2035—the year that California, and possibly several other states, are expected to end the sale of new ICE vehicles.

“We looked at a number of different training tools and consumer apps,” NADA CEO Mike Stanton told Car and Driver. “[We] found Chargeway best answered the questions our dealers were asking about EV charging: how long it takes, how home charging works, what incentives are available, and even how temperature and speed affect an EV road trip.”

Image courtesy of Chargeway

Austin transit agency orders 197 electric buses

NADA partners with Chargeway to help dealers inform car buyers about EVs

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Volvo CE introduces 3 new electric construction machines

Custom Impregnation Coating Systems Image courtesy of Volvo

Volvo Construction Equipment (Volvo CE) has introduced three new electric compact construction machines, bringing its electric lineup to five models.

The new L20 Electric, EC18 Electric and ECR18 Electric are now available to reserve online for delivery in 2022.

The L20 Electric compact wheel loader and EC18 Electric and ECR18 Electric compact excavators represent the next step in Volvo CE’s strategy to move its range of Volvo-branded compact wheel loaders and compact excavators to electric, and stop development of new diesel variants.

The L20 Electric, based on the larger L25 Electric model, features a 1.8-ton payload and a parallel-type linkage, which offers “great visibility over the attachment being used, outstanding lifting height, as well as 100% parallel movements, making it a perfect fit for fork applications too.”

It comes with a choice of battery pack (33 or 40 kWh), and is expected to deliver up to six hours of work per charge, and to reduce maintenance by 30%.

Volvo says its “short but tough” 1.8-ton ECR18 Electric provides the same stability as its legacy diesel counterpart, with the added benefits of low noise, low vibration and more responsive hydraulics due to the immediate torque.

It’s expected to deliver up to four hours of work per charge, depending on the task.

The “nimble” EC18 Electric is a 1.8-ton compact excavator with a variable undercarriage that retracts to less than 1 meter and expands up to 1.35 meter, allowing it to squeeze into tight areas. It’s designed to ensure that the right frame corner, swing post and cylinder stay within the tracks’ width, resulting in maximum visibility and a reduced risk of machine damage.

All three machines come with an integrated on-board charger that allows them to charge from 0 to 100% in under six hours. With an optional offboard fast charger, the L20 Electric will fully charge in under two hours, while the ECR18 Electric and EC18 Electric can charge up to 80% in 1.25 hours.

Volvo CE also offers a new fleet management solution designed specifically for the remote monitoring of electric machines. The Electric Machine Management Application (EMMA) will provide insights into battery level and remaining working hours, charging status, geographic location and more to help customers boost uptime.

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Image courtesy of Extreme E

THE VEHICLES

Jankel and Williams Advanced Engineering partner to electrify US military vehicle fleets Jankel, a manufacturer of defense and security systems, is collaborating with Williams Advanced Engineering to provide services and technologies to contractors in the US defense market. The two companies will work on joint projects to electrify legacy and new military vehicle fleets across the US Department of Defense.

South-Carolina based Jankel Tactical Systems has extensive experience designing and manufacturing vehicle-related technology and integration solutions in the US defense market. Williams Advanced Engineering provides engineering and specialist EV solutions across multiple applications. Its battery systems have been proven in the popular Formula E and Extreme E motorsport series.

Now the two companies aim to combine their technologies and capabilities to electrify military vehicles of all sizes, from light tactical vehicles to main battle tanks.

“This partnership is well-placed to support the integration and delivery of EV solutions, and we look forward to working with the team at Jankel, combining our individual areas of expertise to deliver innovative solutions for the US defense market,” said Williams CEO Craig Wilson.

“Jankel is known around the world for providing outstanding vehicle survivability conversions and complex systems integrations,” said Andrew Jankel, Chairman of the Jankel Group.

NYC announces $75 million in new investment for EVs and charging infrastructure New York City has announced a new commitment of $75 million for EVs and charging infrastructure, part of the city’s plan to transition its entire vehicle fleet to EVs. New projects funded include: • 300 EVs to replace fossil fuel-powered models • 275 fast vehicle chargers • 20 portable vehicle chargers • 11 new solar charging carports • 3 electric buses to replace diesel models • 78 electric ambulances • Retrofitting 125 existing diesel-powered trucks with electric drive The city’s municipal fleet already includes 2,350 onroad EVs and 796 off-road “electric and solar units.”

The city currently has 1,061 charging ports to service its fleet, including Level 2 chargers, DC chargers, a mobile charger, and 89 free-standing solar charging carports— mobile, grid-independent DC chargers intended to serve as an emergency resources in the case of power outages.

The 300 new EVs will replace 300 fossil-powered light-duty vehicles and vans. The 125 conversions will be box vans, rack trucks, small dump trucks, and other non-emergency units. These will “enable the city to make progress on electric truck implementation as manufacturers continue to develop new electric truck models.”

“The $75 million in investments announced today will help pave the way for ending the use of fossil fuels in the City of New York’s municipal vehicle fleet,” said Lisette Camilo, Commissioner of the Department of Citywide Administrative Services. “The time to act on climate change is now, and New York City is leading the way by transitioning to an all-electric vehicle fleet.”

“The City of New York operates the largest electric vehicle fleet and electric vehicle charging network in New York State,” said Keith Kerman, NYC Chief Fleet Officer.

“And these efforts have only just begun. These critical new investments will enable convenient fast charging for fleets throughout the city and support the expansion of EV and adoption into our van and trucking fleets.”

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Buffalo, New York to order up to 150 New Flyer electric buses The Niagara Frontier Transportation Authority of Buffalo, New York (NFTA-Metro) has issued a five-year contract to NFI subsidiary New Flyer of America, which includes a firm order for 10 Xcelsior CHARGE heavy-duty electric transit buses, along with an option to purchase up to 140 more.

NFTA-Metro provides bus and rail transportation services in Erie and Niagara Counties in New York State, delivering over 24 million rides annually. Phase 1 of the agency’s Electric Bus Implementation plan aims to introduce the first battery-electric buses to its existing fleet of 323 fossil-powered buses.

“We are excited to provide these 10 NFI buses to NFTA-Metro as the transit agency takes its first step towards electrifying its fleet,” said NFI CEO Paul Soubry.

“NFI is leading the evolution to zero-emission mobility by providing the widest range of zero-emission battery and fuel cell-electric buses and coaches, alongside innovative technology and infrastructure.”

“With more electric buses on the road in America than any other manufacturer, NFI keeps driving zero-emission adoption with scalable mobility solutions,” said Chris Stoddart, President, North American Bus and Coach.

“These Xcelsior CHARGE buses each eliminate up to 85175 tons of greenhouse gas emissions per year.”

Image courtesy of BluSmart

Image courtesy of New Flyer

THE VEHICLES

Indian ride-hailing and charging startup BluSmart raises $25 million in Series A funding round Indian EV ride-hailing and charging company BluSmart has raised $25 million in a Series A funding round led by bp ventures, which invested $13 million. Other investors included Mayfield India Fund, 9Unicorns and Survam Partners. Sophia Nadur, Managing Partner at bp ventures, will join BluSmart’s board.

BluSmart will use the new capital to expand its fleet of EVs and charging stations from its home city of Delhi to five additional Indian cities over the next two years.

BluSmart aims to deliver “safer, cleaner and more sustainable mobility.” It does not use surge pricing, and customers can view vehicle cleaning schedules and driver vaccination status via the BluSmart app. The company leases vehicles to drivers, and oversees all vehicle maintenance.

According to a 2020 report, BluSmart operates a fleet of 300 EVs and 194 charging stations.

“BluSmart’s business model solves a number of key barriers to urban EV ride-hailing take-up, from the cost for drivers to the quality of customer experience,” said Richard Bartlett, SVP Future Mobility & Solutions at bp.

“We believe that electric mobility has huge growth potential, driven in part by the increasingly favorable economics behind electric vehicles,” said Anmol Singh Jaggi, co-founder of BluSmart. “This latest funding infusion will help us grow as we work with bp to help transform India’s high-polluting cities and redefine ride-hailing with electric vehicles.”

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From

Concept to Reality

MAN Truck and Bus to transition from diesel to all-electric trucks and buses starting in 2024 Image courtesy of MAN

MAN Truck and Bus, a commercial subsidiary of the Volkswagen Group, began electrifying in 2020. It currently offers a few electrified versions of its trucks, buses and vans. Now the company says it will make the transition to all-electric powertrains, beginning in 2024.

In a recent interview with Handelsblatt, MAN CEO Dr. Andreas Tostmann said that, in the first phase of its electrification strategy, the company planned to launch vehicles with ranges of around 500 kilometers. A future wave of e-trucks will have ranges of 700 to 1,000 km, making them suitable for longhaul routes.

“My job is to implement the future plan for MAN,” said Tostmann, adding that MAN will be pursuing battery-electric powertrains, not fuel cells. “Cost parity with diesel will be reached faster with electric drive than with a fuel cell.”

Tostmann says MAN has been testing series production of its e-trucks on a pilot line since June. The company has been producing electric transit buses since 2020, and is already second only to Mercedes in the European market.

“We assume that by 2030 nine out of ten city buses will be delivered with electric drives,” he told Handelsblatt.

