“Modular Platform for high performing urban e-mobility”

Pietro Perlo, Marco Biasiotto, Davide Penserini, Gregorio Iuzzolino, Gioele Sabato, Pietro Guerrieri++

I-FEVS, Polimodel++

INDUSTRY 4.0Teheran, 3-4 August 2016

• Invariants in mobility

• The three monopoles of the Automotive Industries

• Market trends with classification of vehicles by mass

• P-GEVS Modular platform

• Fail safe Powertrain

• Safety: EuroNCAP crash tests

• Examples of MicroEVs: Passenger, Restaurant, Pick-ups

• Conclusions

OUTLINE

Introduction: Invariants of mobility

• People travel on average about one hour a day,

• People spend on average 13% of their disposable income on travelling,

• Since 1920 cars have an average speed of about 35-40km/h. That is, all the

km car travels each year divided by all hours that car travel each year

equals about 35km/h.

• Since 1800 the per capita mobility increases some 2.5%-4.0% per year 1,2.

(With less road but more air travels: see next slide).

1) Jesse H. Ausubel, Cesare Marchetti, Perrin Meyer, Toward green mobility: the evolution of transport European Review, Vol. 6, No. 2, 137-156 (1998).

2) A. Gruebler (1990) The Rise and Fall of Infrastructure: Dynamics of Evolution and Technological Change in Transport (Heidelberg: Physica)

Airbus:Airbus for Analysts – Airbus 2013-2032 Global Market Forecast http://www.airbus.com/tools/airbusfor/analysts, 2014.

World annual RPK (trillion)

Invariants of mobility

2012-2032, 20-year world annual traffic growth 4,7%

The three monopoles of the conventionalautomotive industry

Internal combustion engines1 Billion instruction per second, +15 actuators, +15 sensorsFully Electric powertrains destroy the monopole.

Approach to vehicle manufacturingThe necessary moulds to produce the fully Body in White cost several

tenths of millions. A large scale production line of a new BiW cost >100M€

Emerging manufacturing technologies limit the impact of the monopole.

Public fundingAll large OEMs are the result of a multi-decade national strategy.

Governments invested and continue to invest on large OEMs to keep jobs and to generate national technologies.

Governments starts understanding that electromobility opens a gamechanging era.

Computing performance required by new ICE powertrainsSource: Infineon UK

1

10

100

1,000

10,000

100,000

1,000,000

1995 2000 2005 2010 2015 2020

Perf

orm

an

ce [

Meg

a i

nstr

. /

s]

40 Mips

5 Mips

300

Mips

2,2 Gips

17 Gips

126 Gips

2 Gips1 Gips

500

Mips

2x every 2..3 years ~2x every 3..4 years

15 Gips

Moore’s Law

Complete Powertrain System

Main µC in Powertrain

250

Mips

High end

low end

Currently 1 Billion instruction /s (against 18 Billion instruction/s of the brain)

OEM Model

year

2000 2005 2010 2015 2020

Daimler Smart for four and Renault Twingohttp://www.automotivemanufacturingsolutions.com/focus/allianc

e-in-action

Fiat 500 and Ford KAhttp://europe.autonews.com/article/20150305/ANE/150309902/fiat-

chryslers-polish-plant-will-build-restyled-fiat-500-lancia

9

The method of joining steel materials is now widely used also for structuralhollow sections of varying cross-sections, as well as when creating the so-called crumple zones. These products are called "tailored” tubes. Thisapproach is becoming more and more common for large scale productionsallowing the distribution of the high necessary investments over a largenumber of vehicles.

Tailored body composition

10

The aluminum body shell Audi A8. A similar approach has been adopted in theTesla Model S.

The structure of the conventional steel plates with identical characteristics isnearly 50% heavier than aluminum. This is the reason why for several years entirebody were produced in aluminum.

When using super high strength steels SHSS as proposed by P-GEVS, per thesame mechanical strength characteristics a chassis structure can be made lighterthan that made in Aluminum.

