Telematics Wire Magazine- December 2020

december 2020 | `250

Telematics Wire Technology Driven | Futuristic Vehicle

Beyond vehicle telematics, exploring EV

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Contents Volume : 01 issue : 07

06

Alternative Electric Vehicle Technologies Shubham, Deki Electronics Ltd

12

The Indian EV Ride – Journey, Speed Breakers & Destination Gaurav Dadheech, Hero MotoCorp

16

Engineering Next Generation Electric Vehicles Through Virtualization Tushar Sambharam, Ansys

20

22

Purpose-Built Electric Vehicles For Ridesharing...

Christie Fernandez, Sooorya EV Pte Ltd Micro-Mobility Charging Infrastructure

36

Role of Software Solutions in EV Charging Infrastructure Anurang Dorle, EVCFinder

39

Electric Airplanes - The Final Frontier Of Electric Mobility Kedar Soman, eBikeGo

42

Driving The Future Through Smart Electric Vehicles Manikandan P, Ola Electric

32

34

Electric Vehicle Charging Infrastructure Twinkle Singh, Powerlogix Electro Systems Pvt Ltd Global Battery Electric Commercial Vehicle Market To Grow 47% In 2021 Alastair Hayfield, Interact Analysis There Are No Challenges In Transition To Ev That We Cannot Overcome Vitan Jagada, Radiance Electric

4 | Telematics Wire | December 2020

Tech Frontiers In EV

Dr. Rashi Gupta Vision Mechatronics Pvt Ltd

CEO & Editor Maneesh Prasad maneesh.prasad@telematicswire.net Deputy CEO Anuj Sinha M: +91 87440 88838 anuj.sinha@telematicswire.net Director Lt. Col. M C Verma (Retd.)

GM- Corporate Communication Yashi Mittal M: +91 98103 40678 mgr_corpcomm@telematicswire.net DGM- Corporate Sales Poonam Mahajan M: +91 9810341272 mgr_corpsales@telematicswire.net

44 46 50

30

26 battery Maker’s View

Automotive Cybersecurity: The Future of EV Charging Stations Kuldeep Saini, Thales How India Can Tackle Climate Change And Win The EV Race Rakesh Dasari, VoltUp A Holistic Approach To Security: Why SaaS Is The Answer For FMS Providers Jens Strohschneider, Omnicomm & Nilesh Jain, Nigraani

53

EV Policies of Some of The States in India

54

Automotive Electrical System Safety and ISO 26262 Vijay Pratap Singh, MG Motor

57 NEWS

Editorial Team Member Richa Tyagi Dipti Singh Web Developer Neha Nagar Designer Bishwajeet Kumar Singh Publication Address Telematics Wire Pvt. Ltd. D-98 2nd Floor, Noida Sec-63 Uttar Pradesh-201301 Email: info@telematicswire.net Printed and Published by Maneesh Prasad on behalf of Telematics Wire Pvt. Ltd. Telematics Wire Pvt. Ltd. D-98, 2nd Floor, Noida Sec-63 Uttar Pradesh-201301 Email: info@telematicswire.net Disclaimer Telematics Wire Pvt. Ltd. does not necessarily subscribe to the views expressed in thepublication. All views expressed in this issue are those of the contributors.

Please Note: No material may be reproduced in whole or part without permission of Telematics Wire Pvt. Ltd. Copyright 2020, Telematics Wire Pvt. Ltd. All rights reserved.

editorial

Industry needs to work closely with state governments

F

or the electric vehicle industry, the year 2020 has something to cheer about. While the general automotive market is showing decline for the year, electric vehicle seems to be registering a phenomenal growth, when we look at the global sales. This is being driven by sales in Europe, which may surpass China as largest EV market in world. Policy stimulus for electric vehicle buyer and trade of carbon credit for the EV manufacturer seems to have been working for the electric vehicle ecosystem put together. According to IDTechEx Research, GM and FCA have purchased billions of dollar worth credit from Tesla in past. No wonder, we have had Tesla market cap soar to nearly US $600 billion this year(2020).

In India, the present government has been pushing the use of electric vehicle since 2014, when it took over from previous UPA regime. There has been remarkable shift towards the use of e-rickshaws, even in small towns. As per recent update, there are estimated over 1.6 million e-rickshaws on road in India. Even tier3 to tier6 towns has seen a transformation in public transport for last mile connectivity.

From manual rickshaw to e-rickshaw is a reality driven by many factors. Though these are not state of the art vehicle, mostly running on lead-acid batteries and replacement/disposal of these batteries may bring logistical challenge. Not sure if these number/volume makes it commercially feasible for battery manufacturers to produce lithium-ion battery for them.

Further on our domestic front, we have central and state government, continue to work out favourable policies for electric vehicle. On a lighter note, If we go by the EV policies of some of the states in India(more in page 62), this sector will attract an investment of 1.6 lakh crores (INR 1.6 Trillion), create employment for 4,25,000 people; with over 2.5 million electric vehicles on road in next 3-4 years. If the state governments are serious about achieving these staggering figures, the industry should just do one thing- work closely with them to ensure they are able to achieve the milestones set in the policy.

Presence of these figures in the policy are indicator of commitment and optimism at state government’s level. The policy document for many of the states could also have ‘dos and don’ts’ along with government initiatives to improve the EV ecosystem.

Looking at the state government policies, it seems that every state is trying to do everything. Maybe nodal agency in the central government could have asked the state government to focus on certain areas like- components, battery, charging infra, data analytics and other elements of EV manufacturing ecosystem.

Maneesh Prasad CEO & editor maneesh.prasad@ telematicswire.net +91-9810346117

December 2020 | Telematics Wire | 5

Technical Insight

ALTERNATIVE ELECTRIC VEHICLE TECHNOLOGIES sHUBHAM DEKI ELECTRONICS Ltd.

EV scenario in India The position in which India stands right now needs to have a systematic EV program in place to keep up with the global standards and policies.

Potential growth in EV has possibilities for developing a leadership role in this segment. As electrification is the major emerging trend amongst the Auto industries, they have plans for Electric vehicles and their technology.

Before COVID-19, as per Niti Aayog, the EV penetration could reach 80% for two-wheeler and 30% for private cars.

If India manages to reach its target by 2030, it could save about 1 Giga tonne of emissions. Looking at the pollution level in major Indian cities, it is the need of the hour.

Post-Lockdown Scenario for Electric Vehicle Before covid, the Indian auto industry was already in peril to keeping up with the BS-VI emission norms And it became worse when the complete nation was hit with a lockdown keeping in mind the increasing number

Classification of electric vehicle motor

6 | Telematics Wire | December 2020

of cases and extension of lockdown further added to its woes. Somewhere around chaos, India could seem to be losing its E.V. momentum.

Also, some of the industry leaders indicated that the cost of an Electric vehicle as compared to a conventional vehicle because India is one of the most cost dependent market. Also, the threewheelers which is a sizable chunk of the electric vehicle segment right now took a major blow because of the concept of social distancing After this, our Prime Minister started vocal for local initiative and taking a closer look if our businesses are much more dependent on china rather than each other; it would make much sense financially logistically and also will help in future-proofing. Keeping the same in mind I thought of alternative electric vehicle technologies that will diminish our dependencies on china or any other country.

So, let’s start looking at this objectively an Electric Vehicle can be divided into four major Component those are 1. Motor

2. Battery 3.Controller/drive & BMS 4. Telemetry System The last two components are either designed here or assembled here to completely remove dependency from china for these kinds of products we should at least have fabrication unit to manufacture the required ICs. So, from this point forth our discussion will only be concentrated to moto, batteries and their alternate technologies

MOTOR Motor for an electric vehicle can be classified into the following categories.

Based on the above classification major market share for an electric vehicle are leaning towards 1. DC Series Motor These motors are mainly used for traction applications as high starting torque capabilities. Also, the major advantage for these types of motor is comparatively easier speed control techniques, and the ability to withstand sudden increment in

DC series motor

load all this makes it an ideal choice for traction application.

But it also comes with a major drawback with these types of motor are the maintenance of carbon brushes as carbon brushes get rubbed against the commutator and are either has to be adjusted or replaced from time to time.

2. BLDC (Brushless DC Motor) BLDC or Brushless DC motor is called brushless because of the absence of commutator and brush and these motors are inherently maintenance-free. Has high starting torques and good efficiency. They are classified into two categories based on their design.

• HUB Motor These kinds of motor have a stator on the inner side of the motor and Rotor is on the outer side and the rotor is directly connected to a wheel.

HUB motor image 2

These motors are used for twowheeler and electric bicycle application due to the following reasons • As it is directly mounted on the wheel it does not require any external gear system which makes the overall transmission system less bulky.

• Also, it saves mounting space which is a major constraint in two-wheeler and electric bicycle applications.

Due to the above application-specific design, the size is a major constraint in these motors which ultimately translates to a limit in output power.

• Normal BLDC Motor This motor is like a conventional motor it has a stator on the outside and a rotor on the inside of the motor. It also requires an external transmission to drive the wheel as shown in the image (Ather 450x belt drive transmission system) and differential transmission systems used in E-rickshaws. Due to this, they are a bit on the bulky side when compared to the HUB motor.

Mostly these motors are used in E-rickshaw which is the major part of the electric vehicle market in India and some scooters and bikes whose power requirements exceed that of a HUB motor.

Bldc motor

3. PMSM (Permanent Magnet Synchronous Motor) Permanent magnet synchronous motor is made by embedding permanent magnets in the steel of the rotor to create a constant magnetic field.

Its construction is similar to that of a BLDC motor which also has magnets on the rotor. In this the stator has winding connected to an AC supply and when the current passes thru; it produces a rotating magnetic field.

Now the major technical difference between BLDC and PMSM is the back EMF. The main advantage of PMSM is that has a higher power density than that of BLDC motor since the motor size is

Induction motor

small so it can house more power than its counter BLDC. But it has some disadvantages to name a few it’s very costly due to highquality magnets used to maintain and its efficiency and performance. The controlling of these motors is also complex since you can change currently in the stator only and only one power source to play with.

The above motors make up the majority shares in electric vehicle markets and there are some drawbacks and issue with all of the above • The cost of all of the motors is tremendously high due to the use of high-quality magnets which are made of rare earth metals.

• Also, higher safety measures are required.

• It’s not a permanent or a long-term solution because the strength of magnets reduces over time and also it reduces due to heating in the motor.

• And it creates a dependency on china; as china controls the world supply of rare earth metal (neodymium magnets).

• And this creates an issue if we try to make the motor indigenous we would still be depending on china for magnets.

So, in Alternative technology of motors, we need to choose a motor that less or not dependent on magnets.

Keeping that in mind we get the following alternatives

Alternative Technology for Motors 1. Induction Motor When it comes to sheer cost and robustness of a motor induction motor takes the crown it also has a good efficiency which is comparable to that of Permanent Magnet Synchronous motor.

Although the induction motor does not have a high starting torque it can be using various control techniques like the field of control (FOC). Induction motors are very low maintenance and have a longer life cycle.

Its major drawback is that that the control circuit is very complex but since this technology is around for so long time there are experienced design houses that December 2020 | Telematics Wire | 7

can design the required system without any problem.

EV companies like tesla have already shifted towards induction motor to decrease dependency on china.

2. SRM (Switched Reluctance Motor) Switched reluctance motor is robust with a simple construction. Rotors are made up of laminated steel with no winding or permanent magnets on it and the stator is on the outer side. This motor has some advantages like

Switched-Reluctance-Motor

• due to lack of windings and magnets on the rotor, it makes the inertia independent from the rotor which gives higher acceleration to the motor that is why it is suitable for high-speed applications.

• The power density of this motor is very high which is a major desired

Natural lithium reserve of different countries

8 | Telematics Wire | December 2020

The position in which India stands right now needs to have a systematic EV program in place to keep up with the global standards and policies

characteristic when it comes to bigger vehicles.

• Since the heat generation in the motor is mostly concentrated on the stator part the management of heat is pretty easy The major drawback with SRM is its complexity is increased as control and switching are increased in this motor.

But the companies are considered that and they are developing a dedicated controller in parallel with the motor and selling it as a package.

Battery All the performance parameter of an electric vehicle solely depends on the

motor and the battery. While using a bigger size motor is not a big deal; The issue lies in designing a proper battery pack that provides required amount of current to motor also be able to provide peak current to motor without rapidly degrading the battery life.

The battery is made up of two major components Anode and cathode The commonly use cathode for electric vehicles is as follows • LFP (Iron Phosphate) • LCO (Cobalt Oxide) • NMC (Nickel Manganese Cobalt) • NCA (Nickel Cobalt Aluminum) The commonly use anode for electric vehicles is as follows • Graphite • Silicon • Lithium Metal The major market share of these batteries are lithium ion batteries some are trying to come up with different chemistries.

And major contender is • Cobalt it has excellent thermal stability property because of which it increases overheating capabilities and results in higher density battery • Nickel is relatively cheap and has high specific energy • Aluminum is good conductor

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Right now, china holds approximately 70% of the total worlds Lithium ion battery manufacturing capacity and effectively half of the worlds lithium reserve.

As shown in the graph Chile has the largest lithium reserve followed

by Australia and others. Meanwhile Tianqi Lithium, a Chinese company has paid approximately 4 Billion dollars to own second highest share in Sociedad Química y Minera (SQM), a Chilean mining company Which effectively gives china a control over half of worlds lithium reserve So, in Lithium race china is a step ahead and if we want to remove dependency form china in this matter we need to have a different fuel cell chemistry altogether.

Alternative Battery Technologies 1. Super Capacitors Supercapacitors are energy storage devices that bridge the gap between electrolytic capacitors and rechargeable batteries. Supercapacitors can run for one million cycles compared to 1,500 cycles with existing Lithium-Ion battery technology.

A capacitor vehicle, as shown in the image, is a traction vehicle that uses supercapacitors to store electricity. In general, supercapacitors can store about 5 per cent of the energy that lithiumion rechargeable batteries can. This limitation restricts the range of driving to a couple of kms per charge. But they can be charged in a matter of seconds.

So, in public transport systems such as buses that have to stop frequently at

Aluminum fuel cell

known points where charging facilities are installed, using supercapacitor as the energy storage device is quite viable.

2. Aluminum fuel cells Aluminum fuel cells are basically made up of 3 components water, aluminum and carbon (Graphene). In this they have aluminum cassette in the middle And two graphene membrane on either side this membrane filters carbon dioxide and lets oxygen in when energy generation is required water flows into

Before COVID-19, as per Niti Aayog, the EV penetration could reach 80% for two-wheeler and 30% for private cars

the chamber and mixes with oxygen and covert aluminum to aluminum oxide which in returns generate energy to power vehicle.

The major advantages in this technology is • The raw material for the cells is much easier to obtain and it is in abundance so the manufacturing cost will be considerably lower than that of lithium ion batteries.

• The aluminum plates are recyclable once exhausted can be turned into oxidized powder and then aluminum can be reobtained thru it.

• There is no harmful emission.

• No charging is required instead you have to change aluminum plates that can be done in minutes.

• The energy/Kg is 7 to 8 times as compared to Lithium ion batteries.

Conclusion for Alternative technology The electric vehicle motor selection is pretty tricky to the required or desired vehicle performance has to be known.

Also, as far as low-cost and low-speed two-wheeler and three-wheeler are concerned it will be no brainer to use BLDC or HUB motor. But as we move towards the higher power & high performing two-wheeler, commercial as well as private vehicle the clearer choice right now is PMSM or Induction motor but as the production of Switch reluctance motors are made costeffective as PMSM or Induction motor than one will have more options to choose for electric vehicle application.

In my view for want mass EV adoption we are still dependent on china mainly for lithium ion batteries and this will result in increase of already growing trade deficient with china. o

Author SHUBHAM Engineer R&D DEKI ELECTRONICS Ltd. He is an Electrical and Electronics Engineer, working as an R&D engineer, handling various capacitor compliance. He also oversees various diversification project and development with keen focus on light electric vehicle technologies to make that last mile connectivity possible.

Supercapacitor operated bus

10 | Telematics Wire | December 2020

November 2020 | Telematics Wire | 11

Technical Insight

The Indian EV ride – Journey, Speed Breakers & Destination Gaurav Dadheech Hero Motocorp

Class Wise Sales Distribution (2019-20)

64

Class Wise Sales Distribution (2019-20) Quadricycle Class Wise Sales Distribution (2019-20)

Years, for telephone it took 64 years to reach 40% Market penetration, while Mobile phones did the same in just 10 years. This simple fact indicates the high pace product/technology adoption (or Rejection) in current world. While looking at this fact it makes us wonder, How Indian Electric Vehicle product adoption will look like ?

0%

Quadricycle Quadricycle 0% 0%

Passenger Vehicles

Passenger 13% Passenger Vehicles 13% Vehicles 13% Commercial Commercial Vehicles Vehicles Commercial 3% 3% Vehicles 3% Three Wheelers Three Wheelers 3% Wheelers Three 3% 3%

Two Wheelers 81% Two Wheelers Two Wheelers

81%

81%

Sales Comparision for 2019-20

Sales Comparision for 2019-20 20001000 18001000 20001000 16001000 18001000 20001000 14001000 16001000 18001000 12001000 14001000 10001000 16001000 12001000 8001000 10001000 14001000 6001000 8001000 12001000 4001000 6001000 10001000 2001000 4001000 1000 8001000 2001000 Passenger Commercial Three Two Quadricycle 6001000 1000 Vehicles Vehicles Wheelers Wheelers Passenger Commercial Three Two Quadricycle EV Sales Data 600 90000 152000 40010003400 Vehicles Vehicles Wheelers Wheelers Total Sales Data Data 2,773,575 717,688 726,569 942 2001000 EV Sales 3400 600 90000 17,417,616 152000

Sales Comparision for 2019-20

Image -1 Rogers Diffusion of Innovation Image -1 Rogers Diffusion of Innovation Source - Rogers, E. (1962) Diffusion of innovations. Free Press, London, NY, USA.

10002,773,575 Total Sales Data 717,688 Total Sales 726,569 EV Sales Data Data

17,417,616

942

Passenger Commercial Three Two Quad Vehicles Wheelers EV Sales Data Vehicles Total Sales DataWheelers Image -2 (a)Data Class sales distribution for 2019-20 (b) EV sales Image -2 EV (a) Sales Class wise saleswise distribution for 2019-20 (b) EV sales Comparison with Total sales for 2 3400 600 90000 152000 Comparison with Total sales for 2019-20 20 Image -2 (a) Class wise sales2,773,575 distribution for717,688 2019-20 (b) EV 726,569 sales Comparison with Total sales9f Total Source – Sales SIAMData - Society of Indian Automobile Manufactures 17,417,616

Image – 1 demonstrate the Rogers’s Product adoption curve, while looking at the total EV volumes of 2019-20 which is 20 EV Sales Data Total Sales Data 1.14% of total market(Including 90,000 E-rickshaw). It directly indicates that Indian EV adoption is at the nascent stage of The numbers indicates that for the Electric vehicles to become Valueadoptions, Chain Product adoptionTotal curveSales i.e. Innovators.

