Extraordinarily fine. SF90 Spider, convertible version of the SF90 Road, it is not only the first Ferrari series plug-in hybrid spider, but it also represents the absolute reference in terms of drive performance, innovations and emotions compared to the range by Maranello Company and the production of the whole sports car sector.
It is a disruptive car, for those aspiring to the highest level of Ferrari technology and wishing to be excited by its performances without giving up versatility and the drive pleasure with open top assured by RHT (Retractable Hard Top), factory trademark of the spiders by Prancing Horse since 2011.
The hybrid plug-in system of SF90 Spider assures it top performances: the 780 HP turbo motor is in fact joined by three electric motors, one at the rear and two on the front axle, which raise the maximum available power to as many as 1000 HP.
However, the great refinement of this plant does not imply complications for the pilot because the sophisticated control logic autonomously supervises the energy flow management according to use conditions.
Therefore, the driver’s only task is setting up one of the use modalities of the power unit (eDrive, Hybrid, Performance and Qualify) that can be selected by the brand-new eManettino and let emotions free.
Like the SF90 Road, also the SF90 Spider is equipped with four-wheel drive on-demand, an absolute première for the sports cars by Maranello Company that allows the car to turn into the new benchmark for the standing start: 0-100 km/h in 2.5 s and 0-200 km/h in 7.0 s.
The adopted architecture has allowed engineers to enhance also the management logic of the dynamic car control, now called eSSC: the system constantly assesses the dynamic vehicle conditions and checks its driving stability and front electric motors, in order to manage independently the torque applied to the inner and outer wheel (Torque Vectoring), significantly improving traction out of corners and allowing the pilot to reach the limit in full simplicity and safety.
The name of the super-group that will definitely take shape during the first 2021-quarter from the merging of Fiat Chrysler Automobiles (FCA) with PSA is Stellantis.
A logo that will complete the graphics chosen for the name is expected to be soon presented in its turn.
Until now, it is certain that the two historical brands will still exist and coexist with the new one, and likewise all the brands of cars and models that the two multinationals represent. From Citroen to Vauxhall, including Opel, Peugeot and DS; and from FIAT to Maserati, besides Alfa Romeo, Lancia, Jeep, Dodge and Abarth.
The name chosen is of Latin origin: the verb stello means to brighten with stars, and in numbers stars seem to smile to the newborn star of the automotive production.
In the sector and on a global scale, it ranks fourth by firepower, with sales amounting to 8.7 million cars, over 400,000 workers in all and about 200 billion Euros of turnover.
«Solutions for the sustainable mobility»
The development of electric vehicles and more in general the research of «solutions for the sustainable mobility in next decades» are among the targets declared by the giant originated by the 50:50 merger of the two partners. Another goal is to gain better ranking on international scenarios, to full detriment of other market leaders, gaining ground in China, too.
Concerning the e-mobility, PSA has planned for the current year the presentation of seven hybrid plug-in and as many electric models; FCA has worked at the electric 500 and at three PHEV but it is programming to have zero emission clones of all fleet models next year.
Moreover, synergistic operations in the ambit of the battery production are under study, due to both the Italian-American vendor’s intention of giving birth to a specialized line at Mirafiori, and due to the announced inauguration of two new specific poles in the European plants of Groupe PSA. Since the beginning, they have thought the contribution of the latter’s platforms in the implementation of EV, in their manifold declinations, would be decisive. Not fortuitously, summer has diffused rumours about the SUV by Alfa Romeo, whose release is supposed to have been planned in 2022. The car is based on the electric version (eCMP) of Multienergy Common Modular Platform, operating since 2019 and at the origin of the electric models of Peugeot 2008 and 208, of Corsa and Mokka, DS3 Crossback and Tense. (Roberto Carminati)
Some months after its establishment, the joint venture Marelli and Punch Motive International is giving its fruits: the assignment of the first relevant contract for the production of e-axles (electrified axles) by an important car manufacturer on a global scale.
The production start of this system, which will be developed, tested and produced by Marelli Electric Powertrain Strasbourg, is expected for 2024.