Chassis in aluminum

11

The hybrid assembly used by Lamborghini. A CFRP frame is also used in the BMWi3.

The investment is high for a rigid structure that does not allow modularity to serve different missions.

Composite structures: CFRP frames….doors

12

Panda: the lower chassis of the FIAT Panda is heavier (160kg) than the complete chassis made by I-FEVS.

To produce a similar lower chassis FIAT and Ford set up an alliance.

Chassis of small vehiclesConventional moulding of metal sheets (Steel-Aluminium)

13

2014 Smart for four and Smart for two.Alliance Daimler for Four and Renault Twingo.

Chassis of small vehiclesConventional moulding of metal sheets (Steel-Aluminium)

14

Chassis of small vehiclesConventional moulding of metal sheets (Steel-Aluminium)

• Complexity of the needed moulds to shape the metal sheets in a 3D geometry,

• Complexity of the needed tooling to assemble-weld the moulded components,

• Complexity of the two shell structure adopted in the smart,

• Lack of flexibility to reconfigure the structure,

• Great difference between chassis having one and two doors on the same side,

• High investments necessary for large scale productions.

Traditional OEMs cannot be challenged on conventional technologies.

Market trends with classification of vehicles by mass

Electric Vehicle classes

Note 1: Macro classification by weight adopted in the 2015 EU e-mobility roadmap.

Note 2: Electric high power-speed motorcycles and sidecars (L3e-L4e) are excluded.

Electric Vehicle classes

USA: Only one new entry survived

(Tesla) in 50 years,

EU: All New entry together produce in

one year what a large OEM produces in

few hours

China: new entry largely

statesupported some “private”.

•Starting an M1 car company is very

hard and expensive.

•Amongst the new entries no one in

EVs generates net profits.

•Regulations used to limit competition

Type

L-Categories (excluding L3e-L4e)M1 Vehicles

Light EVs

EPAC

e-Bikes

Light EVs

e-mopeds

e-scooters

2-3 wheeled

Micro EVs

light-heavy

Q-cycles

ATV, 3 wheeled

City

e-Cars

Small

e-Cars

Mid size

e-Cars

Large

e-Cars

Weight kg 15-50 50-350 350-700 700 -1000 1000-1300 1300-1500 1500-2000

Energy

kWh/100km1-2 2-4 4-8 9-12 12-15 15-18 18-25

kg/100km of

Li-ion pack

(180Wh/kg)

6 -11 11-17 23-50 50-67 67-85 85-100 100 -150

DC link (V) 24-48 48-65 48-100 65-240 120-360 240-480 360-480+

Nominal

Power (kW)

0.05-

1.0to 4 to 15 15-40 18-70 50-140 70-200+

Speed km/h 25 - 45 45 45-90+ By design

Plug-in vehicles: World CAGR 2016-2021 (Rev October 2015)

80-100%Slow speed Q-heavy

and Kei e-cars

5-7%

60-70%Slow speed

Light

3-4 Wheels

50%All M1

Battery only andBattery with R.E

E-bikes need more smartness - Three and Four wheels low speed e-vehicles in China and Kei e-cars in Japan follow exponential growths - Mid size e-cars still expensive.

Apple, Google,

FoxCoNN

Battery only

http://www.carnewschina.com/2015/03/05/sales-of-low-speed-electric-vehicles-are-booming-in-china/

In 2013, China produced:•25.29 million two-wheeled electric vehicles,•4.72 million three-wheeled electric vehicles,•1.162 million all-terrain vehicles (ATV).•302,000 four wheel low-speed electric vehicles

Chinese four wheel LSEV producers concentrate in Shandong Province, whose LSEV output rosefrom 16,300 in 2009 to 175,000 in 2013 at a CAGR of 81.0%.

The four wheels solution is the result of a hundred and more years of optimizations butconventionally sized cars, like e-bikes, have intrinsic limitations.