According to Handelsblatt, Tostmann is under pressure from the Volkswagen Group to deliver financial results. For years, MAN has suffered from excessively high costs and overcapacity—over the last year, it has eliminated 3,500 jobs and sold a truck plant as cost-cutting measures. MAN’s sister company Scania has been generating a return of well over 10 percent, while MAN achieved just 3.3 percent in the first half of 2021. As its markets steadily transition to electric drive, MAN’s dependence on diesel is now seen as a liability. The parent company’s board has reportedly called the situation “one last chance for MAN.”

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Image courtesy of Proterra

THE VEHICLES

Ford to invest £230 million to equip Halewood, UK facility to build electric power units Proterra and Komatsu partner Ford plans to transform its Halewood vehicle transmission facility in the UK, in order to build electric power to electrify underground units—complete all-electric powertrains—for future EVs for the European market. mining machines The company will invest up to £230 million at Halewood (including support from the UK government).

Production of the e-powertrains is expected to begin in mid-2024, and initial capacity will be around 250,000 units per year.

“This is an important step, marking Ford’s first inhouse investment in all-electric vehicle component manufacturing in Europe,” said Stuart Rowley, President, Ford of Europe. “It strengthens our ability to [reach our goal of] 100 percent of Ford passenger vehicles in Europe being all-electric and two-thirds of our commercial vehicle sales being all-electric or plug-in hybrid by 2030. We also want to thank the UK government for its support for this important investment at Halewood.”

“We’re delighted the company has decided to make this important investment at Halewood, helping to safeguard Ford jobs at the site into the future,” said Kevin Pearson, Unite Union Convenor, Halewood. “The decision recognizes the experience, commitment and competitiveness of our world-class workforce.”

Ford has recently announced several other initiatives to raise its electric game in Europe. It plans to invest $1 billion to modernize its vehicle assembly facility in Cologne, Germany, the home of Ford of Europe. “The investment will transform the existing vehicle assembly operations into the Ford Cologne Electrification Centre for the manufacture of electric vehicles, our first such facility in Europe. Our first European-built, volume all-electric passenger vehicle will roll off Cologne’s production line in 2023.”

Ford Otosan, a joint venture in Turkey, will begin building the all-electric E-Transit in 2022, and will produce an all-electric version of the next-generation Transit Custom, beginning in 2023, at its manufacturing facility in Kocaeli, Turkey. A new light commercial vehicle being built in Craiova, Romania, also will include an all-electric derivative beginning in 2024.

Commercial vehicle OEM Proterra is collaborating with construction and mining equipment specialist Komatsu to electrify next-generation underground mining machines using Proterra’s battery technology.

Proterra will supply its H Series battery system technology to Komatsu for the development of battery-electric Load Haul Dump (LHD) vehicles, drills and bolters for underground hard rock mining. Komatsu plans to develop prototype machines this year, and expects to begin commercial production in 2022.

This is Proterra’s first foray into the world of underground mining, but it’s the second collaboration between Proterra and Komatsu. In January, the two companies announced a partnership to develop a battery-electric middle-class hydraulic excavator.

Komatsu has been trending green for some time—it launched a line of hybrid hydraulic excavators in 2008.

This year, Komatsu announced an alliance with key customers to develop a new generation of zero-emission mining equipment and infrastructure. The alliance’s initial goal is to advance Komatsu’s power-agnostic truck concept for a haulage vehicle that can run on a variety of power sources, including diesel-electric, trolley (wired electric), battery-electric, and hydrogen fuel cells.

Proterra says its battery systems offer an outstanding application for confined, underground mining settings in which safety and durability are of utmost importance, and also help to mitigate air and noise pollution. Proterra performs rigorous testing to ensure that its battery packs can withstand tough conditions and meet or exceed the latest functional safety standards. Proterra battery systems incorporate liquid thermal conditioning, monitoring sensors throughout the battery pack, and active and passive protective features such as passive propagation resistance to isolate individual battery cells in the rare case of a thermal event.

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Images courtesy of Mitsubishi

Mitsubishi unveils new version of Outlander PHEV Mitsubishi has revealed a new fourth generation of its Outlander PHEV crossover SUV. Sales will commence in Japan in December, followed by Australia and New Zealand in the first half of 2022 and North America in the second half.

The redesigned Outlander is built on a new platform, and features several updates. The newly developed 2.5-liter gasoline engine improves maximum output by 8.9 percent and fuel efficiency (as measured by the WLTC test cycle) by 2.6 percent over the previous model. The transmission is an 8-speed sport mode CVT. The 20 kWh battery pack delivers an electric range of 54 miles (WLTC).

The power drive unit for the front motor features a new booster function that delivers increased voltage, and also improves electricity consumption by raising the efficiency of the generator. Unifying the rear motor with the control unit freed up enough floor space to install a third row of seats, enabling a seven-passenger seating layout.

The new Outlander has no less than seven driving modes. Normal, Tarmac, Gravel, Snow and Mud modes optimize acceleration and cornering for different driving surfaces. Also available are Power mode, Eco mode and a new One-pedal driving mode.

US pricing hasn’t been announced yet, but the Japanese model will start at ¥4,621,100 ($40,658).

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THE VEHICLES

RIVIAN 2022

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R1T Image courtesy of Rivian

A real electric pickup truck makes an impressive debut

SEP/OCT 2021

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THE VEHICLES Could Rivian emerge as “the next Tesla?” On the strength of its debut truck, that’s not an unreasonable question.

By John Voelcker

I

f you want to attract attention, keeping a company in stealth mode for several years is a good way to do it. The startup carmaker Rivian was founded a decade ago

by RJ Scaringe, but it didn’t go public with its electric pickup truck and SUV until the 2018 Los Angeles Auto Show. The two vehicles pretty much stole the show that year.

Th ree years and one global pandemic later, the company is now starting to deliver production versions of its 2022 R1T electric pickup truck to paying customers. In September, it held a press drive in Colorado to show off the pickup to automotive and lifestyle reporters, who largely gave the truck favorable reviews for its performance, off-road capability, and clever design features.

Note that the Rivian R1T isn’t a direct competitor to next year’s Ford F-150 Lightning, the all-electric version of Ford’s best-selling full-size pickup truck. Dimensionally, the R1T sits squarely among the stalwarts in the mid-size truck category: Chevy Colorado, Ford Ranger, Nissan Frontier and Toyota Tacoma.

Targeting luxury truck buyers With a starting price around $70,000, the R1T is roughly twice as expensive as the base models of any of those mid-size trucks. But Rivian isn’t really targeting those trucks. Instead, it’s aiming to build an authentictruck brand among what we suspect are current buyers of Land Rovers, top-end GMCs and German luxury trucks.

The company says more than 50,000 people have put down cash for reservations in the sales queues for both the pickup and the SUV that will follow shortly. When

we interviewed some of them two years ago at a Rivian event, they were largely affluent buyers who were open to the idea of electric vehicles, but wouldn’t drive anything but a pickup or large SUV. Most already had gasoline pickups or SUVs, and some had Teslas, but for an electric vehicle, they wanted a truck—not one of the compact hatchbacks that made up the market of nonTesla EVs. Assuming they’re okay with an electric truck one segment below full-size, the R1T should make them

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Images courtesy of Rivian

Rivian is now starting to deliver production versions of its 2022 R1T electric pickup truck to paying customers.

SEP/OCT 2021

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THE VEHICLES happy. It may have a rounded front end with unusual vertical headlights, but the Rivian is traditionally styled, and instantly identifiable as an American pickup. From the rear, frankly, it’s hard to distinguish it from any other pickup on the road until you read the tailgate lettering.

Capable, quick, clever The specs of the Rivian R1T are well-known by now. A 135 kWh battery pack under the cabin and bed powers four 150 kW (200 hp) electric motors, one per wheel.

That layout was chosen to provide an electric equivalent of the locking mechanical differentials required for serious off-roading.

Total power is quoted as 600 kW (800 hp), though the two rear motors provide slightly higher torque than the fronts, to assist in off-road hill-climbing.

The company quotes acceleration from 0 to 60 mph at about 3 seconds, startling for a truck that weighs 7,000 pounds or more. (It’s worth nothing that that’s still a

Image courtesy of John Voelcker

Rivian quotes acceleration from 0 to 60 mph at about 3 seconds, startling for a truck that weighs 7,000 pounds or more.

Image courtesy of Rivian

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Issue 57.indd 47

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THE VEHICLES

full ton lighter than the GMC Hummer EV, which comes in at a jaw-dropping 9,000-plus pounds.)

Rivian started its media drive on offroad trails, covering 60 miles and several hours at elevations of 9,000 to 12,000 feet. The trucks acquitted themselves well. It remains unclear how many Rivian owners will take advantage of those capabilities— but trucks are all about authenticity and capability.

Range Rover, for instance, does good business selling crossing-the-Gobi-Desert abilities in luxury trucks that may see no more arduous duty than muddy horse farms or lacrosse fields. Perhaps Rivian will follow in its tire tracks.

What will distinguish the Rivian from a more mainstream electric pickup—when such a thing exists—are

It’s as close to a fashion-forward luxury sedan as it is to a pickup truck, and to our eyes, it’s remarkably handsome.

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the design and materials of its interior, and a few very clever features.