The joint venture, where Marelli is the major shareholder, combines the proven expertise of the two partner companies to develop and to assemble “e-axle” systems, integrated and optimized for BEV or Plug-in Hybrid vehicles for Europe and Americas. The achievement of this first relevant contract since the establishment of the JV has represented the market acknowledgment of its advanced technological skills.
The e-axle system will be compatible with the most severe requisites of functional safety, as the ASIL-D, and it will be one of the most compact, efficient and performing market solutions. Another relevant feature will be the capability of assuring optimal driveability to BEV vehicles through functions such as the active torque vectoring, which confers more agility to driving. Hannes Prenn, President of the Vehicle Electrification Division of Marelli, declared: “This joint venture was created to allow controlling a further area in the ambit of the portfolio of the Vehicle Electrification Division of Marelli. Winning a contract of this relevance few months after the creation of the JV perfectly demonstrates the logic at the base of its establishment. The focus on the e-axles dedicated to full electric systems is a key element in the strategy of Marelli Vehicle Electrification. Such element, together with our consolidated expertise in the ambit of electric motors and of the thermal management, defines a complete approach that permits the efficient control of the energy flow in current and future vehicles”.
The two protagonists that have already collaborated in the past are Volvo Penta and Danfoss’ Editron division: they have signed a partnership agreement that will drive the transformation towards sustainable power solutions within the marine industry.
By leveraging their combined strengths, the two companies will work to optimize offerings to provide electromobility solutions for the marine industry. By cooperating on research and development activities, Volvo Penta and Danfoss’ Editron division will rapidly deliver robust, reliable, and efficient electrification packages to a broader part of the marine commercial market.
By working together from the design phase right through to installation, commissioning, and aftermarket support, the desire is to secure a totally seamless experience of the delivery of vessels. This joint approach – from sales to aftermarket – will make things easier for customers, operators, and yards in the future.
«We’re excited – said Kimmo Rauma, vice president of Danfoss’ Editron division – to officially join forces with Volvo Penta. Ultimately, we want to create a sustainable solution and find the ideal fit for the market. The marine sector urgently requires zero-emission solutions that offer ultimate manoeuvrability, precision, and comfort capable of operating in robust commercial marine environments. Together, the two companies have the winning combination of skills and technology to create unique solutions and drive sustainability in the industries they operate in».
Let us take a step back: last December, took place the takeover of 100% of Gkn, global engineering and manufacturing partner of metal powders and product solutions for automotive and industrial markets, by Qf Spa of Borgomeo Group, so sparing the factory at Campi Bisenzio, including the employment of its 422 workers.
In these days, it is released the news that in that factory they will produce state-of-the-art electric motors for machines at the service of the industrial automation of textile, of pharmaceutical and other sectors, including automotive and technologies for renewable energies.
«They have taken a very important step forward, we hope it is decisive» stated the major of Florence Firenze, Dario Nardella. While Eugenio Giani, president of the Tuscany Region, declared: «Positive the recovery prospect provided by the guidelines of the industrial plan and the safeguard of all involved workers». The industrial plan will avail itself of an important research, development and design structure, integrated with industrialization and production. The operation provides for investments worth 82 millions, staking on the development of integrated electric hyper-digital drives, in an integrated system for the implementation of industrial automation, edrives, robotics and logistics. In a successive phase, the electrification of transport systems, connected also with the energy sector, will be started. Besides electric motors, the power converter will be developed.
General Motors is already at work on the next evolution of its Ultium battery cells. GM R&D Lab Group Manager Mei Cai, PhD, displays a working prototype of a battery cell with a lithium metal anode, a significant step on the path to remarkable energy density breakthroughs, with even more power and range at lower costs. This cell has already completed more than 500 deep charge/discharge cycles. (Photo by Steve Fecht for General Motors)
The company General Motors is accelerating its electric-vehicle efforts, pulling forward the schedule on many future launches, and expanding the number of EV models it sells globally to 30 by the end of 2025. Here it is the words of Mary Barra, Ceo. Two new all-electric Chevrolet vehicles are coming: they are a full-size pickup truck and a compact crossover utility vehicle, whose schedules have been pulled forward by 11 months and a whopping 21 months.