In 2014, 400,000 so-called “four wheel low-speed EVs” were sold in China, compared to only84,000 conventional all electric and hybrid electric vehicles.

Industry observers believe that the one million mark could be achieved within a year or two, andas many as three million four wheels low-speed EVs sold in 2020.

China’s four wheel low-speed EV companies had invested approximately RMB 15 billion ($2.4billion) in manufacturing capacity by the end of 2013.

World market trends: Four wheel low-speed EVs (see second part, the slide is reported here only to confirm the trend)

While most of the attention is on electric conventionally sized vehicles(Cars) the developments are at most following a bottom up approach:

• At a world level most of road electromobility is currently made by e-bikes: +50 Millions year with a further CAGR of 5-7% for the next 5 years.

• The highest growth is registered for slow speed four wheel vehicles(China 600,000 in 2015*) and kei e-cars (Japan): 80% to 100% CAGR inthe next 5 years.

Note: In China micro cars are not considered low speed cars and they arenot included in the 600,000.

*http://www.golfcartsforsale.com/blog/china-opts-low-speed-electric-vehicles/

The World market is following a Bottom up approach

P-GEVS Modular Platform

Congestion:

Size,

Urban mob

Emissions:

CO2,

Noxious,

Noise

Resources:

Weight,

Materials

Safer, More Efficient, Lower Footprint

Electric vehicles

Safety

Energy

security:

Consume,

Ren Energy

Employment

Introduction: Converging needs

Opportunity: large demand of high performing-quality different typologies of small electric vehicles specific for urban mobility.

Urban Mobility

By 2030, most of the world's population will be concentrated in cities. Assuming thistrend continues, by 2050 more than 80% of the world's population will live in an urbanenvironment. Cities are places of innovation, they drivers of our economy and placeswhere wealth and jobs are created. At the same time urban areas are characterised bydensity: of people, activities, interactions and economic, social and cultural functions.Thus, cities are where the opportunities and threats to sustainable development cometogether. In this context, the three pillars of sustainability (the economy, society and theenvironment) have all to be treated with equal importance. The future will bring atransportation landscape in which private cars, buses, freight, pedestrians, bicyclesand rail will be woven into a connected network; saving time and resources,producing lower emissions and congestion, and promoting efficient land use andimproved safety”. Source ACEA www.acea.be

The car is becoming increasingly less relevant for city life. Many European cities arelimiting or planning to prohibit the movement of cars. That’s why the light electricvehicle (or LEV) and buses are the fastest-growing segments of the urban mobilityindustry. Cities will be more and more perceived as closed areas within which noveladvanced automated vehicle categories will spread to meet the new forms of publicand private, personal and collective, road and air, people and goods mobility demand.

24

Targeted innovations

Small footprint but ergonomic

Crashworthy architecture: As safe as a the best conventional M1 vehicles

Address the needs of urban mobility whilst also encompassing characteristics

suitable for extra urban mobility as well

Easy to reconfigure architecture for different uses (high acceptability)

Fail-safe power train architecture with high efficiency,

Efficient (low weight and low aerodrag)

Reduce system complexity with a focus on the key essentials

Radical reduction of production costs

Apply advanced systems integration including:

High efficiency flexible solar cells >20 km/day solar energy in southern EC

countries

Power dense, highly efficient e-motor and advance torque control

Integrated power-energy management

Distributed battery packs

Adaptable V2G and V2H technologies.

25

Powertrain:

Efficient, fail safe, 4WD-4WS, high torque, low cost..

Powertrain: 4WD to W4SProprietary fail safe powertrain and suspension system

Powertrain: 4WD to W4SProprietary fail safe powertrain and suspension system

Motor map with a fixed current of 200Arms: Motor 9000 RPM for the front axle.Motor efficiency is above 90% for a large range of speeds with a peak of 94% atabout 3500rpm. The total efficiency including the inverter is peaked at 90% at3500rpm. The total efficiency is quite high for a large range of speeds. Themeasured mechanical torque is of the order of 45Nm up to 3800rpm.