The interior design is clean, spare and modern, and it’s trimmed in a variety of materials that include wood, metal and fabric. It’s as close to a fashionforward luxury sedan as it is to a pickup truck, and to our eyes, it’s remarkably handsome. Most controls are accessed through the central touchscreen, a la Tesla’s Model 3, which reduces clutter but leads to some irritating quirks. If you habitually adjust your dash vents, for instance, you’ll quickly tire of having to click through a couple of menu layers and then swipe on the screen to move the vents.

Images courtesy of Rivian

Luxury camping accessories On the other hand, the transverse “gear tunnel” that sits between the back of the cabin and the front of the pickup bed is enormously useful. We put backpacks,

SEP/OCT 2021

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THE VEHICLES

camera gear and a host of other stuff into it during the test drive. And the gear-tunnel access doors on each side fold down toward the ground, providing a seat to sit on and a step to reach the roof of the vehicle or to enjoy the view from a higher vantage point.

Perhaps most unexpected, Rivian showed off an optional electric stove-and-oven combination designed to slide in and out of the gear tunnel and draw power from the truck’s battery. Not only that, the drive organizers cooked all the food for Rivian staff and journalists using that setup in a pair of trucks. It was a stunt, granted, but defi nitely a fi rst for most of us. (The food was splendid.)

There will also be a collapsible bed-mounted sleeping

tent, offering the ability to spend a few days off-road while housed and fed in comfort. Using up battery energy for things like cooking and auxiliary power may be a concern for new owners, but Rivian plans to put charging stations at trailheads and other sites it feels its owners are likely to take advantage of (Jeep has similar plans).

Rivian is launching production slowly and carefully. All but one of the dozen R1Ts on the October media drive were pre-production prototypes with EX appended to their VINs. The documents the company fi led for its IPO say it hopes to have delivered 1,000 pickup trucks and 15 of its R1S sport-utility vehicles by the end of 2021.

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The transverse “gear tunnel” that sits between the back of the cabin and the front of the pickup bed is enormously useful.

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THE VEHICLES

The next Tesla?

That brings us to the question of the company’s future. Its trucks may have garnered huge attention at the 2018 LA auto show, but it was Amazon’s emergence 10 months later as the leading name in a $700-million investment in Rivian that underscored how seriously the company should be viewed. That funding also came with an order for 100,000 electric delivery vans by 2025.

So, at the same time it’s launching a pair of luxury trucks, Rivian is also developing the Amazon van, prototypes of which have already been spotted testing on public roads. Amazon has invested more in subsequent funding rounds, and it now owns more than 20 percent of Rivian.

Amidst sky-high valuations for many EV makers and suppliers, Rivian filed plans to go public this fall.

On November 10, Rivian debuted as a publicly traded company. Finance coverage at the end of October suggested a valuation of $50 billion or more—higher than Kia or Nissan, both of which are decades old and make millions of cars a year. Opening at $80 billionplus, Rivian blew past all that—making it worth more than General Motors.

That’s not bad for a decade-old company with no notable revenue to date. In fact, it sounds suspiciously like another startup EV-maker—one that, as of this writing, is worth more than the entire rest of the auto industry put together. Can Rivian follow that trajectory? Stay tuned.

At the same time it’s launching a pair of luxury trucks, Rivian is also developing the Amazon van.

Amazon's new electric delivery van built by Rivian

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Rivian plans to begin deliveries for the R1S electric SUV in December 2021

Images courtesy of Rivian

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Image courtesy of Tesla

Image courtesy of Taco Bell

THE INFRASTRUCTURE

Tesla expected to release a CCS adapter in the US The War of the Charging Standards will only truly be over when any EV can use any public charging station.

Tesla is taking another step toward that glad day by releasing a CCS-to-Tesla plug adapter to markets outside of Europe.

When Tesla launched Model 3 and Supercharger V3 in Europe, it moved to make CCS its charging standard, adding CCS to new Model 3s and introducing a CCS adapter for Model S and Model X owners. In North America, Tesla released a CHAdeMO adapter, but owners here have been waiting patiently (or otherwise) for quite some time for a CCS adapter. As Electrify America and other non-Tesla fast charging networks grow, this is becoming more of an inconvenience.

Now Tesla has confirmed that a CCS adapter is on its way to the Korean market. It sells for the equivalent of about $250, and deliveries to customers should start this month. Tesla says (thanks to Electrek for translating this from the Korean), “The CCS Combo 1 adapter can only be used with Model 3 and Model Y. It cannot be used in Model S and Model X, and when compatibility analysis with domestic charging infrastructure is completed, information on the release will be provided at a later date.”

The word on the electric street is that the handy-dandy new adapter is to come to North America soon, although Tesla hasn’t announced a date.

What Tesla gives with one hand, it takes away with the other—Electrek reports that Tesla has removed the CHAdeMO adapter from its online store, which some drivers may find irksome. Certainly CHAdeMO is on the way out, but there are still quite a few plugs out there, and dedicated road-trippers like to keep all their electrical options open.

Public chargers at California Taco Bell could be the first of many Choo need a charge with your chalupa? A Taco Bell in South San Francisco is installing six DC fast chargers, along with a carport-style solar array. The new chargers are built by Tritium, and will be managed by software from ChargeNet. The 75 kW Tritium RTM fast chargers will accept payment through ChargeNet’s mobile app or an integrated credit card reader on the charger—and you may soon be able to order tacos and a charge on the same bill.

Combining solar and battery power is a key element of the project, says Tritium President of the Americas Mike Calise. “We’re getting renewable energy from the sun at very cheap rates. Also, there’s battery storage, so that in the case of a power outage [you can] still charge up your vehicle, but more importantly, they also become an energy asset to the utility.”

The electrified Taco Bell is owned by Diversified Restaurant Group, which operates nearly 250 Taco Bell and Arby’s locations in five states. The project received funding from the California Electric Vehicle Infrastructure Project and the Self-Generation Incentive Program.

Diversified Restaurant Group paid no upfront costs, and will receive a portion of the charging fees.

“Our goal is to replace the refueling experience that Americans know with a charging experience that is fast, convenient, and inviting,” says Tosh Dutt, CEO of ChargeNet. “Our first installation is just the beginning of realizing that goal, and will be the first of many as we look to expand charging opportunities throughout the Bay Area and other parts of the country in the hopes of increasing adoption of EVs, especially in lower-income areas.”

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2022 IEEE Transportation Electrification Conference and AIAA/IEEE Electric Aircraft Technologies Symposium (EATS)

Save The Date JUNE 15-17, 2022

Now Accepting Paper Digest Submissions!

For 10 years, ITEC has served as IEEE's premier conference on transportation electrification, fostering connections between industry and academia. This year, for the first time, IEEE Transportation Electrification Conference and Expo will be joining forces with AIAA/IEEE Electric Aircraft Technologies Symposium (EATS).

"Transportation electrification is a key thrust towards a secure, connected, and sustainable humanity. IEEE ITEC has emerged as the premier conference with a global brand that serves the transportation electrification industry and fosters industry and academia interaction. We are excited to partner with AIAA and join forces with EATS to even better serve the community and leverage synergies on the path towards electrifying land, sea, air, and space transportation."

- Matthias Preindl, ITEC+EATS General Chair

"The shift towards electrification in the aviation sector has opened up entirely new worlds of capabilities of future aircraft, making these systems more sustainable, operationally robust, and less expensive to maintain and operate. We are thrilled at the opportunity to bring the aeronautics and transportation electrification communities together within the ITEC+EATS model, allowing both communities to learn together and advance the art of the possible."

- Phillip Ansell, ITEC+EATS General Co-Chair

Master precision sealant dispensing for EV battery manufacturing

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Fluke adapter tests charging stations without an EV The new Fluke FEV100 Electric Vehicle Charging Station Test Adapter tests the safety and performance of Level 1 or Level 2 charging stations with Type 1 connectors. The Fluke FEV100 simulates the presence of an EV, allowing technicians to test the charging station in combination with appropriate test instruments, such as digital multimeters and ScopeMeters.

The Fluke FEV100 features Protective Earth (PE) PreTest to test for dangerous voltage in the earth, Control Pilot (CP) for vehicle simulation, PE and CP error notification, and Ground Fault Circuit Interrupter (GFCI) testing to ensure user safety. Voltage, waveform, loop impedance and resistance testing are included, as well as connectivity to other Fluke test and measurement tools.

Compliant with the SAE J1772 standards for North American charging stations, the FEV100 allows a technician to verify that after installation, a charger can communicate with and deliver power to vehicles. The FEV100 Kit includes the Fluke FEV100/BASIC Test Adapter, FEV-COM/TY1 Type 1 connector and cable, and a soft carrying case.

“Ensuring charging stations are operating properly and safely is one of the most important aspects of electric vehicle infrastructure,” said Allison Wyatt, Product Marketing Manager at Fluke. “The FEV100 eliminates many testing obstacles by emulating an electric vehicle, so technicians can isolate the charging station and ensure that any issues are originating from the station, not from the vehicle.”

BYD and Levo collaborate to finance and deploy up to 5,000 V2G-equipped EVs BYD has partnered with Levo Mobility, a joint venture of Nuvve Holding, Stonepeak Partners and Evolve Transition Infrastructure, to integrate Nuvve’s V2G technology with BYD EVs. The companies plan to deploy up to 5,000 V2Gequipped EVs over the next five years.