Fully 40 % of the GM models sells by the end of 2025 will be battery-electric: more than two-thirds of those 30 different electric vehicles will be offered in North America. They will include entries from all four GM brands: Buick, Cadillac, Chevrolet, and GMC.
Moreover, the company will pull forward the launch date for its 2023 Cadillac Lyriq: from the end of 2022 to the first quarter of that year. This reflects the company’s new standard timeline for development of new Ultium vehicles. It will have taken the 2022 GMC Hummer EV just 34 months from program approval in the summer of 2018 to the first production model rolling off the assembly line at the end of next year.
Ultium is already a key achievement in electrification, with battery pack costs nearly 40% lower than the Chevrolet Bolt EV. Despite the pandemic, GM’s work on electric vehicles accelerated during 2020.
GM is projecting that second-generation Ultium packages, expected in the mid-decade, will cost 60 percent less than batteries in use today at double the expected energy density.
These second-generation cells will approach cost parity with gas-powered engines.
The stronger and stronger orientation towards the direct current is one of the most debated topical issues, especially in the renewable energy world. Is a paradigm change really in course, recalling the original intuition by Thomas Edison?
Nowadays, topicality spotlights on energy provisioning are cast on the direct current and on the relative role in the ambit of renewable energies. This was precisely the theme of an event of cultural interest organized by Lapp.
“Ancient”, but very current matter, the direct current technique is conquering new supporters because the production, distribution and use modalities of electric current have deeply changed. This modification will lead to radical transformations at all levels of the industrial activity, connection technique included.
A bit of history: Thomas Edison & Co.
It is never out of place to review history a bit and in this case we must go back to over 140 years ago to return at the issue’s origins. At the end of 1882, the genius Thomas Edison, one of the greatest inventors in all times due to the authorship of as many as 1093 patents, inaugurated his first power plant that –moreover – electrified Wall Street in New York, and operated in direct current.
One of Edison’s collaborators at that age – nothing less than – Nikola Tesla, was entrusted with the development of a dynamo, but he had a brilliant idea: instead of working at the direct current, he focused on the alternate current technique.
Edisons first central power plant for direct current (DC) in the Pearl Street, New York City
Therefore, after “the separation” from Edison, Tesla carried out his project in collaboration with the “the competitor”, George Westinghouse and Edison did not absolutely change his mind. He did not want to recognize the advantages of the alternate current at all, like the simple current change through transformers for the transport on long distances and subtler cheaper cables. Well, the lighting of the world exhibition in Chicago in 1893 was generated by alternate current, constituting the first notable litmus test of the growing popularity of such technique. Only afterwards Edison admitted – but not publicly – that giving up alternate current was a mistake.
However, nowadays do we still think it was an error indeed?
2020 energy scenario: dispersion as enemy of efficiency
Edison’s concept and his “stubbornness” about the direct current is today redeeming itself through various present developments.
Georg Stawowy, president and CTO of LAPP Holding AG
«An ambit in which the direct current is returning and arousing interest – explained Georg Stawowy, Member of the Board and CTO LAPP Holding AG – is the production of energy until now occurred in alternate current, for instance in generators of large nuclear or coal power plants or in hydraulic turbines. With this technique, the energy distribution is performed by transformers and a current reduction inside cables takes place, resulting in minor dispersion.
However, in the current scenario, more and more production systems that generate their energy under the form of direct current are entering the network. An example are photovoltaic plants, supported also by chemical batteries or accumulators that do not like the conversion from direct current into alternate current because it implies some losses». Therefore, in the light of the growing (and necessary) use of renewable energy production plants, today and in this context the best choice would be constituted by a direct current network. Efficiency, in fact, is undoubtedly the most convincing issue in favour of the shift to direct current. «If thermoelectric, nuclear and coal plants input alternate current into the network, and vacuum cleaners and lamps use it directly, the efficiency degree, at utility level, reaches about 65 %. This means that around one third of the electric energy is lost and today, more than ever, the situation is worsening owing to photovoltaic plants and solar energy power plants, besides the growing installation of battery accumulators that increase the current to be converted into alternate».