It raises some serious next Smartphone terms ofdistribution product the fundamental Image -2OEMs (a) Classin wise sales for 2019-20 (b) EV sales Comparison Data question notification problemsOEMs of all the Indian stakeholders to be understood Value Chain EV are ory % on the practicality of Government’s various2019-20 20 and taken Ecosystem aiming to radically transform the Two 27,73,575 & care of. Four major stakeholders ger Vehiclesin past couple of years 12.87 Indian EV on Indian EV ecosystem are Three wheeler markets till 2030. mentioned in Image Ecosystem 3.

Govermont ercial 3.33 7,17,688 Customers Let’s us try to dissect the problem into small parts and look s Customers Govermont wise. Image -2 (a) demonstrate the India6,36,569 Wheelers at the market Volume 2.95 OEMs Value Chain automotive market 80.84 is dominated by Two wheeler sales which heelers 1,74,17,616 accounts about 81%, Passenger cars are 13% of the total share.

Indian EV cycle 0.00 942 Category wise electric vehicle sales distribution is showed in Ecosystem Total 2,15,46,390 image 2(b). As we can see the front runners of the EV adoption are Two and Three wheeler including E-Rickshaw.

Customers Govermont If we try to look at the historic Projection reports dated from Salesgovernment Data 2015-2017 shared byEV various and Private Institutions Image -3 Key Stakeholders of Indian EV Ecosystem ory Total Sales Data Sales we are nowhereEVnear theData projected volumes for 2020.

ger Vehicles

ercial Vehicles

Wheelers

heelers

3400

27,73,575

600

7,17,688

152000

1,74,17,616

12 | Telematics Wire | December 2020 90000

7,26,569

1. Original Equipment Manufacturers (OEMs): All the countries where EV adoption is at very advanced stage, it’s because of the initial push mechanism by OEMs and Government USA, Norway and China to cite a few. Let’s try to understand few fundamental problems from OEM perspective, some of them are India specific, which are stopping Indian OEM to strategies like the OEMs of China or USA. l Though due to elimination of the Engine in EVs the BOM is reduced by 40% to 60% lesser components, the higher cost of Cells and Imported Electrical components results into high BOM cost compared to ICE Vehicles. l Currently all the electric vehicles being sold in India have a cost premium ranging from 30% to 80 % compared to ICE vehicles however the customers are not ready to pay the premium. This leads to lower (or Negative) profitability in the EV business model for OEMs which results into lack of interest in product development and aggressive EV strategy. l As a part of transition from BS –IV to BS- VI, all the OEMs have invested heavily in the Tooling’s and other investments, the cost of which will be amortized over next 5-10 years. To produce cost competitive (Compared to Ice), indigenous EV products demands high investments. This high investment and lack of visibility to recover the investments is emerging out to be a big hurdle to go all out for Electric vehicles. l The most fundamental attribute of any business model is sales volumes, the sales volumes as well as the projections of various reports are not very encouraging or sufficient enough for OEMs to divert aggressive R&D and strategy teams’ effort into EV domain. l Charging infrastructure (Fast charging/Battery Swapping/ Opportunity charging) business models are far from profitability in the near future, while having a charging infra looks inevitable to gain the Initial volumes. This puts OEMs into a very difficult position while drafting charging strategy.

2. Challenges of Value chain Partners – The value chain of automotive industry comprises of three main support systems i.e. Domestic components manufacturing industry, after sales service and dealership. Let’s try to deep dive into the problems faced by these pillars of industry.

Domestic Component Manufacturing – l 50% of the revenue of the auto component industry is accrued from engine manufacturing. The impact on the Tier-2/Tier-3 suppliers which are making components for engines will be very high resulting into shutting down and loss of jobs. l The paradigm shift from combustion engine to battery, motor, controller, and charger will challenge the highly evolved Indian auto component industry, which is not competent as well comfortable with moving to semiconductor industry, l The Chinese component industry is far more attractive for electric vehicle manufacturers for bringing down the comparative costs of EVs. The electronics component (Capacitors, resistors etc.) in India as evolved as Chinese market most of the components to make even a simple PCB are imported. If the child parts are expensive than India cannot compete on Assembly level cost with imported electronics components.

After Sales Service l An electric vehicle has 80% lesser moving parts inside as compared to an ICE. This significantly brings down the need for maintenance and the corresponding costs for the user.

The huge after unauthorized service industry, which caters to demand for auto parts and servicing of ICE vehicles may not be needed at current scale. l Another important factor while servicing the EVs is the higher number of electronics and software involved in the EVs, for which it is very easy for OEMs to keep as a trade secret, for example if the unauthorized service centers will not have access to the software flashing to Motor controller, they will not be able to service the EVs. l There is a massive re-skilling required for this informal sector to adapt to serving electric vehicles along with ICEs. Acquiring those skills will take a good amount of time and all the personal involved in this industry may not be able to may not be competent enough to learn these skills.

The Indian EV ride Looks Bumpy, but it’s full of potential, opportunities and it’s a long road to the destination

Dealerships l High Investment demands by the OEMs at the dealership level for branding/ differentiating the EVs sales channels to make it an attractive consumer experience. We can see lot of experience centers etc. are offered by EV OEMs across the country. l There is a massive re-skilling required in the auto retail industry to be able to sell and improve the market penetration of electric vehicles, which will demand investments from the dealers.

3. Challenge for the customers – For a customer an Electric vehicle is just vehicle which is taking customer from Place A to Place B, consumers does not care if the technology is ICE or EV. As Michel Le Boeuf said “A satisfied customer is best business strategy of all”, the EV adoption will not reach to the “Chasm” unless the overall value proposition is attractive enough. l The range anxiety is one of most talked about topic in EV domain in India, Image -4 demonstrates about the Chinese Two wheeler EV industry, which is considered as a success story. The industry which has 90% Lead acid battery which provides a range of 50 at best. Then why the Indian consumers have range anxiety ?, one possible answer to this question is that in china around 240 million scooter have average use of 10 – 15 Km per day and customers have realised the true uses patterns while in India we want to have 120 Km range even though the average uses in 20-30 Kms only.

December 2020 | Telematics Wire | 13

Image -3 Key Stakeholders of Indian EV Ecosystem

Market Size (

China Two Wheeler Market share based on Battery Technology

Customer Uses Daily Drive for 110-120

12-15 M

Li Ion 10%

Daily Drive for 10-15 Kms

200-235 M

Lead Acid 90%

Image -4 Chinese Two wheeler Electric Market Source-https://www.qianzhan.com/analyst/detail/220/190227-0b6fc7cb.html

The customers should not pay the Premium of the cost, just because of the EV technology is expensive, as the value proposition of ICE is much better in 4/5 years, compared to the TCO of BEV due to the Battery replacement. l Lack of the Quality option is another big barrier for customers, as the number of Quality EV offerings by OEMs in front of customers is very less for both Personal and commercial segments.

Image -4 Chinese Two wheeler Electric Market 4. Challenge for Government – Government has approved Phase-II of FAME Scheme with an outlay of Rs. 10,000 Crore for a period of 3 years commencing from 1st April 2019. The initiative is encouraging though as a policy maker Indian government is behind than the Global benchmarked Countries. A high level glimpse of the comparison is mentioned in Image -5.

European

Canada

(vehicles)

Incentives (vehicles) Targets (vehicles) Industrial policies

Incentives (vehicles)

Regulations (chargers)

Incentives (chargers) Targets

China

ZEV mandate

✓*

✓*✓

Fuel economy standards

✓

✓

ZEV mandate

Regulations (vehicles) Regulations

Canada

Fuel economy Fiscal incentives standards Subsidy

✓ ✓ ✓

✓✓

✓ ✓

China

European Union

✓

✓

✓✓ ✓

✓ ✓ ✓

✓✓

✓

✓

Building regulations

✓*

✓*

✓

✓

✓

✓

✓

✓ ✓

Targets (chargers)

✓✓

✓✓

United States

✓

✓

✓

✓*

✓

✓

✓

Fiscal incentives (vehicles)

Japan

India Japan ✓*

Hardware standards**

Fiscal incentives

✓

India

Union

✓✓ ✓✓

✓

✓✓

✓

✓

✓

✓*

✓* ✓ ✓*

✓

Image -5 Global Policy Overlook Source - Nic Lutsey, Modernizing Vehicle Regulations for Electrification, (ICCT: Washington, DC, 2018), https://www.theicct.org/publications/ modernizing-regulations-electrification.

✓

l The gap between the cost of ICE and EV vehicles is significantly high, even to make the cost equal to the ICE Regulations counterpart is let alone better than (chargers) EVs via subsidy is very high. l Installing the charging infrastructure to push the initial adoption alone by government is investmentIncentives wise, is mindboggling.

However (chargers) the encouragement to

✓

Industrial policies Subsidy

✓

OEMs and BaaS providers the Hardware policies are under place as the ✓ due standards** to lack of uncertainty on which Infrastructure mechanism (Fast

charging, Battery Swapping etc.)

Building will flourish in long term ✓* restrict regulations the government to go all out for the

Infra establishment. l No proven policy framework or Fiscal ✓ so road incentives exist as of now in the world,

14 | Telematics Wire | December 2020

✓

Indian Government does not have any ✓ solid reference✓or benchmark ✓ to begin with the transformation.

Just to give an example even today we do not have a Charger standard ✓unclear which ✓ in✓* place, because its way the world will move like CCS, CHAdeMO etc., despite we can see different country have highlighted ✓ preference. ✓ their

✓

Targets (chargers)

✓

✓

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✓

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✓*

Image -5 Global Policy Overlook

batteries at some service cost. Though this model has been tried and failed at very large scale in Battery Place led Shai Agassi, however this can provide solution of higher upfront cost and Range anxiety.

Led by Two Two Personal Innovative Business Wheeler personal Wheeler/Three mobility Model Innovative mobility, Public Wheeler Passenger car, business Models like B2B transport and Commercial Two Led by Two Personal partnerships & Franchise Wheeler/Three Wheeler mobility Four Wheeler the BaaS will help the Wheeler Passenger car, personal Uses commercial Dealer networks and lower Commercial mobility, Public investment for OEMs.The Image -6 Road map for Indian EV adoption winner of Initial two phases will be decided on how Way forward open OEMs/Service Providers are to partnerships or innovative As the challenges associated with each stakeholders are vast and business models. Just to give example Tesla Model 3 Comes in its looks like a challenging transition to the EV. I will split the 120 Buildable configurations.

Image -6 Road map for Indian EV adoption Indian EV transition into 3 Phases as demonstrated in Image -6.

Localization - Higher upfront cost and reliance on foreign supplier can be curbed by localization of Key EV Battery Swapping components. Government should support the Innovative component manufacturing BaaS can provide the Businessbusiness Model industry and Electronics Innovative solution of Higher Models like B2B assembly industry. This partnerships & Franchise will enable the job creation and lower BOM costs as well.

Policy–As Subsidy are not a sustainable way to encourage adoption of new Policy technology Government Localization policy to ease out the Tax, Government policy to Manufacturing and local ease out the Tax, Higher upfront cost and up-skilling of the resources.

Manufacturing and local reliance on foreign A detail road map should supplier can be curbed be drafted after the FAME Image -7 Key Lever for Early adoption of EV in Short to Medium Term scheme.

Image -7 Key Lever for Early adoption of EV in Short to Medium Term As a conclusion I would The first phase is governed by B2B use cases like Two wheeler say “The Indian EV ride Looks Bumpy, but it’s full of potential, / Three wheeler ride sharing, Three wheeler good movement opportunities and it’s a long road to the destination”. o etc., as the TCO parity kicks in at higher utilization levels. This transition we are witnessing right now and are quite visible by the Author 100000 E rickshaw sales, and 20% growth in EV Two wheeler Gaurav Dadheech sales.

Hero Innovation Cell, Phase -2 will be led by Two wheeler personal mobility, Public Hero Motocorp transport like Buses and Four wheeler commercial uses. Personal Mobility Passenger car, Intercity Transport segment will act as Gaurav Dadheech is part of Hero Innovation late entrant and will flourish in Phase -3. cell, working on World’s First Class changing To acquire the Innovators and early adopters as fast as Electric Vehicle. Gaurav has Masters in possible, four levers will play a Major roles which are mentioned Mechanical Engineering from BITS, Pilani. He has experience in Image 7. in Electric Vehicle Product development, Product Planning and Battery Swapping – A Business model which enables the Strategy. customers to exchange discharged batteries with charged

Phase -1

Phase -2

Phase -1

Phase -2

Phase -3

Phase -3

December 2020 | Telematics Wire | 15

Technical Insight

Engineering next generation Electric Vehicles through Virtualization Tushar Sambharam Ansys

T

he last six months have been quite turbulent for the automotive industry globally, especially in India.

These challenging times have given the industry an opportunity to evaluate and reprioritize the technological initiatives that could pave the way for the future. Electrification, which is one of the disruptive technologies for the automotive industry, is expected to see significant acceleration in localization.

Some studies estimate the electric vehicle market to value around `500 billion by 2025. Two-wheeler and three-wheeler market may see significant adoption with more than 20%, followed by

16 | Telematics Wire | December 2020

e-buses, which maybe around 13%. Light commercial vehicles may see a modest adoption in the medium term, but will ramp up as the infrastructure starts to settle in.

To meet the growing market demand, the engineering team in these organizations must combine speed with a strong commitment to deliver the product promise of reliability and performance.

Engineering simulation has played a key role in enabling OEMs to realize these product promises. 3D simulation has established itself as a standard practice for detailed design of the components across the physical domains. CFD simulations have helped engineers to maintain the

battery temperature within safe and reliable limits with optimized cooling system. Computational electromagnetics has been instrumental in ensuring the performance and validity of electric machines. Virtual pre-compliance testing for EMI EMC reduces the number of prototypes required to certify the product. Multiphysics simulations have helped engineers to understand the complex interactions of the different physical domain.

3D simulation, even though very powerful, cannot extend beyond component design as it cannot account for interactions with the control software and hence system performance

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December 2020 | Telematics Wire | 17

parameters such as drive cycle analysis, range prediction etc. require a broader approach that extends beyond just 3D simulations. Automotive companies are working towards closing this gap by employing next generation simulation technologies.

I will now share some of my personal experiences while interacting with these OEMs/Suppliers and the trends that are emerging in product development process using virtual product development and validation techniques

design specification resulting into less design iterations. Opensource Modelling languages such as Modelica and VHDLAMS are being used to develop EV component representations. Model exchange standards of Function Mockup Interface (FMI) helps collaboration across the simulation platforms. Even historical design and test data can be used through data analytics and machine learning to create accurate behavioral model

Model Based Design

Physics Based Virtual System V&V

The challenges in development of next generation vehicles lies in the increased complexity of the overall system. The complex functional and architectural designs need to be verified and validated for suitability early in the design cycle before venturing into complex and time-consuming geometrical design.

Virtualization needs to extend upstream of the product development cycle to bring the system considerations early on in the design stage.

Model based design is the best way to tackle these challenges. It is known to reduce the complexity of the design while ensuring interdisciplinary interactions.

The capability to perform early stage validation and verification ensures that none of the architectural issues are taken into the detailed design stage. This ensures that the detailed component design happens with much reliable

It is often encountered that a component designed in isolation exhibits the best in class performance, but when integrated into a system, shows significantly subpar attributes. The complex interactions and interdependence between the components require component validation and design optimization on a system level. System validation and verification is an important milestone in product sign-off.

The traditional way of detailed system validation study is done after making physical prototypes of components and this makes any design change very expensive. Virtual validation and verifications, which can be done at an early stage, requires accurate representation of the components to ensure the accuracy in predictability of the system. Model Based Design can form the base of System simulation.

As the product design matures, more and more high-fidelity data generated which can be used to improve the system model. The advanced techniques such as Reduced order Modelling (ROM) have proven to develop very accurate model representations from geometric simulation data. For complex simulation, such as prediction of battery temperature over a drive cycle or estimating motor performance for a given driving scenario, the ROMs have proven to accelerate the simulation speed without compromising the accuracy.

There is as much software in current vehicles as the hardware. Model based software development is widely used to develop the control software. The Battery management System (BMS) is the most critical piece of software in electric drivetrain. The functionality and the safety of the battery is determined by how well BMS performs its functions.

Another important software code is motor controller, which is responsible for efficient operation of the electric machine. Apart from these, there are several vehicle level ECUs that manage the overall operation of the vehicle. These software algorithms, once implemented, needs to be verified with the plant model through Model-in-loop (MiL), Softwarein-loop (SiL) or Hardware-in-loop (HiL) interfaces. The accuracy of the plant model developed for these validations is very important to ensure the software integrity.

Credit: Upstream

18 | Telematics Wire | December 2020

Process Integration and Design optimization (PIDO) Robust Design optimization (RDO) needs to pan across the complete product design workflow to ensure the optimal system performance across different physical and design parameters. RDO ensures the balance between product reliability, performance, and cost.

PIDO can help to create infrastructure required for RDO. The ability of PIDO to integrate heterogeneous simulation environments from different sources to create a streamlined simulation workflow can prove very powerful when combined with RDO. PIDO yields substantial productivity gains for expert analysts and captures their expertise and makes it available to engineers outside the analysis department.

Model Based System Engineering: Platform for Digital Continuity The advanced simulation techniques discussed before need a platform to

enable seamless exchange of data and connectivity with the overall product development ecosystem.

Model Based System Engineering (MBSE) provides the platform to achieve digital continuity between these different segments of product development and enables collaboration between them. The MBSE environment can interface with Application Lifecycle management (ALM) for connectivity with requirements and functional

design. It can interact with Product Lifecycle Management (PLM) for geometric connectivity. Virtual as well as physical test data can be hosted on a Simulation Data Management environment (SPDM), which is at the heart of MBSE. This kind of framework will enable connectivity, traceability and interoperability throughout the product development lifecycle and enable a better and cohesive effort in product realization. o

Author Tushar Sambharam Lead Technology Specialist, Ansys Tushar Sambharam has over sixteen years of experience in modelling and simulation domain of traction motor, wireless charging, power electronics. Tushar has worked extensively in enabling major Indian automotive OEMs and suppliers with adoption of advanced simulation methods. Tushar has developed several innovative modelling techniques using multiphysics, optimization and system simulation to solve EV challenges. He has several conference publications to his credit.