High efficiency and high torque, robust and low cost ID motors

Motor map with a fixed current of 380Arms (Extreme but possible condition ofoperation). Motor 9000 RPM for the front axle. Motor efficiency is above 90% forspeeds of the order of 3000rpm. The total efficiency including the inverter ispeaked at 88% at 3000rpm. The total efficiency is quite high for a large range ofspeeds. The measured mechanical torque is of the order of 95Nm up to 3300rpm.

High efficiency and high torque robust and low cost ID motors

Chassis: Safety, reconfigurable, easy to

manufacture, low cost

“Simplicity is the ultimate sophistication”

Leonardo da Vinci

…..To simplify you need to be free from constrictions

Chassis with a mix of High Strength SteelsMeeting all EuroNCAP crash tests

All IP owned by P-GEVS

Sheets

DP 600

DP 800

DP 800

DP 800

DP 800

Box

DP 1000

DP 1000

DP 1000

DP 800

DP 1000

DP 800

DP 1000

New front and rear bumpers “integrating” the functionality of the usual metal crossbar

Without treatment

With treatment

Preparation of the PE before foam injection 22 Bar

35

New Bumpers installed in the lower chassisIP owned by P-GEVS, produced by Melform

BIW designed for a 600kg, 4WD L7e-CU fully electric vehicle also meeting the Japanese KEI-CAR limit on

maximum width (148 cm).

PWT, axle frame, suspension system and BIW designed by I-FEVS with a mix of Super High StrengthSteels. Material data provided by Magnetto Automotive.

Euro NCAP Frontal Test ODB. Offset Deformable Barrier Frontal Impact.

Euro NCAP Frontal Test ODB.

BIW designed for a 600kg, 4WD L7e-CU fully electric vehicle also meeting the Japanese KEI-CAR limit on maximum width (148 cm).

PWT, axle frame, suspension system and BIW designed by I-FEVS with a mix of Super HighStrength Steels. Material data provided by Magnetto Automotive.

EURONCAP Full width rigid wall crash test of the body in white BIW designed for a 450kg, 2WD L7e-CP fully electric vehicle also meeting the

Japanese KEI-CAR limit on maximum width (148 cm).

PWT, axle frame, suspension system and BIW designed by I-FEVS with a mix of Super High StrengthSteels. Material data provided by Magnetto Automotive.

Euro NCAP Side Test AE-MDB of the body in white designed for a 600kg,4WD L7e-CU fully electric vehicle also meeting the Japanese KEI-CAR limiton maximum width (148 cm).

PWT, axle frame, suspension system and BIW designed by I-FEVS with a mix of Super HighStrength Steels. Material data provided by Magnetto Automotive.

Group of chassis before crash tests

Test performed on 2000 km of heavy pavè with a fully loaded compartment (total weight 800kg) equivalent to

200,000 km on conventional roads.

Flexible low cost manufacturing

Chassis designed with in mind flexible manufacturing

Page 44

Food delivery, Pick-Up, Vehicle-Restaurant

Page 45

Passenger Vehicle, Taxi….

Athene April 2012: Commissioner Mrs. Geoghegan-Quinn and Mr Pietro Perlo of Interactive Fully Electrical Vehicles, Italy. http://ec.europa.eu/commission_2010-2014/geoghegan-quinn/index_en.htm

«The Electric Vehicle Torino» the day it was presented to Mr. Piero FassinoOctober 2011 (P-MOB project)

Mr Fassino and Mr Lavolta, Torino, October 2011 (P-MOB project)

Rational Design Based on Golden Ratios and Simplicity:

(Proprietary Trademark)

Multidirectional energy exchange between grid-home-stationary rack energy storage -renewable energy installation and electric vehicle. Also including the demonstration ofpartial battery swapping between EV and stationary energy storage rack (Source: FREE-MOBY and PLUS-MOBY projects).