The same is true on utility side: as proven by the overheating of power supplies. The scenario shows the approximate 56% reduction of the overall energy network efficiency; a situation that needs a system reorganization.
Possible electrification pathways in Italy up to 2050 and related benefits (Credit: LAPP)
Moreover, the CTO of LAPP mentioned us an alternative consisting in the use of the direct current technique for the transport on very long distances through transmission of high voltage direct current (HVDC), as well as of low voltage direct current networks in dwellings and in industry, to be connected to portable computers and industrial motors, for instance, without either feeders or inverters. With this solution and the mix made up by a photovoltaic plant on the roof and an electric car in the garage, an electric network set in direct current would allow reaching a very high overall efficiency: about 90 %.
Network, decentralized and star
Another reflection on this theme concerns the energy distribution; history shows us the electric network has been dominated for a long time by big power plants that distributed their energy to close regions according to a star configuration. The growing success of renewable energies has led to an increasingly decentralized and localized electric network, often with on-site exchange. «In these applications –Georg Stawowy explained in detail – the alternate current technique cannot provide its advantages. Nevertheless, the alternate current is not ideal on big distances, too, because the losses depending on transmission significantly increase. A HVDC connection, although twice more expensive in implementation phase, is advantageous in virtue of minor energy losses starting from a length of about 400 kilometres, while in case of submarine cables used for instance by offshore wind farms, it already offers advantages starting from 60-kilometre distances. Moreover, HVDC connections are extremely reliable. Due especially to the progresses made in the energy conversion through power electronics, direct currents can be converted up to 800,000 Volts, without using transformers».
The new energy use
In dwellings and in industrial factories, the current distribution occurs through low-voltage networks, then through Schuko sockets, or standard sockets for alternate current. The number of electric appliances that need direct current is steeply rising, including computers, LED lamps and also electric cars, dynamic market that makes us confident in the future. Besides, in the case of motors used in industry, the regulation of the revolution numbers is increasingly performed by frequency converters with intermediate circuit in direct current. «All conversion circuits from AC into DC of these converters would become superfluous if we chose direct current networks with centralized conversion into DC of the voltage. In the automotive industry, they are experimenting some pilot projects that provide for the exclusive power supply of entire manufacturing units with direct current and the use of batteries for energy accumulation in the short term».
For motors
«Instead of using a rectifier for each converter, we might power motors directly with direct current. Concerning this, ideal would be a direct current 380 V network, because intermediate circuit voltages are generally included between 350 and 400 Volts.
Gaetano Grasso, Product Management & Marketing Manager of LAPP Italia
The possibility of choosing between direct current or alternate current operation would be easily implementable, too» here is the vision by Gaetano Grasso, who illustrated us the advantages of the direct current network in this context.
They consist in low losses caused by conversion, higher energy networks’ stability due to harmonics reduction, component saving and minor overall dimensions, more integration simplicity of decentralized renewable energy sources like photovoltaic and energy recovery, for instance use of brake energy and accumulation in batteries.
CABLES
With ÖLFLEX DC SERVO 700, LAPP has scheduled the implementation of a hybrid cable for the combined connection of energy and control signals, specifically conceived for direct currents
In the development of cables for direct current applications, LAPP plays a pioneering role, among the suppliers of products for the connection technology, which distributes electric cables, cable glands, connectors and accessories for a broad range of industrial applications, in Industry 4.0 ambit, too.
«In collaboration with one of the most important technical universities – explained Gaetano Grasso, Product Management & Marketing Manager of LAPP Italia – we noticed that in the ambit of some tests, in a direct voltage field insulating materials show a different ageing behaviour
compared to that shown in an alternate voltage field. Currently, we already offer a complete range for fixed and flexible applications in the direct current field and for industrial partners we have developed a hybrid cable that brings together all the functions for a motor control in a single insulating sheath».