December 2020 | Telematics Wire | 19

Technical Insight

Purpose-built Electric Vehicles for Ridesharing…

Christie Fernandez Sooorya EV Pte Ltd

E

merging markets are characterised by booming urban centres, a fast-growing middle class, inadequate public transport, pollution, climate crisis. A vast majority of the population cannot afford to own a car or pay regular taxi fares.

If you have travelled to India or other ASEAN countries, you will find different kinds of vehicles, mostly built by small enterprises, catering to the needs for affordable last mile transport. You will find Jeepneys in Philippines, Tuk-tuks in Thailand, Trikes in Cambodia & Vietnam, Rickshaws & Share Autos in India. Most of these vehicles are over-crowded, not so safe, or comfortable, but are available & affordable. And the market is growing exponentially.

(Source: Internet Images)

In India electric Rickshaws have proliferated, because they cost less than petrol/diesel vehicles, have lower running costs, and are more profitable for driver/owners. In the last few years over 1.5 million electric rickshaws, transport over 60 million commuters every day, at exceptionally low fares of around 20 cents for a ride. Around 90% of these electric rickshaws are manufactured by small enterprises. But the challenge today, is how safe or comfortable is it to travel in such ride share vehicles.

It may not be safe for children to travel in such vehicles, and women may get more easily molested with no proper seating & over-crowding of vehicles.

Climate crisis, pollution & huge forex outflows due to oil imports, is making it imperative for developing countries to adopt clean energy & clean transportation.

Electric vehicles are now slowly becoming mainstream. The developed world is focused on speed, range & fast charging.

While in the developing world affordable cost is the main criteria.

20 | Telematics Wire | December 2020

Hence the need to design & build EV’s that are most suitable for the developing world.

The needs of the Ridesharing Segment in the emerging markets are quite unique. We have multiple stakeholders needs to satisfy: Operators / Driver-Owners / Commuters.

Operators need a plug & ply vehicle with built in device for app / navigation & payments. Built in GPS, Internet connectivity, Wi-Fi, seat sensors etc., will help to better manage bookings and increase monetisation.

Drivers are looking for an affordable vehicle to hire or own, with a low total cost of ownership (TCO), especially low running costs & minimum downtime to increase earnings & maximise profits.

Consumers are expecting low fares comparable with public transport, and at the same time seeking comfort & safety.

Short Distance Ride Share category is a fast-growing segment, because of cheaper fares.

However, currently there are no vehicles built to suit rideshare business.

The market opportunity is huge, “Over 16 million e-hailing trips take place daily across the globe (6 billion trips per year).

By 2030, this total is projected to increase to around 83 billion trips. Recent studies predict a growth CAGR ranging from 15 to 28 percent, which will lead to an increase in market size to 285 billion USD by 2030.” (Source: https://www.adlittle.com/en/ rethinking-demand-mobility) Purpose-built electric vehicles for ride-sharing requires a holistic approach to become a major success, major auto manufacturers may be at a disadvantage with high overheads, and encumbered by legacy systems & processes. EV Startups, passionate about this niche ride-sharing segment, spearheaded by entrepreneurs with a purpose to make a positive impact in affordable & clean mobility solutions, will win big. o Author Christie Fernandez Founder & CEO, Sooorya EV Pte Ltd Christie Fernandez is a serial entrepreneur, brand/marketing consultant, autodidact, and polymath. Christie, the founder of Sooorya EV Pte Ltd, is on a mission to create a positive impact in clean transportation & energy.

Christie is redefining how automobiles are designed, manufactured, and sold, with a strong focus on sustainability, profitability & societal impact.

November 2020 | Telematics Wire | 21

Technical Insight

Navigating the Micromobility Charging Landscape Simon Fellin Teleport Mobility

arrive to the train station at rush hour and there are not slots available where you want to go.

Strengths Parking Setting up a charging rack implicitly means that you are also helping solve the parking situation for scooters and bikes.

Research from Oslo shows that when parking racks are available there are many less scooters poorly parked.

Hub Setting up a parking rack gives customers a fixed location where they can go and expect to find vehicles.

Security Having the vehicle locked into the charging rack reduces the risk of theft.

No Logistics When users park the vehicles in charging racks there is no need for an operational team to carry out that task.

A TIER Scooter & Powerbox (Source: Tier press release)

A

hot topic these days is charging infrastructure. The german micromobility operator Tier recently landed a â‚Ź250M investment from Softbank to establish its energy network. Why is infrastructure so important anyway?

Charging infrastructure is seen as a key component in driving per charge costs down from the HIGH single digit $ and â‚Ź numbers we have seen in the last years (Which made up almost half of the mobility operators cost base) down to LOW single-digit numbers (2-3 $/â‚Ź per recharge) that will make micro-mobility operations financially sustainable.

The legacy operating model of micromobility operators comes with a big environmental impact.

Gig-workers and logistics teams have been driving combustion engine vans filled with discharged and broken vehicles back and forth to warehouses for charging and repairs.

Cities and their inhabitants have also grown weary of scooters thrown on the 22 | Telematics Wire | December 2020

pavement. Often, the rider has run out of battery and simply abandoned the vehicle on the sidewalk or cycling path, leaving behind a useless piece of metal for others to trip over.

This article goes through the upsides and downsides and opportunities of the two leading solutions in the market.

Charging Stations Several companies have been working on addressing both the issues of free-floating micro-mobility by moving back towards docked mobility, modeled after the many well-tested docked bike and ebike sharing schemes that have been emerging in cities, mainly over the past 10 years.

This operational model requires users to start and end their rides at designated locations in a city where parking racks are set up, which may work great when infrastructure is well built out and there are stations at every block, but may also cause disappointment and stress when vehicles are not available or when you

Weaknesses

Docked, not dockless Docking stations go against the basic free-floating paradigm that has made scooters popular, having true doorto-door transportation. Sure, entirely docked bike systems work, but they are usually heavily subsidized by the city, because the stations are expensive to establish and it is not as convenient for the end-users.

Curbside locations The operators will want the charging stations to be on central curbside locations which can be difficult and/or expensive to access in order to scale the network.

Space Limitation The number of vehicles possible to charge in one location is limited by the parking space available, over-capacity of parking and charging spaces is required in order for the system to operate smoothly.

Suppliers l Swiftmile

A Jelbi mobility hub with a Swiftmile charging station and a Nextbike docking station (Source: TechCrunch) l Charge l Duckt l Kuhmute l Bikeep l Nubsee l Knot l Samocat l Magment l Parkent l Tranzito l Oonee l EnergyBus

Opportunities

Standardization Most station suppliers have a proprietary connector that is added to the different vehicles and allow them to be docked and charged in their network. This is a process which is more or less convenient and inhibits the growth of the network. Cities are much less likely to invest in fixed infrastructure that needs to be replaced at the end of each tender period. EnergyBus has been working on an open design of a standard charge & lock connector as well as communication protocol for several years, which will become commercially available in 2021.

Wireless charging Magment and a few other companies have created wireless charging concepts where in vehicles are usually charged through a coil in the pavement below the vehicle. This eliminates any mechanical wear and tear thus reducing the need for service.

Charging Plugs Not every location has the possibility to put up a rack. LEON Mobility addresses this with the Nubsee that is a small wall or pole-mounted charger for a single vehicle.

A great contribution to making charging slightly more “dockless�.

Solar charging Where grid connection is difficult or a moveable chagrer suitable for quick or temporary deployment solar powered charging stations can be great. An American startup called Optivolt Labs even have a stack that makes it simpler to integrate solar ON the vehicles - basically getting a self-charging vehicle which surely could be beneficial for some locations.

Battery Swapping The biggest operational change in micromobility the last year was the shift to battery swapping vehicles by all the major

Europeans players. In the chase for cutting operational costs, battery swapping was added as a mandatory for all new vehicles.

As timelines were pushed, most projects opted to reduce the technical risk by building the battery in a very similar way as they previously had done, just adding a pigtail connector and a lockable hatch to their existing scooter designs.

Some pioneers such as Feishen and Pushme saw what was coming and had more intricate designs prepared for user swapping. Operators also saw a possibility to distribute charging, especially in large cities like Paris, London or New York, where long distances and traffic congestion make it extremely inefficient to go back and forth to a warehouse in the city outskirts.

Now with the second and third generations of vehicles being defined, integrated user swappable batteries are high up on most operators requirement specifications. Not all operators agree that it makes sense to rely on unqualified personnel to swap the batteries, but as the savings that can be realized from making a less user-friendly swapping solution is very marginal and the potential downside of not allowing user swapping is a huge business risk, the industry is moving quickly in the user swappable direction.

Strengths

Fleet uptime Maximizes fleet uptime, a boost of ~5% (3 hour charge time/2.5 days between charges) compared to charging the battery with a charger.

LEVs for operations More efficient logistics by allowing the

A Teleport Battery Swapping station with integrated parking (Source: Teleport)

December 2020 | Telematics Wire | 23

use of light emission free vehicles (Such as cargo bikes) to transport batteries.

Easier Service Replacement of batteries does not require the vehicle to be taken in for repair and it is now easier to separate the economics of the batteries with the rest of the vehicle.

Scalability The network is comparably easy to scale due to possible separation from vehicle parking. A swapping station is easier to fit and does not require a curbside location.

Utilization

End-user swappable only Helps operators increase the utilization of low battery vehicles, since incentives can be offered for those vehicles and range is practically unlimited with a well built out battery swap network.

Market Penetration

End-user swappable only The incentives given out to customers for swapping batteries help operators penetrate new cost-sensitive market segments and also drives brand loyalty (let’s face it, it’s actually quite expensive to ride scooters in many markets today).

Weaknesses

More Batteries Requires more than one battery per vehicle. At Teleport we are calculating 1.35 batteries per scooter, with some room to increase that efficiency over time.

Packing Swappable batteries are often less space efficient than integrated ones, resulting in slightly shorter range.

Moving parts More moving parts in the vehicle that could require service more often than for an integrated battery.

Reliant on customer performance

End-user swappable only Additional point of failure in allowing unqualified personnel to perform a critical task, the industry has previous experiences of this from the prime gig-working days of charging.

Suppliers l Teleport l Swobbee l Sun Mobility l OKAI l Gogoro l Ionex l Raido l Immotor l Voltup

Opportunities

Standardization A standardized battery format does not only make batteries interchangeable between different vehicles, it will also allow operators to access economies of scale benefits by collaborating in the same network, multiplying the density of both swapping stations as well as vehicles in need of swapping.

It will also make it much easier for consumers to compare price and quality of batteries, creating more satisfied customers and a healthy competition that will push both price as well as battery and vehicle innovation.

Furthermore, the LEVs are improving so rapidly that in a few years operators will be pressed to invest in new vehicles to stay relevant and competitive. Then, the second hand value of both vehicle and battery are greatly improved by having the battery format standardized.

The second hand value and the possibility to industrialize disassembly & recycling reduces the battery’s life cycle impact and makes the battery much more attractive for Battery-as-a-Service financing. Operators

Author Simon Fellin Teleport Mobility Simon Fellin is CEO of Teleport, a battery swapping service provider that has created an open-source, swappable battery standard. Simon has a background in the automotive industry but has spent the last five years in executive positions in the Light Electric Vehicle industry with safety and sustainability as guiding principles.

24 | Telematics Wire | December 2020

that pay up-front for batteries waiting to get them delivered from China will quickly be outcompeted in the current environment.

In a few years, battery swapping will not only bfor shared fleets of scooters and ebikes.

Package and food delivery companies as well as individuals owning scooters and eBikes will also utilize the network. This will continue to push the cost of swapping down and further increase the density of the network.

ESS system With the addition of an inverter battery swapping stations can be used by real estate owners not only to swap vehicle batteries and provide a transportation service for customers and tenants. The batteries are also an important asset in their electrical installation. Buildings with solar panels can charge the batteries with excess solar instead of selling it back to the grid and they can cut consumption peaks from heavy machinery such as elevators. Giving the host lower utility bills as well as a power backup system.

Conclusions There is not likely to be a one solution fits all, but different solutions are suitable for different geographies and regulations. In most cases, parking, charging and swapping solutions will co-exist and complement each other.

If a city strongly believes in docked micromobility and is willing to dedicate curb-side locations with electrical connections for a standardized vehicle charging station, it’s a great solution! If there is already a place to park, always consider integrating charging.

A battery swapping network is easier to establish as parking is separated from the charging. It increases fleet uptime and user swapping drives utilization by removing range as a factor in choosing a vehicle. Thus it is the best solution for dockless systems.

Operators also carefully need to calculate the need for in-field teams in their markets, even if charging could be made completely autonomous there will always be a need for in-field teams to do maintenance, rebalancing and vehicle rescue.

There are many smaller startups in the micro-mobility charging space, currently with limited differentiation. This means that the space is very dynamic and innovative, but that a winning solution has not quite emerged yet. Besides innovation - consolidation and standardization are two parameters that we believe will define the winners in this market.. o

Technical Insight

Tech Frontiers in EV Dr. Rashi Gupta Vision Mechatronics Pvt Ltd

T

he era of Electric Vehicles (EV) has begun. With growing environmental concerns and the advent of lithium batteries there have been consistent advancements in development of electric vehicles.

However, the rate of EV adoption has been slow in many countries. Some of the common technology frontiers beyond which there could be an exponential rise in EV adoption are discussed.

Batteries used in EV have less energy density as compared to conventional fuel vehicles. Due to which EVs have lesser range than internal combustion engine vehicles. Although lithium ion batteries have increased power handling capacities, life and energy density of batteries in EV, to some extent. Still energy density of EV battery needs improvement and is a topic of high priority. Latest solutions under test for improving energy density include Metal Air battery, Solid state battery and modifications in chemistry and designing of lithium ion battery for improving their energy density. Metal Air batteries have their anodes made of pure metals and ambient air as their external cathode.

Solid state batteries make use of solid electrolyte instead of liquid or polymer electrolyte used in current Lithium ion batteries. Apart from increasing energy density, they also improve safety and performance of batteries. Both Metal Air and Solid state batteries still suffer from challenges like durability, higher cost, efficiency etc. Hydrogen Fuel cells having very high energy density and faster refueling are also considered for EVs. However, they suffer from low efficiency and high cost which has prevented them from becoming main stream. Advances in Hydrogen fuel cells are being made such as storing hydrogen at lower pressure.

26 | Telematics Wire | December 2020

Another area of innovation in electric vehicles is reducing their cost. Batteries account for major portion of the cost of EV. Efforts are being made in finding cheaper battery technology with long life time. EVs have high initial cost however the levelized cost of EV is less over their lifetime. There is a huge potential in reducing the high upfront cost of EV by making cheaper batteries with large energy density and long life or cheaper fuel cells. Increase in life of batteries also reduces the overall cost of EV by avoiding the battery replacement cost.

battery, some have gone the path of battery leasing and have managed to top the EV sales chart.

Another way of handling the range anxiety of EV is by bringing innovation in EV charging and improving EV charging infrastructure. Public charging stations are required for faster adoption of EV, but in many countries EV charging infrastructure is very poor. Residents living in compact urban areas may not have possibility of charging from home and rely on public charging infrastructure.

Peer to Peer (P2P) EV charging station

Latest solutions under test for improving energy density include Metal Air battery, Solid state battery and modifications in chemistry and designing of lithium ion battery for improving their energy density

One way of reducing the high initial cost of batteries is by selling EV without battery. Batteries can be leased separately or EV and battery can both be leased.

It reduces concern of battery life, their maintenance and replacement among EV buyers. Also, as the battery technology is changing at a fast rate it ensures EV user can easily switch to newer battery technology. The Government of India has recently allowed sales and registration of two and three wheeler EVs without prefitted batteries. Battery leasing requires the battery pack design to be capable of implementing leasing. Although most of the EV manufacturers sell EV with

are also considered for improving charging infrastructure, wherein private charger owners make their charger available for public use at suitable rate. It helps in improving utilization of private chargers. and also creates energy trading opportunity for individuals who have excess generation like solar.

Increase in EV charging demand will put stress on the grid, and there will be need of updating grid infrastructure.

Charger should be designed such that it minimizes the charging peak demand on the grid. Also, there is issue of incompatible chargers which also needs to be taken care of. As different vehicles

needs to be improved for charging faster without degradation in their life time. For meeting need of large scale rapid charging infrastructure manufactures are designing systems and parts for EV like liquid cooled charging inlet and couplers designed to dissipate waste heat from fast charging.

Battery swapping is also considered as a means of reducing charging time wherein charged battery replaces discharged ones. However, it limits the flexibility of

Figure 1 Fast Charging

have different battery voltages and type of connectors. The issue of insufficient charging infrastructure and relatively long charging time could also be tackled to some extent with efficient scheduling of EV charging. While implementing EV charge scheduling special attention needs to be given to demand and constraints of customer. Also, there is constraint over the capacity of electrical grid and availability of charging station. Further, EVs should be charged from renewable energy source to make them more greener. This is being achieved with a collaboration between EVs and Smart grid. Modern smart grids will be capable of incorporating advanced equipment and process large data. Artificial intelligence can be used for coordinating EV charging using the data available from grid and EV. Optimal management of EV charging stations will ensure better availability of chargers and reduce stress on grid infrastructure as well and make EVs more greener.

Improving charging techniques like wireless charging can reduce the number of refuel breaks needed by EV. Need of frequent charging has been one of the hurdles for EV. Dynamic wireless Charging systems (DWCS) which charges the EV even while in motion needs to be developed on commercial scale. Some of the wireless charger manufacturers are claiming to have achieved 94% efficiency.

However, cost of wireless chargers is much higher than equivalent plugin charger and EVs capable of wireless charging are also rarely available. Research is being made to develop dynamic wireless charging technology capable of allowing data transfer between road and vehicles for assisting autonomous driving.

The charging time of EV needs to be reduced for faster adoption of EV. Users expect refueling experience similar to fuel

Figure 2: Wireless Charging`

engine vehicles of refueling within few minutes. Fast chargers of around 350kW have been developed. However, they reduce life of current lithium batteries and are much costlier than existing slower counterparts. Fast chargers need to be made cheaper and easily available.

Power handling capacity of batteries also

EV design and requires standardization.