Vehicle to Home V2H: Developed Demonstrator

51

Milestones for future electromobility set on:

Fail-safe two motor powertrain (four wheel drive)

Efficiency with best in class aerodynamic

Best in class safety against both front, off-axis and lateral crash

«Five stars» ergonomy for a super-compact vehicle

Smart photovoltaic capable of an average 20km/day by solar energy

Integrated local supply chain.

EU-MOBY variable platform

Three plus one seats,

Small footprint 148cm width, 298cm length, 155 cm height,

Ergonomic entry with two doors on opposite sides,

About 80Wh/km average consumption on most driving cycles,

Distributed 12kWh battery pack for about 150km range (250km range atconstant 40km/h),

Crashworthy architectures meeting the highest “EURONCAP crash tests ratings”,

Fail-safe two motors 4WD power train architecture with adaptable torquecontrol over two fully independent axles,

Two 7.5kW motor-transmission system that can deliver up to 700Nm per axle,

Speed 120km/h, 50km/h in <3.5s , Slopes 45%,

High efficiency flexible solar cells to assure an average range >20 km/day bysolar energy only in southern EC countries,

Vehicle to Grid V2G and Vehicle to Home V2H technologies.

General characteristics of the vehicle in its passenger form

Restaurant

Restaurant configuration

On board energy harvesting

• +700W nominal solar cells• 400W nominal wind telescopic

generator

Home appliance

• Two induction plates• One Microwave owen

Range

• Capability to serve +100 dishes of pasta in less thanone hour with less than onethird of battery capacity

Restaurant configuration in operation

Pietro Perlo, EV everything is changing, Berlin 27 April 2016

Restaurant configuration in motion

Pietro Perlo, EV everything is changing, Berlin 27 April 2016

Restaurant configuration in operation

Pietro Perlo, EV everything is changing, Berlin 27 April 2016

Pick-up configuration:Different lengths of the loading area

TAXI with conventional chassis: total length 300cm

Temperature conditioned food delivery

The following interdependent aspects are considered mandatory:

• Safety: As safe as larger M1 City vehicles,• Ergonomics: easy entry, voluminous interior spaces, high visibility, easy driving

and high manoeuvrability,• Aesthetics: pleasant vehicles stimulating the desire of ownership,• Smartness: on-board sensing and computational power conceived for future

highest demands such as autonomous driving,• Application of automotive quality methodologies (reliability): consolidated

automotive approaches on managing the supply chain, 100% traceability of allcomponents and processes,

• Flexible manufacturing and low production costs: different vehiclesconfigurations derived from a single chassis with minor changes, low upfrontinvestments, easy to find materials and components,

• Define a sustainable business model of manufacturing,• Promote new forms of EU collaborative manufacturing,• Collaborate to Prepare a specific regulatory framework for electromobility

emphasizing safety and size.

Addressing Sustainable Manufacturing

The strength of EU collaborative R&D ProjectsOn Making an Automotive Supply Chain

MA CLN group, Comau, Siemens, Whirlpool, Infineon, STmicroelectronics, OerlikonGraziano, Brembo, Hella, +…100 other Research EU institutions….Uninova, Holos…

When sharing visions and R&D with I-FEVS they are all direct or indirect investors.

Making your own vehicles without carry over is extremely complex and expensive.

When addressing a sustainable approach to manufacture whatever form of EVs inEU, or elsewhere in the world, the most important thing is the partnershipestablished.

Conclusion

Electromobility is a game changing technology in which P-GEVS iscommitted and well positioned to play an important role,

The most difficult thing to understand is that there is no need anymore to invest hundreds of million Euro to promote localmanufacturing of new e-vehicles that meet most people needs.

P-GEVS has started a new era on parallel manufacturing accessible tomany new entries.

Thank you

for your attention!

Pietro PerloI-FEVS @ TORINO e-District