Nuvve’s V2G technology uses bidirectional charging stations to enable EVs to discharge energy from their battery packs to the power grid as needed to help balance temporary spikes in electricity demand. Using Nuvve’s bidirectional charging stations and proprietary software, EVs can act as energy storage assets. This not only reduces costs by charging when utility rates are low, it actually enables fleet operators to earn revenue by providing services to the grid.

Through a preferred financing partnership with BYD, Levo intends to purchase up to 5,000 medium- and heavy-duty V2G-enabled EVs over five years. These may include transit buses and coaches, yard tractors, drayage and refuse trucks, delivery vehicles and school buses.

Levo streamlines the electrification process for fleet operators by providing a turnkey solution that includes vehicles, charging infrastructure and energy management powered by Nuvve, maintenance and site planning.

These services are provided to customers for a fixed monthly payment with no upfront cost.

“This partnership would provide a much-needed financing solution and the world’s leading V2G platform to catalyze the electrification initiative,” said Sam Kang, BYD’s head of Total Solutions.

“By integrating our V2G platform with a variety of medium- and heavy-duty electric fleets, we can introduce these vehicles to the grid in a much more intelligent and sustainable way, and help integrate more renewable energy sources,” said Gregory Poilasne, Chairman and CEO of Nuvve and Chairman of Levo Mobility.

Image courtesy of Nuvve

Image courtesy of Fluke

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Image courtesy of SimpleSwitch

simpleSwitch makes it easy to install a Level 2 charger without upgrading your electrical panel

Most EV owners choose to install a Level 2 charging station at their homes, and for many, it’s a reasonably priced and hassle-free process.

However, a substantial number, particular those living in older buildings, will find that their electrical panel lacks the capacity to add a dedicated 240-volt circuit for EV charging, and this is when things can get messy—and expensive.

Fortunately, you can buy a device that will allow your charger to safely and seamlessly share a circuit with an existing 240-volt appliance such as a range or dryer.

In our September/October 2020 issue, we wrote about NeoCharge’s Smart Splitter. Another option is the simpleSwitch from B&B Technology Solutions.

This is a UL-listed product that’s designed for permanent installation at any home or business. An additional feature allows owners of multi-unit dwellings to add Level 2 charging and bill it directly to tenants.

The simpleSwitch is a power management device that’s installed on an existing 240 VAC circuit of up to 50 amps. Once installed, two appliances share the circuit. One appliance (for example, a range, dryer, AC or water heater) is designated as primary, and another as secondary. The secondary appliance can be a Level 2 EV charger or just about anything else (e.g. RV hookup, welder). The maximum recommended amperage for the secondary appliance is 32 amps, and the switch itself is rated for 40 amps continuous use.

The simpleSwitch always supplies uninterrupted power to the primary appliance. The secondary appliance only receives power when the primary is not in use, or is drawing less than 150 watts. No WiFi, app or extra power is required, and the device is safe for outdoor use (the company’s web site features a video in which it gets dunked in a tank of water with no apparent ill effects).

The simpleSwitch constantly monitors electrical usage. If demand exceeds 80% of the allowable load, the 240M will shed the added load, and limit the current draw to less than 80% of the maximum safe level. When the demand drops, the secondary load will automatically be switched back on.

The simpleSwitch comes in three configurations. The simpleSwitch 240, which goes for $549, can share power between any two 240-volt appliances.

The simpleSwitch 240EV ($699) adds a 25-foot cable and a J1772 connector, making it a Level 2 charger and smart switch in one. The simpleSwitch 240M ($649) is designed for apartments, condos and duplexes—install one in each parking spot, and it allows you to bill each tenant for their individual electrical usage.

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Image courtesy of Tesla

Image courtesy of Lilium

THE INFRASTRUCTURE

Tesla’s first Megacharger deployed to charge Tesla Semi The Tesla Semi is sure to be a real game-changer when it finally hits the road, but at this point it’s anybody’s guess when that will be (we all know how Tesla hates to set deadlines it may not be able to meet).

A massive EV like the Semi is going to need a massive charging solution, and when Tesla unveiled the vehicle in 2017, it spoke of a network of Megachargers, a more powerful version of the Supercharger that could add 400 miles of range in 30 minutes, and that would deliver electricity at a guaranteed low rate. However, we’ve heard little about the Megacharger since.

In 2020, Jerome Guillen, Tesla’s President of Automotive and the point man for the Tesla Semi, said that the company was working with unidentified partners to develop a new high-powered charging standard. “We realized that the 350 kW or so that we are looking at for cars is not going to be enough for Semi, so we’re looking for something much more powerful than that, that can achieve charging the Semi during a break…We’re working with other parties to make sure that there is a standard infrastructure that will be able to be deployed for all customers.”

Now Electrek reports that Tesla is constructing what appears to be a Megacharger at the site of Gigafactory Nevada, where the Tesla Semi is currently in pre-production.

The power level isn’t the only thing about the truckcharging facility that’s different than the Superchargers at your local Starbucks. Extra-large stalls allow Class 8 trucks with trailers to pull through.

ABB to provide charging infrastructure for Lilium’s electric regional air network ABB E-mobility will provide the charging infrastructure for electric aircraft manufacturer Lilium‘s regional air network, which is scheduled for commercial launch in 2024. Lilium has announced planned launch networks in Florida, Germany and Brazil.

As part of the agreement, ABB will develop, test and supply charging equipment based on standards being developed by CharIN’s Megawatt Charging System (MCS) task force. Powerful and blazingly fast charging will be a prerequisite for the quick turnaround times needed to make electric aviation viable, and MCS will allow DC charging at power levels of up to 1,000 kW. ABB’s charging points are designed to be capable of fully charging batteries up to 80% in 15 minutes, enabling 20-25 flights per aircraft per day across Lilium’s global vertiport network.

Lilium’s 7-seater electric jet is expected to have a cruising speed of 175 mph and a range of 155 miles. Its planned regional air network will be made up of a series of “vertiports,” each with multiple parking bays and high-power charging points.

“We see this planned partnership as an important commitment to all relevant charging standards that are adopted by multiple electric vehicle manufacturers,” said Frank Muehlon, President of ABB’s E-mobility Division.

“By supporting the new Megawatt charging standard, ABB E-mobility is paving the way for the electrification of all modes of transport, from cars and trucks to marine vessels, mining vehicles, and now, aviation.”

“Making sure we have the right charging infrastructure will play a crucial role in enabling our high-speed regional air network by allowing quick and efficient charging,” said Daniel Wiegand, CEO and co-founder of Lilium.

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Electric school buses are often cited as an ideal use case for vehicle-to-grid technology. Most school buses transport students for only a few hours per day when school is in session, and are parked during the summer months, when demand for electricity is often highest.

A number of V2G school bus pilots are underway around the country. One of these, at Beverly Public Schools in Beverly, Massachusetts, has reported some encouraging real-world results. In conjunction with Highland Electric Fleets and National Grid, a Thomas Built Buses Saf-T-Liner C2 Jouley electric school bus equipped with a Proterra Powered battery system discharged nearly 3 MWh of electricity stored in the bus to the regional electric grid over the course of 30 events this summer.

The Saf-T-Liner C2 Jouley offers 226 kWh of total energy capacity. Highland provided the bus and EVSE to the school district under a mileage-based subscription, and worked with National Grid to ensure that the site was prepared for energy discharge. National Grid used the energy stored in the electric school bus battery on 30 different occasions to lower demand on the grid during times of peak demand. National Grid compensates participants in its V2G program for their energy services, which helps to defray the additional up-front cost of electric school buses (or any other eligible vehicles).

“By delivering stored clean energy back to the grid when it’s needed most, electric school buses can help create a more resilient local power system and reduce the dependence on expensive fossil fuel power plants,” said Gareth Joyce, President of Proterra. “Switching to zero-emission, electric school buses signals a transformational shift towards clean transportation and clean energy.”

Fleet management company Merchants Fleet and charging network operator EVgo have announced a partnership under which EVgo will provide a full range of infrastructure solutions to Merchants Fleet clients.

The partnership will enable Merchants Fleet clients to use a combination of depot charging, dedicated charging networks and EVgo’s public network, which includes over 800 fast charging and 1,200 Level 2 sites. EVgo has extensive coverage in urban core areas, boasts a 98% uptime rate, and offers 24/7 customer support.

EVgo provides a variety of Level 2 and fast charging solutions for fleets of light-, medium- and heavy-duty vehicles. The company’s fleet solutions include hardware, design, engineering and construction of charging facilities, as well as fleet transition planning and support including software, operations, networking and maintenance functions.

In early 2021, Merchants launched its Adopt EV program, designed to help guide businesses through each step of the fleet electrification process, from assessing needs to purchasing the right vehicles, to charging options and infrastructure support. The company has committed $2 billion in inventory allocation toward the goal of electrifying 50% of its mobility fleet by 2025 and 50% of its clients’ fleets by 2030. Merchants has also installed EVgo charging ports at its corporate headquarters for employee and client use.