Nevertheless, it can be implemented as an intermediary step in transition towards EV. Implementing AI with EV opens number of avenues for advancement such as estimating remaining range in EV. Route optimization for maximum range of EV. EV being in a nascent stage lacks easy

Figure 3:Autonomous Electric Vehicles

December 2020 | Telematics Wire | 27

Figure 4: Vehicle To Grid

Figure 5: Blockchain in EV

availability of expert service personnel and spare parts for maintenance. Predictive and preventive maintenance for increasing their reliability can be improved by using AI. One of the key applications of AI is Autonomous driving. Major EV manufacturers

have invested heavily in developing Autonomous driving. EV software solution for enhancing safety, connectivity and infotainment will always be an area of development. A widespread adoption and deployment of 5G network is expected

Author Dr. Rashi Gupta Managing Director, Vision Mechatronics Pvt Ltd Dr. Rashi Gupta, fondly known as “Batterywali of India”, is the pioneer of manufacturing of Advanced Lithium Batteries in India alongwith the “World’s Smartest Lithium Battery”. She is the Founder & Managing Director of Vision Mechatronics Private Ltd, leading it towards a name to reckon for in the field of Robotics, Renewable Energy & Energy Storage. A Women Entrepreneur who has been fearless & ferocious in creating a brand for herself & the company in these male dominated fields.

28 | Telematics Wire | December 2020

which will enable better implementation of Autonomous driving. The low-latency and high-speed connectivity of 5G will be harnessed by EV software developer to make extremely safe and autonomous driving really possible. Big players in EV sector are already engaged in developing autonomous driving vehicles. Partnerships are being made between manufacturing companies for faster rollout of autonomous driving vehicles.

Implementing Vehicle to Grid (V2G) can help in reducing ownership cost of Electric vehicles and providing support to the grid at the same time. In V2G, EV supplies stored energy to grid during peak demand to reduce stress on the grid and consumes excess generation. It is often found that on average cars are parked 90% of the day, this time can be used for implementing V2G. This enables EV to receive discount on charging cost and is some cases even earn from providing grid services, thereby reducing their ownership cost. Electric vehicles and their chargers capable of implementing energy management needs to be developed on commercial scale. There have been few implementations of V2G which are mostly under testing phase in some countries.

Electric planes and electric watercrafts are also being developed by few startups. Electric planes capable of short hauls have been developed but their commercialization is still remaining.

Electric planes will need highly durable and reliable EV charging components and high energy density batteries.

Powered by digitization a rise in connected and shared mobility is expected in the future of mobility sector. Managing financial aspect of EV while implementing EV related services like battery leasing, battery swapping will need collaboration between diverse organizations.

Implementing energy trading services like V2G and other P2P application in EV requires trust, transparency, privacy and governance between the stake holders. This can be achieved by incorporating upcoming digital technologies like Blockchain and augmented intelligence. Blockchain offers a trust layer in the form of distributed ledger. Being highly secure, transparent and immutable in nature blockchain enables parties to interact with each other without need of central authority. o

WIRELESS CONNECTIVITY 5G, LTE, 2G, 3G, Bluetooth, Wi-FI SAFETY AND DRIVER AIDS RADAR, GNSS, e Call, ERA-GLONASS,TPMS,RKE, NG-eCall IN-VEHICLE NETWORKS Antennas, Connectors, RF Cables, Ethernet, Optical Fibre INTELLIGENT TRANSPORT SYSTEMS V2X, DSRC, 802. I I p ELECTROMAGNETIC INTERFERENCE OTA, EMC, EMI, Interference Hunting

November 2020 | Telematics Wire | 29

Technical Insight

Electric Vehicle Charging Infrastructure TWINKLE SINGH POWERLOGIX ELECTRO SYSTEMS PVT LTD

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n India, there is growing interest among policymakers to encourage adoption of Electric Vehicles (EVs) for road transport and phaseout fossil-fuel consuming. Internal Combustion Engine (ICE) driven vehicles in view of three major imperatives – • to reduce petroleum imports and thus, secure the country’s energy supply; • to reduce the carbon footprint of road transport by leveraging higher efficiency of EVs over ICE vehicles and through effective off-take of renewable energy; and • to reduce vehicular emissions of particulate matter, polluting gases and greenhouse gases.

The Government of India launched Faster Adoption and Manufacturing of (Hybrid and) Electric Vehicles (FAME) scheme in April 2015 (Government of India, 2015). FAME is an incentive scheme that aims to reduce the price of hybrid and electric vehicles to stimulate early adoption of these vehicles and develop a strong domestic market for such vehicle technology (ies). Recently, the Phase-II of the FAME scheme has been announced which has a budgetary provision of ₹100 billion (Government of India, 2019).

Apart from FAME-II, the Union Trickle Charger (<3kW) Charging from a domestic 3 pin socket.

Budget 2019 makes a strong pitch for private ownership of electric 2-wheelers and electric 4-wheelers by allowing income tax deduction of up to ₹ 1.5 lakh on the interest paid on the loans taken to purchase EVs (Press Information Bureau, 2019). Despite the government’s unambiguous policy signal and considerable financial support, the EV sector is finding itself on a bumpy road.

Implementation of electric mobility in India is akin to solving a jigsaw puzzle.

EV charging is undoubtedly a critical piece in this puzzle. EV charging

The future of car travel is electric & so it makes perfect sense for us to offer EV Charging to our customers. It’s also a good fit with our commitment to the environment

Fast Charger (7kW-22kW) Found in homes, workplaces and public parking lots.

Typically adds around 10-15 kms of range 7kW adds around 30-48 kms of range per per hour. hour. 22kW adds around 95- 145 kms of range per hour.

Not suitable for public charging.

Suited to destinations with dwell times of more than 45+ mins.

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infrastructure which closely binds mobility with the electricity sector is not only revolutionising the transport sector, it has the potential to transform the electricity distribution paradigm. The inter-linkages between electric mobility and electricity grid make the role of power distribution utilities critical.

Additional electricity sales due to EV charging would increase the revenue of a utility. In the process, the Indian automobile industry also aims to become a leading global hub for design, manufacture and export of pure electric vehicles supporting the ‘Make in India’ initiative.”

“Electric mobility - a potential solution for India” Getting the Right Charger There are range of charger types and speeds available. The right charging mix for each business will depend largely on the average dwell times of visitors.

Take, for example, a service station, situated close to a major highway, which attracts EV drivers who urgently need to charge while undertaking a long journey. Dwell times are typically under 30 minutes and charging is the primary objective of EV drivers that visit. While Rapid Charger (43kW+) Frequently found at highways and major supermarkets.

A 50kW rapid charger adds around 200290 kms of range per hour.

Ideal for destinations where dwell times is less than 45 mins.

there, drivers want to stretch their legs, perhaps grab a coffee, but otherwise be on their way as quickly as possible. In this scenario, a rapid charger (43kW+) would be the best fit. In another, very different scenario, a shopping centre is visited by EV drivers who typically spend 5-6 hours browsing the various retail outlets. At this destination, charging is a secondary activity for EV drivers, which takes place while they enjoy the facilities on offer. In these circumstances, there is no requirement for urgency and a 7kW charge point could meet the needs of most EV drivers.

The above table options summarize the different charging options available for hosts.

Pricing Strategies for Host There is no one size fits all pricing strategy for EV charger hosts. Businesses can seek to drive customers to their premises by providing charging at no cost, or look to monetize chargers by setting a tariff for usage.

Below is a summary of the main pricing strategies available to EV charger hosts:

EV charging infrastructure is the backbone of electric mobility & has been the most contentious issue.

EV charging operators and e-mobility service providers must address these six imperatives to sustain outstanding EV charging network performance, enhance customer satisfaction, and improve the bottom line.

• Monitoring and control

Loss Leader Cost Recovery Charging is provided at no cost to The host sets a tariff for charger usage, visitors. to recoup its investment/and or to cover its electricity costs.

Popular with EV drivers. Can build brand Makes EV charging more feasible for loyalty, increase footfall, dwell times and businesses with smaller budgets. basket spend Popular with many national supermarkets Popular with a car parking lots and some and retails parks. hotels.

EV charger hosts can also implement a hybrid pricing model to discourage overstaying or peak usage. This enables businesses to get the benefits of the loss leader model, whilst being protected against abuse, or unhelpful usage of the chargers.

It’s advisable to work with a EV charger provider that has a back-end, smart reporting system, which can be used to collect data from chargers, set tariffs or dynamic pricing and monitor utilisation. A good provider can help businesses to understand the typical usage profile of their sites, along with the chargers and pricing strategy that’s the best fit.

• • • • •

Scalability Network monetization Energy management optimization Integration and interoperability Flexibility and agility

Wrapping It Up Electric vehicles present a great potential for the greening of the transport sector – and our planet. A robust, efficient, flexible, and cost-effective EV charging infrastructure still holds the key to widespread adoption. If your

Profit Making The host sets a tariff for usage that over time will exceed the cost of installation and usage.

Opens up a new revenue stream for EV charging.

Best suited to businesses in area where drivers need to charge urgently and will pay a premium.

EV charging business is to succeed, ensure your EV charging management platform delivers the above mentioned imperatives. o

Author TWINKLE SINGH FOUNDER & CEO POWERLOGIX ELECTRO SYSTEMS PVT LTD Twinkle Singh is an EV enthusiast with 7+ years of engineering experience & the patent holder who founded Powerlogix in 2017.

He saw the potential of electric vehicles as the next major mode of transportation and set himself the goal of wiring up India with charge points to facilitate the switch to EV from internal combustion engines. Helping to build & deploy mobility products from scratch to product-market fit and beyond.

December 2020 | Telematics Wire | 31

Market Insight

Global Battery Electric Commercial Vehicle Market to Grow 47% in 2021 Alastair Hayfield Interact Analysis

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nteract Analysis is a UK-based market research company that produces in-depth reports into trail-blazing technologies such as robotics, industrial automation, and vehicle electrification. Our analysts study all major manufacturing countries and regions, including India.

Our recent research has included an in-depth assessment of the global commercial vehicles market. We look at the market from the powertrain angle – battery electric, fuel cell electric, hybrid and non-electric, but with a specific focus on electric and hybrid vehicles, as these two new energy solutions are gaining a strong foothold.

Global sales of battery electric trucks and buses have seen a further contraction in 2020 following China’s cutbacks in EV purchasing subsidies. We predict that by the end of the year, new registrations will stand at 155,890, which is a 7% drop on the 2019 figure (167,811). However, the sector will bounce back as early as 2021, when we expect to see a 47% leap in the market, taking the global figure up to 229,900 new battery electric vehicle registrations for that year. This is driven by growth in Europe and North America,

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along with the extension of China’s EV subsidy program which was meant to come to an end in 2020.

By 2030, India will become one of the world’s most important markets for battery electric commercial vehicles Where does India stand in all this?

The country is starting from a low base.

The market for new registrations of battery electric trucks in any category was negligible in 2019, but our research detects green shoots of growth as the Indian economy expands. 2022 will see the country move into the 100s for the first time, with 400+ new registrations forecast. This figure will almost double in 2023. We are still talking small numbers compared with countries like the UK, Germany, and France, but in terms of growth rate, it could be described as exponential. Year on year increases are predicted to be of the order of 60-90% all the way up to 2030, when we anticipate India will register over 34,000 battery electric trucks, accounting for just over 3% of the total market. China’s battery electric commercial vehicle market is, of course, vast, however, if we take China out of the equation, India’s share of the rest of the APAC market for battery

electric trucks will increase from 0.02% in 2022 to 19% in 2030.

Where battery electric buses (city and inter-city) are concerned, the story is very different. India is a vast and populous country. Its burgeoning economy is going to depend on an effective public transport system. Our analysts have emerged with some headline figures, placing India at second only to China in the global leaguetable by 2030, with new registrations in that year standing at nearly 20,000, way ahead of big economies such as Germany (predicted at 2,000 battery electric buses in 2030), and the US (at 7,000 – although this US figure includes school buses, which are not included in our figures for non-North American markets).

Interact Analysis forecasts that electrified powertrains – hybrid, fuel cell and battery electric – will account for over 2.5 million global annual registrations in 2030. Battery electric powertrains are expected to be the predominant drive technology in utility and light duty vehicles and city buses. Inter-city bus fleets and long-haul trucks are expected to see an increasing use of hybrid technology, primarily because of the long range of these vehicles, where pure battery electric is simply not a viable option.

For the purposes of our research, we subdivided commercial vehicles into the following categories: Utility trucks (0tn2.8tn); light-duty trucks (2.8tn-6.35tn); medium-duty trucks (6.35tn-14.97tn); heavy-duty distribution trucks (above 14.97tn and above, e.g. refuse trucks); long-haul trucks (duty cycle approx. 400 miles per day); city buses and inter-city buses.

To continue the conversation about the global or Indian commercial vehicle market, get in touch with Alastair Hayfield today: alastair.hayfield@interactanalysis. com o

Technical Insight

There are no Challenges in Transition to EV that We Cannot Overcome Vitan Jagada Radiance Electric

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ontrary to word spreading around about lack of infrastructure being the biggest roadblock in transition to EV, we believe awareness and trust play a key role in leading a smooth transitioning of one small group at a time. People need to be given a hands on experience on their product, mainly to understand the working of the electric vehicles as they wonâ&#x20AC;&#x2122;t believe in printed or digital media. OEMs and distributors here have to step up in extending support to make this happen to accelerate the transitioning.

Policies play a major role for the EV shift As there are many capable manufacturers building vehicles that would require nil to minimal adjusting to be required when shifting to electric, we believe the central government should bring out more lucrative benefits as the Delhi government is offering, understanding the pollution level of all major cities.

All state governments have a subsidy for 2W, 3W & 4 wheeler. The FAME 2 scheme related to electric vehicles with subsidy upto 1.5 Lakh rupees plays a major role. So we think the government is doing well with these policies as it helps to make a shift.

OEMs & distributors need to partner up for building charging stations However big corporations understand that a public mentality or opinion cannot change just with spreading awareness 34 | Telematics Wire | December 2020

and we need to touch each and every life to make them believe. There are charging stations being developed in all major hotspots in every major city. Itâ&#x20AC;&#x2122;s a challenge to set up charging networks across cities and states solving the issue as controlling and maintaining them safely as many do not simply have stable electricity and power theft is common.

Manufacturers need to understand that setting up a unique and exclusive charging network for just their vehicles will not be feasible and will lead to much confusion. For e.g. If Hyundai cars charged at only Hyundai charging stations and similarly for every OEM, imagine how much space will be consumed and proximity issues raised if everyone wants to set up a different charging station!

The charging station should be universal for every oem, for this the government has to have norms of using a universal charging port. I believe we will get there soon as the market adapts to EV.

Battery Tech Scenario Battery prices are the next big challenge Lead acid batteries will be obsolete within 2 years with five major reasons to it 1. The fire risk they possess.

2. The humongous real estate.

3. The extremely long charging time required.

4. The hefty weight problem.

5. Limited life cycles.

With the requirements of the current logistics market, we need to compete with the existing diesel or cng model to be preferred by the fleet owners or individuals as a matter of fact, I cannot

emphasize more on the point, there can be no compromised performance if you want your vehicle preferred over rivals.

Coming to the most commonly used vehicular battery currently worldwide, the lithium-ion. Lithium-ion battery packs use very highly priced raw materials. Both vehicle and battery manufacturers have come up with many different ways to cut off the battery cost for the end users.

Such as lease options or daily rental or a swappable battery infrastructure. Lithium batteries cost about 40% of the total vehicle cost. Second biggest drawback which branches out to another problem is cell degradation.

Recycling The root problem is lack of battery recycling technologies. Picking an average of battery packs available in the market today, it retains only 80% of its original capacity at the end of 1000 to 2000 charge-discharge cycles which roughly translates to three to five years.

In a market where there is so much range anxiety even for new vehicles, this single problem tends to shoo away potential buyers.

This can be solved if someone miraculously forms a tie up like Tesla and Panasonic to create a million mile battery pack or in maybe 10 years if the cells become more affordable or a new battery raw material emerges.

Battery worries What immediately strikes peopleâ&#x20AC;&#x2122;s minds is that they have to bear 40% of the vehicle cost every 3 to 5 years, unfortunately this

is true but they save a lot more money because of all the fuel and maintenance savings. Summing this challenge, We need to be aware of the long term benefit, monetary as well as environmental benefits.

Once users see some brave souls go electric and learn from their experience, they will be a lot more confident about the concept and learn to live with its drawbacks because of other benefits like we do in ic engine vehicles. Once there will be a generation of used EVs, there will be a system in place for reusing those batteries in home energy, goods or storage facilities.

Current scenario in battery raw material and affordability of evs Moving into depths of the battery section, the highest cost is the raw material. The element Lithium is mined in only 4 locations & the chances are we donâ&#x20AC;&#x2122;t have much reserves for the same. If we stick with Li-ion cells we would just be on the same level of import tariff as crude oil.

There are multiple players popping up and even governments are trying to push, but we simply lack the infrastructure and supply chain and technology required to manufacture cells efficiently on the pace we will require it in the near future.

Different cells have different characteristics and we need to research all of them to suit different needs of even states in India as you see North is too cold. Centre, East and West are too hot and humid, South is too hot and wet.

Cell manufacturers will have to come up with a chemistry which stays efficient and safe in all these climatic conditions, which is very difficult, until then we will have to adjust with the high cost and fluctuating efficiency in relation to regions around the country.

There are lack of good robust built quality products at affordable rates whereas Mercedes, Volvo, Audi, tesla, rivian are coming up with fantastic, out of the world products, they are just not affordable and these expensive vehicles distant the masses & make them think a good electric car cannot be affordable.

In order to make them affordable we have to sell a lot of them, to break this loop we do not want the masses to believe EVs

to be a luxury product. This phenomenon can be similar to that of phone calls. They were very expensive and you had to pay to receive a call whereas now you could talk virtually free endlessly.

In India where one nuclear family owns only one car which they use for daily transit and outstation trips say twice a month and long tours once a year. 60% of them prefer to drive their own vehicle on the trips, this is a requirement which the EVs right now with the limited practical range of 200km that cost twice as much cannot suffice.

When car rentals become more common and practical and people begin to accept it on long trips I feel the masses will be easily able to afford EVs for their daily run and fast charging will be the norm.

Certification bodies need to improve their UI/UX! Also our set of rules in the motor vehicles act book are quite obsolete and directly picked up from ic engine tests which only focus on legality and not capability of the vehicles. This demotivates many manufacturers from mass producing vehicles and motivates mal practices in rural areas to run vehicles without certification above limits.

When prepping our vehicles for certification I realised it is a nightmare just getting hands on the material to refer to the laws, let alone understanding them and making our vehicles better road suitable.. They want you to not understand and seek out shortcuts in the process they can cash on.