Pilot project, Germania is master
In the last 2 years, complex applications have been implemented in various Countries and they have started pilot projects aimed at confirming the use of the direct current technique in the future. In the regions with inefficient net infrastructure, like India for instance, in the villages they are implementing a decentralized energy provisioning system based on direct current. In Germany, instead, in the industrial field, the direct
current technique holds nowadays a dominant position, especially in server fleets with high energy consumption. Here, use degree variations generate positive economic effects, whereas closed applications allow managing safety-related aspects with more efficacy. Moreover, in German territory they have started a joint project framed in a state programme of research promotion. Fifteen partners from various industrial sectors participate in the project, like LAPP, Daimler, Siemens and Bosch Rexroth, with various research institutes, thanks to which are stemming the first manufacturing plants with machines that will be equipped with a sturdy secure DC network. «Today, therefore –the manager of LAPP, Georg Stawowy, affirmed – we can then state the direct current has its reason for being in practice and is intended for gaining growing importance in the industrial application in Italy, like in all other industrialized Countries. Moreover, they are currently studying the ageing mechanisms of plastic materials permanently exposed to the direct current influence and intended for applications in both exercise systems like switches and electric boards and in lines. LAPP is currently very active in the ambit of a project that studies the long-term stability of insulating materials for cables and lines». by Lara Morandotti
Is Wireless Electric Roads the future of global electric transportation? Israeli startup Electreon Wireless is developing a solution, creating roads that can charge electric vehicles as they drive. Wireless Electric Roads (ERS) is the platform of the future for charging EVs on the go – decreasing the size of the battery and load on the grid, smoothing operation and eliminating visual hazards.
Wireless ERS combines dynamic, semi dynamic and static charging, providing the optimal solution to any use case.
The first step of the company was an electric road in 2019, when in the coastal town of Beit Yanai in Israel, has successfully charged a Renault Zoe inductively while driving. This was achieved along a 20-metre long section of track equipped with coils embedded in a section of the road.
During the test, ElectReon proved an energy transmission of 8.5 kW with an efficiency of more than 91%.
Electron Wireless has another project planned for a small area in Tel Aviv this summer, before implementing a test in Sweden by the end of 2020.
“High-Efficiency Motors and Testing” is the first event of the “Electric Motors Talks”, a cycle of virtual meetings dedicated to the Coil Winding Community, and it will be in live streaming Thursday 14th April 2021, from 10:30 p.m. to 12:00 p.m.
The webinar will be chaired by Marco Villani, professor of Electric Machines Design and Electric Systems for Mobility at University of L’Aquila and technical director of Electric Motor Engineering review.
It is a joint initiative of University de L’Aquila and Coiltech to promote the exchange of expertise between specialists in Coil Winding and related fields, making at least part of the World Magnetic Conference accessible online, in this exceptional time.
WORKSHOP PROGRAMME
HIGH-EFFICIENCY MOTORS AND TESTING
14 April 2021, 10:30-12:00
Edoardo Fiorucci – University of L’Aquila Issues about the uncertainty evaluations in efficiency measurements: the case of the separate losses in induction motors Alberto Rubino – Spin A new generation of high-efficiency, silent & rare-earth free reluctance motors Dragana Popovic Renella – Senis AG Fast Magnetic Angle Sensor For Smooth Motor Control Alberto Tessarolo – University of Trieste Regenerative full-load testing of modular high-power machines: an alternative to the back-to-back method
The focus direction towards the electric mobility is also highlighted by recent corporate strategies. The latter include the takeover of 80% of FASP, company that develops technological systems for the manufacturing of electric motors by IMA Group, operating in the design and production of automated machines for the packaging of pharmaceutical and food products, drinks and cosmetics, which is part of BC Partners and of Vacchi family.
Established in 1981, FASP operates in the production of stand-alone machines, of complex plants as well as in the implementation of fully automated turnkey lines.
The company supplies innovative efficient solutions to electric motor manufacturers that operate in a broad range of sectors: automotive, electric vehicles, domotics, lifts, electro-pumps, submerged motors, energy generators and various industrial applications concerning the winding and wire insertion technology.
This takeover implements the portfolio of solutions with high technological content supplied by IMA in the field of automated machines for the production of electric motors.