“Charging and infrastructure is the foundation of every EV transition plan, and bringing EVgo into the Merchants ecosystem allows our clients to take real, tangible steps toward making their EV plans a reality,” says Brendan P. Keegan, CEO of Merchants Fleet. “This partnership gives Merchants Fleet clients access to an expanded network of best-in-class charging solutions.”

Image courtesy of EVgo

Image courtesy of Proterra

V2G-equipped electric school bus delivers power to grid for 50 hours

EVgo to provide infrastructure solutions to Merchants Fleet

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Ford sends out teams of Charge Angels to troubleshoot defective public chargers “More chargers! More chargers!” That’s the chorus we hear on a daily basis. But those of us who make it our business to test existing public chargers might add another request: “More reliable chargers, please.” Public chargers are often out of order, and those that work often deliver less power than advertised, or require multiple attempts to initiate charging.

As it continues to roll out the new Mustang Mach-E, Ford is trying to make sure its customers have a satisfactory charging experience. The company’s FordPass app gives drivers access to over 16,000 charging stations belonging to various networks, and buyers also receive a certain amount of free fast charging on the Electrify America network.

Ford’s latest infrastructure initiative sounds like a great idea—the automaker is sending out teams of “Charge Angels” around the country to identify defective infrastructure.

“Some [public chargers] are old and they don’t have the quality or reliability we want,” Ford’s General Manager of Battery Electric Vehicles Darren Palmer told Automotive News. “Over 99.5 percent of customers go to a charger and get a charge. We’re pleased about that. But a number less than that get a charge the first time they charge.”

Ford will use connected vehicle data and “angry social media posts” by EV drivers to locate problematic charging stations, and the Charge Angels will travel around in “specially instrumented” Mach-Es to test them and, presumably, try to get them fixed. “All they’ll do all day long is go and check them to see where they fail and why,” said Palmer.

In the rush to roll out chargers, maintenance is often an afterthought, and sometimes it’s not clear who’s responsible for fixing problems—the owner of a charging site or the network that operates it. Hopefully, pressure on the industry from a major automaker to improve reliability will help.

Image courtesy of Canary Media

THE INFRASTRUCTURE

This company is earning money with second-life Nissan LEAF batteries Second-life EV batteries are being used in pilots around the world to demonstrate their suitability for a wide variety of stationary storage applications. California company B2U Storage Solutions is using repurposed Nissan LEAF batteries in a commercial operation. The company has been bidding into the California power market for over a year, and is earning some respectable revenue, thank you.

B2U’s solar/storage facility is located in Lancaster, California, on the edge of the Mojave Desert. It consists of a 1 MW solar farm and several small structures, each containing around 20 LEAF batteries, all in their original cases.

The battery array currently offers 4 MWh of storage, and can deliver 2.75 MW of power. The batteries are charged by the solar farm at times when energy prices are low, typically mornings. At peak usage times, when prices climb, the batteries discharge their energy to the grid.

In a recent video from Canary Media, B2U CEO Freeman Hall says his company is making “good money.” In the summer, the facility sells energy for as much as $200 per MWh, and charges the batteries at a cost of about $25/MWh. “Then you have energy sales—as you have intermittency and unexpected price spikes, we can capture that with our trading strategies in the wholesale market,” Hall tells Canary Media. “We also sell capacity into the market, and some ancillary services.”

Mr. Hall expects his business model to become more profitable as the supply of used batteries grows, and B2U is already expanding its facility.

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GM to deploy 40,000 Ultium-branded Level 2 chargers at community locations A pair of related announcements from GM indicate that, as the company moves steadily forward with electrification, it understands the critical importance of charging infrastructure.

• an 11.5 kW/48-amp smart charger • an 11.5 kW/48-amp premium smart charger • a 19.2 kW/80-amp premium smart charger Each of the two premium models includes a customizable touchscreen and an embedded camera. All three Ultium chargers are Energy Star certified, and all support WiFi and Bluetooth. All feature dynamic load balancing, and can be upgraded via over-the-air updates. Customers can set charging schedules, view statistics on their charging usage, and monitor charger status, through the GM mobile app.

The first Ultium Chargers will ship early next year, and customers will be able to roll the price into their GM financing or lease.

Dealer Community Charging Program GM plans to install up to 40,000 Level 2 EV chargers across the US and Canada, and will work with its dealers to expand access to charging in local communities. This initiative, which begins in 2022, is part of GM’s recently announced commitment to invest $750 million to expand home, workplace and public charging infrastructure through its Ultium Charge 360 ecosystem.

Through the Dealer Community Charging Program,

Image courtesy of GM

Ultium Chargers GM will introduce its own line of residential and commercial chargers under the Ultium brand. The new family of Ultium Chargers, which GM developed in collaboration with charging specialist CTEK, will include: GM will work with its dealers to deploy EVSE at key locations in the dealers’ respective communities. The new chargers won’t be at the dealerships themselves (GM dealers can take advantage of other programs to install charging stations for their own use). These new chargers will be installed at community locations such as workplaces, multi-unit dwellings, sports and entertainment venues and colleges and universities, and will be available to all EV owners. GM estimates that nearly 90 percent of the US population lives within 10 miles of a GM dealership.

GM will give each of its EV-certified dealers up to 10 Ultium charging stations for free. Each dealer is expected to work with community leaders to identify highly visible, long-dwell locations where EV charging doesn’t presently exist—locations that will be “accessible, visible, and ubiquitous.”

“These two initiatives are part of our plan to put everyone in an EV, making access to charging even more seamless than before,” said GM President Mark Reuss.

“We want to give customers the right tools and access to charging where and when they need it, while working with our dealer network to accelerate the expansion of accessible charging throughout the US and Canada, including in underserved, rural and urban areas.”

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ROCSYS ROBOTS

HELP TO MAKE EV FLEET CHARGING

MORE RELIABLE Originally designed with autonomous vehicles in mind, Rocsys’s robotic charging arm has attracted interest from fleet operators

By Charles Morris etherlands-based Rocsys makes robotic devices that allow EVs to be charged without human intervention (see the feature in our January/February 2020 issue). When we hear about robotic charging, the application that typically springs to mind is charging autonomous vehicles. As Rocsys co-founder and CEO Crijn Bouman pointed out, “It doesn’t make sense to have to manually plug it in while the vehicle can just park itself.” However, widespread adoption of self-driving EVs probably lies pretty far in the future (and doesn’t seem much closer now than it did back in early 2020). For the near term, Rocsys has its eye on another set of applications that may not seem so obvious—fleet charging.

Since our last conversation with Mr. Bouman, fleet electrification has taken off in a big way, and the complexities involved in fleet charging have come into focus. More and more fleet operators are finding that they need the services of infrastructure specialists to optimize their charging opera-

N

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Image courtesy of Rocsys

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THE INFRASTRUCTURE tions. A new ecosystem of fleet charging service providers is emerging, in which Rocsys could claim a valuable niche.

The company is steadily signing up customers as it moves toward serial production. It’s been seeing increasing interest from US companies, so Rocsys recently opened an office in Portland, Oregon, a metro area where a lot of companies are already making the transition to electric transportation.

Charged reconnected with CEO Bouman, along with Senior Business Development Manager Erin Galiger, to get an update on Rocsys’s activities, and to learn more about why it makes sense to let robots do the charging, even if humans are doing the driving.

Crijn Bouman: Our mission is to power clean transportation by making charging autonomous. At the moment, our focus is mainly fleets—trucks, buses, yard tractors, etc.

Longer-term, of course, we are also focused on autonomous vehicles [but] today the market is mainly fleets.

We are now supplying small quantities of product to customers, mainly big-vehicle OEMs in the professional fleet space, which are typically either at the OEM’s premises or at the end customer—one, two, three units, not complete fleets.

We’re getting a lot of interest for—let’s say—a slightly different application than what we envisioned. When Rocsys started, we thought our market would be mainly opportunity charging and automated vehicles, but we were getting a lot of requests for fleet charging—overnight charging, where we solve the reliability problem of charging connections.

Q Charged: Could you walk me through the advantages for trucks, buses, and yard tractors of using your system for overnight charging? What kind of problems is it solving in each use case?

A Crijn Bouman: Yeah. Of course there needs to be a

reason why the driver can’t do the charging, right?

In some of the cases, like yard tractors, for example, they’re used at seaports, it’s an opportunity charging regime, and the driver is just not allowed to get out of the vehicle because it’s too dangerous—big harbor cranes driving around, etc. In mining, we have some customers that have autonomous mining vehicles, and of course it’s very logical.

When Rocsys started, we thought our market would be mainly opportunity charging and automated vehicles, but we were getting a lot of requests for fleet charging—overnight charging, where we solve the reliability problem of charging connections.

In the big fleets, it’s more about reliability of plugging in. Drivers can do it, but they’re actually not very consistent in doing it. They forget it, and they find out the next morning it’s not charged. We have seen vehicles that are moved from one location to another during the night, somebody forgets to plug in, or they don’t plug in properly. Fleet owners have indicated that drivers can sometimes be careless, they leave the cable on the ground. Big truck comes, breaks the cable, and then the charger’s out of order for three days.

We were actually a bit surprised that this segment is so interested in our solution, but we see now it’s actually a majority of the customers. It’s basically: be more reliable

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kinds of large professional-vehicle OEMs, and beginning to develop a new design specially for these fleets.