I feel that there should be amendments in the motor vehicles act to suit and help manufacturers understand the laws better and what they act for so as to better build good vehicles rather than only making them legally right.

Future of EV sector Lastly we as humans long for change Constant improvements is the way of life We accept the fact that change is the only constant and we are moving towards great changes in the automotive sector.

The mammoth task is over getting people to believe electric vehicles can be feasible, it is only a matter of time when we will see only electric vehicles on road and gas powered vehicles will become exotics.

Battery prices and range wouldnâ&#x20AC;&#x2122;t be an issue with technological advancements in GRAPHENE cells. Itâ&#x20AC;&#x2122;s not science fiction anymore, Lithium ion was used in cell phones now in cars, Graphene is now used in cell phones, not so long before we figure out a way to power our EVs with it.

We could charge for a range of 300km in less than 10 minutes! And the concept of cell degradation would be an obsolete term. There will always be demand for something new in the EV space and manufacturing companies will definitely find a way to supply efficiently, in fact some of the companies are experimenting on different battery chemistry right now.

Because the drivetrain has become 70% clutter less, simple and maintenance free, EV manufacturers have so much to explore into IOT and autonomy which will be like a miracle happening for non tech vehicle users when they experience autopilot or are able to summon their vehicle or drive it like a remote control toy when the vehicle listens to your destination and drives you to it or it adjusts to your seating position when you enter the vehicle.

It will only get better from here and the challenges in transition to EV will be just a small phase compared to the wonders we will experience in the near future. o

Author Vitan Jagada Founder Radiance Electric Vitan Jagada and team are a group of engineers and industrial designers that are driving the electric revolution in Mumbai, Maharashtra.

Having set-up an assembly line for 3 wheeled cargo vehicles already, eyeballing different segments to expedite the EV adoption process in mumbai along with the FAME 2 scheme.

December 2020 | Telematics Wire | 35

Technical Insight

Role of Software Solutions in EV Charging Infrastructure Anurang Dorle EVCFinder

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ndia is on the verge of mobility revolution in the form of Electric Vehicle. In the recent years, we have seen rigorous development in the sector from the private companies to government front as well. EV OEMs actively working on launching new vehicles in the market with continuous improvisation in the technology. We have seen finger-count EV models on the Indian road so far, however, a good number of EV models by multiple OEMs will be launching in the year 2021.

The Clean Energy Ministerial of India set a target of achieving 30% sales of electric vehicles by 2030. 80% of EV transition is expected from 2 and 3 Wheelers followed by 4 wheelers estimated at 70% (Commercial) and 40% in buses by 2030. Globally also it is seen that the ratio of EV to public charger ranges from 5 to 40 EV/charger. Currently the EV charging infrastructure is in a very early phase in India and approximately 800-1,000 public charging stations have been installed which includes a mix of both AC and DC charging.

Along with National EV Policy FAME II, few more states like Delhi, Gujarat, Telangana launched EV policies to promote electric vehicle and encourage investment for local manufacturing to reduce cost of EVs and generate employment as well. These policies also focus on development of EV Charging infrastructure by providing incentives so that EV eco system grows in right pace. Many other states also drafted their EV policies and will be launching in the year 2021-22.

As per various reports and also seeing ground reality of adoption of EVs in different business models, 3-wheeler EV segment is growing rapidly. Major business models are E-loaders in last mile delivery & logistic, E- rickshaw where 3-wheeler EVs are used widely. 2-wheeler Ebike is 2nd fastest growing market used for personal use, rental, sharing and for the purpose of last mile delivery too.

In the 4-wheeler category, few employee fleet companies doing well by providing service using early E-cars in India. Along with this, Taxi and cab companies are on rise and expanding in all metro cities by providing by giving service of 100% electric vehicles in their business operations. E-buses is another segment in which many government organizations are publishing tenders and taking early steps towards green transportation intra & intercity commute.

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Challenges in EV Adoption What will happen if my EV’s energy drained down before reaching the destination or charging point? People do have Range Anxiety of EV’S battery. Cost of EV is one more barrier as of now. As we are importing most of the EV batteries, it takes around 60% share in total cost of electric vehicle. People have less Awareness of the EV technologies like battery, total cost of ownership (TCO), affordability & environmental benefits of using Electric Vehicle.

Lack of Charging Infrastructure is one the challenges for EV adoption. Because of less numbers of EVs on the road, individuals and organizations are hesitating to invest in charging infra. It’s considered that, as EV sector is emerging in India, initially Return of Investment (ROI) will take more time to get but once things are setting up, we can expect it soon over the period of 3-4 years.

In case of EV fleet & cab companies, they have installed charges in their own hubs & utilizing it night hours and nonworking hours for charging purpose. If EV is serving in the city, which could be far from hub location, in that case, they are utilizing public charging stations installed in various parts of the cities.

If we talk about personal EVs, most of the charging sessions are conducted in private chargers installed in apartments, bungalows, housing societies, workplaces, offices, etc with the help of AC chargers, which are low capacity chargers take more time to charge like minimum 4 hours to full charge.

Need of Software Solutions Software Solution plays very important role as it is one of the important parts of complete EV charging infrastructure. The Smart Technology helps to authenticate, keep track of charging sessions, and bill payment. With all latest technological updates, most of the charging points are connected to software solutions by internet connectivity. These unmanned charging points will be operated by EV users by own.

Software solutions based on EV charging infra acts like an aggregator in the EV ecosystem and connected to all major stakeholders in the industry. Need of software solutions varies according to user base so the requirement too. Major stakeholders as per the software solutions users are listed below.

• EV owners/users

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For every industry that faces unexpected fuel shortages, causing expensive and even life- threatening power interruptions: hospitals, construction sites, manufacturing facilities, bank branches and data centers.

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The sensor analyzes the difference between the properties of the current and the reference fuel and auto-adjusts proportionally, compensating for any measurement error. Unique FuelScan® technology guarantees unprecedented accuracy of 99.5% in all conditions.

December 2020 | Telematics Wire | 37

• • • • •

EV charging station owner/manager Charging station network companies Corporate user - Last mile delivery & logistic companies Corporate user - Fleet/taxi/cab companies Corporate user - Any organization having EVs to their employees • Private charging station owner/manager of apartment, workplace, etc A mobile app for the end user, which is EV owners/users, is essential while operation charging point, whether it’s public or private. Discovery of public charging station, availability of connector gun, navigation using map, authentication before starting the charging session and payment can be done using the app. In case of private charging points, chargers which are installed in the private properties like apartment, offices so that only limited people can access it, same app can be used for such shared charging points within community. If EV user is a part of corporate like mentioned above, he can use charging facility of registered charging points without making payment immediately.

A web portal access to EV charging station owner/manager to track charging-as-a-service business. In public charging stations - Live dashboard to check current and today’s charging session activity, Notification alerts in case of failure in charger which is hardware and similar services are provided in the software solution. Manager also can check reports on particular time line based like daily, weekly, monthly, etc. In case of private charging stations, manager can give permission to requested EV users to access chargers after doing one time registration process. Later he can check charging session of users and send them EV charging bills on monthly basis to collect payment.

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Corporate account manager can manage EVs operating in his organization and facilitate them with the public charging facility.

Corporate user can use registered charging points without making immediate payment of the charging session. In this B2B agreement, weekly or monthly payment can be done based on energy consumption. In such way software solutions are making the process simple but modular to operate EV charging related services.

Additionally, Software Solutions can be developed in customized way according to the different parties involved in it.

It allows us to integrate with other existing digital platforms so that EV charging related services can be accessed and managed using same platform. Many innovations are happening around software solutions and we are yet to see best version of it as its still in evolving phase.. o Author Anurang Dorle Cofounder & Director EVCFinder Anurang Dorle, Cofounder & Director at EVCFinder, working on Software Solutions of EV Charging Infrastructure to serve various stakeholders like EV owners, last mile delivery and logistic companies, taxi/cab/fleet companies by providing onestop Charging Infrastructure at highways, fuel pumps, shops, malls, complexes, parking lots, hotels, restaurants, apartments, housing societies, offices and workplaces.

Credit: Upstream

Technical Insight

Electric Airplanes - The Final Frontier of Electric Mobility Kedar Soman eBikeGo

Electric powered Cessna Grand Caravan makes maiden flight on May 28, 2020 Image Courtesy: Aviation International News, Youtube Video

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n 2017 in a convention on electric vehicles in Santa Clara, California, I was watching a presentation on electric airplanes. I was amazed at how much progress has happened in making an airplane electric. After the presentation I had a chat with the presenter, who was also cofounder of the electric airplane startup in Los Angeles. In five minutes of chat, a lightbulb went on in my head. Electric airplanes presented a huge opportunity for India.

In reality, India and the larger world are still struggling to accelerate electric mobility on the ground. So for most folks, it might seem a bit premature to talk about electric mobility in the air. The challenges are daunting and we will take a look at that. Before that it would be interesting

to take a look at why this presents a major opportunity, especially for a country like India.

In the communication revolution, India and large parts of the developing world completely skipped landline telephones and went straight to mobile phones. The same way, electric airplanes/ drones offer an opportunity to skip the extensive road infrastructure building stage and offer connectivity to remote parts via air connectivity. Many villages will never see a landline telephone, and if the electric mobility takes to skies fast enough, itâ&#x20AC;&#x2122;s possible that they may not see a road.

Global aviation industry is responsible for about 2% of the total carbon emissions and about 12% of the transport related

carbon emissions. So any serious effort of decarbonization of transport cannot ignore this sector. However the pollution happening is way up in the sky and the effect of air traffic pollution as such on health is not clearly understood. As worldover governments start tightening regulations on emissions, airline industry will be a sitting duck very soon.

Cost of fuel as a percentage of operating costs for airline is about 10 to 20%. Itâ&#x20AC;&#x2122;s not cost so much but the variability of costs is what kills the airlineâ&#x20AC;&#x2122;s margins. In 2014, the cost of crude oil was 140 USD per gallon. In 2020 in corona ravaged world, it is below USD 50 for the most part. However there are predictions that this downturn is killing a lot of low margin players and as

December 2020 | Telematics Wire | 39

a consequence there will be sharp price rise in crude oil prices in near future.

Airlines do use mitigation strategies like hedging of fuel contracts. But it has limitations. On top of hurricanes, global unrests, competition, the last things airlines want is to deal with another highly fluctuating variable.

These business factors, regulations and costs, aside. Going electric offers several major design advantages to airplane designers. Any vehicle, when the power train is switched from combustion engine to gasoline, the freedom to choose form factors increases tremendously. You can locate the battery anywhere and the motor anywhere.

All it matters is a thin wire connection between the two. This is unlike the jet engine, where the fuselage must be very close to the engines.

Batteries can be constructed in airplane seats if someone decides to push the design limits. Motors are far more silent than airplane engines, so they can be placed somewhat closer to the cabin.

Currently many airports all over the world restrict times of larger airplane operations to daytime only to restrict noise at night.

But with silent motor operated electric airplanes, more flexibility in schedules can be allowed.

Also motor vibrations are generally much milder than the engine, thus providing a smoother ride. In design, electric motors are far simpler than jet engines. Less number of moving parts means higher efficiency and increased reliability. Less amount of heat generated in operation means less stress on structure, larger pool of design materials to choose from.

Not to forget the increased safety

aspects of such a ride. Most of the casualties in airplane accidents happen because of fuel catching fire. True that the batteries are also capable of catching fire in some cases. However the risk of battery fire is far less and far more controllable than fuel fire.

So why are we not flying in an electric airplane?

One main constraint is of course the battery. Current energy density of best in the class Li Ion battery is in the range of 250 wh/kg. Aircraft grade gasoline has almost 100 times the energy density of that. Purely incremental developments in battery technology will not be able to catch up. We need a breakthrough.

Right now new versions of Lithium batteries like Lithium sulphur ( energy density 2500 wh/kg) and Lithium air (energy density 11000 wh/kg) are in development stage. Considering efficiency of energy conversion is far higher in electric motors (often upwards of 90%), compared to gasoline (in the ballpark of 30%), a battery with only 1/3rd of energy density is of gasoline can perform as good as gasoline in taking the plane to itâ&#x20AC;&#x2122;s destination.

Energy density is only part of the story.

Another factor is power density. Imagine two bottles of 1 liter capacity. One has a large opening and another has a small opening. When you are considering the bottles for pouring application, not only the storage capacity matters, but it also matters how fast a bottle can pour water.

The bottle with larger opening will pour faster and is more desirable. Similarly the battery which can â&#x20AC;&#x153;pourâ&#x20AC;? energy faster is considered to have higher power density.

Author Kedar Soman Cofounder, CTO, eBikeGo Kedar Soman is Cofounder, CTO of eBikeGo, an intelligent shared mobility company. At eBikeGo, he is working on realizing the collective vision of his team to provide intelligent, economical, environmentally friendly last mile delivery service to the eCommerce sector.

He has Masters in Mechanical Engineering from University of Cincinnati, USA and more than two decades of experience in design, simulation, manufacturing technology and has worked in three countries India, USA and Japan. His strongest passion remains sustainable technology. He has done consulting, mentoring to startups in this area.

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Current electric batteries have some catch up to do in this aspect as well.

In spite of these challenges, progress is impressive. Several electric airplanes are actually flying in the sky right now.

Pioneer in this was perhaps the solar impulse airplane that flew around the world a decade back. As of now, a few small electric airplanes are available commercially. These are mostly being used for training purposes. Training using these airplanes reduces the cost of training considerably.

In the middle of 2020, Helios Electro became the first certified electric aircraft. Nasa has already successfully demonstrated the X57 prototype which has 14 motors. A large number of motors is a new paradigm in airplane design.

Much finer control of thrust will be possible with a high number of motors, improving efficiency, reliability and maneuverability of the aircraft.

Almost 200 electric airplane development programs are in progress all over the world. These include private companies, governments. defence entities, and research institutions. Some of them are at a very advanced stage and we are looking at 2022 as the year when multiple electric planes will take it to the skies.

At eBikeGo, we are constantly scanning the horizon for opportunities.

It seems to us that going from road to air is literally the same as going from 2d to 3d. Will open a lot of opportunities at every front. This switch will indeed affect all aspects of mobility. Personal mobility, goods mobility, e-commerce mobility.

While on road mobility will always remain the dominant mode, some aspects of mobility, such as medical transportation will see much larger disruption. Air ambulance, if cheap enough, will become ubiquitous.

Switch to electric is a large trend in transportation that is supposed to benefit all modes of transportation. Any advancement in battery, any advancement in power electronics, any fall in prices of renewable energy thereby reducing cost of electricity will help spread electric mobility on all fronts. The electric mobility in air, as it has been the case with every electric projection, might happen closer than you think. o

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Technical Insight

Driving the Future Through Smart Electric Vehicles Manikandan P OLA Electric

M

obility – the movement of people and goods – is a fundamental human need and a key enabler of economic and social prosperity. After decades of relative stability, the mobility environment is undergoing a remarkable transformation with the advent of Fourth Industrial Revolution technologies, new business models and changing customers and shifting consumer preferences.

Electric Mobility is the most talked about subject the present time. The transportation industry, business and methods are preparing for major transformation in the next decades. As we read this statement, there are many initiatives getting high rocketed across the globe, industry and institutions.

Finally people are asking for ways to resolve one of the greatest challenges of our time: is there a replacement for our scarce petroleum resources? How can CO2 emissions be reduced? Can we lower the demand for energy? One approach is sustainable mobility.

E-mobility, therefore, replaces oil with renewable electricity.

Thereby reducing fuel consumption, CO2 emissions and overall energy consumption. In specific figures, this means that, to cover the same distance, a car running on electricity requires only about one quarter of the energy of a combustion engine. So far, so visionary. The electric motor –we call it an e-drive – is already making full use of this potential: with immediately available torque for spontaneous response and high performance with the utmost level of efficiency. Now we have to focus on the strength of the battery so that cars running purely on electricity will be able to go much further.

Electric is one such disruption in the Automotive industry.

The whole world is talking about “ACES” which translates to Autonomous , Connected , Electrified and shared Mobility.

The latest developments in ICT have a huge impact on the future mobility in terms of improving the efficiency and cost of transport to provide more convenience and comfort to passengers.

In this article we shall understand how the electric mobility along with the latest developments in IOT or Connectivity is going to change the way we commute in the days to come.

42 | Telematics Wire | December 2020

Connected electric - Present future Lets understand the connection between electric and IOT how the later will have an influence on the other and how these disruptions together will influence mobility.

Connectivity offers the following benefits in the automotive applications.

1. In vehicle experience through high speed data connectivity The users will have the highest level of connectivity and in vehicle entertainment system. The future vehicle will be an extension of your living room or office space which will completely help you stay active all the time.

2. V2X communication to enable safe transport , advanced traffic alert , collision detection In EV its not necessary its need to connect the component like Battery and the Vehicle control systems basically predict the SOC and SOH of the battery and assess when the vehicle goes out of power also automatically identify the nearest charging station so that you would not go out of the vehicle range or refuel. In addition preventive maintenance is another key benefit of connected vehicles 3. Autonomous driving and fully automated transport solution Driverless vehicles have already been tested in many parts of the world and the same has huge potential to automate not only in people movement but also in manufacturing and service industries.

4. Reduce range anxiety by locating charging points Cloud connected vehicle and charging stations can interact

with each other to make sure the vehicle has enough charge to take you to the destination without any problem 5. Optimization of Battery utilization through cloud connected SOC and SOH monitoring and control 6. Bring down the cost of transportation by shared mobility through cloud connected vehicles 7. Preventive maintenance of vehicles and component service by continuously monitoring and data analytics through cloud 8. Flashing over the Air (FOTA) to update the advanced vehicle functions as the future vehicle is mostly software driven.

Already many companies across the globe started working on bringing these technologies into automotive application to make the transport more cleaner, safer and convenient.

As the 5G is becoming more mainstream we will have more advanced applications that can be thought about around electric vehicles. Such transformation is possible as the vehicle is run by electricity which is more economical and power system inside the vehicle and the advancement in connectivity

Driving with Data Data is the new Oil. Future mobility will be driven more by data.

To understand this we need to understand the current issues in transportation. They are namely, 1. Limited real estate for transport: As cities are crowded with the population moving more towards the cities the real estate available for expansion or accommodate the increase in transportation becomes a huge challenge. This will have a huge impact not only on the social aspects also with huge economical impacts. We need to develop solutions to meet the demand for mobility. When we develop such solutions the data becomes primarily important to optimize the utilization of the resources.