Q Charged: How would a product specifically

designed for this type of overnight fleet charging application differ from the one you originally envisioned?

A Crijn Bouman: It will be more compact, and more cost-efficient in terms of price.

A Erin Galiger: I think there’s also the pairing pieces,

because opportunity charging is just a vehicle pulling up, and the robot sensing the port, seeing the port, and connecting. There’s a little bit more intelligence and fleet coordination in a depot setting where it’s not necessarily first in, first out, but there’s some thoughtfulness around which vehicles need to be charged first.

A Crijn Bouman: We try to support our customers in

Image courtesy of Rocsys

than people. We also see that drivers are typically not really enthusiastic to take charging as part of their scope.

We always say it’s a small job, but it’s a big responsibility—if something doesn’t work properly the next morning, everybody knows who forgot to plug in that bus.

Also, in some cases it’s triggered by unions. The drivers in bus operations, and also in seaports, their job is driving, not other stuff. It’s not part of their contract, and they have to be compensated extra if they have to take charging as part of their scope.

Also, high turnover of drivers. Every month there are new people starting, and every month there are people leaving. These people are like six months on the job, then they leave, and it’s a constant hassle for the fleet managers to make sure this is reliable.

It’s actually a big variety of cases, I would say. But in overnight charging, it’s mainly reliability. It’s making sure the operation becomes more predictable and reliable.

The majority of our customers now are actually more in these commercial fleets, so we decided to focus more on this. At the moment we are mainly in pilots with all

achieving a higher throughput, or higher performance from their fleet, either by improving the reliability of the charging connection, or improving the throughput of a certain charging location, trying to serve as many vehicles as possible within a certain footprint and amount of charging equipment on the site.

Q Charged: Are your systems designed to work with any charging hardware?

A Crijn Bouman: Yes. It’s basically mounting the CCS

connector, or any other charging standard, to the robot with a specially-designed bracket, and then it’s an automated charger. There’s no integration with charger manufacturers. On the vehicle side, we basically need an automated charge port cover. That’s the only change on the vehicle side, because you want the charge port cover to open when it’s pulled up in front of the robots. We designed a special retrofit part for that, which can be used by commercial vehicle manufacturers.

Q Charged: So, you can retrofit that on many different

types of vehicles?

A Crijn Bouman: Yeah, exactly. For fleets, that’s the

plan, and for automotive it’s about standardization.

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THE INFRASTRUCTURE

There is now an IEC and ISO standard, and hopefully soon, North American standards for robotic charging, in development. It started in January [2021], and it’s mainly about the sequence of automating the charge port cover, and the communication signal to synchronize this.

Not all vehicles today have an automated charge port cover, and in automotive, everything needs to be standardized—if it’s not standardized, it doesn’t scale.

A Crijn Bouman: For us it’s quite strategic to work with the vehicle OEMs because in the end, for large projects, you often need the buy-in from the OEM, because the fleet operator will buy millions worth of vehicles and they will ask the OEM about the charging solution. Do you support it? Do you recommend it? So, for us, it’s important for them to get the buy-in from the OEMs that it works in a stable manner with their vehicles.

Q Charged: Have you seen interest from the passen-

side, or have you found a solution that you think is ready for production once the industry is ready?

A Crijn Bouman: Yes, we have. At the moment our application with passenger OEMs is mainly in the R&D center, and in order to support development programs of self-driving vehicles. So, you could imagine that OEMs, which have very significant self-driving development efforts, are our customers.

A Crijn Bouman: Our current product is optimized for the opportunity charging cases, and the more industrial cases. At the moment we are supplying on the order of a dozen systems, or for pilots, and probably by the end of the year, beginning of [2022], we would be ready for larger projects. Also, it’s such a new application that it requires quite some learning curve for us on the customer side to understand how to apply the product in the best way. What kinds of customers actually make sense for this product? But in terms of product readiness, I would say early next year.

ger OEMs?

Q Charged: On the fleet side, who do you foresee will be the customer? I would imagine it would be one of the many companies that are popping up to help people do their charging infrastructure for these large fleets, like In-Charge or AMPLY Power.

A Crijn Bouman: They could be. Actually, for the US, we are investigating how the market works, because this category of companies, it’s not that big in Europe. In Europe at the moment, our customers are mainly the OEMs, who are selling it to the end customer together with the vehicle. But one of Erin’s many hats as Business Development Manager is to figure out the best model for the US. We had some talks with the fleet charging solution companies. I think it makes sense.

A Erin Galiger: What I’ve seen in the market is, there

are some companies that package a whole charging solution with the vehicle. I know companies such as Proterra and Daimler are really keen on having both the vehicle and also the charging solution, and making sure all that’s integrated to the end user. But I think for others, there might be more use of some type of integrator solution, so that they’re using multiple vehicle manufacturers and multiple charging manufacturers, bringing it all together.

Q Charged: Are you still iterating on the hardware

Q Charged: Can you walk me through the process of

installing the arm, and how it works exactly?

A Crijn Bouman: It uses computer vision. It can be

installed next to any charging station, and the installation process is very simple. It’s four bolts in the ground, then there is a special bracket to connect the cable. Then there is commissioning, which is a one-time process, setting the software parameters, etc, for that application. That part is relatively simple. No special power requirements—it’s just 120 or 240 volts, so it’s really super-easy to install.

Also, for some of the pilot projects, we have a portable robot base, which is just a heavy metal structure, which you can move around for piloting. But the navigation of the robot works based on computer vision, and so it’s deep learning technology, AI. It’s trained to recognize the CCS (or other charging standard) inlet, so there is a basic level of training.

These are self-learning algorithms, so the more pictures you feed to the algorithm, the better it gets at the job. It has a certain preset, and when we go to a fleet

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It uses computer vision. It can be installed next to any charging station, and the installation process is very simple. It’s four bolts in the ground, then there is a special bracket to connect the cable. customer, it’s then specifically trained for that customer.

We take a couple hundred pictures, train the algorithm, and then it gets better and better over time. The computer vision has 3D detection and the robot has six degrees of freedom, allowing for the connector to be guided in regardless [of whether] the vehicle is parked at a small offset.

Q Charged: So a vehicle would park next to it, its

automated door would open and then just detecting the plug would initiate the movement? Or is there some other communication?

A Crijn Bouman: That depends per customer. In most

customer cases now, they actually want the driver to trigger it, but it could also be automated like you just said. But with vehicles with drivers, often the customers prefer that the driver triggers it, because the driver then also has the job to secure that everything’s all right, and that it’s ready for charging.

Usually in the overnight case, you want to make sure that the vehicle is on the handbrake, or that the drivetrain is disabled, when the robot moves towards the vehicle. So, when the vehicle’s on the handbrake, then the robot is triggered to approach. That’s one way of doing it.

Image courtesy of Rocsys

Q Charged: On some passenger vehicles there’s a little

plastic flap that covers the DC charging prongs in the CCS socket. I imagine you just remove that on commercial vehicles?

A Crijn Bouman: For commercial vehicles it’s easy to solve, because it’s integrated into the charge port cover.

But that question is also part of the standards—to agree on how to deal with the additional cover. Actually, the question is: why is it actually needed? Tesla doesn’t have it. It seems to be something which just evolved—until now, we haven’t found any OEM who has a clear reason why. On the one hand, its intention is to protect the socket better. But if this is open and then it’s raining and there is sand on it and you close it, it’s actually making the situation worse. That’s the question, which is now in standardization.

Q Charged: We talk a lot to companies that are work-

ing on fleet charging solutions, and they talk about the same things all the time, how they need third parties to help manage all these charging challenges, because the fleet managers just don’t consider it.

A Crijn Bouman: It’s really a headache for them. Also,

what we have seen in Europe is that the first pilot starts with five or ten vehicles, and you have very motivated drivers, everybody’s happy, but then it’s rolled out in a complete fleet. If you have 100 vehicles, and three are not charged, it sounds like a small problem. But for a fleet operator, three out of 100 EVs not charged is really a big problem because the whole schedule is messed up.

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THE INFRASTRUCTURE

IT’S ALL ABOUT

INTEROPERABILITY Q&A with

CharIN North America President Oleg Logvinov

By Charles Morris nteroperability—the ability of products from different manufacturers to work together—is one of the most fundamental enablers of our technological society. From low-tech tools such as screwdrivers and wrenches to digital constructs like computer operating systems, interoperability is critical, and the lack of it is often a roadblock to the adoption of new technologies.

As EVs proliferate, and more vehicle segments electrify, the need for interoperability of charging infrastructure is coming into sharp focus, and that’s what the Charging Interface Initiative, aka CharIN, is all about.

I

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Image courtesy of ABB

After the proposal for the Combined Charging System (CCS) was published in Germany in 2011, a group of automakers and suppliers formed CharIN to promote the adoption of CCS. Today, the organization has grown to include over 230 members around the world, and is working to establish ever-more-powerful charging standards.

The organization’s latest project is the Megawatt Charging System (MCS), a standard under development for large battery-electric vehicles, which will enable charging at power levels of up to 4.5 megawatts (3,000 amps at 1,500 volts).

CharIN recently decided to establish a North American division, in order to more effectively address local infrastructure issues. Oleg Logvinov, co-founder, President and CEO of charging technology startup IoTecha, was chosen as the new President of CharIN North America.