2. Crowded cities are prone to parking Another major challenge the growing population in the cities face is the availability of parking space for the ever increasing vehicle. Shared mobility is the solution to solve the issue. The services in the likes of OLA UBER will have a tremendous role to play in this situation. These are technology driven companies that use data as a primary source to provide their services. And the amount of data they have already accumulated will become the primary driver for efficient transport solutions.

3. Aging infrastructure The overall transportation infrastructure all over the world has the potential to go out of life and we need to rebuild the whole system. Also when we make such new system future proof, we should make them connected in the cloud for the continuous monitoring and updating of the system.

4. Increasing logistic need The effect of globalisation, materialization and online market , the need for an efficient logistic management system is increasing.

We need to find ways and methods to handle the huge amount of such data. We might need to make use of technologies like Big data and AI to handle the whole situation.

Seamless integration of mobility There are many initiatives across the developed nation to optimize the cost of transportation. Today we are spending about a Dollar (1$/KM) roughly as an average transportation cost per kilometer. We have a solution to optimize to bring down the cost so that there can be huge economical benefit and opportunity for growth. Think about a situation by which your day today business transport, and leisure travel and good movement across the globe all happens integrating all the different mode of transportation by the click of the button and its available at your doorstep as and when you demand without any time delay , is it not amazing. And if itâ&#x20AC;&#x2122;s going to be at standard cost then thatâ&#x20AC;&#x2122;s what we are talking about. Of course this can be achieved by means of electric and connected mobility. This makes everything possible.

Circular economy and opportunity After we had a huge hit on life and business due to COVID 19 , the industry started reviving. Itâ&#x20AC;&#x2122;s also interesting so check out how the business works with the transition to electric and connected vehicles.

Even more interesting is that with electricity if we can make use of renewable forms of energy it becomes 100% carbon neutral. Along with this we shall also making use of the vehicle as energy storage and we can power the utilities though the vehicle. Also I am seeing more possibility to create micro grids with hybridization of energy harvesting and the energy can be used for charging and the charged up vehicle would become moving energy storage. This would be an ideal situation of circular economy and effective resource utilization.

Summary As discussed, electric, connected, automated and integrated shared mobility is the future. According the prime minister of India Mr. Narendra Modi, the future mobility can be described in the 7C Model. That is COMMON, CONNECTED, CONVENIENT,CONGESTION FREE, CHARGED, CLEAN MOBILITY POWERED BY CLEAN ENERGY and CUTTING EDGE. As we are moving forward towards sustainable mobility as described above , we need to make sure we shall work collaboratively, collectively, creating world class solutions with world class engineering capabilities. We shall leave pollution free , accident free and driver free transportation systems for the next generation to give them a good life along with safety and comfort. o Author Manikandan P President - SSEM Society for smart e mobility Director - PT OLA Electric Thought leader and expert in Electric Mobility Technology and future mobility Solutions Seasoned professional with more than 20 years of experience in Automotive Industry and last 12 years in E-Mobility components, Systems and Solutions Development.

Participated in many events, conferences and Technology forums in future mobility Solutions in actively contributed to the development.

He is currently leading the electric powertrain development at OLA electric and he is the president of Society for Smart electric mobility (SSEM) a non profit organization focusing on smart and electric mobility in India.

December 2020 | Telematics Wire | 43

Technical Insight

Automotive Cybersecurity: The Future of EV Charging Stations Kuldeep Saini Thales

T

he connected vehicle ecosystem bringing in highly complex manned and unmanned infrastructure.

It is important to enable this infrastructure user-convenient and secure to offer reliable services.

The automotive industry is evolving continuously where electricity will be a new fuel to these moving objects. We are living in a fast-paced technological era where our vehicles are supposed to store power packs securely, faster than ever. At the same time, it is vital to ensure safety of car occupants having cybersecurity measures in place.

V2G – Vehicle to Grid communication A modern electric vehicle requires a fast charging infrastructure, which is possible through power line communication (PLC). It can fully charge vehicle battery very quickly having IP stack on top of

Figure: V2G Threat

44 | Telematics Wire | December 2020

it to carry power packs and to make payments automatically, based on power consumption. V2G will allow vehicle to communicate with external world, which is charging station. This topology poses several cybersecurity threats to the vehicle.

ISO 15118 is an international standard outlines digital communication between an electric vehicle and charging station, to charge EV’s high voltage battery.

ISO 15118 offers standard practices for information exchange through different parts. The link between electric vehicle and grid must be secure to exchange private and payment related information to maintain confidentiality, integrity, and availability. This process is also known as plug and charge where mutual authentication to payment processes done automatically.

V2G implementation should have well planned cybersecurity measures in place to achieve CIA along with identity, authentication, authorization and accountability.

Threats taxonomy for Vehicle-to-Grid power communication Here are some possible threats including impersonation, stealing payment related information, tampering with communication messages, eavesdropping, denial of service (DoS) and privacy breaches.

1. Vehicle Threats – In V2G communication, an adversary can impersonate as a charging station to communicate and make harm to vehicle ECU. This includes tampering firmware on vehicle ECU that has onboard port for charging gun. This attack can also enable an adversary to tamper with calibration files, vehicle gateway logic, and steal sensitive information.

2. Exchanged Information Leakage – In plug and charge, infrastructure there is lot of private information being exchanged with the charging station that can be compromised.

The IP stack, if not protected, leaves data in clear to the impersonated adversary. This information may include credit card information, vehicle digital identification numbers, and EV battery specific data.

3. EV Charging Station Threats – The charging stations are the endpoint to the power grids operated by charging point operators (CPO). Tampering with the charging station may lead to metering, business logic and access to backend infrastructure through charging station. The external devices can impersonate as a vehicle and try to infect EV charging station.

Cybersecurity measures in V2G The power grid is a critical infrastructure and every device that connects to the grid, including EVs and charging stations, needs to provide measures to protect the grid from potential attacks. Imagine the loss of user trust in the charging infrastructure if third parties could manipulate massive amounts of chargingrelated information and billing data from a charging process.

Successful plug and charge infrastructure must be able to provide, • Encryption and decryption of messages to ensure adversary is not able to eavesdrop on the channel to ensure confidentiality.

• Verify the integrity of information exchanged.

• Verify the communication party (EV or charging point) who it claims to be, in order to ensure authenticity.

Trust model in V2G To establish trust model in V2G infrastructure, it is important to deploy robust public key infrastructure (PKI).

Public Key Infrastructure (PKI) is a hierarchical structure of trusted third parties known as certificate authority (CA). The primary responsibility of CA is to manage the cryptographic keys used in PKI along with issuance, storage, distribution and revocation of digital certificates. The digital certificates are also known as public key certificates. A digital certificate is used for verification where vehicle can verify charging station and vice a versa, during handshake,

Figure: V2G Trust Model | Credit: Semiconductor engineering

before both the nodes start exchanging information. What if fake certificate is presented in this communication? Yes, to avoid any such situation vehicle and charging station should have integration with CRL to verify if the certificate issued

by CA is still valid or not. There can be other relationship based trust model in PKI that can help to verify the digital certificates.

TLS stack on the power line communication (PLC) should support strong cipher suites supporting confidentiality, integrity and authenticity.

It is important to understand the need of strong protocol (TLS 1.2) and algorithms power line to avoid data compromise.

ISO 15118 recommends using digital certificates to authenticate and authorize access to charging stations and electric vehicles. The vehicle OEMs and charge point operators must establish sub-CA to issue digital certificates for this purpose.

It is highly recommend managing

cryptographic keys life cycle in HSMs at the backend to avoid compromise.

The vehicle manufacturer and charge point operator must provide mechanisms to revoke and renew the certificates in case cryptographic keys compromised.

Conclusion The compromised V2G infrastructure not only endanger vehicle and grids but also attract penalties/fine for loosing data privacy.

All in all vehicle OEMs and charging station manufacturers may have huge financial impact depending on regional legislation.

In automotive industry, UNECE WP.29 cybersecurity regulation is a game changer.

Several countries have already committed to automotive cybersecurity adherence for new vehicle launch and other countries still have time to build cybersecurity organization. It is highly recommended to start small with vehicle/infrastructure security assessment and based on risk appetite manage the cybersecurity risks. o

Author Kuldeep Saini Senior Security Consultant Thales in India A cybersecurity professional with 17+ years of experience in embedded security, applications security, cloud security, cryptography, and hardware security modules. Primarily focused on cybersecurity training and consultancy to the OEMs, Tier-I and Tier-II. IoT security for automotive and energy sectors is the current area of focus.

December 2020 | Telematics Wire | 45

Technical Insight

How India Can Tackle Climate Change And Win The EV Race Rakesh Dasari VoltUp

A

cross the globe, countries have been grappling with the concerning problem of air-polluting emissions and committing to dedicate resources to improving air quality. Air purification needs both the private and public sectors to invest significantly in clean energy technology and transition from traditional houses to smart houses and from conventional vehicles to electric vehicles (EVs).

At present, fossil fuel combustion is the world’s fundamental mode of energy generation. The CO2 created from this process accounts for over 70% of the total concentration of ozone-depleting gases emitted, triggering serious issues in resources, the climate, and environmental change. These issues have set off global action towards energy preservation and reduction in emissions.

Although in April this year, India experienced a 30 percent decrease in carbon emissions, the first decrease in four decades; as per G20’s climate change report, the country needs to limit carbon emissions not to exceed the global warming target.

Vehicular emissions account for about 40% of air pollution in Indian cities.

The country held the worst pollution record in 2019, with 21 out of the world’s 30 most polluted cities. In addition to this, India is also trying to control the crude oil import bill that stood at USD 102 billion in the financial year ended March 2020, which accounts for around 80% of its oil needs.

Electric vehicles (EVs) 46 | Telematics Wire | December 2020

are essential to meeting global goals on tackling climate change. Battery-powered EVs promise zero tailpipe emissions, reduced air pollution in cities, and cheaper renewable energy in India. But first, let’s understand how clean is a petrol/diesel car compared to an electric vehicle.

Calculating CO2 emissions reduction by Electric Vehicle: Comparing EVs with conventional vehicles is complex as even though EVs do not directly emit any greenhouse gas, fossil fuels still power electricity for our cars in large parts of the world.

A dominant methodology used to assess Greenhouse gas (GHG) emissions and energy savings in transport is the WellTo-Wheels (WTW) analysis. Also known as life cycle assessment, the WTW assesses a product or service’s environmental impact throughout its lifespan.

Small petrol car vs. Small electric car Petrol has a calorific value of 34.3 MJ/

liter. (34300000 Joules or 9528 Wh or 9.5 kWh)/liter.

The fully considered well-to-wheel efficiency of a petrol-powered car is equal to Petrol’s energy content (34.3 MJ/liter) minus the refinement & transportation losses (about 33% in India) multiplied by the km per liter.

So a regular petrol car giving 15 km/ liter has an efficiency of 1/(34.3 divided by (100% minus 33%)) x 15 km/l = 0.29 km/ MJ or 0.29 km/277 Wh. In other words, to travel a distance of 1 km, a small petrol car must expend 3.45 MJ or 955 Wh of energy.

Hence, a small electric car is more than 2.5 times efficient than an equivalent petrol car.

All vehicles produce greenhouse gases; however, EVs naturally have fewer air pollutants and emissions over their life than traditional fuel or diesel vehicles. EV drivers can further limit these emissions by utilizing renewable sources like solar and wind, thus closing the carbon loop.

Ideal roadmap for lower emissions from transportation Despite a compelling case for adoption, EVs have witnessed limited success due to weak customer appetite, infrastructure roadblocks, customer concerns regarding range, speed, upfront costs, battery life, and battery technology.

If India aims to reach 30% EV penetration by 2030, an estimated saving of up to 846 million tonnes of net CO2 emissions and 474 million tonnes of oil equivalent (Mtoe) will be made possible.

A robust implementation framework and a step-by-step approach are needed to develop the electric vehicles’

ecosystem to achieve this goal. Issues today identify with public versus private transportation, battery charging versus swapping models; nature and amount of incentives; and energy storage technology advancement.

Building the EV ecosystem: i. Public transportation Our underlying focus must be on public transportation —bus, taxi, and auto fleets. Public transport in India is the major consumer of diesel and petroleum, and they are expected to double by 2030. Our primary goal is to electrify vehicles that travel long distances every day. In personal transport, two-wheelers undeniably need to be prioritized as India has one of the largest two-wheelers markets across the globe.

Personal cars are a focus in developed countries as they are the primary mode of transport. In a country like ours, attempting to subsidize a few vehicles with inadequate charging infra will not reduce oil consumption and emissions and only lead to wasteful expenditure. ii. Charging infrastructure The charging infrastructure plays a crucial role in encouraging widespread consumer adoption and use of EVs. As the EV industry is still in a nascent stage in India, the government needs to focus on the availability of power vis a vis the actual load required.

Many households around the world have parking locations with access to electricity plugs. For many others, such access will require new investments and modifications of electrical systems. This could be a lot more challenging in India, as many Indian households do not have garages. An additional lack of highway charging infrastructure limits longdistance and intercity travel.

Public charging infrastructure could incorporate swift recharging opportunities through fast recharge systems or battery swapping stations that permit speedy replacement of discharged battery packs with fullycharged ones. The battery can help decrease battery ownership costs for EV customers employing innovative business models as swapping fees cover

electricity and battery costs on an incremental basis.

Since charging infrastructure requires large amounts of capital, it is slow to produce returns and could worsen the traffic congestion, it would be wise to invest in the battery swapping model.

Swapping stations can be located at bus depots or petrol pumps, supplying fully charged batteries, reducing the waiting time to 2-3 minutes while storing batteries in conditions that help enhance the battery life. iii. India’s demand for energy Compared to international markets, India’s challenges are quite different.

Furthermore, the electricity supply keeps fluctuating in many regions and is not consistent across the country.

As per BSES Rajdhani Power, India’s demand for electricity currently is around 200-300 GWh. India’s power generation capacity was 366 GW in 2019. Attaining a 30% market penetration of electric vehicles by 2030, electricity demand to power EVs is expected to increase to an estimated 1,110 TWh by 2030 to meet the EV30@30 goal.

According to the Brookings Institution India report, EVs will account for more load capacity than industries such as steel. The total demand for electricity for EVs may fluctuate in the range of 37 and 97 TWh under 33 percent and 100% penetration of EVs in sales by 2030, assuming passengers only travel between cities.

Setting up a demand-side management (DSM) program will encourage consumers to modify their electricity consumption patterns. In case of overloading, electricity consumption may rise by up to 10%. To tackle the excess demand challenges, the consumer would have to either pay more or utilize less electricity during the peak period. iv. Integrating Renewable Energy with EV charging and storage If charged primarily with fossil fuel-based generators, EVs could result in substantial GHG emissions. As per a study, given China’s reliance on a coal-fired grid, EVs can contribute two to five times more smog than fuel-powered vehicles.

Out of the total 366 GW of India’s power generation capacity, 84 GW was from gridconnected renewable electricity. Industry

December 2020 | Telematics Wire | 47

Quick Analysis: How India can win the EV race and tackle climate change l Calculating co2 emissions for vehicles l How clean is your diesel/petrol car? / How much co2 does a car produce per km? l How CO2 is calculated for EV? / How much co2 does an electric car produce per km? l Ideal roadmap for lower emission from transportation l There are three routes to reducing GHGs from transportation: increasing the efficiency of vehicle technology, changing how we travel and transport goods, and using lower-carbon fuels. l Are Indian Electricity Providers Ready For Electric Mobility? l The Future Of Solar Power Generation l Building the EV ecosystem l Charging infra/battery swapping l EaaS l With the new Energy-as-a-Service (EaaS) business model. The EaaS approach shifts from asset-focussed, centralised power generation and the sale of it to passive consumers. Instead, it offers end-to-end management of a customer’s energy assets and services. l The frontrunners (2W & 3W) experts believe that as the demand for EVs increases, more consumers will demand rooftop solar charging stations.

To meet the excess demand, the Indian government plans on producing 450 GW of electricity from renewable energy sources by 2030. Attractive government policies and regulations that boost indigenous products and lower utilityscale projects will play a critical role in helping the country reach its goal.

With the battery and PV solar cell prices reducing, the generation of electricity from solar alternatives has emerged as an ideal option for the near future.

Daytime charging by solar could prove more suitable and beneficial for battery swapping models.

Most importantly, EV charging stations’ electricity consumption needs to be selfsustained to ensure optimum solar energybased electricity utilization. v. Indigenization of battery assembly and EV components’ manufacturing An essential step in the transition process is manufacturing EV components and facilitating battery assembly indigenization, not to replace oil imports with battery imports.

48 | Telematics Wire | December 2020

vi. Plug-In Hybrids Retaining the entire ICE system, PHEVs are a critical intermediate step in further accelerating the all-electric transition.

PHEVs are less dependent on the charging infrastructure and relatively less expensive (depending on battery costs and range) than EVs. They are familiarizing consumers who are not ready to switch to fully-electric cars yet due to issues relating to vehicle and battery costs, charging infrastructure, and range anxiety.

Plug-In Hybrids can help the government and the industry facilitate the transition to fully-electric cars and, in the interim, make an immediate image of air quality and climate change. The

right policies and subsidies in place can help urban consumers adopt PHEVs and gradually accelerate EVs’ acceptance.

The EaaS Business Model Decoupling battery and vehicle costs can enable EVs to be sold at more competitive prices – although this is directly influenced by the infrastructure and the business models adopted.

With the new Energy-as-a-Service (EaaS) business model, the approach shifts from asset-focussed, centralized power generation and its sale to passive consumers. Instead, it addresses the energy efficiency gap by offering end-to-end management of a customer’s energy assets and services.

EaaS encourages customers to pay for energy as a service without making any significant upfront capital investment.

They are usually subscription-based for electrical devices owned by a company to deliver desired energy service. The model benefits customers by its potential for deploying low-carbon technologies.

The frontrunners (2W & 3W) Light electric mobility that includes two and 3-wheelers will lead the adoption curve in India, e-buses, and passenger taxis. 2 and 3-wheeler EVs can prove vital options for last-mile transportation and delivery of lightweight goods for short distances.

Penetration of electric 2-wheelers in India may rise to 35% and 3-wheelers by 75% by 2030. An electric 2-wheelers’ total cost of ownership (TCO) is lower than that of Petrol. Lower operating price offers a strong rationale for the businessto-business segment to shift focus to electric 2- and 3-wheelers over internal combustion engines. o

Author Rakesh Dasari Business Development and Strategy VoltUp Rakesh is a prolific enthusiast of automotive powertrain technology which is powered by alternative fuels. He has enriching experience in current and future automotive powertrains in terms of engineering as well as business/ execution. Currently he is working towards building a solid battery swapping market in India for electric 2W and 3W’s.

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Technical Insight

A Holistic Approach to Security: Why SaaS Is the Answer for FMS Providers Jens Strohschneider OMNICOMM

F

rom the very start of the digital revolution in the automotive industry back in 1986, when the German company Robert Bosch GmbH presented the world’s first network protocol for communication between the electronic components of a vehicle – the Controller Area Network (CAN) – up to the latest electric vehicles (EVs) as the primary future means of smart, efficient and green transportation, security has been paramount to telematics and fleet management service (FMS) providers.

The diversity of the telematics ecosystem with all its stakeholders, applied technologies, communication channels and data being exchanged online requires a holistic approach to security. A rapidly increasing number of interfaces, controllers and mobile connectivity is enlarging the attack surface of vehicles, while any sort of connection – from a cellular modem in a telematics terminal to any infotainment box – can be targeted to compromise a vehicle or its infrastructure.

Security layers in FMS solutions There are multiple layers of security that FMS providers need to ensure are present in their solutions. When business owners are selecting a solution, they need to know that FMS providers can guarantee that any technology added to the fleet will keep vehicle assets safe and secure. A security-conscious FMS provider should be able to offer: 50 | Telematics Wire | December 2020

Nilesh Jain NIGRAANI

1. A complete analysis of the physical and digital security of internal and external interfaces, both wired and wireless, as well as physical access, control and maintenance services.

2.

Guaranteed application security, with exhaustive static and dynamic analysis of the FMS application source code, controller and telematics terminal security. This is crucial in order to assess the ability of bad actors to bypass authentication and authorization procedures, raise privileges and bypass security controls or fraud detection features.

3. A thorough analysis of the interface of cloud-based systems with telematics, focusing in particular on the security levels of data centers and the ways that data backup and redundancy are managed.

4. Advanced security analysis of each vehicle’s external communication channels, including all mobile frequency bands from 2G to 5G, WiFi, and Bluetooth.

5. Strict adherence to data privacy regulations such as GDPR in Europe and automotive tracking guidelines such as AIS 140 in India, with a clear understanding of the value of protecting commercial and personal data.

SaaS: the solution for holistic telematics security The above checklist represents the ideal scenario, but surely that level of security and diligence comes with a hefty price tag? Fortunately, FMS providers that offer

SaaS (Software as a Service) solutions for vehicle telematics provide an opportunity for micro, small and medium business (MSMB) fleet owners to avail the advantages of technology without having all the overhead associated with an inhouse IT setup and its associated security requirements. Even a single vehicle owner can easily access the heartbeat of their asset by using a web browser or mobile app. Industry standard SaaS solutions come bundled with necessary security requirements, whether for data in storage, in transit or for user access.

SaaS software solutions can be easily integrated with Enterprise Resource Planning (ERP) solutions through application programming interfaces (API) providing all necessary information in a single solution. As MSMBs grow in business volume, they need not worry about the scalability of SaaS solutions since they are capable of integrating with their evolving ERP landscape. Cloud hosting of these solutions also ensures that not only are they secure today, but they stay agile to adapt to the evolving security requirements of the automotive industry and beyond.

Tips for FMS providers: The true test of a versatile secured system is to ensure that business dynamics are managed efficiently while staying within security requirements. Industry standard SaaS solutions come equipped with the flexibility required. Some of the advantages of a SaaS solution are: 1. URL link-based sharing of vehicle

with parties outside the organization.

In situations that involve contracting vehicles for jobs, the ability to share telematics information for a specified time (e.g., few hours) through a secured link enables operators to share data without compromising on security.

2.

Project/ Joint ventures (JV) specific access is needed for vehicles contributed by both parties. In projectdriven industries like construction and mining, vehicles are often contributed by different parties at various life stages of the project. During this period, comprehensive access is needed by the project team. Industry standard SaaS solutions come with multi-tier access controls and flexibility to tag vehicle units into groups, which enables information sharing with required project personnel on a need-to-know basis.

3. SaaS platforms are modular in nature, which enables multiple sensor integration catering to various aspects of operating cost (e.g., diesel, tyre,

temperature, load etc.) or business requirements (container door lock, surveillance cameras etc.). This enables the security framework of the solution to roll up and cover this under a uniform standard without the need for solution-specific security investments.

When it comes to fleet security in

a landscape of applications, interfaces and communication technologies that is becoming ever more complex, industrystandard SaaS FMS solutions that satisfy the security requirements described above have a clear advantage. Suitable for enterprises of all sizes, SaaS solutions offer a truly holistic approach to security. o

Author Jens Strohschneider, Chief Commercial Officer, OMNICOMM Jens Strohschneider, Chief Commercial Officer at Omnicomm International is a telecommunication, business development and sales leader with a long track record of software and technology projects in Russia successfully launched to international marketplaces.

He focuses on the development of new telecommunications and telematics services, in particular Internet Multimedia Services (IMS), Location Based Services (LBS), mobile Value Added Services (mVAS), and the Internet of Things (IoT).

Nilesh Jain, Director, NIGRAANI Nilesh Jain is CA with an MBA (Gold Medalist), CIMA (UK) and currently is Director at iTrade Telematics Pvt Ltd (nilesh@nigraani. com). He has 18 years of experience providing technology solutions across the globe with comapnies like Infosys etc.

Credit: Upstream

December 2020 | Telematics Wire | 51

Perspective

How are IoT Based Autonomous Vehicles Disrupting Supply Chains Tushar Bhagat Uffizio India

D

igitalization based on emerging technologies such as IoT (Internet of Things), Artificial Intelligence (AI), Machine Learning (ML), Blockchain, and Robotics Process Automation (RPA) has extensively transformed the logistics industry. From driver assistance to conditional automation and even full capacity self-driving, these technologies are being embedded in vehicles. Autonomous Vehicles capable of cruise control and driverless navigation are disrupting supply chain operations.

Driven by progressive technologies, they are exceeding performance expectations through optimized logistics operations, timely delivery, and advanced analytics.

IoT based Autonomous Vehicles work through sensors, RFID tracking tools, and connected devices for precise on-time shipment delivery. These freight technology solutions facilitate end-to-end interaction across the supply chain. Carrier service providers and mobility companies are leveraging automatic identification and predictive analytics to optimize costs and enhance the customer service experience. IoT is assisting fleet owners beyond improved supply chain operations by offering them remote access to quality control features.

IoT Transforming the Supply Chain Industry IoT is powering Autonomous vehicles with self-diagnostics, asset tracking, remote monitoring, theft prevention, efficient dynamic route planning, and automated cargo loading-unloading. The IoT led transformations of the supply chain industry include: Author Tushar Bhagat Director Uffizio India Software Pvt Ltd

52 | Telematics Wire | December 2020

1. Enhanced safety on the road with selfdriven trucks and improved efficiency through the platooning of interconnected autonomous vehicles.

2.

Accurately tracking key expense parameters such as location, traffic projection, speed, and vehicle maintenance.

3. Better customer service with ontime delivery with real-time tracking and maintaining products in good condition.

4. Streamlining supply chain operations while monitoring assets, securing analytical data, and offering personalized customer experience.

Global freight companies are investing heavily in technology-driven logistics solutions. As per them, IoT-driven and GPS-enabled devices are competent in tracking and authenticating shipments preventing their loss and damage.

According to a survey conducted

by Statista in 2017, around 36% of respondents favored the use of predictive analytics. They consider it a significant innovation driver in the industry.

Building Resilient Supply Chains through IoT IoT enabled Autonomous Vehicles are capable of optimizing carrier capacities, reducing wastage, and maintaining costs. It empowers transport and logistics companies to cater to the evolving customer needs driven by urgency and price-sensitivity. They help create a leaner supply chain by assisting in the following ways: • Convenient location tracking of goods

at rest and in transit.

• Identification of factors leading to delay in delivery and rectifying them.

• Real-time shipment condition assessment in terms of pressure, temperature, and contamination to maintain quality and freshness.

• Predictive analysis and planning of service demand for optimally scaling business operations.

• Informed route planning and in-time re-routing to ensure timely delivery.

Identifying reasons for the delay in consignment arrival such as poor weather, excessive traffic, unfriendly road conditions, and communicating route changes to the stakeholders.

• Delivery and distribution of products to prescribed destinations.

• Quicker border crossing with preapproved documentation and remote operation of the vehicle.

• Effective management of business operations and boosting employee productivity.

Conclusion The exponentially increasing adoption rates of semi and fully autonomous vehicles have successfully established the growing importance of IoT as a revolutionary technology in the logistics industry. In response to a survey by ABI Research, 40% of respondents identify Freight as a Service (FaaS) as a key transformational trend. They predict it will represent at least 30% of US total goods transportation revenues by 2030. Experts foresee the expansion of FaaS in the next phase of IoT innovations. Logistics companies are gearing up for a fully automated goods delivery system using autonomous vehicles and drones. Leveraging IoT benefits will help companies maximize profitability and ensure a larger number of secure on-time deliveries. Undoubtedly, disruptive technologies such as IoT-based autonomous vehicles will rattle the supply chains with the manifold benefits worth looking forward to. o

EV Policies

EV policies of some of the states in India

T

he government of India has taken many policy initiatives and issued directives to encourage adoption of electric vehicles in India. States being the implementing agency play an important role in realisation of national vision at ground level, and many states have proactively come up with EV policy to encourage its adoption.

Andhra Pradesh: It launched its EV policy in the year 2018. It largely concentrates on working on fuel cell technologies, EV power trains, nextgeneration battery technology and EV electronics. Key highlights: (1) Proposed to draw investments of 30K Crore in next 5 years in EV segment and provide new employment opportunities for over 60,000 people (2) Targets to usher in manufacturing units of high-density energy storage (3) APSRTC bus fleet of over 11,000 buses to be transformed into electric buses in the next 10 years (4) Claiming for a 100% conversion of the bus fleet in top 4 cities by 2024 (5) Creating electric vehicle manufacturing hubs.

Bihar: Its EV policy has been drafted to create a manufacturing ecosystem for e-vehicles. Besides accomplishing sustainable goals, the EV policy plans to make Bihar an investment destination for electric vehicles and transport domain. Key highlights are: (1) Aiming to completely transform manual paddling rickshaws into electric rickshaws (2) Formulating fastcharging stations along the highways in Bihar (3) Proposed to attract investment of 2,500 Crore (4) Targeting to offer empowerment to at least 10,000 people in this segment.

Delhi: With extreme problems related to pollution, Delhi is in severe need of clean mobility. The EV policy of this state aims to bring down pollution levels that may have arisen because of emissions from fuel-based vehicles. Key highlights: (1) Aims at the rapid adoption of battery EVs (2) Proposing to add e-buses to public transport in the next 5 years (3) Providing incentives for the purchase

of EVs (4) Encouraging the adoption of electric vehicles for carrying goods (5) Promises to have public charging infrastructure at least every 3 km.

Karnataka: It is amongst the first few states to formulate an EV policy in 2017 with an intent to establish Karnataka as the most preferred state for the development of EV systems. The policy has been drafted to make Bangalore the electric vehicle capital of India. Key highlights: (1) Aiming to draw investments of 31,000 Crores (2) Proposing to give employment opportunities for 55,000 people (3) Offering incentives including interest-free loans to EV manufacturing companies (4) Giving industrial land to create EV manufacturing units (5) Funding the research on EV mobility Kerala: It drafted the EV policy in 2018 intending to build the best training and skill centers for EV professionals. The plans proposed in their policy focus on the production of electric vehicles. Key highlights: (1) Focussing on decreasing the number of vehicles running on fossil fuels by 2030 (2) Introduced electric buses and e-auto rickshaws (3) Aiming 1 million EVs in the next 2 years (4) Targeting 6K electric buses in next 5 years (5) Offering employment opportunities and attracting investments.

Maharashtra: It formulated the policy in 2018 to promote their state as the potential leader by manufacturing and using electric vehicles as well as exporting EV components such as battery and charging equipment. Key highlights: (1) Aiming to have 5,00,000 EVs in the state (2) Get an investment of 25,000 Crores for manufacturing EV and its components (3) Providing incentives for the purchase of e-buses (4) Creating job opportunities for 1,00,000 people (5) Exempting EVs from road tax and registration fee.

Madhya Pradesh: It prepared its EV policy to develop sustainable electric mobility and to improve air quality by reducing the vehicles that cause air pollution through gas emission. The

policy has set plans to make 25% of the public transport to be electric vehicles by 2026. Key highlights: (1) Supporting the creation of new jobs and employment opportunities (2) Offering incentives such as free parking (3) Exemption from road tax/registration fee (4) Offering financial aid for electric buses.

Tamil Nadu: The policy issued by the Tamil Nadu government aims to draw an investment of 500 billion for the EV domain. Its goal is to create a comprehensive EV ecosystem and targets at least 1.5 Lakh employment opportunities. Key highlights: (1) Aiming to create a strong infrastructure for electric vehicles (2) Providing favourable power tariff to offer adequate power supply (3) Promoting Tamil Nadu as the EV hub of the country (4) Creating a skilled workforce for the EV sector.

Telangana: Telangana EV policyâ&#x20AC;&#x2122;s main objective is to draw investments worth $3 Billion, at the same time, to offer employment to 50,000 people in the next 3 years. The model adopted by this state is based on international standards of EV supported through the top infrastructure. Key highlights: (1) To expand manufacturing of battery cells (2)Targeting 100% electric buses in the next 10 years (3) Working towards making Telangana EV hub of the country (4) Creating a skilled workforce (5) Preparing a road map for developing charging infrastructure (6) Creating special power tariff for EV charging.

Uttar Pradesh: The government of this state came out with Uttar Pradesh Electric Vehicles Policy in the year 2018. Lucknow, the capital city of UP has been one of the cities recognized for the project of MultiModal Electric Public Transport under the FAME scheme. Key highlights: (1) Promoting the use of HEVs and plug-in EVs (2) Aiming at 2 lakh charging stations in the next 4 years (3) Targeting 1 million EVs on the road (4) Offering incentives such as capital interest and infrastructure interest subsidy (5) Giving exemption from the stamp and electrical duty. o

December 2020 | Telematics Wire | 53

Technical Insight

Automotive Electrical System Safety and ISO 26262 Vijay Pratap Singh MG Motor

B

attery Driven Vehicle is not a very new concept. The traces of EV technology can be found even in the initial years of automotive development. But modernday automobiles are much more capable in terms of Power, Range, Comfort and Advance features like ADAS and connectivity. Also, the high voltage battery of modern EVs perform very complex tasks ranging from electrical monitoring and control to data analysis and predictive maintenance activities.

All of this is mostly being done by increasing use of electrical and/or electronic (E/E) systems and software.

How much complex is it actually?

During IEEE Spectrum, according to professor Manfred Broy, a modern luxury vehicle “probably contains close to 100 million lines of software code” and these software are processed by up to 100 microprocessors networked throughout the car.

Just to put the modern automobile E/E complexity into some perspective, the Ford GT car has approx.10 million lines of code, which is about eight million more than what Lockheed used in the F-22 Raptor fighter jet, and at least three million more than Boeing puts in its 787 Dreamliner.

Figure 1: E/E complexity comparison (1)

Because the features provided by these E/E systems are must to have for modern automotive buyer, the vehicle manufacturers are trying hard to bring the latest innovations through their products before their competitors.

This increasing complexity, shorter time to market and lack of experience of these technologies is leading to the increasing number of unknowns in the automobiles. The complex multilayer supply chain in automotive industry increases this challenge further. Because the final vehicle manufacturer may not design and develop all the 54 | Telematics Wire | December 2020

subsystem and child components. The proprietary technologies of component supplier and their supplier, when integrated in a vehicle manufacturer specific architecture and then the vehicle is run in numerous environments and driving conditions, may or may not behave as expected by the tier 2 or tier 3 supplier.

Possible Impacts: Some fire incidents in the EVs and accidents due to the autopilot (ADAS) systems are the evidence of this fact. Recently one of the world’s biggest EV manufacturer recalled around 159,000 luxury EVs due to Worn Out Memory Chips resulting in Infotainment System and ADAS Cameras malfunctioning. There are many incidents of such types at different scales with different vehicle manufacturers.

The stakes are high. Because, unlike the failure of a cell phone application or a website or many other products, a vehicle system failure may lead to fatal incidents and the possible impact is huge. From human life/health to hefty sum of money, and from the brand value of the company to the trust of customers on the underlying technology, all may get a hit.

ISO 26262 at rescue: To overcome these challenges and mitigate the failure of E/E systems that are installed in cars with a maximum gross vehicle mass up to 3500 kg, ISO 26262 standard is designed.

ISO 26262 addresses the whole product development cycle and can be easily mapped to the ‘V-Model’ of product development.

The following diagram shows the 10 chapters of ISO 26262 mapped to the V-Model. It can be noticed that apart from core development processes, management and supporting processes are also covered in this standard, which makes it comprehensive and single point reference for functional safety analysis of E/E systems.

Another noticeable fact is that, while the traditional V-Model focuses on the concurrent Development-Test activities, the ISO 26262 adds the functional safety as third concurrent dimension in each step of V-Model.

ISO 26262 helps in identifying quantitative and measurable parameters in each of the process steps so that the stakeholders can make decision easily. For example, in first chapter of ISO 26262, the classification of various fault-time related parameters is done as following figure: Second chapter mentions about the requirements for the

Figure 2: Overview of ISO 26262(2)

organisations that are responsible for the safety lifecycle. The safety management is required during product development and even after the product release as well.

The third chapter is the start of core development phase and related functional safety activities.

It starts with a crucial steps of Item definition. Item definition defines the interfaces, functionality, environment conditions, known hazards and legal requirements etc.

HARA and ASIL: After item definition, the new development and the modification in existing system are identified. Next step is to do the HARA

Figure 3: Fault-time parameters (3)

(hazard analysis and risk assessment). This activity aims to categorise the hazards that can be resulted from the malfunctions in the system. The hazards are categorised on the basics of Severity of damage caused by the hazard (S0 to S3; S0 being least severe and S3 the most), Controllability of the event by user (C0 to C3; C0 being most easily controllable) and probability of exposure of the hazardous event while product is in use (E0 to E4; E0 being least probable).

This is done according to the different possible use case scenarios of the vehicle in different environmental conditions.

An ASIL (Automotive Safety Integrity Level) is assigned to each hazardous event. Four ASILs are defined ASIL A, B, C and D, where ASIL A is the lowest safety integrity level and ASIL D is the highest one. An additional class QM (Quality Management) denoted no requirement to comply with ISO 26262.

Safety goals are determined for each hazardous event with ASIL evaluated.