Charged had a chat with Mr. Logvinov to learn more about CharIN’s ongoing work, and to hear some of his insights on the newest trends in charging.

Q Charged: Can you give us a quick summary of

CharIN’s mission?

A Oleg Logvinov: The CharIN alliance was created

almost six years ago with a goal of establishing CCS as a global standard for charging electric vehicles of any kind— two-wheelers, three-wheelers, passenger cars, trucks, buses, boats, aircraft, what have you. Essentially, any form of electrified transportation should have a standardized form of charging to make systems interoperable.

If we go back to the days when the computing industry

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THE INFRASTRUCTURE The CharIN alliance was created almost six years ago with a goal of establishing CCS as a global standard for charging electric vehicles of any kind. was just beginning, remember what Intel and Microsoft Windows made for the computing industry as an interoperable platform. [This created] industries that have grown at an exponential rate. That’s what we’re trying to accomplish with interoperable charging on a global scale for electrified transportation.

CharIN was created with this mission as an alliance of companies that are like-minded and think among the same lines. We started off as a global organization, but we understand that, while we think on a global scale and we’re creating an economy of scale with global interoperability, acting locally is very important. That’s why we decided to create our branch in the United States, to be able to apply what we have learned on a global scale, but also to help the charging infrastructure to grow here in North America.

Q Charged: So, CharIN North America is a new

subdivision of the organization?

A Oleg: It’s a part of CharIN Global, but created here with

a focus on local markets, so we can combine global thinking and global technology with being able to act locally and focus on the issues that are specific to our region.

CharIN is an organization that helps to promote CCS, and if you look at the implementation guides surrounding CCS, if you look at conformance testing, interoperability testing, that’s what CharIN is about. So CharIN has been a host of testing events, testing festivals that have gone around the world now for many years. We just had one that happened in Germany and [another] in the San Francisco Bay area. [Also, CharIN’s 5th North America Conference and Testival took place at Lucid Motors Headquarters in Newark, California in November.]

The purpose of these events is very simple. If you go back to the computing industry, [making] routers and

switches and computers so that every vendor could produce networking gear that could integrate with another vendor was a key element of making systems interoperable. We’re doing the same with charging infrastructure.

We’re bringing together OEMs who produce vehicles with OEMs who produce chargers, and allowing them to test one on one with as many as possible.

Q Charged: And establishing standards within CCS? A Oleg: Well, the standard is established, but as you know, there is usually a path from a published standard to global interoperability. And that takes a while, because no matter how careful you are in writing a standard, there is always room for interpretation. And if you’re not precise to the standard, you learn [best practice] through that type of interoperability testing.

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We’re bringing together OEMs who produce vehicles with OEMs who produce chargers, and allowing them to test one on one with as many as possible.

Q Charged: Does CharIN also have a lobbying or

advocacy function? Do you work with governments on proposed policies?

A Oleg: We work with governments, but we’re not a

lobbyist. We’re an organization that educates, helps to understand. We have a long history of collaboration with, for example, the California Energy Commission and the US Department of Energy. We have joint efforts.

In fact, in our effort to create a Megawatt Charging System—the next stage of growth of the Combined Charging System—we collaborated with both the California Energy Commission and the Department of Energy to fund the testing of potentially promising technologies in this field.

Q Charged: Tell us more about the Megawatt

Charging System.

A Oleg: The Combined Charging System is a system that

spans from single-kilowatt AC all the way to 500 kilowatts DC. And now we are moving the dial towards multi-megawatt. But what unites all of those systems is the way the vehicle and the charger communicate with the other, its authentication, its use of technology. It’s how they convey the needs of one to another. It is a safety envelope and support, and having this body of experience with 500 kW systems, we’re now moving to power up while maintaining the same [method] of communication between the two.

Q Charged: Is High Power Charging for Commercial

Vehicles (HPCCV) the same as the Megawatt Charging System (MCS), or are those two separate things?

A Oleg: [They are] very different. The High Power

Charging system is 500 kW, and the Megawatt Charging System is going to be multi-megawatt [up to 4.5 megawatts].

Q Charged: We recently spoke with a company called

Rocsys [see our feature article in this issue], that has developed a robotic automated charging system. Any thoughts on automated charging?

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THE INFRASTRUCTURE

A Oleg: In my opinion as CEO and founder of IoTecha, I personally believe that it has huge promise, because automated charging actually eliminates the need to add weight and complexity to the vehicle. So from my point of view, this is something that has a fantastic potential in the market.

Q Charged: Do you see that as just something for fleets, heavy-duty vehicles, or could that have applications to passenger vehicles too?

A Oleg: Well, absolutely. I mean, look, with the progress

of technology, with robotics becoming more reliable and less expensive, why not imagine that one day you’ll have a charger hanging in the wall in your garage that simply will be able to find and plug into your vehicle when you park in your garage?

Q Charged: That leads into my next question. I’ve got a

charging station in my driveway and it’s very convenient. But we know that there are a lot of people out there, especially those living in dense cities, who don’t have a driveway or even a parking space. Would automated charging be a partial solution for that problem?

A Oleg: Well—and once again, this is the answer that I’m giving you, not as a representative of CharIN, but just as CEO of my own company—in my view, the answer is yes, because if we look at charging in general, we have to accept the fact that charging infrastructure will not be a carbon copy of ICE vehicle refueling infrastructure. Our habits will change, the way we deliver power, where we deliver power, will change.

As an example, if you park by a lighting pole in the city or on the corner where you have an advertisement kiosk, it’s very easy to imagine that there is a place for a robotic arm to find the socket in your vehicle. It’s easy to imagine that if you go to a shopping mall or you stop at the grocery store, the same can happen.

I personally believe that destination charging will take a very significant role in how we charge our vehicles. Today we go to a gas station. Why? It’s not because we want to, it’s because we have to, because that’s how the infrastructure was created. But imagine that you don’t have to use this experience of refueling your car. That’s not how you would imagine to charge your vehicle. It would be very natural

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Q Charged: What about wireless charging? Is that the future, and how far away is it?

A Oleg: I think it’s a very interesting area of technology

that can bring a lot of convenience. It comes with some issues that I think need to be addressed: additional weight that you have to add to the vehicle; and additional costs associated with evacuating all of this heat that is created by the power transfer. Something needs to be done about that. I’m cautiously optimistic. I think there are ways to overcome that, but I’m not sure how quickly and how soon that will be available to all of us. And in fact, automated charging will be competitive too [because] that doesn’t require us to add anything to the vehicle.

Q Charged: Any thoughts on the new federal infra-

The positive that I saw in the draft of the bill is that money is going to be directed to connected, smart and interoperable infrastructure. I think those three words resonate very well with our mission. for you to think, I can charge anywhere the power exists.

And power exists everywhere. So, if I’m going to pick up my milk and weekly groceries, it might make sense for me to stop by and charge at the same spot. And if the charging infrastructure can find me, instead of me finding charging infrastructure, that’s fantastic.

I think charging at work, charging at destinations will be a huge component of where charging infrastructure will be deployed. I mean, charging at a gas station probably will still be a thing, but it’ll mostly be something that you do when you do long-haul trips.

structure bill? Obviously, they want to promote public charging, but there are different ways they can go about it. Do you have any thoughts on what public policy has gotten right or wrong in the past?

A Oleg: Well, I would like to focus on positives, and the

positive that I saw in the draft of the bill is that money is going to be directed to connected, smart and interoperable infrastructure. I think those three words resonate very well with our mission. Without connectivity, you cannot really integrate transportation with the power grid. It’s a must. And if we can promote interoperable, smart and connected charging infrastructure, we’ll achieve a lot. I think there was a very good thought process that led to those words. It was very encouraging for all of us to read, and I sincerely hope that as this bill is evolving, those three words will remain a part of it.

Q Charged: I was just speaking to someone at the

Environmental Defense Fund about charging large, heavy-duty vehicle fleets. We know that in California, they have a pretty strong incentive program to try to help companies pay some of the upfront costs, and she told me that there’s a bill on the table in New Jersey to do something like that. Are you aware of any other states that are working on that sort of thing?

A Oleg: I think there are a lot of discussions in this area

pretty much everywhere, because if you look at heavy-duty transportation, it is a very significant contributor to

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THE INFRASTRUCTURE greenhouse gas emissions. Changing that with electrified transportation will help a lot, so there are a lot of activities, not only in a number of states, but also across the globe.

It’s not just heavy-duty trucks—we’re also talking about boats, we’re talking about ferries, we’re talking about aircraft.

All of those efforts have the potential of reducing our pollution by a quite substantial share. And by the way, also helping to minimize the cost. Because if you look at the analysis of what an electrified aircraft can do in comparison with your typical fossil-fuel aircraft, the operational savings are incredible, which could be very beneficial to all of us consumers.

Q Charged: We’ve been writing a lot lately about

companies that provide turnkey charging solutions for commercial fleets. The story we hear again and again is that a company buys some electric trucks and some chargers, but soon realizes that it’s much more complicated than they thought, so they look for help from companies like In-Charge and AMPLY Power. Is CharIN involved in that sort of thing?