Safety goals are functional objectives.

These are top level safety requirements for the items and lead to functional safety requirements.

Now the functional safety requirements are derived from the safety goals and allocated to preliminary architectural elements of the item or to external measures.

Note: Detailed examples of Severity, Controllability and Exposure classes are provided in ISO 26262 chapter 3, which December 2020 | Telematics Wire | 55

Figure 4: System diagram example-Tesla HVIL loop (in red lines) (4)

can be used and edited according to the specific applicability of target product. Also, the chart for ASIL level determination from the combination of Severity, Controllability and Exposure classes is mentioned.

System Design The fourth chapter (Part 4) carries forward these safety goals allocated to preliminary architectural elements and takes care of this during the system design.

To design a system which complies with the technical safety requirements at their respective ASILs is a major activity of this phase.

To avoid systematic failures, both deductive analysis methods such as FTA and Ishikawa diagrams, and inductive analysis methods such as FMEA, ETA and Markov modelling etc. are used mostly with qualitative analysis. For lower ASIL items, Inductive analysis only is required. For higher ASILs, both methods are to be applied.

hardware-software and interface development processes, tools, testing, verification and validation in mind. Also, the audit and traceability guidelines are mentioned.

List of interfaces such as Memory types, converters, communication buses, timers, electrical I/O and multiplexers etc. is mentioned along with the characteristics such as interrupts, timings, network modes and initialization etc.

Production and operation guidelines (Chapter 7) and other supporting guidelines (Chapter 8, 9 and 10) are also very useful in ensuring overall safety of the EE system.

New horizons: New special purpose functional safety standards are also evolving in parallel to ISO 26262. e.g. SOTIF (Safety Of The Intended Functionality) ISO/PAS 21448:2019 for the systems involving AI-ML and Neural Networks, and TARA (Threat Analysis and Risk Assessment) for cyber security for connected vehicles.

ISO 26262 Part 5 and beyond:

Conclusion:

The later phases of ISO 26262 are about these requirements and analysis results are implemented well, keeping all the

We can see that by adopting ISO 26262 guidelines, the complex E/E system can be analysed in a simplified and systematic way to ensure a certain level of confidence in terms of reliability of these systems. Organisations of today need to pay proper attention to product safety and security in order to avoid the perils of mishap due to E/E system malfunctions.

Author Vijay Pratap Singh Dy Manager, MG Motor He is an automotive system engineer with 7+ years of experience in product engineering.

His major work areas include system engineering, functional safety analysis, software development, IVN management, diagnostics and vehicle integration. He is new technologies enthusiast and like to read about economy and psychology apart from technology.

56 | Telematics Wire | December 2020

Refrences: 1. Google image 2. ISO 26262 Part 1, First Edition, “Figure 1 - Overview of ISO 26262” 3. ISO 26262 Part 1, First Edition, “Figure 4 – Fault reaction time and fault tolerant time interval” 4. NHTSA Tech Note: TN-13-44-003, June 26, 2013. o

news

Elektrobit unveils industry-first software platform for next-gen vehicle electronics architectures

Anritsu partnership develops first solution for live and simulated testing of vehicle SIM cards

Elektrobit (EB) announced EB xelor, a software platform designed to streamline the development of next-generation automotive electronics architectures based on high-performance computing (HPC). EB xelor provides car makers and Tier 1 suppliers with a secure, stable and easily upgradable software foundation for connected and intelligent vehicles, allowing them to focus less on automotive infrastructure and more on innovation and profitability: developing differentiating features and functions for their vehicles.

EB xelor brings together production-proven software from EB, open-source and third-party software, plus tools and services that are absolutely critical for HPC environments but won’t necessarily differentiate one vehicle from another.

EB xelor integrates a high-performance functional safety software stack based on Linux and Adaptive AUTOSAR, a real-time and safety software stack based on Classic AUTOSAR using EB tresos—a hypervisor—plus software for HPC updates and platform health management capabilities. It also includes tools and services to automate builds and facilitate integration. The EB xelor platform is optimized for HPC environments using leading system-on-a-chip (SoC) devices from NXP and Renesas. Car makers can then add their own vehicle-specific software on top of these stacks.

Anritsu, Thales and European car manufacturer Groupe PSA have integrated the solution able to test vehicle with embedded SIM cards both in a laboratory environment and in a live mobile network, with rapid switching between the two. Based on Anritsu’s MD8475x base station simulator platform and Thales’ On-Demand Subscription Manager (OSM), the solution allows Groupe PSA to conduct a full laboratory test of vehicle with the eSIM integrated into a car’s Telematics Control Unit (TCU). The new solution ensures the eSIM can be switched easily to the laboratory profile, allowing the test team to control all aspects of the simulated network environment as well as all measurements. The new solution brings great benefits over previous ways of swapping profiles, one of which involved physically desoldering the embedded SIM and replacing with another, bringing delays and the risk of damage. Another alternative is to use commands in the TCU, which can be complicated due to the use of proprietary software and may lead to undesired changes in TCU firmware.

Velodyne unveils solid-state LiDAR for ADAS and autonomous vehicle Velodyne Lidar, Inc. debuted Velarray H800. This solid-state LiDAR is architected for automotive-grade performance and built using Velodyne’s proprietary microlidar array architecture (MLA). The Velarray H800’s compact and embeddable form factor is designed to fit neatly behind the windshield of a truck, bus or car, or be mounted seamlessly on the vehicle exterior. With a field of view of 120 horizontal degrees by 16 vertical degrees, the Velarray H800 allows for outstanding detection of peripheral, near-field, and overhead objects while addressing corner cases on sloping and curving roads. The Velarray H800 provides perception data at a range of up to 200 meters, supporting safe stopping distances even at highway speeds.

Featuring a configurable frame rate, the Velarray H800 offers the rich point cloud density required for high resolution mapping and object classification tasks.

December 2020 | Telematics Wire | 57

news

Ansys collaborates with Microsoft to enhance cloud engineering productivity for customers Ansys has announced a collaboration with Microsoft to integrate Azure cloud, HPC, digital twin and IoT service offerings. Ansys’ runtime digital twins will be natively represented in Azure Digital Twins. Ansys is also collaborating with Microsoft to offer cloud-enabled autonomous vehicle (AV) simulation capabilities to customers. Ansys VRXPERIENCE, an AV virtual test platform, will run on Azure, giving auto designers the ability to test drive millions of virtual miles across multiple scenarios. The platform’s general availability is planned for January 2021.

Keysight Technologies, NTU team up on hybrid V2X communications Keysight has provided NTU with test solutions and capabilities for generating and analyzing both DSRC and C-V2X signals.

This included testing and validation requirements for multi-components and system-level specifications in V2X communication standards, as well as 5G signal generation and analysis in the mmWave frequency range and multipleinput and multiple-output (MIMO) mode. As a result, NTU could generate accurate and full characterization of the newly developed transceiver.

NTU Singapore is currently conducting research on a reconfigurable transceiver system specifically for hybrid (DSRC+C-V2X) communication at 5.9 GHz ISM band. This also includes possible extension to the millimeter-wave frequency range using cost-effective complementary metal-oxide semiconductor (CMOS) technology.

Huawei launches new brand for intelligent vehicle solutions Huawei launched the brand “HI” for intelligent vehicle solutions, which is aimed at jointly developing intelligent-connected electric vehicles (EVs) with automakers by using Huawei’s full-stack intelligent car solutions. The “HI” solutions encompass an allnew architecture for computing and communications, and five intelligent systems focusing on intelligent driving, intelligent cockpit, intelligent electrification, connectivity and intelligent automobile cloud respectively. Besides, the solutions still involve the full set of intelligent suits including LiDAR and AR-HUD (augmented reality head-up display). The “HI” solutions will embrace a automated driving system (ADS) which is based on a Level 4 autonomous driving architecture and is able to provide full-stack solutions for Level 2 plus to Level 4 autonomous driving. Based on machine self-learning technology, it is capable of self-learning and self-evolving.

SafeRide’s vInsight™, a vehicle health management platform released SafeRide has released vInsight™, a Vehicle Health Management (VHM) platform that enables efficient development and deployment of AI-based Integrated Vehicle Health Management solutions in vehicles. vInsight Developer can generate compressed and optimized models for embedded deployment onboard vehicles. It is an embedded VHM runtime engine that is designed for gateway modules, domain controllers, and telematics modules. These runtime engines enable real-time inferencing using the trained VHM algorithms created by vInsight Developer.

The vInsight Edge Runtime is pre-integrated with NXP Semiconductor’s S32G Vehicle Network Processor for service-oriented gateways and domain controllers that can provide the processing performance and access to the vehicle-wide data needed for advanced VHM.

OmniVision, Ambarella and Smart Eye partner on combined driver monitoring and videoconferencing camera solution OmniVision Technologies, Inc., Ambarella, Inc., and Smart Eye announced in advance of AutoSens Detroit the complete solution for dual-mode camera applications. This joint solution simultaneously monitors drivers while capturing vehicle occupants for one-way videoconferencing. It features OmniVision’s OV2312 image sensor, with a dual-mode global shutter that captures both RGB color images and IR images under lowlight conditions. These dual captures are then processed simultaneously by Ambarella’s CV22AQ CVflow® computer vision processor, which runs Smart Eye’s algorithms to analyze the driver’s state and alert the vehicle to any unsafe indicators, such as drowsiness. This joint reference design, including a demo board equipped with the three companies’ pretuned devices and software, is expected to be available to qualified customers later this quarter.

58 | Telematics Wire | December 2020

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Technical Insight

Entrepreneurial Initiative in Verifying Highway Services Journey of Rajesh G, Founder, Highway Delite

R

ajesh G comes from a defense family. His father was in Indian Air Force (IAF), and as the service requires, he was posted in various parts of the country. Along with his parents, Rajesh traveled extensively across India during his early days. When in job, as a consultant with ICRA, he had to travel a lot across India covering all the small towns. During the travel, he faced the pain of highway travel and started thinking about the dynamics of the issues which are being faced by traveler on highway. It was somewhere in 2012-13 he had started realising that even though commuters had access to Google Maps and images associated with specific points of interest, but nobody can claim if this information is verified.

He often wondered about the problems faced during traveling on the highways in terms of safety & security, hygiene, accommodation, and food quality. He used to think about the plight of people who travel with families and especially with elderly people.

For Rajesh G the transition from a consulting job to being an entrepreneur happened over two years. In 2013, he quit his job, and joined his father-inlawâ&#x20AC;&#x2122;s business in Indore who used to run a printing unit. He was a self-made entrepreneur and had started his own business. As he wanted someone to support and take care of his business, Rajesh went there to give it a shot.

Perhaps, this was the first opportunity for him to understand how the business 60 | Telematics Wire | December 2020

works. He not only had a first-hand look at the business but also came across the nuances of running a business. He was there for 6 months, and once the business operations got stable, he eventually realized that it was the time for him to go back and start something of his own.

That’s when he came back to Bangalore.

Some time in mid-2015, he decided to get into entrepreneurship mode. He never wanted to be an entrepreneur.

But, it was his personal experiences and the necessity to address the problem at its roots that prompted him to take the plunge as an entrepreneur.

For first six months, he was very regular at IIM Bangalore NSRCEL event as which they used to organize for startups on the first Saturday of every month.

These events were attended by various founders, VCs, related stakeholders from the startups. Back then, the startup culture had started to gain momentum during mid of the 2010-2020 decade. Being an active participant, the continual process of interactions and open dialogue with the startup community around how startup gets build, what are the building blocks of startups and various other elements, helped him understand basics of startup.

In 2015, Rajesh took his first step and approached NSRCEL with his pitch deck of “Highway Delite”, presenting the idea, what exactly he wanted to do and the pain points it solves. NSRCEL played an important role as their mentors did the hand holding in every possible way which was required for “Highway Delite” in its early-stage startup.

From the business risk perspective, Rajesh believed that the risk element is always there but the worst could be that you shut down your startup and you move on. Risks are part and parcel of business, and this was a risk worth taking.

Rajesh has decided to run this marathon, solo. In the back of his mind, he remembered the saying,“There’s a village which is required to raise a child”.

He got the village in terms of the startup ecosystem in Bangalore. Initially, he had a very small team of 3 people including one tech guy, one data professional, and himself. During the early phase of his startup when he had the seat in NSRCEL, there were already close to 10 different startups working in different areas. So

whenever he needed any support, advice, or assistance, he used the network of the founders available at NSRCEL. Later on, he moved to the NASSCOM startup warehouse, and thereafter he moved to Mobile10X incubator. The network of founders and those in startups grew and so was his access to those who could advise him.

Connect with NSRCEL, NASSCOM and Mobile 10X helped him in many ways.

Perhaps making it redundant to have his own set of founders whom he can go and talk, to discuss and brainstorm. Though he always felt the need for a co-founder but mainly to scale the operations and build on the technology; but never felt the need for a co-founder to discuss the ideas.

Highway Delite has been focussed on verifying highway services. The team visits various outlets that claims to offer facilities. For instance, some of the restaurants claim to be AC restaurants but when you go and sit, there is no AC inside. They say washrooms are available separately for both men and women, but again when you go inside, you’re able to find only one washroom, that too in a temporary shed.

In a country like India where we have 800+ million tourist annually, it’s a huge number of people who are traveling across India’s length and breadth of the country.

The team at Highway Delite has builtin a very granular approach towards highway information in the last 4-5 years.

They have built three different layers on the technology side-data a collection layer, a customer layer, and a merchant layer. When it comes to the scaling part, they have also pilot-tested various ideas that would work. Having said this, they have worked on aggregating the information on highways and showing it to customers, and a pilot of food order with a few restaurants with QR code order or a pre-order. So for both these instances, they have done a pilot testing and are ready to implement at a scale basis across India.

The startup also received grant funding from Karnataka Tourism Department and also later on from Bharat Petroleum. With BPCL, they have also been doing certain internal projects of mutual interest and had few learnings around it. For instance, they have worked on an application

wherein they can showcase all their retail outlets on a map interface and another application for truck drivers for BPCL. Going forward Highway Delite will also try to see if they can play a role in the truck driver’s side of it rather than pure logistics but on meeting the expectations of truck drivers on highways and trying to make it more streamline and safe for the overall journey, and the consignment. For the last 4-5 years, the team is dedicatedly working towards it so that they would be able to start catering to the needs of truck drivers on highways very soon.

Highway Delite has not raised any VC funding yet but now are in the process of fundraising. Moving ahead, the team is optimistic that it is the right time to scale up the operations in terms of building business partnerships and taking this really out to the market. It will be introduced by bringing digitization of highways, in terms of listing out the outlets of verified places, enabling them to accept the digital payments and food orders, connecting this information back to the Auto OEMs through APIs inside the car infotainment.

Highway Delite is working with GPS players in India, enabling their highway technician network to be used for the installation and repair of GPS devices with the trucks on the highways, thereby connecting the physical asset to the physical vehicles. It is leveraging the partnership model wherein it leaves it to the fleet owners or the truck drivers to decide which GPS devices they want and somehow act as an affiliate to that.

It makes sure that they get into this connected ecosystem of vehicles with telematics.

Going forward, the startup will focus on how to digitalize the transaction part and breakdown services. The team is working with MG Motor India which recently signed up six more start-ups including Highway Delite for its ongoing MG Developer Program & Grant. So the startup is strengthening business ties with OEMs and telematics service providers to provide 24*7 roadside assistance and connected services on a real-time basis.

Rajesh sees highway platform as a huge area that every piece of it is a business in itself, be it hospitality services, emergency assistance, or breakdown services. o

December 2020 | Telematics Wire | 61

India news

Continental India collaborates with Universities for Research on Automated Driving Technologies Technology company Continental engages with top engineering institutions in India for cuttingedge research and to build competencies on niche ADAS functionalities that paves the way towards automated driving. In the last few years, Continental has forged partnerships with several academic institutions, including Indian Institute of Technology Delhi (IIT-D), Indian Institute of Technology Madras (IIT-M), International Institute of Information Technology Bangalore (IIIT-B), Indraprastha Institute of Information Technology Delhi (IIIT-D), among others, for collaboration in this rapidly evolving technology area.

Continental India’s strategic partnerships aim to support three key strategic pillars – technological advancement, creating an industryready talent pool, and enabling open innovation in the ecosystem.

Continental India is one of the key drivers for the acceptance of ADAS by developing needed technology advances along with helping direct the public and policy discussion towards a safer future for Indian road users.

EV charging kiosk each at 69,000 petrol pumps across country, says Nitin Gadkari Shree Nitin Gadkari, Minister of Road Transport and Highways & MSME, Govt of India, said that the government is trying to create an ecosystem to accelerate the uptake of electric vehicles in the country.

While addressing a virtual conference ‘9th Edition of Auto Serve 2020‘Electric Mobility Conference 2020-Seizing Opportunities in New Normal”, Gadkari said the government aims at creating core global competencies in India by facilitating the seamless integration of the automotive industry with the world.

He elaborated a number of steps that the Government has taken to promote electric vehicles which include a reduction in GST to 5%, allowing delinking of battery cost of 2-3 wheelers from vehicle cost because it accounts for nearly 30% of the value, etc. Battery charging ecosystem is extremely important, as such he said. The government is planning to set up at least one electric vehicle charging kiosk at around 69,000 petrol pumps across the country to induce people to go for electric mobility, he said.

Motor vehicle aggregator guidelines issued to regulate shared mobility On 27th Nov’20, the road transport ministry issued Motor Vehicle Aggregator Guidelines – 2020, to provide a framework to the state governments and union territories for the issuance of licenses as well as regulating the business conducted by such aggregators, including Ola and Uber.

Some of the salient points in the guidelines include limiting the working hours for drivers attached with cab aggregators to 12 hours a day; health insurance for each driver integrated with a cab aggregator worth at least INR 5 Lakhs with the base year 2020-21, to be increased by 5% each year; term insurance for each driver for an amount not less than INR 10 Lakhs with 2020-21 as the base year, to be increased by 5% each year; and, drivers to receive at least 80% of the total fare for each ride.

Customers would be benefitted through the cap on surge pricing, which has been set at maximum 1.5 times of the base fare. In case of cancelling a ride, a fee of 10% of the total fare not exceeding Rs 100 has been set for both riders and drivers when a cancellation is made without a valid reason as stipulated by the aggregator on its website and on the app.

The transport ministry has already amended the Motor Vehicles Act, 1988 by the Motor Vehicles Amendment Act, 2019 to include the definition of the term ‘aggregator’. The amended act defines aggregators as digital intermediaries or marketplaces between passengers and drivers for transportation.

62 | Telematics Wire | December 2020

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