A Oleg: CharIN is not involved in creating a fleet solution, because our focus is a combined charging system. And of course, CCS helps companies like AMPLY and In-Charge to deploy their solutions, because it’s based on the same standard. They can actually go and buy equipment from multiple vendors, put it together and it works. That’s where interoperability creates an opportunity—you can select pieces that you feel are the best and put them together, and you’re guaranteed that they will work together as a very seamless system.

I think what the [companies] like AMPLY and In-Charge are doing are wonderful efforts because, in order to transition to electrified transportation, we need to eliminate the barrier for entry, and creating that type of platform that gives you all in one package is something that, for fleet operators, simplifies their life. So this is a very viable effort, and I’m delighted to see that all of those efforts are fueled by the interoperability of CCS. Q Charged: Tell me about your company. What does

IoTecha do?

A Oleg: Our company is about six years old. We were born

here in New Jersey as a spinoff from STMicroelectronics, which is one of the large semiconductor companies. Have you ever heard about power-line communication technolo-

gy? If you look at CCS and the communication link between the vehicle and the charger, it’s based on power-line communication technology [a system that enables data to be carried on a conductor that also carries AC electric power].

I and my team were part of the industries that created power-line communication technology. We were a startup company, and we sold our technology to STMicroelectronics, who produced it cheap. And as we were doing that, we started working with a lot of OEMs helping them to create a combined charging system. By 2015, it became apparent to us that the electrification of transportation would explode. And what we realized back then is that the industry needed somebody who can step in, very much like you just said about AMPLY and In-Charge. The same is applicable to those who try to build chargers. It’s not a simple feat, because you need to bring communication, power, networking, many disciplines into the same box.

We said, “Okay, we have expertise creating fundamental building-block communication technology. Why not become a company that enables charging manufacturers, CPOs [charge point operators], utility companies, to build charging infrastructure with very little effort?” So we created what you can call a motherboard plus operating system for the charger, AC or DC. And that’s how IoTecha was born in 2016.

Today we’re a very quiet company, we don’t advertise much, we work exclusively B2B. We build chargers for our customers, and we provide them with building blocks.

They can come to us and buy a single building block, or ask us to build a branded product and we’ll deliver it to them together with the cloud services that help them to integrate those into the building infrastructure and energy platform or integrate it into the grid and do everything with a very, very minimum investment from their side.

Q Charged: That has a lot to do with interoperability

and standards.

A Oleg: Absolutely. And that’s why I decided to take

this volunteer position with CharIN, because I believe that interoperability creates economies of scale and grows massive ecosystems. And that’s what creates great markets, like the internet.

Q Charged: What about the Plug & Charge standard?

That’s something CharIN is involved with too, I believe.

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Not only do you have the convenience of eliminating human interaction... but [with Plug & Charge] you’re also creating an opportunity to understand which vehicle is plugged in where, and what are the energy demands.

A Oleg: It’s a part of CCS. We heavily support it. I

believe it has enormous potential for consumers as well as fleets. It automates the process of authentication of the vehicle at the charging station, so you get two benefits.

Number one, you get secured authentication. Number two, you actually get an awareness of which vehicle is plugged in where on the electrical grid.

So, not only do you have the convenience of eliminating human interaction during the authentication process—you don’t need a credit card, you don’t need [an app or RFID key]—but you’re also creating an opportunity to understand which vehicle is plugged in where, and what are the energy demands. And now you can talk about how to do grid-scale management with the help of all of those vehicles.

Q Charged: So it’s not just about convenience for the

and vehicles such as the Lucid Air, Porsche Taycan and Ford Mach-E were tested with full interoperability of Plug & Charge.

Q Charged: What are your thoughts on V2G or V2X? A Oleg: It’s a very viable technology. It’s a very import-

ant technology for many reasons. Think about the future—when vehicles plug into the grid, you don’t need to do anything. They can communicate their capabilities and become an energy source without us even thinking about it. You can actually use all of the vehicles connected to the grid as a generation source on the grid-scale level.

Q Charged: So Plug & Charge kind of enables V2G

applications?

mating this process. We’re not leaving it to a consumer or to the driver of a commercial vehicle to provide their vehicle ID. It all happens automatically, and that opens the door for a lot of services that can be created on top of it.

A Oleg: I wouldn’t say enables, but it’s a tremendously helpful companion. We supported V2G and Plug & Charge out of the gate. In fact, together with Lucid, we [did] a demonstration two years ago, when we demonstrated that a vehicle plugged in during office hours at work can generate over $5,000 worth of benefit [per year], simply because of the rate arbitrage. If you think about it, it’s a game-changer.

Normally we use a passenger car as a depreciating resource.

Q Charged: Is that something that’s already being

Q Charged: Also known as a money pit.

A Oleg: Yes. Electrify America supports Plug & Charge,

Oleg: Exactly. And now all of a sudden it throws off $5,000 every year. It is a different economic framework.

driver, it’s also about providing more information to the grid.

A Oleg: It’s about the powers of information and auto-

implemented now?

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The next hurdle for EV adoption: fear of job losses enerally speaking, EVs are simpler machines than legacy vehicles, so they should require less labor to produce. That sounds like great news—unless you’re one of the laborers in question. Of course, automakers, though they don’t advertise the fact, have made it pretty clear over the years that they’re happy to use fewer and/or cheaper human workers to produce their products. Labor unions take a different view.

Politicians have a range of opinions about labor unions— broadly speaking, lefty pols are for ‘em, and righties are agin ‘em—but one thing that every politician worthy of the name will agree on is the absolute sanctity of Jobs. You’d be hardpressed to find a statement from a politician on almost any subject that doesn’t mention the j-word, and arguments for or against EV/clean energy-related policies often center on the supposed “job-creating” or “job-killing” effects thereof.

When the Biden Administration announced its proposal to revamp the federal EV incentive program, it included a sweetener for organized labor: EVs produced in the US, using union labor, will be eligible for an additional tax credit. Some protested that, while supporting unions may be a worthy goal, it has nothing to do with encouraging EV adoption. Au contraire—it has everything to do with getting pro-EV policies signed into law.

A counterproductive EVs-vs-jobs narrative is shaping up around the world, and the fear of job losses could become another drag on the global EV revolution. Savvy pols and corporate execs alike understand the critical importance of bringing auto workers on board with electrification.

Ford’s recent announcement that its transmission facility in Halewood, England will switch to producing electric powertrains included a thumbs-up from the local union boss. Ford and GM each recently revealed big plans for new EV and battery plants in North America, and both of their announcements were accompanied by supportive quotes from union leaders.

In Germany, where every 50th worker is directly employed in the auto industry, sales of plug-in vehicles are setting new records, and not everyone considers this good news. The country held a federal election in September, and electrification was an issue. The Guardian speculated that the car-loving Germans would punish left-leaning parties at the polls for their EV advocacy. The laissez-faire Free Democratic Party (FDP) accused climate activists of waging a “culture war against the car,” and the far-right Alternative for Germany (AfD) told voters that “your car would vote for the AfD.” In the event, there was no sign of the Guardian’s brown wave. The center-left Social Democratic Party (SPD) took the largest share of the vote, the staunchly pro-EV Greens

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By Charles Morris

saw substantial gains, and the AfD lost seats. We all know Germans love their cars, but they’re also famous for being pragmatic and forward-looking, and it may be that many believe maintaining their country’s technological leadership is worth the risks.

One influential German certainly appears to see things that way—Volkswagen Group CEO Herbert Diess told a board meeting in September that his company could lose 30,000 jobs if it moves too slowly on electrification. Last December, when Diess won a vote of confidence from VW’s board for his ambitious electrification strategy, employee reps were included in the decision. “There is total agreement between [the board] and the employee representatives on the Group’s...strategic transformation objectives,” said the chairman of the Volkswagen Group Works Council.

However, Herr Diess’s comment about 30,000 lost jobs, and his chats with arch-rival Elon Musk, seem to have rubbed labor reps the wrong way. The “total agreement” has broken down, and some at VW are calling for the CEO’s head. “The way you have presented yourself in recent months I do wonder whether you’re actually aware of the situation...and how this is being perceived by the workforce,” works council head Daniela Cavallo now says. As we go to press, Diess is facing a new vote of confidence from the board, and there appears to be a real danger that he will be replaced, and his electric push reversed.

Other German automakers are also walking the tightrope. In January, Daimler’s announcement of major new investment in electrification included a billion euros for a “transformation fund,” which the chairman of Daimler’s General Works Council said would be used to “mitigate the disruption of the transformation...thus protecting jobs and know-how.”

The same drama is playing out in Japan. Sales of EVs there are negligible, but a vague plan announced by the government to go carbon-neutral by 2050 has caused alarm in corner offices. Management consulting firm Arthur D. Little told the Japan Times that a shift to EVs could eliminate 10% of the country’s auto industry jobs.

Protecting the well-being of workers should always be a priority, but despite what populist politicians tell us, this can’t be achieved by artificially propping up obsolete industries. As we make the transition to e-mobility, it’s probably inevitable that a substantial number of jobs are going to disappear. Corporate leaders and policy-makers can’t protect outdated jobs, but they can, and must, protect workers, by making sure their pensions are secure, offering retraining and other benefits when appropriate, and most importantly, by giving them a seat at the table when the big decisions are made.

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